JP6075479B1 - Vehicle automatic driving system and automatic driving method - Google Patents

Abstract

An automatic driving system for a vehicle that automatically drives a vehicle on a chassis dynamometer enables control that is effective only at a specific timing. The operation pattern, the basic parameter, and the schedule interlock parameter setting incorporated in the schedule data indicated by the operation pattern are received, the operation pattern and the schedule interlock parameter are set in a DB 112, and the basic parameter is set in the control device 113. The automatic driving device 114 reads the driving pattern and the schedule interlock parameter from the DB 112, gives a target value based on the driving pattern to the control device 113, and sends the schedule interlock parameter to the control device 113. The control device 113 controls the control target 105 (accelerator, actuator for brake operation, etc.) based on the target value, basic parameter, and schedule interlock parameter. [Selection] Figure 1

Description

  The present invention relates to an automatic driving system and an automatic driving method for a vehicle, and in particular, control in the case of automatically driving a facility to be tested using an actuator or the like in a power measurement system for testing an engine, a transmission, a completed vehicle, or the like. It relates to a method for changing parameters.

  Conventionally, an automatic driving system for a vehicle that automatically drives a vehicle on a chassis dynamometer has been configured as shown in FIG. 22, for example. In FIG. 22, reference numeral 101 denotes a setting device that sets a driving pattern of a vehicle including a plurality of steps in the database 102 and sets control parameters for automatic driving in the control device 103.

  Reference numeral 104 denotes an automatic driving device that reads an operation pattern in the database 102, receives an operation instruction from the setting device 101, and instructs the control device 103 for an instantaneous target value based on the operation pattern.

  The control device 103 is used in a test vehicle (not shown) mounted on the chassis dynamometer based on the automatic operation control parameters set by the setting device 101 and the instantaneous target value instructed from the automatic operation device 104. Control target 105 (accelerator, brake, actuator for clutch operation, etc.) 105 is controlled.

  The control of the control target 105 is performed by a drive robot (not shown) mounted in the cab of the vehicle.

  The set driving pattern is, for example, a JC08 mode used in a fuel consumption rate test or a uniquely created pattern.

  In the vehicle speed control, for example, a target vehicle speed for each time is set in advance in a driving pattern, and the set vehicle speed data is used as a vehicle speed command at the time of the test, and based on a vehicle speed deviation between the vehicle speed command and the detected vehicle speed. Vehicle speed tracking control is performed.

  Conventionally, a technique for automatically running a test vehicle in a predetermined running mode using an automatic driving device has been described in Patent Document 1, for example.

JP 2013-245966 A

  In the conventional automatic driving system, the control parameter for automatic driving is set in the control device regardless of the driving pattern data, and after the setting, the same value is always reflected during driving. For this reason, for example, when exhaust gas mode operation such as JC08 mode is performed in a test of a completed vehicle, even if the speed followability is bad at a specific part (operation time) of the mode, the travel pattern of other parts (operation time) The parameter could not be changed so as not to affect it.

  The present invention solves the above-described problems, and an object of the present invention is to use an automatic driving system and an automatic vehicle that can use a control parameter linked to a driving pattern and perform control that is effective only at a specific timing by the parameter. It is to provide a driving method.

An automatic driving system for a vehicle according to claim 1 for solving the above problem is an automatic driving system for a vehicle that automatically drives a vehicle on a chassis dynamometer,
An automatic driving device for performing automatic driving of the vehicle;
A control device for controlling a control target of automatic driving in the vehicle;
Define the relationship between the vehicle speed or throttle opening with respect to the time for each step, or set the driving pattern that defines the relationship between the vehicle speed or throttle opening with respect to the distance for each step, the basics for controlling the automatic driving of the vehicle A setting device for accepting setting of parameters and setting of schedule interlocking parameters incorporated in each step of schedule data indicated by the operation pattern, setting operation patterns and schedule interlocking parameters in a database, and setting basic parameters in the control device And comprising
The automatic driving device reads an operation pattern and a schedule interlock parameter from the database, gives a target value based on the operation pattern to the control device, sets the schedule interlock parameter to the control device,
The control device controls the control object based on the given target value, a set basic parameter, and a schedule interlocking parameter.

The automatic driving method for a vehicle according to claim 14 includes a setting device for setting an operation pattern and a control parameter for automatically driving the vehicle on the chassis dynamometer, and an automatic driving device for executing the automatic driving of the vehicle. And an automatic driving method for a vehicle in a system comprising: a control device that controls a control target of automatic driving in the vehicle,
The setting device defines the relationship between the vehicle speed or the throttle opening with respect to the time for each step, or sets the driving pattern in which the relationship between the vehicle speed or the throttle opening with respect to the distance is defined for each step, and automatically operates the vehicle. Accepting the setting of basic parameters for control and the setting of schedule interlocking parameters incorporated in each step of the schedule data indicated by the operation pattern;
The setting device sets the accepted operation pattern and schedule interlocking parameters in a database, and sets the accepted basic parameters in the control device;
The automatic driving device reads the driving pattern and schedule interlocking parameters from the database;
The automatic driving device gives a target value based on the read operation pattern to the control device, and sets the read schedule interlocking parameter in the control device;
The control device controlling the control object based on the given target value and the set basic parameter and schedule interlock parameter;
It is provided with.

  According to the above configuration, by incorporating a control parameter (schedule interlocking parameter) into an operation pattern, a parameter value effective only at a specific timing during operation can be set, and a control target can be controlled based on the parameter value. Therefore, automatic operation can be performed without the set parameter value affecting other timings.

According to a second aspect of the present invention, there is provided the vehicle automatic driving system according to the first aspect, wherein the setting device defines a parameter initial value for schedule data in which the schedule interlocking parameter is not incorporated, and the parameter initial value is set. To the automatic driving device,
The automatic driving device is characterized in that the parameter initial value is set in a schedule interlocking parameter read from the database.

The automatic vehicle driving method according to claim 15 is the automatic driving method according to claim 14, wherein the setting device defines a parameter initial value for schedule data in which the schedule interlocking parameter is not incorporated, and the parameter initial value is set. Providing to the automatic driving device;
The automatic driving apparatus includes a step of setting the parameter initial value to a schedule interlocking parameter read from the database.

  According to the above configuration, by setting the parameter initial value, for example, when it is not necessary to set the parameter value for a different test object, it is not necessary to set the control parameter (schedule interlocking parameter) in the operation pattern. Labor saving is achieved.

Further, in the automatic driving system for a vehicle according to claim 3, in the first or second aspect, the set basic parameters include a brake stroke at a stop time and a deceleration of the brake,
The control device is configured to turn on a brake when performing a function of operating a brake with an operation amount of the set brake stroke at a stop time and an opening control for following an accelerator opening to a specified opening. And a function of decelerating with the deceleration of the brake.

  According to the above configuration, the vehicle can be stopped at a desired brake operation amount, and can be decelerated at a desired target vehicle speed when the accelerator opening degree is controlled.

Further, in the automatic driving system for a vehicle according to claim 4, the basic parameter that is set in claim 1 or 2 includes a smooth operation level that determines a level of accelerator, brake agility, or slow operation,
The control device has a function of executing an accelerator or brake agility or slow operation according to the set smooth operation level.

  According to the above configuration, it is possible to perform an accelerator or brake agility or slow operation at a desired smooth operation level.

According to a fifth aspect of the present invention, there is provided the automatic driving system for a vehicle according to the first or second aspect, wherein the set basic parameters are a start advance time for turning off the brake in advance at the start of the vehicle, and a delay of the control system. Including the vehicle speed command preceding time in anticipation of the elements,
The control device has a function of turning off the brake in advance of the set start preceding time, and a function of operating an accelerator based on the vehicle speed command pre-read in the set vehicle speed command preceding time. It is characterized by that.

  According to the above configuration, it is possible to realize start without delay by setting the start preceding time, and it is possible to realize vehicle speed control without delay by setting the vehicle speed command preceding time.

According to a sixth aspect of the present invention, there is provided the automatic driving system for a vehicle according to the first or second aspect, wherein the set basic parameter defines an engine cooling water temperature that defines a boundary temperature between a cold region and a warm region. The vehicle speed tracking control defined according to the water temperature threshold, the accelerator weight loss that is large in the cold region and small in the warm region, and the driving force characteristic in the cold region that is different from the driving force characteristic in the warm region. Feedback gain and
The control device includes a function of operating an accelerator with an operation amount corresponding to the set accelerator decrease, and a function of following a vehicle speed calculated based on a feedback gain of the set vehicle speed tracking control. It is characterized by that.

  According to the above configuration, by setting the accelerator reduction, the accelerator operation amount can be reduced when the engine is colder than the engine cooling water temperature threshold, and an increase in driving force due to idling up during the cold can be suppressed.

  In addition, by setting the feedback gain of the vehicle speed tracking control that is defined according to the driving force characteristic in the cold region, which is different from the driving force property in the warm region, the vehicle speed control that matches the driving force characteristic in the cold region is performed. be able to.

According to a seventh aspect of the present invention, there is provided an automatic driving system for a vehicle according to the first or second aspect, wherein the set schedule interlocking parameter includes an accelerator response time that defines a vehicle speed followability by an accelerator and a vehicle speed followability by a brake. Including the brake P gain in the specified PI control,
The control device includes a function of operating an accelerator with the set accelerator response time and a function of operating a brake with operability determined by the set brake P gain.

  According to the above configuration, desired vehicle speed followability and desired accelerator / brake operability can be realized.

The automatic driving system for a vehicle according to claim 8 is the automatic driving system according to claim 1, wherein the set schedule interlocking parameter is a range deviated from a reference mode of a driving pattern by a predetermined speed for a predetermined time during vehicle speed tracking control. Accelerator-brake switching vehicle speed deviation for switching from accelerator to brake for traveling in the vehicle, accelerator-brake switching time deviation for defining allowable time deviation for switching from accelerator to brake, and switching from brake to accelerator Brake → accelerator switching vehicle speed deviation that defines the allowable vehicle speed deviation, and brake → accelerator switching time deviation that defines the allowable time deviation for switching from the brake to the accelerator,
Based on the set accelerator → brake switching vehicle speed deviation, accelerator → brake switching time deviation, brake → accelerator switching vehicle speed deviation, and brake → accelerator switching time deviation, the control device switches from accelerator to brake, It is characterized by having a function for switching to the accelerator.

  According to the above configuration, it is possible to realize traveling that faithfully follows the reference mode of the driving pattern, and to reduce the frequency of switching from the accelerator to the brake and from the brake to the accelerator.

The automatic driving system for a vehicle according to claim 9 is the automatic driving system for a vehicle according to claim 1 or 2, wherein the set schedule interlocking parameter includes a feedforward control system based on a driving target vehicle speed, a vehicle speed detection value, and a driving target vehicle speed. Including a feedback control operation delay time for delaying the operation of the feedback control system when shifting to accelerator control for controlling the accelerator in both operations of the feedback control system based on the deviation;
The control device includes a function of delaying the operation of the set feedback control operation delay time feedback control system when shifting to the accelerator control during vehicle speed tracking control.

  According to the above configuration, it is possible to prevent the accelerator from operating excessively when starting or when switching from the brake to the accelerator.

According to a tenth aspect of the present invention, there is provided an automatic driving system for a vehicle according to the first or second aspect, wherein the set schedule interlocking parameter is set when the vehicle speed detection is greater than the vehicle speed command during vehicle speed tracking control by an accelerator. Includes an accelerator return enhancement factor a that enhances accelerator return,
The controller controls the accelerator according to a coefficient y for P gain in feedback control defined by y = a · x ² +1 (x ≧ 0) where x is a vehicle speed deviation (vehicle speed detection−vehicle speed command). It has a function to operate.

  According to the above configuration, the larger the vehicle speed deviation x, the larger the coefficient y. Therefore, it is possible to increase the return of the accelerator and reduce the vehicle speed. For this reason, an effect can be expected for a continuously variable transmission vehicle (CVT vehicle) in which the vehicle speed decreases little with respect to the return of the accelerator.

An automatic driving system for a vehicle according to claim 11 is the automatic driving system according to claim 1, wherein the set schedule interlocking parameter is an accelerator in a pattern of shifting from deceleration to acceleration using a brake in an automatic transmission vehicle. Including the accelerator lead time, which is the time that goes back from the point of time when the vehicle is decelerated along with the downshift when on, and the accelerator opening when the accelerator is on,
The control device has a function of forcibly releasing the brake at a time corresponding to the set accelerator preceding time and turning on the accelerator at the set accelerator opening.

  According to the above configuration, rapid acceleration can be realized in a pattern that shifts from deceleration to acceleration using a brake in an automatic transmission vehicle (AT vehicle).

According to a twelfth aspect of the present invention, there is provided an automatic driving system for a vehicle according to the first or second aspect, wherein the set schedule interlocking parameter is a pattern of shifting from a gentle acceleration to a strong acceleration in a continuously variable transmission vehicle. Vehicle speed detection for determining acceleration time and vehicle speed deviation at the time of re-acceleration that is a deviation of the reference vehicle speed, accelerator addition amount when the accelerator is added, and accelerator addition change that gradually increases the accelerator addition amount Rate, and
In the pattern in which the control device shifts from the gentle acceleration to the strong acceleration, at the time when the vehicle speed deviation at the time of the re-acceleration is set, the control device becomes the accelerator addition amount along the set accelerator addition change rate. It is characterized by having a function to step on the accelerator.

  According to the above configuration, by setting the vehicle speed deviation and the accelerator addition amount at the time of reacceleration, the vehicle speed tracking performance can be improved in a continuously variable transmission vehicle that is difficult to track acceleration.

  In addition, by setting the accelerator addition change rate, there is no kick down when the accelerator is stepped on.

  The automatic driving system for a vehicle according to a thirteenth aspect is the automatic driving system according to any one of the first to twelfth aspects, wherein the setting device sets, changes, and confirms the driving pattern, the basic parameter, and the schedule interlocking parameter. A display unit that displays a screen for performing an operation is provided.

  According to the said structure, each operation of a setting, a change, and confirmation of a driving pattern, a basic parameter, and a schedule interlocking | linkage parameter can be performed smoothly.

(1) According to the invention described in claims 1 to 15, by incorporating a control parameter (schedule interlocking parameter) into an operation pattern, a parameter value effective only at a specific timing during operation is set, and the parameter value Since the controlled object can be controlled based on the above, automatic operation can be performed without the set parameter value affecting other timings.
(2) According to the invention described in claims 2 and 15, by setting the parameter initial value, the control parameter (schedule interlocking parameter) is set in the operation pattern when it is not necessary to set the parameter value for different test objects. Therefore, it is possible to save the parameter setting.
(3) According to the invention described in claim 3, the vehicle can be stopped at a desired brake operation amount, and can be decelerated at a desired target vehicle speed when the accelerator opening degree is controlled.
(4) According to the invention described in claim 4, the accelerator or brake can be quickly or slowly operated at a desired smooth operation level.
(5) According to the invention described in claim 5, it is possible to realize start without delay by setting the start preceding time, and to perform vehicle speed control without delay by setting the vehicle speed command preceding time. Can be realized.
(6) According to the invention described in claim 6, by setting the accelerator reduction, the accelerator operation amount is reduced when the engine temperature is lower than the engine cooling water temperature threshold, and the driving force is increased due to the idling up during the cold. Can be suppressed.

In addition, by setting the feedback gain of the vehicle speed tracking control that is defined according to the driving force characteristic in the cold region, which is different from the driving force property in the warm region, the vehicle speed control that matches the driving force characteristic in the cold region is performed. be able to.
(7) According to the invention described in claim 7, it is possible to realize a desired vehicle speed followability and a desired accelerator / brake operability.
(8) According to the invention described in claim 8, it is possible to realize traveling that faithfully follows the reference mode of the driving pattern, and to reduce the frequency of switching from the accelerator to the brake and from the brake to the accelerator. Can do.
(9) According to the invention described in claim 9, it is possible to prevent the accelerator from operating sensitively when starting or when switching from the brake to the accelerator.
(10) According to the invention described in claim 10, since the coefficient y increases as the vehicle speed deviation x increases, the accelerator speed can be increased to reduce the vehicle speed. For this reason, an effect can be expected for a continuously variable transmission vehicle (CVT vehicle) in which the vehicle speed decreases little with respect to the return of the accelerator.
(11) According to the invention described in claim 11, rapid acceleration can be realized in a pattern of shifting from deceleration to acceleration using a brake in an automatic transmission vehicle (AT vehicle).
(12) According to the invention of the twelfth aspect, by setting the vehicle speed deviation and the accelerator addition amount at the time of reacceleration, the vehicle speed followability can be improved in a continuously variable transmission vehicle that is difficult to follow acceleration.

In addition, by setting the accelerator addition change rate, there is no kick down when the accelerator is stepped on.
(13) According to the invention of the thirteenth aspect, each operation of setting, changing, and confirming the operation pattern, the basic parameter, and the schedule interlocking parameter can be performed smoothly.

1 is a configuration diagram of an automatic driving system according to Embodiment 1 of the present invention. FIG. The block diagram of the automatic driving | operation system by Example 2 of this invention. The display screen figure which shows the mode of the setting of the engine control parameter in the display part of the embodiment of this invention, and a change. The display screen figure which shows the mode of selection of the schedule interlocking | linkage parameter in the display part of the embodiment of this invention. The display screen figure which shows a mode that the schedule interlocking | linkage parameter is added in the display part of the embodiment of this invention. The display screen figure which shows the mode edit window in the example of embodiment of this invention. The wave form diagram which shows the relationship between the correction coefficient of the AVR integral time constant which is a basic parameter, and an accelerator response waveform in the embodiment of this invention. The block diagram which determines the accelerator operation amount from the engine cooling water temperature in the control apparatus of the embodiment of this invention. The vehicle speed characteristic diagram for demonstrating the accelerator response time which is a schedule interlocking | linkage parameter in the embodiment of this invention. Explanatory drawing which shows a part of operation | movement when switching from an accelerator to a brake, and a schedule interlocking | linkage parameter in the example of embodiment of this invention. Explanatory drawing which shows a part of operation | movement when switching from a brake to an accelerator, and a schedule interlocking | linkage parameter in the embodiment of this invention. The control block diagram at the time of transfer to the accelerator control which operate | moves by feedforward control and feedback control in the control apparatus of the example of embodiment of this invention. The characteristic view which shows the relationship of the coefficient y with respect to the vehicle speed deviation x and P gain when the accelerator return reinforcement coefficient a which is a schedule interlocking parameter in the example embodiment of this invention is 0.1. The timing chart of the reference vehicle speed, the brake stroke, and the accelerator stroke for demonstrating the accelerator preceding time at the time of the deceleration-> acceleration and the accelerator opening which are schedule interlocking | linkage parameters in the example of embodiment of this invention. Explanatory drawing of the schedule interlocking | linkage parameter when shifting from loose acceleration to strong acceleration in the embodiment of this invention. The display screen figure which shows the mode of the setting of the shift timing which is a control parameter in the display part of the example of embodiment of this invention. The display screen figure which shows the mode of the setting of the shift table which is a control parameter in the display part of the embodiment of this invention. The display screen figure which shows the mode of the setting of the clutch function (at the time of start) which is a control parameter in the display part of the embodiment of this invention. The display screen figure which shows the mode of the setting of the clutch function (at the time of gear shifting) which is a control parameter in the display part of the embodiment of this invention. The display screen figure which shows the mode of the setting of the shift function which is a control parameter in the display part of the embodiment of this invention. The display screen figure which shows the mode of the setting of the engine automatic start which is a control parameter in the display part of the example of embodiment of this invention. The block diagram which shows an example of the conventional automatic driving | operation system.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings, but the present invention is not limited to the following embodiments. FIG. 1 shows an automatic driving system for a vehicle according to a first embodiment of the present invention. Reference numeral 111 denotes a setting device composed of, for example, a computer for robot control.

  The setting device 111 defines the relationship between the vehicle speed or the throttle opening with respect to the time for each step, or sets the driving pattern in which the relationship between the vehicle speed or the throttle opening with respect to the distance is defined for each step. The setting of the basic parameters for controlling the schedule and the setting of the schedule interlocking parameters incorporated for each step of the schedule data indicated by the operation pattern are received by the display screen (display unit) of the computer, respectively, and the operation pattern and the schedule interlocking parameter are received. The basic parameters are set in the control device 113 in the database 112. Further, the setting device 111 outputs a driving instruction to the automatic driving device 114 that executes the automatic driving of the vehicle.

  The automatic driving device 114 reads an operation pattern and a schedule interlock parameter from the database 112, gives an instantaneous target value based on the operation pattern to the control device 113, and sets the schedule interlock parameter in the control device 113.

  Based on the basic parameter set by the setting device 111, the schedule interlock parameter set by the automatic driving device 114, and the given instantaneous target value, the control device 113 is used for the test mounted on the chassis dynamometer. A control target (accelerator, brake, actuator for clutch operation, etc.) 105 in a vehicle (not shown) is controlled.

  The control of the control target 105 is performed by a drive robot (not shown) mounted in the cab of the vehicle, and a control signal for the drive robot is output from the control device 113.

  In FIG. 1, a chassis dynamometer, a test vehicle, a drive robot, etc. are not shown.

  The control device 113 and the automatic operation device 114 are configured by a computer, for example, and include hardware resources of a normal computer such as ROM, RAM, CPU, input device, output device, communication interface, hard disk, recording medium, and driving device thereof. ing.

  As a result of the cooperation between the hardware resource and the software resource (OS, application, etc.), the control device 113 and the automatic driving device 114 are provided with a functional unit that executes each process described later.

  Here, definitions of main terms used in this specification will be described.

  Engine control parameters: Parameters that can be changed when adjusting the operation of the drive robot.

  Schedule: Standard pattern such as JC08 mode, or pattern data created uniquely.

  AVR (vehicle speed control): A control mode in which the accelerator or brake pedal is operated to follow the specified vehicle speed during automatic / manual operation.

  AQR (opening control): A control mode in which the accelerator pedal is operated to follow the specified opening (throttle opening) during automatic / manual operation.

  Accelerator opening at start: Accelerator opening (throttle opening) that is depressed when starting in an MT vehicle (manual transmission vehicle).

  Warm: Indicates that the engine coolant temperature has exceeded the set value of the “warm determination EG coolant temperature threshold [° C.]”, which will be described later.

  Cold: Indicates a state where the engine coolant temperature is equal to or lower than a set value of a “warm determination EG coolant temperature threshold [° C.]” which will be described later.

  In the system of FIG. 1, by adjusting various control parameters, followability in speed control can be improved, and shift operation and clutch operation at the time of shifting in an MT vehicle can be adjusted. Can be set for each.

  The control parameters handled by the system of FIG. 1 are roughly classified into the following types.

(1) Engine control parameter (2) Shift timing (3) Shift table (4) Clutch function (5) Shift function (6) Automatic engine start Among the engine control parameters, basic parameters are transferred from the setting device 111 to the control device 113. It is set directly and the following parameters are used.

(1) Brake stroke at stop [%]
(2) Brake deceleration [G]
(3) Smooth operation level (4) Vehicle speed command advance time [s]
(5) AVR integration time constant correction coefficient (6) Start time [s]
(7) Threshold value of EG cooling water temperature for warm judgment [° C]
(8) Transition temperature difference from cold to warm [℃]
(9) Accelerator weight loss during cold [%]
(10) P-gain coefficient of AVR-FB during cold (11) Start advance time (when cold) [s]
Of the engine control parameters, the schedule interlock parameter is set from the automatic driving device 114 to the control device 113 in conjunction with the operation pattern, and the parameter is incorporated in advance for each step of the schedule data. Thus, the value of the control parameter can be changed at a specific timing.

  As the schedule interlocking parameter, the parameters shown in the following Table 1 are used. In Table 1, AC represents the accelerator, BR represents the brake, and FB represents the feedback.

  Moreover, in Example 2 of this invention, it comprised so that the initial value of the schedule interlocking parameter ((1)-(20)) of Table 1 incorporated in the said driving | operation pattern might be set. FIG. 2 shows an automatic driving system for a vehicle according to the second embodiment, and the same parts as those in FIG.

  2, the setting device 121 has the same function as the setting device 111 of FIG. 1, and further sets parameter initial values for schedule data in which the schedule interlocking parameter is not incorporated (parameter setting is unnecessary). And has a function of giving the parameter initial value to the automatic driving device 124.

  The database 122 sets and stores operation patterns and schedule interlocking parameters in the same manner as the database 112 of FIG. 1, but the schedule interlocking parameters are only the minimum necessary parameters (data that does not incorporate control parameters in the setting device 121). Because there is).

  The automatic driving device 124 has the same function as the automatic driving device 114 of FIG. 1, and further sets the parameter initial value given from the setting device 121 to the schedule interlocking parameter read from the database 122 to control the control device 123. It has a function to send to.

  The control device 123 is similar to the control device 113 of FIG. 1, the basic parameters set by the setting device 121, the instantaneous target value given from the automatic driving device 124, and the schedule interlocking parameters (driving pattern set by the automatic driving device 124). The control target 105 is controlled based on parameter initial values for parameters not incorporated in (Schedule).

  As described above, in the second embodiment of FIG. 2, a function that can set the parameter initial value is added to the configuration of the first embodiment of FIG. 1. Therefore, it is not necessary to set the control parameter, and labor can be saved.

  Next, the operation of the vehicle automatic driving system configured as described above will be described.

  First, an example of each operation of setting, changing, and confirming engine control parameters performed by the setting devices 111 and 121 of FIGS. 1 and 2 will be described. In the following description, only the main screen is shown as the display screen displayed on the display unit (display) in accordance with each operation.

  First, after the vehicle data screen is displayed on the display unit (display), the “engine control parameter” button is clicked to display the engine control parameter screen as shown in FIG.

  The basic parameters on the left side of FIG. 3 display all of the basic parameters (1) Brake stroke [%] to (11) Start preceding time (in cold) [s] described above, The interlocking parameters display only (1) accelerator response time to (12) deceleration → acceleration AC opening in Table 1.

  In the screen of FIG. 3, data can be saved by setting parameters and setting values of items to be changed and clicking the OK button.

  The basic parameters are parameters that can be set for each vehicle, and set the basic functions for driving. The basic parameters can be changed during the schedule operation, and the changed parameters are reflected in the vehicle data.

  The procedure for changing parameters during this schedule operation is to display the schedule monitor screen, display the parameter setting window, change the parameter value, and click the Apply button.

  Further, the schedule interlock parameter is a parameter that can be changed for each step of the schedule data, and is set in advance in the schedule data when it is desired to change at a specific point / section during the schedule operation. For items not set in the schedule data, values defined in “schedule interlocking parameter initial value” on the right side of the engine control parameter in FIG. 3 are applied. The schedule interlock parameter cannot be changed during scheduled operation.

  If you want to change the parameters for each schedule step, first click the operation schedule selection button to display the schedule list, select the schedule data you want to edit, and display the schedule edit screen. Then, when switching to the “selection input control target” tab of the setting window in the schedule editing screen, a screen as shown in FIG. 4 is displayed.

  By selecting a parameter to be changed from the “control item list” on the left side of FIG. 4 and clicking the “add >>” button on the center side, control items are added as shown in FIG.

  In FIG. 5, “CTL_ACCEL_RESPONSE_TIME accelerator response time” in (1) of Table 1 is added to the “selected item” on the right side.

  Then, after clicking the “OK” button at the lower right of FIG. 5, the mode is switched to the mode editing window, and values are set for each of the added parameters as shown in FIG. When this setting is completed, an “OK” button is clicked to return to the schedule editing screen as shown in FIG. 6 after error checking.

  As described above, the display units of the setting devices 111 and 121 display the screen for performing various operations for setting, changing, and confirming various parameters, so that each operation is performed smoothly.

  Next, what kind of control is performed by setting the engine control parameters will be described in detail.

<Basic parameters>
(1) Brake stroke at stop [%]
Set the brake stroke when stopping as a percentage of the zero / span of the brake pedal. For example, in the case of an AT vehicle, when the vehicle speed command is “0” and the vehicle does not stop, this value is set large. Note that the brake operation amount during deceleration other than the stop operates up to 100%.

  According to the control based on this parameter, stop control is performed with the set desired brake operation amount.

(2) Brake deceleration [G]
The target vehicle speed to be decelerated when the brake is on is set, and is set in the unit of acceleration [G]. This is effective only when the accelerator opening control (AQR) is performed.

  According to the control based on this parameter, the vehicle can be decelerated at a desired target vehicle speed during AQR.

(3) Smooth operation level Set the level of agility / slowness of accelerator and brake operation. The numerical value is the moving average time with respect to the reference vehicle speed, and is “0” invalid (equivalent to the reference vehicle speed), for example “4” is the maximum smooth operation.

  After the time-only step continues for a predetermined time, for example, 7 seconds, this smooth operation functions, otherwise it operates as “0” (operation at the reference vehicle speed).

  Note that the “predetermined time” of the “time-only step continues for a predetermined time” corresponds to a time when the smooth operation function can be started, and the time when the function is executed in advance, It is determined by the time obtained by adding the moving average time.

  Also, this smooth operation function is effective only during AVR. According to the control based on this parameter, the accelerator or brake is quickly or slowly operated at a desired smooth operation level.

(4) Vehicle speed command advance time [s]
It is a parameter for pre-reading the vehicle speed command and accelerating the accelerator operation, and by setting it to an appropriate value, the overshoot at the time of shifting from acceleration to a constant speed can be reduced. However, if the value is excessively large, the accelerator may be stepped on to compensate for the accelerator operation that was reduced earlier.

  In the case of this parameter, similarly to the above (3), the step of time is continued after a predetermined time, and in other cases, it operates as “0” (the accelerator is not advanced by prefetching). The setting of parameter (4) is valid only during AVR.

  By setting the vehicle speed command preceding time in this way, vehicle speed control without delay is realized.

(5) Correction coefficient for AVR integration time constant This is a coefficient for correcting the integration time constant of the PI controller in vehicle speed control. The P gain (proportional gain) and integral time constant of the PI controller are automatically calculated from [Accelerator response time [s]], vehicle weight, and driving force characteristics. The response waveform can be adjusted by this parameter. Yes.

  That is, in FIG. 7 showing the accelerator response waveform, when a small value is set, the follow-up error is actively reduced, but it becomes a vibration vehicle speed follow-up response, and accordingly, the accelerator operation is also vibrated.

  If a large value is set, the tracking error is less likely to be reduced, but the vehicle speed tracking response becomes non-vibrating. This parameter (5) is specified as a percentage and is valid only during AVR.

(6) Start time [s]
In starting, the brake is released in advance of the time specified here, and in addition, in the MT vehicle, the accelerator is controlled to be depressed to the accelerator opening degree at the time of starting. In the case of this parameter as well as in the above (3), the time step functions after a predetermined time has elapsed, and in other cases it operates as “0” (the brake and accelerator are not preceded). Setting of this parameter (6) is effective only during AVR.

  Thus, the start without a delay is implement | achieved by setting start advance time.

(7) Threshold value of EG cooling water temperature for warm judgment [° C]
It is a parameter that defines the boundary temperature between the cold region and the warm region of the cooling water temperature of the EG (engine), and serves as a reference value for performing the accelerator operation according to the cooling water temperature. Above the temperature set by this parameter, the engine is warm and the warm control is performed.

  Here, engine cooling water temperature, cold, and parameters related to warm will be described with reference to FIG. FIG. 8 shows an example of a block diagram of a control unit that is provided in the control devices 113 and 123 and obtains the accelerator operation amount in accordance with the detected engine coolant temperature.

  In FIG. 8, reference numeral 201 denotes an accelerator reduction setter in which the accelerator reduction θc in the cold state shown in the figure is set with respect to the engine cooling water temperature (Tcw), and 202 denotes the cooling characteristic shown in the figure with respect to the engine cooling water temperature. This is a P gain coefficient setting device in which a P gain coefficient K of AVR-FB (feedback) is set.

  Reference numeral 203 denotes an accelerator AVR controller that outputs the accelerator amount by multiplying the deviation between the reference vehicle speed vr and the detected vehicle speed v by the P gain coefficient K of the P gain coefficient setting unit 202. The accelerator amount is The accelerator operation amount is obtained by subtracting the accelerator decrease amount θc set by the decrease setting device 201.

  The threshold value of the EG cooling water temperature for the warm determination of the basic parameter (7) is T1 in FIG. 8, and T2 is the cooling water temperature in the cold region. Further, T1-T2 represents a transition temperature difference [° C.] from the cold to the warm of the basic parameter (8) described later, θc represents the accelerator decrease during cold of the basic parameter (9) described later, and K Indicates a P gain coefficient of AVR-FB during cold, which is a basic parameter (10) described later. This parameter (7) is valid only during AVR.

(8) Transition temperature difference from cold to warm [℃]
This parameter designates the transition section from completely cold to the temperature set in “(7)”, and corresponds to, for example, T1-T2 in FIG. This parameter (8) is valid only during AVR.

(9) Accelerator weight loss during cold [%]
This parameter reduces the amount of accelerator operation below the temperature set in “(7)” (cold region). For example, θc is large in the cold region and small in the warm region in FIG. It corresponds to. By setting this parameter, it is possible to reduce the amount of accelerator operation when cold, and to suppress an increase in driving force due to idling up during cold. This parameter (9) is valid only during AVR.

(10) PVR gain coefficient of AVR-FB during cold This parameter sets the feedback (FB) gain for vehicle speed control below the temperature set in “(7)”. For example, FIG. As in K, the warm time is set at a ratio of “1”. A PI controller is used for feedback of vehicle speed control, and P gain and integral time constant are automatically calculated from [Accelerator response time [s]], vehicle weight, and driving force characteristics. Is the warm one and different from the cold one. Therefore, the coefficient K may be set by this parameter (10) so as to match the characteristics during cold, for example, the characteristics of the P gain coefficient setting unit 202 in FIG.

  This parameter (10) is valid only at the time of AVR below the temperature (T1) set by the parameter (7).

  In this way, by setting the feedback gain of the vehicle speed tracking control defined according to the driving force characteristic in the cold region that is different from the driving force property in the warm region, the vehicle speed control that matches the driving force characteristic in the cold region Is executed.

(11) Start time (cold) [s]
In starting, the brake is released prior to the time specified here, and in addition, in the MT vehicle, the accelerator is controlled to be depressed to the accelerator opening at the time of starting. In the case of this parameter (11) as well as in the above (3), it functions after a time step continues for a predetermined time, otherwise it operates as “0” (the brake and accelerator preceding operations are not performed at the start) ). The setting of this parameter (11) is effective only when the AVR is equal to or lower than the temperature (T1) set by the parameter (7).

<Schedule interlocking parameter>
(1) Accelerator response time This parameter sets the responsiveness of the feedback control portion of the vehicle speed tracking control by the accelerator in terms of time. For example, as shown in the vehicle speed characteristic diagram of FIG. Time.

  If this setting is made small, the accelerator operation becomes agile and the vehicle speed followability improves, and if it is made too small, the accelerator operation comes to hunting. Also, if this setting is increased, the accelerator operation becomes slow and the vehicle speed followability decreases, but the behavior of the vehicle becomes gentle. Setting of this parameter (1) is effective only during AVR.

  By setting the accelerator response time in this way, it is possible to achieve desired vehicle speed followability and accelerator operability.

(2) Brake P Gain This parameter sets the response of the vehicle speed tracking control by the brake. If this setting is increased, the brake operation becomes agile and the vehicle speed tracking is improved. The movement starts to hunting. Also, if this setting is made smaller, the brake operation becomes slower and the vehicle speed followability decreases, but the behavior of the vehicle becomes slower. By setting the brake P gain in this way, it is possible to achieve desired vehicle speed followability and brake operability.

(3) AC → BR switching vehicle speed deviation This parameter calculates a threshold value for switching from the accelerator to the brake when performing vehicle speed tracking control so that the vehicle travels within a range deviated from the reference mode of the driving pattern by a predetermined speed for a predetermined time. It is one of the parameters, and an allowable vehicle speed deviation for switching from the accelerator to the brake is set as an AC → BR switching vehicle speed deviation.

(4) AC → BR switching time deviation This parameter calculates the threshold value for switching from the accelerator to the brake when the vehicle speed tracking control is performed so that the vehicle travels within a range deviated by a predetermined speed and a predetermined time from the reference mode of the driving pattern. This is one of the parameters, and an allowable time deviation for switching from the accelerator to the brake is set as an AC → BR switching time deviation.

  For example, the allowable width (value) of the upper limit / lower limit allowable line of JC08 mode is defined by an allowable vehicle speed deviation specified by ± 2.0 km / h and an allowable time deviation specified by ± 1.0 seconds. The value changes in accordance with the inclination due to acceleration and deceleration.

  Therefore, for the schedule interlocking parameters (3) and (4), in this embodiment, the allowable vehicle speed deviation is set as the AC → BR switching vehicle speed deviation (parameter (3)) in FIG. The AC-to-BR switching time deviation (parameter (4)) in FIG. 10 is set, and the threshold value for switching from the accelerator to the brake (the switching point from the accelerator to the brake) is obtained from the set value and the inclination of the driving target vehicle speed. , Configured to run control.

  FIG. 10 shows how the switching point from the accelerator to the brake is obtained, and the driving target vehicle speed (reference mode) in the figure is smoother on the broken line part (the part where the vehicle speed changes to a broken line) with respect to the reference vehicle speed. Or a reference input to a vehicle speed controller that has been processed such as raising the driving pattern, and the reference vehicle speed itself may be used.

In FIG. 10, a point at an arbitrary time on the driving target vehicle speed is set as a reference point A for switching determination, AC → BR switching time deviation Δt ₋₁ is set in the time axis direction from the determination reference point A, and AC → BR switching vehicle speed deviation Δv ₋₁ is set.

Then, the vehicle speed at the determination reference point A is approximately differentiated by a difference method or the like to calculate the inclination of the reference mode, and the inclination is multiplied by the set AC → BR switching time deviation Δt ₋₁ to obtain the vehicle speed deviation Δvt ₋₁ . calculate.

Next, the set AC → BR switching vehicle speed deviation Δv ₋₁ and the calculated vehicle speed deviation Δvt ₋₁ are added together to obtain a vehicle speed deviation (length of AE) for switching from the accelerator to the brake.

  The point E becomes a switching determination point from the accelerator to the brake at a certain time. Then, by connecting (connecting) the switching determination points E calculated at each time, a switching line (one-dot chain line) from the accelerator to the brake is obtained.

  In actual test running, when the vehicle speed detection (value) indicated by the thick solid line exceeds the switching line from the accelerator to the brake at the time of the determination reference point A, the accelerator is switched to the brake.

  As described above, by setting the schedule interlocking parameters (3) and (4), it is possible to realize traveling that faithfully follows the reference mode of the driving pattern. Further, particularly in a mode including sudden acceleration / deceleration, switching from the accelerator to the brake can be reduced by appropriately setting this value (the switching frequency can be reduced).

(5) AC → BR changeover time This parameter corresponds to the changeover waiting time from accelerator to brake. “0” is set when vehicle speed tracking is required, and an appropriate value is set when switching time is assumed like human operation. This parameter setting is valid only during AVR.

(6) BR → AC switching vehicle speed deviation This parameter calculates the threshold value for switching from the brake to the accelerator when the vehicle speed tracking control is performed so that the vehicle travels within a range deviated by a predetermined speed and a predetermined time from the reference mode of the driving pattern. It is one of the parameters, and an allowable vehicle speed deviation for switching from the brake to the accelerator is set as a BR → AC switching vehicle speed deviation.

(7) BR → AC switching time deviation This parameter calculates the threshold value for switching from the brake to the accelerator when the vehicle speed tracking control is performed so that the vehicle travels within a range deviated from the reference mode of the driving pattern by a predetermined speed for a predetermined time. This is one of the parameters, and the allowable time deviation for switching from the brake to the accelerator is set as BR → AC switching time deviation.

  For example, the allowable width (value) of the upper limit / lower limit allowable line of JC08 mode is defined by an allowable vehicle speed deviation specified by ± 2.0 km / h and an allowable time deviation specified by ± 1.0 seconds. The value changes in accordance with the inclination due to acceleration and deceleration.

  Therefore, with respect to the schedule interlocking parameters (6) and (7), in the present embodiment, the allowable vehicle speed deviation is set as BR → AC switching vehicle speed deviation (parameter (6)) in FIG. 11, and the allowable time deviation is set. The BR → AC switching time deviation (parameter (7)) in FIG. 11 is set, and a threshold (switching point from the brake to the accelerator) for switching from the brake to the accelerator is obtained from the set value and the inclination of the driving target vehicle speed. , Configured to run control.

  FIG. 11 shows how to obtain the switching point from the brake to the accelerator. The driving target vehicle speed (reference mode) in the figure is smoother on the broken line portion (portion where the vehicle speed changes in a broken line shape) than the reference vehicle speed. Or a reference input to a vehicle speed controller that has been processed such as raising the driving pattern, and the reference vehicle speed itself may be used.

In FIG. 11, a point at an arbitrary time on the driving target vehicle speed is set as a reference point A for switching determination, BR → AC switching time deviation Δt ₋₂ is set in the time axis direction from the determination reference point A, and BR → Set the AC switching vehicle speed deviation Δv _-2 .

Then, the vehicle speed at the determination reference point A is approximately differentiated by a difference method or the like to calculate the inclination of the reference mode, and the inclination is multiplied by the set BR → AC switching time deviation Δt _-2 to obtain the vehicle speed deviation Δvt _-2 calculate.

Next, the set BR → AC switching vehicle speed deviation Δv ₋₂ and the calculated vehicle speed deviation Δvt ₋₂ are added together to obtain a vehicle speed deviation (length of AE) for switching from the brake to the accelerator.

  The point E becomes a switching determination point from the brake to the accelerator at a certain time. Then, the switching determination point E calculated at each time is connected (connected) to form a switching line from the brake to the accelerator (a chain line).

  In actual test running, when the vehicle speed detection (value) indicated by the thick solid line at the time of the judgment reference point A falls below the brake-to-accelerator switching line, the brake is switched to the accelerator.

  As described above, by setting the schedule interlocking parameters (6) and (7), it is possible to realize traveling that faithfully follows the reference mode of the driving pattern. Further, particularly in a mode including sudden acceleration / deceleration, the switching from the brake to the accelerator can be reduced (the switching frequency can be reduced) by appropriately setting this value.

(8) BR → AC changeover time This parameter corresponds to the changeover waiting time from the brake to the accelerator. “0” is set when vehicle speed tracking is required, and an appropriate value is set when switching time is assumed like human operation. This parameter setting is valid only during AVR.

(9) FB delay operation when accelerator is on This parameter is an accelerator control that controls the accelerator by both the feedforward control system based on the driving target vehicle speed and the feedback control system based on the deviation of the detected vehicle speed and the driving target vehicle speed. This is a feedback control operation delay time for delaying the operation of the feedback control system when shifting to, and only the designated (set) time feedforward control system is operated.

  That is, the control devices 113 and 123 of the present embodiment are configured with a control block that delays the feedback control system as shown in FIG. 12, for example. In FIG. 12, reference numeral 301 denotes an accelerator AVRFF controller that performs feedforward control on the driving target vehicle speed, and 302 denotes an accelerator AVRFB controller that performs feedback control so that vehicle speed detection becomes a driving target.

  303 is a timer that delays the ON output by the feedback control operation delay time specified by the “FB delay operation when accelerator is on” parameter, and after the timer time (feedback control operation delay time) elapses when shifting to accelerator control. The changeover switch 304 is turned on by its own on output.

  As described above, when the selector switch 304 is turned on after the delay, the accelerator is controlled by the accelerator amount obtained by adding the outputs of the accelerator AVRFF controller 301 and the accelerator AVRFB controller 302 by the adder 305.

  According to the configuration of FIG. 12, for example, in the case of a trapezoidal pattern, when the accelerator work moves excessively when starting or when switching from the brake to the accelerator, the accelerator work can be performed by appropriately performing this setting. Can be suppressed.

(10) Accelerator return enhancement coefficient This is a parameter for actively returning the accelerator when “vehicle speed detection> vehicle speed command” is satisfied during AVR by the accelerator. The effect can be expected for an AT (CVT) vehicle in which the vehicle speed is not decreased much as the accelerator is returned.

This parameter is a coefficient for the quadratic term of the quadratic function multiplied by the P term of the feedback control. The vehicle speed deviation (vehicle speed detection-vehicle speed command) x, the accelerator return enhancement coefficient a, and y = a · x ² The relationship of the coefficient y with respect to the P gain in the feedback control defined by +1 (x ≧ 0) is as shown in FIG. 13, for example.

  FIG. 13 shows the characteristic of the coefficient y when the accelerator return enhancement coefficient a is 0.1.

  As can be seen from the equation defining the coefficient y, when the accelerator return enhancement coefficient a = 0, y = 1 and the feedback control is a linear operation. Further, as the value of the accelerator return strengthening coefficient a is larger, y becomes larger when the vehicle speed deviation x is larger, and the accelerator return becomes stronger. If this coefficient a is set too large, the accelerator work will vibrate. The setting of the accelerator return enhancement coefficient a is valid only during AVR.

(11) Deceleration → AC lead time during acceleration (12) Deceleration → AC opening during acceleration These schedule interlocking parameters (11) and (12) are used in the pattern of shifting from deceleration using acceleration in an AT vehicle to acceleration. Considering the deceleration associated with the downshift when the accelerator is on, this parameter is used for quickly depressing the accelerator before decelerating and quickly accelerating after decelerating with the downshift.

  These parameters (11) and (12) will be described together with the reference vehicle speed, brake stroke, and accelerator stroke timing charts of FIG.

  In FIG. 14, the AC leading time during deceleration → acceleration is a time that goes back from the time when deceleration is complete, that is, the time when the reference vehicle speed becomes the minimum value.

  At this retroactive time, the brake is forcibly released and the accelerator is turned on with the accelerator amount indicated by the AC opening during deceleration → acceleration.

  As in the case of the basic parameter (3), the schedule interlocking parameters (11) and (12) function after a time-only step continues for a predetermined time, and otherwise operate as “0” ( AC lead time, no AC opening).

  By setting the schedule interlocking parameters (11, (12) in this way, rapid acceleration can be realized in a pattern of shifting from deceleration using braking by an AT vehicle to acceleration.

(13) Vehicle speed deviation during re-acceleration (14) AC addition during re-acceleration (15) AC addition change rate during re-acceleration These schedule-linked parameters (13), (14), (15) are strong from loose acceleration In the pattern that shifts to acceleration, the characteristic that is difficult to follow acceleration, which is unique to CVT vehicles, is to improve the vehicle speed followability by stepping on the accelerator with both set additions, and each parameter is added to the vehicle speed and accelerator addition. A description will be given with reference to FIG.

  In FIG. 15, the CVT shift-up is detected from the vehicle speed and the engine speed, and the accelerator is stepped on (added) on the condition that the shift-up is detected. The difference between the vehicle speed detection and the reference vehicle speed (determining the time to start increasing the accelerator pedal) is (13) the vehicle speed deviation at the time of reacceleration.

  In the accelerator addition section where accelerator depression is performed, control is performed so that the accelerator addition amount set by (14) AC addition at the time of reacceleration (accelerator addition amount at the time of accelerator depression) is set. In step 1, there is a period in which the engine is gradually stepped over so as not to kick down (accelerator addition amount is gradually increased), and (15) AC addition change rate during re-acceleration in that period is the accelerator change per second Set by quantity.

  As described above, by setting the schedule interlocking parameters (13), (14), and (15), it is possible to improve the vehicle speed tracking performance in a CVT vehicle that is difficult to track acceleration.

(16) Vehicle speed deviation This parameter sets a vehicle speed command for raising the vehicle speed relative to the reference vehicle speed, and is used to follow the vehicle speed command when it cannot catch up with the vehicle pattern at a specific step in the driving pattern.

  As in the case of the basic parameter (3), the schedule interlock parameter (16) functions after a time-only step continues for a predetermined time, and operates as “0” in other cases. This parameter is valid only during AVR.

(17) Acceleration correction amount This parameter sets the acceleration amount to be raised with respect to the accelerator operation amount calculated by the vehicle speed controller, and when the vehicle pattern cannot catch up with the driving pattern at a specific step, Used to follow. This parameter is valid only during AVR.

(18) Accelerator fully closed This parameter forcibly turns off the accelerator in the section specified by the operation pattern, and is valid only during AVR.

(19) Accelerator fully closed (overspeed)
This parameter forcibly fully closes the accelerator when vehicle speed detection> vehicle speed command is satisfied in the section specified by the driving pattern, and is effective only during AVR.

(20) Forced brake OFF
This parameter forcibly turns off the brake in the section specified by the driving pattern, and is effective only during AVR.

  Next, control parameters other than the engine control parameters will be described.

<Speed change timing>
Here, a shift timing setting screen as shown in FIG. 16 is displayed on the display unit, and settings relating to shift and clutch timing in the MT vehicle are performed. The definition of the shift confirmation times t1 to t5 is as follows.

(1) Accelerator close → Clutch disengagement t1: Start clutch operation from accelerator close
Time until [s]
(2) Clutch disengagement → shift start t2: Select operation starts after clutch disengagement
Time until [s]
(3) Shift neutral confirmation time t3: Shift neutral position hold time [s]
(4) Select match → Shift start t4: Shift start from select match
Time until [s]
(5) Shift match → clutch engagement t5: Clutch operation starts from shift match
Time until [s]
<Shifting table>
Here, a shift table screen as shown in FIG. 17 is displayed on the display unit, and the shift position in the present system and the shift position of the vehicle are related to each other, which is applied to the MT vehicle.

  There are three designation methods: (1) direct designation, (2) indirect designation, and (3) vehicle speed shift table. The contents set here are the scheduler (setting devices 111 and 121) and the shift position during manual operation. Used in.

(1) Direct designation Used when the shift symbol (N, 1-8, R) and the vehicle shift position in this system are used with the same symbol. When direct designation is performed by a scheduler or the like, the relationship between the shift position and the command position is the same in any vehicle data setting. The direct comparison table can only be displayed and cannot be set or changed. The range that can be set varies depending on the maximum shift position on the vehicle data screen.

(2) Indirect designation Used when the vehicle shift position with respect to the shift symbols (P1 to P8) in this system is to be changed for each vehicle. If the shift position is set in the schedule data by indirect designation (P1 to P8), the shift position is replaced with the actual shift position according to the indirect designation setting of the vehicle data, and the vehicle is operated. In manual operation, there is no indirectly designated shift. The range that can be set varies depending on the maximum shift position on the vehicle data screen.

(3) Vehicle speed shift table Used when shifting automatically according to the vehicle speed. Five types of vehicle speed patterns (T1 to T5) can be set. The unit is fixed to [km / h]. In the scheduler, the shift position designation is set to any one of “T1” to “T5”.

<Clutch function>
Here, a clutch function screen as shown in FIGS. 18 and 19 is displayed on the display unit, and the stroke and time relating to the clutch operation of the MT vehicle are set. 18 and 19 are displayed side by side on the same screen of the display unit.

[Departure]
This is the setting for clutch operation when starting.

  (1) T1: The operation time [s] from the stroke 0 to 100 [%] is set.

  (2) T2: The operation time [s] from 100% to the meet point (P1) is set.

  (3) T3: Set a time [s] for determining an inclination rate at which the pedal operates between the half clutches.

  (4) T4: Set the operation time [s] until the stroke after the start completion vehicle speed is 0%.

  (5) P1: This is the stroke of the clutch meet point, and since the value at the time of automatic measurement is used, input is not possible.

  (6) P1-P2: Set the stroke amount [%] in the half clutch range.

  (7) V1: Start complete vehicle speed [km / h] is set.

[Speed change]
This is the setting of the clutch operation during shifting.

  (1) T1: The operation time [s] from the stroke 0 to 100 [%] is set.

  (2) T2: An operation time from 100 [%] to the meet point (P1) is set during shifting, and an operation time [s] from 100 [%] to 0 [%] is set during N return.

  (3) T3: Set the time [s] between the half clutches. Increasing the value increases the half-clutch time and reduces the shock during half-clutch during shifting.

  (4) T4: The operation time [s] from the end of the half clutch to the stroke 0 [%] is set. Increasing the value increases the half-clutch time and reduces the shock after a half-clutch during shifting.

  (5) P1: This is the stroke of the clutch meet point, and since the value at the time of automatic measurement is used, input is not possible.

  (6) P1-P2: Set the stroke amount [%] in the half clutch range.

<Shift function>
Here, a shift function screen as shown in FIG. 20 is displayed on the display unit, and settings relating to the shift operation of the MT vehicle are performed.

  (1) t1: The operation time [s] from the neutral position (0%) to P1 is set.

  (2) t2: The operation time [s] from the stroke P1 to P2 is set.

  (3) t3: The operation time [s] to the shift completion position (100%) is set.

  (4) P1: A position [%] slightly before the sync stroke is set.

  (5) P2: A position [%] slightly behind the sync stroke is set.

  (6) F1: Set a limit value [%] of the actuator operating force during shift-in.

  (7) F2: Set the shift lever holding force [%] after the shift is completed.

  (8) t4: The time [s] from the shift completion position (100%) to the shift lever holding force after the shift is completed is set.

<Engine automatic start>
Here, an engine automatic start screen as shown in FIG. 21 is displayed on the display unit, and the following settings related to the engine automatic start are performed.

(1) Starter ON time:
Set the time for which the starter is ON.

Range: 0.1-9.9 [s]
(2) Engine start determination rotational speed:
Sets the rotation speed for determining engine start.

Range: 0 to 3000 [min-1]
When “0” is input, the start determination is not performed.

(3) Starter count:
Set the maximum number of starter iterations until the engine starts.

Range: 1-9 [times]
(4) Waiting time:
When the engine does not start, the waiting time until the next starter is turned on is set.

Range: 0.1-9.9 [s]
(5) Clutch disengagement operation:
Select whether to use the clutch disengagement function. * MT cars only.

105 ... Control object 111, 121 ... Setting device 112,122 ... Database 113,123 ... Control device 114,124 ... Automatic driving device 201 ... Accelerator weight loss setting device 202 ... P gain coefficient setting device 203 ... Accelerator AVR controller 204 ... Subtraction 301 ... Accelerator AVRFF controller 302 ... Accelerator AVRFB controller 303 ... Timer 304 ... Changeover switch 305 ... Adder

Claims (15)

An automatic vehicle driving system for automatically driving a vehicle on a chassis dynamometer,
An automatic driving device for performing automatic driving of the vehicle;
A control device for controlling a control target of automatic driving in the vehicle;
Define the relationship between the vehicle speed or throttle opening with respect to the time for each step, or set the driving pattern that defines the relationship between the vehicle speed or throttle opening with respect to the distance for each step, the basics for controlling the automatic driving of the vehicle A setting device for accepting setting of parameters and setting of schedule interlocking parameters incorporated in each step of schedule data indicated by the operation pattern, setting operation patterns and schedule interlocking parameters in a database, and setting basic parameters in the control device And comprising
The automatic driving device reads an operation pattern and a schedule interlock parameter from the database, gives a target value based on the operation pattern to the control device, sets the schedule interlock parameter to the control device,
The said control apparatus is an automatic driving | running | working system of the vehicle which controls the said control object based on the given target value, the set basic parameter, and the schedule interlocking | linkage parameter. The setting device defines a parameter initial value for schedule data in which the schedule interlocking parameter is not incorporated, and gives the parameter initial value to the automatic driving device,
The vehicle automatic driving system according to claim 1, wherein the automatic driving device sets the parameter initial value to a schedule interlocking parameter read from the database. The set basic parameters include the brake stroke at the time of stop and the deceleration of the brake,
The control device is configured to turn on a brake when performing a function of operating a brake with an operation amount of the set brake stroke at a stop time and an opening control for following an accelerator opening to a specified opening. The vehicle automatic driving system according to claim 1, further comprising a function of decelerating at a reduced brake deceleration. The set basic parameters include a smooth operation level that determines the level of accelerator, brake agility or slow operation,
The automatic control system for a vehicle according to claim 1 or 2, wherein the control device has a function of executing an agile or slow operation of an accelerator or a brake according to the set smooth operation level. The set basic parameters include a start preceding time for turning off the brake in advance at the start of the vehicle, and a vehicle speed command preceding time considering a delay element of the control system,
The control device has a function of turning off the brake in advance of the set start preceding time, and a function of operating an accelerator based on the vehicle speed command pre-read in the set vehicle speed command preceding time. The automatic driving system for a vehicle according to claim 1 or 2. The set basic parameters are the engine cooling water temperature threshold that defines the boundary temperature between the cold region and the warm region of the engine cooling water temperature, the accelerator reduction that is large in the cold region and small in the warm region. A feedback gain of vehicle speed tracking control defined according to the driving force characteristic of the cold region different from the driving force property of the warm region,
The control device includes a function of operating an accelerator with an operation amount corresponding to the set accelerator decrease, and a function of following a vehicle speed calculated based on a feedback gain of the set vehicle speed tracking control. The automatic driving system for a vehicle according to claim 1 or 2. The set schedule interlocking parameter includes an accelerator response time that defines the vehicle speed followability by the accelerator, and a brake P gain in PI control that defines the vehicle speed followability by the brake,
3. The control device according to claim 1, wherein the control device includes a function of operating an accelerator with the set accelerator response time and a function of operating a brake with operability determined by the set brake P gain. 4. Automatic driving system for vehicles. The schedule-linked parameter that is set is an accelerator-brake switching that defines an allowable vehicle speed deviation for switching from the accelerator to the brake for traveling within a range deviated from the reference mode of the driving pattern by a predetermined speed for a predetermined time during vehicle speed tracking control. Accelerator-> brake switching time deviation that regulates vehicle speed deviation, and allowable time deviation for switching from accelerator to brake, brake-> accelerator switching vehicle speed deviation that regulates allowable vehicle speed deviation for switching from brake to accelerator, and allowable time deviation for switching from brake to accelerator Including brake to accelerator switching time deviation,
Based on the set accelerator → brake switching vehicle speed deviation, accelerator → brake switching time deviation, brake → accelerator switching vehicle speed deviation, and brake → accelerator switching time deviation, the control device switches from accelerator to brake, The vehicle automatic driving system according to claim 1 or 2, further comprising a function of switching to an accelerator. The schedule-linked parameter that is set when the shift to the accelerator control that controls the accelerator by the operation of both the feedforward control system based on the driving target vehicle speed and the feedback control system based on the deviation of the vehicle speed detection value and the driving target vehicle speed. A feedback control operation delay time for delaying the operation of the feedback control system,
3. The automatic driving of the vehicle according to claim 1, wherein the control device has a function of delaying the operation of the set feedback control operation delay time feedback control system when shifting to the accelerator control during vehicle speed tracking control. 4. system. The set schedule interlocking parameter includes an accelerator return enhancement coefficient a that enhances the return of the accelerator when the vehicle speed detection is greater than the vehicle speed command during the vehicle speed tracking control by the accelerator,
The controller controls the accelerator according to a coefficient y for P gain in feedback control defined by y = a · x ² +1 (x ≧ 0) where x is a vehicle speed deviation (vehicle speed detection−vehicle speed command). The automatic driving system for a vehicle according to claim 1 or 2, comprising a function to operate. The schedule interlocking parameter that is set includes an accelerator preceding time that is a time traced back from a point when the vehicle is decelerated along with a shift down when the accelerator is turned on, in a pattern of shifting from deceleration using a brake in an automatic transmission vehicle to acceleration. Including accelerator opening when on,
3. The vehicle according to claim 1, wherein the control device includes a function of forcibly releasing a brake at a time corresponding to the set accelerator preceding time and turning on the accelerator at the set accelerator opening. Automatic driving system. The set schedule interlocking parameter is a vehicle speed detection and a vehicle speed at the time of reacceleration, which is a deviation of a reference vehicle speed, in a pattern of shifting from a slow acceleration to a strong acceleration in a continuously variable transmission vehicle, and for determining an accelerator depression time. A deviation, an accelerator addition amount when the accelerator is stepped on, and an accelerator addition change rate that gradually increases the accelerator addition amount,
In the pattern in which the control device shifts from the gentle acceleration to the strong acceleration, at the time when the vehicle speed deviation at the time of the re-acceleration is set, the control device becomes the accelerator addition amount along the set accelerator addition change rate. The automatic driving system for a vehicle according to claim 1 or 2, further comprising a function of stepping on an accelerator.   The said setting apparatus is provided with the display part which displays the screen for performing each operation of the setting, change, and confirmation of the said driving pattern, a basic parameter, and a schedule interlocking | linkage parameter to any one of Claim 1 thru | or 12 The vehicle automatic driving system described. A setting device for setting driving patterns and control parameters for automatically driving a vehicle on a chassis dynamometer, an automatic driving device for executing automatic driving of the vehicle, and a control device for controlling a control target of automatic driving in the vehicle A method for automatically driving a vehicle in a system comprising:
The setting device defines the relationship between the vehicle speed or the throttle opening with respect to the time for each step, or sets the driving pattern in which the relationship between the vehicle speed or the throttle opening with respect to the distance is defined for each step, and automatically operates the vehicle. Accepting the setting of basic parameters for control and the setting of schedule interlocking parameters incorporated in each step of the schedule data indicated by the operation pattern;
The setting device sets the accepted operation pattern and schedule interlocking parameters in a database, and sets the accepted basic parameters in the control device;
The automatic driving device reads the driving pattern and schedule interlocking parameters from the database;
The automatic driving device gives a target value based on the read operation pattern to the control device, and sets the read schedule interlocking parameter in the control device;
The control device controlling the control object based on the given target value and the set basic parameter and schedule interlock parameter;
Driving method for vehicles equipped with The setting device defines a parameter initial value for schedule data in which the schedule interlocking parameter is not incorporated, and provides the parameter initial value to the automatic operation device;
The automatic operation apparatus sets the parameter initial value to the schedule interlocking parameter read from the database;
The vehicle automatic driving method according to claim 14, further comprising:

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