JP6642091B2 - Apparatus and method for generating vehicle speed profile - Google Patents

Description

  The present disclosure relates to an apparatus and a method for generating a vehicle speed profile indicating a change in vehicle speed between a start point and an end point.

  As described in Patent Literature 1 and the like, a method of controlling automatic traveling of a vehicle (hereinafter, referred to as a vehicle traveling control method) is conventionally known. In this vehicle traveling control method, the vehicle traveling section is divided into unit traveling control sections each having a starting point and an end point at a signalized intersection or a temporary stop point. When both the start point and the end point of the unit travel control section are the vehicle stop point, the vehicle accelerates from the stop state to the set speed Vs at the set acceleration α0 under the automatic drive control (the minimum required at the set speed Vs). After performing the constant speed traveling of the above), the vehicle shifts to coasting traveling and stops at the end point which is the stop point due to the braking traveling immediately before the end point of the unit section.

JP 2011-225103 A

  However, according to the conventional automatic traveling control device, there is a problem that it is difficult to reduce the fuel consumption of the vehicle because the transition time from the set speed to the coasting is not properly determined.

  Therefore, an object of the present disclosure is to provide an apparatus and a method for generating a vehicle speed profile that can suppress fuel consumption when the vehicle is automatically driven.

  A first embodiment of the present disclosure is a device for generating a vehicle speed profile indicating a change in vehicle speed between a start point and an end point, wherein a first setting unit that sets a cruise speed at which the vehicle should travel after departure from the start point, In the case where the vehicle traveling at the cruising speed set by the one setting unit is stopped after coasting according to the predetermined deceleration method, the first traveling distance or the first traveling time from the start of the coasting to the predetermined vehicle speed is determined. A first derivation unit to be derived, based on a first travel distance or a first travel time derived by the first derivation unit, a first deceleration start position or a first deceleration start timing of the vehicle between the start point and the end point. And a second deriving unit for deriving the vehicle speed profile.

  A second embodiment of the present disclosure is a method for generating a vehicle speed profile indicating a change in vehicle speed between a start point and an end point, the first setting step of setting a cruise speed at which the vehicle should travel after departure from the start point, In the case where the vehicle traveling at the cruising speed set in one setting step is stopped after coasting according to a predetermined deceleration method, a first traveling distance or a first traveling time from a start of the coasting to a predetermined vehicle speed is set. First deriving step to derive, based on the first traveling distance or the first traveling time derived in the first deriving step, the first deceleration start position or the first deceleration start timing of the vehicle between the starting point and the end point. And a second deriving step of deriving a vehicle speed profile.

  According to the present disclosure, it is possible to provide an apparatus and a method for generating a vehicle speed profile that can suppress fuel consumption when the vehicle is automatically driven.

FIG. 2 is a diagram illustrating a hardware configuration of a vehicle speed profile generation device according to the present disclosure. FIG. 2 is a functional block diagram of the generation device of FIG. 1. FIG. 2 is a flowchart illustrating a processing procedure of the microcomputer in FIG. 1. FIG. 2 is a diagram illustrating a vehicle speed profile generated by the generation device of FIG. 1.

  Hereinafter, an apparatus and a method for generating a vehicle speed profile according to an embodiment of the present disclosure will be described in detail with reference to the drawings.

≪1. Configuration of vehicle speed profile generating device 1 and its periphery
FIG. 1 illustrates a vehicle C including a vehicle speed profile generation device 1 according to the present disclosure. In the vehicle C, the power generated by the engine 2 is transmitted to a transmission (transmission) 4 via a clutch 3, and then transmitted from the transmission 4 to a differential gear 6 via a propeller shaft 5, and the differential gear 6 The power is further transmitted to the wheels 8 via the drive shaft 7. Thus, the power of the engine 2 is transmitted to the wheels 8, and the vehicle C runs.

  The vehicle C described above is automatically driven under the control of the automatic driving device 9. Specifically, the automatic traveling device 9 controls the output of the engine 2, the connection and disconnection of the clutch 3, and the shift of the transmission 4 via a plurality of control devices provided in the vehicle C, and Automatically run. Examples of the plurality of control devices include an engine ECU 10, a power transmission ECU 11, and an automatic traveling control device 12. The engine ECU 10 controls the output of the engine 2, the power transmission ECU 11 controls the connection and disconnection of the clutch 3 and the shift of the transmission 4, and the automatic travel control device 12 controls the automatic travel of the vehicle C according to a predetermined vehicle speed profile. May be controlled. The engine ECU 10, the power transmission ECU 11, and the automatic traveling control device 12 each include a microcomputer and are communicably connected to each other by a vehicle-mounted network (not shown).

  In the present disclosure, in the automatic cruise control device 12, the microcomputer 121 executes the program P in the program memory 122 using the RAM 123 as a work area. Function. The automatic cruise control device 12 also includes a nonvolatile memory 124 that stores various parameters (see Table 1) used when executing the program P.

  In addition, the automatic traveling control device 12 is communicably connected to the navigation device 13 and the road-to-vehicle communication device 14 via the on-vehicle network.

  The navigation device 13 has a GPS receiver from which the current position of the vehicle C can be derived, and map data. The map data expresses a road network by a plurality of nodes and a plurality of links. Each node represents a feature point (intersection or bend) in the road network, and a link represents a road between the feature points represented by the two nodes. Various attribute information regarding the road is assigned to the link. In the present disclosure, it is assumed that a legal speed (that is, a typical example of a cruising speed Vu described later), a road longitudinal gradient gr, a road surface state, and the like are assigned to each link as attribute information. In the present disclosure, the navigation device 13 determines the distance L between the start point and the end point for which the vehicle speed profile is to be obtained, the trip time T required for traveling between the start point and the end point, the legal speed (cruise speed Vu) set on the road between the start point and the end point. ), The road longitudinal gradient gr, the road surface condition, and the like can be transmitted to the automatic traveling control device 12.

  The road-vehicle communication device 14 accesses a remote server (not shown) via the roadside device and receives various information. In the present disclosure, the road-vehicle communication device 14 receives the same information as the navigation device 13 (that is, the distance L, the trip time T, the legal speed (cruising speed Vu), the road longitudinal gradient gr, the road surface state, and the like), and Transmission to the travel control device 12 is enabled.

{2. Operation of the vehicle speed profile generation device 1
Next, the operation of the vehicle speed profile generation device 1 will be described with reference to the drawings.
As shown in FIG. 2, the microcomputer 121 executes the program P to execute a total distance setting unit 21, a trip time setting unit 22, a cruising speed setting unit 23, a first deceleration distance deriving unit 24, and a first deceleration time deriving unit 25, as shown in FIG. First deceleration start position deriving unit 26, first deceleration start timing deriving unit 27, acceleration distance deriving unit 28, acceleration time deriving unit 29, second deceleration time deriving unit 210, second deceleration distance deriving unit 211, second deceleration It functions as a start position derivation unit 212, a second deceleration start timing derivation unit 213, and a deceleration position selection unit 214, and obtains a vehicle speed profile before the vehicle C actually travels according to the procedure shown in FIG.

  The microcomputer 121 determines the starting point and the ending point from which the vehicle speed profile is to be obtained (step S001 in FIG. 3). The starting point and the ending point are determined, for example, as follows. Data indicating the route on which the vehicle C should travel by links or nodes (hereinafter referred to as route data) is obtained by, for example, the navigation device 13. On this route, there are a plurality of places where the vehicle C should stop (an intersection where there is a signal or a place where the vehicle C should be temporarily stopped). One of such places is set as a starting point, and a place to be stopped next is set as an end point.

  Next, the microcomputer 121 functions as the total distance setting unit 21 and sets the distance between the start point and the end point determined in step S001 as the total distance L (step S002).

  Next, the microcomputer 121 functions as the trip time setting unit 22, acquires the travel time of the vehicle C between the start point and the end point determined in step S001, and sets the travel time as the trip time T (step S003).

  The total distance L and the trip time T are acquired, for example, as follows. To the link of the map data, a distance between both end nodes and a required time when the vehicle C travels between both end nodes are assigned as a link cost. In steps S002 and S003, the distance between the start point and the end point and the travel time can be obtained from the link cost. In addition, it is also possible to acquire from a remote server device via the road-to-vehicle communication device 14.

  Next, the microcomputer 121 functions as the cruising speed setting unit 23. The cruising speed setting unit 23 is an example of the first setting unit, and sets a speed (hereinafter, referred to as a cruising speed) Vu at which the vehicle C cruises between the start point and the end point determined in step S001 (step S004). The cruising speed Vu is typically a legal speed of a road connecting the starting point and the end point, but is not limited thereto, and may be set to a speed equal to or lower than the legal speed within a range not to fall below the legal minimum speed. .

  Next, the microcomputer 121 functions as the first deceleration distance deriving unit 24. The first deceleration distance deriving unit 24 is a first example of the first deriving unit. When the vehicle C is decelerated from the cruising speed Vu set in step S004 by a predetermined deceleration method, the vehicle speed is reduced from the start of deceleration. The distance traveled by the vehicle C until the speed is reduced to a predetermined speed (for example, 10 (km / h)) is derived as a first traveling distance L1 (step S005).

  The microcomputer 121 functions as the first deceleration time deriving unit 25. The first deceleration time deriving unit 25 is a second example of the first deriving unit. When the vehicle C is decelerated as in step S005, the time required from the start of deceleration to the predetermined speed is defined as a first travel time. It is derived as T1 (step S006).

Here, the following (1) or (2) is exemplified as the predetermined deceleration method.
(1) After the vehicle C coasts N for a period from the cruising speed Vu (Km / hour) to Vu-5 (km / hour), the vehicle C is reduced to a predetermined speed through a predetermined shift pattern. . Here, "N coasting" means running the vehicle C with the clutch 3 released while the engine 2 is running in an idle state. In other words, running the vehicle C with the transmission 4 in neutral. . The predetermined shift pattern is that the vehicle C is driven using the highest gear and then shifted down every 600 rpm.
(2) The vehicle C is caused to coast N times until the cruising speed Vu is reduced to the predetermined speed.
After the speed is reduced to the predetermined speed, the vehicle C is stopped by the service brake.

  The first travel distance L1 and the first travel time T1 in the above-described predetermined deceleration method can be derived as follows.

First, the deceleration α1 (m / s ＾ 2) is derived by the following equation (1-1).
α = (fr + fe + m * g * gr ) / m (1-1)
Here, m is the total mass (kg) of the vehicle C, v is the current speed (m / s) of the vehicle C, fr is the running resistance (N), fe is the engine friction resistance (N), and g is the gravitational acceleration ( 9.81 m / s ＾ 2), gr is the road longitudinal gradient (sin θ) ahead of the vehicle C.

Further, fr and fe are derived by the following equations (1-2) and (1-3).
fr = rrc * m * g + arc * v ＾ 2 (1-2)
fe = ef * tg / η / r (1-3)
Here, rrc is a rolling resistance coefficient, arc is a secondary coefficient of running resistance (N * s ＾ 2 / m ＾ 2), ef is engine friction torque (Nm), tg is a total gear ratio, η is transmission efficiency, and r is Tire radius (m).

The speed vi (m / s) after the time Δt is represented by the following equation (1-4), and the traveling distance Li (m) after the time Δt is represented by the following equation (1-5).
vi = v-α * Δt (1-4)
Li = (v−α * Δt / 2) * Δt (1-5)

Assuming that the deceleration distance obtained by repeating the calculations of Expressions (1-4) and (1-5) from the start of deceleration by coasting to a predetermined speed from the cruise speed Vu is the first travel distance L1, L1 is It is derived from the following equation (1-6). Further, assuming that the time required from the start of deceleration by coasting to the stop from the cruising speed Vu is the first traveling time T1, T1 is derived by the following equation (1-7).
L1 = Σ (Li) (1-6)
T1 = Σ (Δt) (1-7)

  The microcomputer 121 reads out necessary parameters from the non-volatile memory 124 and substitutes them into the equations (1-1) to (1-7), thereby deriving the first travel distance L1 and the first travel time T1. To go.

However, in the predetermined deceleration method (1), fem is 0 because N coasting is performed until the speed of the vehicle C decreases by 5 (km / h) from the cruising speed Vu. After reaching Vu-5 (km / h), it is necessary to appropriately substitute an appropriate value as fe according to the shift pattern. In addition, since the road longitudinal gradient gr between the starting point and the end point can change with the passage of time, it is necessary to obtain an appropriate road longitudinal gradient value from the map data and substitute it into the equation (1-1) and the like.
In the predetermined deceleration method (2), since N coasting is performed until the vehicle C stops, fe is 0 in the entire time section.

  When deriving the first traveling distance L1 and the first traveling time T, the microcomputer 121 functions as a first deceleration start position deriving unit 26 and a first deceleration start timing deriving unit 27. The first deceleration start position deriving unit 26 and the first deceleration start timing deriving unit 27 are a first example and a second example of the second deriving unit. The deceleration start position P11 and the first deceleration start timing P12 are derived (steps S007 and S008). More specifically, the first deceleration start position P11 is a position on the route between the start point and the end point on the start side by the first traveling distance L1 from the end point, and the first deceleration start timing P12 is that the vehicle C is the start point. Is the time that has passed the time (T-T1) after departure.

  The microcomputer 121 executes steps S009 to S014 in parallel with steps S005 to S008. First, the microcomputer 121 functions as the acceleration distance deriving unit 28 and the acceleration time deriving unit 29. The acceleration distance deriving unit 28 and the acceleration time deriving unit 29 are a first example and a second example of the third deriving unit, and are set in step S004 after the vehicle C has left the starting point according to a predetermined optimal acceleration method. The second travel distance L2 traveled by the vehicle C before reaching the cruise speed Vu and the second travel time T2 required to reach the cruise speed Vu after departure from the starting point are derived (steps S009 and S010).

  Here, the optimum acceleration method is a method in which the accelerator is fully opened and a shift is performed immediately before the so-called green zone upper limit rotational speed.

  The second traveling distance L2 and the second traveling time T2 in the above-described optimal acceleration method can be derived as follows.

First, the acceleration α2 (m / s ＾ 2) is derived by the following equation (2-1).
α = (de−fr + m * g * gr ) / m (2-1)
Here, de is the engine driving force, which is derived from the following equation (2-2).
de = ed * tg * η / r (2-2)
Ed is the engine output torque (Nm).

The speed vi (m / s) after the time Δt is expressed by the following equation (2-3), and the traveling distance Li (m) after the time Δt is expressed by the following equation (2-4).
vi = v + α * Δt (2-3)
Li = (v + α * Δt / 2) * Δt (2-4)

Assuming that the acceleration distance obtained by repeating the calculations of Equations (2-3) and (2-4) at the start of acceleration until the cruising speed Vu is reached is the second travel distance L2, L2 is expressed by the following equation (2- 5) is derived. Assuming that the time required from the start of acceleration until reaching the cruising speed Vu is the second traveling time T2, T2 is derived by the following equation (2-6).
L2 = Σ (Li) (2-5)
T2 = Σ (Δt) (2-6)

  The microcomputer 121 reads out necessary parameters from the non-volatile memory 124 and derives the second traveling distance L2 and the second traveling time T2 while substituting the parameters into the equations (2-1) to (2-6). .

  In addition, an appropriate value is appropriately used as fe according to the shift pattern until the cruising speed Vu is reached. An appropriate value is also used as the road longitudinal gradient gr between the start point and the end point.

Subsequent to step S010, the microcomputer 121 functions as the second deceleration time deriving unit 210. The second deceleration time deriving unit 210 is a first example of the fourth deriving unit, and substitutes the second traveling time T2 derived in step S010 into the following equation (2-7), and sets the cruise set in step S004. A third traveling time T3 required to reduce the vehicle C traveling at the speed Vu to a predetermined speed is derived (step S011). The microcomputer 121 further functions as a second deceleration distance deriving unit 211. The second deceleration distance deriving unit 211 is a second example of the fourth deriving unit, and substitutes the second traveling distance L2 derived in step S009 into the following equation (2-8), and sets the cruise set in step S004. A third traveling distance L3 that the vehicle C traveling at the speed Vu travels until the speed is reduced to the predetermined speed is derived (step S012).
T3 = 2 * (TL / Vu) -T2 (2-7)
L3 = L−Vu * (T− (T2 + T3) ) − L2 (2-8)

  When deriving the third traveling distance L3 and the third traveling time T3, the microcomputer 121 functions as a second deceleration start position deriving unit 212 and a second deceleration start timing deriving unit 213. The second deceleration start position deriving unit 212 and the second deceleration start timing deriving unit 213 are a first example and a second example of the fifth deriving unit. The deceleration start position P21 and the second deceleration start timing P22 are derived (steps S013, S014). More specifically, the second deceleration start position is a position on the route between the start point and the end point that is closer to the start point by the third traveling distance L3 than the end point, and the second deceleration start timing P22 indicates that the vehicle C starts from the start point. This is the time that elapses after the departure time (T-T3). In this case, the deceleration of the vehicle C is Vu / T3.

  When steps S007 and S010 are completed, the microcomputer 121 functions as the deceleration position selection unit 214. The deceleration position selection unit 214 is an example of a selection unit, and selects the slower one of the first deceleration start timing P12 and the second deceleration start timing P22 as the deceleration start timing to be used in the vehicle speed profile (Step S015). . Here, the first deceleration start timing P12 is determined from a predetermined deceleration method. On the other hand, the second deceleration start timing P22 is determined from the optimal acceleration method, and satisfies the constraint of the trip time T set in step S003. If the first deceleration start timing P12 is closer to the starting point, the trip time T cannot be satisfied, so the second deceleration start timing P22 is selected in step S015. On the other hand, when the second deceleration start timing P22 is closer to the starting point, the first deceleration start timing P12 is selected in step S015. In step S015, the microcomputer 121 may alternatively select the closer to the end point between the first deceleration start position P11 and the second deceleration start position P21 as the deceleration start position to be used in the vehicle speed profile. .

  In addition, the first deceleration timing P12 may always be selected in step S015 in order to ease the restriction on the trip time T set in step S003 and give priority to the optimal fuel consumption by user setting, for example.

  With the above processing, when the first deceleration start timing P12 is selected in step S011, the microcomputer 121 determines the following vehicle speed profile. That is, as shown in the upper part of FIG. 4, in this vehicle speed profile, the vehicle speed reaches the cruising speed Vu from the starting point to the second traveling time T2, and then the vehicle speed reaches the first deceleration start timing P12. After maintaining at Vu, the vehicle is decelerated by a predetermined deceleration method and stopped at the end point. In other words, the vehicle speed reaches the cruising speed Vu from the starting point to the second traveling distance L2, and then the vehicle speed is maintained at the cruising speed Vu until the vehicle reaches the first deceleration start position. Then stop at the end point.

  On the other hand, when the microcomputer 121 selects the second deceleration start timing P22 in step S011, the microcomputer 121 determines the following vehicle speed profile. That is, in this vehicle speed profile, as shown in the lower part of FIG. 4, the vehicle speed reaches the cruising speed Vu from the starting point to the second traveling time T2, and then the vehicle speed reaches the cruising speed until reaching the second deceleration start timing P22. After maintaining at Vu, decelerate and stop at the end point. In other words, the vehicle speed is made to reach the cruising speed Vu during a period from the starting point to the second traveling distance L2, and thereafter, the vehicle speed is maintained at the cruising speed Vu until the vehicle reaches the second deceleration start position, and then the vehicle is decelerated to the end point. Stop.

{3. Effect of vehicle speed profile generation device 1１
As described above, according to the vehicle speed profile generating device 1, as shown in the upper part of FIG. 4, a profile that reduces the vehicle speed from the cruising speed Vu to a predetermined speed via the coasting is generated. At this time, when decelerating the vehicle speed by the predetermined deceleration method, a first deceleration start timing P12 that reduces to the predetermined speed immediately before the end point is derived. Therefore, the fuel consumption can be suppressed when the vehicle C is actually automatically driven based on the vehicle speed profile.

  According to the vehicle speed profile generation device 1, the first deceleration start timing P12 (or the first deceleration start position P11) and the second deceleration start timing P22 (the second deceleration start position P21) derived by different methods. The one closer to the end point is selected as the deceleration start position to be used in the vehicle speed profile. Therefore, according to the generation device 1, it is possible to obtain a vehicle speed profile that can further suppress the fuel consumption when the vehicle C is actually automatically driven, or a vehicle speed profile that satisfies the constraint of the trip time T.

  INDUSTRIAL APPLICABILITY The device and method for generating a vehicle speed profile according to the present disclosure can suppress fuel consumption when a vehicle is automatically driven, and are useful for automatic driving of a vehicle.

1 Vehicle speed profile generation device 23 Cruise speed setting unit (first setting unit)
24 First deceleration distance deriving unit (First deriving unit)
25 First deceleration time derivation unit (first derivation unit)
26 First deceleration start position deriving unit (second deriving unit)
27 First deceleration start timing derivation unit (second derivation unit)
28 Acceleration distance derivation unit (third derivation unit)
29 Acceleration time derivation unit (third derivation unit)
210 Second deceleration time derivation unit (fourth derivation unit)
211 Second deceleration distance deriving unit (fourth deriving unit)
212 Second deceleration start position deriving unit (fifth deriving unit)
213 Second deceleration start timing deriving unit (fifth deriving unit)
214 Deceleration position selector (selector)

Claims (4)

A device for generating a vehicle speed profile indicating a change in vehicle speed between a start point and an end point,
A first setting unit that sets a cruising speed at which the vehicle should travel after departure from the starting point,
In a case where the vehicle traveling at the cruising speed set by the first setting unit is stopped after coasting according to a predetermined deceleration method, a first traveling distance or a first traveling from the start of the coasting to a predetermined vehicle speed. A first derivation unit for deriving time,
Based on the first traveling distance or the first traveling time derived by the first deriving unit, a second deriving unit that derives a first deceleration start position or a first deceleration start timing of the vehicle between the start point and the end point,
According to a predetermined optimal acceleration method, after the vehicle departs from the starting point, a third deriving unit that derives a second traveling distance or a second traveling time until the vehicle reaches the cruising speed,
Based on the second traveling distance or the second traveling time derived by the third deriving unit, the third traveling from deceleration of the vehicle traveling at the cruising speed set by the first setting unit to a predetermined vehicle speed. A fourth deriving unit that derives a traveling distance or a third traveling time,
Based on the third traveling distance or the third traveling time derived by the fourth deriving unit, a fifth deriving unit that determines a second deceleration start position or a second deceleration start timing of the vehicle between the start point and the end point,
The first deceleration start position or first deceleration start timing derived by the second derivation unit, and the second deceleration start position or second deceleration start timing derived by the fifth derivation unit, whichever is closer to the end point. A selection unit that selects a deceleration start position in the vehicle speed profile.   In the first deriving unit, in a case where the vehicle is stopped through a predetermined shift pattern after coasting according to the predetermined deceleration method, a first traveling distance or a first traveling from the start of the coasting to the predetermined vehicle speed. The vehicle speed profile generating device according to claim 1, which derives time.   The first deriving unit derives a first traveling distance or a first traveling time from the start of the coasting to the predetermined vehicle speed when the vehicle is coasted all the way to a stop according to the predetermined deceleration method. An apparatus for generating a vehicle speed profile according to claim 1. A method for generating a vehicle speed profile indicating a change in vehicle speed between a start point and an end point,
A first setting step of setting a cruising speed at which the vehicle should travel after departure from the starting point,
In a case where the vehicle traveling at the cruising speed set in the first setting step is coasted according to a predetermined deceleration method and then stopped, a first traveling distance or a first traveling from a start of the coasting to a predetermined vehicle speed. A first deriving step for deriving time;
Based on the first travel distance or the first travel time derived in the first derivation step, a second derivation step of deriving a first deceleration start position or a first deceleration start timing of the vehicle between the start point and the end point,
According to a predetermined optimal acceleration method, after the vehicle departs from the starting point, a third derivation step of deriving a second traveling distance or a second traveling time until the vehicle reaches the cruising speed,
Based on the second traveling distance or the second traveling time derived in the third deriving step, a third time from decelerating the vehicle traveling at the cruising speed set in the first setting step to reaching a predetermined vehicle speed. A fourth derivation step of deriving a mileage or a third travel time,
A fifth derivation step of obtaining a second deceleration start position or a second deceleration start timing of the vehicle between the start point and the end point based on the third travel distance or the third travel time derived in the fourth derivation step,
The first deceleration start position or the first deceleration start timing derived in the second derivation step, and the second deceleration start position or the second deceleration start timing derived in the fifth derivation step, whichever is closer to the end point. Selecting a deceleration start position in the vehicle speed profile as a deceleration start position .

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