JPS63292035A - Automatic driving control apparatus - Google Patents

Abstract

PURPOSE:To make it possible to control automatic acceleration and deceleration driving, which are equivalent to skilled driver's driving, by effectively utilizing fuzzy logic, and controlling the automatic driving of a moving body so as to include acceleration and deceleration control. CONSTITUTION:A pattern memory means 2 stores a moving test pattern, which indicates the change in object moving speed of a moving body 1 in correspondence with elapsed time. When the moving body 1 is put in an automatic driving state, a detecting means 3 detects the actual moving speed of the moving body 1. An operating means 4 operates deviation in moving speed, deviation in acceleration and the increment of deviation in acceleration in correspondence with the detected moving speed and the moving test pattern. A determining means 5 adjusts 6 the operating amounts of acceleration operating means 1a/braking operation means 1b in correspondence with at least one of the operated results of the means 4 in accordance with fuzzy logic. Therefore, the moving body 1 can be automatically driven along the moving test pattern by the automatic operation control for these means, which is equivalent to the operation of the means 1a and 1b by a test driver. The test data in consideration of the regulated value of exhaust gas and fuel consumption can be readily obtained.

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to an operation control device for various types of moving objects such as vehicles, ships, and aircraft, and is particularly suitable for automatically controlling the operation of moving objects. Regarding automatic driving control equipment.

(Prior Art) In recent years, various attempts have been made to drive vehicles automatically and unmanned using computers. For example, in a durability running test of a vehicle, there is one in which automatic driving control is performed by a computer so that the speed of the vehicle follows a target running test pattern. However, in this automatic driving control, the main issue is the ability to follow the JLT speed to the driving test pattern, so even if the accelerator pedal operation is somewhat rough, the ability to follow the vehicle speed to the driving test pattern is relatively good. can be maintained.

(Problems to be Solved by the Invention) By the way, the operation of a vehicle belongs to a completely nonlinear system, and its dynamic characteristics usually thicken (change over time). The characteristics differ depending on the type of vehicle, the type of engine installed, etc. Therefore, it is extremely difficult to mathematically model such vehicles, and it is difficult to model such vehicles mathematically. Even if you try to estimate the characteristics of a vehicle by using the 3D method, you will not get good results.For example, if the vehicle's brake pedal is not operated unnecessarily, it will not have a negative impact on the fuel consumption and exhaust gas values, but if the accelerator pedal is The extra operation reduces fuel consumption,
Since the dynamic characteristics of the vehicle change significantly over time, such as having a large negative impact on the exhaust gas value, it is completely meaningless to replace the vehicle with a specific model, and even an approximate model of the vehicle is impossible. is also very difficult. Therefore, at this stage, we are trying to satisfy all driving conditions while ensuring not only the accuracy of tracking the vehicle speed to the driving test pattern, but also the fuel consumption of the vehicle and regulatory values for harmful components in the air. Such automatic driving control has not yet been realized.

On the other hand, a skilled test driver would be able to maintain proper tracking accuracy for the given driving test pattern, the fuel efficiency of the vehicle, and the regulatory values for harmful components in the exhaust gas.
A vehicle can be skillfully driven while operating an accelerator pedal and a brake pedal. This means that unless a vehicle is able to operate the accelerator pedal like a skilled test driver, it will be difficult to realize autonomous driving that takes into account fuel efficiency and regulatory limits for harmful components in exhaust gas. Therefore,
Autonomous driving of vehicles based on driving test patterns such as 10 mode, 11 mode, LA4 mode, etc., which also evaluate fuel efficiency and exhaust gas values, has not yet been realized and is dependent on the ability of skilled test drivers. This is the current situation.

However, it is not easy to train and secure such a skilled test driver (and even if you rely on the same test driver, it is not always possible to ensure uniform test results because there will be large individual differences or operational errors. Have difficulty.

Therefore, there is a demand for the development of an automatic driving control device that allows even non-skilled test drivers to easily realize driving equivalent to that of a test driver. For this, the Society of Instrument and Control Engineers Proceedings VOL, 21N0.9 No. 9
As shown on pages 84 to 989 (published September 1985), the vehicle speed deviation between the target vehicle speed and the actual vehicle speed, the change in the vehicle speed deviation, and the fuzzy logic (Fuz
There is a system that uses Zy Logic to control the automatic driving of a car, but this configuration simply controls the car to run at a constant speed using vague logic, so it is difficult to meet the goals of various driving test patterns. Appropriate automatic driving cannot be performed when the vehicle speed suddenly changes, such as when the vehicle speed changes from a constant vehicle speed state to an acceleration state, or from an acceleration state to a constant vehicle speed state, and as a result, the actual vehicle speed is based on the target vehicle speed. However, there is a problem in that the actual vehicle speed follows the target vehicle speed poorly due to overshoot or undershading. In addition, even if you try to automatically drive a vehicle according to the exhaust gas driving test mode, for example, the skillful and detailed adjustment of the amount and frequency of accelerator pedal depression required to suppress exhaust emissions within the regulated range is not possible. This is difficult for some types of autonomous driving.

However, in solving the above problems, the present inventors focused on things like people. When driving a vehicle, a skilled test driver must know how to operate the accelerator and brake pedals to not only accurately follow the vehicle speed to the driving test pattern, but also to
We know how to ensure good test results for fuel efficiency and exhaust emission standards.

The reason is that the test driver has the knowledge and knowledge necessary to drive the vehicle. This is because he has a wealth of intuition and intuition. Therefore, even if the knowledge, experience, and intuition possessed by a skilled test driver are qualitative and ambiguous, if this is aggregated and quantified using vague logic and incorporated into a computer, the knowledge, experience, and intuition possessed by a skilled test driver can be It becomes possible to perform automatic acceleration/deceleration driving control in a vehicle that is equivalent to that when relying on Leipers.

Therefore, the present invention focuses on this and effectively utilizes ambiguous logic for automatic driving control of not only vehicles but also various moving objects such as aircraft and ships, including their acceleration/deceleration control. The present invention aims to provide an automatic driving control device that performs the following operations.

(Means for solving the problem) In solving this problem, the structural features of the present invention are as follows:
As illustrated in FIG. 1, in a moving body 1 that is operated under the operation of the acceleration operating means 1a and/or the braking operating means 1b, the target moving speed of the moving body 1 changes depending on the elapsed time. a pattern storage means 2 for storing a movement test pattern representing a movement test pattern; a detection means 3 for detecting the actual movement speed of the moving body 1; a difference between the detected movement speed and the target movement speed; and a temporal change in this difference. and a calculation means 4 for calculating the temporal change of this temporal change as a moving speed deviation, an acceleration deviation, and an acceleration deviation change, and a skilled test driver moves the moving body 1 along the moving test pattern. The ambiguity is specified in relation to at least one of the moving speed deviation, acceleration deviation, and acceleration deviation change so as to match the skillful operation feeling of the acceleration repetition means 1a and/or the braking operation means 1b performed for driving. a determining means 5 which determines each operation amount of the acceleration operation means 1a and/or the braking operation means 1b according to at least one of the calculation results of the calculation means 4 using logic; Acceleration operation means 1a and/or braking operator 1'j 1
Adjust each operation amount of b1! ! ! This is because the adjustment means 6 is provided.

(Function and Effect) By configuring the present invention in this way, when the moving body 1 is placed in the automatic operation state, the detection means 3 detects the movement of the moving body 1.
The calculation means 4 calculates the movement speed deviation, acceleration deviation, and change in acceleration deviation according to the detected movement speed and the movement test pattern, and the determination means 5 calculates the actual movement speed of the calculation means 4 according to the vague logic. Since the operation amount of the acceleration operation means 1a and/or the brake operation means 1b is calculated according to at least one of the calculation results, the acceleration operation means 1a and/or the brake operation means 1b of the test driver are
By automatic operation control for these means equivalent to each operation of the above, it is possible to automatically drive the mobile body 1 with high accuracy so as to follow the movement test pattern, and also to take into account the exhaust gas regulation value and fuel consumption of the mobile body 1. Test data based on the moving test pattern can be easily obtained with high accuracy.

(Example) Hereinafter, one example of the present invention will be described with reference to the drawings.
In the figure, reference numeral 10 indicates the main parts of the chassis dynamometer, and reference numeral 20 indicates the vehicle. The vehicle 20 is a rear wheel drive vehicle with an automatic transmission, and has both front axles 21.21 (only one front wheel is shown in FIG. 2).
The rear wheels 22 and 22 (only one rear wheel is shown in the PtS2 figure) are fixed on the drive roller 12 of the chassis dynamometer 10 at the fixing base 11 of the chassis dynamometer 10. 1 so that it rotates in conjunction with this! ! r! ! has been done. Thus, the vehicle 20 receives the same load over time from the drive roller 12 of the chassis dynamometer 10 on both rear wheels 22, 22 as in the actual driving state, and the accelerator pebble 23 and/or brake pebble 24
It is operated under each operation.

Next, the electric circuit configuration for the vehicle 20 will be described with reference to FIG. 3. The operation switch 30 is operated at the start of automatic operation of the vehicle 20 to generate an operation signal. The vehicle speed sensor 40 detects the rotational speed of the drive roller 12 and generates a series of pulse signals at a frequency proportional to the actual vehicle speed of the vehicle 20 (hereinafter referred to as current vehicle speed 2). Waveform shaper 5
0 sequentially shapes the waveform of each pulse signal from the vehicle speed sensor 40 and generates a shaped pulse signal. The microcomputer 60 executes the computer program previously stored in its ROM in accordance with the charts 70 shown in FIGS. , each drive circuit 7 connected to each stepping motor 80a, 80b, respectively.
Performs arithmetic processing necessary for controlling 0a and 70b.

The drive circuit 70a generates mi drive signals necessary to set the step position of the stepping motor 80a to a desired step position under the control of the microcomputer 60, while the drive circuit 70b generates mi drive signals under the control of the microcomputer 60. A second drive signal necessary to bring the step position of the stepping motor 801 to a desired step position is generated. The stepping motor 80a is connected at its output shaft to the accelerator pedal 23 via a suitable connection +N4'I\, and adjusts the amount of depression of the accelerator pedal 23 to an optimum amount by rotating it to a desired step position. On the other hand, the stepping motor 80b has its output shaft connected to the brake pedal 24 via a suitable connection mechanism, and adjusts the amount of depression of the brake pedal 24 to an optimum amount by rotating the stepping motor 80b to a desired step position.

Note that forward rotation (or reverse rotation) of the stepping motor 80a corresponds to an increase (or decrease) in the amount of depression of the accelerator pedal 23, and forward rotation (or reverse rotation) of the stepping motor 80b corresponds to an increase (or decrease) in the amount of depression of the brake pedal 24. decrease).

In this embodiment configured as described above, when an operation signal is generated from the operation switch 30 while the engine of the vehicle 20 is operating, the microcomputer 60 operates at 70 in FIG.
- Start execution of the computer program in step 100a according to the chart, reset and start the timer (inside the microcomputer 60) in step 100b, and execute the 10 mode driving test pattern (see FIG. 7). set. In such a case, the 10-mode driving test pattern is for measuring and analyzing the fuel efficiency of the vehicle 20 and harmful components in the exhaust gas, and the target vehicle speed VT of the vehicle 20 is
RO of the microcomputer 60 as a characteristic curve representing the relationship between
It is stored in advance in M.

After that, the microcomputer 60 proceeds with the execution of the computer program while the 71 cars 20 are stopped, and in each step 700 and 800, it sequentially determines "NO" because the time value of the timer is less than 20 seconds, At step 900, a determination of "NO" is made based on the operation signal from the operation switch 30. Note that until the elapsed time opening L=20 seconds is reached, the above 1.
Since the target vehicle speed VT in the 0 mode driving test pattern is zero, the accelerator pedal 23 is in an open state. Further, the brake pedal 24 is maintained in a depressed state until the current vehicle speed (2) of the vehicle 20 becomes zero.

In this state, when the computer program advances to step 200 when the elapsed time reaches 20 seconds, the microcomputer 60 changes the current IIL speed of the vehicle 20 based on the non-generation of the shaped pulse signal from the waveform shaper 50. is calculated as zero, and the computer program is calculated at each step from 300 to 50.
Advance to 0. Therefore, in step 300, the actual acceleration of the vehicle 20 (hereinafter referred to as current acceleration DV) is calculated as DV=O according to the current vehicle speed = 0 in step 200, and the change in the current acceleration DV is (hereinafter referred to as current acceleration change D2V) is D2 according to DV=0.
It is calculated that V=0. However, the current speed 11 is a function of the elapsed opening, and D V = dv/dt and D2V = d2
v/dt2. Note that at this point, the brake pedal 24 is released.

Further, in step 400, the target J of the vehicle 20
Chamber VTIJt [=
20 to 27 (seconds), and the change in target vehicle speed VT (hereinafter referred to as target acceleration D
VT) is determined according to the determined target vehicle speed VT.

In such a case, the buried H from the 10 mode running test pattern
Since the target vehicle speed VT is a function of the elapsed time t, the target acceleration DVT is expressed by dVT/dL and corresponds to the slope of the upward straight line. ′! i. In step 500, the vehicle speed deviation VE is determined in step 2 based on the following equation (1).
@'! according to the current vehicle speed V (= O)it at 00, and the target vehicle speed VT and target acceleration DVT at step 400. The acceleration deviation DVE is calculated according to the current acceleration DV (=0) in step 130 and the target acceleration DVT in step 400 based on the following equation (2), and the acceleration deviation change D2VE is calculated based on the following equation (2). (3)
Based on the current acceleration change D2V in step 300
and is calculated according to the target acceleration DVT in step 400.

At Uni, the basis for adopting vehicle speed deviation VE, acceleration deviation DVE, and acceleration deviation change D2VE, and each formula (1
) to (3) will be explained below.

1. Reasons for adopting ■E, DvE, and D2■E The practical point of the present invention is to utilize ambiguous logic in controlling automatic driving of the vehicle 20 in accordance with the 10-mode driving test pattern. When the test driver drove the vehicle 20 according to the 10-mode driving test pattern,
It is an essential requirement to introduce into the fuzzy logic what kind of driving feeling, ie, what kind of skillful operation feeling of the accelerator pedal 23 and the brake beggle 24 is to be exerted.

In other words, since the test driver skillfully drives the vehicle 20 while looking at the 10-mode driving test pattern, in this driving process, the test driver
Al, how far the current vehicle speed V of the vehicle 20 is from the 10 mode driving test pattern;
In what proportion is the current acceleration DV of the 10-mode running test pattern approaching or away from the 10-mode running test pattern? It is considered that the rate at which the acceleration I)V is changing is being judged from moment to moment. Therefore, in the present invention, the above-described vehicle speed deviation VE, acceleration deviation DVE, and acceleration deviation change D2VE are adopted as corresponding to the first, second, and third contents, respectively. In other words, if one vague logic of VEIDVE and I)2VE is introduced, automatic driving control equivalent to when a skilled test driver skillfully drives the vehicle 20 according to the 10 mode driving test pattern is possible. It will become.

2. Basis for deriving each equation (1) to (3) (i) Since the vehicle speed deviation VE represents how far it deviates from the 10-mode driving test pattern, for example, in FIG. 1=1. When the current vehicle speed (
If V ) t=t is located at point p, it is appropriate to assume that line segment 1 force C corresponds to the vehicle speed deviation VE when current vehicle speed (V ) t=t+. Therefore, in the tj48 diagram, if each line segment pr and qs parallel to the vertical axis are drawn as shown, and the line molecule S parallel to the horizontal axis is drawn as shown, the line segment i becomes (v)t=t , -(VT)1=1. , the line molecule s corresponds to the time change Δ12, and the line segment - corresponds to DVTXΔL when Δ has passed. Therefore, since pq/pr=rs/qr holds true on the premise of pr//qs, VE=((V)t=t, -CVT)t=t, IX holds true. In such a case, equation (1) can be viewed as a simple vehicle speed deviation weighted by the target acceleration DVT. Moreover, the above is true not only at point 1 but also at point p++, point p2, etc. in the entire area of the 10-mode test pattern in FIG. 8.

In addition, as shown in FIG. 8, in the range of angle a at the switching point from the ascending straight #i portion to the horizontal straight portion of the 10-mode driving test pattern, the ascending straight #ij portion or the horizontal straight portion is Formula (1) for the extended part
apply. However, which line segment should be extended is determined in accordance with the test driver's sense of driving operation at the switching point. For example, in the range of the angle α mentioned above, it is considered that the test driver has already operated the accelerator pedal 23 for constant speed driving, and therefore, the equation (1 ) is applied.

(ii) Since the acceleration deviation DVE corresponds to the change in the vehicle speed deviation VE, that is, the situation that is changing with respect to the 10-mode driving test at the current vehicle speed V (see symbol U in FIG. 9), However, the 10 mode driving test pattern has multiple speeds.
Since it is composed of one part, dDVT/dt=d
2VT/dt2=o (6) holds true. Therefore, in equation (5), the 12th term on the right side becomes zero. As a result, equation (2) is obtained. In such a case, the formula (
2) can be viewed as a simple acceleration deviation weighted by the target acceleration DVT. Furthermore, the above holds true throughout the 10-mode driving test pattern.

(iii) The acceleration deviation change D2VE can be considered as the change in the acceleration deviation DVE, so...
-(1) However, in equation (6), (dD V T /dt)=O.

As a result, equation (3) is obtained. In addition, each formula (1) ~
(3) is stored in advance in the ROM of Microcombi l-Taro 0.

After the operation in step 500 is performed as described above, the computer program proceeds to a fuzzy logic operation routine 600. Here, prior to explaining the calculation contents of the fuzzy logic operation routine 60, the vehicle speed deviation V
E, acceleration deviation DVE and acceleration deviation change D2VE
We will explain how to create a series of control rules necessary for fuzzy logical operations in relation to , and the results of the creation.

Generally, in fuzzy logic, each control rule takes the form "If it is, then do...". Therefore, in this embodiment, [if one of the vehicle speed deviation VE, acceleration deviation DVE, and acceleration deviation change D2VE is ~, the operation control amount of the accelerator pedal 23 (hereinafter referred to as the operation control amount ACC)] and (or) determine the operation control amount of the brake beggle 24 (hereinafter referred to as operation control fiBRK).In addition, in creating these control rules, an experienced test driver will There must be a sufficient number of membership functions to perform automatic driving control as skillfully as driving the vehicle 20 along a single-speed driving test pattern.In this embodiment, there are 11 membership functions as shown in FIG. The input membership functions Fpb, Fpm, Fps, Fz,
Fns, Fnm, Fnb, Fnn,
F np, F p and Fn and seven output membership functions F cpb.

F cpm, F cps%F cze, F c
ns, F cnm and F enb were introduced.

In such a case, since the ambiguous content of the test driver's driving sensation is introduced into the ambiguous logic, VE,
It is readily understood that DVE and D2VE are associated with each input membership function, while ACC and BRK are associated with each output membership function. Furthermore, each membership function corresponds to the following contents.

Fpb: Positive and large Fpm: Positive and slightly large Fps: Positive and slightly large Fz: Zero Fns: Negative and slightly large Fnm: Negative and somewhat large Fnb: Negative and quite large Fnn: Not negative Fnp: Not positive Fp: Positive Fn: Negative Fcpb: ACC or BRK increases considerably Fcpm: ACC or BRK increases slightly F
cps: Slight increase in ACC or BRK Fc
ze: ACC or BRK remains as it is Fa
ns: ACC or BRK decreases a little Fcn
m: Slight decrease in ACC or BRK Fcnb
: ACC or BRK decreases and the accelerator pedal is skillfully operated by an experienced test driver 23
Achieving agitation control equivalent to the operation of the brake beggle 24, and controlling the control output slope of the microcomputer 60 to 1
Considering that the frequency is 6Hz, the VE on the horizontal axis in FIG.
, DVE and D2VE were determined as follows.

X a= -1,5 (K m/h)≦VE≦X b=
+ 1.5(K Io/h)X a= -1,0(
K m/ hs)≦DVE≦X b= + 1.0 (K
m/Its)Xa=-1,0(Ka+/hs2)≦
D2VE≦X b= + 1.0 (K m/bs2) In addition, each control rule was created taking into consideration the following points. That is, the accelerator pedal 23 of a test driver when a skilled test driver drives the vehicle 20 while looking at the data regarding the current speed of the vehicle 20 and the 10 mode driving test pattern.
It was created by observing the operation behavior of the brake pedal 24 from time to time.

As a result, the following control rules were created.

i, the first to when the vehicle 20 is accelerating or traveling at a constant speed;
30th control rule RAI~RA30: Control rule Antecedent part Consequent part (if ~) (do ~) RAI VE=PB and DVE=NN ACC=CNB RA2 VE=PB and DVE=N ACC=CZE RA3 VE=NB and DVE=NP ACC=CPB RA4 VE=NB and (/DVE=P ACC=CZE RA5 VE=PM.

DVE=PB and o2VE=p ACC=CNBR, A6
VE=PM.

DVE=PB and D2VE=NP ACC=CNS-RA7
VE=PM.

DVE=PM and D2VE=NN ACC=CNMRA8
VE=PM.

DVE=PM and D2VE=N ACC=CNSRA9
VE=PM.

DVE=Z and D2VE=NN ACC=CNSRAIOVE
=PM.

DVE=Z and D2VE=N ACC=CZERAII
VE=PM.

DVE=NM and D2VE=P ACC=CZERA12
VE=PM.

DVE=NM and D”VE=NP ACC=CPSRA13
VE=PM.

DVE=NB and D2VE=P ACC=CPMRA14
VE=PM.

DVE=NB and D2VE=NP ACC=CPBRA15
VE=PS.

DVE=PB and D”VE=N ACC=CNSRA16
VE=PS.

DVE=PB and D2VE=NN ACC=CNMRA17
VE=PS.

DVE=PM and D2VE=N ACC=CZERA18
VE=PS.

DVE=PM and D2VE=NN ACC=CNSRA19
VE=PS.

DVE=Z and D2VE=NP ACC=CPSRA20
VE=PS.

DVE=Z and D2VE=P ACC=CZERA21
VE=PS.

DVE=NM and D2VE=NP ACC=CPMRA22
VE=PS.

DVE=NM and D2VE=P ACC=CPSRA23
VE=PS and DVE=NB ACC=CPMRA24
VE=Z and DVE=PB 'ACC=CNMRA25
VE=Z.

DVE=PM and D2VE=NN ACC=CNSRA26
VE=Z.

DVE=PM and D2VE=N ACC=CZERA27
VE=Z and DV E=Z ACC=CZERA28
VE=Z.

DVE=NM and D2VE=NP ACC=CPSRA29
VE2Z.

DVE=NM and DVE=P ACC=CZERA30
VE=Z and DVE=NB ACC=CPMii, Vehicle 2
Control rules of 1st to tjS30 during deceleration of 0 RB
I~RB30: Control Rule Conjunction Part Consequent Part (If ~) (Do ~) RBI VE=PB and DVE=NN BRK=CPB RB2 VE=PB and [)VE=N BRK=CZERB3 V
E=NIl(/DVE=NP BRK=CNB RB4 VE=NB and DVE=P BRK=CZE RB5 VE=PM.

DVE=PB and D2VE=P BRK=CPBRB6 V
E=PM.

DVE and PB and D”VE=NP BRK=CPSRB7
VE=PM.

DVE=PM and D2VE=NN' BRK=CPMRB8
VE=PM.

DVE=PM and 1)2VE=N BRK=CPSRB9
VE=PM.

DVE=Z and D2VE=NN BRK=CPSRBIOVE
=PM.

DVE=Z and D2VE=N BRK=CZER1311
VE=PM.

DVE=NM and D2VE=P [3RK=CZERB12
VE=PM.

DVE=NM and D2VE=NP BRK=CNSRB13
VE=PM.

DVE=NB and D2vE=p BRK=CNMRB14
VE=PM.

DVE=NB and D2VE=NP BRK=CNBRB15
VE=PS.

DVE=PB and D2VE=N BRK=CPSRB16
VE=PS.

DVE=PB and D2VE=NN BRK=CPMRB17
VE=PS.

DVE=PM and D2VE=N BRK=CZERB18
VE=PS.

DVE=PM and D2VE=NN BRK=CPSRB19
VE=PS.

DVE=Z and D2VE=NP BRK=CNSRB20
VE=PS.

DVE=Z and D”VE=P BRK=CZERB21
VE=PS.

DVE=NM and D2VE=NP BRK=CNMRB22
VE=PS.

DVE=NM and D2VE=P BRK=CNSRB23
VE=PS and DVE=NB BRK=CNMRB24
VE=Z and DVE=PB BRK=CPMRB25
VE=Z.

DVE=PM and D2VE=NN BRK=CPSRB26
VE=Z.

DVE=PM and D2VE=N BRK=CZERB27
VE=Z and DVE=Z BRK=CZERB28
VE=Z.

DVE=NM and D2VE=NP BRK=CNSRB29
VE=Z.

DVE=NM and D2VE=P BRK=CZERB30
VE=Z and DVE=NB BRK=CNM However, in each control rule, each code PB, PM.

PS, Z, NS, NM, NB, NN, NP, P, and N are respectively positive and quite large, positive and slightly large, positive and slightly large, zero, negative and slightly large, and negative and somewhat large. , negative and quite large, not negative, not positive, positive, and negative, respectively. In addition, each code CPB, CPM, CPS, CZE, CNM, and CNB has ACC (or BRK) significantly increased, slightly increased, slightly increased, the current status maintained, slightly decreased, and slightly decreased, respectively. and significantly decreased.

In addition, in this embodiment, each input membership function, each output membership function, and each control rule RAI described above are
~RA30. RBI to RB30 are stored in the ROM of the microcomputer 60 in advance.

When the computer program proceeds to the fuzzy logic operation routine 600 as described above, the microcomputer 60, in step 610, executes the Based on the relationship with the 10-mode driving test pattern, it is determined as NOJ, and in the next step 611, calculations are performed based on the control rule RAI.

In step 611, the following calculations are performed based on the chart 70 shown in FIG.

That is, in step 611a, the first control rule RA
The satisfaction level Yve of VE=PB of the antecedent part of I is determined in step 5.
It is determined in accordance with the vehicle speed deviation VE at 00 in relation to the input membership function Fpb.

For example, vehicle speed deviation VE=+1.
13, the satisfaction level Yve=0.5 (see FIG. 12).

Then, in step 611b, the first control rule R
The degree of satisfaction Ydve of DVE=NN in the antecedent part of AI is determined according to the acceleration deviation DVE in step 500 in relation to the input membership function Fnn. for example,
If the acceleration deviation DVE in step 500 is -0.1, then the satisfaction level Y dve is 0.8 (see FIG. 13). After that, in step 611c, step 6
The satisfaction level Yve in step 11a and the satisfaction level Ydve in step 611h are compared with each other, and the smaller satisfaction level MIN(Y ve, Y dve) is determined as Y sin. When bending, as mentioned above, Yve=0.5
and Ydve=0.8, so Y-in=0.5. After determining Y min in this manner, in step 611d, the satisfaction level Yr of the consequent part ACC=CNB of the first control rule RAI is changed to Y In i in step 611c.
According to mutual comparison of n and output member function Fcnb, M I N (Ymin.

CNB). In such a case, Yve=0.
5, Yrl is specified by the shaded area as shown in the tjfJ14 diagram.

Hereinafter, in each step 612 to 640, step 611 is performed based on the second to thirtieth control rules RA2 to RA30.
Substantially the same calculation as that in is performed, and Yr2 to Yrz correspond to Yr. are determined sequentially. In each of these operations, if D2VE exists in the antecedent part of the control rule, Y win'' MIN (Y Ve, Y
dve, Y d”ve).The computer program then proceeds to step 641, where:
Each decision result YrHYrz+-- in each step 611 to 640 according to the first to 30th control rules RAI to RA30
+Yr3o are arranged on the same coordinate plane as illustrated in FIG. 15, and each determination result Yr, -Yr,. are synthesized to take the maximum value of Yr=MAX(Yr,,
Yr2. --Yr3o) is determined. Then step 6
At step 42, the operation control amount ACC is determined from the composite result Yr by weighted average calculation. For example, ACC=
0.8 (see Figure 15).

After the operation of the fuzzy logic operation routine 600 as described above is completed, the microcomputer 60 determines [YESJ] based on the operation control amount ACC=0.8 in step 700, and sets the operation control amount ACC=0.8 to the first It is generated as an output signal, and in step 800, it is determined as "NO" based on the function maintenance of the brake pedal 24, and in step 900, it is determined as "NO" based on the operation signal from the operation switch 30. As mentioned above, when the @11 output signal is generated from the microcomputer 60, the drive circuit 70a generates the contents of the first output signal as the first drive signal, and in response, the stepping motor 80a rotates forward and accelerates. Increase the amount of depression of the pedal 23 to ACC=0.8! Arrange. As a result, acceleration operation control of the vehicle 20 according to the 10-mode driving test pattern during the elapsed time t=20 to 27 seconds is started. Thereafter, based on repetition of calculations substantially similar to those described above, automatic driving control of the vehicle 20 is performed using the drive roller 12 as a load in accordance with the 10-mode running test pattern during the elapsed time t=20 to 27 seconds. In such a case, the ACC
Since the determination is made according to the calculations in the calculation routine 600, automatic acceleration driving control equivalent to the skillful driving of a skilled test driver can be performed. After that, the elapsed time
After tIlt=27 seconds have elapsed, the microcomputer 60, in step 610, determines NOJ and executes the computer program based on the time value of the timer in the same manner as described above in relation to the 10-mode running test pattern. The process proceeds to step 611 and thereafter. This means that t=27~4
At 2 seconds, based on the determination of the operation control amount ACC, the vehicle 2
This means that constant speed driving control of 0 is performed. In this state, after t=42 seconds have elapsed, Micro Convenience Store Taro 0, in step 610, performs [YESJ
If so, the computer program proceeds to step 64.
Proceed to step 3.

Then, in each step 643 to 674, each input/embassy leap number, each output nonbaship function,
Based on the first to #&30 control rules RBI to RB30, substantially the same calculations as those in steps 611 to 642 are performed in relation to the calculation results in step 500, and the operation control fiBRK is determined. be done.

Then, the microcomputer 6o performs step 610.
Operation control ff1Ac immediately before discrimination with rYEsJ in
Based on c, it is determined that jYEsJ, and the same operation control amount AC (J 1st
The output signal is generated in step 700a, and in step 800, the operation control amount BRK in step 674 is generated as an output signal.
Based on this, "YESJ" is determined, and the same operation control IBRK is generated as the second output signal in step 800a.Then, the stepping motor 80a is activated by the microcomputer 6.
Under the operation of the drive circuit 70a responsive to the first output signal from o, the amount of depression of the accelerator pedal 23 is adjusted to decrease. On the other hand, the drive circuit 70b is connected to the microcomputer 60.
The content of the t52 output signal is generated as a second drive signal, and in response to this, the stepping motor 80b rotates forward to increase and adjust the amount of depression of the brake beggle 24 according to the operation control fiBRK.

As a result, the above 1 at the elapsed time t=42 to 49 seconds
Deceleration driving control of the vehicle 20 according to the 0 mode driving test pattern is started. Thereafter, while repeating the same calculation, the automatic driving control of the vehicle 20 according to the 10-mode driving test pattern during the elapsed time t = 42 to 49 seconds is performed by the drive row 21.
2 as a load. In such a case, since the BRK is determined according to the computation in the key performance routine 600, automatic deceleration driving control equivalent to the skillful driving of a skilled test driver can be performed. After that, the elapsed time is 249~1
At 35 seconds, substantially the same calculations as described above are performed, and the stopping of the vehicle 20, acceleration driving control, etc. are automatically performed so that the driving is the same as that of the test driver.

As can be understood from the above description, when the amount of depression of the accelerator pedal 23 and/or brake beggle 24 under the calculation in step 500 and under the calculation in the fuzzy logic calculation routine 600 depends on the test driver. Since it is automatically controlled with equal skill, the vehicle 20 is automatically accelerated and decelerated in accordance with the 10-mode driving test pattern with high accuracy, and the exhaust emission regulation value and the vehicle 20 are also controlled. Test data from a 10-mode driving test that takes fuel efficiency into consideration can be easily obtained with high accuracy. In such a case, there will be no change in the driving control content, unlike when the test driver changes. Furthermore, since the vehicle speed sensor 40 is the only detection means, this type of device can be provided with a simple configuration without employing any redundant sensors.

In implementing the present invention, the present invention is not limited to the 10-mode driving test pattern, but is based on various driving test patterns (for example, 11-mode driving test pattern, LA#4 mode driving test pattern). may be implemented.

Further, in the above embodiment, a rear wheel drive vehicle is employed as the vehicle 20, but instead of this, a front wheel drive vehicle may be employed as the vehicle 20. In such a case, the front wheels of the front wheel drive vehicle are connected to the chassis. - It can be placed on the drive roller 12 of the dynamometer 10.

Further, in the embodiment described above, the vehicle 20 is controlled by the chassis dynamometer 10, but instead of this, if a person gets on the vehicle 20 and operates the steering wheel, The vehicle 20 can be automatically accelerated and decelerated even on a general road.

Further, in implementing the present invention, the present invention is not limited to the vehicle 20, and may be applied to a vehicle equipped with a manual transmission. In such a case, it is only necessary to add the clutch beggle and shift lever operations.
The present invention may be applied to any moving object that has acceleration/deceleration means and is driven by a human.

Furthermore, in carrying out the present invention, the fuzzy logic algorithm is not limited to the one described in the previous embodiment, and any algorithm may be used.

In such a case, the shape and number of each membership function may be changed as necessary.

[Brief explanation of the drawing]

FIG. 1 is a diagram corresponding to the structure of the invention described in the claims, FIG. 2 is a schematic diagram showing the positional relationship between the vehicle chassis and the dynamometer, and FIG. 3 is a block diagram showing an embodiment of the invention. Figure 4 is a 70-chart showing the action of a microcomputer with a pt%3 figure, Figures 5 and 6 are 4
A detailed diagram of the ambiguous logic operation routine in Figure 70-Chart, Figure 7 is a diagram showing a 10 mode driving test pattern,
Figure fjS8 and Figure 9 show vehicle speed deviation VE and acceleration deviation D.
An explanatory diagram for VE, FIG. 10 is a diagram showing the input membership function, FIG. 11 is a diagram showing the output membership function, and FIGS. 12 to 15 are explanations for determining the operation control amount ACC. It is a diagram. Explanation of symbols 20... Vehicle, 23... Accelerator pedal, 24...
・Brake beggle, 40...Vehicle speed sensor, 60...
Microcomputer, 70a, 70b...drive circuit, 80a, 80b...stepping motor.

Claims (1)

[Claims] In a moving body operated under the operation of an acceleration operating means and/or a braking operating means, a pattern storage means for storing a movement test pattern representing a change in a target moving speed of the moving body according to an elapsed time; a detection means for detecting the actual moving speed of the body, a difference between the detected moving speed and the target moving speed, a temporal change in this difference, and a temporal change in this temporal change as the moving speed. calculation means for calculating the deviation, acceleration deviation, and change in acceleration deviation; and the acceleration operation means for driving the mobile object along the movement test pattern by a skilled test driver; and/or
At least one of the calculation results of the calculation means is determined by a vague logic specified in relation to at least one of the movement speed deviation, acceleration deviation, and acceleration deviation change so as to match the skillful operation feeling of the brake operation means. determining means for determining the amount of operation of the acceleration operation means and/or brake operation means according to the determination result; and adjustment for adjusting the amount of operation of the acceleration operation means and/or brake operation means according to the determination result of the determination means. An automatic operation control device characterized by comprising: means.