KR20180098674A - Automobile driving system and automatic driving method - Google Patents

Automobile driving system and automatic driving method Download PDF

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KR20180098674A
KR20180098674A KR1020187023542A KR20187023542A KR20180098674A KR 20180098674 A KR20180098674 A KR 20180098674A KR 1020187023542 A KR1020187023542 A KR 1020187023542A KR 20187023542 A KR20187023542 A KR 20187023542A KR 20180098674 A KR20180098674 A KR 20180098674A
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acceleration
parameter
vehicle speed
vehicle
setting
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KR101987244B1 (en
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와타나베 켄지
칸케 마사야스
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메이덴샤 코포레이션
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles

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  • General Physics & Mathematics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

An object of the present invention is to realize an effective control only at a specific timing in an automatic driving system of a vehicle on a chassis dynamometer. The automatic operation system of the present invention receives the setting of the operation pattern, the setting of the basic parameters, and the setting of the schedule linkage parameters set in the schedule data designated by the operation pattern, sets the operation pattern and the schedule linkage parameter in the database, And a setting device for setting a parameter. The automatic operation system of the present invention reads the operation pattern and the schedule interworking parameter from the database, provides a target value based on the operation pattern to the control apparatus, and sets the schedule interworking parameter to the control apparatus. The control device controls an object to be controlled (such as an actuator for actuating an accelerator, a brake, and a clutch) based on a target value, a basic parameter, and a schedule interlocking parameter.

Description

Automobile driving system and automatic driving method

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle automatic operation system and an automatic operation method, and more particularly, to a power measurement system for testing an engine, a transmission and a completed vehicle, The present invention relates to a method of changing a control parameter when

A conventional automotive automatic operation system for automatically operating a vehicle on a chassis dynamometer is configured as shown in Fig. 22, for example.

22, reference numeral 101 denotes a setting device for setting an operation pattern of a vehicle consisting of a plurality of steps in the database 102 and setting control parameters of the automatic operation in the control device 103. [

Reference numeral 104 denotes an automatic operation device that reads an operation pattern in the database 102 and receives an operation command from the setting device 101 and instructs the control device 103 of the instantaneous target value on the basis of the operation pattern, to be.

The control device 103 is connected to an automatic operation device 105 set by the setting device 101 so as to be controlled by the test device (not shown) mounted on the chassis dynamometer (an actuator for operating an accelerator, a brake, Based on the control parameters of the automatic operation device 104 and the instantaneous target value indicated or given by the automatic operation device 104. [

The control of the controlled object 105 is performed by a driving robot (not shown) mounted in the cab of the vehicle.

The set operation pattern is, for example, a JC08 mode or a specially configured pattern used for the fuel consumption rate test.

With respect to the speed control of the vehicle, for example, the target vehicle speed per hour is set in advance in the operation pattern, and the set vehicle speed data is used for the vehicle speed instruction (command) Vehicle speed following control (or vehicle speed tracking control) is performed based on the vehicle speed deviation between the detected vehicle speed and the detected vehicle speed.

Patent Document 1 discloses a technique for automatically running a test vehicle in a predetermined running mode by an automatic operation device.

In the conventional automatic operation system, the control parameters of the automatic operation are set in the control device irrespective of the operation pattern data, and the same value is always reflected in the operation after the setting.

For this reason, when the exhaust gas mode operation such as the JC08 mode is performed in the test of the completed vehicle, even if the vehicle followability (or vehicle tracking ability) deteriorates at a specific position (specific driving time) It is impossible to change the parameters so as not to affect the running pattern of the vehicle.

Japanese Patent Laid-Open Publication No. 2013-245966

The present invention has been made to solve the above problems,

An object of the present invention is to provide a vehicle automatic operation system and an automatic operation method capable of performing effective control only at specific timings by using control parameters tied (or interlocked) to an operation pattern.

In order to solve the above-mentioned problems, a vehicle automatic operation system according to claim 1 is characterized by comprising: an automatic operation device for executing an automatic operation of a vehicle, the automatic operation system for automatically operating a vehicle on a chassis dynamometer; A control device for controlling an object to be controlled for automatic operation of the vehicle; And the following setting, that is, the setting of the driving pattern defining the relationship of the vehicle speed or the throttle opening with respect to time at each step, or the relation of the vehicle speed or the throttle opening degree with respect to the distance at each step, And setting a schedule interlocking parameter set for each step of the schedule data specified by the operation pattern to set the operation pattern and the schedule interlocking parameter in the database, And a setting device for setting the basic parameters.

The automatic operation device is configured to read the operation pattern and the schedule interworking parameter from the database, to provide the control device with a target value based on the operation pattern, and to set the schedule interworking parameter in the control device, And the control target is controlled based on the provided target value, the set basic parameter, and the set schedule interlocking parameter.

According to a fourteenth aspect of the present invention, there is provided a vehicle automatic running method comprising: a setting device for setting an operation pattern and a control parameter for automatic vehicle operation on a chassis dynamometer; an automatic operation device for executing automatic operation of the vehicle; A method for automatically operating a vehicle by a system comprising a control device for controlling an object to be controlled,

The setting device sets the following settings, that is, the relationship of the vehicle speed or the throttle opening with respect to time at each step, or the operation pattern that defines the relationship of the vehicle speed or the throttle opening with respect to the distance at each step Receiving a setting of a basic parameter for controlling automatic operation of the vehicle and setting of a schedule interworking parameter set for each step of schedule data designated by the operation pattern; Setting the received operation pattern and the received schedule interworking parameter in the database by the setting device and setting the received basic parameter by the setting device in the control device; Reading the operation pattern and the schedule interworking parameter from the database by the automatic operation device; Providing the control device with a target value based on the read operation pattern by the automatic operation device and setting the read schedule synchronization parameter in the control device by the automatic operation device; And controlling the controlled object based on the provided target value, the set basic parameter, and the set schedule linked parameter by the control device.

According to the above arrangement, by providing the control parameter (schedule interlocking parameter) in the operation pattern, it is possible to set the effective parameter value only at a specific timing during operation and control the control object with the set parameter value.

Therefore, the set parameter value can be automatically operated without affecting other timings.

The automatic vehicle operation system according to claim 2, wherein the setting apparatus defines a parameter initial value in schedule data in which a schedule link parameter is not installed, And the automatic operation apparatus sets the parameter initial value to the schedule interworking parameter read from the database.

The automatic operation method of a vehicle according to claim 15 is characterized in that, in the automatic operation method of a vehicle, the parameter initial value is defined in schedule data in which the schedule interlocking parameter is not set by the setting device, and the parameter initial value To the automatic operation device; And setting the parameter initial value to the schedule interworking parameter read from the database by the automatic operation device.

According to the above arrangement, it is not necessary to set the control parameter (schedule interlocking parameter) in the operation pattern by assigning the parameter initial value, for example, when the setting of the parameter value to another test object is unnecessary.

Therefore, it is possible to save work according to parameter setting.

The vehicle automatic operation system according to claim 3 is characterized in that, in the vehicle automatic operation system according to any one of claims 1 to 5, the set basic parameters include a brake stroke and a brake deceleration at the time of stopping, And a function of turning on the brake and decelerating to a brake deceleration that is set when the opening degree control that follows the opening degree of the accelerator opening degree is executed.

According to the above configuration, the vehicle can be stopped with a desired brake operation amount. It is also possible to decelerate the vehicle to a desired target vehicle speed when performing accelerator opening control.

A vehicle automatic operation system according to claim 4 is characterized in that, in the vehicle automatic operation system according to claim 1 or 2, the set basic parameter includes a flexible operation level for determining the degree of agility and slow operation of acceleration and braking, And has a function of performing agile or slow operation of acceleration and brake in accordance with the flexible operation level.

According to the above configuration, agile or slow operation of acceleration and braking can be performed at a desired flexible operation level.

The vehicle automatic operation system according to claim 5 is characterized in that, in the vehicle automatic operation system according to any one of claims 1 to 5, the predetermined basic parameter is set to a value obtained by subtracting the starting time before the brake is turned off at startup and the expectation of delay of the control system Wherein the control unit includes a function for turning off the brake in advance according to the set start-up lead time at the time of start-up, and a function for performing acceleration based on the vehicle speed command read in advance by the set vehicle speed command preceding time And has a function of making

According to the above configuration, it is possible to start without delay by setting the start-up leading time.

In addition, by setting the vehicle speed command leading time, the vehicle speed control without delay can be realized.

The vehicle automatic operation system according to claim 6 is characterized in that, in the vehicle automatic operation system according to claim 1 or 2, the set basic parameter is a threshold value of the engine coolant temperature that defines a boundary temperature between the warm region and the cold region of the engine coolant temperature, Includes a feedback gain of a vehicle speed follow-up control that is defined according to a small acceleration decrease amount in a large warm region and a driving force characteristic in a cold region different from a driving force characteristic in a warm region, And a function of causing the vehicle speed to follow the vehicle speed calculated based on the feedback gain set in the vehicle speed follow-up control.

According to the above configuration, by setting the acceleration reduction amount, it is possible to reduce the acceleration operation amount in the cold state lower than the threshold value of the engine coolant temperature, and to suppress the increase of the driving force due to the idle- have.

Further, by setting the feedback gain of the vehicle speed follow-up control defined according to the driving force characteristics in the warm region and the driving force characteristics in the other cold regions, it is possible to perform the vehicle speed control suitable for the driving force characteristic at the cold engine temperature.

The vehicle automatic operation system according to claim 7 is characterized in that, in the PI automatic control system according to any one of claims 1 and 2, the schedule interlocking parameter includes an acceleration response time defining a vehicle speed following characteristic according to acceleration and a PI control And the control device has a function of operating the acceleration with the set acceleration response time and a function of operating the brake with the operation amount determined by the set brake P-gain.

According to the above configuration, it is possible to realize the desired vehicle speed followability and the desired acceleration and braking operability.

The vehicle automatic operation system according to claim 8 is characterized in that, in the vehicle automatic operation system according to any one of claims 1 and 2, the schedule interlocking parameter is set such that, within a range shifted from a reference mode of the operation pattern by a predetermined speed and a predetermined time, An acceleration-to-brake switching vehicle speed deviation that defines an allowable switching vehicle speed deviation from the acceleration to the brake to drive the vehicle within a range shifted from the reference mode of the operation pattern by a predetermined speed and a predetermined time during vehicle speed following control An acceleration-to-brake switching time deviation that defines a permissible switching time deviation from acceleration to brake, and an acceleration-to-brake switching time deviation in the brake to drive the vehicle within a range shifted from the reference mode of the driving pattern by a predetermined speed and a predetermined time Allowable switching to acceleration Braking → Defines the vehicle speed deviation → Acceleration switching vehicle speed deviation And a brake-to-acceleration switching time deviation which defines a permissible switching time deviation from braking to acceleration so as to cause the vehicle to travel within a range shifted from a reference mode of the driving pattern by a predetermined speed and a predetermined time during vehicle speed following control, The control device is configured to switch from acceleration to braking and from brake to acceleration based on the set acceleration → brake switching vehicle speed deviation, the set acceleration → brake switching time deviation, the set brake → the acceleration switching vehicle speed deviation and the set brake → And has a function of executing switching.

According to the above-described configuration, it is possible to realize the running in the reference mode of the operation pattern with high fidelity. Also, the switching from acceleration to braking can be reduced (the frequency of switching from acceleration to braking can be reduced).

The automatic vehicle driving system according to claim 9, wherein the schedule interlocking parameter is set to a value corresponding to a difference between a feed forward control system based on an operation target vehicle speed, And a feedback control operation delay time for delaying the operation of the feedback control system when shifting to an acceleration control for controlling the acceleration by bi-directional operation of the feedback control system based on the deviation, The feedback control system has a function of delaying the operation of the feedback control system by the set delay time of the feedback control system.

 According to the above configuration, it is possible to inhibit the acceleration from being acted sensitively when switching from the starting or the braking to the acceleration.

The vehicle automatic operation system according to claim 10 is characterized in that, in the vehicle automatic operation system according to any one of claims 1 to 3, the schedule interlocking parameter is set such that, when the vehicle speed detection value is larger than the vehicle speed command value at the time of vehicle speed following control by acceleration, Wherein the control device includes an accelerator return intensifying coefficient a for enhancing an acceleration of the vehicle when the vehicle speed deviation (vehicle speed detection value - vehicle speed command value) is x, y = a x 2 + 1 And has the function of operating the acceleration according to the coefficient y for the P-gain.

 According to the above arrangement, the larger the vehicle speed deviation x is, the larger the coefficient y is. Therefore, it is possible to reduce the vehicle speed by enhancing the return of the acceleration. Therefore, an effect can be expected for an AT (CVT) vehicle with a small vehicle speed reduction for acceleration (accelerator) return.

The vehicle automatic operation system according to claim 11 is characterized in that, in the pattern for shifting from the deceleration using the brake of the automatic transmission vehicle to acceleration, the schedule interlocking parameter is set to a shift down Wherein the control device includes a function of forcibly releasing a brake at a set acceleration preceding time and accelerating the accelerator opening at a predetermined acceleration opening I have.

According to the above configuration, in the AT vehicle (automatic transmission vehicle), immediate acceleration can be realized in the shift pattern from deceleration to acceleration using the brake.

The vehicle automatic operation system according to claim 12 is characterized in that, in the continuously variable transmission vehicle, the schedule interlocking parameter is set so that the accelerator depression time is determined in a shift pattern from weak acceleration to strong acceleration A vehicle speed deviation at the time of re-acceleration which is a deviation between a vehicle speed detection value and a reference vehicle speed, an acceleration addition amount when the accelerator pedal is added, and an acceleration addition change rate when the acceleration addition amount is gradually increased, Has a function of adding accelerator depression to achieve an acceleration addition amount in accordance with the set acceleration addition change rate at a time when the shift pattern from the weak acceleration to the strong acceleration achieves the vehicle speed deviation upon re-acceleration.

According to the above configuration, the vehicle speed followability can be improved in the CVT vehicle (continuously variable transmission vehicle), in which acceleration follow-up is difficult, by setting the vehicle speed deviation and the acceleration addition amount upon re-acceleration.

Further, by setting the acceleration addition change rate, there is no kick-down when the accelerator depression is added.

The vehicle automatic operation system according to claim 13 is characterized in that, in the vehicle automatic operation system according to any one of claims 1 to 12, the setting apparatus is configured such that setting, change and confirmation of the operation pattern, basic parameter, And a display device.

According to the above configuration, each operation of setting, changing, and confirming the operation pattern, the basic parameter, and the schedule interlocking parameter can be performed smoothly.

(1) According to the present invention described in (1) to (15), by providing a control parameter (schedule interlocking parameter) in an operation pattern, an effective parameter value is set only at a specific timing during operation, . ≪ / RTI > Therefore, the automatic operation can be performed without affecting other timings by the set parameter value.

 (2) According to the present invention described in (2) and (15), when the parameter initial value is given, the control parameter (schedule linked parameter) in the operation pattern is set to You do not need to set it. Therefore, the work of parameter setting can be saved.

 (3) According to the present invention described in (3), the vehicle can be stopped with a desired brake operation amount. Further, it is possible to decelerate the vehicle to a desired target vehicle speed when the accelerator opening control is executed.

 (4) According to the present invention described in (4), it is possible to perform an agile or slow operation of acceleration and braking at a desired smooth operation level.

 (5) According to the present invention described in (5), by setting the start-up leading time, it is possible to realize start without delay. In addition, the vehicle speed control can be realized without delay by setting the vehicle speed command leading time.

 (6) According to the present invention described in (6), by setting the acceleration reduction amount, the acceleration operation amount is reduced when the engine temperature is lower than the threshold value of the engine cooling water temperature. Therefore, it is possible to suppress the increase of the driving force due to the idle-up when the engine temperature is cold.

Further, by setting the feedback gain of the vehicle speed following control defined in accordance with the driving force characteristics in the warm region and the driving forces in the different cold regions, it is possible to perform the vehicle speed control conforming to the driving force characteristic of the cold engine temperature.

 (7) According to the present invention described in (7), it is possible to achieve desired vehicle speed following ability and desired acceleration and braking acceleration operability.

 (8) According to the present invention described in (8), high fidelity operation can be realized by the reference mode of the operation pattern. Also, the transition from acceleration to brake can be reduced (the frequency of switching from acceleration to brake can be reduced).

 (9) According to the present invention described in (9), it is possible to suppress the accelerating operation to be accelerated at the time of starting or at the time of acceleration switching from the brake.

 (10) According to the present invention described in claim 10, the larger the vehicle speed deviation (x), the larger the coefficient (y). Therefore, it is possible to reduce the vehicle speed by enhancing the return of the acceleration. Therefore, an effect on an AT (CVT) vehicle in which vehicle speed reduction is difficult with respect to acceleration (accelerator) return can be expected.

 (11) According to the present invention described in claim 11, immediate acceleration can be realized in a shift pattern from deceleration to acceleration using the brakes of an AT vehicle.

 (12) According to the present invention described in (12), vehicle speed followability can be improved for a CVT vehicle in which acceleration follow-up is difficult by setting the vehicle speed deviation and the acceleration addition amount at the time of re-acceleration.

Further, by setting the acceleration addition change rate, no kick-down occurs when the accelerator depression is added.

 (13) According to the present invention described in (13), the operations of setting, changing, and confirming the operation pattern, the basic parameter, and the schedule interlocking parameters can be performed smoothly.

1 is a block diagram of an automatic operation system according to a first embodiment of the present invention;
2 is a block diagram of an automatic operation system according to a second embodiment of the present invention;
3 shows a display screen of a display device according to embodiments of the present invention, showing a setting and a change state of an engine control parameter,
4 shows a display screen of a display device according to embodiments of the present invention, showing a selection state of schedule interworking parameters,
5 shows a display screen of a display device according to an embodiment of the present invention, showing a state of addition of a schedule interworking parameter,
6 is a diagram illustrating a display screen showing a mode editing screen according to an embodiment of the present invention,
7 is a waveform chart showing the relationship between the correction coefficient of the AVR integral time constant, which is a basic parameter according to the embodiments of the present invention, and the acceleration response waveform,
8 is a block diagram showing the determination of the amount of acceleration operation from the engine coolant temperature in the control apparatus of the embodiment of the present invention,
9 is a vehicle speed characteristic diagram for explaining an acceleration response time, which is a schedule interworking parameter according to an embodiment of the present invention,
10 is an explanatory diagram showing a part of the operation and schedule interlocking parameters when switching from acceleration to brake according to the embodiment of the present invention;
11 is an explanatory diagram showing a part of an operation and a schedule interlocking parameter when switching from brake to acceleration according to an embodiment of the present invention;
12 is a control block diagram for shifting to acceleration control operated by feedforward control and feedback control in the control apparatus of the embodiment of the present invention,
13 is a characteristic diagram showing the relationship between the vehicle speed deviation x and the coefficient y for the P gain when the accelerator return intensification coefficient a, which is the schedule interlocking parameter, is 0.1, according to the embodiment of the present invention;
14 is a timing chart showing a reference vehicle speed, a brake stroke, and an accelerator stroke for explaining an accelerator opening degree at deceleration to acceleration and a deceleration to accelerate leading time at deceleration to acceleration, which is a schedule interlocking parameter, according to an embodiment of the present invention;
15 is an explanatory diagram of a schedule linkage parameter when shifting from a weak acceleration to a strong acceleration according to an embodiment of the present invention;
16 is a display screen of a display device showing a setting state of a shift (shift) timing which is a control parameter according to an embodiment of the present invention,
17 is a display screen of a display device showing a setting state of a shift (shift) table as a control parameter according to an embodiment of the present invention,
18 is a display screen of a display device showing a setting state of a clutch function (at start-up), which is a control parameter, according to an embodiment of the present invention;
19 is a display screen of a display device showing a setting state of a clutch function (shift state) as a control parameter according to an embodiment of the present invention,
20 is a display screen of a display device showing a setting state of a shift function as a control parameter according to an embodiment of the present invention,
FIG. 21 is a diagram showing a display screen of a display device showing the setting state of the engine automatic start, which is a control parameter, according to the embodiment of the present invention,
22 is a block diagram showing an example of a conventional automatic 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.

1 is a block diagram of a vehicle automatic operation system according to a first embodiment of the present invention. Reference numeral 111 denotes a setting device configured by a computer for robot control, for example.

The setting device 111 specifies the following settings through the display screen (display device) of the computer, that is, the relationship of the vehicle speed or the throttle opening degree with respect to the time of each step, or the vehicle speed or the throttle opening The setting of the basic parameters for controlling the automatic operation of the vehicle, and the setting of the schedule parameters set for each step of the schedule data designated by the operation pattern.

 Next, the setting device 111 sets the operation pattern and the schedule linked parameter in the database 112, and sets the basic parameter in the control device 113. [ Further, the setting device 111 outputs a drive command to the automatic operation device 114 that performs automatic operation of the vehicle.

The automatic operation device 114 reads the operation pattern and schedule interworking parameter from the database 112 and provides the instantaneous target value based on the operation pattern to the control device 113. [ In addition, the automatic operation device 114 sets the schedule interlocking parameter in the control device 113.

The control device 113 is configured to set the basic parameters, which are set by the setting device 111, to the control target (an actuator for actuating the accelerator, the brake, and the clutch) of the test vehicle (not shown) mounted on the chassis dynamometer, Based on the schedule interlocking parameter set by the automatic operation device 114 and the instantaneous target value provided by the automatic operation device 114. [

The control of the controlled object 105 is performed by a driving robot (registered trademark) (not shown) installed in the cab of the vehicle. The control device 113 outputs a control signal to the driving robot.

In Fig. 1, the chassis dynamometer, the test vehicle, the driving robot, and the like are omitted.

The control device 113 and the automatic operation device 114 are configured by, for example, a computer. The control device 113 and the automatic operation device 114 have hardware resources of ordinary computers such as a ROM, a RAM, a CPU, an input device, an output device, a communication interface, a hard disk, a recording medium,

Each of the control device 113 and the automatic operation device 114 is provided with functional sections for executing processes or operations to be described later by these hardware resources and software resources (for example, OS, application, etc.).

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

 Engine control parameters ... Parameters that can be changed when adjusting the operation or operation of the driving robot.

 Schedule ... Standardized patterns such as JC08 mode or specially generated pattern data.

 AVR (Vehicle speed control) ... A control mode in which the accelerator pedal or brake pedal is operated in auto / manual operation to follow (or track) the vehicle speed specified by the vehicle speed.

 AQR (opening control) ... A control mode in which the accelerator pedal is operated in auto / manual operation so that the throttle opening degree follows (or tracks) the specified opening (the specified throttle opening degree).

Accelerator opening at startup ... Accelerator opening (throttle opening degree) suppressed when starting the MT vehicle (manual transmission vehicle).

 Warm ... The state in which the engine coolant temperature exceeds the set value of the basic parameter "warm-up judgment EG coolant temperature threshold [C]" which will be described later.

 Cool: The state in which the engine cooling water temperature is equal to or lower than the set value of the basic parameter "warm-up judgment EG cooling water temperature threshold [C]", which will be described later,

In the system of Fig. 1, the tracking performance (or tracking performance) in the vehicle speed control can be improved by adjusting various control parameters, and the shifting operation of the MT vehicle and the clutch operation and the like can be adjusted at the time of shifting. The control parameters can be set for each vehicle data.

The control parameters used in the system of Fig. 1 are largely classified as follows.

(One) Engine control parameter

(2) Shift timing

(3) Shift table

(4) Clutch function

(5) Shift function

(6) Engine automatic start

The basic parameter among the engine control parameters is a parameter directly set from the setting device 111 to the control device 113. [ The following basic parameters are used.

(One) Brake stroke at stop [%]

(2) Brake deceleration [G]

(3) Flexible operating level

(4) Vehicle speed command lead time [s]

(5) Correction factor of AVR integral time constant

(6) Start-up time [s]

(7) Threshold value of EG cooling water temperature for warm judgment [℃]

(8) Transient temperature difference from cold to warm [℃]

(9) Decrease in acceleration in cold [%]

(10) P-gain coefficient of AVR-FB in cold

(11) Start-up time (cold) [s]

Among the engine control parameters, the schedule interlocking parameter is a parameter that is coupled to or interlocked with the operation pattern and set in the control device 113 from the automatic operation device 114. By providing parameters in advance for each step of the schedule data, the value of the control parameter can be changed at a specific timing.

As the schedule interlocking parameters, the parameters shown in Table 1 below are used. In Table 1, AC is acceleration, BR is brake, and FB is feedback.

Table 1

Figure pct00001

Embodiment 2 of the present invention is configured to set the initial values of the respective schedule interworking parameters (1) to (20) in Table 1 provided in the operation pattern. Fig. 2 shows a vehicle automatic operation system according to the second embodiment. In Fig. 2, the same elements or components as those in Fig. 1 are denoted by the same reference numerals.

In Fig. 2, the setting device 121 has the same function as the setting device 111 of Fig. Further, the setting device 121 defines a parameter initial value in schedule data (schedule data in which no parameter setting is required) in which the schedule linked parameter is not installed, and provides the initial parameter value to the automatic operation device 124 .

With respect to the database 122, the operation pattern and the schedule interworking parameter are set and stored in the database 122 in the same manner as the database 112 of Fig. However, as a schedule interworking parameter, a minimum number of parameters are set and stored in the database 122 (because there is a date on which the control parameter is not set in the setting device 121).

The automatic operation device 124 has the same function as the automatic operation device 114 of FIG. The automatic operation device 124 also has a function of setting a parameter initial value provided from the setting device 121 to the schedule interlock parameter read from the database 122 and sending it to the control device 123.

1), the instantaneous target value provided by the automatic operation device, and the schedule interlock set by the automatic operation device 124. The control device 123, And controls the control object 105 based on the parameter (the parameter initial value when this parameter is not set in the operation pattern (schedule)).

Thus, in the second embodiment shown in Fig. 2, the function of setting the initial value of the parameter is added to the first embodiment of Fig. 1. Therefore, for example, when setting is not necessary for another test object, It is not necessary to set the control parameter in the operation pattern. This brings about a labor saving of the setting.

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

First, an example of each operation of setting, changing, and verifying (or confirming) the engine control parameters executed in the setting devices 111 and 121 of Figs. 1 and 2 will be described. In the following description, only the important screen is shown as the display screen displayed by the display device (display) in response to each operation.

First, when the driver clicks the "engine control parameter" button after the vehicle data screen is displayed on the display device (display), the engine control parameter screen as shown in FIG. 3 is displayed.

3, all the above basic parameters of (1) the brake stroke [%] to (11) at the time of stoppage of the start-up time (cold) [s] are displayed. On the other hand, only the schedule interlocking parameters of (1) acceleration response time to (12) deceleration to acceleration AC opening degree in Table 1 are displayed as the schedule interlocking parameters located on the right side of FIG.

In the screen of Fig. 3, the data can be stored by setting the value of the parameter item to be set or changed by the operator and clicking the "OK" button.

The basic parameter is a parameter that can be set for each vehicle, and the basic function of the operation is set as a basic parameter. The basic parameters can be changed even while the schedule operation (schedule operation) is in progress, and the changed parameters are reflected in the vehicle data.

To change the parameter during the schedule operation, display the schedule monitor screen, display the parameter setting window, change the parameter value, and click the "applied" button.

The schedule linkage parameter is a parameter that can be set for each step of the schedule data. When the driver wishes to change the parameter at a specific point or section during the schedule operation, the parameter is set in advance in the schedule data. For items not set in the schedule data, a value defined as " schedule linked parameter initial value " located on the right side of the " engine control parameter " Here, the schedule linked parameter can not be changed during the progress of the schedule operation.

When the driver tries to change the parameter for each step of the schedule, the schedule editing screen is displayed when the driver first selects the schedule data to be edited after clicking the operation schedule selection button to display the schedule list. Also, by switching from the schedule editing screen to the tab of the " selection input control target " of the setting window, a screen as shown in Fig. 4 is displayed.

The driver selects the parameter to be changed from the " control item list " located on the left side of FIG. 4 and clicks the " Add " button located at the center of FIG. Is added as shown.

5, "(1)" CTL_ACCEL_RESPONSE_TIME acceleration response time "in Table 1 is added to the" selection item "located on the right side of FIG.

Then, after clicking the " OK " button located at the lower right of FIG. 5, the screen is switched to the mode edit window and the added parameter values of FIG. 5 are set for each step. After completing this setting, if the user clicks the "OK" button, the screen returns to the schedule edit screen shown in FIG. 6 after confirming the error.

In this way, since the display device of the setting devices 111 and 121 displays a screen on which the driver performs the setting, change, and confirmation of each parameter, the respective operations can be smoothly performed.

Next, a detailed description will be given of what control is performed by setting each engine control parameter.

 <Basic parameters>

 (1) Brake stroke at stop [%]

The brake stroke at rest is set as a percentage of the zero span of the brake pedal. For example, when the AT vehicle is not stopped when the vehicle speed command is " 0 ", this value is set to a large value. Here, the amount of brake operation at deceleration other than stop is operated up to 100%.

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

 (2) Brake deceleration [G]

The brake deceleration is set by the acceleration unit [G], which sets the target vehicle speed at which the vehicle decelerates when the brake is applied. This is effective only when performing the acceleration opening control (AQR). According to the control based on this parameter, it is possible to decelerate to a desired target vehicle speed when performing AQR.

(3) Flexible operation level

Flexible operation level sets the agility / slowness level of acceleration and brake operation. The value is the moving average time for the reference vehicle speed. When this is &quot; 0 &quot;, it is inactivated (this is the same as the reference vehicle speed). When the numerical value is, for example, &quot; 4 &quot;, the softest operation is performed.

This flexible operation works after the time steps have lasted for a predetermined time, for example, 7 seconds. In the other cases, it is executed as &quot; 0 &quot; (executed at the reference vehicle speed).

Here, a &quot; time period &quot; of &quot; a step of time only continues for a predetermined time &quot; corresponds to a time at which the flexible operation function can be started. This time is fixed to the time obtained by adding the moving average time to the reference vehicle speed in advance of the time period during which this function is executed (time period).

This flexible operation function is effective only when performing the vehicle speed control (AVR). According to the control based on this parameter, the agile or slow operation of the acceleration and braking is performed at the desired flexible operating level.

 (4) Vehicle speed command lead time [s]

This parameter is a parameter in which the vehicle speed command is read in advance and the acceleration operation is performed early. By setting this parameter to an appropriate value, it is possible to reduce overshoot when shifting from acceleration to a constant speed (predetermined speed). However, if this parameter is set to an excessively large value, a push of the accelerator pedal may be added to compensate for the prematurely reduced acceleration operation.

Also in the case of this parameter, as in (3), this parameter functions after a time-only step has been continued for a predetermined time. In other cases, it is operated as &quot; 0 &quot; (the early accelerating operation by reading the preceding vehicle speed command is not performed). The setting of this parameter (4) is valid only when performing the vehicle speed control (AVR).

By setting the vehicle speed command leading time in this way, the vehicle speed control can be realized without delay.

(5) The correction factor of the AVR integration time constant

This is a coefficient for correcting the integral time constant of the PI control device in the vehicle speed control. The P gain and integral time constant of the PI controller are automatically calculated from the "Acceleration response time [s]", vehicle weight and driving force characteristics. The response waveform can be adjusted with this parameter.

That is, in FIG. 7 showing the acceleration response waveform, if a small value is set, the response becomes an oscillating vehicle follow-up response even if an attempt is made to actively reduce the tracking error (or tracking error). Acceleration also oscillates in response to this response.

On the other hand, if a large value is set, it is difficult for the tracking error (or tracking error) to decrease, but the vehicle tracking response is a non-vibration response. This parameter (5) is specified as a percentage. This parameter (5) is valid only when executing the vehicle speed control (AVR).

(6) Start-up time [s]

At start-up, the brake is released preceded by the time specified here. Further, in the case of the MT vehicle, control is performed such that the accelerator pedal is depressed to the &quot; accelerator opening degree at startup &quot;. In the case of this parameter, similarly to (3), this parameter functions after a time-only step is continued for a predetermined time. And, except for this, "0" is operated (the preceding brake operation and the preceding acceleration operation are not executed). The setting of this parameter (6) is valid only when the vehicle speed control (AVR) is executed.

By setting the start-up time in this way, the start-up can be performed without delay.

(7) Threshold value of EG cooling water temperature for warm determination [° C]

This is a parameter that defines the boundary temperature between the cold zone and warm zone of the EG (engine) coolant temperature. This is a reference value for performing the acceleration operation according to the cooling water temperature. If the coolant temperature is higher than the temperature set by this parameter, the engine is warm, and then warm-up control is performed.

Here, parameters relating to the engine coolant temperature, warm, and cool will be described with reference to FIG. 8 shows an example of a block diagram of the control unit provided in the control devices 113 and 123 for determining the accelerator operation amount (acceleration operation amount) in accordance with the detected engine coolant temperature.

In Fig. 8, reference numeral 201 denotes an acceleration decrease amount setting device in which the acceleration decrease amount c in the cold state relative to the engine coolant temperature Tcw shown in Fig. 3 is set. Reference numeral 202 denotes a P-gain coefficient setting device in which the P-gain coefficient K of the AVR-FB (feedback) in cold relative to the engine coolant temperature Tcw indicated by the characteristic in FIG. 3 is set.

And an acceleration AVR control device 203 for outputting an acceleration amount obtained 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- to be. The accelerator operation amount is determined by subtracting the acceleration decrease amount [theta] c set in the acceleration decrease amount setting device 201 from the acceleration amount by the subtracter 204. [

The threshold value of the EG cooling water temperature for the warm determination of the basic parameter 7 is T 1 in FIG. T 2 is the cooling water temperature in the cold zone. In addition, T 1 -T 2 represents the transition temperature difference [° C] from cold to warm during the basic parameter (8) described later. ? c represents the acceleration decrease amount [%] in the cold of the basic parameter (9) to be described later. K represents the P-gain coefficient of the AVR-FB in the cold of the basic parameter 10 described later. The parameter 7 is valid only when executing the vehicle speed control (AVR).

(8) Transient temperature difference from cold to warm [℃]

This parameter is a parameter that designates a shifting section in which the engine coolant temperature is completely shifted to the temperature set by (7) in the cold, for example, corresponds to T 1 -T 2 in FIG. This parameter 8 is valid only when executing the vehicle speed control (AVR).

 (9) Acceleration reduction amount in cold state [%]

This parameter is a parameter that reduces the amount of accelerator operation at the temperature (cold zone) set below (7). For example, this corresponds to a large? C in the cold region and a small? C in the warm region in Fig. By setting this parameter, the accelerator operation amount in the cold state (when the engine coolant temperature is cold) is reduced, and the increase of the driving force due to cold idling can be suppressed. The parameter 9 is valid only when executing the vehicle speed control (AVR).

(10) P-gain coefficient of cold AVR-FB

This parameter is a parameter for setting the feedback (FB) gain of the vehicle speed control at a temperature set at (7) or lower. For example, as indicated by K in Fig. 8, this is set as a ratio at warm-up (when the engine coolant temperature is warm) to " 1 ". The PI controller is used for feedback of the vehicle speed control, and the P gain and integral time constant are automatically calculated from the "Acceleration response time [s]", vehicle weight and driving force characteristics. However, the driving force characteristic is a driving force characteristic in a warm state, which is different from a driving force characteristic in a cold state. Therefore, the coefficient K is set by the parameter 10 such that the characteristic matches the characteristic of the cold-state characteristic, for example, the P-gain coefficient K of the P-gain coefficient setting device 202 of FIG.

This parameter 10 is effective only when the vehicle speed control (AVR) is executed at the temperature (T 1 ) set at (7) or below.

By setting the feedback gain of the specified vehicle speed follow-up control (or vehicle speed tracking control) in accordance with the driving force characteristic in the warm region and the driving force characteristic in the other cold region in this manner, the vehicle speed control suitable for the driving force characteristic at the time of cold is executed.

(11) Start time (cold) [s]

At start-up, the brakes are released beforehand for the time specified here. Further, in the case of the MT vehicle, control is performed such that the accelerator pedal is depressed to the accelerator opening degree at the start. In the case of the parameter 11, as in the case of (3), this parameter functions after the time only step has continued for a predetermined time. In other cases, it is set to &quot; 0 &quot; (the preceding brake operation and the preceding acceleration operation at the start are not performed). The setting of this parameter 11 is effective only when the vehicle speed control (AVR) is executed at the temperature T1 set at (7) or lower.

<Schedule interlocking parameter>

 (1) Acceleration response time

This parameter is a parameter for setting the responsiveness of the feedback control portion of the vehicle speed following control by acceleration in time. This time is 63% -response time of the step response, for example, as shown in the vehicle speed characteristic diagram of FIG.

 When this setting is small, the acceleration operation is quick or agile, so that the vehicle followability (or vehicle tracking ability) is improved. If this setting is too small, hunting occurs in the acceleration operation. On the other hand, when the setting is large, the acceleration operation is slow and the vehicle speed followability (or vehicle speed traceability) deteriorates, but the behavior of the vehicle becomes smooth. The setting of this parameter (1) is valid only when performing the vehicle speed control (AVR).

By setting the acceleration response time in this manner, desired vehicle follow-up and desired acceleration operability can be realized.

(2) Brake P gain

This parameter is a parameter for setting the response of the vehicle speed following control by the brake. If this setting is large, the brake operation becomes quick or agile and the vehicle followability (or vehicle tracking ability) is improved. If this setting is too large, hunting will occur in the brake operation. On the other hand, if the setting is small, the brake operation is slow and the vehicle followability (or vehicle tracking ability) is lowered, but the behavior of the vehicle becomes smooth. By setting the brake P-gain in this manner, desired vehicle follow-up and desired brake operability can be realized.

(3) AC → BR Switching speed deviation

This parameter calculates a threshold value at which switching from acceleration (accelerator pedal) to brake (brake pedal) is performed when vehicle speed following control is performed so as to cause the vehicle to travel within a range shifted from the reference mode of the operation pattern by a predetermined speed and a predetermined time Parameter. This parameter is an AC to BR switching vehicle speed deviation, and is a parameter for setting an allowable vehicle speed deviation of the brake from the acceleration.

(4) AC → BR Switching time deviation

This parameter calculates a threshold value at which switching from acceleration (accelerator pedal) to brake (brake pedal) is performed when vehicle speed following control is performed so as to cause the vehicle to travel within a range shifted from the reference mode of the operation pattern by a predetermined speed and a predetermined time Parameter. This parameter is a parameter for setting the permissible time deviation of the brake switching from the acceleration as the AC to BR switching time deviation.

For example, the allowable upper and lower line permissible width (value) of the JC08 mode is defined as the permissible vehicle deviation specified as ± 2.0 km / h and the allowable time deviation specified as ± 1.0 seconds. The value varies depending on the gradient due to acceleration and deceleration of the reference mode.

With respect to these schedule interlocking parameters (3) and (4), in this embodiment, the permissible vehicle speed deviation is set as the AC to BR switching vehicle speed deviation (parameter (3) The allowable time deviation is set as the time deviation (parameter (4)). Then, a threshold value (switching point from acceleration to brake) of the switching from the acceleration (accelerator pedal) to the brake (brake pedal) is determined from the gradient of these set values and the target driving vehicle speed. In this embodiment, the operation control is configured as described above.

Fig. 10 shows a state in which the switching point from the acceleration to the brake is determined. The reference target vehicle speed (reference mode) in the drawing is a reference input to the vehicle speed control device. In this reference input, the reference vehicle speed is subjected to processing such as softening of a bent portion (a portion where the vehicle speed changes) or an increase in operation pattern. As the driving target vehicle speed (reference mode), the reference vehicle speed itself can be used.

10, an arbitrary time point on the operation target difference is set as a reference point A for judging switching from acceleration to brake, and the AC to BR switching time deviation DELTA t &lt; -1 &gt; And sets the AC to BR switching vehicle speed deviation? V -1 in the vehicle speed shaft direction.

Then, the gradient of the reference mode is calculated by approximating -differentiating the vehicle speed according to the determination reference point A by a finite difference method or the like. Then, by this gradient, multiplying the AC → BR switching time difference Δt -1 is set, the vehicle speed deviation is calculated Δvt -1.

Next, the calculated vehicle speed deviation is determined (Δvt 1), the vehicle speed deviation for switching to the set AC → BR by adding the switching vehicle speed deviation (Δv -1), on the brake acceleration (the length of the AE).

Point E becomes a switching point from acceleration to brake at a specific point in time. By connecting the calculated switching determination point E each time, a switching line (broken line) from the acceleration to the brake is obtained.

In the actual trial operation, when the vehicle speed detection (vehicle speed detection value) indicated by a thick solid line at the time of the determination reference point A exceeds the switching line from acceleration to brake, switching from acceleration to brake is performed.

By setting the schedule interlocking parameters (3) and (4) in this manner, the operation following the reference mode of the operation pattern with high fidelity can be realized. Furthermore, in the case of a mode including a particularly rapid acceleration and deceleration, switching from acceleration to braking can be reduced (frequency of switching from acceleration to braking can be reduced) by appropriately setting these values.

(5) AC → BR switching time

This parameter corresponds to the waiting time for switching from acceleration to braking. Is set to " 0 " when vehicle speed followability is required. Appropriate values are set when assuming the same switching times as when a person operates. The setting of this parameter (5) is valid only when performing the vehicle speed control (AVR).

(6) BR → AC switching vehicle speed deviation

This parameter is used to calculate a threshold value at which switching from a brake (brake pedal) to an acceleration (accelerator pedal) is performed when vehicle speed following control is performed so that the vehicle travels within a range shifted from a reference mode of the operation pattern by a predetermined speed and a predetermined time . This parameter is a parameter for setting an allowable vehicle speed deviation of switching from brake to acceleration as the BR to AC switching vehicle speed deviation.

(7) BR → AC switching time deviation

This parameter is used to calculate a threshold value at which switching from the brake (brake pedal) to the acceleration (accelerator pedal) is performed when the vehicle speed following control is performed so as to cause the vehicle to travel within a range shifted from the reference mode of the operation pattern by a predetermined speed and a predetermined time Parameter. This parameter is a parameter for setting the permissible time deviation of switching from brake to acceleration as the BR to AC switching time deviation.

For example, the allowable upper and lower line permissible width (value) of the JC08 mode is defined as the permissible vehicle deviation specified as ± 2.0 km / h and the allowable time deviation specified as ± 1.0 seconds. The value varies depending on the gradient due to acceleration and deceleration of the reference mode.

With respect to these schedule interlocking parameters (6) and (7), in this embodiment, the allowable vehicle speed deviation is set as the BR to AC switching vehicle speed deviation (parameter (6) The allowable time deviation is set as the time deviation (parameter (7)). Then, a threshold value of switching from a brake (brake pedal) to an acceleration (accelerator pedal) (switching point from brake to acceleration) is determined from the gradient of these set values and the target driving vehicle speed. In this embodiment, the operation control is configured as described above.

Fig. 11 shows a state in which the switching point from the brake to the acceleration is determined. The reference target vehicle speed (reference mode) in the drawing is a reference input to the vehicle speed control device. In this reference input, the reference vehicle speed is subjected to a process such as softening a bent portion (a portion where the vehicle speed changes) or increasing an operation pattern. As the driving target vehicle speed (reference mode), the reference vehicle speed itself can be used.

11, an arbitrary time point on the operation target difference line is set as a reference point A for judging the switching from the brake to the acceleration, and the BR to AC switching time deviation DELTA t - 2 in the time axis direction from the determination reference point A And sets BR - &gt; AC switching vehicle speed deviation? V -2 from the determination reference point A in the vehicle speed shaft direction.

Then, the gradient of the reference mode is calculated by approximating-differentiating the vehicle speed according to the determination reference point A by a finite difference method or the like. And, in the gradient, set BR → AC switching time difference Δt - by multiplying the second, the vehicle speed deviation is calculated Δvt -2.

Then, the vehicle speed deviation calculation - is determined by adding the BR → AC switching vehicle speed deviation (Δv -2), it is set to (Δvt 2), the vehicle speed deviation for the switching of the acceleration of the brake (the length of the AE).

Point E becomes a switching decision point from brake to acceleration at a specific point in time. By connecting the calculated switching determination point E each time, a switching line (broken line) from brake to acceleration is obtained.

In the actual test run, when the vehicle speed detection (vehicle speed detection value) indicated by the bold solid line at the time of the determination reference point A falls below the switching line from the brake to the acceleration, switching from brake to acceleration is performed.

By setting the schedule interlocking parameters 6 and 7 in this manner, the operation following the reference mode of the operation pattern with high fidelity can be realized. Furthermore, in the case of a mode including rapid acceleration and deceleration in particular, by appropriately setting these values, the switching from the brake to the acceleration can be reduced (the frequency of switching from the brake to the acceleration can be reduced).

(8) BR → AC switching time

This parameter corresponds to the switching wait time from brake to acceleration. Is set to " 0 " when vehicle speed followability is required. Appropriate values are set when assuming the same switching times as when a person operates. The setting of this parameter (8) is valid only when performing the vehicle speed control (AVR).

(9) FB delay operation at acceleration ON

This parameter includes a feedforward control system based on the operation target vehicle speed and a feedback control system based on the deviation between the vehicle speed detection value and the target driving vehicle speed when shifting to the acceleration control for controlling the acceleration by both operations of the feedback control system And a feedback control operation delay time for delaying the operation.

With this parameter, only the feedforward control system will operate for the specified (set) time.

That is, each of the control devices 113 and 123 of the present embodiment includes a control block for delaying the operation of the feedback control system, for example, as shown in Fig. 12, reference numeral 301 denotes an accelerated AVRFF control device for executing feedforward control for the target driving vehicle speed. Reference numeral 302 denotes an accelerated AVRFB control device that executes feedback control so that the vehicle speed detection value becomes an operation target vehicle speed.

Reference numeral 303 denotes a timer for delaying the ON-output by the feedback control operation delay time designated by the parameter of " FB delay operation at acceleration on. &Quot; When shifting by the acceleration control, the timer turns on the switch 304 by ON-output of the timer after the timer time (feedback control operation delay time).

Acceleration is controlled by the acceleration amount obtained by adding the output of the acceleration AVRFF control device 301 to the output of the acceleration AVRFB control device 302 in the adder 305 by turning on the switch 304 after the delay in this manner.

According to the configuration of Fig. 12, when the acceleration is acted sensitively or too quickly when switching from the start to the start or from the brake to the acceleration, for example, by a trapezoid pattern, by appropriately setting this parameter, The operation can be suppressed.

(10) Accelerator return increase coefficient

This parameter is a parameter that actively returns the acceleration (accelerator) in case of "vehicle speed detection value> vehicle speed command" while the vehicle speed control (AVR) is operated by acceleration. The effect of this parameter can be expected for an AT (CVT) vehicle in which the vehicle speed is unlikely to decrease for acceleration (accelerator) return.

This parameter is a factor for the quadratic of the quadric multiplied by the P term of the feedback control. The relationship of the coefficient y to the P-gain in the feedback control defined by the vehicle speed deviation (vehicle speed detection value-vehicle speed command) x, the accelerator return intensification coefficient a and Y = a x 2 + 1 As shown in Fig.

13 shows the characteristic of the coefficient y when the accelerator return intensification coefficient (a) is 0.1.

When the accelerator return augmentation coefficient a is 0 (a = 0), y becomes 1 (y = 1), and the feedback control becomes a linear operation, as can be seen from the equation defining the coefficient y. In addition, the larger the value of the accelerator return intensifying coefficient (a), the larger the y value when the vehicle speed deviation (x) is large, and the acceleration (accelerator) return is strengthened. If this coefficient (a) is set too high, the acceleration will vibrate. The setting of the accelerator return enchancement coefficient a becomes effective only when the vehicle speed control (AVR) is performed.

(11) Deceleration → Accel time at AC

(12) AC opening at deceleration → acceleration

The schedule interworking parameters (11) and (12) are parameters for achieving the following; In consideration of the deceleration due to the shift-down in the acceleration-ON (accelerator-on), in the switching pattern from deceleration to acceleration using the brakes of the AT vehicle, the accelerator is pressurized before it is completely decelerated, Immediately after deceleration.

These parameters (11) and (12) will be described together with the timing chart of the reference vehicle speed, brake stroke and accelerator stroke shown in Fig.

In Fig. 14, the AC leading time at deceleration to acceleration is a time at which the deceleration is completely completed, that is, a time at which the reference vehicle speed returns (or precedes) from the point at which the reference vehicle speed becomes the minimum value.

The brake is forcibly released at this preceding time and the acceleration is turned on at the acceleration amount indicated by the AC opening at the time of deceleration → acceleration.

As with the case of the basic parameter (3), these parameters function after the time-only steps for the predetermined time are continued for the schedule interlocking parameters (11) and (12). Except for this, the operation is executed with " 0 " (there is no AC leading time and AC opening).

By setting the schedule interlocking parameters 11 and 12 in this way, immediate acceleration can be realized in the shift pattern from deceleration to acceleration using the brake in the AT vehicle.

(13) Vehicle speed deviation during acceleration

(14) Addition of AC upon re-acceleration

(15) AC addition rate at re-acceleration

These schedule interlocking parameters 13, 14 and 15 are set to set acceleration (accelerator) depression for characteristics that are typically difficult to follow acceleration in a CVT vehicle in a shift pattern from weak acceleration to strong acceleration Are parameters that improve vehicle speed followability (or vehicle tracking ability) by adding up the added amount. Each parameter will be described with reference to Fig. 15 showing a timing chart of the vehicle speed and the acceleration addition amount.

In Fig. 15, the shift up of the CVT is detected from the vehicle speed and the engine rotation speed, and acceleration acceleration (acceleration) is added when shift up is detected. The deviation between the vehicle speed detection value and the start of accelerator depression addition (the start time of accelerator depression addition is determined) is set to the vehicle speed deviation upon re-acceleration of the schedule interlocking parameter 13. [

In the acceleration addition section in which accelerator depression addition is performed, control is performed so as to achieve an acceleration addition amount set to AC addition (accelerator addition amount at accelerator depression portion) at the time of restoration of the schedule interlocking parameter 14. In addition, the time (the accelerating addition amount is gradually increased) is set so that the accelerator is gradually pressurized so that the kick-down does not occur when the accelerator depression is added. During this time period, when the schedule interlocking parameter 15 is re-accelerated, the AC addition change rate is set to an acceleration change per second.

By setting the schedule interlocking parameters (13), (14), and (15) as described above, it is possible to improve the vehicle speed followability of the CVT vehicle which is difficult to follow acceleration.

(16) Vehicle speed deviation

This parameter is a parameter for setting a vehicle speed command to increase the vehicle speed in relation to the reference vehicle speed. This parameter is used to follow the vehicle speed command when the vehicle speed does not follow the vehicle speed command at a certain stage of the driving pattern.

As with the case of the basic parameter (3), this parameter functions after the time-only step for the predetermined time has continued for the schedule interlocking parameter (16). Otherwise, it operates as &quot; 0 &quot;. This parameter 16 is valid only when performing the vehicle speed control (AVR).

(17) Acceleration correction amount

This parameter is a parameter for setting an increased acceleration amount with respect to the accelerator operation amount (acceleration operation amount) calculated by the vehicle speed control device. This parameter is used to follow the vehicle speed command when the vehicle speed does not follow the vehicle speed command at a certain stage of the driving pattern. This parameter 17 is valid only when performing the vehicle speed control (AVR).

(18) Acceleration fully closed

This parameter is a parameter for forcibly turning off the acceleration in the section specified by the operation pattern. This parameter 18 is valid only when performing the vehicle speed control (AVR).

(19) Acceleration fully closed (over speed)

This parameter is a parameter for forcibly completely closing the acceleration in the section designated by the operation pattern in the case of "vehicle speed detection value> vehicle speed command". This parameter 19 is effective only when performing vehicle speed control (AVR).

(20) Brake force OFF

This parameter is a parameter that forces the brake to be released in the interval specified by the operation pattern. This parameter 20 is valid only when performing vehicle speed control (AVR).

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

 <Shift (Shift) Timing>

Here, the display device displays the shift timing setting screen shown in Fig. 16, and shifts and timing of the clutch for the MT vehicle are set on the shift timing setting screen. The definition of shift confirmation time t1 ~ t5 is as follows.

(One) Acceleration release → clutch release t1: time from acceleration release to clutch start [s]

(2) Clutch release → shift start t2: time from clutch release to selection start [s]

(3) Shift neutral check time t3: Shift neutral neutral position hold time [s]

(4) Selection match → shift start t4: time from selection match to shift start [s]

(5) Speed change → clutch connection t5: Time from speed change to speed change start [s]

&Lt; Shift table >

Here, the display device displays a shift table screen as shown in Fig. 17, and the relationship between the shift position of the present system and the shift position of the vehicle is set on the shift table screen. This applies to MT vehicles.

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

(1) Direct designation

This is used when the shift sign (N, 1 to 8, R) of this system and the shift position of the vehicle are used with the same symbol. When the direct designation is performed through the scheduler or the like, the relationship of the shift positions to the command positions is the same in any vehicle data setting. Directly specified contrast tables are only displayable and can not be set or changed. The setting range is changed according to the maximum shift position on the vehicle data screen.

(2) indirect designation

This is used when the driver wants to change the shift position of the vehicle with respect to the shift symbols P1 to P8 of the present system for each vehicle. When the shift position is previously set in the schedule data by the indirect designation (P1 to P8), the shift position is replaced with the actual shift position in accordance with the setting of the indirect designation of the vehicle data, and the operation is subsequently executed. Here, in the case of the manual operation, there is no indirectly designated shift (shift).

(3) vehicle speed shift table

This is used when the driver is shifting according to the vehicle speed. 5 patterns (T1 to T5) can be set by the vehicle speed pattern. The unit is fixed at [km / h]. The scheduler sets any one of " T1 " to " T5 " to the shift position setting.

<Clutch function>

Here, the display device displays a clutch function screen as shown in Figs. 18 and 19. Fig. The clutch function screen is used to set the stroke and time of the glitch operation of the MT vehicle. Figures 18 and 19 are arranged and displayed on the same screen of the display device.

[Startup]

This is the clutch operation setting of the starting (starting).

(1) T1: Set the operation time (or work time) [s] from 0 to 100 [%].

(2) T2: Sets the operation time (or work time) [s] from 100 [%] to the meet point (P1).

(3) T3: Sets the time [s] for determining the gradient percentage for half-clutch operation.

(4) T4: Set the operation time (or working time) from the start vehicle speed to stroke 0 [%].

(5) P1: This is the stroke of the clutch-mit point. Input is not possible because automatic measurements are used.

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

(7) V1: Set the start vehicle speed [km / h].

[Shift (Shift)]

This is the setting of the clutch operation when shifting (when performing the shift)

(1) T1: Set the operation time (or work time) [s] from 0 to 100 [%].

(2) Set the operation time (or work time) [s] from T2: 100 [%] to the meet point (P1) when shifting (shifting).

Set the operation time (or work time) [s] from 100 [%] to 0 [%] when returning to N (return to N).

(3) T3: Sets the half-clutch time [s]. When this value is large, the time of the half-clutch becomes longer and the shock in the half-clutch during the shifting becomes small.

(4) T4: Set the operation time (or work time) from half-clutch completion to stroke 0 [%]. If this value is large, the time of the half-clutch is lengthened and the impact after the half-clutch during the shifting becomes small.

(5) P1: This is the stroke of the clutch-mit point. Input is not possible because automatic measurements are used.

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

 &Lt; Shift function >

Here, the display device displays the shift function screen as shown in Fig. 20 and the setting of the shift operation for the MT vehicle is performed on the shift function screen.

(1) t1: Set the operation time (or work time) [s] from neutral position (0%) to P1.

(2) t2: Set the operating time (or working time) [s] from P1 to P2.

(3) t3: Set the operation time (or work time) [s] up to the shift completion position (100%).

(4) P1: This sets the position [%] slightly before the synchro-stroke.

(5) P2: This sets the position [%] slightly after the synchro-stroke.

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

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

(8) t4: Sets the time from completion of shifting to completion of shifting to the shifting lever retention force (100%).

 <Engine auto start>

Here, the display device displays the engine automatic startup screen as shown in Fig. 21, and the next engine automatic startup setting is executed on the engine automatic startup screen.

(1) Start-up device ON time: Set the time when the starter is turned on.

Range: 0.1 ~ 9.9 [s]

(2) Determination of engine start rotation speed: Sets the rotation speed for judging the start of the engine.

Range: 0 to 3000 [min -1 ]

When " 0 " is input, the start determination is not made.

(3) Number of starting devices: Set the maximum number of times the starting device is repeated until the engine is started.

Range: 1 ~ 9 [times]

(4) Standby time: Sets the waiting time until the next ON of the starter when the engine is not started.

Range: 0.1 ~ 9.9 [s]

(5) Clutch release operation: Select whether or not to use the clutch release operation function. This is only for MT vehicles.

105: Control target
101, 111, 121: Setting devices 102, 112, 122: Operation pattern
103,113,123: Control devices 104,114,124: Automatic operation device
301: Accelerated AVRFF control device 302: Accelerated AVRFB control device
303: Timer

Claims (15)

An automatic operation device for executing automatic operation of the vehicle;
A control device for controlling an object to be controlled for automatic operation of the vehicle; And
The following setting, that is, the setting of the driving pattern defining the relationship of the vehicle speed or the throttle opening with respect to time at each step, or defining the relationship of the vehicle speed or the throttle opening with respect to the distance at each step; Setting of basic parameters for controlling automatic operation of the vehicle; And setting of a schedule interlocking parameter set for each step of schedule data designated by the operation pattern, setting the operation pattern and the schedule interlocking parameter in a database, and setting the basic parameter in the control device &Lt; / RTI &gt;
Wherein the control device is configured to read the operation pattern and the schedule interworking parameter from the database and provide the control device with a target value based on the operation pattern to set the schedule interworking parameter to the control device, And to control the controlled object based on the set basic parameter and the set schedule interlocking parameter,
Automated vehicle driving system for automatically driving a vehicle on a chassis dynamometer.
The method according to claim 1,
Wherein the setting apparatus defines a parameter initial value in schedule data in which a schedule link parameter is not set and provides the parameter initial value to the automatic operation apparatus, and the automatic operation apparatus sets the schedule link parameter read from the database And sets the parameter initial value.
3. The method according to claim 1 or 2,
Wherein the set basic parameter includes a brake stroke and a brake deceleration at the time of stoppage and the control device executes a brake operation with an operation amount of a brake stroke at the set stoppage and an opening control that follows the opening with the accelerator opening degree specified The brake is ON and the brake is decelerated at a predetermined brake deceleration.
3. The method according to claim 1 or 2,
Wherein the set basic parameter includes a flexible operation level that determines the degree of agility and slow operation of the acceleration and brakes and the control device has a function of performing agile or slow operation of acceleration and braking in accordance with the set flexible operation level Features a vehicle automatic driving system.
3. The method according to claim 1 or 2,
Wherein the set basic parameter includes a start-up leading time for turning off the brake at startup and a vehicle speed command leading time set as an expectation of delay of the control system, And a function of activating the acceleration based on the vehicle speed command previously read out by the set vehicle speed command preceding time.
3. The method according to claim 1 or 2,
The set basic parameters include a threshold value of the engine coolant temperature that defines the boundary temperature between the warm region and the cold region of the engine coolant temperature, a small acceleration decrease amount in the cold region, a small acceleration decrease amount in the cold region, Wherein the control device includes a function for operating the acceleration to an amount of operation corresponding to the set acceleration reduction amount and a function for calculating a vehicle speed based on the feedback gain set in the vehicle speed following control based on the feedback gain of the vehicle speed follow- Wherein the control unit has a function of causing the vehicle to follow the vehicle speed.
3. The method according to claim 1 or 2,
Wherein the schedule interlocking parameter includes an acceleration response time defining a vehicle speed following according to an acceleration and a brake P gain in a PI control defining a vehicle speed following according to a brake, And a function of operating the brake with the amount of operation determined by the set brake P-gain.
3. The method according to claim 1 or 2,
Wherein the schedule interlocking parameter includes an acceleration-to-brake switching vehicle speed that defines an allowable switching vehicle speed deviation from acceleration to brake for driving the vehicle within a range shifted from a reference mode of the operation pattern by a predetermined speed and a predetermined time during vehicle speed follow- And an acceleration-to-brake switching time deviation which defines an allowable switching time deviation from acceleration to brake in order to allow the vehicle to travel within a range shifted from the reference mode of the operation pattern by a predetermined speed and a predetermined time during vehicle speed following control, A brake-to-acceleration switching vehicle speed deviation that defines an allowable switching vehicle speed deviation from braking to acceleration in order to allow the vehicle to travel within a range shifted from a reference mode of the operation pattern by a predetermined speed and a predetermined time during vehicle speed following control, A predetermined speed and a predetermined time from the reference mode of the operation pattern And a brake-to-acceleration switching time deviation that defines a permissible switching time deviation from braking to acceleration so as to drive the vehicle within a range that is greater than the predetermined acceleration-to-brake shifting range, And switching from acceleration to braking and braking to acceleration based on a time deviation, a set brake → an acceleration switching vehicle speed deviation, and a set brake → acceleration switching time deviation.
3. The method according to claim 1 or 2,
The schedule interlocking parameter is shifted to an acceleration control for controlling the acceleration based on the feedforward control system and the feedback control system based on the deviation between the vehicle speed detection value and the operation target vehicle speed on the basis of the operation target vehicle speed And the control device includes a function of delaying the operation of the feedback control system by the set delay time of the feedback control system when shifting to the acceleration control during the vehicle speed following control And the vehicle automatic running system.
3. The method according to claim 1 or 2,
Wherein the schedule interlocking parameter includes an accelerator return enforcement coefficient a for enhancing acceleration recovery when the vehicle speed detection value is greater than a vehicle speed command value in vehicle speed following control based on acceleration, Gain for the P-gain in the feedback control defined as y = a x 2 + 1 (X &gt; = 0) when the vehicle speed command value Automatic operation system.
3. The method according to claim 1 or 2,
Wherein the schedule interlocking parameter is a pattern for shifting from deceleration using the brakes of the automatic transmission vehicle to acceleration, wherein the acceleration preceding time, which is the preceding time from the point at which the deceleration due to the shift down at the time of acceleration down is completely finished, Wherein the control device has a function of forcibly releasing a brake at a set acceleration precedence time and accelerating the accelerator opening at a predetermined acceleration opening.
3. The method according to claim 1 or 2,
The schedule interlocking parameter is used to determine a vehicle speed deviation at the time of accelerating, i.e., a deviation between a vehicle speed detection value and a reference vehicle speed, in order to determine the accelerator depression time in a shift pattern from a weak acceleration to a strong acceleration in a continuously variable transmission vehicle And the acceleration addition change rate when the acceleration addition amount is gradually increased, wherein the control device performs the vehicle speed deviation upon re-acceleration in the shift pattern from the weak acceleration to the strong acceleration Wherein the accelerator pedal has a function of adding an accelerator pedal to achieve an acceleration addition amount corresponding to a set acceleration incremental change rate at a time when the accelerator pedal is depressed.
13. The method according to any one of claims 1 to 12,
Wherein the setting device includes a display device in which setting, change, and confirmation of the operation pattern, the basic parameter, and the schedule linked parameter are executed.
A setting device for setting an operation pattern and a control parameter for automatic operation of the vehicle on a chassis dynamometer, an automatic operation device for executing automatic operation of the vehicle, and a control device for controlling an object of automatic operation of the vehicle In the automatic operation method,
The setting device sets the following settings, that is, the relationship of the vehicle speed or the throttle opening with respect to time at each step, or the operation pattern that defines the relationship of the vehicle speed or the throttle opening with respect to the distance at each step Receiving a setting of a basic parameter for controlling automatic operation of the vehicle and setting of a schedule interworking parameter set for each step of schedule data designated by the operation pattern; Setting the received operation pattern and the received schedule interworking parameter in the database by the setting device and setting the received basic parameter by the setting device in the control device;
Reading the operation pattern and the schedule interworking parameter from the database by the automatic operation device;
Providing the control device with a target value based on the read operation pattern by the automatic operation device and setting the read schedule synchronization parameter in the control device by the automatic operation device;
And controlling the controlled object based on the provided target value, the set basic parameter, and the set schedule interlocking parameter by the control device.
15. The method of claim 14,
Defining a parameter initial value in schedule data in which the schedule interlocking parameter is not set by the setting device and providing the parameter initial value to the automatic operation device by the setting device; And setting the parameter initial value to the schedule interworking parameter read from the database by the automatic operation device.
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