WO2018235930A1 - Dispositif de commande de déplacement - Google Patents

Dispositif de commande de déplacement Download PDF

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Publication number
WO2018235930A1
WO2018235930A1 PCT/JP2018/023749 JP2018023749W WO2018235930A1 WO 2018235930 A1 WO2018235930 A1 WO 2018235930A1 JP 2018023749 W JP2018023749 W JP 2018023749W WO 2018235930 A1 WO2018235930 A1 WO 2018235930A1
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Prior art keywords
target
vehicle
braking
driving force
control
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PCT/JP2018/023749
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English (en)
Japanese (ja)
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陽介 橋本
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株式会社アドヴィックス
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Publication of WO2018235930A1 publication Critical patent/WO2018235930A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B60W10/188—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/06—Automatic manoeuvring for parking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/107—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • Embodiments of the present invention relate to a travel control device.
  • one of the problems of the embodiment is to provide a travel control device capable of performing the travel control of a vehicle traveling at a very low speed more accurately while reducing the influence of the creep driving force at the time of travel control.
  • the travel control device is applied to a vehicle in which a creep driving force output from the drive mechanism is transmitted to the wheels by a creep phenomenon, for example, and a target driving force that is a target value of the driving force output from the drive mechanism
  • a target driving force setting unit configured to set a value larger than the driving force corresponding to the target vehicle speed or the target acceleration / deceleration, the target driving force set by the target driving force setting unit, and the target vehicle speed or the target acceleration / deceleration degree.
  • a target braking force setting unit that sets a target braking force that is a target value of the braking force to be generated in the braking mechanism of the vehicle.
  • the target driving force is set to a value larger than the driving force corresponding to the target vehicle speed or the target acceleration / deceleration
  • the target driving force is set to a value corresponding to the target vehicle speed or the target acceleration / deceleration.
  • the creep driving force output from the driving mechanism is reduced compared to the case where Thus, the vehicle travels in a state where the creep driving force is reduced, so that the fluctuation of the vehicle speed due to the creep driving force can be reduced, and the traveling control of the vehicle traveling at a very low speed can be executed more accurately.
  • the target braking force setting unit can set the target braking force to a magnitude greater than the creep driving force.
  • the traveling control device described above is further provided with, for example, an actuator control unit that controls an actuator that is an actuator provided to the braking mechanism and increases a braking force generated in the braking mechanism, and the actuator control unit is a target braking force. If the target braking force set by the setting unit corresponds to holding or lowering of the braking force, the drive of the actuator is stopped. As a result, the drive of the actuator can be stopped depending on the situation, so the load on the actuator can be reduced.
  • an actuator control unit that controls an actuator that is an actuator provided to the braking mechanism and increases a braking force generated in the braking mechanism
  • the actuator control unit is a target braking force. If the target braking force set by the setting unit corresponds to holding or lowering of the braking force, the drive of the actuator is stopped. As a result, the drive of the actuator can be stopped depending on the situation, so the load on the actuator can be reduced.
  • FIG. 1 is an exemplary block diagram showing a schematic configuration of a travel control device according to an embodiment.
  • FIG. 2 is an exemplary block diagram showing a functional configuration of a command output unit according to the embodiment.
  • FIG. 3 is an exemplary flowchart showing a series of processes executed by the traveling control device according to the embodiment as traveling control.
  • FIG. 4 is an exemplary timing chart showing successive changes of various parameters realized according to the traveling control according to the embodiment.
  • FIG. 1 is an exemplary block diagram showing a schematic configuration of a travel control device 100 according to an embodiment.
  • the traveling control device 100 is realized, for example, as an ECU (Electronic Control Unit) equipped with hardware similar to that of a normal computer such as a processor and a memory.
  • ECU Electronic Control Unit
  • the traveling control device 100 is configured to be able to control at least one of a drive mechanism 201 and a braking mechanism 202 provided in the vehicle 1.
  • the traveling control device 100 can control traveling (at least one of acceleration and braking) of the vehicle 1.
  • the drive mechanism 201 is, for example, an internal combustion engine or a motor.
  • the braking mechanism 202 is, for example, a general hydraulic braking mechanism including the brake actuator 202a.
  • the drive of the brake actuator 202a causes an increase in the braking force (fluid pressure) generated in the fluid pressure brake mechanism.
  • the travel control device 100 may be configured to be able to control a steering mechanism (not shown) of the vehicle 1 in addition to the drive mechanism 201 and the braking mechanism 202.
  • the drive mechanism 201 and the braking mechanism 202 may be collectively described as a control target.
  • creep torque (creep driving force) is transmitted to the wheels of the vehicle 1 assumed in the embodiment under predetermined conditions.
  • an AT (Automatic Transmission) vehicle can be considered as such a vehicle 1, but the technology of the embodiment is also applicable to vehicles other than AT vehicles, as long as the creep driving force is transmitted to the wheels. It is.
  • the creep driving force refers to the driving force output from the driving mechanism 201 by the creep phenomenon.
  • the traveling control device 100 is connected to a parking assistance ECU 300 that controls parking assistance control of the vehicle 1.
  • the parking support control is automatic parking control that moves the vehicle 1 (at a very low speed) automatically to a predetermined parking target position regardless of the driver's driving operation.
  • the travel control device 100 acquires an end point position which is a final movement target of the vehicle 1 based on the parking target position set by the parking assistance control, etc., and the vehicle in the control section up to the end point position. Control 1 travel (movement).
  • the traveling control device 100 includes a target value setting unit 10, an operation amount calculating unit 21, a correction amount calculating unit 22, a command output unit 23, adders 24 and 25, and an addition amount.
  • a calculation unit 40 and a sensor information acquisition unit 50 are included. These configurations are generated, for example, as a result of the processor of the traveling control device 100 executing software (computer program) stored in the memory. In the embodiment, part or all of these configurations may be realized by dedicated hardware (circuit).
  • the target value setting unit 10 acquires an end point position in a control section of travel control of the vehicle 1 (for example, the above-described parking support control).
  • the end point position is acquired, for example, as the moving distance of the vehicle 1 from the start point position to the end point position in the control section.
  • the target value setting unit 10 performs the parameter related to the traveling of the vehicle 1 at each control timing so that the time-dependent change of the position of the vehicle 1 as preset is realized based on the acquired end point position.
  • Set the target value of The parameters relating to the traveling of the vehicle 1 are, for example, the position (moving distance), speed, acceleration (deceleration), etc. of the vehicle 1.
  • the target value of the speed of the vehicle 1 may be described as the target vehicle speed
  • the target value of the acceleration (deceleration) of the vehicle 1 may be described as the target acceleration and deceleration.
  • the sensor information acquisition unit 50 acquires sensor information as a detection result of the sensor group 203 provided in the vehicle 1.
  • the sensor group 203 includes a wheel speed sensor that detects the rotational speed (rotational speed) of the wheels of the vehicle 1, a longitudinal acceleration sensor that detects an acceleration in the longitudinal direction of the vehicle 1, and a vehicle that acquires an image around the vehicle 1.
  • Various sensors may be included, such as cameras. From the detection values of the wheel speed sensor, it is possible to calculate the actual values of the position, velocity and acceleration of the vehicle 1. Further, from the longitudinal acceleration sensor, it is possible to calculate information on the attitude of the vehicle 1 in the longitudinal direction, more specifically, the gradient of the road surface on which the vehicle 1 is currently positioned. Moreover, it is possible to calculate the distance between the vehicle 1 and the target from the image acquired by the on-vehicle camera.
  • the operation amount calculation unit 21 calculates an operation amount for the control target based on the target value set by the target value setting unit 10 and the sensor information acquired by the sensor information acquisition unit 50.
  • the manipulated variable is a value of the dimension of force (torque) or the dimension of acceleration.
  • the value of the operation amount is calculated, for example, in consideration of a coefficient set in accordance with the degree of influence of each parameter so that the larger the deviation between the target value and the actual value of the parameter related to the traveling of the vehicle 1, the larger. Ru.
  • the control target is controlled to accelerate the vehicle 1 according to the positive operation amount, and is controlled to decelerate the vehicle 1 according to the negative operation amount.
  • the correction amount calculation unit 22 configures a disturbance observer, and calculates the correction amount of the operation amount calculated by the operation amount calculation unit 21.
  • the correction amount calculated by the correction amount calculation unit 22 is input to the adder 24, and is added to the operation amount calculated by the operation amount calculation unit 21 by the adder 24.
  • the correction amount calculation unit 22 calculates the correction amount at the next control timing based on the operation amount after the addition of the correction amount and the sensor information acquired by the sensor information acquisition unit 50. For example, based on the operation amount after addition of the correction amount and the actual value of the acceleration calculated from the detection value of the wheel speed sensor, the correction amount calculation unit 22 follows the actual value of the parameter related to the traveling of the vehicle 1 next. An error to be corrected (compensated) is calculated in order to follow the target value at the control timing, and a correction amount is calculated based on the calculated error.
  • the addition amount calculation unit 40 calculates an addition amount to be added to the operation amount based on the sensor information acquired by the sensor information acquisition unit 50. For example, the addition amount calculation unit 40 calculates the addition amount according to the degree of the gradient based on the information on the gradient calculated from the detection value of the longitudinal acceleration sensor. The addition amount calculated by the addition amount calculation unit 40 is input to the adder 25 and is added to the operation amount after the addition of the correction amount by the adder 25. Thereby, it is possible to make the actual value of the parameter related to the traveling of the vehicle 1 follow the target value in consideration of the degree of the gradient.
  • the command output unit 23 calculates the drive command value given to the drive mechanism 201 and the braking command value given to the braking mechanism 202 based on the correction amount and the operation amount after addition of the addition amount, and calculates the drive command value. And outputs a braking command value. More specifically, the command output unit 23 generates torques in the drive mechanism 201 and the braking mechanism 202 so that the vehicle 1 generates a force (torque) corresponding to the operation amount after addition of the correction amount and the addition amount. Distribution of the driving mechanism 201 and the braking command value for the braking mechanism 202 are output.
  • the command output unit 23 performs an actuator control command for controlling the driving / stopping of the brake actuator 202a of the braking mechanism 202. It can be output.
  • the vehicle 1 performs creep traveling based on creep torque under predetermined conditions.
  • traveling control that requires the vehicle 1 to travel at a very low speed, such as parking assistance control (automatic parking control)
  • parking assistance control automated parking control
  • the accuracy of control of the parameters relating to the travel of the vehicle 1 may be impaired.
  • the embodiment reduces the influence of the creep torque at the time of travel control, and more accurately executes the travel control of the vehicle 1 traveling at a very low speed. To realize.
  • FIG. 2 is an exemplary block diagram showing a functional configuration of the command output unit 23 according to the embodiment.
  • the command output unit 23 has a torque distribution determination unit 23a, a drive command value calculation unit 23b, a braking command value calculation unit 23c, and an actuator control unit 23d.
  • the drive command value calculation unit 23 b is an example of a “target driving force setting unit”
  • the braking command value calculation unit 23 c is an example of a “target braking force setting unit”.
  • the torque distribution determination unit 23a determines the distribution of torque to be generated in the drive mechanism 201 and the braking mechanism 202, which are targets to be controlled, based on the operation amount after addition of the correction amount and the addition amount. In a situation where acceleration of the vehicle 1 is required, the torque distributed to the drive mechanism 201 is larger than the torque distributed to the braking mechanism 202. On the contrary, in the situation where deceleration of the vehicle 1 is required, the torque distributed to the braking mechanism 202 is larger than the torque distributed to the drive mechanism 201.
  • the drive command value calculation unit 23b calculates a drive command value (target driving force) to be given to the drive mechanism 201 according to the distribution determined by the torque distribution determination unit 23a.
  • the distribution determined by the torque distribution determination unit 23 a is based on the operation amount, and the operation amount is based on the target value set by the target value setting unit 10. It can be said that it is based on the target value (target vehicle speed or target acceleration / deceleration) of the parameter regarding traveling.
  • the braking command value calculation unit 23c applies a braking command value (target control) to the braking mechanism 202 according to the distribution determined by the torque distribution determination unit 23a (that is, based on the target values of the parameters related to the traveling of the vehicle 1). Calculate the power).
  • a braking command value target control
  • the drive command value calculation unit 23b determines that the drive mechanism 201 has a predetermined driving force larger than the driving force corresponding to the target vehicle speed or the target acceleration / deceleration of the vehicle 1 which is an example of the target value
  • the drive command value is set so as to be output from As the driving force output from the driving mechanism 201 increases, the output creep driving force tends to decrease. Therefore, if the driving command value is set as in the embodiment, the creep driving output from the driving mechanism 201 It becomes possible to reduce the force.
  • the braking command value calculating unit 23c is based on the driving command value set by the driving command value calculating unit 23b and the target vehicle speed or the target acceleration degree, which is an example of the target value of the parameter related to the traveling of the vehicle 1.
  • the braking force of the braking mechanism 202 is set according to the predetermined driving force so that the vehicle speed or acceleration / deceleration of the vehicle 1 becomes the target vehicle speed or target acceleration / deceleration.
  • the magnitude of the creep torque fluctuates according to the rotational speed of the engine and the like. Therefore, when the creep torque is reduced by setting the driving force output from the driving mechanism 201 to a predetermined driving force which is larger than the driving force corresponding to the target vehicle speed of the vehicle 1 or the target acceleration / deceleration, a margin is provided. It is desirable to set the predetermined driving force relatively large. Furthermore, if it is possible to prepare a map representing the correspondence between the magnitude of the creep torque and the number of revolutions of the engine etc., the map is used to reduce the creep torque to a desired value by a predetermined driving force. It is also possible to set
  • the driving mechanism 201 since the driving mechanism 201 generates a driving force larger than the driving force corresponding to the target vehicle speed or the target acceleration / deceleration, the driving force corresponding to the target vehicle speed or the target acceleration / deceleration is the driving mechanism 201 A larger braking force is required compared to the case of setting by. Therefore, under the above control, the load on the brake actuator 202a tends to be large.
  • the situation where it is necessary to drive the brake actuator 202a is basically only the situation where the braking force is increased, and the braking force is maintained.
  • the actuator control unit 23d An actuator control command is output to stop the driving. This makes it possible to reduce the load on the brake actuator 202a.
  • FIG. 3 is an exemplary flowchart showing a series of processing executed by the traveling control device 100 according to the embodiment as traveling control.
  • the parking assistance control automated parking control mentioned above is assumed as an example of travel control.
  • the traveling control device 100 determines whether the parking assistance control has been turned ON, for example, whether the driver of the vehicle 1 has performed an operation serving as a trigger for starting the parking assistance control. To judge.
  • the sensor information acquisition unit 50 acquires sensor information from the sensor group 203.
  • the sensor information acquired here includes detection results of various sensors such as a wheel speed sensor and a longitudinal acceleration sensor.
  • the sensor information acquisition unit 50 calculates, based on the sensor information acquired in S302, actual values of parameters relating to the travel of the vehicle 1, such as the position, speed, and acceleration of the vehicle 1.
  • the target value setting unit 10 acquires the end point position in the control section of the parking assistance control, and calculates the target value of the parameter related to the traveling of the vehicle 1 based on the acquired end point position.
  • the calculated target value is input to the operation amount calculator 21.
  • the operation amount calculation unit 21 calculates the operation amount based on the target value calculated in S304. Further, the correction amount calculation unit 22 and the addition amount calculation unit 40 respectively calculate the correction amount and the addition amount to be added to the operation amount. The operation amount after addition of the correction amount and the addition amount is input to the command output unit 23.
  • the torque distribution determination unit 23a of the command output unit 23 generates torques to be generated by the drive mechanism 201 and the braking mechanism 202 based on the correction amount calculated in S305 and the operation amount after addition of the addition amount. Determine the allocation.
  • the drive command value calculation unit 23b and the braking command value calculation unit 23c respectively calculate the drive command value and the braking command value based on the distribution determined in S306. More specifically, the drive command value calculation unit 23b reduces the creep driving force output from the drive mechanism 201 based on the driving force according to the distribution determined in S306.
  • the drive command value is set such that a predetermined drive force, which is a drive force larger than the drive force corresponding to the speed, is output from the drive mechanism 201.
  • the braking command value calculation unit 23c controls the vehicle speed or acceleration / deceleration of the vehicle 1 based on the drive command value calculated by the drive command value calculation unit 23b and the target vehicle speed or target lower limit speed. A braking command value corresponding to a predetermined driving force is calculated so as to attain the speed.
  • step S308 the actuator control unit 23d determines whether the braking command value calculated in step S307 corresponds to holding or lowering of the braking force to be generated by the braking mechanism 202.
  • the process proceeds to S310.
  • the actuator control unit 23d outputs an actuator control command to turn on the brake actuator 202a, that is, to drive the brake actuator 202a. Then, the process ends.
  • FIG. 4 is an exemplary timing chart showing successive changes of various parameters realized according to the traveling control according to the embodiment.
  • the parking assistance control (automatic parking control) mentioned above is assumed as an example of travel control.
  • L1 represents a change over time of the speed (vehicle speed) of the vehicle 1 and L2 represents a change over time of ON / OFF of a trigger for parking assistance control.
  • L3 represents a change over time of the distance to the parking target position (sensor distance) calculated from an image acquired by the on-vehicle camera included in the sensor group 203, and L4 is set as a target value This represents a change over time in the movement distance (target distance) of the vehicle 1.
  • L5 represents a change in driving force generated in response to the drive command value calculated by drive command value calculation unit 23b
  • L6 represents a change generated in accordance with the braking command value calculated by braking command value calculation unit 23c. Represents the change in braking force over time.
  • the parking assist control is configured by four control modes of “standby”, “under control”, “stop hold”, and “degeneration”.
  • the "standby” is a control mode corresponding to the preparation period before the vehicle 1 actually starts to move according to the setting contents of the parking assistance control, and “in control” starts the control of the driving force and the braking force.
  • stop holding is a control mode for reliably stopping the vehicle 1 after the actual movement of the vehicle 1 is finished, and “degeneration” is until the parking assistance control is completely ended.
  • This control mode corresponds to the preparation period.
  • the state in which the parking assistance control is not executed at all is expressed as “out of control”.
  • the "standby” is executed from timing t0 to timing t1.
  • the parking assist control trigger is turned on (see L2).
  • the vehicle speed is zero (see L1)
  • the sensor distance remains unchanged at the predetermined value X (see L3)
  • the target distance is It does not change with zero (see L4).
  • the control of the driving force and the braking force is not yet started, so the driving force remains zero and does not fluctuate (see L5), and the braking force is the vehicle
  • the stop condition of 1 is maintained at a maintainable size (see L6).
  • Control in progress is executed from timing t1 to timing t2.
  • the driving force and the braking force are controlled such that the vehicle speed changes according to the setting (see L1) and the target distance gradually changes from zero to a predetermined value X (see L4) (L5) And L6).
  • the sensor distance gradually changes from the predetermined value X to zero (see L3), as opposed to the target distance gradually changing from zero to the predetermined value X (see L3).
  • “Stop holding” is performed from timing t2 to timing t3.
  • the braking force is increased until it reaches a size capable of maintaining the parking state of the vehicle 1 and then maintained as it is (see L6). Since the vehicle 1 does not move in the "stop hold” period, the vehicle speed (see L1), the sensor distance (see L3), the target distance (see L4), and the driving force (see L5) do not particularly change.
  • Degeneration is performed from timing t3 to timing t4.
  • the trigger for parking assist control is turned off at timing t3 (see L2), and along with this, the braking force gradually decreases toward timing t4 (see L6).
  • the point that the vehicle speed (refer to L1), the sensor distance (refer to L3), the target distance (refer to L4), and the drive force (refer to L5) do not particularly change is the same as “stop hold”.
  • L 5 a represents creep torque
  • L 6 a represents the lower limit value of the braking force generated during movement of the vehicle 1.
  • the lower limit is set to a value equal to the creep driving force.
  • L7 represents a change over time of ON / OFF of the brake actuator 202a.
  • the brake actuator 202a should be turned OFF with the braking force being held or reduced.
  • a period from timing t0 when "standby” starts to timing t11 in the middle of “under control” and “in control” from timing t12 after the timing t11 are
  • the braking force is held or decreased in three periods, that is, a period until the end timing t2 and a period from the timing t21 in the middle of the "stop holding” to the timing t4 when the "degeneration" ends.
  • the brake actuator 202a is OFF in these three periods (refer L7).
  • the travel control device 100 is applied to the vehicle 1 in which the creep driving force output from the drive mechanism 201 is transmitted to the wheels by the creep phenomenon.
  • the travel control device 100 sets a drive command value so as to set the target driving force, which is a target value of the driving force output from the driving mechanism 201, to a value larger than the driving force corresponding to the target vehicle speed or the target acceleration / deceleration.
  • the target of the braking force to be generated in the braking mechanism 202 of the vehicle 1 based on the driving command value setting unit 23b to be calculated, the target driving force set by the driving command value setting unit 23b, and the target vehicle speed or the target acceleration / deceleration degree.
  • a braking command value calculation unit for calculating a braking command value so as to set a target braking force which is a value.
  • the target driving force is set to a value larger than the driving force corresponding to the target vehicle speed or the target acceleration / deceleration
  • the target driving force is set to a value corresponding to the target vehicle speed or the target acceleration / deceleration.
  • the creep driving force output from the drive mechanism 201 is reduced compared to the case where it is set.
  • the vehicle travels in a state where the creep driving force is reduced, so that the fluctuation of the vehicle speed due to the creep driving force is reduced, and the traveling control of the vehicle 1 traveling at a very low speed can be executed more accurately.
  • the braking command value calculation unit 23c can set the target braking force to a magnitude greater than the creep driving force.
  • the travel control device 100 further includes an actuator control unit 23 d that controls the brake actuator 202 a that increases the braking force generated by the braking mechanism 202.
  • the actuator control unit 23d stops the driving of the brake actuator 202a when the target braking force set by the braking command value calculating unit 23c corresponds to holding or lowering of the braking force.
  • the drive of the brake actuator 202a can be stopped depending on the situation, so the load on the brake actuator 202a can be reduced.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Le dispositif de commande de déplacement selon les modes de réalisation est destiné à être utilisé, par exemple, dans des véhicules dans lesquels une force d'entraînement au fluage qui est émise à partir d'un mécanisme d'entraînement en raison de phénomènes de fluage est transmise à une roue. Le dispositif de commande de déplacement comprend : une unité de définition de force d'entraînement cible qui définit une force d'entraînement cible qui est une valeur cible pour une force d'entraînement émise par le mécanisme d'entraînement à une valeur qui est supérieure à la force d'entraînement qui correspond à une vitesse cible ou à une accélération/décélération cible ; et une unité de définition de force de freinage cible qui, sur la base de la force d'entraînement cible définie par l'unité de réglage de force d'entraînement cible et de la vitesse cible ou de l'accélération/décélération cible, définit une force de freinage cible qui est une valeur cible pour une force de freinage qu'un mécanisme de freinage du véhicule est amené à générer.
PCT/JP2018/023749 2017-06-23 2018-06-22 Dispositif de commande de déplacement WO2018235930A1 (fr)

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JP2017123681A JP2019006254A (ja) 2017-06-23 2017-06-23 走行制御装置
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CN112572417B (zh) * 2020-12-11 2022-01-18 武汉乐庭软件技术有限公司 自动泊车控制系统中的挡位预判方法、设备及存储设备

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0920160A (ja) * 1995-07-07 1997-01-21 Nissan Motor Co Ltd 車両用追従走行制御装置
JP2016124401A (ja) * 2014-12-26 2016-07-11 アイシン精機株式会社 駐車支援装置
JP2017001457A (ja) * 2015-06-08 2017-01-05 クラリオン株式会社 車両用駐車支援装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0920160A (ja) * 1995-07-07 1997-01-21 Nissan Motor Co Ltd 車両用追従走行制御装置
JP2016124401A (ja) * 2014-12-26 2016-07-11 アイシン精機株式会社 駐車支援装置
JP2017001457A (ja) * 2015-06-08 2017-01-05 クラリオン株式会社 車両用駐車支援装置

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