JP4476014B2 - Simulation device - Google Patents

Description

  The present invention relates to a simulation apparatus, and more particularly to a simulation apparatus for evaluating a controller that controls a power train from an engine to a drive wheel in a vehicle.

  In general, as a method for evaluating the performance of an engine, there is a method of measuring the amount of exhaust gas discharged from an engine when a vehicle equipped with the engine travels based on a predetermined traveling pattern. As this traveling pattern, 10 modes (driving state), 10.15 mode, etc., which are representative of traveling patterns in the city, are known.

  Conventionally, a driver actually drives a vehicle according to this traveling pattern and measures the amount of exhaust gas. However, there are variations in human operation, and accurate measurement cannot be performed. Therefore, an engine evaluation is performed by connecting a controller for engine control to a simulation apparatus that simulates the behavior of a vehicle, that is, formulates and calculates, and the configuration of such a simulation apparatus is It is described in Patent Document 1.

  FIG. 1 shows a state in which a conventional simulation apparatus 2 is connected to a controller 1 for powertrain control. The simulation device 2 determines the state of each part of the vehicle based on the control signals such as the fuel injection amount, ignition timing, intake air amount, etc. sent from the controller 1 for powertrain control, and each input element input from the input device. The amount (for example, engine speed, vehicle speed, etc.) is calculated in a simulated manner, the calculation result is returned to the controller 1 for powertrain control, and the calculated vehicle speed is fed back. By using this simulation device 2, it is possible to significantly reduce the time for operation confirmation and performance evaluation using a vehicle, and development of control logic for engine control of the controller 1 for powertrain control is also possible. It can be done easily.

  An input device 3 such as a keyboard and a display device 4 are connected to the simulation device 2 described above. By using this input device 3, the situation where the vehicle is placed, for example, air temperature, atmospheric pressure, vehicle The driver's operation status such as weight, road gradient, accelerator depression and brake application can be input to the simulation device 2.

  However, for example, when the vehicle speed in the simulation device 2 is changed as in the running test pattern as shown in FIG. 2, the operation information of the driver is input from the input device 3. I couldn't get the speed I wanted.

  Thus, a simulation apparatus 2 that simulates an actual vehicle is prepared and the controller 1 for powertrain control is evaluated. As shown in FIG. 3A, a simulation model 2 that simulates an actual vehicle is provided with a driver model 5, an engine model 6, and a drive system model 7. The driver model 5 simulates the driving operation of the driver and outputs an accelerator signal and a brake signal, which are input to the engine model 6. The engine model 6 simulates the operation of the engine and outputs a shaft torque. This is input to the drive system model 7. The drive system model 7 simulates the motion state of the drive system and outputs engine speed, vehicle speed, and the like. This vehicle speed corresponds to the actual vehicle speed and is fed back to the driver model 5.

  In such a simulation apparatus 2, for example, as shown in FIG. 3B, in the driver model 5, a target vehicle speed map 8 for outputting the target vehicle speed based on the traveling pattern, and the target vehicle speed and the drive system model are displayed. The vehicle speed deviation calculation unit 9 that calculates the deviation of the vehicle speed fed back from 7 and the operation amount calculation that calculates the driver's operation amount by, for example, PID control based on the calculated vehicle speed deviation and outputs it as an accelerator signal or a brake signal. There is part 10. The vehicle speed deviation calculation unit 9 calculates the deviation of the vehicle speed based on the target vehicle speed and the vehicle speed sent from the drive system model 7. Further, the operation amount calculation unit 10 obtains the operation amount of the accelerator pedal or the brake pedal by accumulating a coefficient to the deviation calculated by the vehicle speed deviation calculation unit 9, and an accelerator signal and a brake signal indicating these operation amounts. Is output.

  For example, the target vehicle speed map 8 stores the target vehicle speed for the 10.15 mode travel, and the target vehicle speed for the 10.15 mode travel is output. In the driver model 5, a deviation between the target vehicle speed output from the target vehicle speed map 8 and the vehicle speed output from the drive system model 7 and input to the driver model 5 is calculated, and an operation amount that eliminates this deviation is manipulated. The quantity calculation unit 10 calculates the PID control and outputs the accelerator signal and the brake signal described above. That is, conventionally, the engine model 6 is controlled by outputting an accelerator signal and a brake signal to the engine model 6 while performing feedback control based on the vehicle speed output from the drive system model 7.

  The PID control performed by the operation amount calculation unit 10 includes, for example, an operation of adding a coefficient to the vehicle speed deviation, that is, an operation proportional to the deviation (P operation), an operation proportional to the integrated value of the vehicle speed deviation (I operation), and , A combination of operations (D operation) proportional to the differential value of the deviation. When the PID operation is the aforementioned manipulated variable, the sum of the value obtained by multiplying the vehicle speed deviation by the coefficient, the value obtained by multiplying the integral value of the deviation by the coefficient, and the value obtained by multiplying the differential value of the deviation by the coefficient is obtained. This may be the operation amount.

JP2003-14586 (see paragraphs 0041, 0056, 0057)

  However, also in the simulation apparatus 2 shown in FIG. 3A, the response of the vehicle speed output from the drive system model 7 to the accelerator signal or driver signal output from the driver model 5 is slow. There is a problem that a deviation easily occurs with respect to the vehicle speed output from the drive system model, and it is difficult to realize the above-described 10.15 mode running test with high accuracy by the simulation apparatus 2.

  Therefore, in the configuration of the simulation apparatus 2 shown in FIG. 3A, the present invention outputs the vehicle speed output by the drive system model 7 from the engine model 6 in addition to the primary loop that feeds back to the driver model 5. A secondary loop for feeding back the shaft torque to the driver model 5 is provided, and the accelerator signal is calculated by two parameters, thereby improving the response speed of the vehicle speed output from the drive system model 7, and the target vehicle speed and the drive system model The object of the present invention is to realize the above-described 10.15 mode running test with high accuracy by the simulation device 2 by eliminating a deviation from the vehicle speed output from the vehicle No. 7.

  The present invention that achieves the above object is used in the evaluation of a control device that controls a vehicle engine or the like, and is a simulation device that at least simulates the driving operation of a driver driving a vehicle, the behavior of a vehicle equipped with the control device, and the like A driver model for simulating a driver's driving operation and outputting an operation amount instructed by the driver to the vehicle, and an engine for simulating the operation of the engine of the vehicle and outputting torque transmitted to at least the driving system of the vehicle The present invention is applied to a simulation apparatus provided with a model and a drive system model that simulates the operation of the drive system of the vehicle and outputs at least the vehicle speed of the vehicle.

  In the first mode of the present invention, vehicle speed deviation calculating means for calculating a vehicle speed deviation between the target vehicle speed for the vehicle and the vehicle speed output from the drive system model, and a vehicle speed deviation calculated by the vehicle speed deviation calculating means are added to the driver model. A target torque calculating means for calculating a target torque based on the torque, a torque deviation calculating means for calculating a torque deviation between the target torque calculated by the target torque calculating means and the torque output from the engine model, and a torque deviation calculating means An operation amount calculating means for calculating an operation amount based on the calculated torque deviation is provided.

  In the second embodiment, the driver model is operated based on the vehicle speed deviation calculating means for calculating the vehicle speed deviation between the target vehicle speed for the vehicle and the vehicle speed output from the drive system model, and the vehicle speed deviation calculated by the vehicle speed deviation calculating means. Manipulated variable calculation means for calculating the amount, target torque storage means for storing the target torque according to the target vehicle speed of the vehicle, target torque read from the target torque storage means according to the target vehicle speed, and output from the engine model A torque deviation calculating means for calculating a torque deviation with respect to the measured torque, and a torque correction amount calculating means for calculating a torque correction amount based on the torque deviation calculated by the torque deviation calculating means. Based on the torque output from the model and the torque correction amount output from the driver model, the operation of the drive system of the vehicle is simulated, and at least Is characterized in that outputs a vehicle speed of said vehicle.

  The torque correction amount calculation means in the second embodiment can calculate the road load amount as the torque correction amount, calculate the braking amount by the brake as the torque correction amount, or calculate the gear shift position as the torque correction amount. . Further, the torque correction amount calculating means in the second embodiment includes a torque deviation calculated by the torque deviation calculating means for each of the plurality of torque correction amount calculating sections for calculating the torque correction amount and the plurality of torque correction amount calculating sections. Each of the plurality of torque correction amount calculation units can be configured to calculate the torque correction amount based on the torque deviation distributed by the torque deviation distribution means. .

  According to the first aspect of the simulation apparatus of the present invention, in the simulation apparatus including the driver model, the engine model, and the drive system model, the actual vehicle speed output from the drive system model is added to the primary loop that feeds back to the driver model. Thus, by providing a secondary loop that feeds back the shaft torque output from the engine model to the driver model, the accelerator opening is calculated as an accelerator signal using two parameters, so that the actual vehicle speed output from the drive system model The response speed of the vehicle is improved, the deviation between the target vehicle speed and the actual vehicle speed output from the drive system model is eliminated, and a highly accurate 10.15 mode running test or the like can be realized by the simulation device.

  According to the second aspect of the simulation apparatus of the present invention, the shaft torque output from the engine model is input to the driver model, the torque correction amount is input to the drive system model, and the output vehicle speed is adjusted. Thus, the vehicle speed deviation with respect to the target vehicle speed can be suppressed, and a more accurate 10.15 mode running test or the like can be realized by simulation. As this torque correction amount, road load such as running resistance, road resistance such as air resistance and rolling resistance, braking force as force due to brake operation, or gear ratio due to shift operation should be input to the drive system model. Can do.

  Hereinafter, embodiments of the present invention will be described in detail based on some specific examples with reference to the accompanying drawings.

  FIG. 4A shows the configuration of the first form of the simulation apparatus 2 of the present invention. The simulation apparatus 2 according to the first embodiment prepares a simulation apparatus 2 that simulates an actual vehicle and evaluates the controller 1 for powertrain control. A driver model 5, an engine model 6, and a drive system model 7 are provided.

  In the first embodiment, like the conventional simulation apparatus 2 described with reference to FIG. 3A, the driver model 5 simulates the driving operation of the driver and outputs an accelerator signal and a brake signal, which are output as an engine model. 6 The engine model 6 simulates the operation of the engine and outputs a shaft torque, which is input to the drive system model 7. The drive system model 7 simulates the motion state of the drive system and the vehicle speed and the engine corresponding to the actual vehicle speed. Output the number of rotations. This vehicle speed is fed back to the driver model 5. In the simulation apparatus 2 according to the first embodiment of the present invention, in addition to this configuration, that is, in addition to the primary loop that feeds back the vehicle speed output by the drive system model 7 to the driver model 5, it is output from the engine model 6. A secondary loop for feeding back the shaft torque to the driver model 5 is provided. This shaft torque has a faster response than the vehicle speed.

  Here, the drive system model 7 calculates | requires acceleration with the following equations of motion. That is, if the equation of motion is F = ma (F: force, m: vehicle mass, a: acceleration), the acceleration a is expressed by F / m, and the vehicle speed v can be calculated by integrating the acceleration a. The acceleration a can be expressed by the following equation, where k is a gain (coefficient) based on the gear ratio, F0 is the engine torque, F1 is the road load force, and F2 is the brake force.

a = (k × F0−F1−F2) / m
FIG. 4B shows an internal configuration of the driver model 5 of FIG. In the first embodiment, a vehicle speed deviation calculating unit calculates a deviation between the target vehicle speed read from the target vehicle speed map 8 in which the target vehicle speed such as 10.15 mode traveling is stored in the driver model 5 and the vehicle speed output from the drive system model 7. For example, the target torque calculation unit 11 that performs PID control calculates the target torque so as to eliminate this deviation. Then, the deviation between the calculated target torque and the shaft torque fed back from the engine model 5 is calculated by the torque deviation calculation unit 12, and the operation amount calculation unit 13 performing, for example, PID control calculates the deviation so as to eliminate this deviation. And output an accelerator signal and a brake signal.

  FIG. 5 shows a control procedure in the first form of the simulation apparatus 2 of the present invention configured as shown in FIGS. 4 (a) and 4 (b). This control procedure is executed every time the target vehicle speed is read from the target vehicle speed map 20. In this control procedure, Step 501 to Step 505 show the operation of the driver model 5, Step 506 shows the operation of the engine model 6, and Step 507 and Step 508 show the operation of the drive system model 7.

  In step 501, the target vehicle speed is read from the target vehicle speed map 8 shown in FIG. 4B, and in step 502, the deviation between the target vehicle speed and the vehicle speed output from the drive system model 7 is calculated by the vehicle speed deviation calculation unit 9. In step 503, the target torque calculator 11 calculates the target torque from the deviation between the target vehicle speed and the vehicle speed. In step 504, the torque deviation calculation unit 12 calculates a deviation between the target torque and the shaft torque output from the engine model 6. In step 505, the operation amount calculation unit 13 calculates an accelerator signal and a brake signal. The accelerator signal and the brake signal are input to the engine model 6 described with reference to FIG. 4A, and the engine model 6 calculates shaft torque from the input accelerator signal and brake signal in step 506. The calculated shaft torque is input to the drive system model 7. The drive system model 7 calculates the driving force in step 507, calculates the vehicle speed corresponding to the actual vehicle speed in step 508, and outputs it.

  In the first form of the simulation device 2 of the present invention, the shaft torque that is faster in response than the vehicle speed is provided as a secondary loop, so that the vehicle speed deviation with respect to the target vehicle speed can be suppressed, so that the higher accuracy 10.15 A mode running test or the like can be realized by simulation.

  FIG. 6A shows the configuration of the first example of the second mode of the simulation apparatus 2 of the present invention. The simulation apparatus 2 of the second embodiment also prepares a simulation of an actual vehicle in the simulation apparatus 2 and evaluates the controller 1 for powertrain control. A driver model 5, an engine model 6, and a drive system model 7 are provided.

  In the second mode, similar to the simulation device 2 of the first mode described in FIG. 4A, the driver model 5 simulates the driving operation of the driver and outputs an accelerator signal and a brake signal. Input to the engine model 6. The engine model 6 simulates the operation of the engine and outputs a shaft torque, which is input to the drive system model 7. The drive system model 7 simulates the motion state of the drive system and outputs the vehicle speed, the engine speed, and the like. To do. Also in the simulation apparatus 2 of the second embodiment, in addition to the primary loop that feeds back the vehicle speed output from the drive train model 7 to the driver model 5, the secondary torque that feeds back the shaft torque output from the engine model 6 to the driver model 5 is also provided. There is a loop. In the first example of the second mode, in addition to the configuration of the first mode as described above, data representing road load is output from the driver model 5 and input to the drive system model 7.

  The road load is a load such as a road surface gradient, air resistance, and rolling resistance that is a running resistance and affects the vehicle speed. In the second mode, the road load parameter is input to the drive system model 7 and the vehicle speed output from the drive system model 7 is adjusted to suppress the vehicle speed deviation from the target vehicle speed and realize a more accurate simulation. To do.

  FIG. 6B is a block diagram showing a configuration of the driver model 5 of FIG. 6A that outputs a road load. The driver model 5 of the second embodiment includes a target vehicle speed map 8 in which a target vehicle speed such as 10.15 mode driving is stored, a target vehicle speed read from the target vehicle speed map 8, and a vehicle speed output by the drive system model 7. There is a vehicle speed deviation calculation unit 9 that calculates a deviation, and an operation amount calculation unit 10 that performs calculation to eliminate the deviation and outputs an accelerator signal and a brake signal. The operation amount calculation unit 10 performs, for example, PID control.

  Further, in addition to this configuration, the deviation between the target torque map 20 in which the target torque corresponding to the target vehicle speed is stored, the target torque output from the target torque map 20, and the shaft torque fed back from the engine model 5. There is a torque deviation calculating unit 12 for calculating the road load, and a road load amount calculating unit 14 for calculating a road load for eliminating the deviation. The road load amount calculation unit 14 can execute PID control. The target torque map 20 outputs a target torque in accordance with the target vehicle speed read from the target vehicle speed map 8 and input.

  FIG. 7A shows the configuration of the second embodiment of the second mode of the simulation apparatus 2 of the present invention, and FIG. 7B shows the configuration of the driver model 5 of FIG. 7A. Is. The configuration of the simulation apparatus 2 of the second embodiment shown in FIG. 7A is almost the same as the configuration of the simulation apparatus 2 of the first embodiment, and the second embodiment is different from the first embodiment. In the first embodiment, data representing road load is output from the driver model 5 and input to the drive system model 7 in the first embodiment, whereas the braking force (( The only difference is that data representing the braking force is output and this is input to the drive train model 7.

  As shown in FIG. 7B, this braking force is calculated so that the braking force calculation unit 15 eliminates the deviation between the target torque read from the target torque map 13 in the torque deviation calculation unit 12 and the shaft torque. And output from the brake force calculation unit 15. The brake force calculation unit 15 also performs PID control. Therefore, in the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  FIG. 8A shows the configuration of the third embodiment of the second mode of the simulation apparatus 2 of the present invention, and FIG. 8B shows the configuration of the driver model 5 of FIG. 8A. Is. The configuration of the simulation apparatus 2 of the third embodiment is almost the same as the configuration of the simulation apparatus 2 of the first embodiment, and the third embodiment is different from the first embodiment in that the first embodiment is different from the first embodiment. In the example, data representing road load is output from the driver model 5 and input to the drive system model 7, whereas in the third embodiment, data representing the shift position for changing the gear ratio is output from the driver model 5. The only difference is that it is output and input to the drive train model 7.

  As shown in FIG. 8B, the data indicating the shift position is obtained by calculating the shift position calculation unit 16 between the target torque and the shaft torque read from the target torque map 13 calculated by the torque deviation calculation unit 12. The calculation is performed so as to eliminate the deviation, and the shift position calculation unit 16 outputs the calculation. This calculation is also output from the shift position calculation unit 16. The shift position calculation unit 16 may also be configured to perform PID control. Therefore, in the third embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  The change in the gear ratio according to the braking force and the shift position in the second and third embodiments affects the vehicle speed in the same manner as the road load in the first embodiment. In the second and third embodiments, a parameter for changing the braking force or the gear ratio is input to the drive system model 7, and the vehicle speed output from the drive system model 7 is adjusted so that the vehicle speed deviation with respect to the target vehicle speed is achieved. To achieve a more accurate simulation.

  FIG. 9A shows a control procedure in the first example of the second mode of the simulation apparatus 2 of the present invention configured as shown in FIGS. 6A and 6B. This control procedure is executed every time the target vehicle speed is read from the target vehicle speed map. In this control procedure, Step 901 to Step 905 and Step 1001 show the operation of the driver model 5, Step 906 shows the operation of the engine model 6, and Step 907 and Step 908 show the operation of the drive system model 7. .

  In step 901, the target vehicle speed is read from the target vehicle speed map 8 shown in FIG. 6B, and in step 902, the vehicle speed deviation calculating unit 9 calculates the difference between the target vehicle speed and the vehicle speed output from the drive system model 7. In step 903, the operation amount calculation unit 10 calculates an accelerator signal and a brake signal from the difference between the target vehicle speed and the vehicle speed. On the other hand, in step 904, the target torque corresponding to the target vehicle speed is read from the target torque map 20, and in the subsequent step 905, the torque deviation calculation unit 12 calculates the difference between the target torque and the shaft torque output from the engine model 6. To do.

  After calculating the difference between the target torque and the shaft torque in this way, the road load is calculated by the road load amount calculation unit 14 in step 1001 in the first embodiment of the second mode. When step 1001 ends, the process proceeds to step 906. In step 906, the engine model 6 calculates the shaft torque based on the accelerator signal and the brake signal calculated in step 903. The road load calculated in step 1001 and the shaft torque are input to the drive train model 7. The drive system model 7 calculates a driving force in step 907, and calculates a vehicle speed based on this driving force in the following step 908. In the first embodiment of the second mode, the actual vehicle speed output from the drive train model 7 is adjusted by the road load.

  The second embodiment and the third embodiment of the second form of the simulation apparatus 2 of the present invention differ only in step 1002 or step 1003 performed after step 905 in the driver model 5, and other steps. The operation is the same. Therefore, here, FIG. 9B shows only step 1002 in which the second embodiment differs from the first embodiment, and FIG. 9C shows steps in which the third embodiment differs from the first embodiment. Only 1003 is shown, and the other steps are not shown.

  In the second example of the second mode, after calculating the deviation between the target torque and the shaft torque in step 905, the brake force calculation unit 15 calculates the brake force in step 1002, and the process proceeds to step 906. In the third example of the second mode, after calculating the deviation between the target torque and the shaft torque in step 905, the shift position is calculated by the shift position calculation unit 16 in step 1003 and the process proceeds to step 906. Thereafter, in the second example of the second mode, the vehicle speed output from the drive system model 7 is adjusted by the braking force, and in the third example of the second mode, the drive system model 7 is set by the shift position. The vehicle speed output from is adjusted.

  FIG. 10A shows the configuration of the fourth example of the second mode of the simulation apparatus 2 of the present invention, and FIG. 10B shows the configuration of the driver model 5 of FIG. 10A. Is. The configuration of the simulation device 2 according to the fourth embodiment is a combination of the configurations of the simulation devices 2 according to the first to third embodiments. In the fourth embodiment, the road load, The only difference is that data representing the shift position for changing the braking force or the gear ratio is output as a shaft torque correction amount at a predetermined ratio and input to the drive system model 7.

  In the first to third embodiments of the second mode, any data representing the shift position for changing the road load, braking force, or gear ratio is output from the driver model 5 to the drive train model 7. In contrast, in the fourth embodiment, these three types of shaft torque correction amounts are output to the drive system model 7 at a predetermined ratio. For this reason, as shown in FIG. 10B, the distribution of torque deviation and the weighting calculation unit 17 for torque deviation are connected to the upstream side of the road load amount calculation unit 14, the brake force calculation unit 15, and the shift position calculation unit 16. Has been. That is, the road load amount calculation unit 14, the brake force calculation unit 15, the shift position calculation unit 16, the torque deviation distribution, and the torque deviation weight calculation unit 17 constitute a torque correction amount calculation unit, and the torque deviation distribution The distributed torque deviation output from the torque deviation weighting calculation unit 17 is sent to the road load amount calculation unit 14, the brake force calculation unit 15, and the shift position calculation unit 16ni, respectively.

  Therefore, from the driver model 5, the shaft torque correction amount for correcting the value of the shaft torque input to the drive system model 7 is data indicating the shift position for changing the road load, the braking force, or the gear ratio. Or a drive system model 7 alone.

  In the fourth embodiment, torque deviation distribution, torque deviation distribution and weighting performed by the torque deviation weighting calculation unit 17 are performed by determining the required amount of the axial torque correction amount as the road load amount, the braking amount by the brake, and the gear amount. It suffices that the distribution is made at the shift position, and the total amount of shaft torque correction is not changed. In addition, the torque deviation can be distributed in advance before the road load amount calculation unit 14, the brake force calculation unit 15, and the shift position calculation unit 16 perform the PID control.

  Therefore, when the correction amount of the shaft torque is any one of the road load amount, the braking amount by the brake, and the gear shift position, the same control as that in the first to third embodiments is performed. When the combination is more effective, the load amount, the braking amount by the brake, and the gear shift position are weighted so that they are weighted to be less than those when they are output alone. This is the amount of torque correction.

  FIG. 11 is a flowchart showing a control procedure in the fourth embodiment of the simulation apparatus of the present invention. This procedure is also executed every time the target vehicle speed is read from the target vehicle speed map. In the control procedure of the fourth embodiment, step 1000 is added between step 905 and step 906, and the procedure from step 1001 to step 1003 is controlled by the procedure of step 1000. This is exactly the same as the control procedure of the embodiment. Therefore, the same step number is assigned to the same step, the description thereof is omitted, and only different portions are described.

  When the difference between the target torque and the shaft torque is calculated by the procedure from Step 901 to Step 905, in Step 1000, for example, the distribution of the difference shaft torque correction amount is distributed based on the magnitude of the deviation between the target torque and the shaft torque. Determine the weight of each correction amount. This weighting of the axial torque correction amount is data representing a shift position for changing a road load, a braking force, or a gear ratio output from the road load amount calculation unit 14, the brake force calculation unit 15, and the shift position calculation unit 16. It is a calculation that determines the ratio of. By this weighting, the amount of road load, braking force, and shift position in subsequent Step 1001, Step 1002, and Step 1003 is determined, and an appropriate correction value as an axial torque correction amount is set at an appropriate ratio in Step 907. 7 is input.

  For example, when the deviation between the target torque and the shaft torque is large, it is better to follow the target vehicle speed by correcting the shaft torque by the brake signal or the shift position signal, and conversely, the deviation between the target torque and the shaft torque. Is small, it is considered that fine adjustment of the axial torque by the road load signal has better followability to the target vehicle speed.

  As described above, in the first to fourth embodiments of the second mode of the simulation apparatus 2 of the present invention, the vehicle speed with respect to the target vehicle speed is provided by providing the axial torque that is faster in response than the actual vehicle speed as a secondary loop. By controlling the vehicle speed by reducing the deviation and inputting changes in road load, braking force, or gear ratio to the drive system model, a more accurate 10.15 mode running test can be realized by simulation. .

  By the way, it is known that in a steady state, there is a proportional relationship as shown in FIG. 12A between the vehicle speed and the accelerator signal indicating the accelerator opening. Therefore, before the deviation occurs between the target vehicle speed and the actual vehicle speed, adjusting the accelerator signal to cancel this deviation and adjusting the vehicle speed can suppress the vehicle speed deviation with respect to the target vehicle speed, and a more accurate driving test. The present inventors have found that the above can be realized by simulation.

  FIG. 12B shows the configuration of the driver model 5 of the sixth embodiment of the simulation apparatus of the present invention based on this idea. In the sixth embodiment, an accelerator signal map 18 is added to the configuration of the driver model 5 shown in FIG. Here, when the deviation between the target vehicle speed and the vehicle speed from the drive system model is calculated by the vehicle speed deviation calculation unit 9, the operation amount calculation unit 10 outputs an accelerator signal corresponding to the vehicle speed deviation.

  On the other hand, the accelerator signal map 18 stores in advance the vehicle speed and the characteristics of the accelerator signal in a steady state as shown in FIG. When the target vehicle speed is output from the target vehicle speed map 8, the target vehicle speed is branched and input to the accelerator signal map 18, and a standard accelerator signal (hereinafter referred to as a standard accelerator signal) corresponding to the target opening degree is output from the accelerator signal map 18. (Accelerator signal) is read and output.

  As a result, when the target speed is known, a standard accelerator signal is output from the accelerator signal map 18 and added to and subtracted from the accelerator signal calculated by the operation amount calculation unit 10 and the operation amount addition / subtraction unit 19 and input to the engine model 6. Is done. For this reason, the response of the vehicle speed fed back from the drive system model 7 to the driver model 5 becomes faster than the vehicle speed is simply fed back with respect to the target speed as in the conventional configuration shown in FIG. And since the fine adjustment of the vehicle speed can be performed at the vehicle speed fed back from the drive system model 7 to the driver model 5, it is possible to perform the control with high response and high accuracy.

  FIG. 13 is a flowchart showing a control procedure in the sixth embodiment of the simulation apparatus of the present invention. This control procedure is also executed every time the target vehicle speed is read from the target opening map. In this control procedure, Steps 1301 to 1305 show the operation of the driver model 5, Step 1306 shows the operation of the engine model 6, and Steps 1307 and 1308 show the operation of the drive system model 7.

  In step 1301, the target vehicle speed is read from the target vehicle speed map 8 shown in FIG. 12B, and in step 1302, the standard accelerator signal is read from the accelerator signal map 18. In step 1303, the vehicle speed deviation calculation unit 9 calculates the difference between the target vehicle speed and the actual vehicle speed output from the drive train model 7. In step 1304, the operation amount calculation unit 10 calculates an accelerator signal by, for example, PID control from the difference between the target vehicle speed and the vehicle speed fed back from the drive system model. In step 1305, the operation amount addition / subtraction unit 19 adds or subtracts the accelerator signal calculated in step 1304 and the standard accelerator signal read from the accelerator signal map 18.

  The accelerator signal is input to the engine model 6, and the engine model 6 calculates a shaft torque from the input accelerator signal in step 1306. The calculated shaft torque is input to the drive system model 7. The drive system model 7 calculates the driving force in step 1307, calculates the actual vehicle speed in the subsequent step 1308, outputs it, and ends this routine.

  In such a control procedure, when the target vehicle speed is changed, even if the change in the actual vehicle speed fed back from the drive train model 7 is slow, the standard accelerator signal corresponding to the target vehicle speed is first from the accelerator signal map 18. Since it is read and transmitted to the engine model 6 as an accelerator signal, the response is fast.

It is a figure which shows the state which connected the simulation apparatus to the controller for the conventional power train control. It is a figure which shows an example of a driving | running | working test pattern. (A) is a block diagram which shows the structure of the conventional simulation apparatus, (b) is a block diagram which shows the structure of the driver model shown to (a). (A) is a block diagram showing the configuration of the first form of the simulation apparatus of the present invention, (b) is a block diagram showing the configuration of the driver model of (a). It is a flowchart which shows the control procedure in the 1st form of the simulation apparatus of this invention. (A) is a block diagram showing the configuration of the first embodiment of the second mode of the simulation apparatus of the present invention, (b) is a block diagram showing the configuration of the driver model of (a). (A) is a block diagram showing the configuration of a second embodiment of the second mode of the simulation apparatus of the present invention, (b) is a block diagram showing the configuration of the driver model of (a). (A) is a block diagram showing a configuration of a third embodiment of the second mode of the simulation apparatus of the present invention, (b) is a block diagram showing a configuration of the driver model of (a). (A) is a flowchart showing a control procedure in the first embodiment of the second mode of the simulation apparatus of the present invention, (b) is a control procedure in the second embodiment of the second mode of the simulation apparatus of the present invention. (C) is a partial flowchart which shows the control procedure in the 3rd Example of the 2nd form of the simulation apparatus of this invention. (A) is a block diagram showing the configuration of a fourth embodiment of the second mode of the simulation apparatus of the present invention, (b) is a block diagram showing the configuration of the driver model of (a). It is a flowchart which shows the control procedure in the 4th Example of the 2nd form of the simulation apparatus of this invention. (A) is a characteristic diagram which shows the general relationship between the vehicle speed and accelerator signal in a vehicle, (b) is a block diagram which shows the structure of the driver model of the 3rd form of the simulation apparatus of this invention. It is a flowchart which shows the control procedure in the 3rd form of the simulation apparatus of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Controller 2 for power train control ... Simulation apparatus 5 ... Driver model 6 ... Engine model 7 ... Drive system model 8 ... Target vehicle speed map 9 ... Vehicle speed deviation calculation part 10 ... Manipulation amount calculation part 11 ... Target torque calculation part 12 ... Torque deviation calculation unit 13 ... operation amount calculation unit 14 ... road load amount calculation unit 15 ... brake force calculation unit 16 ... shift position calculation unit 17 ... torque deviation distribution, weight calculation unit 19 ... operation amount addition / subtraction unit 20 ... target torque map

Claims (6)

In a simulation device that is used for evaluation of a control device that controls a vehicle engine and the like, and at least simulates a driving operation of a driver who drives the vehicle, a behavior of a vehicle equipped with the control device, and the like,
A driver model that simulates the driving operation of the driver and outputs an operation amount that the driver instructs the vehicle;
An engine model for simulating the operation of the engine of the vehicle and outputting torque transmitted to at least the drive system of the vehicle;
Simulating the operation of the drive system of the vehicle, comprising a drive system model that outputs at least the vehicle speed of the vehicle, the driver model,
Vehicle speed deviation calculating means for calculating a vehicle speed deviation between a target vehicle speed for the vehicle and the vehicle speed output from the drive train model;
Target torque calculating means for calculating a target torque based on the vehicle speed deviation calculated by the vehicle speed deviation calculating means;
Torque deviation calculating means for calculating a torque deviation between the target torque calculated by the target torque calculating means and the torque output from the engine model;
An operation amount calculation means for calculating the operation amount based on the torque deviation calculated by the torque deviation calculation means. In a simulation device that is used for evaluation of a control device that controls a vehicle engine and the like, and at least simulates a driving operation of a driver who drives the vehicle, a behavior of a vehicle equipped with the control device, and the like,
A driver model that simulates the driving operation of the driver and outputs an operation amount that the driver instructs the vehicle;
An engine model for simulating the operation of the engine of the vehicle and outputting torque transmitted to at least the drive system of the vehicle;
Simulating the operation of the drive system of the vehicle, comprising a drive system model that outputs at least the vehicle speed of the vehicle, the driver model,
Vehicle speed deviation calculating means for calculating a vehicle speed deviation between a target vehicle speed for the vehicle and the vehicle speed output from the drive train model;
An operation amount calculating means for calculating the operation amount based on the vehicle speed deviation calculated by the vehicle speed deviation calculating means;
Target torque storage means for storing target torque according to the target vehicle speed of the vehicle;
Torque deviation calculating means for calculating a torque deviation between the target torque read from the target torque storage means in accordance with the target vehicle speed and the torque output from the engine model;
A torque correction amount calculating means for calculating a torque correction amount based on the torque deviation calculated by the torque deviation calculating means;
The drive system model simulates the operation of the drive system of the vehicle based on the torque output from the engine model and the torque correction amount output from the driver model, and outputs at least the vehicle speed of the vehicle A simulation apparatus characterized by:   The simulation apparatus according to claim 2, wherein the torque correction amount calculation unit calculates a road load amount as the torque correction amount.   The simulation apparatus according to claim 2, wherein the torque correction amount calculation unit calculates a braking amount by a brake as the torque correction amount.   The simulation apparatus according to claim 2, wherein the torque correction amount calculation unit calculates a gear shift position as the torque correction amount. The torque correction amount calculating means includes
A plurality of torque correction amount calculation units for calculating the torque correction amount;
A torque deviation distribution unit that distributes the torque deviation calculated by the torque deviation calculation means to each of the plurality of torque correction amount calculation units;
The simulation apparatus according to claim 2, wherein each of the plurality of torque correction amount calculation units calculates the torque correction amount based on the torque deviation distributed by the torque deviation distribution unit.

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