JP6090153B2 - Vehicle speed control device and vehicle speed control method - Google Patents

Description

  The present invention relates to a vehicle speed control device and a vehicle speed control method, and more particularly to a vehicle speed control device and a vehicle speed control method for controlling a vehicle to travel in a predetermined travel pattern.

  For example, when measuring the fuel consumption of a vehicle, for example, the vehicle is placed on a chassis dynamometer and the vehicle is caused to travel in a travel pattern in which a target vehicle speed at each time is defined in advance. Here, when the driver (person) drives the vehicle, there is a possibility that the vehicle operation varies depending on the driver. Therefore, it may be difficult to accurately measure fuel consumption. As a technique for solving this problem, there is a technique related to a driver model (vehicle speed control device) that controls a vehicle to automatically follow a target vehicle speed.

  In relation to this technique, Patent Document 1 discloses a vehicle speed control device provided with a feedforward circuit. The vehicle speed control device according to Patent Document 1 calculates a driving force command from a pre-read vehicle speed command from a vehicle speed command pre-read unit that receives a vehicle speed command and outputs a pre-read vehicle speed command that allows for a delay element of the control system. The vehicle speed control device inputs the driving force command and the detected vehicle speed to a driving force characteristic unit having a driving force characteristic map prerecorded, and outputs an accelerator opening degree command. The vehicle speed control device moves the accelerator opening of the vehicle according to the accelerator opening command so that the vehicle speed matches the vehicle speed command.

Japanese Patent Laid-Open No. 2005-297872

  Since the person who actually drives the vehicle is a person, in vehicle tests such as fuel consumption measurement, it is required to be as close as possible to the result when a person drives the vehicle. On the other hand, when the vehicle is controlled using the driver model described above, the accelerator operation performed by the driver model is different from the accelerator operation when the person drives the vehicle. There is a risk of discrepancy from the result of driving the vehicle. In other words, the driver model places importance on the followability of the actual vehicle speed to the target vehicle speed, and therefore performs an accelerator operation that cannot be performed by the driver. On the other hand, when the driver drives the vehicle, the driver operates the pedal (accelerator operation and brake operation) depending on whether the vehicle is in an acceleration state, a constant speed state, or a deceleration state, for example. The method is appropriately selected. Therefore, it is desirable to realize an operation close to the operation performed by the driver even in the driver model (vehicle speed control device).

  On the other hand, in Patent Document 1, merely a vehicle speed control response without delay with respect to the vehicle speed command is realized by feedforward control using prefetching, and optimal control according to the traveling state of the vehicle is selected. Therefore, in Patent Document 1, it is difficult to realize an operation close to the operation performed by the driver.

  The present invention has been made to solve such problems, and it is an object of the present invention to provide a vehicle speed control device and a vehicle speed control method capable of realizing an operation close to an operation performed by a driver.

  A vehicle speed control device according to the present invention is a vehicle speed control device that controls a vehicle to travel in a travel pattern that defines a target vehicle speed at each time, and a vehicle speed control unit that controls the vehicle speed according to the travel pattern; Determining means for determining a traveling state in the traveling pattern; and a selecting means for selecting a control method for controlling the vehicle speed according to a determination result in the determining means, wherein the vehicle speed control means includes the traveling state The vehicle speed is controlled using any one of the plurality of control methods selected in advance by the selection means.

  A vehicle speed control method according to the present invention is a vehicle speed control method for controlling a vehicle to travel in a travel pattern that defines a target vehicle speed at each time, and a determination step of determining a travel state in the travel pattern; In accordance with the determination result in the determination step, a selection step for selecting a control method for controlling the vehicle speed from a plurality of predetermined control methods corresponding to the traveling state, and a selection in the selection step. And a control step of controlling the vehicle speed using any one of the plurality of control methods.

  In the present invention, a plurality of control methods are provided in advance, and an appropriate control method is selected from the plurality of control methods according to the traveling state in the traveling pattern. Thereby, the vehicle speed can be controlled using an optimal control method according to the current running state of the vehicle. Therefore, the present invention can realize an operation close to the operation performed by the driver.

Preferably, the vehicle speed control device further includes a reading unit that reads the travel pattern before the vehicle travels according to the travel pattern, and the determination unit includes the vehicle according to the travel pattern. Before traveling, it is configured to determine which control method to select at each time according to the travel state in the read travel pattern, and the selection means is configured to determine the vehicle according to the travel pattern. When the vehicle travels, the control method determined by the determination means at each time is selected.
The determination means is configured to previously determine which control method is selected at which timing from the travel pattern data before the vehicle actually travels. With such a configuration, it is not necessary to determine the control method while performing the vehicle speed control, so that it is possible to suppress the delay of the vehicle speed control process.

Preferably, the vehicle speed control device further includes a synchronization unit that synchronizes the traveling pattern and the control method determined by the determination unit, and the selection unit receives the control method when receiving the control method. The target vehicle speed defined in the travel pattern synchronized with the system is received.
The synchronization means is configured to synchronize the traveling pattern data with the determined control method. This makes it possible to select a control method in synchronization with the travel pattern. Therefore, it is possible to select an optimal control method along the traveling pattern more reliably.

Preferably, the determination unit is configured to determine whether the traveling state in the traveling pattern is an acceleration state, a constant speed state, or a deceleration state, and the vehicle speed control unit includes A plurality of control methods corresponding to the acceleration state, the constant speed state, and the deceleration state, respectively, and configured to control the vehicle speed using any one of the plurality of control methods. Has been.
When the driver drives the vehicle, depending on whether the vehicle is in an acceleration state, a constant speed state, or a deceleration state, the driver can select a pedal operation (accelerator operation and brake operation) method. , As appropriate. By being configured as described above, the vehicle speed can be controlled using an optimal control method in any of the acceleration state, the constant speed state, and the deceleration state.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle speed control apparatus and vehicle speed control method which can implement | achieve operation close | similar to operation which a driver | operator performs can be provided.

1 is a diagram illustrating a vehicle test system according to a first embodiment. It is a figure which shows the example of the running pattern concerning Embodiment 1. FIG. It is a figure which shows the structure of the vehicle speed control part concerning Embodiment 1. FIG. 3 is a flowchart showing a test flow performed by the vehicle test system according to the first embodiment. It is a figure for demonstrating the synchronization with the driving | running | working pattern and control system concerning Embodiment 1. FIG. It is a figure which shows the structure of the acceleration control part concerning Embodiment 2. FIG. It is a figure which shows the structure of the constant speed control part concerning Embodiment 2. FIG. It is a figure which shows the structure of the deceleration control part concerning Embodiment 2. FIG.

(Embodiment 1)
Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram illustrating a vehicle test system 1 according to the first embodiment. The vehicle test system 1 includes a chassis dynamometer 10, an exhaust gas analyzer 20, and a vehicle speed control device 100. The chassis dynamometer 10 has a roller 12, and the wheel of the vehicle 2 is placed on the roller 12. The vehicle 2 travels on the chassis dynamometer 10 under the control of the vehicle speed control device 100. The chassis dynamometer 10 may be configured so that, for example, a running resistance can be set in order to simulate an actual road surface.

  The exhaust gas analyzer 20 sucks the exhaust gas of the vehicle 2 traveling on the chassis dynamometer 10 and analyzes the exhaust gas. Then, the exhaust gas analyzer 20 measures the fuel consumption (fuel consumption rate) of the vehicle 2 from the analysis result of the exhaust gas. Specifically, for example, the exhaust gas analyzer 20 measures the amount of carbon contained in the inhaled exhaust gas, and measures fuel consumption using a carbon balance method.

  The vehicle speed control device 100 controls the traveling speed (vehicle speed) of the vehicle 2 so as to follow a predetermined traveling pattern that defines a target vehicle speed at each time. Specifically, the vehicle speed control device 100 receives a signal (actual vehicle speed signal) indicating the vehicle speed when the vehicle 2 is actually traveling. The vehicle speed control device 100 transmits a control signal for controlling the vehicle speed to the vehicle 2 using the actual vehicle speed signal. The vehicle 2 receives the control signal and controls the drive mechanism (engine or motor, etc.) and the braking mechanism (brake, etc.) of the vehicle 2 according to the control signal. Thereby, the vehicle speed control device 100 controls the vehicle so that the vehicle speed follows the travel pattern.

  More specifically, for example, the vehicle speed control device 100 sets the vehicle speed indicated in the travel pattern as the target vehicle speed, and the vehicle speed is set to the target vehicle speed according to the target vehicle speed and the actual vehicle speed indicated by the received actual vehicle speed signal. A control signal necessary for following is generated. The control signal includes, for example, an accelerator opening signal indicating the accelerator opening of the vehicle 2 and a brake stroke signal indicating the brake stroke of the vehicle 2. The control signal is input to an ECU (Engine Control Unit) of the vehicle 2, for example. The ECU of the vehicle 2 controls the drive mechanism so as to correspond to the accelerator opening indicated by the accelerator opening signal. Further, the ECU of the vehicle 2 controls the braking mechanism so as to correspond to the brake stroke indicated by the brake stroke signal. As a result, the vehicle 2 performs automatic driving while the vehicle speed is controlled on the chassis dynamometer 10 by the control signal from the vehicle speed control device 100.

  Although the actual vehicle speed is received from the vehicle 2 in the present embodiment, the actual vehicle speed may be calculated by receiving the rotational speed of the chassis dynamometer 10. Moreover, in this Embodiment, although the control signal was input into ECU of the vehicle 2, it is not restricted to this. A driver robot that drives the vehicle 2 may be placed on the vehicle 2 and a control signal may be input to the driver robot. At this time, the driver robot operates the accelerator pedal so that the accelerator opening degree indicated by the control signal is reached, and operates the brake pedal so that the brake stroke indicated by the control signal is reached.

  The vehicle speed control device 100 includes a data reading unit 110, a determination unit 120, a target vehicle speed command unit 130, and a vehicle speed control unit 140. With these components, the vehicle speed control device 100 according to the present embodiment has in advance a plurality of control methods corresponding to the travel states (acceleration state, constant speed state, and deceleration state) in the travel pattern, respectively. The vehicle speed of the vehicle 2 is controlled using any one of a plurality of control methods. Details will be described later. In the present embodiment, the target vehicle speed command unit 130 and the vehicle speed control unit 140 operate while the vehicle 2 is running and performing a test. On the other hand, the data reading unit 110 and the determination unit 120 may operate before the vehicle 2 is run and tested.

  Note that the vehicle speed control device 100 may be configured by a circuit including a plurality of circuit elements. On the other hand, the vehicle speed control device 100 and the components of the vehicle speed control device 100 may be configured by a computer such as a PLC (Programmable Logic Controller). In this case, the processing of the vehicle speed control device 100 may be realized by executing a program under the control of a CPU (Central Processing Unit) included in the vehicle speed control device 100 that is a computer. More specifically, it may be realized by loading a program stored in a recording medium included in the vehicle speed control device 100 into a memory and executing the program under the control of the CPU.

  The data reading unit 110 has a function as a reading unit that reads data necessary for vehicle speed control by an operator's operation. Specifically, the data reading unit 110 reads vehicle data indicating vehicle specifications. The vehicle specifications are, for example, the weight of the vehicle 2, the wheel diameter, the gear ratio of the differential, the transmission, and the like. In addition, the data reading unit 110 reads data indicating a running pattern (running pattern data). The travel pattern data indicates, for example, the relationship between the time and the target speed at that time.

  FIG. 2 is a diagram illustrating an example of a travel pattern. As shown in FIG. 2, the travel pattern indicates the relationship between the time and the target vehicle speed. For example, at time t1, the target vehicle speed is V1, and at time t2, the target vehicle speed is V2 (> V1). At time t3, the target vehicle speed is V3 (> V2), and at time t4, the target vehicle speed is V3. Further, at time t5, the target vehicle speed is V5 (<V3), and at time t6, the target vehicle speed is V6 (<V5).

  The determination unit 120 has a function as a determination unit that determines which control method is selected at which timing from the running pattern data read by the data reading unit 110. Specifically, the determination unit 120 determines a traveling state at a certain time in the traveling pattern. More specifically, the determination unit 120 determines whether the traveling state is an acceleration state, a constant speed state, or a deceleration state at a certain time in the traveling pattern. And the determination part 120 produces | generates the selection signal which shows which control system is selected at the time. That is, the selection signal indicates the determination result of the determination unit 120. For example, when the determination unit 120 determines that the traveling state is the acceleration state at a certain time, the determination unit 120 generates a selection signal indicating “acceleration”. Further, when the determination unit 120 determines that the traveling state is the constant speed state at a certain time, the determination unit 120 generates a selection signal indicating “constant speed”. Further, when the determination unit 120 determines that the traveling state is the deceleration state at a certain time, the determination unit 120 generates a selection signal indicating “deceleration”. Details of the processing of the determination unit 120 will be described later.

  The target vehicle speed command unit 130 outputs, to the vehicle speed control unit 140, a target vehicle speed command including a target vehicle speed signal indicating the target vehicle speed indicated in the travel pattern at each time when the vehicle 2 is run for testing. To do. At this time, the target vehicle speed command unit 130 may output a target vehicle speed command in which the selection signal generated by the determination unit 120 is associated with the target vehicle speed signal to the vehicle speed control unit 140. Details will be described later.

  The vehicle speed control unit 140 is, for example, a driver model. The vehicle speed control unit 140 has a function as vehicle speed control means for controlling the vehicle speed in accordance with the running pattern when the vehicle 2 is run and tested by the following configuration. Specifically, the vehicle speed control unit 140 receives a target vehicle speed command from the target vehicle speed command unit 130. Further, the vehicle speed control unit 140 receives an actual vehicle speed signal from the vehicle 2. The vehicle speed control unit 140 generates a control signal from the target vehicle speed command and the actual vehicle speed signal, and transmits the control signal to the vehicle 2.

  FIG. 3 is a diagram illustrating a configuration of the vehicle speed control unit 140. As shown in FIG. 3, the vehicle speed control unit 140 includes a selection unit 142, an acceleration control unit 152, a constant speed control unit 154, and a deceleration control unit 156. The selection unit 142 determines which of the acceleration control unit 152, the constant speed control unit 154, and the deceleration control unit 156 is to be operated according to a selection signal included in the target vehicle speed command.

  That is, for example, when the selection signal indicates “acceleration”, the selection unit 142 selects the acceleration control unit 152 to operate. The selection unit 142 selects the constant speed control unit 154 to operate when the selection signal indicates “constant speed”. The selection unit 142 selects the deceleration control unit 156 to operate when the selection signal indicates “deceleration”. Then, the selection unit 142 outputs a target vehicle speed signal to the acceleration control unit 152, the constant speed control unit 154, or the deceleration control unit 156 that is determined to be operated.

  The acceleration control unit 152 operates when the selection unit 142 selects to operate the acceleration control unit 152. The acceleration control unit 152 controls the vehicle speed by a control method (acceleration control method) suitable for an acceleration state in the traveling pattern. The acceleration control system is configured to reproduce a pedal operation (accelerator operation) method performed by the driver when the vehicle is in an accelerated state when the driver drives the vehicle. The acceleration control method is configured by a control logic determined by vehicle specifications indicated by vehicle data read by the data reading unit 110. A specific example of the acceleration control method will be described later. The acceleration control method is not limited to a specific example of the acceleration control method described later, and any acceleration control method can be used as long as it can reproduce the accelerator operation method performed by the driver when the vehicle is in an accelerated state. It may be a method.

  The acceleration control unit 152 receives the target vehicle speed signal from the selection unit 142 and receives the actual vehicle speed signal from the vehicle 2. Then, the acceleration control unit 152 calculates the accelerator opening using the acceleration control method from the target vehicle speed indicated by the target vehicle speed signal and the actual vehicle speed indicated by the actual vehicle speed signal. Further, the acceleration control unit 152 generates an accelerator opening signal indicating the calculated accelerator opening. Further, the acceleration control unit 152 transmits the generated accelerator opening signal to the vehicle 2.

  The constant speed control unit 154 operates when the selection unit 142 selects the constant speed control unit 154 to operate. The constant speed control unit 154 controls the vehicle speed by a control method (constant speed control method) suitable for a case where the traveling pattern is in a constant speed state. The constant speed control method is configured to reproduce a pedal operation (accelerator operation) method performed by the driver when the driver drives the vehicle when the vehicle is in a constant speed state. The constant speed control method is configured by control logic determined by vehicle specifications indicated by vehicle data read by the data reading unit 110. A specific example of the constant speed control method will be described later. The constant speed control method is not limited to a specific example of the constant speed control method described later, and is a method that can reproduce the method of the accelerator operation or the brake operation performed by the driver when the vehicle is in a constant speed state. Any method may be used.

  The constant speed control unit 154 receives the target vehicle speed signal from the selection unit 142 and receives the actual vehicle speed signal from the vehicle 2. Then, the constant speed control unit 154 calculates the accelerator opening degree from the target vehicle speed indicated by the target vehicle speed signal and the actual vehicle speed indicated by the actual vehicle speed signal using a constant speed control method. Further, the constant speed control unit 154 generates an accelerator opening signal indicating the calculated accelerator opening. Furthermore, the constant speed control unit 154 transmits the generated accelerator opening signal to the vehicle 2.

  The deceleration control unit 156 operates when the selection unit 142 selects to operate the deceleration control unit 156. The deceleration control unit 156 controls the vehicle speed by a control method (deceleration control method) suitable for a case where the traveling pattern is in a deceleration state. The deceleration control method is configured to reproduce a pedal operation (brake operation) method performed by the driver when the driver is driving the vehicle when the vehicle is in a deceleration state. The deceleration control method is configured by control logic determined by vehicle specifications indicated by vehicle data read by the data reading unit 110. A specific example of the deceleration control method will be described later. Note that the deceleration control method is not limited to a specific example of the deceleration control method described later, as long as the method can reproduce the brake operation or accelerator operation method performed by the driver when the vehicle is in a deceleration state. Any method may be used.

  The deceleration control unit 156 receives the target vehicle speed signal from the selection unit 142 and receives the actual vehicle speed signal from the vehicle 2. And the deceleration control part 156 calculates a brake stroke using the deceleration control system from the target vehicle speed which a target vehicle speed signal shows, and the actual vehicle speed which an actual vehicle speed signal shows. In addition, the deceleration control unit 156 generates a brake stroke signal indicating the calculated brake stroke. Further, the deceleration control unit 156 transmits the generated brake stroke signal to the vehicle 2.

  That is, the selection unit 142 has a function as a selection unit that selects a control method (acceleration control method, constant speed control method, deceleration control method) for controlling the vehicle speed according to the determination result in the determination unit 120. The vehicle speed control unit 140 has a plurality of control methods (acceleration control method, constant speed control method, deceleration control method) corresponding to the acceleration state, the constant speed state, and the deceleration state in advance. Then, the vehicle speed control unit 140 controls the vehicle speed using any one of a plurality of control methods (acceleration control method, constant speed control method, deceleration control method) selected by the selection unit 142.

Next, a test flow performed by the vehicle test system 1 will be described.
FIG. 4 is a flowchart showing a test flow performed by the vehicle test system 1. First, the vehicle 2 to be tested is set on the chassis dynamometer 10 by an operator or the like (S102). Next, the vehicle speed control device 100 reads the vehicle data of the vehicle 2 (S104). Specifically, the data reading unit 110 reads vehicle data indicating vehicle specifications necessary for vehicle speed control by an operator's operation or the like. Furthermore, the vehicle speed control device 100 reads travel pattern data (S106). Specifically, the data reading unit 110 reads travel pattern data indicating the relationship between the time and the target speed at the time by an operator's operation or the like.

  Next, the vehicle speed control device 100 determines which control method is selected at which timing from the running pattern data (S108). Specifically, the determination unit 120 determines whether the traveling state is an acceleration state, a constant speed state, or a deceleration state at a certain time t in the traveling pattern. More specifically, the determination unit 120 may determine that the traveling state at the time t is an acceleration state when the speed increases at the time t in the traveling pattern. Similarly, the determination unit 120 may determine that the traveling state at the time t is a deceleration state when the speed decreases at the time t in the traveling pattern. Similarly, the determination unit 120 may determine that the traveling state at the time t is a constant speed state when there is no speed change at the time t in the traveling pattern.

  Further, the determination unit 120 determines to select a control method corresponding to the traveling state at the time t at the time t. Specifically, the determination unit 120 determines to select the “acceleration control method” at the time t when the traveling state is the acceleration state at the time t. At this time, the determination unit 120 generates a selection signal indicating “acceleration”. Further, the determination unit 120 determines to select the “constant speed control method” at the time t when the traveling state is the constant speed state at the time t. At this time, the determination unit 120 generates a selection signal indicating “constant speed”. In addition, when the traveling state is the deceleration state at time t, the determination unit 120 determines to select the “deceleration control method” at time t. At this time, the determination unit 120 generates a selection signal indicating “deceleration”.

  For example, in the traveling pattern illustrated in FIG. 2, the speed increases at times t1 and t2, so the determination unit 120 determines to select the “acceleration control method” at times t1 and t2. Similarly, since there is no speed change at times t3 and t4, the determination unit 120 determines to select the “constant speed control method” at times t3 and t4. Similarly, since the speed decreases at times t5 and t6, the determination unit 120 determines to select the “deceleration control method” at times t5 and t6.

  The constant speed state may be a case where there is no speed change as described above, but may be determined to be a constant speed state when the acceleration is within a predetermined range. That is, the determination unit 120 may determine that the traveling state at the time t is an acceleration state when the acceleration at the time t in the traveling pattern is greater than a predetermined positive threshold Ath1. Similarly, determination unit 120 may determine that the traveling state at time t is a deceleration state when the acceleration at time t in the traveling pattern is smaller than a predetermined negative threshold Ath2. Similarly, determination unit 120 may determine that the traveling state at time t is a constant speed state when the acceleration at time t in the traveling pattern is greater than or equal to Ath2 and less than or equal to Ath1.

  Next, the vehicle speed control device 100 synchronizes the traveling pattern data with the control method determined in the step S108 (S110). Specifically, as illustrated in FIG. 5, the determination unit 120 synchronizes the control method determined at time t with the target vehicle speed at time t in the travel pattern data. Then, the determination unit 120 generates data (synchronization data) indicating the target vehicle speed and the control method synchronized at each time in the travel pattern, and outputs the data to the target vehicle speed command unit 130. That is, the determination unit 120 has a function as a synchronization unit (synchronization unit). The function as the synchronization means may be included in the target vehicle speed command unit 130.

  FIG. 5 is a diagram for explaining the synchronization between the running pattern and the control method. FIG. 5 illustrates an example in which the traveling pattern illustrated in FIG. 2 and the control method are synchronized. As illustrated in FIG. 5, for example, the determination unit 120 synchronizes the time t <b> 1 in the travel pattern with the selection signal indicating the “acceleration control method”. Thereby, at the time t1, the target vehicle speed V1 and the selection signal indicating the “acceleration control method” are synchronized. Similarly, the determination unit 120 synchronizes the time t2 in the travel pattern with the selection signal indicating the “acceleration control method”.

  Further, the determination unit 120 synchronizes the time t3 in the travel pattern with the selection signal indicating the “constant speed control method”. Thereby, at the time t3, the target vehicle speed V3 and the selection signal indicating the “constant speed control method” are synchronized. Similarly, the determination unit 120 synchronizes the time t4 in the travel pattern with the selection signal indicating the “constant speed control method”. Further, the determination unit 120 synchronizes the time t5 in the travel pattern with the selection signal indicating the “deceleration control method”. Thereby, at the time t5, the target vehicle speed V5 and the selection signal indicating the “deceleration control method” are synchronized. Similarly, the determination unit 120 synchronizes the time t6 in the travel pattern with the selection signal indicating the “deceleration control method”. That is, in the synchronization data, the target vehicle speed signal and the selection signal are associated (synchronized).

  Next, the vehicle speed control device 100 controls the traveling of the vehicle 2 (S112). Specifically, the target vehicle speed command unit 130 outputs a corresponding target vehicle speed command to the vehicle speed control unit 140 according to the time in the travel pattern. The selection unit 142 of the vehicle speed control unit 140 selects any one of the acceleration control unit 152, the constant speed control unit 154, and the deceleration control unit 156 according to a selection signal that is included in synchronization with the target vehicle speed command. Each selected control unit (acceleration control unit 152, constant speed control unit 154, or deceleration control unit 156) uses the target vehicle speed signal and the actual vehicle speed signal included in the target vehicle speed command as described above to control signals. Is generated and transmitted to the vehicle 2. Thereby, traveling of the vehicle 2 is controlled.

  For example, the vehicle speed control unit 140 receives a target vehicle speed command corresponding to the time t1 from the target vehicle speed command unit 130 after the time t1 from the start of the test. At this time, the target vehicle speed command corresponding to the time t1 includes a selection signal indicating “acceleration control method” in synchronization. Therefore, the selection unit 142 of the vehicle speed control unit 140 performs selection so that the acceleration control unit 152 operates. In other words, the selection unit 142 selects “acceleration control method” as the control method at time t1. Further, at this time, the selection unit 142 of the vehicle speed control unit 140 outputs a target vehicle speed signal indicating the target vehicle speed “V1” to the acceleration control unit 152. As described above, the acceleration control unit 152 generates an accelerator opening signal from the target vehicle speed signal and the actual vehicle speed signal, and transmits the accelerator opening signal to the vehicle 2. When the acceleration control method associated with the acceleration control unit 152 includes feedforward control and performs look-ahead control, the acceleration control unit 152 receives a corresponding target vehicle speed signal after the look-ahead time Tf, and the look-ahead time Tf. An accelerator opening signal may be generated using a later target vehicle speed signal. Details will be described later.

  Similarly, for example, the vehicle speed control unit 140 receives a target vehicle speed command corresponding to the time t2 from the target vehicle speed command unit 130 after time t2 from the start of the test. At this time, the target vehicle speed command corresponding to time t2 includes a selection signal indicating “acceleration control method” in synchronization. Therefore, the selection unit 142 of the vehicle speed control unit 140 performs selection so that the acceleration control unit 152 operates. Further, at this time, the selection unit 142 of the vehicle speed control unit 140 outputs a target vehicle speed signal indicating the target vehicle speed “V2” to the acceleration control unit 152.

  Further, for example, the vehicle speed control unit 140 receives a target vehicle speed command corresponding to the time t3 from the target vehicle speed command unit 130 after time t3 from the start of the test. At this time, the target vehicle speed command corresponding to time t3 includes a selection signal indicating “constant speed control method” in synchronization. Therefore, the selection unit 142 of the vehicle speed control unit 140 selects the constant speed control unit 154 to operate. In other words, the selection unit 142 selects “constant speed control method” as the control method at time t3. In other words, the selection unit 142 changes the control method from “acceleration control method” to “constant speed control method” at time t3. Further, at this time, the selection unit 142 of the vehicle speed control unit 140 outputs a target vehicle speed signal indicating the target vehicle speed “V3” to the constant speed control unit 154.

  Similarly, for example, the vehicle speed control unit 140 receives a target vehicle speed command corresponding to the time t5 from the target vehicle speed command unit 130 after time t5 from the start of the test. At this time, the target vehicle speed command corresponding to time t5 includes a selection signal indicating “deceleration control method” in a synchronized manner. Therefore, the selection unit 142 of the vehicle speed control unit 140 performs selection so that the deceleration control unit 156 operates. In other words, the selection unit 142 selects “deceleration control method” as the control method at time t5. In other words, the selection unit 142 changes the control method from “constant speed control method” to “deceleration control method” at time t5. Further, at this time, the selection unit 142 of the vehicle speed control unit 140 outputs a target vehicle speed signal indicating the target vehicle speed “V5” to the deceleration control unit 156.

  Next, the vehicle test system 1 calculates the fuel consumption (S114). Specifically, the exhaust gas analyzer 20 sucks the exhaust gas of the vehicle 2 traveling on the chassis dynamometer 10 and analyzes the exhaust gas to calculate the fuel consumption. This completes the vehicle test.

  As described above, in the present embodiment, the vehicle speed control unit 140 of the vehicle speed control device 100 uses a plurality of control methods suitable for the driving state (acceleration state, constant speed state, and deceleration state) in a predetermined driving pattern. Each has in advance. That is, the vehicle speed control unit 140 controls the vehicle speed with an acceleration control method suitable for the acceleration state in the travel pattern, and the constant speed control unit 154 controls the vehicle speed with a constant speed control method suitable for the constant speed state. And a deceleration control unit 156 for controlling the vehicle speed by a deceleration control method suitable for the deceleration state. Moreover, the determination part 120 is comprised so that it may determine in a driving | running | working pattern whether it is an acceleration state, a constant speed state, or a deceleration state. Furthermore, the selection unit 142 is configured to select one of the plurality of control methods according to the determination result in the determination unit 120.

  Thus, the vehicle speed control unit 140 controls the vehicle speed using an acceleration control method suitable for the acceleration state when the vehicle 2 is traveling along the traveling pattern, for example, in the acceleration state, and is controlled at a constant speed. If the vehicle is in the state, the vehicle speed is controlled using a constant speed control method suitable for the constant speed state. If the vehicle is in the deceleration state, the vehicle speed is controlled using a deceleration control method suitable for the deceleration state. Here, as described above, each control method is a pedal operation (accelerator operation or brake operation) method performed by the driver when the driver is driving a vehicle when the vehicle is in a traveling state corresponding to the control method. Is configured to reproduce. Therefore, the vehicle speed control apparatus 100 according to the present embodiment can realize an operation close to the operation performed by the driver when the vehicle 2 is traveling. In addition, the selection unit 142 is configured to select one of the plurality of control methods according to the determination result in the determination unit 120, so that it is compared with the case where no control method is provided separately. Thus, the vehicle speed can be more reliably controlled using a control method corresponding to the current traveling state.

  Further, when the determination unit 120 determines whether the vehicle 2 is in an acceleration state, a constant speed state, or a deceleration state while the vehicle 2 is traveling, the time and resources (CPU, Due to the use of memory etc., the vehicle speed control process may be delayed. On the other hand, in the present embodiment, as shown in FIG. 4, the determination unit 120 determines in advance which control method is selected at which timing from the travel pattern data before the vehicle 2 actually travels. It is configured. With such a configuration, it is possible to suppress a delay in the vehicle speed control process.

  In the present embodiment, vehicle speed control device 100 is configured to synchronize the running pattern data with the determined control method. This makes it possible to select a control method in synchronization with the travel pattern. Therefore, it is possible to select an optimal control method along the traveling pattern more reliably. Further, by being configured as described above, when the target vehicle speed signal is input to the vehicle speed control unit 140, a selection signal indicating the determination result can also be input. Thereby, it is not necessary to separately provide a configuration for inputting the selection signal to the vehicle speed control unit 140. Therefore, the configuration of the vehicle speed control device 100 is simplified and efficient control can be performed.

(Embodiment 2)
Next, a second embodiment will be described. In the second embodiment, the acceleration control unit 152, the constant speed control unit 154, and the deceleration control unit 156 of the vehicle speed control unit 140 according to the first embodiment are the acceleration control unit 220, the constant speed control unit 240, and the deceleration control, respectively. Part 260 is replaced. Since the other points are the same as those in the first embodiment, description thereof is omitted. The acceleration control unit 220 illustrates details of the acceleration control unit 152 and shows a specific example of the acceleration control method. Similarly, the constant speed control unit 240 illustrates details of the constant speed control unit 154 and shows a specific example of the constant speed control method. Similarly, the deceleration control unit 260 illustrates the details of the deceleration control unit 156 and shows a specific example of the deceleration control method.

  FIG. 6 is a diagram illustrating a configuration of the acceleration control unit 220. The acceleration control unit 220 includes feedforward control. As shown in FIG. 6, the acceleration control unit 220 includes a target vehicle speed reception unit 222, a prefetch control unit 224, an FF (feed forward) control unit 226, a subtraction unit 228, an FB (feedback) control unit 230, An adder 232, a rotation speed converter 234, and an accelerator controller 236 are included. Here, a function such as an equation of motion used in each component of the acceleration control unit 220 is defined from the vehicle specifications (weight, wheel diameter, gear ratio, etc.) of the vehicle 2 read by the data reading unit 110.

  The target vehicle speed reception unit 222 receives a target vehicle speed signal from the target vehicle speed command unit 130 via the selection unit 142. The prefetch control unit 224 reads a target vehicle speed (target vehicle speed signal) after a predetermined prefetch time Tf. That is, when the vehicle speed control unit 140 is currently controlling the travel at the time t in the travel pattern, the prefetch control unit 224 reads the target vehicle speed at the time (t + Tf). Here, the target vehicle speed receiving unit 222 may be configured to receive and store a target vehicle speed signal corresponding to time (t + Tf) from time t. At this time, the target vehicle speed reception unit 222 may be configured to temporarily store a plurality of data, such as a buffer or a queue.

  The FF control unit 226 performs feedforward control. Specifically, the FF control unit 226 receives the target vehicle speed pre-read by the pre-read control unit 224, and calculates the engine output torque (peller shaft torque) of the vehicle 2 corresponding to the pre-read target vehicle speed. The FF control unit 226 calculates the engine output torque using an equation of motion that simulates a vehicle such as an inverse model.

  The subtraction unit 228 subtracts the actual vehicle speed from the target vehicle speed. That is, the subtraction unit 228 calculates a deviation between the target vehicle speed and the actual vehicle speed. The FB control unit 230 performs feedback control. Specifically, the FB control unit 230 calculates the engine output torque from the deviation between the target vehicle speed calculated by the subtraction unit 228 and the actual vehicle speed. The FB control unit 230 is configured to perform, for example, LQI (Linear Quadratic Integral) control. That is, the FB control unit 230 performs control such that the deviation between the target vehicle speed and the actual vehicle speed is reduced by the state feedback. In other words, the FB control unit 230 calculates the engine output torque such that the deviation between the target vehicle speed and the actual vehicle speed is small. Specifically, the FB control unit 230 integrates the deviation between the target vehicle speed and the actual vehicle speed, and calculates the engine output torque from the integrated value and the state feedback.

  The adding unit 232 adds the engine output torque calculated by the FF control unit 226 and the engine output torque calculated by the FB control unit 230. The rotational speed conversion unit 234 calculates the engine rotational speed from the actual vehicle speed. The accelerator control unit 236 calculates an accelerator opening from the engine speed and the engine output torque added by the adding unit 232, and generates an accelerator opening signal. The accelerator control unit 236 has a reverse map for the accelerator of the vehicle 2. This reverse map is a map showing the relationship among the engine speed, the engine output torque, and the accelerator opening. The accelerator control unit 236 calculates the accelerator opening using this reverse map. Note that this reverse map is set for each vehicle 2.

  FIG. 7 is a diagram illustrating a configuration of the constant speed control unit 240. The constant speed control unit 240 performs feedback control. As shown in FIG. 7, the constant speed control unit 240 includes a target vehicle speed reception unit 242, a subtraction unit 248, an FB (feedback) control unit 250, a rotation speed conversion unit 254, and an accelerator control unit 256. Here, a function such as an equation of motion used in each component of the constant speed control unit 240 is defined from the vehicle specifications (weight, wheel diameter, gear ratio, etc.) of the vehicle 2 read by the data reading unit 110. .

  The target vehicle speed reception unit 242 receives a target vehicle speed signal from the target vehicle speed command unit 130 via the selection unit 142. Similar to the subtraction unit 228, the subtraction unit 248 subtracts the actual vehicle speed from the target vehicle speed to calculate a deviation between the target vehicle speed and the actual vehicle speed. The FB control unit 250 performs feedback control. Specifically, the FB control unit 250 calculates the engine output torque from the deviation between the target vehicle speed calculated by the subtraction unit 248 and the actual vehicle speed. The FB control unit 250 is configured to perform PID control, for example. That is, the FB control unit 250 performs control such that the deviation between the target vehicle speed and the actual vehicle speed is small. In other words, the FB control unit 250 calculates the engine output torque such that the deviation between the target vehicle speed and the actual vehicle speed is small.

  Similarly to the rotation speed conversion unit 234, the rotation speed conversion unit 254 calculates the engine rotation speed from the actual vehicle speed. Similar to the accelerator control unit 236, the accelerator control unit 256 has a reverse map of the vehicle 2. Similarly to the accelerator control unit 236, the accelerator control unit 256 calculates the accelerator opening from the engine speed and the engine output torque calculated by the FB control unit 250, and generates an accelerator opening signal.

  FIG. 8 is a diagram illustrating a configuration of the deceleration control unit 260. The deceleration control unit 260 includes feedforward control. As shown in FIG. 8, the deceleration control unit 260 includes a target vehicle speed reception unit 262, a prefetch control unit 264, an FF (feed forward) control unit 266, a subtraction unit 268, an FB (feedback) control unit 270, An adder 272, a rotation speed converter 274, and a brake controller 276 are included. Here, a function such as an equation of motion used in each component of the deceleration control unit 260 is defined from vehicle specifications (weight, wheel diameter, gear ratio, etc.) of the vehicle 2 read by the data reading unit 110.

  The target vehicle speed reception unit 262 receives a target vehicle speed signal from the target vehicle speed command unit 130 via the selection unit 142. Similar to the prefetch control unit 224, the prefetch control unit 264 reads the target vehicle speed after a predetermined prefetch time Tf. Here, similarly to the target vehicle speed receiving unit 222, the target vehicle speed receiving unit 262 may be configured to receive and store a target vehicle speed signal corresponding to time (t + Tf) from time t. The FF control unit 266 performs feedforward control. Specifically, the FF control unit 266 calculates the engine output torque of the vehicle 2 corresponding to the target vehicle speed prefetched by the prefetch control unit 264, similarly to the FF control unit 226.

  Similar to the subtraction unit 228, the subtraction unit 268 subtracts the actual vehicle speed from the target vehicle speed to calculate a deviation between the target vehicle speed and the actual vehicle speed. The FB control unit 270 performs feedback control. Specifically, like the FB control unit 230, the FB control unit 270 calculates the engine output torque from the deviation between the target vehicle speed calculated by the subtraction unit 268 and the actual vehicle speed. Similar to the FB control unit 230, the FB control unit 270 is configured to perform, for example, LQI control.

  Similar to the adding unit 232, the adding unit 272 adds the engine output torque calculated by the FF control unit 266 and the engine output torque calculated by the FB control unit 270. Similarly to the rotation speed conversion unit 274 and the rotation speed conversion unit 234, the engine rotation speed is calculated from the actual vehicle speed. The brake control unit 276 calculates a brake stroke from the engine speed and the engine output torque added by the adding unit 272, and generates a brake stroke signal. The brake control unit 276 has a reverse map for braking of the vehicle 2. This reverse map is a map showing the relationship among the engine speed, the engine output torque, and the brake stroke. The brake control unit 276 calculates a brake stroke using this reverse map.

  When a person (driver) tries to accelerate the vehicle being driven, he or she steps on the accelerator in accordance with the rise of the target vehicle speed. That is, at this time, the person is prefetching the target vehicle speed. Therefore, in the acceleration state, it is desirable to perform the feedforward control by prefetching the target vehicle speed. Here, since the acceleration control unit 220 according to the second embodiment performs feedforward control by prefetching the target vehicle speed, it is possible to perform optimal vehicle speed control in the acceleration state.

  In addition, when a person tries to maintain a driving vehicle at a constant speed, the person tries to make the difference between the target vehicle speed and the actual vehicle speed as small as possible. That is, at this time, the person performs feedback control based on the deviation between the target vehicle speed and the actual vehicle speed. Therefore, it is desirable to perform feedback control in the constant speed state. Here, since the constant speed control unit 240 according to the second embodiment performs feedback control, it is possible to perform optimal vehicle speed control in a constant speed state.

  In addition, when a person tries to decelerate a driving vehicle, the person steps on the brake to see how far the target vehicle speed should be reduced. That is, at this time, the person is prefetching the target vehicle speed. Accordingly, in the deceleration state, it is desirable to perform the feedforward control by prefetching the target vehicle speed. Here, since the deceleration control unit 260 according to the second embodiment performs the feedforward control by prefetching the target vehicle speed, it is possible to perform the optimal vehicle speed control in the deceleration state.

(Modification)
Note that the present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the spirit of the present invention. For example, the order of the steps in the flowchart shown in FIG. 4 may be changed as appropriate. For example, the order of steps S102 to S108 can be interchanged. Further, not all the steps of the flowchart shown in FIG. 4 need to be executed. For example, the process of S114 may not be performed.

  In the above-described embodiment, the vehicle test system 1 measures fuel consumption, but is not limited thereto. The test performed by the vehicle test system 1 may be any test as long as it is a test that causes the vehicle 2 that is an actual machine to travel according to a predetermined travel pattern, and may be, for example, an endurance test. In the above-described embodiment, the vehicle 2 travels on the chassis dynamometer 10, but the present invention is not limited to this. By configuring the vehicle speed control device 100 to be mountable on the vehicle 2, the vehicle 2 can also travel on an actual road.

  In the embodiment described above, the determination unit 120 determines which control method is selected at which timing from the travel pattern data before the vehicle 2 actually travels, as shown in FIG. However, it is not limited to this. That is, the determination unit 120 may be configured to perform the determination process in parallel while the vehicle 2 is traveling. However, as described above, a delay in control may occur by performing the determination process during traveling. Therefore, by configuring the determination unit 120 as in the present embodiment, it is possible to suppress control delay by performing the determination process before traveling.

  In the embodiment described above, the vehicle speed control device 100 is configured to synchronize the traveling pattern data and the determined control method, but is not limited to such a configuration. That is, the target vehicle speed signal and the selection signal indicating the control method determination result may be separately input to the vehicle speed control unit 140. However, as described in the present embodiment, the above-described advantages can be obtained by configuring the driving pattern data and the determined control method to be synchronized.

  In the above-described embodiment, the determination unit 120 of the vehicle speed control device 100 synchronizes the traveling pattern data and the determined control method at each time, but the configuration is limited to such a configuration. Absent. The determination unit 120 may synchronize the timing at which the control method is changed with the traveling pattern data. That is, the determination unit 120 determines the timing at which the traveling state changes, for example, when the traveling pattern changes from the acceleration state to the constant speed state, and changes the control method from the acceleration control method to the constant speed control method at that timing. You may generate | occur | produce the switching signal which shows changing. Then, the determination unit 120 may synchronize the switching signal at the timing when the control method in the travel pattern data is changed. At this time, the selection unit 142 changes the selected control method when receiving the switching signal. Here, “changing the control method” means selecting another control method (for example, constant speed control method) from the control method (for example, acceleration control method) selected until now. That is, the concept of “selecting the control method” also includes the concept of “changing the control method”.

  Moreover, although the acceleration control part 220 concerning Embodiment 2 is comprised so that it may have the FB control part 230, the FB control part 230 is not an essential structure. That is, the acceleration control unit 220 may perform only feedforward control without performing feedback control. The same applies to the deceleration control unit 260.

DESCRIPTION OF SYMBOLS 1 Vehicle test system 2 Vehicle 100 Vehicle speed control apparatus 110 Data reading part 120 Determination part 130 Target vehicle speed instruction | command part 140 Vehicle speed control part 142 Selection part 152 Acceleration control part 154 Constant speed control part 156 Deceleration control part 220 Acceleration control part 222 Target vehicle speed reception Unit 224 look-ahead control unit 226 FF (feed forward) control unit 228 subtraction unit 230 FB (feedback) control unit 232 addition unit 234 rotation speed conversion unit 236 accelerator control unit 240 constant speed control unit 242 target vehicle speed reception unit 248 subtraction unit 250 FB (Feedback) Control unit 254 Rotational speed conversion unit 256 Acceleration control unit 260 Deceleration control unit 262 Target vehicle speed reception unit 264 Prefetch control unit 266 FF (feed forward) control unit 268 Subtraction unit 270 FB (feedback) control unit 272 Addition unit 274 Rotation Number converter 276 Brake control unit

Claims (5)

A vehicle speed control device that controls a vehicle to travel in a travel pattern that defines a target vehicle speed at each time,
Vehicle speed control means for controlling the vehicle speed according to the travel pattern;
Determining means for determining a traveling state in the traveling pattern;
Selection means for selecting a control method for controlling the vehicle speed according to the determination result in the determination means;
The vehicle speed control means is configured to reproduce a pedal operation method performed by a driver who drives the vehicle when the vehicle is in an acceleration state as the plurality of control methods corresponding to the traveling state. A control method, a constant speed control method configured to reproduce a method of pedal operation performed by the driver when the vehicle is in a constant speed state, and the driver when the vehicle is in a deceleration state. A deceleration control method configured to reproduce a pedal operation method to be performed , and control the vehicle speed using any one of the plurality of control methods selected by the selection unit Vehicle speed control device. Before the vehicle travels according to the travel pattern, further comprising a reading means for reading the travel pattern,
The determination means is configured to determine which control method to select at each time according to a travel state in the read travel pattern before the vehicle travels according to the travel pattern. ,
The vehicle speed control device according to claim 1, wherein the selection unit is configured to select the control method determined by the determination unit at each time when the vehicle travels according to the travel pattern. . Synchronization means for synchronizing the travel pattern and the control method determined by the determination means;
The vehicle speed control device according to claim 2, wherein the selection unit is configured to receive the target vehicle speed defined in the travel pattern synchronized with the control method when the control method is received. The determination means is configured to determine whether the traveling state in the traveling pattern is an acceleration state, a constant speed state, or a deceleration state,
The vehicle speed control means has a plurality of the control methods corresponding to the acceleration state, the constant speed state, and the deceleration state in advance, and uses any one of the plurality of control methods to control the vehicle speed. The vehicle speed control device according to any one of claims 1 to 3, wherein the vehicle speed control device is configured to control. A vehicle speed control method for controlling a vehicle to travel in a travel pattern that defines a target vehicle speed at each time,
A determination step of determining a traveling state in the traveling pattern;
A pedal operation method performed by a driver who drives the vehicle when the vehicle is in an acceleration state, which is predetermined as a plurality of control methods corresponding to the traveling state, is reproduced according to the determination result in the determination step. An acceleration control system configured to perform, a constant speed control system configured to reproduce a pedal operation method performed by the driver when the vehicle is in a constant speed state, and the vehicle in a deceleration state A selection step of selecting a control method for controlling the vehicle speed from a deceleration control method configured to reproduce the method of pedal operation performed by the driver at a certain time ;
And a control step of controlling the vehicle speed using any one of the plurality of control methods selected in the selection step.

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