JPH043816B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a test vehicle driving control device suitable for automatically controlling the driving of a test vehicle under various test modes.

[Prior art]

Conventionally, in this type of test vehicle operation control device, the test vehicle is operated in a certain test mode on a chassis dynamometer, as disclosed in Japanese Patent Application Laid-Open No. 54-33402, for example. In some cases, the difference between the target vehicle speed determined in the test mode and the actual vehicle speed of the test vehicle is automatically reduced by PID feedback control.

[Problem that the invention seeks to solve]

However, in such a configuration, when the vehicle speed suddenly changes, such as when the target vehicle speed changes from a constant vehicle speed state to an acceleration state, or from an acceleration state to a constant vehicle speed state, the actual vehicle speed may change due to the above-mentioned PID feedback control. There is a problem in that the vehicle speed overshoots or undershoots with respect to the target vehicle speed, resulting in poor followability of the actual vehicle speed to the target vehicle speed. Furthermore, in the configuration described above,
For example, since the amount or frequency of accelerator pedal depression is not adjusted to control the amount of exhaust gas discharged within a regulated range, it is inappropriate for use in the exhaust gas test mode. This means that, with the above-described configuration, it is impossible for a skilled test driver to carry out skillful automatic driving that takes into account, for example, exhaust gas regulation values.

Therefore, in order to cope with this problem, the present invention effectively utilizes the driving data of the test driver under various driving test modes, and automatically controls the test vehicle to match the driving test mode. The purpose of the present invention is to provide a test vehicle driving control device that can perform the following tasks.

[Means for solving problems]

In order to solve this problem, the structural features of the present invention are as shown in FIG. A test vehicle 2 equipped with a drive wheel 2a, an accelerator pedal 2b, and a brake pedal 2c includes a pattern storage means 3 for storing a driving test pattern representing the relationship between a target vehicle speed and an elapsed time, and a test driver for storing a driving test pattern in accordance with the driving test pattern. The changes over time in the amount of depression of the accelerator pedal 2b and the brake pedal 2c when the test vehicle 2 was driven were measured as follows.
and a trace data storage means 4 for storing it as second trace data, a plurality of first calculation constants necessary for PID feedback control calculation of the depression amount of the accelerator pedal 2b determined in relation to the first trace data, and the Constant storage means 5 stores a plurality of second calculation constants necessary for PID feedback control calculation of the amount of depression of the brake pedal 2c determined in relation to the second trace data, and a constant storage means 5 for storing a plurality of second calculation constants necessary for calculating the PID feedback control of the amount of depression of the brake pedal 2c determined in relation to the second trace data, and A vehicle speed detection means 6 detects the vehicle speed, a vehicle speed difference calculation means 7 calculates the difference between the target vehicle speed and the actual vehicle speed as a vehicle speed difference based on the driving test pattern, and a vehicle speed difference calculation means 7 calculates the difference between the vehicle speed difference and each of the first calculation constants. Correctly, the first feedback calculation value necessary for PID feedback control of the amount of depression of the accelerator pedal 2b is corrected, and the vehicle speed difference is subjected to PID feedback control of the amount of depression of the brake pedal 2c in relation to each of the second calculation constants. a first correction means 8a that corrects the first trace data to a second feedback calculation value necessary for the first feedback calculation value, and corrects the first trace data to a target depression amount of the accelerator pedal 2b according to the first feedback calculation value;
a second correction means 8b for correcting the second trace data to a target depression amount of the brake pedal 2c according to the second feedback calculation value; and a second correction means 8b for adjusting the depression amount of the accelerator pedal 2b to the target depression amount; An adjustment means 9 is provided for adjusting the amount of depression to the target amount of depression.

[Effect]

However, by configuring the present invention in this way, the test vehicle 2 can be connected to the chassis dynamometer 1.
In the above automatic driving state, the vehicle speed difference calculation means 7 calculates the difference between the target vehicle speed of the driving test pattern in the pattern storage means 3 which changes according to the elapsed time and the actual vehicle speed from the vehicle speed detection means 6. is calculated as a vehicle speed difference, and the first correction means 8a converts the vehicle speed difference into a first feedback calculation value and a second feedback calculation value in relation to each first calculation constant and each second calculation constant in the constant storage means 5. amend each, and the second
The correction means 8b adjusts the first trace data and the second trace data in the trace data storage means 4 to respective target depression amounts of the accelerator pedal 2b and the brake pedal 2c according to the first feedback calculation value and the second feedback calculation section, respectively. correct,
In addition, since the adjusting means 9 adjusts the accelerator pedal 2b and the brake pedal 2c to their respective target depression amounts, the test vehicle 2 automatically follows a driving test pattern that takes into consideration the exhaust gas regulation value and/or fuel efficiency, which requires skill. By employing the trace data storage means 4, the constant storage means 5, and the second correction means 8b, the driving can be performed with high accuracy without depending on the actual driving of the test driver, and as a result, the vehicle can be operated without the test driver. Accurate test data can be secured according to various driving test modes.

〔Example〕

Hereinafter, one embodiment of the present invention will be described with reference to the drawings. In FIG. 2, reference numeral 10 indicates a main part of a chassis dynamometer, and reference numeral 20 indicates a test vehicle. The test vehicle 20 is a rear-wheel drive vehicle for exhaust gas testing, with both front wheels 21, 21
(Only one front wheel is shown in FIG. 2), and both rear wheels 22, 22 (Only one front wheel is shown in FIG. (shown) is placed on the drive roller 12 of the chassis dynamometer 10 so as to rotate in conjunction with the drive roller 12 of the chassis dynamometer 10. Thus, the test vehicle 20 received the same load over time from the drive roller 12 of the chassis dynamometer 10 on both rear wheels 22, 22 as in the actual driving condition, and the accelerator pedal 23
and/or the operation of the brake pedal 24.

Next, the electric circuit configuration for the test vehicle 20 will be explained with reference to FIG. The amount sensor 30b detects the amount of depression of the brake pedal 24 and generates a second depression amount detection signal. The A-D converter 40 converts the first and second depression amount detection signals from both depression amount sensors 30a and 30b into first and second depression amount digital signals, respectively. Vehicle speed sensor 50 detects the rotational speed of drive roller 12 and generates a series of pulse signals at a frequency proportional to the actual speed of test vehicle 20 . Waveform shaper 6
0 sequentially shapes the waveform of each pulse signal from the vehicle speed sensor 50 and generates a shaped pulse signal.

The microcomputer 70 executes the first, second, and third control programs prestored in its ROM according to the flowcharts shown in FIGS. 4, 5, and 6, respectively, as described below. do. personal computer 80
Under the operation of the keyboard, the various calculation contents of the microcomputer 70 are transmitted to the cathode ray tube 9.
0a (hereinafter referred to as CRT 90a), recorded on plotter 90b, or stored on disk 90c. The drive circuit 100a generates a first drive signal necessary to bring the stepping motor 110a to a desired step position under the control of the microcomputer 70;
b generates a second drive signal necessary to bring the stepping motor 110b to a desired step position under the control of the microcomputer 70. The stepping motor 110a has its output shaft connected to the accelerator pedal 23 via a suitable coupling mechanism, and adjusts the amount of depression of the accelerator pedal 23 to an optimum amount by rotating it to a desired stepping position. On the other hand, the stepping motor 110b is
The output shaft is connected to the brake pedal 24 through a suitable connection mechanism, and the amount of depression of the brake pedal 24 is adjusted to an optimum amount by rotating the output shaft to a desired step position.

In this embodiment configured as described above, a skilled test driver operates the test vehicle 20 in 10 modes by depressing the accelerator pedal 23 and the brake pedal 24 under the load from the chassis dynamometer 10. At the same time, the operator starts driving according to the 10-mode running test pattern (see FIG. 7) representing the relationship between the target vehicle speed and the elapsed time. When commanded to start execution of the control program, the microcomputer 70 starts the first control program in step 200 according to the flowchart of FIG.

Then, the first control program executes step 210.
Proceeding to step 1, in response to changes over time in the amount of depression of the accelerator pedal 23 and brake pedal 24 of the test driver in consideration of the exhaust gas regulation value according to the 10-mode driving test pattern, both depression amount sensors 30a and 30 are activated.
The first and second depression amount detection signals from b are A-D.
The converter 40 converts the digital signals into first and second depression amount digital signals.
Each value of the depression amount detection signal is sampled by the microcomputer 70 at, for example, 16 Hz, and a series of first samples representing the first sampling depression amount are obtained.
This is temporarily stored in the microcomputer 70 as trace data and second trace data representing a series of second sampling depression amounts.

Thereafter, the first control program executes step 220.
In step 210, the microcomputer 70 transfers the first and second trace data in step 210 to the personal computer 80.
At 30, execution of the first control program ends.
In this situation, personal computer 8
If the first and second trace data are transferred to the disk 90c by the keyboard operation of 0, both of these trace data are stored and held on the disk 90c. Note that during the calculation in step 210, when each stored data of the microcomputer 70 is transferred to the CRT 90a or plotter 90b by the keyboard operation of the personal computer 80, each stored data of the microcomputer 70 is displayed or displayed on the CRT 90a or plotter 90b over time. recorded.

After storing the first and second trace data in the disk 90c in this manner, the microcomputer 70 executes the second control program by operating the keyboard of the personal computer 80 while driving the test vehicle 20 appropriately. If you command the start, the microcomputer 70
Step 300 according to the flowchart of FIG.
At step 210, the first and second trace data are received from the disk 90c via the personal computer 80, and at step 320, the first to second trace data previously stored in the ROM are Read the sixth basic constant. In such a case, the first, second, and third basic constants are so-called in relation to the amount of depression of the accelerator pedal 23.
Each of the basic values of the proportional sensitivity, differential coefficient, and integral coefficient required for PID control is represented, and the fourth, fifth, and sixth basic constants are used for PID control in relation to the amount of depression of the brake pedal 24. Each basic value of the proportional sensitivity, differential coefficient, and integral coefficient required for control is represented.

Thereafter, the second control program executes step 330.
In step 32, the microcomputer 70 calculates the first to sixth steps in step 32 based on the first and second depression amount digital signals from the A-D converter 40 and the keyboard operation of the personal computer 80.
Each of the basic constants of
At 50, execution of the second control program ends.
Next, the first to sixth optimum constants are entered on the disk 9 by operating the keyboard of the personal computer 80.
If transferred to disk 90c, each optimal constant will be transferred to disk 90c.
It is stored in memory. The first and second trace data and the first to sixth optimum constants as described above are determined for various vehicles in the same manner as the test vehicle 20 and are stored and held in the disk 90c.

After the first and second trace data and the first to sixth optimum constants for various vehicles are stored in the disk 90c by executing the first and second control programs as described above, the operator performs a test. If you operate the keyboard of the personal computer 80 to automatically drive the vehicle 20 based on the 10-mode driving pattern, the microcomputer 70
However, according to the flow chart of FIG. 6, step 40 is performed.
At step 0, execution of the third control program is started, at step 410, the test vehicle 20, which is the test vehicle type, is determined, and at steps 420 and 430, the first and second trace data of this test vehicle 20 are determined. In addition, the first to sixth optimum constants are inputted from the disk 90c via the personal computer 80.

Next, in step 440, the microcomputer 70 determines a target vehicle speed according to the elapsed time after starting execution of the third control program based on the 10-mode driving test pattern previously stored in its ROM, and determines the target vehicle speed from the waveform shaper 60. The actual vehicle speed (currently zero) is calculated based on each shaped pulse signal generated in cooperation with the vehicle speed sensor 50, and the difference between the target vehicle speed and the actual vehicle speed is calculated as a vehicle speed difference. After such calculation, the microcomputer 70 performs step 45.
At 0, the amount of depression of the accelerator pedal 23 is
The coefficients of the proportional term, integral term, and differential term necessary for PID control are respectively set as first, second, and third optimum constants, and feedback calculation for the same PID control is performed according to the vehicle speed difference in step 440. A proportional term required for PID control with respect to the amount of depression of the brake pedal 24, which is obtained as a feedback calculation value,
The coefficients of the integral term and the differential term are set to the fourth and fifth coefficients, respectively.
Then, as a sixth optimum constant, a feedback calculation for the PID control is performed according to the vehicle speed difference in step 440, and a second feedback calculation value is obtained.

When the third control program proceeds to step 460, the microcomputer 70 executes step 42.
The content of the first trace data at 0 is multiplied by the first data usage rate (≦1), and the multiplication result is calculated as the first feedback calculation value and the first feedback usage rate (≦1).
1) and determined as the first modified value, and in step 420, the content of the second trace data is multiplied by the second data usage rate (≦1), and this multiplication result is used as the second modified value. It is corrected based on the result of multiplying the feedback calculation value by the second feedback usage rate (≦1) and determined as the second correction value. Thereafter, the microcomputer 70 generates the first and second correction values in step 460 as first and second output signals, respectively, and outputs "NO" in step 480.
It is determined that In this embodiment, the first data usage rate represents the usage rate with respect to the contents of the first trace data, the second data usage rate represents the usage rate with respect to the contents of the second trace data, and the first feedback usage rate represents the usage rate with respect to the contents of the second trace data. The second feedback usage rate represents the usage ratio with respect to the calculated value, and the second feedback usage ratio represents the usage ratio with respect to the second feedback calculation value. Note that each of these usage rates is stored in advance in the ROM of the microcomputer 70 or is set by keyboard operations on the personal computer 80.

As described above, when the first and second output signals are generated from the microcomputer 70, the drive circuit 100a responds to the first output signal and generates the content of this signal as a first drive signal. 100b responds to the second output signal and generates the contents of this signal as a second drive signal. Then, the stepping motor 110a is connected to the drive circuit 10.
The stepping motor 110b adjusts the amount of depression of the accelerator pedal 23 to the optimum amount in response to the first drive signal from the drive circuit 100b, while the stepping motor 110b adjusts the amount of depression of the brake pedal to the optimum amount in response to the second drive signal from the drive circuit 100b. Adjust to the value (currently zero). As a result, automatic driving of the test vehicle 20 according to the 10-mode driving test pattern is started.

Thereafter, by repeating the execution of the third control program as time elapses, automatic operation of the test vehicle 20 is continued according to the 10-mode driving test pattern. As a result, automatic operation of the test vehicle 20 in accordance with the 10-mode driving test pattern, which requires skillful depression of the accelerator pedal 23 and brake pedal 24 in consideration of exhaust gas regulation values and/or fuel efficiency, is performed in advance on the disk 90c. This can be easily achieved by adding the PID feedback control calculation results based on the first to sixth optimum constants in step 330 to each stored trace data, and as a result, it can be easily realized without depending on the actual operation of the test driver. Test data can be easily and accurately obtained through a 10-mode driving test that takes into account the exhaust gas regulation value and/or fuel efficiency of the test vehicle 20.

In such a case, the various states of the test vehicle 20 (oil temperature in the lubrication system, water temperature in the engine cooling system, etc.) at the time of storing each trace data in the disk 90c
Even if the test vehicle 20 is in a state different from the above, by appropriately adjusting the method of determining the first to sixth optimum values using the personal computer 80, it is possible to use the respective trace data. Effects similar to those described above can be achieved. Furthermore, even if the vehicle model is changed, there is basically no major change in each of the trace data, and therefore, the first
- By adjusting the sixth optimum value, the same effect as described above can be achieved. In addition, by changing each data usage rate and each feedback usage rate described above as necessary, the usage rate of each trace data and the degree to which PID feedback control is applied to this can be adjusted. This means that it is also effective in delicate tests such as modifying vehicle parts and observing the degree of impact on exhaust gas and fuel efficiency.

In carrying out the present invention, various driving test patterns (for example, 11-mode driving test pattern,
The present invention may be implemented based on LA#4 mode driving test pattern).

In addition, in the embodiment, the test vehicle 20
Although a rear wheel drive vehicle is used as the test vehicle 20, instead of this, a front wheel drive vehicle may be used as the test vehicle 20. In such a case, the front wheels of the front wheel drive vehicle are used as the drive rollers 12 of the chassis dynamometer 10.
Just place it on top.

[Brief explanation of drawings]

FIG. 1 is a diagram corresponding to the structure of the invention described in the claims, FIG. 2 is a schematic diagram showing the positional relationship with the chassis dynamometer of the test vehicle, and FIG. 3 is a diagram showing one embodiment of the present invention. Block diagram shown in Figure 4~
FIG. 6 is a flowchart showing the operation of the microcomputer shown in FIG. 3, and FIG. 7 is a graph showing a 10-mode driving test pattern. Explanation of symbols, 10... Chassis dynamometer,
DESCRIPTION OF SYMBOLS 12... Drive roller, 20... Test vehicle, 22... Drive wheel, 23... Accelerator pedal, 24... Brake pedal, 50... Vehicle speed sensor, 70... Microcomputer, 90c... Disk, 100a, 100b
...Drive circuit, 110a, 110b...Stepping motor.

Claims (1)

[Claims] 1 Expressing the relationship between target vehicle speed and elapsed time in a test vehicle that is fixed on a chassis dynamometer and equipped with both drive wheels, an accelerator pedal, and a brake pedal that are placed on the drive rollers of this chassis dynamometer. a pattern storage means for storing a driving test pattern; and first and second storage means for storing changes over time in the amount of depression of each of the accelerator pedal and the brake pedal when a test driver drives the test vehicle according to the driving test pattern. a trace data storage means for storing trace data; a plurality of first calculation constants necessary for PID feedback control calculation of the amount of depression of the accelerator pedal determined in relation to the first trace data; and the second trace data. constant storage means for storing a plurality of second calculation constants necessary for PID feedback control calculation of the amount of depression of the brake pedal determined in relation to the above, and vehicle speed detection means for detecting the actual vehicle speed of the test vehicle. a vehicle speed difference calculation means for calculating the difference between the target vehicle speed and the actual vehicle speed as a vehicle speed difference based on the driving test pattern; A first feedback calculation value necessary for PID feedback control of the amount of brake pedal depression is corrected, and a second feedback calculation necessary for PID feedback control of the amount of depression of the brake pedal is performed in relation to the vehicle speed difference with each of the second calculation constants. The first to correct the value
modifying means; modifying the first trace data to the first trace data;
a second correction means for correcting the target depression amount of the accelerator pedal according to the feedback calculation value, and correcting the second trace data to the target depression amount of the brake pedal according to the second feedback calculation value; 1. A test vehicle driving control device, comprising: adjusting means for adjusting the amount of depression of the brake pedal to the target amount of depression; and adjusting means for adjusting the amount of depression of the brake pedal to the target amount of depression.