Automatic driving device for test object, test object testing system, command vehicle speed generation program, and automatic driving method for test object

Abstract

The present invention provides an automatic driving device for a test object, which can measure and evaluate the deviation of the fuel consumption and exhaust test results of a vehicle caused by different driving styles. The automatic driving device (100) automatically drives the test object according to the command vehicle speed. The automatic driving device (100) comprises: a receiving unit (41) for receiving a driving style set or changed by a user; a command vehicle speed shaping unit (42) for shaping the command vehicle speed (r(t)) according to the driving style received by the receiving unit (41); and a driving control unit (3) for controlling the driving of the test object according to the shaped command vehicle speed (r'(t)) obtained by the command vehicle speed shaping unit (42).

Description

Technical Field

[0001] The present invention relates to a test object automatic driving device and a test object automatic driving method for a test object that automatically drives a test vehicle or a part thereof according to an instruction vehicle speed, a test object testing system using the test object automatic driving device, and an instruction vehicle speed generating device for generating an instruction vehicle speed for automatically driving a test object that is a test vehicle or a part thereof. Background Art

[0002] Conventionally, for example, there is a technique for testing a vehicle by autonomously driving it on a chassis dynamometer using an autonomous driving robot that operates the vehicle's accelerator, brakes, etc., to drive the vehicle in a predetermined driving pattern.

[0003] The commanded vehicle speed is input to the autonomous driving robot based on the driving mode specified by laws and regulations. Examples of laws and regulations in various countries include JC08 (Japan), NEDC (Europe), WLTP (primarily in Japan and Europe), FTP75 (US), US06 (US), HWFET (US), and SC03 (US).

[0004] Moreover, the autonomous driving robot uses the input command speed as the target value, and utilizes a control algorithm of a two-degree-of-freedom control system that uses feedback control of the deviation between the current command speed and the actual speed, and feedforward control of the differential value (command acceleration) of the future command speed after a certain time (pre-reading time) from the current moment to operate the accelerator and brake to make the actual speed of the vehicle follow the command speed.

[0005] For example, Patent Document 1 discloses a method for obtaining acceleration so that the value of an evaluation function including a term proportional to the square of the vehicle's acceleration becomes an extreme value, and generating a command vehicle speed based on the acceleration, so that a smoother mode drive closer to that of a human can be achieved using an autonomous driving robot.

[0006] Prior art literature

[0007] Patent Literature

[0008] Patent Document 1: Japanese Patent Application Laid-Open No. 2016-8925

[0009] However, individual differences in driving style (such as driving accuracy, driving roughness, and driving smoothness, as indicated by RMSSE, IWR values, and pedal depression amount in SAE J2951 "Drive Quality Evaluation for Chassis Dynamometer Testing") exist, often due to differences in driving technique. Furthermore, even in chassis dynamometer testing, it is necessary to measure and evaluate the deviations in vehicle fuel consumption and exhaust gas test results caused by differences in driving style. Furthermore, even using the command vehicle speed generator described in Patent Document 1 above only achieves a smoother driving pattern closer to that of humans, without being able to reproduce differences in driving style. Summary of the Invention

[0010] The present invention has been made in view of the above-mentioned problems, and a main object of the present invention is to measure and evaluate variations in vehicle fuel consumption and exhaust gas test results caused by differences in driving styles of people.

[0011] That is, the automatic driving device of the object under test of the present invention is characterized in that the automatic driving device of the object under test automatically drives the object under test as a test vehicle or a part thereof according to the command vehicle speed, and the automatic driving device of the object under test comprises: a receiving unit for receiving a driving mode set or changed by a user; a command vehicle speed shaping unit for shaping the command vehicle speed according to the driving mode received by the receiving unit; and a driving control unit for controlling the driving of the object under test according to the shaped command vehicle speed obtained by the command vehicle speed shaping unit.

[0012] With this configuration, the command vehicle speed can be shaped according to the driving style set or changed by the user, thereby simulating various driving styles. Consequently, variations in vehicle fuel consumption and exhaust gas test results caused by differences in driving style (driving style) can be measured and evaluated.

[0013] Specifically, the subject's autonomous driving device preferably further includes a driving operation unit for autonomously driving the subject, and the driving control unit controls the driving operation unit based on the shaped command vehicle speed. With this configuration, the driving operation unit can reproduce various driving styles.

[0014] In order to enable the setting of a driving style such as roughness or smoothness using objective indicators, it is preferred that the driving style be set using a value related to workload or a value related to vehicle speed tracking as a parameter. In this case, the command vehicle speed shaping unit shapes the command vehicle speed based on at least one of the value related to workload and the value related to vehicle speed tracking.

[0015] Specifically, the value associated with the workload is IWR (inertia workload rating), ASCR (absolute speed change rate), ER (energy rating), DR (distance rating) or EER (energy economy rating), or values ​​associated with these, and the value associated with the vehicle speed tracking is RMSSE (root mean square speed error) or a value associated with it.

[0016] For example, in WLTP, the evaluation indicators in the certification test are IWR and RMSSE, and an allowable range is set for them to pass the certification test. If the user can freely set the IWR and RMSSE within the allowable range or outside the allowable range, it is possible to measure and evaluate the deviations in the vehicle's fuel consumption and exhaust test results caused by more different driving styles. Therefore, in the automatic driving device of the subject of the present invention, it is preferred that the user can arbitrarily set a value associated with the workload or a value associated with the vehicle speed tracking performance, and the driving control unit is configured to enable the user to arbitrarily change the driving style of the subject according to the value associated with the workload or the value associated with the vehicle speed tracking performance set by the user.

[0017] As one of the shaping methods of the command speed by the command speed shaping unit, it can be considered that the command speed shaping unit shapes the command speed according to the driving style received by the receiving unit using a prescribed evaluation function (by optimizing the prescribed evaluation function) that uses the acceleration command value and the deviation between the command speed and the actual speed as parameters.

[0018] Specifically, it is conceivable that the command speed shaping unit uses, as the predetermined evaluation function, a value obtained by adding a value associated with the acceleration command value weighted only by a positive parameter to a value associated with the deviation between the command speed and the actual vehicle speed. The command speed shaping unit determines the positive parameter based on the driving style received by the receiving unit and uses the positive parameter to shape the command speed. Alternatively, the positive parameter may be used as a parameter for setting the driving style.

[0019] In order to facilitate the determination process of the positive value parameters, it is preferred that a combination data storage unit is further provided, which stores a lookup table or a prescribed calculation formula representing the combination of the positive value parameters corresponding to the driving style received by the receiving unit, and the instruction vehicle speed shaping unit uses the lookup table or the prescribed calculation formula to determine the positive value parameters.

[0020] As another method for shaping the command speed by the command speed shaping unit, it is conceivable that the command speed shaping unit shapes the command speed using a prescribed control calculation algorithm. Specifically, the command speed shaping unit performs a simulation calculation on the control result based on the prescribed control calculation algorithm and uses the result as the shaped command speed. For example, the control calculation algorithm includes a feedforward control unit that differentiates the command speed before shaping after a prescribed look-ahead time and multiplies the acceleration obtained by the differentiation by a prescribed feedforward gain value, thereby inputting the value obtained into the model of the test object. In this case, it is preferred that the command speed shaping unit determine the look-ahead time and / or the feedforward gain value based on the driving style received by the receiving unit and use these to shape the command speed. Alternatively, the look-ahead time and / or the feedforward gain value may be used as parameters for setting the driving style.

[0021] In addition, it is preferred that as another shaping method of the command vehicle speed of the command vehicle speed shaping unit, the control calculation algorithm also has a feedback control unit, and the feedback control unit multiplies the deviation between the command vehicle speed and the actual vehicle speed by a specified feedback gain value. The control calculation algorithm adds the output of the feedforward control unit and the output of the feedback control unit, and inputs the resulting value into the model of the test object. The command vehicle speed shaping unit determines the preview time / or the feedforward gain value and the feedback gain value based on the driving style received by the receiving unit, and uses these to shape the command vehicle speed.

[0022] In order to facilitate the determination of the pre-read time and the feedforward gain value, it is preferred that the automatic driving device of the subject of the present invention also has a combination data storage unit, which stores a lookup table or a prescribed calculation formula representing the combination of the pre-read time and the gain value corresponding to the driving method received by the receiving unit, and the instruction vehicle speed shaping unit uses the lookup table or the prescribed calculation formula to determine the pre-read time and the feedforward gain value.

[0023] Here, even if a lookup table is used to determine positive parameters, a look-ahead time, and a feedforward gain value, and the vehicle is driven using the command speed shaped thereby, there may be a case where the command speed and the actual speed diverge due to various factors. Therefore, the test subject automatic driving device of the present invention preferably further includes a combined data correction unit that corrects the lookup table or the predetermined calculation formula based on the actual driving data of the test subject, and the command speed shaping unit uses the corrected lookup table or the corrected predetermined calculation formula to shape the command speed.

[0024] In order to improve user usability, the automatic driving device for the subject of the present invention also has a screen display unit, which displays a setting screen for setting the driving mode or shaping method on the display, and the receiving unit receives the driving mode or shaping method set through the setting screen.

[0025] In addition, the command vehicle speed generating device of the present invention is characterized in that the command vehicle speed generating device generates a command vehicle speed for automatically driving a test object as a test vehicle or a part thereof, and the command vehicle speed generating device comprises: a receiving unit for receiving a driving method set or changed by a user; and a command vehicle speed shaping unit for shaping the command vehicle speed according to the driving method received by the receiving unit.

[0026] Furthermore, the subject test system of the present invention is characterized by comprising: a chassis dynamometer for performing a driving test on a subject serving as a test vehicle or a part thereof; and the above-mentioned subject automatic driving device.

[0027] Moreover, the automatic driving method for the object under test of the present invention is characterized in that the automatic driving method for the object under test performs automatic driving on the object under test as a test vehicle or a part thereof according to the command vehicle speed. In the automatic driving method for the object under test: a driving mode set or changed by a user is received, the command vehicle speed is shaped according to the received driving mode, and the driving of the object under test is controlled according to the shaped command vehicle speed.

[0028] In addition, the recording medium of the present invention records a command vehicle speed generation program, which is characterized in that the command vehicle speed generation program generates a command vehicle speed for automatically driving a test object as a test vehicle or a part thereof, and the command vehicle speed generation program enables the computer to function as a receiving unit and a command vehicle speed shaping unit, the receiving unit receives a driving method set or changed by a user, and the command vehicle speed shaping unit shapes the command vehicle speed according to the driving method received by the receiving unit.

[0029] According to the present invention described above, since the command vehicle speed is shaped according to the driving method set or changed by the user, it is possible to measure and evaluate the deviations in the vehicle's fuel consumption and exhaust gas test results caused by differences in people's driving methods (driving styles). BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is an overall schematic diagram of an automatic driving device for a test object according to one embodiment of the present invention.

[0031] Figure 2 This is a functional block diagram of a control unit that controls the driving operation unit in the same embodiment.

[0032] Figure 3 This is a functional block diagram of the command vehicle speed generating unit in the same embodiment.

[0033] Figure 4 This is a diagram showing an example of a setting screen in the same embodiment.

[0034] Figure 5 These are diagrams showing shaping methods 1 and 2 of the command vehicle speed shaping unit according to the same embodiment.

[0035] Figure 6 These are diagrams showing shaping methods 3 and 4 of the command vehicle speed shaping unit according to the same embodiment.

[0036] Figure 7 This is a diagram showing a shaping method 5 of the command vehicle speed shaping unit according to the same embodiment.

[0037] Figure 8 is T corresponding to IWR and RMSSE in the same embodiment. P and K FF Schematic diagram of the combination (lookup table).

[0038] Figure 9 This is a functional block diagram of a command vehicle speed generating unit according to a modified embodiment.

[0039] Figure 10 It is a diagram showing the lookup table before and after correction by the table correction unit according to the modified embodiment.

[0040] Figure 11 It is a diagram showing a setting screen of a modified embodiment.

[0041] Description of Reference Numerals

[0042] 100···Autopilot device

[0043] W···Test vehicle (test object)

[0044] 2. Driving operation unit

[0045] 3. Driving control unit

[0046] 4. Instruction vehicle speed generating unit (instruction vehicle speed generating device)

[0047] 41···Receiving Department

[0048] 42···Command speed shaping unit

[0049] C. Control Calculation Algorithm

[0050] C1···Feedforward control unit

[0051] 43···Screen display unit

[0052] 44···Combined data storage unit

[0053] 45···Combination Data Correction Department DETAILED DESCRIPTION

[0054] An automatic driving device for a test subject according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

[0055] like Figure 1 As shown, the automatic driving device 100 of the object under test of this embodiment includes: a driving operation unit 2, which is used to automatically drive the completed vehicle V carried on the rotating roller 201 of the chassis dynamometer 200; a driving control unit 3, which controls the driving operation unit 2; and an instruction vehicle speed generating unit 4, which generates an instruction vehicle speed r'(t) input into the driving control unit 3.

[0056] The driving operation unit 2 is placed on a seat surface of a driver's seat V1 of the vehicle V, and is used to operate an accelerator pedal, a brake pedal, a shift lever, an ignition switch, and the like of the vehicle V.

[0057] Specifically, the driving operation unit 2 includes an accelerator actuator for operating the accelerator pedal, a brake actuator for operating the brake pedal, a shift lever actuator for operating the shift lever, or a switch actuator for operating the ignition switch. Furthermore, the driving operation unit 2 includes a clutch actuator for operating the clutch pedal, etc., as needed.

[0058] The driving control unit 3 uses the input command vehicle speed r'(t) as a target value and controls the actuators of the driving operation unit 2, thereby making the actual vehicle speed of the vehicle V follow the command vehicle speed r'(t). Specifically, Figure 2 As shown, the driving control unit 3 uses the driving performance Figure 10, controls the various actuators (particularly the accelerator actuator and the brake actuator) of the driving operation unit 2. Furthermore, the driving control unit 3 is a computer having a CPU, internal memory, input / output interfaces, an AD converter, etc., and controls the various actuators according to a driving control program stored in the internal memory.

[0059] The above driving performance Figure 10 This is data that can be used to determine the accelerator operation amount based on speed and acceleration. This driving performance map is created by the following steps (1) to (3). (1) A learning drive of a test vehicle is performed to obtain speeds and accelerations at various accelerator openings. (2) Furthermore, data is obtained that correlates the accelerator opening, speed, and acceleration. (3) Thereafter, the data that correlates the accelerator opening, speed, and acceleration is expanded into data (driving performance map) that can determine the accelerator operation amount based on speed and acceleration.

[0060] The driving control unit 3 controls the accelerator actuator or brake actuator of the driving operation unit 2 using the control algorithm of the two-degree-of-freedom control system. Specifically, the driving control unit 3 has: a feedback control system 31 (e.g., PI control) that uses the deviation between the command vehicle speed r'(t) at the current moment and the actual vehicle speed v(t); and a feedforward control system 32 that uses the differential value (command acceleration) of the future command vehicle speed r'(t) after a certain time (pre-read time) from the current moment. In addition, the control output obtained by feeding back the deviation between the command vehicle speed r'(t) and the actual vehicle speed v(t) in the feedback control system 31 and the command acceleration obtained in the feedforward control system 32 are added by an adder 33, and the acceleration command value thus obtained is input into the driving performance Figure 10 , the accelerator operation amount is obtained, and the accelerator actuator is controlled thereby. In addition, the driving control unit 3 controls the brake actuator through the same structure.

[0061] Next, the command vehicle speed generating unit 4 will be described in detail.

[0062] The command vehicle speed generating unit 4 generates a command vehicle speed r'(t) that is input to the driving control unit 3. In this embodiment, the base command vehicle speed r'(t) specified by laws and regulations is shaped based on user input, and the shaped command vehicle speed r'(t) is input to the driving control unit 3. The driving control unit 3 uses the input shaped command vehicle speed r'(t) to control the accelerator actuator or brake actuator as described above. The command vehicle speed generating unit 4 is a computer having a CPU, internal memory, input / output interfaces, an A / D converter, and the like. It shapes the base command vehicle speed r(t) based on a command vehicle speed generating program stored in the internal memory to generate the shaped command vehicle speed r'(t).

[0063] Here, the base command vehicle speed r(t) is, for example, a vehicle speed determined by a driving mode specified in JC08 (Japan), NEDC (Europe), WLTP (mainly Japan, Europe, etc.), FTP75 (USA), US06 (USA), HWFET (USA), or SC03 (USA).

[0064] Specifically, if Figure 3 As shown, the command vehicle speed generating unit 4 includes a receiving unit 41 for receiving a driving style set or changed by a user, and a command vehicle speed shaping unit 42 for shaping a reference command vehicle speed r(t) according to the driving style received by the receiving unit 41 .

[0065] The driving style of the present embodiment sets a value related to the workload and a value related to vehicle speed following performance as parameters.

[0066] As values ​​related to the workload, the following driving indices (1) to (5) can be cited.

[0067] (1) IWR (Inertial Work Rating)

[0068] The difference or ratio between the reference inertial work of the vehicle during target driving based on the driving pattern and the actual inertial work of the vehicle during actual driving

[0069] (2)ASCR (Absolute Speed ​​Change Rating)

[0070] The difference or ratio between the target instantaneous acceleration of the vehicle during travel based on the travel pattern and the actual instantaneous acceleration of the vehicle during actual travel

[0071] (3) ER (Energy Rating)

[0072] The difference or ratio between the target cumulative workload of the vehicle during travel and the actual cumulative workload of the vehicle during actual travel based on the travel pattern

[0073] (4) DR (Distance Rating)

[0074] The difference or ratio between the target cumulative distance of the vehicle during travel and the actual cumulative distance of the vehicle during actual travel based on the travel pattern

[0075] (5) EER (Energy Economy Rating)

[0076] "DR / ER" is the ratio of travel distance per unit of work

[0077] In addition, as a value related to vehicle speed following performance, the following driving index (6) can be cited.

[0078] (6)RMSSE (Root Mean Squared Speed ​​Error)

[0079] The square average of the difference between the command speed and the actual speed

[0080] The receiving unit 41 of the present embodiment is configured to receive the IWR and the RMSSE as parameters of the driving style.

[0081] Here, the command vehicle speed generating unit 4 of this embodiment includes a screen display unit 43 that displays a setting screen W (see FIG. 1 ) for setting the driving mode on the display 20. Figure 4 ), the receiving unit 41 receives the IWR and RMSSE input in the IWR input field S1 and the RMSSE input field S2 of the setting screen W.

[0082] The setting screen W may also be configured to display the following content. For example, a two-dimensional graph G may be displayed with the IWR on one axis and the RMSSE on the other axis. Within this graph G, the user-set IWR and RMSSE positions, as well as the permissible range AR specified in the WLTP (certification test), are visually displayed. Furthermore, visually displaying the permissible range AR may include a frame or a different color. Furthermore, a result display column S3 may be provided within the setting screen W, displaying the IWR and RMSSE results after shaping by the command vehicle speed shaping unit 42. Furthermore, a "Calculation Start" button S4 for starting the shaping calculation of the command vehicle speed r(t) or a "Save Result" button S5 for saving the shaping results (the shaped command vehicle speed r'(t), IWR, and RMSSE) in the data storage unit may be displayed within the setting screen W.

[0083] The command vehicle speed shaping unit 42 shapes the base command vehicle speed r(t) to correspond to the IWR and RMSSE received by the receiving unit 41. Specifically, the unit adjusts at least one of the following four parameters, or a combination thereof, to generate a shaped command vehicle speed r'(t) based on the base command vehicle speed r(t).

[0084] <Plastic Surgery Method 1>

[0085] like Figure 5As shown in (1), the evaluation function J1 can be obtained by adding the length of time for the change of the acceleration command value (the length of the time differential value (≠0) of the acceleration command value) A0 weighted only by the positive parameter λ0 to the square sum E of the deviation (vehicle speed deviation) between the command vehicle speed r(t) and the actual vehicle speed v(t).

[0086] J1=E+λ0A0

[0087] Here, the quadratic sum E of the vehicle speed deviations primarily corresponds to the RMSSE. The length A0 of the time-differential value of the acceleration command value represents the sum of the rate of change of acceleration (indicating the accelerator frequency) and primarily corresponds to the IWR. The time-differential value of the acceleration command value is also calculated using forward differencing, central differencing, and other methods. Alternatively, the quadratic sum E could be replaced by any of the linear sums, cubic sums, and Nth-order sums of the vehicle speed deviations.

[0088] The command vehicle speed shaping unit 42 uses an acceleration responsiveness model (vehicle model) M approximated by a transfer function or the like to calculate the sum E of squares of vehicle speed deviations and the length A0 of the time differential value of the acceleration command value for any time series of the acceleration command value.

[0089] Furthermore, the command speed shaping unit 42 determines a parameter λ0 based on the IWR and RMSSE input by the user. Using this parameter λ0, the evaluation function J1 is optimized to find the driving mode that minimizes the evaluation function J1. The command speed shaping unit then uses the actual vehicle speed v(t) during the driving mode that minimizes the evaluation function J1 as the shaped command speed r'(t). The optimization calculation for the evaluation function J1 can be performed using numerical calculation methods such as sparse optimization.

[0090] <Plastic Surgery Method 2>

[0091] like Figure 5 As shown in (2), the evaluation function J2 can be obtained by adding the quadratic sum A2 of the change in the acceleration command value per unit time (the time differential value of the acceleration command value) to the quadratic sum E of the deviation between the command speed r(t) and the actual vehicle speed v(t) (vehicle speed deviation) weighted only by the positive parameter λ2.

[0092] J2=E+λ2A2

[0093] Here, the quadratic sum E of vehicle speed deviations primarily corresponds to the RMSSE, while the quadratic sum A2 of acceleration command value changes represents the sum of the rates of change of acceleration (indicating the accelerator frequency) and primarily corresponds to the IWR. Furthermore, the time differential of the acceleration command value is calculated using forward differencing, central differencing, and other methods. Alternatively, the quadratic sum E could be replaced by any of the linear sums, cubic sums, and Nth-order sums of the vehicle speed deviations. Alternatively, the quadratic sum A2 could be replaced by any of the linear sums, cubic sums, and Nth-order sums of acceleration command value changes.

[0094] Furthermore, the command vehicle speed shaping unit 42 uses the vehicle model M to calculate, for a time series of arbitrary acceleration command values, a square sum E of vehicle speed deviations and a square sum A2 of time differential values ​​of the acceleration command values.

[0095] The command speed shaping unit 42 determines a parameter λ2 based on the IWR and RMSSE input by the user. Using this parameter λ2, the evaluation function J2 is optimized to find the driving mode that minimizes the evaluation function J2. The command speed shaping unit 42 then uses the actual vehicle speed v(t) during the driving mode that minimizes the evaluation function J2 as the shaped command speed r'(t). The optimization calculation for the evaluation function J2 can be performed using numerical calculation methods such as the least squares method.

[0096] <Plastic Surgery Method 3>

[0097] like Figure 6 As shown in (3), the command vehicle speed shaping unit 42 has a control calculation algorithm C of a two-degree-of-freedom control system shown below.

[0098] The control calculation algorithm C has a feedforward control unit C1, which sets a predetermined look-ahead time T P The acceleration a is obtained by differentiating the command vehicle speed r(t) before shaping. r (t) multiplied by the specified feedforward gain value K FF and a feedback control unit C2, such as a PID controller, that uses the deviation between the command vehicle speed r(t) and the actual vehicle speed v(t). Furthermore, the control calculation algorithm C uses an adder C3 to add the output of the feedforward control unit C1 and the output of the feedback control unit C2. The resulting acceleration command value a(t) is input to the vehicle model M, and the pedal depression amount is determined to calculate the actual vehicle speed v(t).

[0099] The command vehicle speed shaping unit 42 determines the look-ahead time T as a parameter based on the IWR and RMSSE input by the user. P, the actual vehicle speed v(t) is calculated by the above-mentioned control calculation algorithm C. Moreover, the command vehicle speed shaping unit 42 uses the actual vehicle speed v(t) obtained by the control calculation algorithm C as the shaped command vehicle speed r'(t). For example, if the pre-reading time T is extended P , then smooth driving can be reproduced. If the pre-reading time T is shortened P , you can reproduce rough driving.

[0100] <Plastic Surgery Method 4>

[0101] like Figure 6 As shown in (4), the command vehicle speed shaping unit 42 determines the feedforward gain value K as a parameter based on the IWR and RMSSE input by the user. FF The actual vehicle speed v(t) is calculated by the above-mentioned control calculation algorithm C. Then, the command vehicle speed shaping unit 42 uses the actual vehicle speed v(t) obtained by the control calculation algorithm C as the shaped command vehicle speed r'(t).

[0102] <Plastic Surgery Method 5>

[0103] like Figure 7 As shown, the command vehicle speed shaping unit 42 includes a control calculation algorithm C of a two-degree-of-freedom control system shown below.

[0104] The control calculation algorithm C has a feedforward control unit C1, which sets a predetermined look-ahead time T P The acceleration a is obtained by differentiating the command vehicle speed r(t) before shaping. r (t) multiplied by the specified feedforward gain value K FF And the feedback control unit C2, the deviation of the command speed r (t) and the actual speed v (t) multiplied by the predetermined feedback gain value K FB PID control is performed. Furthermore, the control calculation algorithm C uses an adder C3 to add the output of the feedforward control unit C1 and the output of the feedback control unit C2, and inputs the resulting acceleration command value a(t) into the vehicle model M to determine the pedal depression amount, thereby calculating the actual vehicle speed v(t).

[0105] Then, the command vehicle speed shaping unit 42 determines the look-ahead time T as a parameter based on the IWR and RMSSE input by the user. P Or feedforward gain value K FF And the feedback gain value K FB , the actual vehicle speed v(t) is calculated by the above-mentioned control calculation algorithm C. Moreover, the command vehicle speed shaping unit 42 uses the actual vehicle speed v(t) obtained by the control calculation algorithm C as the shaped command vehicle speed r'(t). For example, if the feedback gain value K is increased FB , you can reproduce rough driving.

[0106] The command vehicle speed shaping unit 42 may be configured to generate the shaped command vehicle speed r'(t) by combining at least two of the shaping methods 1 to 5, or may be configured to generate the shaped command vehicle speed r'(t) by using any one of the shaping methods 1 to 5. Furthermore, when shaping method 1 or 2 is combined with shaping method 3, 4, or 5, for example, the shaped command vehicle speed r'(t) obtained by shaping method 1 or 2 may be input into the control calculation algorithm C as the pre-shaping command vehicle speed r(t).

[0107] The following describes a case where shaping methods 3 and 4 are combined.

[0108] In this case, the command vehicle speed generating unit 4 further includes a combination data storage unit 44 that stores the look-ahead time T corresponding to the driving style (each value of IWR and RMSSE). P And the feedforward gain value K FF The combination of the lookup table LT (refer to Figure 8 ) or a prescribed calculation formula (polynomial). The lookup table also includes a parameter (T) that is generated by an appropriate interpolation method such as bilinear interpolation and is based on the vehicle speed shaping parameter (T P and K FF ) The following two functions are used to approximate IWR and RMSSE. For example, a predetermined calculation formula (polynomial) can be generated through simulation or machine learning.

[0109] IWR=f IWR (K FF , T P )

[0110] RMSSE = f RMSSE (K FF , T P )

[0111] The command vehicle speed shaping unit 42 uses the values ​​of IWR and RMSSE received by the receiving unit 41 and the lookup table LT to determine the look-ahead time T P And the feedforward gain value K FF Specifically, the command vehicle speed shaping unit 42 uses two functions included in the lookup table LT to calculate the two-variable equation IWR=f by numerical calculation such as Newton's method. IWR (K FF , T P ), RMSSE Tgt =f RMSSE (K FF , T P ) to solve and determine the pre-reading time T P And the feedforward gain value KFF Then, the command vehicle speed shaping unit 42 uses these look-ahead times T P And the feedforward gain value K FF , the actual vehicle speed v(t) is calculated using the above-mentioned control calculation algorithm C, and the shaped command vehicle speed r'(t) is generated.

[0112] The command speed shaping unit 42 inputs the generated shaped command speed r'(t) to the driving control unit 3. The driving control unit 3 uses the input shaped command speed r'(t) as a target value and controls the actuators of the driving operation unit 2 to make the actual vehicle speed v(t) follow the shaped command speed r'(t).

[0113] <Effects of this embodiment>

[0114] The thus configured automatic driving device 100 of this embodiment can shape the command vehicle speed r(t) according to the driving style (IWR and RMSSE) set or changed by the user, thereby enabling the reproduction of various driving styles. Consequently, it is possible to measure and evaluate variations in vehicle fuel consumption and exhaust gas test results caused by differences in a person's driving style.

[0115] <Other embodiments>

[0116] For example, Figure 9 As shown, the command vehicle speed generating unit 4 may further include a combined data correcting unit 45, which corrects the lookup table LT or the predetermined calculation formula based on the actual driving data of the vehicle V. Figure 10 As shown, the combined data correction unit 45 corrects the sample points of the lookup table LT or the predetermined calculation formula, and corrects the two functions (IWR=f IWR (K FF , T P ),RMSSE=f RMSSE (K FF , T P )).

[0117] Then, the command vehicle speed shaping unit 42 determines the look-ahead time T using the modified lookup table LT or the modified predetermined calculation formula. P And the feedforward gain value K FF , and use these to shape the command vehicle speed r(t).

[0118] By correcting the lookup table LT or the predetermined calculation formula in this manner, it is possible to correct the error factors of the vehicle or the like, thereby reproducing a driving style closer to the driving style set by the user.

[0119] In the setting screen W of the embodiment described above, the user inputs desired values ​​in the IWR input field S1 and the RMSSE input field S2. However, the user may click and select a desired position on the two-dimensional graph G displayed on the setting screen W, thereby automatically inputting values ​​in the IWR input field S1 and the RMSSE input field S2. Figure 11 As shown, sliders B1 and B2 may be provided along the IWR axis and the RMSSE axis of the two-dimensional graph G displayed on the setting screen W, respectively, and the user may slide the sliders B1 and B2 to set the IWR and RMSSE values.

[0120] In the embodiment, the instruction vehicle speed generating unit 4 is incorporated into the structure of the test object automatic driving device 100, but it can also be constructed as an instruction vehicle speed generating device separate from the test object automatic driving device 100 (composed of the driving operation unit 2 and the driving control unit 3).

[0121] In the above embodiment, IWR and RMSSE are used as driving style parameters. However, only IWR or only RMSSE may be used. Furthermore, other driving indices may be used, and any other driving indices described in J2951 may be used if they can change driving style.

[0122] In the above embodiment, a completed vehicle is tested, but for example, an engine dynamometer may be used to test the engine, or a dynamometer may be used to test the powertrain. In addition, the vehicle may be a hybrid vehicle or an electric vehicle.

[0123] Furthermore, various modifications and combinations of the embodiments are possible without departing from the spirit of the present invention.

[0124] Industrial Applicability

[0125] According to the present invention, it is possible to measure and evaluate the deviations in the fuel consumption and exhaust gas test results of a vehicle caused by differences in driving styles.

Claims

1. An automatic driving device for a subject, characterized in that: The automatic driving device for the object to be tested performs automatic driving on the object to be tested, which is a test vehicle or a part thereof, according to the command vehicle speed. The automatic driving device for the subject comprises: a receiving unit for receiving a driving mode set or changed by a user; a command vehicle speed shaping unit that shapes the command vehicle speed according to the driving style received by the receiving unit; and a driving control unit that controls the driving of the subject according to the shaped command vehicle speed obtained by the command vehicle speed shaping unit; The driving style is set using a value related to workload or a value related to vehicle speed tracking as a parameter. The user can arbitrarily set a value related to the workload or a value related to the vehicle speed tracking performance. The command vehicle speed shaping unit shapes the command vehicle speed based on at least one of a value related to the workload and a value related to the vehicle speed followability. The driving control unit is configured to allow a user to arbitrarily change the driving style of the subject based on a value related to the workload or a value related to the vehicle speed followability set by the user.

2. The automatic driving device for the subject according to claim 1, characterized in that: The automatic driving device for the subject further includes a driving operation unit for performing driving operations on the subject. The driving control unit controls the driving operation unit according to the shaped command vehicle speed.

3. The automatic driving device for the subject according to claim 1, wherein: The value associated with the workload is IWR (Inertia Work Rating), ASCR (Absolute Speed ​​Change Rate), ER (Energy Rating), DR (Distance Rating) or EER (Energy Economy Rating), or a value associated therewith, The value associated with the vehicle speed tracking performance is RMSSE (Root Mean Square Speed ​​Error) or a value associated therewith.

4. The automatic driving device for the subject according to claim 1, wherein: The command vehicle speed shaping unit shapes the command vehicle speed based on the driving style received by the receiving unit using a predetermined evaluation function having as parameters an acceleration command value and a deviation between the command vehicle speed and the actual vehicle speed.

5. The automatic driving device for the subject according to claim 4, characterized in that: The predetermined evaluation function is a value obtained by adding a value associated with the acceleration command value weighted by only positive parameters to a value associated with the deviation between the command vehicle speed and the actual vehicle speed. The command vehicle speed shaping unit determines the positive parameter based on the driving style received by the receiving unit, and uses the positive parameter to shape the command vehicle speed.

6. The automatic driving device for the subject according to claim 5, characterized in that: The subject automatic driving device further includes a combination data storage unit, which stores a lookup table or a prescribed calculation formula representing a combination of the positive-valued parameters corresponding to the driving style received by the receiving unit. The command vehicle speed shaping unit determines the positive parameter using the lookup table or a predetermined calculation formula.

7. The automatic driving device for a test subject according to claim 1, wherein: The command vehicle speed shaping unit shapes the command vehicle speed using a predetermined control calculation algorithm. The control calculation algorithm includes a feedforward control unit that differentiates the command vehicle speed before shaping after a predetermined look-ahead time and inputs a value obtained by multiplying the acceleration obtained by the differentiation by a predetermined feedforward gain value into the model of the object to be measured. The command vehicle speed shaping unit determines the look-ahead time and / or the feedforward gain value based on the driving style received by the receiving unit, and shapes the command vehicle speed using the determined time and / or the feedforward gain value.

8. The automatic driving device for the subject according to claim 7, characterized in that: The control calculation algorithm further includes a feedback control unit that multiplies the deviation between the command vehicle speed and the actual vehicle speed by a predetermined feedback gain value. The control calculation algorithm adds the output of the feedforward control unit to the output of the feedback control unit and inputs the resulting value into the model of the object being measured. The command vehicle speed shaping unit determines the look-ahead time and / or the feedforward gain value and the feedback gain value based on the driving style received by the receiving unit, and uses these to shape the command vehicle speed.

9. The automatic driving device for the subject according to claim 7, characterized in that: The subject automatic driving device further includes a combination data storage unit, which stores a lookup table or a predetermined calculation formula representing a combination of the look-ahead time and the feedforward gain value corresponding to the driving mode received by the receiving unit. The command vehicle speed shaping unit determines the look-ahead time and the feedforward gain value using the look-up table or a predetermined calculation formula.

10. The automatic driving device for the subject according to claim 6, characterized in that: The automatic driving device for the subject further comprises a combined data correction unit, which corrects the lookup table or the prescribed calculation formula according to the actual driving data of the subject. The command vehicle speed shaping unit shapes the command vehicle speed using the corrected lookup table or the corrected predetermined calculation formula.

11. A test system for a test object, characterized in that: The test object testing system comprises: Chassis dynamometers for carrying out driving tests on a test vehicle or a part thereof; and The automatic driving device for a test subject according to any one of claims 1 to 10.

12. A method for automatic driving of a subject, characterized in that: The automatic driving method for the object under test performs automatic driving on the object under test as a test vehicle or a part thereof according to the command vehicle speed. In the autonomous driving method for the subject: Receive the driving style set or changed by the user, The command speed is shaped according to the received driving style, controlling the driving of the subject according to the shaped command vehicle speed; The driving style is set using a value related to workload or a value related to vehicle speed tracking as a parameter. The user can arbitrarily set a value related to the workload or a value related to the vehicle speed tracking performance. The command vehicle speed is shaped based on at least one of a value related to the workload and a value related to the vehicle speed followability; The driving style of the measured subject can be arbitrarily changed by the user based on a value related to the workload or a value related to the vehicle speed followability set by the user.

13. A recording medium having recorded thereon a command vehicle speed generating program, characterized in that: The command vehicle speed generating program generates a command vehicle speed for automatically driving a test vehicle or a part thereof. The command vehicle speed generating program enables the computer to function as a receiving unit and a command vehicle speed shaping unit. The receiving unit receives the driving mode set or changed by the user, The command vehicle speed shaping unit shapes the command vehicle speed according to the driving style received by the receiving unit. The driving style is set using a value related to workload or a value related to vehicle speed tracking as a parameter. The user can arbitrarily set a value related to the workload or a value related to the vehicle speed tracking performance. The command vehicle speed shaping unit shapes the command vehicle speed based on at least one of a value related to the workload and a value related to the vehicle speed followability. The driving style of the measured subject can be arbitrarily changed by the user based on a value related to the workload or a value related to the vehicle speed followability set by the user.

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