Vehicle control method and vehicle control device

Abstract

To provide a vehicle control method and a vehicle control device which can appropriately make up for a time that is wasted in an object to be controlled.SOLUTION: A vehicle control device 1, which comprises a first control device 10 that controls a running state of a vehicle by feed-back control and a second control device 20 that controls an actuator 30 of the vehicle on the basis of a first command value outputted from the first control device 10, predicts a state of the actuator 30 from a second command value outputted from the second control device 20 to the actuator 30 and makes up for a wasted time that is required for operating the actuator 30, on the basis of the predicted state.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control method and a vehicle control device. [Background technology]

[0002] When determining the manipulated variable of a controlled object having a dead time through feedback control, a control device is known that generates a feedback loop that calculates a correction amount for the manipulated variable using multiple controllers equipped with a predictive model of the controlled object, obtains the same number of delay elements as the number of controllers from the dead time elements of the predictive model, and assigns each of the multiple controllers to multiple arithmetic units in combination with a delay element so as to calculate the feedback loop through parallel calculation using multiple arithmetic units (Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2014 / 129354 Summary of the Invention [Problem to be solved by the invention]

[0004] When a vehicle's running state is controlled by combining a first control device according to the above-described conventional technology with a second control device that operates based on a command value input from the first control device, if the first control device executes feedback control to match a control amount of a controlled object having a time delay with a target value, the first control device predicts the operation of the controlled object and the second control device using a prediction model and calculates a command value. However, if the second control device sets the control amount of the controlled object using information that is not input to the first control device, the operation of the second control device predicted by the first control device is unlikely to match the actual operation, resulting in a problem that the first control device according to the above-described conventional technology cannot appropriately compensate for the time delay of the controlled object.

[0005] The problem to be solved by the present invention is to provide a vehicle control method and a vehicle control device that can appropriately compensate for dead time of a controlled object. [Means for solving the problem]

[0006] The present invention solves the above problem in a vehicle control device that includes a first control device that controls the vehicle's driving state through feedback control and a second control device that controls the vehicle's actuator based on a first command value output from the first control device, by predicting the state of the actuator from a second command value output from the second control device to the actuator, and compensating for the dead time required for the actuator to operate based on the predicted state. [Effects of the Invention]

[0007] According to the present invention, the dead time of the controlled object can be appropriately compensated for. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a block diagram showing an example of an embodiment of a vehicle control device according to the present invention; [Figure 2] 2 is a block diagram showing an example of feedback control in the vehicle control device of FIG. 1. [Figure 3] 1. FIG. 4 is a block diagram showing another example of feedback control in the vehicle control device of FIG. [Figure 4] 1. FIG. 4 is a block diagram showing still another example of feedback control in the vehicle control device of FIG. [Figure 5] 1. FIG. 4 is a block diagram showing yet another example of feedback control in the vehicle control device of FIG. [Figure 6] 1. FIG. 4 is a block diagram showing yet another example of feedback control in the vehicle control device of FIG. [Figure 7] 2 is a flowchart showing an example of a processing procedure in the vehicle control device of FIG. [Figure 8A] 8 is a flowchart showing an example of a subroutine of step S1 in FIG. 7. [Figure 8B] 8 is a flowchart showing an example of a subroutine of step S2 of FIG. 7. [Figure 9] FIG. 2 is a block diagram showing a comparative example of feedback control in a vehicle control device. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0010] [Vehicle control device configuration] FIG. 1 is a block diagram showing an example of an embodiment of a vehicle control device according to the present invention. The vehicle control device is a group of devices that control the operation of vehicle equipment. The vehicle equipment is not particularly limited as long as it is on-board equipment. Furthermore, the vehicle equipment may include, in addition to on-board equipment, equipment that is communicably connected to the vehicle and is associated with the vehicle. The vehicle is not particularly limited as long as it can be equipped with a vehicle control device.

[0011] A vehicle control device, for example, controls the operation of the vehicle's equipment to autonomously control the vehicle's driving behavior. Vehicle driving behavior that is subject to autonomous control includes all driving behaviors such as acceleration, deceleration, starting, stopping, and steering. The autonomous control of driving behavior is performed by a vehicle control device installed in the vehicle using the vehicle's devices. The vehicle control device controls driving behavior within a predetermined range. Driving behavior that is not controlled by the vehicle control device is manually operated by the driver. When the driver drives the vehicle manually, the vehicle control device does not perform autonomous control of driving behavior, and the vehicle's driving behavior is controlled by the driver's operation.

[0012] 1, the vehicle control device 1 of this embodiment includes a first control device 10, a second control device 20, and an actuator 30. These devices are connected via a CAN (Controller Area Network) or other in-vehicle LAN, and can exchange information with each other. Note that the first control device 10 and the second control device 20 are different (separate) control devices.

[0013] The first control device 10 and the second control device 20 control the devices constituting the vehicle control device 1 to cooperate with each other and perform autonomous control of the vehicle's driving behavior (hereinafter also referred to as autonomous driving control). The first control device 10 and the second control device 20 are, for example, computers, and each includes a CPU (Central Processing Unit) which is a processor, a ROM (Read Only Memory) which stores programs, and a RAM (Random Access Memory) which functions as an accessible storage device. The CPU of each control device is an operating circuit which executes the programs stored in the ROM of each control device and realizes the functions of the first control device 10 and the second control device 20.

[0014] The actuator 30 is a device that converts an electrical control signal input from the second control device 20 into mechanical work, and includes a servo motor, a hydraulic motor, a hydraulic cylinder, etc. The actuator 30 operates the drive device, steering device, etc. of the vehicle based on the second command value output from the second control device 20. The actuator 30 has a required time (dead time) from when the signal of the second command value is input until the actuator 30 actually operates.

[0015] [Functions of the first and second control devices] The first control device 10 controls the running state of the vehicle based on the input target value. The running state of the vehicle refers to, for example, the state of the vehicle's traveling direction and vehicle speed, and includes a state in which the vehicle is traveling straight, a state in which the vehicle is steering to the right or left, a state in which the vehicle is accelerating or decelerating, a state in which the vehicle is running at a constant speed, and the like.

[0016] Specifically, the first control device 10 executes feedback control to make the control amount of a controlled object (e.g., actuator 30) having a dead time match a target value. The target value is input from a higher-level control device (not shown) that determines, for example, the driving scene of the vehicle and sets the driving route (driving trajectory) and traveling direction of the vehicle. On the other hand, the second control device 20 controls the actuator 30 based on a first command value output from the first control device 10 and input to the second control device 20. In other words, the second control device 20 is a lower-level control device of the first control device 10, and the first control device 10 and the second control device 20 have a hierarchical structure.

[0017] For example, when a vehicle is traveling under autonomous driving control, a control device higher than the first control device 10 controls a lane change to a lane on the right side of the vehicle's traveling direction. In this case, the higher control device generates a traveling trajectory for the vehicle to enter the right lane from the current position, calculates a steering angle command value for traveling the vehicle along the generated traveling trajectory, and inputs the steering angle command value to the first control device 10 as a target value.

[0018] When a steering angle command value is input from a higher-level control device, the first control device 10 calculates an axial force command value for the axial force that rotates the steering shaft in response to the input steering angle command value, taking into account the behavior of the vehicle. The calculated axial force command value is output to the second control device 20 as a first command value. The second control device 20 calculates a current command value (and / or a voltage command value) for operating the motor of the steering device in response to the axial force command value set by the first command value, taking into account the operating characteristics of the motor, and outputs this to the motor (actuator 30) as a second command value. The motor operates in accordance with the input current command value, and achieves the target steering angle.

[0019] 2 is a block diagram showing an example of feedback control in the vehicle control device 1 of this embodiment. As shown in FIG. 2, the first control device 10 of this embodiment has a first controller 11, a state prediction model 12, and a dead time prediction model 13, and the second control device 20 of this embodiment has a second controller 21. Furthermore, the actuator 30 has a controlled object (plant) 31 and a first dead time element 32. Furthermore, in the vehicle control device 1 of this embodiment, a fourth dead time element 14 is provided between the first control device 10 and the second control device 20, and a second dead time element 22 is provided between the second control device 20 and the actuator 30.

[0020] The first controller 11 is a controller for tracking control provided in the first control device 10, and causes the state of the actuator 30 (controlled object 31) to match a target value input from a higher-level control device. The first controller 11 detects the state of the actuator 30 with a sensor, calculates the difference from the target value, and outputs a first command value that makes the difference zero. The state of the actuator 30 is, for example, the operating amount or operating state of the actuator 30, and more specifically, examples include the rotation speed of the motor, the rotation amount of the motor, and the movement amount of the hydraulic cylinder.

[0021] 2, the first controller 11 acquires, for example, the actuator output of the actuator 30 from a sensor provided in the actuator 30, calculates the difference between the actuator output and a target value, and outputs a first command value that makes the difference 0. An example of the sensor is a position sensor provided in the motor.

[0022] The state prediction model 12 is a model that predicts the state of the actuator 30 (controlled object 31). The first control device 10 acquires, from the second controller 21, the second command value that is output from the second control device 20 to the actuator 30. When the second command value is input, the state prediction model 12 predicts the state of the actuator 30 corresponding to the second command value and outputs the predicted state to the dead time prediction model 13. The correspondence between the second command value and the state of the actuator 30 is set in advance based on the characteristics of the actuator 30, etc.

[0023] The dead time prediction model 13 is a model that predicts the dead time of the actuator 30. The dead time prediction model 13 calculates the dead time required for the operation of the actuator 30 (hereinafter also referred to as the first dead time) based on the state of the actuator 30 predicted by the state prediction model 12. Then, the first dead time is compensated for in the first controller 11 based on the calculated first dead time. That is, the dead time prediction model 13 multiplies the control signal by a transfer function corresponding to the first dead time and inputs the result to the first controller 11. The state prediction model 12 and the dead time prediction model 13 are collectively referred to as a compensator.

[0024] The fourth time delay element 14 is an element that transmits a time delay (hereinafter also referred to as the fourth time delay) obtained by adding together the calculation delay of the first command value in the first control device 10 (in the first controller 11) and the delay between the first command value being output from the first control device 10 and the first command value being input to the second control device 20. The fourth time delay is calculated based on the processing speed of the first controller 11, the communication speed and communication capacity between the first control device 10 and the second control device 20, etc. The fourth time delay element 14 multiplies the input control signal by a transfer function corresponding to the fourth time delay.

[0025] The second controller 21 is a controller for tracking control provided in the second control device 20, and controls the state of the actuator 30 in consideration of the fourth dead time (so as to compensate for the fourth dead time). The second controller 21 controls the state of the actuator 30 so as to realize the first command value input from the first control device 10.

[0026] The second dead time element 22 is an element that transmits a dead time (hereinafter also referred to as the second dead time) obtained by adding together the calculation delay of the second command value in the second control device 20 (in the second controller 21) and the delay from when the second command value is output from the second control device 20 until when it is input to the actuator 30. The second dead time is calculated based on the processing speed of the second controller 21, the communication speed and communication capacity between the second control device 20 and the actuator 30, etc. The second dead time element 22 multiplies the input control signal by a transfer function corresponding to the second dead time.

[0027] The controlled object (plant) 31 is an object of control of the first control device 10 among the actuators 30, and is a part or all of the actuator 30. The controlled object includes a moving part of the actuator 30, such as a rotor of a motor or a piston of a hydraulic cylinder.

[0028] The first time delay element 32 transmits the time required for operation from when the second command value is input to the actuator 30 until the actuator 30 (controlled object 31) actually operates (hereinafter also referred to as the first time delay). The first time delay is calculated based on the operating characteristics of the actuator 30. The first time delay element 32 multiplies the input control signal by a transfer function corresponding to the first time delay.

[0029] An example of processing in the control system shown in Fig. 2 will be described. As an example, in the feedback control shown in Fig. 2, it is assumed that a steering angle command value, which is a target value, is input to the first control device 10 from a higher-level control device. In this case, the first controller 11 acquires the steering angle command value and also acquires driving state information required for calculating an axial force command value from an on-board sensor (not shown). Furthermore, the state prediction model 12 acquires a current command value output from the second controller 21, inputs the acquired current command value to the state prediction model 12, and predicts the state of the actuator 30. The first dead time is calculated based on the predicted state of the actuator 30.

[0030] The state prediction model 12 multiplies the control signal by a transfer function corresponding to the calculated first dead time and transmits the result to the first controller 11. The first controller 11 calculates a correction amount for making the actual steering angle follow the steering angle command value based on the acquired steering angle command value and vehicle state quantity and the calculated (predicted) first dead time. The first controller 11 corrects the axial force command value based on the calculated correction amount and outputs it to the second control device 20. The output axial force command value is input to the fourth dead time element 14 and transmitted to the second control device 20 with a delay of the fourth dead time.

[0031] When an axial force command value is input to the second control device 20, the second controller 21 acquires the axial force command value calculated by the first controller 11 and also acquires driving state information from an on-board sensor, which is necessary for calculating a current command value to the motor (actuator 30) of the steering device. Examples of the driving state information include driving speed information, steering angle information, acceleration information, and yaw rate information. Based on the acquired axial force command value and driving state information, the second controller 21 calculates a current command value for operating the motor and outputs it to the motor.

[0032] The output current command value is input to the second dead time element 22 and transmitted to the motor (actuator 30) with a delay of the second dead time. When the current command value is input to the motor, the controlled object 31 acquires the current command value calculated by the second controller 21 and operates according to the input current command value. The output of the controlled object 31 is input to the first dead time element 32 and is output from the motor with a delay of the first dead time. In addition, the output of the motor is input to the first controller 11 as the actuator output and is used for the feedback control of the first controller 11.

[0033] 2, the state of the actuator 30 is predicted using the second command value in the state prediction model 12 and the dead time prediction model 13. In other words, in the feedback control system shown in Fig. 2, when predicting the state of the actuator 30, it is not necessary to predict the state of the second control device 20, and the state of the actuator 30 (e.g., the first dead time) can be predicted with relatively high accuracy.

[0034] 9 is a block diagram showing a comparative example of feedback control in the vehicle control device 1. The feedback control system shown in FIG. 9 predicts the state of the actuator 30 using the first command value, unlike the feedback control system of the present embodiment shown in FIG. 2. In this case, when predicting the state of the actuator 30 in the state prediction model 12 and the dead time prediction model 13, it is necessary to predict the state of the second control device 20, which increases the number of elements to be predicted by one, resulting in lower prediction accuracy of the state of the actuator 30 than the feedback control system shown in FIG. 2.

[0035] The first control device 10 may predict a second dead time which is the sum of a calculation delay of the second command value in the second control device 20 and a delay between when the second command value is output from the second control device 20 and when it is input to the actuator 30. For example, the dead time prediction model 13 shown in FIG. 2 predicts the second dead time in addition to the first dead time and inputs (feeds back) it to the first controller 11. The second dead time is predicted based on the processing speed of the second controller 21, the communication speed and communication capacity between the second control device 20 and the actuator 30, etc. In this case, the first controller 11 compensates for the first dead time and the predicted second dead time. That is, the first controller 11 calculates and outputs a first command value which reduces an overshoot from a target value (or a difference between a target value and an actual actuator output).

[0036] Alternatively, the first control device 10 may acquire a delay time compensation feedback signal (hereinafter also referred to as a feedback signal) for the second command value, which includes a second delay time obtained by adding together a calculation delay of the second command value in the second control device 20 and a delay from when the second command value is output from the second control device 20 until when it is input to the actuator 30. Fig. 3 is a block diagram showing another example of feedback control in the vehicle control device 1 of Fig. 1. The block diagram shown in Fig. 3 is similar to the block diagram shown in Fig. 2, except that the state prediction model 12 acquires a feedback signal output from the second delay time element 22 and the second delay time is not predicted in the delay time prediction model 13a.

[0037] 3, for example, the second controller 21 is caused to output a second command value together with the time at which the second command value is output as a feedback signal, the feedback signal is acquired near the actuator 30, and the second time delay is obtained from the difference between the time at which the feedback signal is output and the time at which the feedback signal is acquired. The position at which the second command value is acquired can be set appropriately within a range in which the second time delay can be accurately obtained. In this case, the first controller 11 compensates for the first time delay.

[0038] The second control device 20 may acquire information on the vehicle's running state in addition to the first command value, and calculate the second command value based on the first command value and the acquired information. For example, the second controller 21 shown in Fig. 2 calculates a current command value based on the axial force command value output from the first controller 11 and the yaw rate value acquired by a yaw rate sensor of the vehicle.

[0039] The second control device 20 may include a plurality of controllers corresponding to the traffic conditions of the road on which the vehicle is traveling. Figure 4 is a block diagram showing another example of feedback control in the vehicle control device 1 of Figure 1. The block diagram shown in Figure 4 is similar to the block diagram shown in Figure 2 except that the second controller 21a includes a plurality of controllers.

[0040] The second controller 21a shown in Fig. 4 acquires information about the driving environment around the vehicle from an imaging device and a ranging device (not shown) of the vehicle, and recognizes the traffic conditions of the road on which the vehicle is traveling. The traffic conditions are road conditions including the positions of objects, the positional relationships between objects, the status of traffic lights, etc., and are the driving scene of the vehicle. The imaging device is a camera equipped with an imaging element such as a CCD, and may be an infrared camera, a stereo camera, etc. The ranging device includes a laser radar, a millimeter-wave radar, a LiDAR (light detection and ranging) unit, etc.

[0041] Objects are objects that exist on and around the road, including lane boundaries, center lines, road markings, medians, guardrails, curbs, road signs, traffic lights, crosswalks, etc. Objects also include obstacles that may affect the movement of vehicles, such as other automobiles (other vehicles), motorcycles, bicycles, and pedestrians.

[0042] The multiple controllers corresponding to the traffic conditions of the road on which the vehicle travels are controllers for executing autonomous driving control in a specific traffic condition, and are subordinate controllers to the second controller 21a. For example, they may include a controller corresponding to a driving scene in which the vehicle overtakes another vehicle, a controller corresponding to a lane change to an adjacent lane, a controller corresponding to constant speed driving, etc. The second controller 21a may switch the controller used for calculation depending on the recognized traffic condition.

[0043] Furthermore, when calculating the second command value, the second controller 21a acquires information related to the vehicle's running state in addition to the first command value. For example, as in the second controller 21 shown in FIG. 2, the second controller 21a acquires an axial force command value output from the first controller 11 and a yaw rate value acquired by a yaw rate sensor of the vehicle. Then, the second controller 21a may switch the signal output from the controller of the second control device 20 based on the acquired running state information. For example, the second controller 21a switches the output signal from a step signal to a ramp signal.

[0044] Alternatively or additionally, the second controller 21a may set a gain in the feedback control based on the acquired driving state information. For example, the second controller 21a sets a gain in the PID control based on the acquired yaw rate. Alternatively or additionally, the second controller 21a may switch the controller of the second control device 20 based on the acquired driving state information. For example, when the driving situation of the vehicle changes from constant speed driving to overtaking, the second controller 21a switches the controller to be used from the controller corresponding to constant speed driving to the controller corresponding to the driving situation of overtaking another vehicle.

[0045] When acquiring the feedback signal, the first control device 10 may acquire a dead time (hereinafter also referred to as a third dead time) from when the second command value is output from the second control device 20 until when the second command value is input to the first control device 10. Fig. 5 is a block diagram showing yet another example of feedback control in the vehicle control device 1 of Fig. 1. The block diagram shown in Fig. 5 is similar to the block diagram shown in Fig. 2 except that a third dead time element 23 is provided between the second controller 21 and the state prediction model 12.

[0046] 5 acquires a feedback signal, the feedback signal output from the second controller 21 is input to the third dead time element 23. Then, the feedback signal is transmitted to the state prediction model 12 (first control device 10) with a delay of the third dead time. In this case, the state prediction model 12 and the dead time prediction model 13 predict the state of the actuator 30 from the second dead time and the third dead time.

[0047] The first control device 10 may have multiple controllers. Figure 6 is a block diagram showing yet another example of feedback control in the vehicle control device 1 of Figure 1. The block diagram shown in Figure 6 is similar to the block diagram shown in Figure 2 except that the first control device 10 has multiple first controllers 11.

[0048] Each of the multiple first controllers 11 of the first control device 10 calculates a first command value. The second control device 20 calculates a second command value based on the first command values ​​calculated by the multiple first controllers 11 of the first control device 10. The multiple first controllers 11 shown in FIG. 6 correspond to the traffic conditions of the road on which the vehicle travels, for example, like the second controller 21a shown in FIG. 4. The first control device 10 switches the first command values ​​calculated by the multiple first controllers 11 to be output to the second control device 20 depending on the traffic conditions of the vehicle, etc.

[0049] [Processing in vehicle control device] 7 and 8A to 8B, the procedure for processing information by the vehicle control device 1 will be described. The processing described below is executed at predetermined time intervals (for example, every 0.1 to 1 millisecond) by the processors (CPUs) provided in the first control device 10 and the second control device 20.

[0050] 7 is a flowchart showing an example of a processing procedure executed in the vehicle control device 1. First, in step S1, a first command value is output from the first control device 10, and then in step S2, a second command value is output from the second control device 20. Then, in step S3, the actuator 30 is operated based on the second command value.

[0051] 8A is a flowchart showing an example of a subroutine of step S1 in FIG. 7. First, in step S11, the first controller 11 acquires a steering angle command value, and then in step S12, acquires a vehicle state quantity from an on-board sensor. In step S13, the state prediction model 12 acquires a second command value output from the second controller 21, and then in step S14, calculates a dead time using the dead time prediction model 13. In step S15, the first controller 11 calculates a correction amount based on the second command value and the dead time to make the actual output value follow the target value, and then in step S16, calculates a first command value based on the correction amount. The calculated first command value is output to the second control device 20.

[0052] Next, Fig. 8B is a flowchart showing an example of a subroutine of step S2 in Fig. 7. First, in step S21, second controller 21 acquires the first command value calculated by first controller 11, and then in step S22, acquires a state quantity of the vehicle from an on-board sensor. In step S23, second controller 21 calculates a correction amount for causing the output of actuator 30 to follow the second command value, taking into account the movement of actuator 30, and then in step S24, calculates the second command value.

[0053] [Embodiments of the present invention] According to the present embodiment, a vehicle control method is provided which is executed by a vehicle control device 1 including a first control device 10 which controls the running state of a vehicle by feedback control, and a second control device 20 which is different from the first control device 10 and controls an actuator 30 of the vehicle based on a first command value output from the first control device 10. The first control device 10 predicts the state of the actuator 30 from a second command value output from the second control device 20 to the actuator 30, and compensates for a first dead time required for the operation of the actuator 30 based on the predicted state. This makes it possible to appropriately compensate for the dead time of the controlled object 31. Furthermore, it is possible to suppress the occurrence of overshoot in the feedback control, and also to suppress the amount of overshoot.

[0054] In the vehicle control method of this embodiment, the first control device 10 predicts a second dead time which is the sum of a calculation delay of the second command value in the second control device 20 and a delay between when the second command value is output from the second control device 20 and when it is input to the actuator 30, and compensates for the first dead time and the predicted second dead time. This makes it possible to more appropriately compensate for the dead time of the controlled object 31.

[0055] In the vehicle control method of this embodiment, the first control device 10 acquires a delay time compensation feedback signal for the second command value, which includes a second delay obtained by adding together a calculation delay of the second command value in the second control device 20 and a delay from when the second command value is output from the second control device 20 until when it is input to the actuator 30, and compensates for the first delay. This makes it possible to more appropriately compensate for the delay time of the controlled object 31.

[0056] In the vehicle control method of this embodiment, the second control device 20 acquires information on the running state of the vehicle in addition to the first command value, and calculates the second command value based on the first command value and the information. As a result, when the first control device 10 generates the first command value, it is possible to more appropriately compensate for the dead time of the controlled object 31 without acquiring vehicle parameters required for the second command value.

[0057] In the vehicle control method of this embodiment, the second control device 20 includes a plurality of controllers corresponding to traffic conditions of the road on which the vehicle travels, and when calculating the second command value, acquires information about the traveling state of the vehicle in addition to the first command value, and performs at least one of switching a signal output from a controller of the second control device 20 based on the information, setting a gain in the feedback control based on the information, and switching a controller of the second control device 20 based on the information. As a result, when the controller of the second control device 20 is switched, the dead time of the controlled object 31 can be more appropriately compensated for without changing the calculation method of the first command value in the first control device 10.

[0058] In the vehicle control method of the present embodiment, when the first control device 10 acquires the second command value, the first control device 10 acquires a third dead time from when the second command value is output from the second control device 20 to when the second command value is input to the first control device 10, and predicts the state from the second command value and the third dead time. This makes it possible to compensate for the delay time between the first control device 10 and the second control device 20.

[0059] In the vehicle control method of the present embodiment, the first control device 10 has a plurality of controllers, the plurality of controllers of the first control device 10 calculate the first command value, and the second control device 20 calculates the second command value based on the first command values ​​calculated by the plurality of controllers of the first control device 10. This makes it possible to more appropriately compensate for the dead time of the controlled object 31 even when a plurality of first controllers 11 exist.

[0060] Furthermore, according to this embodiment, a vehicle control device 1 is provided, which includes a first control device 10 that controls the running state of a vehicle by feedback control, and a second control device 20 that is different from the first control device 10 and controls an actuator 30 of the vehicle based on a first command value output from the first control device 10, and the first control device 10 predicts the state of the actuator 30 from a second command value output from the second control device 20 to the actuator 30, and compensates for a first dead time required for the operation of the actuator 30 based on the predicted state. This makes it possible to appropriately compensate for the dead time of the controlled object 31. Furthermore, it is possible to suppress the occurrence of overshoot in feedback control, and also to suppress the amount of overshoot. [Explanation of symbols]

[0061] 1...vehicle control device, 10...first control device, 11...first controller, 12...state prediction model, 13, 13a...dead time prediction model, 14...fourth dead time element, 20...second control device, 21, 21a...second controller, 22...second dead time element, 23...third dead time element, 30...actuator, 31...controlled object (plant), 32...first dead time element

Claims

1. A vehicle control method executed by a vehicle control device including a first control device that controls a running state of a vehicle by feedback control, and a second control device that is different from the first control device and controls an actuator of the vehicle based on a first command value output from the first control device, The first control device predicting a state of the actuator from a second command value output from the second control device to the actuator; a first dead time required for operating the actuator is compensated for based on the predicted state;

2. The first control device predicting a second dead time obtained by adding together a calculation delay of the second command value in the second control device and a delay from when the second command value is output from the second control device until when the second command value is input to the actuator; The vehicle control method according to claim 1 , further comprising the step of compensating for the first dead time and the predicted second dead time.

3. The first control device acquiring a delay-compensating feedback signal for the second command value, the delay-compensating feedback signal including a second delay obtained by adding together a calculation delay of the second command value in the second control device and a delay from when the second command value is output from the second control device until when the second command value is input to the actuator; The vehicle control method according to claim 1 , further comprising compensating for the first dead time.

4. The second control device is acquiring information on a running state of the vehicle in addition to the first command value; 4. The vehicle control method according to claim 1, further comprising calculating the second command value based on the first command value and the information.

5. The second control device is a plurality of controllers corresponding to traffic conditions of a road on which the vehicle travels; When calculating the second command value, information on a running state of the vehicle is acquired in addition to the first command value, and The vehicle control method according to any one of claims 1 to 3, further comprising: performing at least one of switching a signal output from a controller of the second control device based on the information; setting a gain in the feedback control based on the information; and switching a controller of the second control device based on the information.

6. The first control device When the first control device acquires the second command value, a third dead time is acquired from when the second command value is output from the second control device to when the second command value is input to the first control device; The vehicle control method according to any one of claims 1 to 3, wherein the state is predicted from the second command value and the third dead time.

7. the first control device has a plurality of controllers; the plurality of controllers of the first control device calculate the first command value; 4. The vehicle control method according to claim 1, wherein the second control device calculates the second command value based on the first command values ​​calculated by a plurality of controllers of the first control device.

8. a first control device that controls a running state of the vehicle by feedback control; a second control device different from the first control device that controls an actuator of the vehicle based on a first command value output from the first control device; The first control device predicting a state of the actuator from a second command value output from the second control device to the actuator; The vehicle control device compensates for a first dead time required for the actuator to operate based on the predicted state.

Images