Test specimen automatic driving device, test specimen automatic driving method, and test specimen testing system

Abstract

This invention makes it possible to automatically drive a test subject without learning travel performance maps for each vehicle in advance. The invention is an automatic test subject driving device 100 that automatically drives a test vehicle V on the basis of a required vehicle speed, the automatic test subject driving device 100 comprising a driving actuator for driving operation of the test vehicle V and a driving control unit 3 for controlling the driving actuator, wherein the driving control unit 3 has a first accelerator map 10A and a second accelerator map 10B that indicate the relationship between vehicle-speed-related values, acceleration-related values, and accelerator-pressing-amount-related values, uses the first accelerator map 10A to determine an accelerator pressing amount corresponding to the required vehicle speed, and uses the second accelerator map 10B to correct the accelerator pressing amount by feeding back the vehicle speed and acceleration of the test vehicle V.

Description

[Technical field]

[0001] The present invention relates to a specimen automatic driving device and a specimen automatic driving method for automatically driving a test vehicle or a specimen that is a part of a test vehicle based on a commanded vehicle speed, and to a specimen testing system using the specimen automatic driving device. [Background technology]

[0002] Conventionally, when a vehicle is automatically driven on a chassis dynamometer, for example, an automatic driving robot is used to operate the accelerator, brake, etc. of the vehicle, and the vehicle is driven in a predetermined driving pattern to test the vehicle.

[0003] This autonomous driving robot receives a command vehicle speed based on legal regulations and driving patterns determined by the user. Examples of legal regulations in each country include JC08 (Japan), NEDC (Europe), WLTP (mainly Japan, Europe, etc.), FTP75 (US), US06 (US), HWFET (US), SC03 (US), etc.

[0004] Since an autonomous driving robot needs to drive various vehicles according to predetermined driving patterns, it calculates a throttle opening command value using a driving performance map that shows the relationship between vehicle speed, acceleration, and throttle opening obtained for each test vehicle, and operates the accelerator and brake based on this command value to make the vehicle's actual speed follow the commanded vehicle speed.

[0005] However, the above-mentioned driving performance map needs to be calculated for each test vehicle, and advance learning is performed to calculate the driving performance map before the driving test. This advance learning takes about 20 to 40 minutes per time, which hinders the improvement of test efficiency. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Publication No. 8-35913 Summary of the Invention [Problem to be solved by the invention]

[0007] The present invention has been made in consideration of the above-mentioned problems, and its main objective is to enable a test vehicle to be driven autonomously without having to pre-learn a driving performance map for each vehicle. [Means for solving the problem]

[0008] In other words, the specimen autonomous driving device of the present invention is a specimen autonomous driving device that automatically drives a test vehicle or a specimen which is a part thereof based on a commanded vehicle speed, and is equipped with a driving control unit that controls the specimen based on the commanded vehicle speed, and the driving control unit has a first accelerator map and a second accelerator map that indicate the relationship between a vehicle speed-related value, an acceleration-related value, and an accelerator depression amount-related value, and is characterized in that the driving control unit determines an accelerator depression amount-related value corresponding to the commanded vehicle speed using the first accelerator map, and feeds back the vehicle speed-related value or the acceleration-related value of the specimen to correct the accelerator depression amount-related value using the second accelerator map.

[0009] With this configuration, in the first accelerator map and the second accelerator map showing the relationship between the vehicle speed related value, the acceleration related value, and the accelerator depression amount related value, the first accelerator map is used to determine the accelerator depression amount related value according to the command vehicle speed, and the vehicle speed related value or the acceleration related value of the test specimen is fed back and the accelerator depression amount is corrected using the second accelerator map, so that the test specimen can be automatically driven without having to learn a driving performance map for each vehicle in advance. As a result, the test specimen can be efficiently driven. Here, the vehicle speed-related value may be a value indicating the vehicle speed in addition to the vehicle speed itself, the acceleration-related value may be a value indicating the acceleration in addition to the acceleration itself, and the accelerator depression amount-related value may be a value indicating the accelerator depression amount in addition to the accelerator depression amount itself.

[0010] Specifically, it is desirable that the driving control unit determines an accelerator depression amount related value corresponding to the commanded vehicle speed by feedforward control using the first accelerator map, and corrects the accelerator depression amount related value corresponding to the commanded vehicle speed by feedback control using the second accelerator map.

[0011] Here, it is preferable that the first accelerator map is a standard map common to all vehicle types, and the second accelerator map is a standard map common to all vehicle types in an initial state. The standard map may be one obtained by averaging existing accelerator map data of a plurality of vehicle types, or one obtained by restoring existing accelerator map data of a plurality of vehicle types by principal component analysis, etc.

[0012] In order to correct the response characteristics of the test specimen and improve its ability to follow the commanded vehicle speed, it is desirable for the driving control unit to have a map update unit that updates the second accelerator map based on the commanded vehicle speed, the corrected accelerator depression amount related value, and the vehicle speed related value or acceleration related value of the test specimen.

[0013] In order to be able to adjust the driving behavior (roughness or smoothness of driving) of the test specimen, it is desirable that the driving control unit has a feedforward control unit that differentiates the commanded vehicle speed after a predetermined look-ahead time and inputs the acceleration-related value obtained by the differentiation into the first accelerator map.

[0014] In order to correct the response characteristics of the test specimen and perform a driving test with high accuracy, it is desirable for the feedforward control unit to change the look-ahead time based on the command vehicle speed, the corrected accelerator depression amount related value, and the vehicle speed related value or acceleration related value of the test specimen.

[0015] Furthermore, it is preferable that the driving control unit has a first brake map and a second brake map indicating a relationship between a deceleration-related value and a brake depression amount-related value, determines a brake depression amount-related value corresponding to the command vehicle speed using the first brake map, and corrects the brake depression amount-related value using the second brake map by feeding back the vehicle speed-related value or the acceleration-related value of the test specimen. Note that here, the deceleration-related value may be a value indicating the deceleration other than the deceleration itself, and the brake depression amount-related value may be a value indicating the brake depression amount other than the brake depression amount itself.

[0016] In addition, it is desirable that the specimen testing system according to the present invention further includes an operating actuator for operating the specimen, and that the operation control unit controls the specimen by controlling the operating actuator.

[0017] Furthermore, a specimen testing system according to the present invention is characterized in that it comprises a chassis dynamometer for running tests of a test vehicle or a specimen which is a part thereof, and the above-mentioned specimen automatic driving device.

[0018] Furthermore, the method for automatically driving a test specimen according to the present invention is a method for automatically driving a test specimen, which is a test vehicle or a part thereof, based on a commanded vehicle speed, and uses a first accelerator map and a second accelerator map which indicate the relationship between a vehicle speed-related value, an acceleration-related value, and an accelerator depression-related value, and is characterized in that the first accelerator map is used to determine an accelerator depression amount-related value corresponding to the commanded vehicle speed, the vehicle speed-related value and acceleration-related value of the test specimen are fed back to correct the accelerator depression amount-related value using the second accelerator map, and a driving actuator for driving and operating the test specimen is controlled based on the corrected accelerator depression amount-related value. Effect of the Invention

[0019] According to the present invention described above, it becomes possible to automatically drive a test specimen without having to learn a driving performance map for each vehicle in advance. [Brief description of the drawings]

[0020] [Figure 1] 1 is an overall schematic diagram of a test specimen automatic driving device according to one embodiment of the present invention. [Diagram 2] FIG. 2 is a functional block diagram of an operation control unit of the embodiment. [Diagram 3] FIG. 4 is a schematic diagram showing a method for creating a standard map in an accelerator map. [Figure 4] FIG. 4 is a schematic diagram showing a method for creating a standard map in a brake map. [Diagram 5] FIG. 11 is a schematic diagram showing a method of correcting a standard map in an accelerator map. [Figure 6] FIG. 11 is a schematic diagram showing a method of updating a standard map in an accelerator map. [Figure 7] FIG. 11 is a functional block diagram of an operation control unit according to a modified embodiment. [Figure 8] FIG. 11 is a functional block diagram of an operation control unit according to a modified embodiment. [Explanation of symbols]

[0021] 100 Automatic driving device 200···Chassis dynamometer V: Test vehicle (test specimen) 2. Operation section 21 Driving actuator 10A···First map 10B... 2nd Map 3. Operation control unit 31 Feedforward control section 32 Feedback control section 33 Adder 34 Map Update Section DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] Hereinafter, an automatic driving device for a test specimen according to one embodiment of the present invention will be described with reference to the drawings.

[0023] 1, the automatic driving device 100 for a specimen of this embodiment includes a driving operation unit 2 for automatically driving a test vehicle V, which is a specimen placed on a rotating roller 201 of a chassis dynamometer 200, and a driving control unit 3 for controlling the driving operation unit 2. The automatic driving device 100 for a specimen of this embodiment, together with the chassis dynamometer 200, constitutes a specimen testing system.

[0024] The driving operation unit 2 is placed on the seat surface of the driver's seat V1 of the test vehicle V, and is equipped with a driving actuator 21 that operates the accelerator pedal, brake pedal, shift lever, ignition switch, etc. of the test vehicle V.

[0025] Specifically, the driving operation unit 2 has, as the driving actuator 21, an accelerator actuator for depressing an accelerator pedal, a brake actuator for depressing a brake pedal, a shift lever actuator for operating a shift lever, a switch actuator for operating an ignition switch, etc. In addition, the driving operation unit 2 may have, as necessary, a clutch actuator for depressing a clutch pedal, etc.

[0026] The driving control unit 3 controls each actuator 21 of the driving operation unit 2 with the input command vehicle speed as a target value, thereby making the actual vehicle speed of the test vehicle V follow the command vehicle speed. Note that the command vehicle speed r(t) is a vehicle speed determined by a driving pattern defined in legal regulations such as JC08 (Japan), NEDC (Europe), WLTP (mainly Japan, Europe, etc.), FTP75 (USA), US06 (USA), HWFET (USA), or SC03 (USA), or a vehicle speed determined by a driving pattern defined by a user.

[0027] Specifically, the driving control unit 3 controls each actuator 21 (particularly the accelerator actuator and the brake actuator) of the driving operation unit 2 using two driving performance maps 10A and 10B as shown in Fig. 2. The driving control unit 3 is a computer having a CPU, an internal memory, an input / output interface, an AD converter, etc., and controls each actuator 21 based on a driving control program stored in the internal memory.

[0028] The above two driving performance maps 10A and 10B include accelerator maps 10A-1 and 10B-1 and brake maps 10A-2 and 10B-2, respectively. The accelerator maps 10A-1 and 10B-1 are three-dimensional standard maps common to all vehicle types, as shown in Fig. 3, and are data that allows the accelerator depression amount to be obtained from the speed and acceleration. The brake maps 10A-2 and 10B-2 are two-dimensional standard maps common to all vehicle types, as shown in Fig. 4, and are data that allows the brake depression amount to be obtained from the deceleration. In the following description, when the two driving performance maps 10A and 10B are to be distinguished from each other, one of them will be referred to as a "first map 10A" and the other as a "second map 10B". The two driving performance maps 10A and 10B are stored in a map storage unit 30 provided in the driving control unit 3.

[0029] The driving performance maps 10A, 10B may be, as shown in Figures 3 and 4, an average of existing driving performance maps of a plurality of vehicle types, or a map restored by performing principal component analysis on existing driving performance maps of a plurality of vehicle types. When creating the maps by performing principal component analysis and restoring the maps, the existing map data of a plurality of vehicle types is subjected to principal component analysis, and then the scores up to the seventh principal component are averaged to restore the maps. If necessary, as shown in Figure 5, the fully closed deceleration data of the test vehicle V may be acquired, and the standard map may be corrected by the fully closed deceleration data, and the corrected standard map may be used.

[0030] Here, the existing driving performance map is, for example, one that was created in the past. The past accelerator map is created by the following steps (1) to (3): (1) A learning drive is performed on the test vehicle to obtain the speed and acceleration at various different accelerator depression amounts. (2) Then, data correlating the accelerator depression amount, speed, and acceleration is obtained. (3) After that, the data correlating the accelerator depression amount, speed, and acceleration is used to develop data (accelerator map) that allows the accelerator depression amount to be obtained from the speed and acceleration. The past brake map is created by the following steps (1) to (3): (1) A learning drive is performed on the test vehicle to obtain deceleration at various different brake depression amounts. (2) Then, data correlating the brake depression amount and deceleration is obtained. (3) After that, the data correlating the brake depression amount and deceleration is developed into data (brake map) that allows the brake depression amount to be obtained from the deceleration based on the data.

[0031] The driving control unit 3 controls the driving actuators 21, such as an accelerator actuator or a brake actuator, of the driving operation unit 2 using a control algorithm of a two-degree-of-freedom control system. Here, the accelerator control / brake control by the driving control unit 3 is switched so that the accelerator control is turned OFF and the brake control is turned ON when the value of the corrected accelerator map (standard map) becomes zero.

[0032] Specifically, the driving control unit 3 uses the first map 10A to calculate the accelerator depression amount Acc according to the command vehicle speed r(t). FF (t) or brake depression amount Brk FF (t), and a feedforward control unit 31 that determines the accelerator depression amount Acc by feeding back the actual vehicle speed and actual acceleration of the test vehicle V and using the second map 10B. FF (t) or brake depression amount Brk FF and a feedback control section 32 for modifying (t).

[0033] The feedforward control unit 31 differentiates the command vehicle speed r(t) for a certain time (predetermined look-ahead time) from the current time, inputs the differential value (acceleration) obtained by the differentiation to the first map 10A, and calculates the accelerator depression amount Acc of the feedforward control system. FF (t) or brake depression amount Brk FF Find (t).

[0034] In addition, the feedback control unit 32 inputs the deviation between the command vehicle speed r(t) at the current time and the actual vehicle speed v(t) to a controller (e.g., PID control), inputs the output value of the controller to the second map 10B, and calculates the accelerator depression amount Acc of the feedback control system. FB (t) or brake depression amount Brk FB Find (t).

[0035] Furthermore, the driving control unit 3 controls the accelerator depression amount Acc of the feedforward control system. FF (t) and the accelerator depression amount Acc of the feedback control system FB (t) is added by an adder 33 to obtain the accelerator depression amount Acc of the feedforward control system. FF (t) is the accelerator depression amount Acc of the feedback control system FB Then, the driving control unit 3 corrects (complements) the corrected accelerator depression amount (Acc(t)=Acc FB (t)+Acc FB The accelerator actuator is controlled based on the accelerator depression amount command value indicating the brake depression amount Brk (t) of the feedforward control system. FF (t) and the brake depression amount Brk of the feedback control system FB (t) is added by an adder 33 to obtain the brake depression amount Brk of the feedforward control system. FF (t) is the brake depression amount Brk of the feedback control system FB Then, the driving control unit 3 corrects (complements) the corrected brake depression amount (Brk(t)=Brk FB (t)+Brk FBThe brake actuator is controlled based on the brake depression amount command value indicating the brake depression amount (t).

[0036] Here, the driving control unit 3 has a map update unit 34 that updates the second accelerator map 10B-1 of the second map 10B based on the commanded vehicle speed r(t), the corrected accelerator depression amount Acc(t), and the actual vehicle speed v(t) and actual acceleration a(t) of the test vehicle V. The map update unit 34 updates the second accelerator map 10B-1 of the second map 10B using a predetermined MAP update rule. The second brake map 10B-2 of the second map 10B is also updated by the map update unit 34 in the same manner.

[0037] A specific example of map update is shown in FIG. 6. In the current second map 10B, if there is a gap between the actual acceleration (here, 1.8 [km / h / s]) of the test vehicle V at the throttle depression amount (here, 0.08) and the command acceleration (here, 1.4 [km / h / s]) on the second map 10B, a map correction point is calculated first. For example, a point between the actual acceleration and the command acceleration (here, 1 / 4 point (1.5 [km / h / s])) is set as the map correction point. Then, based on this map correction point, the second accelerator map 10B-1 of the second map 10B is updated using an approximation method such as the least squares method.

[0038] Furthermore, the feedforward control unit 31 changes the look-ahead time based on the command vehicle speed r(t), the corrected accelerator depression amount Acc(t), and the actual vehicle speed v(t) and actual acceleration a(t) of the test vehicle V. Specifically, the feedforward control unit 31 changes the look-ahead time depending on the type of transmission of the test vehicle V. Furthermore, if the length of the response time of the test vehicle V can be estimated during the test, the look-ahead time is changed as necessary.

[0039] <Effects of this embodiment> According to the thus configured test subject automatic driving device 100 of this embodiment, in the first map 10A (first accelerator map 10A-1) and the second map 10B (second accelerator map 10B-1) showing the relationship between the vehicle speed, acceleration, and accelerator depression amount, the first accelerator map 10A-1 is used to determine the accelerator depression amount according to the commanded vehicle speed, and the vehicle speed and acceleration of the test vehicle V are fed back and the accelerator depression amount is corrected using the second accelerator map 10B-1, so that the test vehicle V can be automatically driven without having to learn a driving performance map in advance for each test vehicle V. As a result, the running test of the test vehicle V on the chassis dynamometer 200 can be efficiently performed.

[0040] <Other embodiments> For example, in the above embodiment, the feedforward control unit 31 changes the look-ahead time based on the command vehicle speed r(t), the corrected accelerator depression amount Acc(t), and the actual vehicle speed v(t) and actual acceleration a(t) of the test vehicle V. However, as shown in FIG. 7, the feedforward control unit 31 may not change the look-ahead time.

[0041] In addition, in the above embodiment, the map update unit 34 updates the second map 10B, but the first map 10A may be updated based on the commanded vehicle speed r(t), the corrected accelerator depression amount Acc(t), and the actual vehicle speed v(t) and actual acceleration a(t) of the test vehicle V.

[0042] Furthermore, in the above embodiment, the configuration includes the map update unit 34. However, as shown in FIG. 8, the configuration may be such that the map update unit 34 is not included, that is, the first map 10A and the second map 10B are not updated.

[0043] Furthermore, the first map 10A and the second map 10B in the above embodiment are the same before updating (initial state), but the first map 10A and the second map 10B may be different from each other before updating.

[0044] In addition, in the above embodiment, both the accelerator map and the brake map are provided as the driving performance map, but it may be provided with only one of them (for example, only the accelerator map or only the brake map).

[0045] In addition, the feedforward control unit 31 may differentiate the future command vehicle speed r(t) a certain time (a predetermined look-ahead time) from the current time, and input the value obtained by multiplying the differential value (acceleration) obtained by the differentiation by a predetermined gain value to the first map 10A.

[0046] In the above embodiment, a completed vehicle is tested, but an engine may be tested using an engine dynamometer, or a power train may be tested using a dynamometer. The vehicle may be a hybrid vehicle, an electric vehicle, or a fuel cell vehicle.

[0047] Although the driving control unit in the above embodiment controls the driving actuator, it may control the test specimen by inputting a control signal to the test specimen without controlling the driving actuator. In this case, the driving control unit does not input, for example, a command value of the accelerator depression amount itself to the test specimen, but inputs an accelerator depression amount related value related to the accelerator depression amount.

[0048] In addition, various modifications and combinations of the embodiments may be made as long as they do not go against the spirit of the present invention. [Industrial Applicability]

[0049] According to the present invention, it becomes possible to automatically drive a test subject without having to learn a driving performance map for each vehicle in advance.

Claims

1. A test subject automatic driving device that automatically drives a test vehicle or a test subject that is a part thereof based on a command vehicle speed, A driving control unit that controls the test specimen based on the command vehicle speed, the driving control unit has a first accelerator map and a second accelerator map indicating a relationship between a vehicle speed related value, an acceleration related value, and an accelerator depression amount related value, and determines an accelerator depression amount related value corresponding to the command vehicle speed using the first accelerator map, and corrects the accelerator depression amount related value using the second accelerator map by feeding back the vehicle speed related value or the acceleration related value of the test specimen, The first accelerator map is a standard map common to all vehicle types, The driving control unit has a map update unit that updates the second accelerator map based on the command vehicle speed, the corrected accelerator depression amount related value, and the vehicle speed related value or acceleration related value of the test specimen, the test specimen autonomous driving device.

2. 2. The test specimen autonomous driving device of claim 1, wherein the driving control unit determines an accelerator depression amount related value corresponding to the commanded vehicle speed by feedforward control using the first accelerator map, and corrects the accelerator depression amount related value corresponding to the commanded vehicle speed by feedback control using the second accelerator map.

3. 3. The automated driving device under test according to claim 1, wherein the second accelerator map is a standard map common to all vehicle types in an initial state.

4. The test specimen autonomous driving device according to any one of claims 1 to 3, wherein the driving control unit has a feedforward control unit that differentiates the command vehicle speed after a predetermined look-ahead time and inputs the acceleration-related value obtained by the differentiation into the first accelerator map.

5. The test specimen autonomous driving device of claim 4, wherein the feedforward control unit changes the look-ahead time based on the command vehicle speed, the corrected accelerator depression amount related value, and the test specimen's vehicle speed related value or acceleration related value.

6. The driving control unit has a first brake map and a second brake map indicating the relationship between a deceleration-related value and a brake depression amount-related value, determines a brake depression amount-related value corresponding to the command vehicle speed using the first brake map, and corrects the brake depression amount-related value using the second brake map by feeding back the vehicle speed-related value or acceleration-related value of the test specimen.A test specimen autonomous driving device as described in any one of claims 1 to 5.

7. Further comprising an actuator for operating the test specimen, The automatic driving device for a specimen according to claim 1 , wherein the driving control unit controls the specimen by controlling the driving actuator.

8. A chassis dynamometer for running tests of a test vehicle or a specimen that is a part thereof; A specimen testing system comprising: an automatic operation device for a specimen according to any one of claims 1 to 7.

9. A method for automatically driving a test vehicle or a test object that is a part thereof based on a command vehicle speed, comprising: a first accelerator map and a second accelerator map showing the relationship between a vehicle speed-related value, an acceleration-related value, and an accelerator depression amount-related value, the first accelerator map being used to determine an accelerator depression amount-related value corresponding to the command vehicle speed, the vehicle speed-related value or the acceleration-related value of the test specimen being fed back to correct the accelerator depression amount-related value using the second accelerator map, and the test specimen being controlled based on the corrected accelerator depression amount-related value; The first accelerator map is a standard map common to all vehicle types, A method for autonomous driving of a test specimen, the method including updating the second accelerator map based on the command vehicle speed, the corrected accelerator depression amount related value, and the vehicle speed related value or the acceleration related value of the test specimen.

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