Test specimen automatic driving device, test specimen test system, command vehicle speed generation program, and test specimen automatic driving method

Abstract

The present invention is an automatic operation device 100 that automatically operates a test part on the basis of a command vehicle speed and can measure and evaluate the variation in fuel consumption and exhaust gas test results for a vehicle resulting from differences in driving style. The automatic operation device 100 comprises a reception unit 41 that receives an operating mode as set or modified by a user, a command vehicle speed reshaping unit 42 that reshapes a command vehicle speed r(t) on the basis of the operating mode received by the reception unit 41, and an operation control unit 3 that controls the operation of the test part using a reshaped command vehicle speed r'(t) obtained by the command vehicle speed reshaping unit 42.

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 thereof based on a command vehicle speed, a specimen testing system using the specimen automatic driving device, and a command vehicle speed generating device that generates a command vehicle speed for automatically driving a test vehicle or a specimen that is a part thereof. [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 a driving pattern defined by laws and regulations, etc. Examples of laws and regulations in each country include JC08 (Japan), NEDC (Europe), WLTP (mainly Japan, Europe, etc.), FTP75 (USA), US06 (USA), HWFET (USA), SC03 (USA), etc.

[0004] The autonomous driving robot uses the input command vehicle speed as a target value and operates the accelerator and brakes to make the vehicle's actual speed follow the command vehicle speed using a control algorithm of a two-degree-of-freedom control system consisting of feedback control using the deviation between the command vehicle speed at the current time and the actual vehicle speed, and feedforward control using the differential value (command acceleration) of the future command vehicle speed a certain amount of time (look-ahead time) after the current time.

[0005] For example, Patent Document 1 discloses a method for determining acceleration so that an evaluation function including a term proportional to the square of the vehicle acceleration becomes an extreme value, thereby enabling an autonomous driving robot to achieve a smoother driving mode closer to that of a human, and for generating a command vehicle speed based on this acceleration. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2016-8925 A Summary of the Invention [Problem to be solved by the invention]

[0007] Incidentally, there are individual differences in human driving styles (such as driving accuracy, roughness, and smoothness, which are represented by the RMSSE and IWR values ​​and pedal depression amount in SAE J2951 "Drive Quality Evaluation for Chassis Dynamometer Testing") due to differences in driving skills. Also, in tests on a chassis dynamometer, it is required to measure and evaluate the variation in vehicle fuel efficiency and exhaust gas test results caused by differences in driving styles. Note that even if the command vehicle speed generating device shown in the above-mentioned Patent Document 1 is used, it only makes it possible to realize a smooth mode driving closer to that of a human, but it is not possible to reproduce differences in driving styles.

[0008] The present invention has been made in consideration of the above-mentioned problems, and its main objective is to make it possible to measure and evaluate variations in vehicle fuel efficiency and exhaust gas test results caused by differences in people's driving styles. [Means for solving the problem]

[0009] In other words, the specimen autonomous driving device of the present invention is a specimen autonomous driving device that autonomously drives a test vehicle or a specimen that is a part thereof based on a commanded vehicle speed, and is characterized in that it comprises a reception unit that receives a driving behavior set or changed by a user, a commanded vehicle speed shaping unit that shapes the commanded vehicle speed based on the driving behavior received by the reception unit, and a driving control unit that controls the driving of the specimen based on the commanded vehicle speed after shaping obtained by the commanded vehicle speed shaping unit.

[0010] With this configuration, the command vehicle speed can be shaped based on the driving behavior set or changed by the user, so various driving behaviors can be reproduced. As a result, the variation in fuel efficiency and exhaust gas test results of a vehicle caused by differences in human driving behavior (driving style) can be measured and evaluated.

[0011] Specifically, the test specimen automatic driving device further includes a driving operation unit for automatically driving the test specimen, and the driving control unit preferably controls the driving operation unit based on the command vehicle speed after the shaping. With this configuration, the driving operation unit can reproduce various driving modes.

[0012] In order to set the driving behavior such as roughness or smoothness of driving by an objective index, it is preferable that the driving behavior is set with a parameter related to a value related to a workload or a value related to vehicle speed tracking. In this case, the command vehicle speed shaping unit shapes the command vehicle speed based on at least one of the value related to the workload or the value related to the vehicle speed tracking.

[0013] Specifically, the value related to the amount of work is an inertial work rating (IWR), an absolute speed change rating (ASCR), an energy rating (ER), a distance rating (DR), or an energy economy rating (EER), or a value related thereto, and the value related to the vehicle speed tracking ability is a root mean squared speed error (RMSSE), or a value related thereto.

[0014] For example, in the WLTP, the evaluation indexes in the certification test are IWR and RMSSE, and a tolerance range is set for them to pass the certification test. If the user can freely set the IWR and RMSSE within or outside this tolerance range, it is possible to measure and evaluate the variation in the fuel efficiency and exhaust gas test results of the vehicle caused by more differences in driving behavior. For this reason, in the test specimen automated driving device of the present invention, it is preferable that the value related to the workload or the value related to the vehicle speed tracking ability can be arbitrarily set by the user, and the driving control unit is configured to allow the user to arbitrarily change the driving behavior of the test specimen based on the value related to the workload or the value related to the vehicle speed tracking ability set by the user.

[0015] One way in which the command vehicle speed shaping unit shapes the command vehicle speed is that the command vehicle speed shaping unit shapes the command vehicle speed (by optimizing the specified evaluation function) based on the driving mode received by the receiving unit using a specified evaluation function whose parameters are the acceleration command value and the deviation between the command vehicle speed and the actual vehicle speed.

[0016] Specifically, the command vehicle speed shaping unit uses, as the predetermined evaluation function, a value related to the deviation between the command vehicle speed and the actual vehicle speed, and a value related to the acceleration command value weighted by a positive parameter, and it is considered that the positive parameter is determined based on the driving behavior accepted by the accepting unit, and the command vehicle speed is shaped using the determined positive parameter. Note that the positive parameter can also be used as a parameter for setting the driving behavior.

[0017] In order to facilitate the process of determining the positive value parameters, it is desirable to further provide a combination data storage unit that stores a lookup table or a predetermined arithmetic formula indicating a combination of the positive value parameters corresponding to the driving mode accepted by the accepting unit, and the command vehicle speed shaping unit determines the positive value parameters using the lookup table or the predetermined arithmetic formula.

[0018] As another example of the shaping of the commanded vehicle speed by the commanded vehicle speed shaping unit, the commanded vehicle speed shaping unit may shape the commanded vehicle speed by a predetermined control calculation algorithm. That is, the commanded vehicle speed shaping unit performs a simulation calculation of the control result by a predetermined control calculation algorithm, and sets the result as the shaped commanded vehicle speed. Here, the control calculation algorithm may include a feedforward control unit that differentiates the commanded 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 test specimen. In this case, it is preferable that the commanded vehicle speed shaping unit determines the look-ahead time and / or the feedforward gain value based on the driving behavior accepted by the acceptance unit, and shapes the commanded vehicle speed using these. Note that the look-ahead time and / or the feedforward gain value may also be parameters for setting the driving behavior.

[0019] Furthermore, as another way of shaping the command vehicle speed by the command vehicle speed shaping unit, the control calculation algorithm further has a feedback control unit that multiplies the deviation between the command vehicle speed and the actual vehicle speed by a predetermined feedback gain value, adds the output of the feedforward control unit and the output of the feedback control unit, and inputs the value obtained thereby into the model of the test specimen, and it is desirable that 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 mode received by the receiving unit, and uses these to shape the command vehicle speed.

[0020] In order to facilitate the process of determining the look-ahead time and the feedforward gain value, it is desirable that the test specimen autonomous driving device of the present invention further includes a combination data storage unit that stores a lookup table or a predetermined arithmetic formula indicating a combination of the look-ahead time and the gain value corresponding to the driving mode accepted by the accepting unit, and that the command vehicle speed shaping unit determines the look-ahead time and the feedforward gain value using the look-up table or the predetermined arithmetic formula.

[0021] Here, even if the positive parameter or the look-ahead time and the feedforward gain value are determined using the lookup table and the vehicle is driven using the command vehicle speed shaped by the lookup table, a deviation may be observed between the command vehicle speed and the actual vehicle speed due to various factors. Therefore, it is preferable that the test specimen automatic driving device of the present invention further includes a combination data correction unit that corrects the lookup table or the predetermined arithmetic expression based on the actual driving data of the test specimen, and the command vehicle speed shaping unit shapes the command vehicle speed using the corrected lookup table or the corrected predetermined arithmetic expression.

[0022] In order to improve usability for users, it is desirable that the test specimen automatic driving device of the present invention further includes a screen display unit that displays a setting screen for setting the driving mode or shaping method on a display, and that the reception unit accepts the driving mode or shaping method set via the setting screen.

[0023] In addition, the command vehicle speed generating device of the present invention is a command vehicle speed generating device that generates a command vehicle speed for automatically driving a test vehicle or a specimen that is a part of a test vehicle, and is characterized in that it includes a reception unit that receives a driving behavior set or changed by a user, and a command vehicle speed shaping unit that shapes the command vehicle speed based on the driving behavior received by the reception unit.

[0024] 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.

[0025] Furthermore, the test specimen automatic driving method of the present invention is a test specimen automatic driving method for automatically driving a test vehicle or a test specimen which is a part thereof based on a command vehicle speed, and is characterized in that it accepts a driving behavior set or changed by a user, shapes the command vehicle speed based on the accepted driving behavior, and controls the driving of the test specimen based on the shape-based command vehicle speed.

[0026] In addition, the command vehicle speed generating program of the present invention is a command vehicle speed generating program that generates a command vehicle speed for automatically driving a test vehicle or a specimen that is a part of a test vehicle, and is characterized in that it causes a computer to perform the functions of a reception unit that receives a driving behavior set or changed by a user, and a command vehicle speed shaping unit that shapes the command vehicle speed based on the driving behavior received by the reception unit. Effect of the Invention

[0027] According to the present invention described above, the command vehicle speed is shaped based on the driving behavior set or changed by the user, so that it is possible to measure and evaluate the variation in vehicle fuel efficiency and exhaust gas test results caused by differences in people's driving behavior (driving style). [Brief description of the drawings]

[0028] [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 a control unit that controls the driving operation unit according to the embodiment. [Diagram 3] 2 is a functional block diagram of a command vehicle speed generating unit in the embodiment. FIG. [Figure 4] FIG. 13 is a diagram illustrating an example of a setting screen according to the embodiment. [Diagram 5] 3A and 3B are diagrams illustrating shaping methods 1 and 2 of the command vehicle speed shaping unit of the embodiment. [Figure 6] 11A and 11B are diagrams illustrating shaping methods 3 and 4 of the command vehicle speed shaping unit of the embodiment. [Figure 7] 11 is a diagram showing a shaping method 5 of the command vehicle speed shaping unit of the embodiment. FIG. [Figure 8] FIG. 13 is a schematic diagram showing combinations (lookup table) of Tp and KFF corresponding to IWR and RMSSE in the embodiment. [Figure 9] FIG. 11 is a functional block diagram of a command vehicle speed generating unit according to a modified embodiment. [Figure 10] 13A and 13B are diagrams illustrating a lookup table before and after correction by a table corrector in a modified embodiment. [Figure 11] FIG. 13 is a diagram showing a setting screen of a modified embodiment. [Explanation of symbols]

[0029] 100 Automatic driving device W ··· Test vehicle (test specimen) 2. Operation section 3. Operation control unit 4...Command vehicle speed generation unit (command vehicle speed generation device) 41 Reception 42...Command vehicle speed shaping section C: Control calculation algorithm C1: Feedforward control section 43...Screen display section 44 Combination data storage section 45 Combination data correction section DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0030] 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.

[0031] As shown in Figure 1, the test specimen automatic driving device 100 of this embodiment is equipped with a driving operation unit 2 for automatically driving a completed vehicle V placed on a rotating roller 201 of a chassis dynamometer 200, a driving control unit 3 for controlling the driving operation unit 2, and a command vehicle speed generation unit 4 for generating a command vehicle speed r'(t) to be input to the driving control unit 3.

[0032] The driving operation unit 2 is placed on the seat surface of the driver's seat V1 of the vehicle V, and operates the accelerator pedal, brake pedal, shift lever, ignition switch, etc. of the vehicle V.

[0033] Specifically, the driving operation unit 2 has 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 a clutch actuator for depressing a clutch pedal, etc., as necessary.

[0034] The driving control unit 3 controls each actuator of the driving operation unit 2 with the input command vehicle speed r'(t) as a target value, thereby making the actual vehicle speed of the vehicle V follow the command vehicle speed r'(t). Specifically, as shown in FIG. 2, the driving control unit 3 controls each actuator of the driving operation unit 2 (particularly the accelerator actuator and the brake actuator) using a driving performance map 10. The driving control unit 3 is a computer having a CPU, internal memory, input / output interface, AD converter, etc., and controls each actuator based on a driving control program stored in the internal memory.

[0035] The driving performance map 10 mentioned above is data that allows the accelerator operation amount to be obtained from the speed and acceleration. This driving performance map is created by the following steps (1) to (3). (1) A learning drive of the test vehicle is performed to obtain the speed and acceleration at various different accelerator openings. (2) Then, data correlating the accelerator opening, speed, and acceleration is obtained. (3) After that, the data correlating the accelerator opening, speed, and acceleration is expanded into data (driving performance map) that allows the accelerator operation amount to be obtained from the speed and acceleration.

[0036] The driving control unit 3 controls the accelerator actuator or the brake actuator of the driving operation unit 2 by a control algorithm of a 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 a commanded vehicle speed r'(t) at the current time and an actual vehicle speed v(t), and a feedforward control system 32 that uses a differential value (commanded acceleration) of a future commanded vehicle speed r'(t) after a certain time (look-ahead time) from the current time. Then, an adder 33 adds a control output obtained by feeding back the deviation between the commanded vehicle speed r'(t) and the actual vehicle speed v(t) in the feedback control system 31 and a commanded acceleration obtained in the feedforward control system 32, and inputs the acceleration command value thus obtained into the driving performance map 10 to obtain an accelerator operation amount, thereby controlling the accelerator actuator. The driving control unit 3 also controls the brake actuator by a similar mechanism.

[0037] Next, the command vehicle speed generating unit 4 will be described in detail.

[0038] The command vehicle speed generating unit 4 generates a command vehicle speed r'(t) to be input to the driving control unit 3 described above. In this embodiment, the command vehicle speed generating unit 4 shapes a reference command vehicle speed r(t) defined by laws and regulations, etc., based on a user's input, and inputs the shaped command vehicle speed r'(t) to the driving control unit 3. The driving control unit 3 controls the accelerator actuator or the brake actuator using the shaped command vehicle speed r'(t) input, as described above. The command vehicle speed generating unit 4 is a computer having a CPU, an internal memory, an input / output interface, an AD converter, etc., and shapes the reference 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).

[0039] Here, the reference command vehicle speed r(t) is a vehicle speed determined by a driving pattern defined in, for example, JC08 (Japan), NEDC (Europe), WLTP (mainly Japan, Europe, etc.), FTP75 (USA), US06 (USA), HWFET (USA), or SC03 (USA), etc.

[0040] Specifically, as shown in FIG. 3, the command vehicle speed generation unit 4 includes a reception unit 41 that receives a driving behavior set or changed by a user, and a command vehicle speed shaping unit 42 that shapes the reference command vehicle speed r(t) based on the driving behavior received by the reception unit 41.

[0041] The driving mode of the present embodiment is set using a value related to the workload and a value related to vehicle speed tracking as parameters. Values ​​related to workload include the following driving indices (1) to (5). (1) IWR (Inertial Work Rating) The difference or ratio between the reference inertial work load of the vehicle in a target driving based on the driving pattern and the actual inertial work load of the vehicle in an actual driving (2)ASCR(Absolute Speed ​​Change Rating) The difference or ratio between the reference instantaneous acceleration of the vehicle in a target run based on the run pattern and the actual instantaneous acceleration of the vehicle in an actual run (3)Energy Rating (ER) The difference or ratio between the reference accumulated work load of the vehicle during target driving based on the driving pattern and the actual accumulated work load of the vehicle during actual driving (4) DR (Distance Rating) The difference or ratio between the reference cumulative distance of the vehicle in the target driving based on the driving pattern and the actual cumulative distance of the vehicle in the actual driving (5)Energy Economy Rating (EER) Ratio of driving distance per unit of work by "DR / ER"

[0042] Furthermore, as a value related to vehicle speed tracking, the following driving index (6) can be mentioned. (6)RMSSE(Root Mean Squared Speed ​​Error) Root mean square of the difference between command speed and actual speed

[0043] The receiving unit 41 of the present embodiment is configured to receive the IWR and the RMSSE as parameters of the driving mode.

[0044] Here, the command vehicle speed generating unit 4 of this embodiment is equipped with a screen display unit 43 that displays a setting screen W (see Figure 4) for setting the driving mode on the display 20, and the receiving unit 41 receives the IWR and RMSSE inputted in the IWR input field S1 and the RMSSE input field S2 of the setting screen W.

[0045] In addition, the setting screen W may be configured to display the following contents. For example, a two-dimensional graph G with one axis representing IWR and the other axis representing RMSSE is displayed, and the graph G visually displays the positions of IWR and RMSSE set by the user and the allowable range AR defined by the WLTP (certification test). As a mode for making the allowable range AR visible, the allowable range AR may be displayed by a frame line or in a different color. Furthermore, the setting screen W may be provided with a result display field S3 for displaying the results of IWR and RMSSE after shaping by the command vehicle speed shaping unit 42. Furthermore, the setting screen W may display a "calculation start" button S4 for starting the shaping calculation of the command vehicle speed r(t), or a "display result" button S5 for saving the shaping result (the command vehicle speed r'(t) after shaping and IWR·RMSSE) in the data storage unit.

[0046] The command vehicle speed shaping unit 42 shapes the reference command vehicle speed r(t) so that it becomes the IWR and RMSSE received by the receiving unit 41. Specifically, the command vehicle speed shaping unit 42 generates a shaped command vehicle speed r'(t) from the reference command vehicle speed r(t) by adjusting at least one of the following four parameters or a combination of these parameters:

[0047] <Forming method 1> As shown in FIG. 5(1), consider an evaluation function J1 obtained by adding the time length during which the acceleration command value changes (the length of the time differential value (≠0) of the acceleration command value) A0 weighted by a positive parameter λ0 to the sum of squares E of the deviation (vehicle speed deviation) between the command vehicle speed r(t) and the actual vehicle speed v(t). J1=E+λ0A0

[0048] Here, the sum of squares E of the vehicle speed deviation mainly corresponds to the RMSSE, and the length A0 of the time differential value of the acceleration command value indicates the sum of the rate of change of acceleration (representing the accelerator frequency), and mainly corresponds to the IWR. The time differential value of the acceleration command value is calculated using a forward difference or a median difference. Instead of the sum of squares E, any one of the sum of first powers or the sum of third to Nth powers of the vehicle speed deviation may be used.

[0049] Then, the command vehicle speed shaping unit 42 uses an acceleration responsiveness model (vehicle model) M that is approximately expressed by a transfer function or the like to calculate the sum of squares of the vehicle speed deviation E and the length A0 of the time derivative of the acceleration command value for a time series of any acceleration command value.

[0050] In addition, the command vehicle speed shaping unit 42 determines a parameter λ0 based on the IWR and RMSSE input by the user, and performs optimization calculation to find a driving mode that minimizes the evaluation function J1 using the parameter λ0. The command vehicle speed shaping unit sets the actual vehicle speed v(t) in the driving mode that minimizes the evaluation function J1 as the shaped command vehicle speed r'(t). The optimization calculation of the evaluation function J1 can use a numerical calculation method such as sparse optimization.

[0051] <Forming method 2> As shown in FIG. 5(2), consider an evaluation function J2 obtained by adding the sum of squares A2 of the change in acceleration command value per unit time (time derivative of the acceleration command value) to the sum of squares E of the deviation (vehicle speed deviation) between the command vehicle speed r(t) and the actual vehicle speed v(t) weighted by a positive parameter λ2. J2=E+λ2A2

[0052] Here, the sum of squares E of the vehicle speed deviation mainly corresponds to the RMSSE, and the sum of squares A2 of the acceleration command value change indicates the sum of the rate of change of acceleration (representing the accelerator frequency), and mainly corresponds to the IWR. The time differential value of the acceleration command value is calculated using a forward difference or a median difference. Instead of the sum of squares E, any one of the sum of first powers or the sum of third powers to Nth powers of the vehicle speed deviation may be used. Also, instead of the sum of squares A2, any one of the sum of first powers or the sum of third powers to Nth powers of the acceleration command value change may be used.

[0053] Then, the command vehicle speed shaping unit 42 uses the above-mentioned vehicle model M to calculate the sum of squares E of the vehicle speed deviation and the sum of squares A2 of the time derivatives of the acceleration command value for a time series of an arbitrary acceleration command value.

[0054] The command vehicle speed shaping unit 42 determines the parameter λ2 based on the IWR and RMSSE input by the user, and performs optimization calculation to find a driving mode that minimizes the evaluation function J2 using the parameter λ2. The command vehicle speed shaping unit 42 sets the actual vehicle speed v(t) in the driving mode that minimizes the evaluation function J1 as the shaped command vehicle speed r'(t). The optimization calculation of the evaluation function J2 can use a numerical calculation method such as the least squares method.

[0055] <Forming method 3> As shown in FIG. 6(3), the command vehicle speed shaping unit 42 has a control calculation algorithm C of a two-degree-of-freedom control system shown below. This control operation algorithm C has a predetermined look-ahead time T p The commanded vehicle speed r(t) before shaping is differentiated, and the acceleration a obtained by the differentiation is r (t) is a given feedforward gain value K FFand a feedback control unit C2, such as PID control, that uses the deviation between the command vehicle speed r(t) and the actual vehicle speed v(t). The control calculation algorithm C adds the output of the feedforward control unit C1 and the output of the feedback control unit C2 in an adder C3, and inputs the acceleration command value a(t) obtained by this to the above-mentioned vehicle model M to determine the pedal depression amount, thereby calculating the actual vehicle speed v(t).

[0056] The command vehicle speed shaping unit 42 calculates the look-ahead time T p Then, the command vehicle speed shaping unit 42 determines the actual vehicle speed v(t) obtained by the control calculation algorithm C as the command vehicle speed r'(t) after shaping. For example, the look-ahead time T p Increasing the length will simulate smooth driving, and shortening the length will simulate rough driving.

[0057] <Forming method 4> As shown in FIG. 6(4), the command vehicle speed shaping unit 42 calculates a feedforward gain value K FF and calculates the actual vehicle speed v(t) by the above-mentioned control calculation algorithm C. Then, the command vehicle speed shaping unit 42 sets the actual vehicle speed v(t) obtained by the control calculation algorithm C as the command vehicle speed r'(t) after shaping.

[0058] <Forming method 5> As shown in FIG. 7, the command vehicle speed shaping unit 42 has a control calculation algorithm C of a two-degree-of-freedom control system shown below. This control operation algorithm C has a predetermined look-ahead time T p The commanded vehicle speed r(t) before shaping is differentiated, and the acceleration a obtained by the differentiation is r (t) is a given feedforward gain value K FF and a feedforward control unit C1 that multiplies the deviation between the command vehicle speed r(t) and the actual vehicle speed v(t) by a predetermined feedback gain value KFB and a feedback control unit C2 which performs PID control by multiplying the output of the feedforward control unit C1 and the output of the feedback control unit C2 by an adder C3. The control calculation algorithm C adds the output of the feedforward control unit C1 and the output of the feedback control unit C2 by a adder C3, and inputs the acceleration command value a(t) obtained by this to the above-mentioned vehicle model M to obtain the pedal depression amount, and thereby calculates the actual vehicle speed v(t).

[0059] Then, the command vehicle speed shaping unit 42 calculates the look-ahead time T p or feedforward gain value K FF and the feedback gain value K FB Then, the command vehicle speed shaping unit 42 determines the actual vehicle speed v(t) obtained by the control calculation algorithm C as the command vehicle speed r'(t) after shaping. For example, the feedback gain value K FB Increasing this will reproduce rough driving.

[0060] The command vehicle speed shaping unit 42 may be configured to generate the shaped command vehicle speed r'(t) by combining at least two or more of the above-mentioned shaping methods 1 to 5, or may be configured to generate the shaped command vehicle speed r'(t) by using any one of the above-mentioned shaping methods 1 to 5. When the shaping method 1 or 2 and the shaping method 3, 4 or 5 are applied, for example, the shaped command vehicle speed r'(t) obtained by the shaping method 1 or 2 may be input to the control calculation algorithm C as the command vehicle speed r(t) before shaping.

[0061] Below, we will explain the case where shaping methods 3 and 4 are combined. In this case, the command vehicle speed generating unit 4 calculates the look-ahead time T p and the feedforward gain value K FFThe combination data storage unit 44 stores a lookup table LT (see FIG. 8) or a predetermined arithmetic expression (polynomial) that shows the combination of the vehicle speed shaping parameters (T p and K FF The following two functions are also included to calculate the IWR and RMSSE approximation from the eigenvalues. The predetermined arithmetic expression (polynomial) can be generated, for example, by simulation or machine learning. IWR=f IWR (K FF ,T p ) RMSSE=f RMSSE (K FF ,T p )

[0062] The command vehicle speed shaping unit 42 calculates the look-ahead time T by using the IWR and RMSSE values ​​received by the reception unit 41 and the look-up table LT. 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 determine a two-variable equation IWR=f IWR (K FF ,T p ), RMSSE Tgt =f RMSSE (K FF ,T p ) is solved by a numerical calculation such as Newton's method, and the look-ahead time T p and the feedforward gain value K FF Then, the command vehicle speed shaping unit 42 determines these look-ahead times T p and the feedforward gain value K FF The actual vehicle speed v(t) is calculated using the above control calculation algorithm C, and the shaped command vehicle speed r'(t) is generated.

[0063] The command vehicle speed shaping unit 42 inputs the generated shaped command vehicle speed r'(t) to the driving control unit 3. The driving control unit 3 controls each actuator of the driving operation unit 2 with the input shaped command vehicle speed r'(t) as a target value, thereby making the actual vehicle speed v(t) of the vehicle follow the shaped command vehicle speed r'(t).

[0064] <Effects of this embodiment> According to the thus configured test specimen automatic driving device 100 of the present embodiment, the command vehicle speed r(t) can be shaped based on the driving behavior (IWR and RMSSE) set or changed by the user, so that various driving behaviors can be reproduced. As a result, the variation in the fuel efficiency and exhaust gas test results of the vehicle caused by the difference in the driving behavior (driving style) of the person can be measured and evaluated.

[0065] <Other embodiments> For example, the command vehicle speed generating unit 4 may further include a combination data correcting unit 45 that corrects the lookup table LT or a predetermined arithmetic expression based on actual driving data of the vehicle V, as shown in Fig. 9. As shown in Fig. 10, the combination data correcting unit 45 corrects the sample points of the lookup table LT or the predetermined arithmetic expression, and calculates two functions (IWR=f) that approximate the IWR and RMSSE. IWR (K FF ,T p ), RMSSE=f RMSSE (K FF ,T p )) is corrected.

[0066] Then, the command vehicle speed shaping unit 42 calculates the look-ahead time T p and the feedforward gain value K FF These are then used to shape the command vehicle speed r(t).

[0067] In this way, by correcting the lookup table LT or the predetermined arithmetic expression, error factors of the vehicle and the like can be corrected, so that driving that is closer to the driving style set by the user can be reproduced.

[0068] In the setting screen W of the above embodiment, the user inputs desired values ​​into the IWR input field S1 and the RMSSE input field S2, but the setting screen W may be configured so that values ​​are automatically input into the IWR input field S1 and the RMSSE input field S2 by selecting a desired position on the two-dimensional graph G displayed on the setting screen W by clicking or the like. Also, as shown in Fig. 11, slide bars 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, so that the user can set the IWR and RMSSE values ​​by sliding the slide bars B1 and B2.

[0069] In the above embodiment, the command vehicle speed generation unit 4 was incorporated into the test specimen automatic driving device 100, but it may also be configured as a command vehicle speed generation device separate from the test specimen automatic driving device 100 (consisting of the driving operation unit 2 and the driving control unit 3).

[0070] In the above embodiment, IWR and RMSSE are used as the parameters of the driving behavior, but only IWR or only RMSSE may be used. Also, other driving indices may be used, and any other driving indexes described in J2951 may be used as long as they are parameters that can change the driving behavior.

[0071] In the above embodiment, a completed vehicle is tested, but for example, an engine may be tested using an engine dynamometer, or a power train may be tested using a dynamometer. Furthermore, the vehicle may be a hybrid vehicle or an electric vehicle.

[0072] 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]

[0073] According to the present invention, it becomes possible to measure and evaluate variations in fuel economy and exhaust gas test results of a vehicle caused by differences in driving style.

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 reception unit that receives an operation mode set or changed by a user; a command vehicle speed shaping unit that shapes a command vehicle speed based on the driving behavior received by the reception unit; a driving control unit that controls the driving of the test specimen based on the shaped command vehicle speed obtained by the command vehicle speed shaping unit; The driving mode is set as a parameter, which is a value related to a workload or a value related to vehicle speed tracking ability, The command vehicle speed shaping unit shapes the command vehicle speed based on at least one of a value related to the workload or a value related to the vehicle speed tracking ability.

2. The value related to the amount of work is an inertial work rating (IWR), an absolute speed change rating (ASCR), an energy rating (ER), a distance rating (DR), or an energy economy rating (EER), or a value related thereto; The test specimen autonomous driving device according to claim 1 , wherein the value related to the vehicle speed tracking ability is a root mean squared speed error (RMSSE) or a value related thereto.

3. The value related to the workload or the value related to the vehicle speed tracking ability can be arbitrarily set by a user, The test specimen automatic driving device of claim 1 or 2, wherein the driving control unit is configured to allow a user to arbitrarily change the driving mode of the test specimen based on a value related to the workload or a value related to the vehicle speed tracking ability set by the user.

4. 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 reception unit that receives an operation mode set or changed by a user; a command vehicle speed shaping unit that shapes a command vehicle speed based on the driving behavior received by the reception unit; a driving control unit that controls the driving of the test specimen based on the shaped command vehicle speed obtained by the command vehicle speed shaping unit; The command vehicle speed shaping unit shapes the command vehicle speed using a predetermined evaluation function having parameters of an acceleration command value and a deviation between the command vehicle speed and the actual vehicle speed based on the driving behavior received by the receiving unit.

5. the predetermined evaluation function is a function obtained by weighting a value related to an acceleration command value by a positive parameter and adding the value related to a deviation between the command vehicle speed and the actual vehicle speed, 5. The automatic driving device according to claim 4, wherein the command vehicle speed shaping unit determines the positive parameter based on the driving behavior received by the receiving unit, and uses the positive parameter to shape the command vehicle speed.

6. A combination data storage unit stores a lookup table or a predetermined arithmetic expression indicating a combination of the positive parameter corresponding to the driving mode accepted by the accepting unit, The automatic driving device for a test specimen according to claim 5 , wherein the command vehicle speed shaping unit determines the positive parameter by using the lookup table or a predetermined arithmetic expression.

7. 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 reception unit that receives an operation mode set or changed by a user; a command vehicle speed shaping unit that shapes a command vehicle speed based on the driving behavior received by the reception unit; a driving control unit that controls the driving of the test specimen based on the shaped command vehicle speed obtained by the command vehicle speed shaping unit; The command vehicle speed shaping unit shapes the command vehicle speed by a predetermined control calculation algorithm, The control calculation algorithm has a feedforward control unit that differentiates a 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 test specimen, The command vehicle speed shaping unit determines the look-ahead time and / or the feedforward gain value based on the driving behavior received by the receiving unit, and uses these to shape the command vehicle speed.

8. the control calculation algorithm further includes a feedback control unit that multiplies a deviation between the command vehicle speed and the actual vehicle speed by a predetermined feedback gain value, adds an output of the feedforward control unit and an output of the feedback control unit, and inputs the value obtained by adding the output of the feedforward control unit and the feedback control unit to the model of the test specimen; The test specimen autonomous driving device of claim 7, wherein 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 behavior accepted by the acceptance unit, and uses these to shape the command vehicle speed.

9. A combination data storage unit stores a lookup table or a predetermined arithmetic expression indicating a combination of the look-ahead time and the feedforward gain value corresponding to the driving mode accepted by the acceptance unit, 9. The automatic driving device under test according to claim 7, wherein the command vehicle speed shaping unit determines the look-ahead time and the feedforward gain value using the look-up table or a predetermined arithmetic expression.

10. Further comprising a combination data correction unit that corrects the lookup table or a predetermined arithmetic expression based on the actual running data of the test specimen; 10. The automatic driving device under test according to claim 6 or 9, wherein the command vehicle speed shaping unit shapes the command vehicle speed using a corrected lookup table or a corrected predetermined arithmetic expression.

11. Further comprising an operating unit for operating the test specimen, The test specimen automatic driving device according to claim 1 , wherein the driving control unit controls the driving operation unit based on the command vehicle speed after the shaping.

12. 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 11.

13. 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 driving mode in which a value related to a workload or a value related to vehicle speed tracking is set or changed as a parameter by a user is accepted; shaping a command vehicle speed based on at least one of the received value related to the workload or the value related to the vehicle speed tracking ability; A method for automatically driving a test specimen, the method comprising controlling the driving of the test specimen based on the shaped command vehicle speed.

14. A command vehicle speed generation program for generating a command vehicle speed for automatically driving a test vehicle or a test object that is a part thereof, The present invention causes a computer to perform functions of a reception unit that receives a driving behavior set or changed by a user, and a command vehicle speed shaping unit that shapes a command vehicle speed based on the driving behavior received by the reception unit, The driving mode is set as a parameter, which is a value related to a workload or a value related to vehicle speed tracking ability, The command vehicle speed generating program, wherein the command vehicle speed shaping unit shapes the command vehicle speed based on at least one of a value related to the workload or a value related to the vehicle speed tracking ability.

Images