JPH076875B2 - Automatic operation control device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation control device for various moving bodies such as a vehicle, a ship, and an aircraft, and more particularly to an automatic controller suitable for automatically controlling the operation of the moving body. The present invention relates to an operation control device.

(Prior Art) In recent years, various attempts have been made to automatically drive a vehicle unattended by a computer. For example, in a durability running test of a vehicle, there is one in which automatic driving control is performed by a computer so that the vehicle speed of the vehicle follows a target running test pattern. However, in this automatic driving control, the followability of the vehicle speed with respect to the running test pattern is a main problem, so that the followability of the vehicle speed with respect to the running test pattern can be maintained relatively well even if the accelerator pedal operation is slightly rough. .

(Problems to be Solved by the Invention) By the way, the operation of the vehicle originally belongs to a completely non-linear system, and its dynamic characteristics usually change greatly over time. Moreover, the dynamic characteristics are completely different depending on the type of vehicle or the model of the engine mounted therein. Therefore, it is very difficult to mathematically model such a vehicle, and even if an attempt is made to determine the characteristics of the vehicle by a certain degree of approximate modeling, good results cannot be obtained. For example, even if the operation of the brake pedal of the vehicle becomes unnecessary, the fuel consumption and the exhaust gas value are not so badly affected, but the extra operation of the accelerator pedal has a great adverse effect on the fuel consumption and the exhaust gas value. Since the dynamic characteristics of the vehicle greatly change over time, it is completely meaningless to replace the vehicle with a specific model, and even approximate modeling of the vehicle is very difficult. Therefore, at the present stage, not only the accuracy of following the running test pattern of the vehicle speed, but also the fuel consumption of the vehicle and the regulation value of the harmful components in the exhaust gas are properly ensured while satisfying all the driving conditions. Automatic operation control has not been realized.

On the other hand, if you are a skilled test driver, it is necessary to properly maintain the following accuracy for the given driving test pattern, the fuel consumption of the vehicle, and the regulated value of harmful components in the exhaust gas.
It is possible to drive the vehicle well while operating the accelerator pedal and the brake pedal. This means that it is difficult to realize automatic driving in consideration of fuel consumption and the regulation value of harmful components in exhaust gas unless the accelerator pedal can be operated like a skilled test driver. Therefore,
10 mode, 11 mode, which also evaluates fuel consumption and exhaust gas value,
Automatic driving of a vehicle based on a driving test pattern such as LA4 mode has not been realized as a matter of course, and currently depends on the ability of a skilled test driver.

However, it is not easy to secure and train such a skilled test driver, and even if the test driver is relied on, it may cause individual differences or erroneous operations, and thus always ensure uniform test results. It is difficult. Therefore, there is a demand for the development of an automatic driving control device that can easily realize an operation equivalent to that of a test driver even if the test driver is not a skilled test driver. In response, the Society of Instrument and Control Engineers, VOL.21 NO.9, page 984 ~
As shown on page 989 (published in September 1985), the vehicle speed deviation between the target vehicle speed and the actual vehicle speed, the variation of the vehicle speed deviation and the fuzzy logic according to the variation However, in this configuration, since the vehicle is simply controlled at a constant speed by fuzzy logic, the target vehicle speed of various driving test patterns is changed from the constant vehicle speed state to the acceleration state. When the vehicle speed suddenly changes, such as a change to the vehicle speed or a change from the acceleration state to the constant vehicle speed state, accurate automatic driving cannot be performed, and as a result,
There is a problem that the actual vehicle speed overshoots or undershoots with respect to the target vehicle speed, so that the followability of the actual vehicle speed to the target vehicle speed is poor. Also, even if you try to automatically drive the vehicle according to the exhaust gas running test mode,
For example, skillful and fine adjustment of the accelerator pedal depression amount and the depression frequency required to suppress the exhaust gas emission amount within the regulation range is difficult by the above-described automatic operation.

In solving the above problems, the present inventor has paid attention to the following. That is, a skilled test driver can operate the accelerator pedal and the brake pedal when driving the vehicle to obtain not only good followability of the vehicle speed to the running test pattern but also good fuel consumption and exhaust gas regulation value. I know if I can secure the test results. The reason is that the test driver has a wealth of knowledge, experience, and intuition necessary for driving the vehicle. Therefore, even if the knowledge, experience, and intuition of a skilled test driver are qualitative and ambiguous,
If this is set and quantified by ambiguous logic and incorporated into a computer, automatic acceleration / deceleration operation control in a vehicle equivalent to the case of relying on a skilled test driver becomes possible.

In view of the above, the present invention effectively utilizes the fuzzy logic, including the acceleration / deceleration control, of the automatic driving control of not only vehicles but also various moving bodies such as aircrafts and ships. The present invention intends to provide an automatic operation control device that is configured to perform the above.

(Means for Solving Problems) In solving the problems, the structural features of the present invention are as follows.
As illustrated in FIG. 1, the moving body 1 driven under the operation of the acceleration operation means 1a and / or the control operation means 1b.
In, a pattern storage means 2 for storing a movement test pattern representing a change in the target moving speed of the moving body 1 according to an elapsed time, a detecting means 3 for detecting an actual moving speed of the moving body 1, and the detected moving speed. Between the target moving speed and the target moving speed, the time change of this difference, and the time change of this time change are calculated as a moving speed deviation, an acceleration deviation, and an acceleration deviation change. A trained test driver moves the mobile unit 1 so as to follow the transfer test pattern.
The ambiguous logic specified in association with at least one of the moving speed deviation, the acceleration deviation and the acceleration deviation change so as to match the skillful operation feeling of the acceleration operation means 1a and / or the control operation means 1b for driving Therefore, in accordance with at least one of the calculation results of the calculation means 4, the acceleration operation means
1a and / or determination means 5 for determining each operation amount of the braking operation means 1b, and adjustment for adjusting each operation amount of the acceleration operation means 1a and / or the braking operation means 1b according to the determination result of this determination means 5. And means 6 are provided.

(Effects and Effects) With the above configuration of the present invention, however, when the moving body 1 is placed in the automatic operation state, the detecting means 3 causes the moving body 1 to move.
Of the actual moving speed, the calculating means 4 calculates a moving speed deviation, an acceleration deviation and an acceleration deviation change amount according to the detected moving speed and the moving test pattern, and the determining means 5 follows the ambiguous logic. Since each operation amount of the acceleration operation means 1a and / or the braking operation means 1b is adjusted according to at least one of the respective calculation results of 1., each operation of the acceleration operation means 1a and / or the braking operation means 1b of the test driver It is possible to accurately and automatically operate the moving body 1 so as to follow the moving test pattern by automatic operation control for these means equivalent to the above-mentioned means, and to perform a test based on the moving test pattern in consideration of the exhaust gas regulation value and the fuel consumption of the moving body 1. Data can be obtained easily and accurately.

(Embodiment) An embodiment of the present invention will be described below with reference to the drawings.
In the figure, reference numeral 10 indicates a main part of the chassis dynamometer, and reference numeral 20 indicates a vehicle. The vehicle 20 is a rear-wheel drive vehicle having an automatic transmission, and has both front wheels 21,21.
Both rear wheels 22, 22 are fixed non-rotatably on the fixed base 11 of the chassis dynamometer 10 (only one front wheel is shown in FIG. 2). (Shown), it is mounted on the drive roller 12 of the chassis dynamometer 10 so as to rotate in conjunction therewith. Then, vehicle 20
Is driven under each operation of the accelerator pedal 23 and / or the brake pedal 24 by receiving the same load as the actual running state from the drive roller 12 of the chassis dynamometer 10 on both rear wheels 22, 22 over time. It

Next, the electric circuit configuration for the vehicle 20 will be described with reference to FIG. 3. The operation switch 30 is operated when the automatic operation of the vehicle 20 is started to generate an operation signal. Vehicle speed sensor
40 detects the rotation speed of the drive roller 12 and generates a series of pulse signals at a frequency proportional to the actual vehicle speed of the vehicle 20 (hereinafter referred to as the current vehicle speed V). The waveform shaper 50 is a vehicle speed sensor 40.
The pulse signals from are sequentially shaped and generated as shaped pulse signals. The microcomputer 60 stores the computer programs stored in its ROM in advance in FIGS.
According to the respective flowcharts shown in the figure, the operation is performed in cooperation with the operation switch 30 and the waveform shaper 50, and during the execution, the calculation necessary for controlling the drive circuits 70a, 70b connected to the stepping motors 80a, 80b, respectively. Perform processing.

The drive circuit 70a, under the control of the microcomputer 60, generates the first drive signal necessary for setting the step position of the stepping motor 80a to the desired step position, while the drive circuit 70b is under the control of the microcomputer 60. The second drive signal necessary for setting the step position of the stepping motor 80b to the desired step position is generated. The output shaft of the stepping motor 80a is connected to the accelerator pedal 23 via an appropriate connecting mechanism, and the stepping motor 80a adjusts the depression amount of the accelerator pedal 23 to an optimum amount by rotating the stepping motor 80a to a desired step position. On the other hand, the stepping motor 80b is connected to the brake pedal 24 at its output shaft via an appropriate connecting mechanism, and adjusts the depression amount of the brake pedal 24 to the optimum amount by rotating to the desired step position. Note that the normal rotation (or reverse rotation) of the stepping motor 80a corresponds to the increase (or decrease) of the depression amount of the accelerator pedal 23, and the normal rotation (or reverse rotation) of the stepping motor 80b increases (or the depression amount of the brake pedal 24). Decrease).

In the present embodiment configured as described above, when an operation signal is generated from the operation switch 30 under the operation of the engine of the vehicle 20, the microcomputer 60 executes the computer program in step 100a according to the flowchart of FIG. At step 100b, the timer (incorporated in the microcomputer 60) is reset and started, and the 10-mode running test pattern (see FIG. 7) is set. In such a case, the 10-mode driving test pattern is for fuel consumption of the vehicle 20, for measurement analysis of harmful components in exhaust gas,
It is stored in advance in the ROM of the microcomputer 60 as a characteristic curve showing the relationship between the target vehicle speed VT of the vehicle 20 and the elapsed time t after the vehicle 20 starts automatic operation. After that, the microcomputer 60 advances the execution of the computer program while the vehicle 20 is stopped, and in each of the steps 700 and 800, since the timed value of the timer is less than 20 seconds, it is sequentially determined as "NO", and in step 900. Based on the operation signal from the operation switch 30, "N
It is determined to be “O”. Until the elapsed time t = 20 seconds is reached, the target vehicle speed VT of the 10-mode traveling test pattern is zero, so the accelerator pedal 23 is in the open state. Also,
The brake pedal 24 maintains the state in which the vehicle 20 has been depressed to the point where the current vehicle speed V becomes zero.

In such a state, when the computer program proceeds to step 200 when the elapsed time t reaches 20 seconds, the microcomputer 60 sets the current vehicle speed V of the vehicle 20 to zero based on the non-generation of the shaping pulse signal from the waveform shaper 50. And the computer program proceeds to steps 300 to 500. Then, in step 300, the actual acceleration of the vehicle 20 (hereinafter referred to as the current acceleration DV) is calculated as DV = 0 according to the current vehicle speed V = 0 in step 200, and the change in the current acceleration DV (hereinafter , Current acceleration change D ² ) is DV =
According to 0, D ² = 0 is calculated. However, the current vehicle speed V is a function of the elapsed time t, and DV = dv / dt and D ² V = d ² v / dt ² . Note that the brake pedal 24 is released here.

Further, in step 400, the target vehicle speed VT of the vehicle 20 is determined based on the straight rising portion at t = 20 to 27 (seconds) of the 10-mode traveling test pattern, and the target vehicle speed VT
(Hereinafter referred to as target acceleration DVT) is determined according to the determined target vehicle speed VT. In this case, as can be understood from the 10-mode running test pattern, the target vehicle speed VT is a function of the elapsed time t, so the target acceleration DVT is represented by dVT / dt and corresponds to the slope of the ascending straight line. In step 500, the vehicle speed deviation VE is calculated based on the following equation (1) according to the current vehicle speed V (= 0) in step 200 and the target vehicle speed VT and the target acceleration DVT in step 400, and the acceleration deviation DVE Is calculated according to the current acceleration DV (= 0) in step 130 and the target acceleration DVT in step 400 based on the following equation (2), and the acceleration deviation change D ² VE
Is calculated according to the current acceleration change D ² V in step 300 and the target acceleration DVT in step 400 based on the following equation (3).

Here, the vehicle speed difference VE, employed basis for acceleration deviation DVE and acceleration deviation change amount D ² VE, and the equations (1) -
The reason for deriving (3) will be described.

1. Grounds for adopting VE, DVE, and D ² VE The focus of the present invention is on utilizing fuzzy logic in automatic driving control along the 10-mode driving test pattern of the vehicle 20, so that a skilled test driver But the above
When driving the vehicle 20 according to the 10-mode driving test pattern, it is essential to introduce into the fuzzy logic what kind of driving feeling, that is, what kind of delicate operation feeling of the accelerator pedal 23 and the brake pedal 24 will be exhibited. Is.

In other words, the test driver skillfully drives the vehicle 20 while watching the 10-mode driving test pattern.
How far the current vehicle speed V of the vehicle 20 deviates from the 10-mode driving test pattern, and secondly, the current acceleration of the vehicle 20.
At what rate the DV approaches the 10-mode driving test pattern, or at what rate the DV is moving away from the 10-mode driving test pattern, and thirdly, the vehicle 20
It is considered that the current acceleration DV of the vehicle is constantly being judged at what rate. Therefore, in the present invention, the vehicle speed deviation VE, the acceleration deviation DVE, and the acceleration deviation change D ² VE described above are adopted as those corresponding to the first, second, and third contents, respectively. That is, VE,
By introducing DVE and D ² VE into the fuzzy logic, it becomes possible to perform automatic driving control equivalent to a skilled test driver skillfully driving the vehicle 20 along the 10-mode driving test pattern.

2. Grounds for deriving each of the equations (1) to (3) (i) The vehicle speed deviation VE represents how far the vehicle is from the 10-mode traveling test pattern. Therefore, in FIG. 8, for example, t = At t ₁ Current vehicle speed [V] t = t ₁
Is the point p, the line segment ▼ is the current vehicle speed [V] t.
It is reasonable to assume that it corresponds to the vehicle speed deviation VE when = t ₁ . Therefore, in FIG. 8, each line segment parallel to the vertical axis
Draw ▼ and ▲ ▼ as shown, and draw a line segment ▲ ▼ parallel to the horizontal axis as shown,
▼ corresponds to [V] t = t ₁ − [VT] t = t ₁ , and the line segment ▲
▼ corresponds to the time change Δt, and the line segment ▲ ▼ corresponds to Δt.
It corresponds to DVT × Δt at the time. Therefore, assuming ▲ ▼ // ▲ ▼, ▲ ▼ / ▲ ▼ ＝ ▲
Since ▼ / ▲ ▼ is established, Is established. In such a case, Expression (1) can be regarded as weighting the simple vehicle speed deviation with the target acceleration DVT. Further, the above is not limited to the point p in FIG. 8, but is established in the entire area of the 10-mode running test pattern such as the points p ₁ and p ₂ .

In addition, as shown in FIG. 8, in the range of the angle α at the transition point from the rising straight line portion to the horizontal straight line portion of the 10-mode running test pattern, the rising straight line portion or the horizontal straight line portion is Equation (1) is applied. However, which line segment is extended is made to match the driving operation feeling of the test driver at the switching point. For example, in the range of the angle α as described above, the test driver is already using the accelerator pedal 23 for constant speed driving.
Since it is considered that the operation (1) is performed, the formula (1) is applied to the extension of the horizontal straight line portion.

(Ii) The acceleration deviation DVE corresponds to the change amount of the vehicle speed deviation VE, that is, the situation where the current vehicle speed V is changing with respect to the 10-mode running test (see reference numeral u in FIG. 9). However, since the 10-mode running test pattern is composed of a plurality of straight line portions, dDVT / dt = d ² VT / dt ² = 0 (6) holds. Therefore, in the equation (5), the second term on the right side becomes zero. As a result, the equation (2) is obtained. In such a case, Equation (2) can be regarded as weighting the simple acceleration deviation with the target acceleration DVT. Further, the above is established in the entire area of the 10-mode traveling test pattern.

(Iii) Since the acceleration deviation change amount D ² VE can be considered as the change amount of the acceleration deviation DVE, Therefore, in the equation (6), (dDVT / dt) = 0. As a result, the equation (3) is obtained. The equations (1) to (3) are stored in advance in the ROM of the microcomputer 60.

After the operation in step 500 is performed as described above, the computer program proceeds to the fuzzy logic operation routine 600. Here, prior to the description of the calculation contents of the fuzzy logic operation routine 60, a method of creating a series of control rules necessary for the fuzzy logic operation in relation to the vehicle speed deviation VE, the acceleration deviation DVE, and the acceleration deviation change amount D ² VE and its The result of creation will be described.

In general, in fuzzy logic, each control rule takes the form of "if-if-do". Accordingly, in the present embodiment, "the vehicle speed difference VE, operation control amount of at least one of - if the accelerator pedal 23 of the acceleration deviation DVE and acceleration deviation change amount D ² VE (hereinafter referred to as operation control amount ACC), and (Or) an operation control amount of the brake pedal 24 (hereinafter, referred to as an operation control amount BRK). Further, in creating these control rules, if a skilled test driver does not have a sufficient number of membership functions to perform skillful automatic driving control equivalent to driving the vehicle 20 along the 10-mode driving test pattern. I won't. In the embodiment of the present invention, 11 input membership functions Fpb, Fpm, Fp as shown in FIG.
s, Fz, Fns, Fnm, Fnb, Fnn, Fnp, Fp and Fn and seven output membership functions Fcpb, Fcpm, Fcps, Fcze, Fcn
s, Fcnm and Fcnb were introduced.

In such a case, the vague content of the driving sensation of the test driver is introduced into the vague logic, so VE, DV
E and D ² VE are associated with each input membership function, while A and
It is easily understood that CC and BRK are associated with each output membership function. Each membership function corresponds to the following contents.

Fpb: Positive and fairly large Fpm: Positive and slightly large Fps: Positive and slightly large Fz: Nearly zero Fns: Negative and slightly large Fnm: Negative and slightly large Fnb: Negative and fairly large Fnn : Non-negative Fnp: Non-positive Fp: Positive Fn: Negative Fcpb: ACC or BRK increases significantly Fcpm: ACC or BRK increases slightly Fcps: ACC or BRK increases slightly Fcze: ACC or BRK remains unchanged Fcns: ACC or BRK decreases slightly Fcnm: ACC or BRK decreases slightly Fcnb: ACC or BRK decreases considerably Realization of operation control equivalent to the operation of the accelerator pedal 23 and the brake pedal 24, and the control output frequency of the microcomputer 60
Considering 16Hz, VE and DVE on the horizontal axis of Fig. 10
The change ranges of D ² VE and D ² VE were taken as follows.

Xa = -1.5 (Km / h) ≤ VE ≤ Xb = +1.5 (Km / h) Xa = -1.0 (Km / h) ≤ DVE ≤ Xb = +1.0 (Km / hs) Xa = -1.0 (Km / hs ² ) ≤ D ² VE ≤ Xb = +1.0 (Km / hs ² ) In addition, the following points were taken into consideration when creating each control regulation. That is, it was created by observing the operation behavior of the accelerator pedal 23 and the brake pedal 24 of the test driver every moment when a skilled test driver operates by looking at the data on the current vehicle speed of the vehicle 20 and the 10-mode traveling test pattern. .

As a result, the following control regulations were created.

i. 1st to 30th when the vehicle 20 accelerates or runs at a constant speed
Control rules for RA1-RA30: ii. 1st to 30th control rules RB1 to 30 during deceleration of the vehicle 20
RB30: However, in each control rule, each code PB, PM, PS, Z, NS, NM, N
B, NN, NP, P and N are respectively positive and fairly large, positive and slightly large, positive and slightly large, almost zero, negative and slightly large, negative and slightly large, negative and significantly large, not negative,
Represents non-positive, positive, and negative, respectively. Further, each code CPB, CPM, CPS, CZE, CNM and CNB, respectively, ACC (or BRK) is significantly increased, slightly increased,
Slightly increased, maintained the current status, slightly decreased, slightly decreased,
And significantly reduced. Further, in the present embodiment, the above-mentioned input membership functions, output membership functions and control rules RA1 to RA30, RB1 to RB30 are
It is stored in advance in the ROM of the microcomputer 60.

Then, when the computer program proceeds to the ambiguous logical operation routine 600 as described above, the microcomputer 60 determines in step 610 that the time value of the timer is 2 or more.
Based on the fact that it is in the range of 0 to 27 seconds, it is determined to be "NO" in relation to the 10-mode running test pattern, and in the next step 611, the calculation according to the control rule RA1 is performed. In step 611, the following calculation is performed based on the flowchart shown in FIG. That is, in step 611a, the satisfaction Y of VE = PB of the antecedent part of the first control rule RA1.
ve is determined by the relationship with the input membership function Fpb according to the vehicle speed deviation VE in step 500. For example,
If the vehicle speed deviation VE = + 1.13 in step 500, the satisfaction degree Yve = 0.5 (see FIG. 12).

Next, in step 611b, the satisfaction degree Ydve of DVE = NN in the antecedent part of the first control rule RA1 is determined in association with the input deviation function Fnn according to the acceleration deviation DVE in step 500. For example, in step 500. If the acceleration deviation DVE = −0.1, then the satisfaction level Ydve = 0.8 (see FIG. 13). Then, in step 611c, the satisfaction degree Yve in step 611a and the satisfaction degree Ydve in step 611b are compared with each other, and the smaller satisfaction degree MIN (Yv
e, Ydve) is determined as Ymin. In such a case, Ymin = 0.5 because Yve = 0.5 and Ydve = 0.8 as described above. After such determination of Ymin, in step 611d, the satisfaction degree Yr ₁ of the consequent part ACC = CNB of the first control rule RA1 is calculated in step 611c.
In accordance with the mutual comparison of Ymin and the output membership function Fcnb in, the part less than Ymin of the output membership function Fcnb is determined as MIN (Ymin, CNB). If so, Y
ve = 0.5 Therefore Yr ₁ is specified by the shaded area as shown in FIG.

Hereinafter, in each step 612-640, operation substantially similar to operation in step 611 based on the second to 30 control rules RA2~RA30 is performed sequentially determined Yr ₂ ~Yr ₃₀ corresponding to Yr ₁ is To be done. In each of these operations, if D ₂ VE exists in the antecedent part of the control rule, Ymin = MIN (Yve, Ydve, Yd
² ve). Then, when the computer program proceeds to step 641, the first to thirtieth control rules RA1
~ RA30 each decision result in each step 611 ~ 640 Yr ₁ , Yr
₂ , ..., Yr ₃₀ are arranged on the same coordinate plane as illustrated in FIG. 15, and are combined so as to take the maximum value of each determination result Yr _{1 to} Yr ₃₀ , and the combined result Yr = MAX ( Yr ₁ , Yr ₂ , ...... Yr ₃₀ )
Ask for. Then, in step 642, the synthesis result Yr
From this, the operation control variable ACC is determined by weighted average calculation. For example, ACC = 0.8 (see Fig. 15).

After the above fuzzy logic operation routine 600 is completed, the microcomputer 60 determines in step 700 that the operation control amount ACC = 0.8 is “YES”, and the operation control amount A
CC = 0.8 is generated as the first output signal, and in step 800 it is determined to be "NO" based on the function maintenance of the brake pedal 24, and in step 900 it is determined to be "NO" based on the operation signal from the operation switch 30. To do. As described above, when the first output signal is generated from the microcomputer 60, the drive circuit 70a generates the content of the first output signal as the first drive signal, and in response thereto, the stepping motor 80a rotates in the forward direction to accelerate the accelerator. Increase the pedal depression amount to ACC = 0.8. As a result, the acceleration operation control of the vehicle 20 according to the 10-mode traveling test pattern at the elapsed time t = 20 to 27 seconds is started. After that, based on the repetition of substantially the same operation as described above,
Automatic driving control of the vehicle 20 according to the 10-mode running test pattern at the elapsed time t = 20 to 27 seconds is performed by using the driving roller 12 as a load. In such a case, since the ACC is determined according to the calculation in the calculation routine 600, the automatic acceleration driving control equivalent to the skillful driving of the skilled test driver can be performed. After that, when the elapsed time t = 27 seconds has elapsed, the microcomputer 60 determines in step 610 as “NO” in the same manner as described above in relation to the 10-mode traveling test pattern based on the timed value of the timer. If so, the computer program proceeds after step 611. This means that at t = 27 to 42 seconds, the constant speed traveling control of the vehicle 20 is performed based on the determination of the operation control amount ACC. In such a state, when t = 42 seconds elapses, the microcomputer 60 determines in step 610 “YES” in relation to the mode running test pattern based on the measured value of the timer.
If so, the computer program proceeds to step 643.
Then proceed. Then, in each step 643-674,
Based on the input membership functions, the output membership functions, and the first to thirtieth control rules RB1 to RB30 described above, the operations in steps 611 to 642 are substantially related to the results of the operations in step 500. Calculation is performed to determine the operation control amount BRK.

Then, the microcomputer 60 causes the "YE" based on the operation control amount ACC immediately before the determination of "YES" in step 610.
S ”, the same operation control amount ACC is generated as the first output signal in step 700a, and in step 800, it is determined“ YES ”based on the operation control amount BRK in step 674, and the step
At 800a, the same operation control amount BRK is generated as a second output signal. Then, the stepping motor 80a is reversely rotated under the operation of the drive circuit 70a in response to the first output signal from the microcomputer 60 to decrease and adjust the depression amount of the accelerator pedal 23. On the other hand, the drive circuit 70b generates the content of the second output signal from the microcomputer 60 as the second drive signal,
In response to this, the stepping motor 80b rotates in the forward direction to increase and adjust the depression amount of the brake pedal 24 to the operation control amount BRK.

As a result, the deceleration operation control of the vehicle 20 according to the 10-mode traveling test pattern at the elapsed time t = 42 to 49 seconds is started. After that, while repeating the same calculation, the elapsed time t =
Automatic driving control of the vehicle 20 according to the 10-mode running test pattern in 42 to 49 seconds is performed by using the driving roller 12 as a load. In such a case, since the BRK is determined according to the calculation in the calculation routine 600, the automatic deceleration operation control equivalent to the skillful operation of the skilled test driver can be performed.
After that, substantially the same calculation as described above is performed even at the elapsed time t = 49 to 135 seconds, and the stop of the vehicle 20, the acceleration operation control, etc. are automatically performed so that the operation is equivalent to that of the test driver. .

As can be understood from the above description, when the depression amount of the accelerator pedal 23 and / or the brake pedal 24 under the calculation in step 500 and the calculation in the fuzzy logical calculation routine 600 depends on the test driver, With the same skill, the vehicle 20
The automatic acceleration / deceleration operation control is performed so as to accurately follow the 10-mode running test pattern, and the test data by the 10-mode running test considering the exhaust gas regulation value and the fuel consumption of the vehicle 20 can be easily obtained with high accuracy. In such a case, the operation control content does not change as in the case where the test driver is replaced. Further, the vehicle speed sensor 40 is used as a detection means.
Therefore, this type of device can be provided with a simple configuration without using an extra sensor.

It should be noted that, in carrying out the present invention, the present invention is not limited to the 10-mode running test pattern but is carried out based on various running test patterns (for example, 11-mode running test pattern, LA # 4 mode running test pattern). Good.

Further, in the above embodiment, the rear wheel drive vehicle is adopted as the vehicle 20, but instead of this, a front wheel drive vehicle is used.
In such a case, the front wheels of the front-wheel drive vehicle may be placed on the drive rollers 12 of the chassis dynamometer 10.

Further, in the above embodiment, the vehicle 20 is controlled to be operated on the chassis dynamometer 10, but instead of this, if a person gets on the vehicle 20 and operates its steering wheel, 20 can be automatically accelerated / decelerated even on a general road.

Further, the present invention is not limited to the vehicle 20, and the present invention may be applied to a vehicle equipped with a manual transmission. In such a case, each operation of the clutch pedal and the shift lever may be added. Further, the present invention may be applied and implemented as long as it is a moving body having acceleration / deceleration means, such as a gasoline vehicle, a diesel vehicle, an electric vehicle, a train, an aircraft, etc., and is driven by a human.

In implementing the present invention, the fuzzy logic algorithm is not limited to the one described in the above embodiment, and any algorithm may be used. In such a case, the form and number of each membership function may be changed as needed.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to the configuration of the invention described in the claims, FIG. 2 is a schematic diagram showing a positional relationship with a chassis dynamometer of a vehicle, and FIG. 3 is a block diagram showing an embodiment of the present invention. FIG. 4 is a flow chart showing the operation of the microcomputer of FIG. 3, FIGS. 5 and 6 are detailed diagrams of the fuzzy logic operation routine of the flow chart of FIG. 4, and FIG. 7 is a 10-mode running test pattern. Figure, 8th
9 and 9 are explanatory diagrams for vehicle speed deviation VE and acceleration deviation DVE, and FIG. 10 is a diagram showing an input membership function, FIG.
Figure 11 shows the output membership function, and Figure 12-
FIG. 15 is an explanatory diagram for determining the operation control amount ACC. Explanation of symbols 20 …… vehicle, 23 …… accelerator pedal, 24 …… brake pedal, 40 …… vehicle speed sensor, 60 …… microcomputer, 70a, 70b …… driving circuit, 80a, 80b …… stepping motor.

Claims (1)

[Claims] 1. A pattern for storing a moving test pattern representing a change in a target moving speed of the moving body according to elapsed time in a moving body driven under the operation of an acceleration operating means and / or a braking operating means. The storage means, the detection means for detecting the actual moving speed of the moving body, the difference between the detected moving speed and the target moving speed, the temporal change of this difference, and the temporal change of this temporal change. A calculating means for calculating the change amount as a moving speed deviation, an acceleration deviation, and an acceleration deviation change amount, and the acceleration operation means and / or for executing a moving body by a trained test driver along the moving test pattern. The operation is performed with a fuzzy logic specified in association with at least one of the moving speed deviation, the acceleration deviation, and the change in the acceleration deviation so as to match the skillful operation feeling of the control operation means. Determining means for determining each operation amount of the acceleration operating means and / or braking operating means according to at least one of the calculation results of the means, and the acceleration operating means and / or braking according to the determination result of the determining means. An automatic operation control device characterized in that adjustment means for adjusting each operation amount of the operation means is provided.