JPH0790725B2 - Constant speed running control device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a constant-speed traveling control device, and more specifically to a control device for driving a vehicle, particularly an automobile, which is a non-physical quantity such as human judgment or sense. The present invention relates to a constant speed traveling control device that makes it possible to find a way to adopt the vehicle as a control element.

(Prior Art) Recently, in automobiles, what was previously operated manually by a driver is gradually being automatically controlled. For example, regarding the constant-speed traveling technique, the technique described in Japanese Patent Publication No. 59-9740 is used. It can be given as an example.

(Problems to be solved by the invention) By the way, in such automatic control technology, techniques such as proportional control, comparative integral control, proportional integral derivative control, etc. have been conventionally used, but all of these control techniques use physical quantities as input values. It was intended only for. That is, in these methods, a parameter indicating an operating state is grasped and input as a physical quantity, and a control value is calculated from an appropriate control law to perform control. Therefore, it is impossible to add elements such as human sense or judgment, which are hard to be clearly grasped by physical quantity, to the control elements, and therefore safe, economical, and comfortable manual operation movements seen by a skilled driver are controlled. It was impossible to incorporate it into the method. Furthermore, a skilled driver will not only operate the device by making the necessary judgment while recognizing the conditions of the four circles that are occurring during driving, but in the future it will become easier to act in this way. Although it operates while predicting the phenomenon of, it was not hopeful to incorporate such a prediction judgment into the control.

Further, in the case of the conventional control method, it is not possible to reflect the difference in the sense of each driver or the variety thereof in the control for the same reason, and thus the sense of unity between each driver and the vehicle is not always required. There was an envy that I could not get enough. In the case of the conventional control method, as a result of refinement and subdivision of the control law,
When a control device for realizing the control method is configured by a microcomputer, there is a disadvantage that a memory having a considerable capacity is required.

Therefore, an object of the present invention is to provide a constant speed traveling control device that solves the above-mentioned drawbacks of the prior art, and is controlling not only a physical quantity but also an element that is hard to be compatible with a physical quantity such as human sense or judgment. To provide a constant-speed running control device that enables the adoption of a predictive judgment of a skilled driver during control while paving the way for providing control technology with improved accuracy. It is in.

Furthermore, it is possible to further improve the sense of unity with the car by paving the way for reflecting differences or diversities in the sense of each driver during control without changing the control law. A regular-running control device that requires only a small memory capacity even when this control method is realized by a control device composed of a microcomputer by enabling fine control with a simple control rule. The purpose is to provide.

(Means for Solving the Problems) In order to achieve the above object, the constant speed traveling control device according to the present invention detects a driving state of a vehicle including at least the vehicle speed as shown in FIG. Detecting means 10, means 12 for obtaining a vehicle speed deviation and a vehicle speed change amount from a target vehicle speed from the detected vehicle speed, a vehicle driving evaluation index obtained by quantifying the vehicle speed deviation and the vehicle speed change amount with a membership function in advance. The evaluation index setting means 14 for setting, the vehicle speed deviation and the vehicle speed change amount as inputs and the throttle valve opening as an output, and those are quantified by a membership function, and will occur in the output when the input is changed. The input / output characteristic setting means 16 for presetting the input / output characteristic for predicting the change, the evaluation index set by the evaluation index setting means, and the membership function set by the input / output characteristic setting means Rule setting means 18 that presets fuzzy production rules that prescribe the output on the condition that the value index is satisfied, output determination means 20 that determines the output by performing fuzzy inference using the fuzzy production rules, determined Throttle valve opening degree determining means 22 for determining the throttle valve opening degree based on the output, and control value determining means 24 for determining the control value of the actuator for increasing / decreasing the traveling speed of the vehicle based on the determined throttle valve opening degree. , And are provided.

(Structure and Action of the Invention) First, the premise of the present invention will be described. When a certain state is captured, it is generally specified by a physical quantity, but on the other hand, as shown in FIG. It is also possible to grasp. That is, all states are roughly divided into conditions of “small”, “medium”, and “large”, and “1” indicates that the conditions are completely satisfied, and “0” indicates that the conditions are not satisfied at all. Considering that, the numerical value is expressed stepwise as 0.5, 0.7, etc., for example, a certain state “a” in FIG. It can be understood that it is only 0.1. This is a so-called fuzzy set theory, but by adopting such a fuzzy set theory, not only physical quantity but also the image and feeling such as “drivability of steering wheel” as a factor showing the driving state Non-physical quantities such as can be taken into the control by statistically deriving and quantifying them by psychological analysis. The present invention relates to a constant speed traveling control device utilizing an ambiguous control method using such an ambiguous set theory.

Here, when the configuration of the present invention described in the above-mentioned "Means for solving the problems" is further expanded, it becomes like a flow chart shown in FIGS. 3 (a) and 3 (b). FIG. 7A shows the work procedure of the pre-processing unit before determining the individual control values, and FIG. 7B shows the work procedure of the main routine unit that determines the individual control values based on it. Explaining from the flow chart of the preprocessing unit, first, at step 20, a parameter for grasping the vehicle operating state is selected according to the control purpose, and the parameter is divided into a plurality of sections according to the operating state. As the operating state parameter, a physical quantity is usually used, but other than that, a non-physical quantity such as feeling or judgment may be quantified by an appropriate method and used. When a physical quantity is used, an actual measurement value or a calculated value such as its nth-order differential value is used.

Then, in step 22, an evaluation index is selected and defined. The evaluation index is determined on the basis of the parameters, and serves as an index for evaluating the control law as described later.

Then, in step 24, a control law is created. What is characteristic of the present invention is that the control law is expressed in language, and it is a predictive question that asks the degree of satisfaction of the evaluation index when it is assumed that the output command specified therein is executed. That is the point.

Then, in step 26, a preview value is defined. This represents the change in the operating state on the assumption that the above-mentioned output command is executed, as a quantitative fluctuation of the parameters, and such predictive value data is defined in advance through experiments. The above work shall be completed in the pretreatment stage.

Next, the main routine part of FIG. 7B will be described. First, in step 28, the current operating state is grasped. This is done by obtaining the above parameters.

Then, in step 30, the section defined for the calculated parameter is defined with reference to the section defined in step 20, and the corresponding section is searched.

Then, in step 32, the predictive value of the operating state is searched when it is assumed that the output command specified in the above-mentioned control law is executed. This is performed by searching the preview value created in step 26 described above.

Subsequently, in step 34, the control law is evaluated. This is done by judging to what extent the above-mentioned forecast value achieves the degree of satisfaction required by the evaluation index. In this case, when a plurality of evaluation indexes are related to one control law, the minimum evaluation value is used for evaluation. If there are a plurality of control rules, one of them is selected, and in this case, for example, the control rule with the highest evaluation value is selected as the one with the highest degree of satisfaction.

Subsequently, in step 36, the control value is determined by the output command of the control law selected in the previous step, and in step 38 it is output to the controlled means.

(Example) Hereinafter, the Example of this invention is described. FIG. 4 shows the overall configuration of the constant speed traveling control device. Referring to FIG. 4, reference numeral 40 denotes an engine, which is located downstream of the throttle valve 46 in the intake passage 44 extending from the air cleaner 42. Fuel is supplied from the fuel injection device 48. The throttle valve 46
Is electrically connected via an accelerator pedal 50 and an accelerator sensor 52 provided on the floor of the driver's seat of the vehicle, and is also mechanically connected to a pulse motor 54 so that it is opened and closed by receiving its driving force. Composed. A crank angle sensor (not shown) is arranged near the rotating part of the engine, and an absolute pressure sensor (also not shown) for detecting the absolute pressure of the intake passage is arranged at an appropriate position of the intake passage 44. , Control unit 56 by detecting engine speed signal and absolute pressure signal
Send to. The control unit 56 is mainly composed of a microcomputer including an input / output interface, a CPU, a ROM and a RAM.

Further, a power transmission device 58 including a transmission is connected to the next stage of the engine 40, and a vehicle speed signal is detected and controlled by a vehicle speed sensor (not shown) provided at an appropriate position from the power transmission device. It is sent to the unit 56.
Further, at appropriate positions of the steered wheels (not shown), there are a main switch for turning on / off the constant speed running control, a set switch for running set and deceleration, and a resume switch for restarting the constant speed running or accelerating. An ON / OFF signal is also provided to the control unit 56. Further, a throttle sensor 60 is provided near the throttle valve 46 to detect the valve opening and send it to the control unit 56. The operation of the brake pedal 62 arranged in parallel with the accelerator pedal 50 is also input to the control unit 56 via the brake switch 64. The control unit 56 calculates a control value based on these input signals and outputs it to the pulse motor 54 via the pulse motor control circuit 66 to control the opening / closing of the throttle valve 46 and also to the fuel injection device 48. It outputs and controls the fuel injection.

Next, the operation of the constant speed traveling control device will be described with reference to FIG. FIGS. 5 (a) and 5 (b) are flow charts showing the operation. The flow chart of the pre-processing section in FIG. 5 (a) will be explained first by referring to the flow chart of FIG. In step 70, parameters indicating the operating state are selected. In this embodiment, as a parameter, a deviation VDIF (km / h.multidot.m) between the set vehicle speed VSET and the actual vehicle speed V is set.
..Vehicle speed V, which is the first-order differentiation of vehicle speed V, and vehicle acceleration α (km
/h/s...Hourly speed change amount per second) and the acceleration change amount Δα (km / h / s / s) which is the second-order differentiation of the vehicle speed V (km / h / s / s ... acceleration change amount per second (jerk jerk) )) Is used.

Then, in step 72, the parameter is divided into a plurality of sections according to the operating state. FIG. 6 (a) shows the division, and as shown, the parameters VDIF, α, Δ
α is divided into 15 columns from 0 to +7 to -7 (hereinafter referred to as "domain u") (note that the columns are continuous between domains in domain u, Numerical values in between can be obtained by interpolation calculation). As shown in the figure, the deviation VDIF is in the range of −7 km / h (including the following) to +7 km / h (including the above), and the acceleration α is −1.4 km / h / s (including the following) to +1.4 km / h / s (over the range including above, the acceleration change amount Δα is -2.8km / h / s / s (including below) to + 2.8km
It is allocated on the domain u over the range of / h / s / s (including the above). A negative value of the deviation VDIF indicates that the actual vehicle speed is lower than the set vehicle speed, and a negative value of the acceleration α and its variation Δα indicates a deceleration state. In addition, the vertical columns in FIG. 5A indicate fuzzy labels FL in ambiguity set theory, that is, NB, NM, NS, ZO, PS, PM, PB.
It is divided into 7 columns by, and the number of “0” to “1” (hereinafter referred to as “membership value μ”) is defined in the column of 105 intersecting the domain of definition. The table shown in FIG. 9A (hereinafter referred to as "membership map") is stored in the ROM of the microcomputer of the control unit 56. The fuzzy labels are NB = NEGATI, respectively.
VE BIG Large in the negative direction, NM = NEGATIVE MEDIUM
Medium in the negative direction, NS = NEGATIVE SMALL Small in the negative direction, ZO = ZERO zero, PS = POSITIVE SMALL Small in the positive direction, PM = POSITIVE MEDIUM Medium in the positive direction, PB = Large in the POSITIVE BIG positive direction. means. FIG. 6 (b) shows a graph of this.

Subsequently, in step 74, the evaluation index E is selected, divided in the same manner to create a membership map, and stored in the ROM. FIG. 7 (a) shows a membership map of the evaluation index. In the case of the present embodiment, the evaluation index is the following EVA, refreshing EFR, comfort ECF, fuel efficiency EFE and safety E.
Five SFs are selected. As shown in the figure, the membership map of FIG. 6 (a) is divided on the domain u consisting of 15 divisions, like the membership map of FIG. 6 (a). Is defined as membership value μVA, μFR, μCF, μFE, μSF which is less than 1.0. The evaluation index E is based on the parameters described above and indicates the superiority or inferiority of the fluctuation state. That is, the followability EVA is the deviation VDIF, the refreshing EFR and the comfort ECF are the acceleration change amount Δα, the fuel consumption EFE is the acceleration α, and the safety ESF is the deviation Vα.
Based on the DIF, it consists of the superiority and inferiority of those quantitative fluctuations expressed as a function value of 1.0 or less. The figure (b) is a graph of it. Briefly speaking, the tracking value EVA has no difference between the target vehicle speed and the actual vehicle speed when the deviation VDIF is zero, so the membership value μVA is Domain u
It is defined to have a maximum value of 1.0 near = 0. It has been empirically recognized that the refreshing EFR gives the occupant a refreshing feeling when the amount of change in acceleration continues in a small amount in the positive direction, so the membership value μFR becomes a curve that rises to the right with respect to the defined range u. . It has been empirically confirmed that the comfort ECF is comfortable when the uniform acceleration state continues, and therefore the membership value μCF becomes maximum in the vicinity of u = 0 where there is no acceleration fluctuation. In addition, the fuel consumption EFE becomes a curve that rises to the left because it increases as the vehicle accelerates in the negative direction, that is, in the deceleration state, and it is empirically confirmed that the safety ESF is safer if the deviation is small and the vehicle speed does not change. Therefore, it also becomes maximum around u = 0. The membership value μE is empirically or empirically defined, but needless to say, it is not limited to this and can be arbitrarily set. Alternatively, the membership value of the comfort ECF may be defined based on the elapsed time to the inflection point where the acceleration changes in the negative direction as a parameter.

Then, in step 76, the control law Ri is created and stored in the ROM. FIG. 8 shows this control rule Ri, and five control rules Ri1 to Ri5 are set. The present invention is characterized in that the control law is linguistically expressed and that the prediction law is included therein. For example, the control law Ri1 is defined as "if the throttle is slightly loosened, loosen the throttle a little if the followability and comfort are satisfied", and the contents of other control laws are the same. This control law defines the output command Ci therein, and in the case of the present embodiment, the output command Ci is indicated by the ambiguous label FLCi.
Further, each control law includes one or more evaluation indexes, but which evaluation index is included can be arbitrarily determined by judging the causal relationship with the control content. As a selection criterion, it is conceivable that if a certain evaluation index is not considered in the operating state, it is not included in the control law. That is, in such a case, the evaluation of other important evaluation indexes may be obstructed and the control law itself may not be adopted.

Then, in step 78, a forecast value is created. This is because the fluctuation of the operating state when it is assumed that the output commands Ci are executed by applying the above-mentioned control rules one by one,
Quantitative fluctuation values of VIF, α, Δα (hereinafter, predictive value P (VDIFp,
.alpha.p, .DELTA..alpha.p)) and is indicated by the ambiguous label FLp. 9 (a) (b) (c)
Shows a table of preview values defined for each such parameter (hereinafter referred to as a "preview table"). This preview table is created in advance through experiments and stored in the aforementioned ROM. FIG. 6D shows a graph of these predictive value ambiguity levels FLp.

Continuing to the description of the main routine section of FIG. 5 (b), first, at step 80, it is judged whether or not the main switch is turned on, and if it is not turned on, constant speed running control ( AC) is not performed (step 82).

If the main switch is on, continue to step
At 84, the throttle valve opening θTH is read from the output value of the throttle sensor 60, and the vehicle speed V, the acceleration α, and the acceleration change amount Δα are calculated from the output value of the vehicle speed sensor. In this case, the vehicle speed V is calculated from the average value within a predetermined time, the acceleration α is calculated by dividing the vehicle speed value by seconds, and the acceleration change amount Δα is calculated by further dividing the quotient by seconds.

Next, at step 86, it is judged if the vehicle speed V calculated at the previous step exceeds a predetermined vehicle speed Vref, for example, 20 km / h, and if so, then at step 88 whether the brake switch 64 is turned on or not. to decide. In these steps, when the vehicle speed falls below the predetermined vehicle speed Vref and when the brake switch 64 is on, the constant speed traveling control is not performed (step 82).

Then, in step 90, it is determined whether or not constant speed traveling control is being performed. If not in constant speed traveling control, it is determined in step 92 whether or not the set flag is on, and if it is on, then step 94 In step 96, the vehicle speed V at that time is read from the sensor output to obtain the set vehicle speed VSET, and in the next step 96, the deviation VDIF is calculated from the set vehicle speed VSET and the vehicle speed V detected in the previous step 84. Then, in step 98, the throttle valve opening degree θTH is initialized.
This is because if the driver releases the accelerator pedal immediately after pressing the set switch, the closing speed of the throttle valve may be high depending on the driving location, so the opening degree θTH detected in the previous step 84 Is an operation to open the valve to the opening degree when the predetermined valve opening degree corresponding to the set vehicle speed VSET is not reached, which is an initializing operation which is a pre-stage of the constant speed traveling control. After this, the routine proceeds to constant speed traveling control in step 100, which will be described later with reference to the flow chart showing the sub routine of the constant speed traveling control in FIG.

If it is determined in step 90 that constant speed traveling control is being performed, it is determined in step 102 whether the set switch is on, and if it is on, deceleration traveling control is performed (step 104). If the set switch is not turned on in step 102, it is determined in step 106 whether or not the resume switch is turned on, and if it is turned on, acceleration control is performed (step 108), and the resume switch is turned on in step 106. If is not turned on, the control shifts to constant speed traveling control. If it is determined in step 92 that the set flag is not on, constant speed traveling control is not performed (step 82). In any case, the gist of the present invention is mainly the constant speed running control in step 100, so the description of the present flow chart will be omitted.

FIG. 10 is a flow chart showing an AC sub routine of constant speed traveling control. Explaining this with reference to FIG. 6, first, in step 200, the parameters indicating the current driving state calculated in steps 84 and 96, that is, the deviation VDIF, the acceleration α, and the acceleration change amount Δα are defined with reference to FIG.
The upper position is searched, and then in steps 202, 204 and 206, the corresponding fuzzy label FLVDIF, FL for each parameter is searched.
Search for α, FLΔα. Explaining with an example, the current driving state is deviation VDIF = 0km / h, acceleration α = 0km / h / s,
When the amount of change in acceleration Δα = 0 km / h / s / s, the value of the domain u is u = 0 for each parameter. If you search for a fuzzy label in the u = 0 column, it will be 0,0,0,1.0,0,0,0, and its membership value is ZO = 1.0 and the others are 0, so only ZO is relevant as a fuzzy label. Will be done. Therefore, the search results are as follows.

Parameter Ambiguous label Deviation VDIF ZO Acceleration α ZO Acceleration change amount Δα ZO Then, in step 208, the ambiguous label FLV retrieved in the previous step with reference to the preview table of FIG.
From the DIF, FLα, FLΔα and the ambiguous label FLCi of the output command Ci of the control rules Ri1 to Ri5, the predicted value P (VDIFP, αp, Δα of the parameter in the next (after n + 1) operating state is calculated.
An ambiguous label FLp indicating p) is obtained. It should be noted that the term "next time point (after n + 1)" means here,
If the flow chart of FIG. 5 is started every predetermined time to every predetermined crank angle, it means, for example, when the next flow chart is started. Further, in this case, it goes without saying that it may be the next next startup or the subsequent startup.

Foreseeable values, as shown in the above example, are as follows.

Control law output command VDIFp αp Δαp 1 NS NS − − NS 2 ZO ZO − − − − 3 PS PS PS PS 4 NB NB − − NB 5 PB PB − − PB Then, in step 210, the membership value of the evaluation index. The evaluation value μE for each control law is determined from μE (μVA, μFR, μCF, μFE, μSF) and the membership value μp of the predictive value fuzzy label FLp. In the example above, control law 1
The evaluation indices of the followability EVA (parameter is VDIF) and the comfortability ECF (parameter is Δα) and the output command fuzzy label FLCi of control law 1 is NS. Therefore, the evaluation value μE of the followability EVA is shown in FIG. As shown in (a), it is obtained by superimposing the graph of the tracking EVA and the ambiguous label NS of the deviation VDIF and taking the maximum value of the overlapping portion, which is 0.8. Similarly, the ambiguous label for acceleration α is NS, so the comfort value ECF evaluation value μE is 0.7. Further, the evaluation index of the control law 2 is only the followability EVA (parameter is VDIF), and the ambiguous label of VDIF is ZO, so the evaluation value μE becomes 1.0 as shown in FIG. 11 (c). Since the evaluation indexes of the control law 3 are the following EVA, comfort ECF, fuel consumption EFE and safety ESF, the evaluation value μE is 0.82, 0.75, 0.15 as shown in FIGS. 11 (d) to (g), respectively. And 1.0. Similarly, in the case of control law 4, the evaluation value of followability EVA is 0.25, the evaluation value of comfort ECF is 0.2, the evaluation value of safety ESF is 0.35, and in the case of control law 5, the evaluation value of followability EVA is 0.25, refreshing. The evaluation value of the safety EFR is 1.0, and the evaluation value of the safety ESF is 0.4. The above is summarized as shown in FIG. The calculation work is performed by securing the table shown in the drawing as a calculation space in the RAM of the microcomputer of the control unit 56. Note that this calculation is reset in a suitable step (not shown) each time it is completed, but if zero reset is performed, it is impossible to distinguish between true 0 and unused 0 when calculating the minimum value, so reset is FF. (Overflow) and the overflow value is excluded from the target of the minimum value.

Subsequently, the final evaluation value μRi of the control law will be obtained.
In this case, the evaluation value (membership value μE) represents the degree of satisfaction of the evaluation index, and therefore, the minimum value among the respective evaluation indexes as "all evaluation indexes are satisfied at least in that range". It asks by taking. As a result, the final evaluation value μRi for each control law is as follows.

Control Law Minimum Evaluation Value 1 0.7 2 1.0 3 0.15 4 0.2 5 0.25 Then, in step 212, one of the five control laws is selected. In this case, the larger the final evaluation value μRi of the control law obtained in the previous step is, the higher the satisfaction is. Therefore, the control law showing the maximum value, that is, the control law showing 1.0 is used in the case of the actual example. Is selected as the applied control law Rout. This control law 2 is "If the throttle is not changed, if the followability is satisfied, do not change the throttle." Therefore, the output command U (Rout) of this selected control law is The control value is Uout. In this case, since the output command U (Rout) is represented by the ambiguous label ZO, it is necessary to convert this ZO into a real value. FIG. 13 (a) shows this conversion table. In the upper column, the above-mentioned control value Uout is divided into 15 domain regions u and
In the lower column, the throttle opening θTH (degree) that is the control target is correspondingly defined. The same figure (b) shows what made it into a graph. In the case of the example, the evaluation value μRi indicating the selected degree of satisfaction is 1.0, and Uout giving 1.0 in the fuzzy set of ZO
Since u = 0, the throttle opening θTH becomes 0 degree. If multiple output θTH values are obtained during conversion,
For safety, the smaller one should be chosen.

Next, another example will be described. If the current driving condition is deviation VDIF = 3km / h, acceleration α = 0.6km / h / s, and acceleration change amount Δα = 1.2km / h / s / s, the search results for each fuzzy label are as follows. Become.

Parameter Ambiguous label Deviation VDIF PS, PM Acceleration α PS, PM Acceleration change amount Δα PS, PM Also, the forecast values for each control law are as follows. In this case, since the current driving state is represented by a plurality of ambiguous labels, there are a plurality of ambiguous labels.

Control law output VDIF α Δα 1 NS ZO, PS −−− Z0, PS 2 ZO PS, PM −−−−−− 3 PS PM, PB PM, PM PM, PB 4 NB NM, NS −−− NM, NS 5 PB PB, PB --- PB, PB The prediction values for each control law are as follows.

Control Law EVA EFR ECF 1 1.0, 0.8 --- 1.0,0.7 2 0.8, 0.4 ---------- 3 0.4, 0.25 --- 0.3,0.2 4 0.4, 0.25 --- 0.3,0.2 5 0.25,0.25 1.0 , 1.0 −−− Control law EFE ESF 1 −−− −−− 2 −−− −−− 3 0.15,0.15 0.65,0.4 4 −−− 0.65,0.4 5 −−− 0.4,0.4 Satisfaction for each control rule Is expressed by taking the minimum value as in Example 1, but in Example 2 each evaluation index has multiple evaluation values, so the larger one is selected first (the prediction is more (In that sense) and then select the minimum value. As a result, the minimum value is as follows.

Minimum value of control law 1 1.0 2 0.8 3 0.15 4 0.3 5 0.25 Therefore, control law 1 is selected, and "If the throttle is slightly loosened, loosen the throttle a little if the followability and comfort are satisfied." NS to output value conversion
Since Uout = -2, which is 1.0, θTH = -0.5 degrees and 0.5
It will be opened once.

Returning to the flow chart of FIG. 5 again, in step 110, the control value is output to the pulse motor control circuit 66, the pulse motor 54 is driven, and the throttle valve 46 is opened and closed a predetermined number of times. Incidentally, if necessary, the engine speed signal and the absolute pressure signal are also taken into consideration to output a control value to the fuel injection device 48 to control the fuel injection.

In the above description, step 70 in FIG. 5 (a) and step 84 in FIG. 5 (b) are referred to in claims a and b, and steps 72 and 74 in FIG. 5 (a) are referred to as patents. In claim c, step 78 in FIG. 5 (a) is in claim d, step 76 in FIG. 5 (a) is in claim e, and in FIG. Steps 200 to 212 (previous stage) are included in item f of the claims, and steps in FIG.
212 (second stage) is the g item of the claims, and FIG. 5 (b)
Step 110 of the above corresponds to item h in the claims.

As described above, in the present embodiment, by using the fuzzy set theory, it is possible to open the way to allow human senses to be taken into the control and to define the foresight judgment of the skilled driver in the foresight table to control the foresight. It is possible to open up a path that can be adopted, and by doing so, finer control can be realized accurately with a simple control rule, which improves the sense of unity with the car and is safe and economical for skilled drivers. It is possible to find a way to realize control that simulates a dynamic and comfortable driving method during automatic control.

FIG. 14 shows a second embodiment of the present invention, which is also applied to constant speed traveling control, and particularly shows another example of the AC sub routine. Explaining according to the flow chart of the figure, after grasping the current operating state at an ambiguous level (steps 300 to 306) as in the first embodiment, the same steps are performed.
At 308, the preview value FLp is searched using the preview table. The difference from the first embodiment is that the output command of the control law is represented by a real value instead of an ambiguous label as shown in FIG. Therefore, in order to retrieve the predictive ambiguous label FLp, the real value is once converted into an ambiguous label using the conversion table shown in FIG. After that, as in the first embodiment, the control law is evaluated in step 310, and the output command Rout of the control law showing the maximum value is set as the control value Uout in step 312. Since the output command is given as a real value as described above, the reconversion work as seen in the first embodiment is unnecessary. The rest of the configuration is the same as that of the first embodiment, and has the same effect as that of the first embodiment.

Regarding the relationship with the scope of claims, except that steps 300 to 312 (previous stage) of FIG. 14 correspond to the f term, and step 312 (second stage) corresponds to the g term thereof,
This is similar to the case of the first embodiment.

FIG. 17 shows a third embodiment of the present invention and similarly shows a modification of the AC sub routine. In this embodiment, the first and second
The configuration is simplified as compared with the embodiment, and a control law consisting of real values is used as in the second embodiment, but on the other hand, without using the membership map and the prediction table of the parameters, as shown in FIG. It uses a function. 18th
In Figures (a), (b), and (c), output commands are assigned to the x-axis, respectively.
Ci (that is, the throttle valve opening θTH) is calibrated with a real value, and a parameter indicating an operating state is calibrated with a real value on the y-axis.

Explaining below according to the flow chart of FIG. 17, the parameter VD that indicates the current operating state in step 400 is shown.
IF, α, Δα are detected, and the predictive values VDIFp, αp, Δαp of the parameters are obtained from the output command Ci of the control law in FIG. 19th
Explaining with reference to the figure, if the current deviation is set to 3 km / h, the straight line VDIFp that is translated in the + direction by 3 km / h
IFp ′ is required. The output command Ci of control law 1 is θTH =-
Since it is 1 degree, the value VDIF on the y-axis that intersects when a perpendicular line is extended from -1 on the x-axis becomes 5, and therefore the prediction value VD
IFp = 5km / h can be obtained.

Then, in step 402, an evaluation value for each control law is obtained. This is done by obtaining an evaluation value μE, which is 0.2 in this case, which intersects with a perpendicular from the position of 5 km / h obtained in the previous step in the graph of the tracking EVA as shown in FIG. This operation is performed for all control rules, the minimum value is determined in the same manner as in the first and second embodiments, and then, in step 404, the control rule showing the maximum value is obtained and the output command U (Rou
t) is the controlled variable Uout. In this case, since the output command is represented by a real value, it is not necessary to reconvert, which is the same as the second embodiment. A table may be used instead of the function shown in FIG. In this embodiment, the first and second
It has an advantage that the configuration is simplified as compared with the embodiment. Regarding the relationship with the claims, see step 400 in FIG.
To step 404 (previous stage) is the item f, and step 4
This is the same as the case of the first embodiment except that 04 (second stage) corresponds to the g term.

(Effects of the Invention) Since the present invention is configured as described above, it opens up a way to quantify human senses or judgments that are difficult to grasp with physical quantities and incorporate them into the control, and also makes a foresight judgment of a skilled driver. It is also possible to implement a control method that simulates a safe, economical, and comfortable driving method by incorporating the above, and has the advantage that more detailed control can be realized with a simple control rule and high accuracy. Furthermore, it is possible to realize control that further improves the sense of unity in the car by opening up a way to incorporate individual differences such as feelings and judgments during control.
Even when this control device is realized by a control device composed of a microcomputer, there is an advantage that a relatively small memory capacity is sufficient.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to the claims of the present invention, FIG. 2 is an explanatory diagram of a premise theory of control according to the present invention, and FIGS. 3 (a) and 3 (b) are explanatory flow charts schematically showing the configuration of the present invention. FIG. 4 is an explanatory diagram showing a configuration of a constant speed traveling control device according to the present invention,
FIGS. 5 (a) and 5 (b) are explanatory flow charts showing the operation, and FIGS. 6 (a) and 6 (b) are explanatory diagrams showing an example of the definition of the membership value of the operating condition parameter in the embodiment.
7 (a) and 7 (b) are explanatory views showing a definition example of the membership value of the evaluation index in the embodiment, FIG. 8 is an explanatory view showing a control law used in the embodiment, and FIG. 9 (a). ) To (d) are explanatory views showing an example of definition of the preview membership value for each parameter, and FIG. 10 is AC in the flow chart of FIG.
11 is an explanatory flow chart showing a sub-routine, FIGS. 11 (a) to 11 (g) are explanatory diagrams showing a concrete example of determining the evaluation value of the control law, and FIG. 12 is a RAM used in determining the evaluation value. Explanatory drawing showing the stored calculation table, FIG. 13 (a)
(B) is an explanatory view showing a table used for converting a control output into a real value, and FIG. 14 is an explanatory flow chart of an AC sub routine of constant speed traveling control showing a second embodiment of the present invention. FIG. 15 is an explanatory view showing a control law used in the second embodiment, and FIG. 16 is an explanatory view showing a conversion table between an output command (real value) and a fuzzy label used at the time of searching the preview table, FIG. Is an explanatory flow chart of an AC sub routine showing a third embodiment of the present invention, and FIG. 18 is an explanatory view showing a predictive value search function used in the third embodiment, and FIGS. 19 and 20. FIG. 9 is an explanatory diagram illustrating a method for determining an evaluation value of a control law in the third embodiment.

Claims (1)

[Claims] 1. A vehicle driving state detecting means for detecting a driving state of a vehicle including at least a vehicle speed, b. A means for obtaining a vehicle speed deviation from a target vehicle speed and a vehicle speed change amount from the detected vehicle speed, c. Evaluation index setting means for presetting an evaluation index for vehicle operation, which is obtained by quantifying the vehicle speed deviation and the vehicle speed change amount by a membership function, d. The vehicle speed deviation and the vehicle speed change amount are input, and the throttle valve opening is output. Input / output specific setting means for presetting the input / output characteristics for predicting the change that may occur in the output when the input is changed, and the setting of the evaluation index setting means. Using the evaluation index and the membership function set by the input / output characteristic setting means, a fuzzy production rule that prescribes the output on condition that the evaluation index is satisfied is preset. Setting means, f. Output determining means for performing fuzzy inference using the fuzzy production rules to determine the output, g. Throttle valve opening determining means for determining the throttle valve opening based on the determined output, and h. A constant speed traveling control device, comprising: a control value determining means for determining a control value of an actuator that increases or decreases the traveling speed of the vehicle based on the determined throttle valve opening.