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CN113165635A - 驾驶控制装置 - Google Patents

驾驶控制装置 Download PDF

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CN113165635A
CN113165635A CN201980079430.8A CN201980079430A CN113165635A CN 113165635 A CN113165635 A CN 113165635A CN 201980079430 A CN201980079430 A CN 201980079430A CN 113165635 A CN113165635 A CN 113165635A
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vehicle
battery
threshold value
power generation
charge
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CN113165635B (zh
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广津铁平
金川信康
荒田纯之
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Hitachi Astemo Ltd
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Abstract

没有考虑根据车辆的行驶环境进行避让行驶所需的对电池的充电控制。在本发明中，假设车辆在时刻t1‑t0通过超车等使行驶车道变更为第二行驶车道。第二发电阈值生成部(33)参照图5所示的查找表(50)读取(70)作为第二充电阈值(SOCth2)。然后，如图6的(C)所示，第二充电阈值(SOCth2)比第一充电阈值(SOCth1)大，从而阈值选择部(34)输出第二充电阈值(SOCth2)作为选择的充电阈值(SOCth)。此时，电池的SOC比充电阈值(SOCth)低，所以发电指令值(GEN)在时刻t1成为ON，使发电发动机起动，进行对电池的充电。由此，正在远离避让道路(407)的第二行驶车道上行驶的情况下，需要较多的用于返回避让道路(407)的避让动作的能量，所以能够充分地进行对电池的充电。

Description

驾驶控制装置
技术领域
本发明涉及驾驶控制装置。
背景技术
近年来，因为人工智能技术的发展，机动车的自动驾驶的实用化正在进展。自动驾驶中，驾驶控制装置进行车辆控制，所以要求高安全性。作为对于该安全性的要求之一，有故障工作。
该故障工作是在驾驶控制装置的一处发生了故障的情况下并非立即停止全部功能，而是使用残存的功能维持最低限度的功能。在驾驶控制中，通过例如即使发生故障也能够移动至安全的场所并停止，与在原处立即停车的情况相比能够确保安全性。
专利文献1中，记载了基于电池的蓄电能量和燃料箱的燃料剩余量两者来计算车辆的可行驶距离，在判断为计算出的可行驶距离不足规定距离的情况下，进行使车辆避让行驶的处理和通知可行驶距离不足规定距离的处理中的至少一者。
现有技术文献
专利文献
专利文献1：日本特开2012-101616号公报
发明内容
发明要解决的课题
专利文献1中，并未考虑与车辆的行驶环境相应地进行为了进行避让行驶所需的对电池的充电控制。
用于解决课题的技术方案
本发明的驾驶控制装置包括：自动驾驶控制部，其基于来自识别车辆的外部状况的识别装置的行驶环境信息，来计算自动驾驶车辆的车辆举动信息；和基于来自所述自动驾驶控制部的车辆举动信息来输出控制电池和发电发动机的指令值的驱动装置指令生成部，所述驱动装置指令生成部对所述电池的充电率SOC与基于由所述识别装置获得的所述车辆的行驶环境信息而决定的充电阈值SOCth进行比较，来输出对所述发电发动机的发电指令值。
发明效果
根据本发明，能够与车辆的行驶环境相应地进行为了进行避让行驶所需的对电池的充电控制。
附图说明
图1是驾驶控制装置的整体框图。
图2是自动驾驶控制部的框图。
图3是驱动装置指令值生成部的框图。
图4的(A)和(B)是表示超越前方车辆的情况下的轨迹的例子的图。
图5是表示第二发电阈值生成部所参照的查找表的图。
图6的(A)～(D)是说明与车辆的行驶车道相应的充电阈值的选择的图。
具体实施方式
以下，参考附图说明本发明的实施方式。
图1是本实施方式的驾驶控制装置100的整体框图。驾驶控制装置100具有第一识别装置1、第二识别装置2、第三识别装置3、自动驾驶控制部4、驱动装置指令生成部6、逆变器控制部9、电池控制部10、发动机控制部11、转向控制部12。
第一识别装置1是在车辆的前后左右设置的摄像机。第二识别装置2是在车辆的前后左右设置的雷达。第三识别装置3基于车辆的位置信息并参照地图信息输出道路信息和行驶车道等道路信息。
自动驾驶控制部4基于用第一识别装置1、第二识别装置2和第三识别装置3取得的车辆的行驶环境，生成避免与物体的碰撞的轨迹。进而，判别行驶车道等驾驶场景，并且计算搭乘舒适度良好的车辆举动指令值，将这些行驶信息经由通信路径5输出至驱动装置指令生成部6。
驱动装置指令生成部6基于输入的车辆举动指令等行驶信息，运算用于驱动逆变器控制部9、电池控制部10、发动机控制部11和转向控制部12的指令值，使用通信路径8将运算得到的指令值输出至逆变器控制部9、电池控制部10、发动机控制部11和转向控制部12等驱动装置组。驱动装置组按照输入的指令值，对省略了图示的逆变器、电池、发电发动机、转向等的致动器进行控制。
逆变器控制部9经由逆变器驱动电动机。电池控制部10对电池的充放电进行控制。发动机控制部11基于来自驱动装置指令生成部6的发电指令值驱动发电发动机，对电池进行充电。转向控制部12基于来自驱动装置指令生成部6的指令值对转向进行控制。
图2是自动驾驶控制部4的框图。
自动驾驶控制部4具有轨迹生成部20、驾驶场景判别部21、车辆运动控制部22、通信接口23。
轨迹生成部20基于由第一识别装置1、第二识别装置2、第三识别装置3取得的车辆的行驶环境，生成避免与物体的碰撞、并且乘坐舒适度良好的轨迹，并对车辆运动控制部22输出。车辆运动控制部22生成并输出追随输入的轨迹用的指令值。驾驶场景判别部21基于由第一识别装置1、第二识别装置2、第三识别装置3取得的车辆的行驶环境信息，判别是高速公路还是普通道路的道路种类、是行驶车道还是超车道等行驶车道、是上坡还是下坡等坡道级别等驾驶场景。通信接口23将输入的信息输出至驱动装置指令生成部6。
图3是驱动装置指令值生成部6的框图。
驱动装置指令值生成部6具有通信接口30、驱动装置指令运算部31、第一发电阈值生成部32、第二发电阈值生成部33、阈值选择部34、SOC推算部35、发电指令生成部36、通信接口37。
驱动装置指令运算部31基于从车辆运动控制部22输出的指令值，运算对逆变器控制部9、电池控制部10、发动机控制部11和转向控制部12进行控制的指令值。
第一发电阈值生成部32输出与预测的再生能量相应地设定的第一充电阈值SOCth1。具体而言，第一充电阈值SOCth1在车辆预定在下坡或高速公路上行驶而预测的再生能量较多的情况下被设定为较低的值，在车辆预定在上坡或一般道路上行驶而预测的再生能量较少的情况下被设定为较高的值。车辆预定行驶的行驶环境信息由驾驶场景判别部21提供。
第二发电阈值生成部33输出与需要的避让动作的能量相应地设定的第二充电阈值SOCth2。具体而言，第二充电阈值SOCth2在车辆在距离避让道路较远的行驶车道上行驶而需要的避让动作的能量较多的情况下被设定为较高，在车辆在距离避让道路较近的行驶车道上行驶而需要的避让动作的能量较少的情况下被设定为较低。
阈值选择部34选择第一充电阈值SOCth1或第二充电阈值SOCth2中较大的一者，作为充电阈值SOCth输出。SOC推算部35基于从电池控制部10取得的电池的信息推算电池的SOC(State of Charge：充电状态)。另外，SOC推算部35也可以设置在电池控制部10内。发电指令生成部36在充电阈值SOCth超过电池的SOC的情况下，对于发动机控制部11将发电指令值GEN设为ON。发动机控制部11在发电指令值GEN被设为ON时，使发电发动机起动而进行对电池的充电。
另外，图2、图3中，用框图示出了自动驾驶控制部4、驱动装置指令值生成部6，但也可以用具有CPU、存储器等计算机和程序实现。
另外，可以用硬件逻辑电路实现全部功能或一部分功能。进而，该程序能够预先保存在驾驶控制装置100的存储介质中并提供。或者，也能够在独立的存储介质中保存并提供程序，或通过网络线路将程序记录保存在驾驶控制装置100的存储介质中。也可以作为数据信号(载波)等各种方式的计算机可读取的计算机程序产品供给。
图4的(A)和(B)是表示超越前方车辆的情况下的轨迹的例子的图。
图4的(A)表示道路上的车辆的轨迹。如图4的(A)所示，假设本车401超越其他车辆402的情况下，从本车401正在行驶在的第一行驶车道(行驶车道)403变更车道至第二行驶车道(超车道)404，并进行加速。本例中以0.1秒的刻度示出了未来的本车401的车辆位置40～45。
图4的(B)是追踪图4的(A)所示的轨迹用的车辆举动指令值的例子，对于每个车辆位置40～45，以0.1秒的刻度设定了未来的加速度405、角速度406。该例中，本车401变更车道至第二行驶车道404并从车辆位置44起加速。
图5是表示第二发电阈值生成部33参照的查找表50的图。查找表50可以存储在第二发电阈值生成部33内，也可以存储在其他存储部中。查找表50与车辆行驶的道路种类501、车辆所行驶的行驶车道502和所行驶的道路的坡道级别503关联地预先存储第二充电阈值SOCth2 504。
第二发电阈值生成部33基于从驾驶场景判别部21发送的是高速公路还是普通道路的道路种类、是行驶车道还是超车道等行驶车道、是上坡还是下坡等坡道级别等驾驶场景，来参照查找表50。然后，读取与符合驾驶场景的道路种类501、行驶车道502、坡道级别503关联的第二充电阈值SOCth2 504。
例如，如图4的(A)所示，车辆正在高速公路的第一行驶车道403的通常的坡道上行驶的情况下，第二发电阈值生成部33读取50作为图5所示的第二充电阈值SOCth2 504。车辆正在高速公路的第二行驶车道404的通常的坡道上行驶的情况下，第二发电阈值生成部33读取70作为图5所示的第二充电阈值SOCth2 504。另外，车辆正在普通道路的第一行驶车道403的通常的坡道上行驶的情况下，第二发电阈值生成部33读取40作为图5所示的第二充电阈值SOCth2 504。车辆正在普通道路的第二行驶车道404的通常的坡道上行驶的情况下，第二发电阈值生成部33读取50作为图5所示的第二充电阈值SOCth2504。另外，在查找表50中，在上坡持续的情况下将第二充电阈值SOCth2设定为较高，在下坡持续的情况下将第二充电阈值SOCth2设定为较低。另外，如图4的(A)所示，避让道路407被设定在第一行驶车道403的左侧车道一侧。
这样，第二充电阈值SOCth2在车辆在距离避让道路407较远的行驶车道等上行驶而需要较多的避让动作的能量的情况下被设定为较高，在车辆在距离避让道路407较近的行驶车道等上行驶而避让动作的能量较少的情况下被设定为较低。
图6是说明与车辆的行驶车道相应的充电阈值的选择的图。
图6的(A)表示车辆的驾驶模式的时间经过。图6的(B)表示车辆的行驶车道。图6的(C)表示电池的SOC、所选择的充电阈值SOCth、第一充电阈值SOCth1和第二充电阈值SOCth2。图6的(D)表示发电指令值GEN的ON/OFF状态。各图中横轴是时刻。
如图6的(A)和图6的(B)所示，车辆正在以通常的驾驶模式在第一行驶车道403上行驶。车辆正在第一行驶车道403上行驶的情况下，第二发电阈值生成部33参照图5所示的查找表50读取50作为第二充电阈值SOCth2。如图6的(C)所示，图中用点划线表示的第一充电阈值SOCth1比图中用虚线表示的第二充电阈值SOCth2大，从而阈值选择部34输出第一充电阈值SOCth1作为选择的图中用双重线表示的充电阈值SOCth。此时，电池的SOC比充电阈值SOCth高，所以发电指令值GEN是OFF，不使发电发动机起动，不对电池充电。
接着，假设车辆在时刻t1-t0，通过超车等使行驶车道变更为第二行驶车道404。第二发电阈值生成部33参照图5所示的查找表50读取70作为第二充电阈值SOCth2。然后，如图6的(C)所示，第二充电阈值SOCth2比第一充电阈值SOCth1大，从而阈值选择部34输出第二充电阈值SOCth2作为所选择的充电阈值SOCth。此时，电池的SOC比充电阈值SOCth低，所以发电指令值GEN在时刻t1成为ON，使发电发动机起动，对电池充电。由此，正在远离避让道路407的第二行驶车道上行驶的情况下，需要较多的用于返回避让道路407的避让动作的能量，所以能够充分地进行对电池的充电。其中，时刻t0是为了避免电池的SOC与充电阈值SOCth的比较结果在短时间内频繁地切换的现象而设置的时间间隔。
接着，在时刻t2-t0，电池的SOC比充电阈值SOCth高，所以发电指令值GEN在时刻t2成为OFF，不使发电发动机起动，不进行对电池的充电。这表示通过在第二行驶车道上行驶一定时间而对电池充分地进行了与用于返回避让道路407的避让动作的能量相当的充电。
接着，在时刻t3-t0，电池的SOC变得比充电阈值SOCth低的情况下，发电指令值GEN在时刻t3成为ON，使发电发动机起动，进行对电池的充电。这是在第二行驶车道上行驶中电池的SOC降低了的情况下、再次对电池进行充电的情况。
接着，在时刻t4-t0，电池的SOC比充电阈值SOCth高，所以发电指令值GEN在时刻t4成为OFF，不使发电发动机起动，不进行对电池的充电。这是通过在第二行驶车道上行驶一定时间而对电池充分地进行了与用于返回避让道路407的避让动作的能量相当的充电的情况。
接着，假设在时刻t5，发电发动机发生了故障。从省略图示的上级控制装置对自动驾驶控制部4通知发电发动机的故障，自动驾驶控制部4使驾驶模式变更为避让模式。车辆使行驶车道从第二行驶车道变更为第一行驶车道，接着，从第一行驶车道变更为避让道路407。然后，最后在路肩停止。
这样，在第二行驶车道上行驶的情况下，对电池充分地进行了与为了返回避让道路407的避让动作的能量相当的充电，所以车辆能够可靠地进行避让动作。
根据以上说明的实施方式，可以获得以下的作用效果。
(1)驾驶控制装置100包括基于来自识别车辆的外部状况的第一～第三识别装置1～3的行驶环境信息来计算自动驾驶车辆的车辆举动信息的自动驾驶控制部4；和基于来自自动驾驶控制部4的车辆举动信息来输出控制电池和发电发动机的指令值的驱动装置指令生成部6，驱动装置指令生成部6通过电池的充电率SOC与基于用第一～第三识别装置1～3获得的车辆的行驶环境信息所决定的充电阈值SOCth的比较而输出对发电发动机的发电指令值。由此，能够与车辆的行驶环境相应地进行为了进行避让行驶所需的对电池的充电控制。
本发明不限定于上述实施方式，只要不损害本发明的特征，则在本发明的技术思想的范围内能够考虑的其他方式，也包括在本发明的范围内。
附图标记说明
100 驾驶控制装置
1 第一识别装置
2 第二识别装置
3 第三识别装置
4 自动驾驶控制部
6 驱动装置指令生成部
9 逆变器控制部
10 电池控制部
11 发动机控制部
12 转向控制部
20 轨迹生成部
21 驾驶场景判别部
22 车辆运动控制部
23，30，37 通信接口
31 驱动装置指令运算部
32 第一发电阈值生成部
33 第二发电阈值生成部
34 阈值选择部
35 SOC推算部
36 发电指令生成部。

Claims (6)

1.一种驾驶控制装置，其特征在于，包括：
自动驾驶控制部，其基于来自识别车辆的外部状况的识别装置的行驶环境信息，来计算自动驾驶车辆的车辆举动信息；和
基于来自所述自动驾驶控制部的车辆举动信息来输出控制电池和发电发动机的指令值的驱动装置指令生成部，
所述驱动装置指令生成部对所述电池的充电率SOC与基于由所述识别装置获得的所述车辆的行驶环境信息而决定的充电阈值SOCth进行比较，来输出对所述发电发动机的发电指令值。
2.如权利要求1所述的驾驶控制装置，其特征在于：
所述驱动装置指令生成部，在所述充电阈值SOCth超过所述电池的所述充电率SOC的情况下输出所述发电指令值。
3.如权利要求2所述的驾驶控制装置，其特征在于：
所述发电发动机按照所述发电指令值而起动并对所述电池进行充电。
4.如权利要求1～3中任一项所述的驾驶控制装置，其特征在于：
关于所述充电阈值SOCth，选择与预测的再生能量相应地决定的第一充电阈值SOCth1和与所需的避让动作的能量相应地决定的第二充电阈值SOCth2中的较大的一者。
5.如权利要求4所述的驾驶控制装置，其特征在于：
所述第一充电阈值SOCth1，在所述车辆预定在下坡或高速公路上行驶而预测的再生能量较多的情况下被设定为较低的值，在所述车辆预定在上坡或一般道路上行驶而预测的再生能量较少的情况下被设定为较高的值。
6.如权利要求4所述的驾驶控制装置，其特征在于：
所述第二充电阈值SOCth2，在所述车辆在距离避让道路较远的行驶车道上行驶而需要的避让动作的能量较多的情况下被设定得较高，在所述车辆在距离所述避让道路较近的行驶车道上行驶而需要的避让动作的能量较少的情况下被设定为较低。
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