Control device, control method, recording medium, manager, and vehicle

Abstract

This disclosure relates to a control device, control method, recording medium, manager, and vehicle mounted on a vehicle. The vehicle-mounted control device of the present invention includes one or more processors configured to: receive a plurality of first requests from a driving assistance system; adjust the plurality of first requests; calculate a second request as a physical quantity different from the first requests based on the adjustment results; calculate a third request as a physical quantity identical to the second request based on a value realized by the vehicle and the first requests; assign the second and third requests to at least one of a plurality of actuator systems; and the one or more processors are configured to limit the calculation of the third request based on predetermined conditions.

Description

Technical Field

[0001] This disclosure relates to a control device, control method, recording medium, manager, and vehicle mounted on a vehicle. Background Technology

[0002] Japanese Patent Application Publication No. 2020-032892 discloses a control device (brake control ECU) capable of comprehensively managing requests received from multiple vehicle systems (application request units) that implement driver assistance functions.

[0003] The control device described in Japanese Patent Application Publication No. 2020-032892 includes the following features: it has the function of comprehensively managing requests from multiple vehicle systems to multiple actuators, and the function of implementing vehicle-based action feedback control in response to requests, and adjusting multiple requests when requests are made to each actuator from multiple vehicle systems at the same time.

[0004] In control devices that implement feedback control based on vehicle movement, there exist actuators that, when receiving a request from the vehicle system to multiple actuators, cannot respond to the request even when feedback control is implemented based on vehicle movement. In this case, feedback control-based requests (F / B requests) accumulate until the actuator becomes responsive. Moreover, in such control devices, when the actuator becomes responsive, a large number of previously accumulated F / B requests are reflected all at once in the vehicle's movement, which may cause dissatisfaction for the driver or others with the feedback control. Furthermore, if such feedback control prevents the operation requested by the driver, the driver may also experience dissatisfaction with the feedback control. Summary of the Invention

[0005] This disclosure was made in view of the above-mentioned problems, and its purpose is to provide a control device or the like that can suppress the driver's or other person's unpleasant feelings about feedback control implemented based on the actual value of the vehicle.

[0006] One aspect of the present disclosure relates to a control device mounted on a vehicle, which includes one or more processors. The one or more processors are configured to: receive a plurality of first requests from a driving assistance system; adjust the plurality of first requests; calculate a second request as a physical quantity different from the first requests based on the adjustment results; calculate a third request as a physical quantity identical to the second request based on the value realized by the vehicle and the first requests; and assign the second and third requests to at least one of a plurality of actuator systems. The one or more processors are configured to limit the calculation of the third request based on predetermined conditions.

[0007] It can also be configured such that: in one form of the technology disclosed herein, the vehicle is equipped with the aforementioned control device.

[0008] One aspect of this disclosure relates to a manager mounted on a vehicle. The manager includes: a receiving unit that receives multiple action plans from multiple ADAS applications; an adjusting unit that adjusts the multiple action plans; a first calculation unit that calculates a first motion request based on the adjustment result of the adjusting unit; a second calculation unit that calculates a second motion request based on the values ​​achieved by the vehicle and the first motion request; and an allocation unit that allocates the first motion request and the second motion request to at least one of multiple actuator systems, wherein the second calculation unit limits the calculation of the second motion request based on predetermined conditions.

[0009] One aspect of this disclosure relates to a control method executed by a computer mounted in a vehicle's management system. The control method includes: receiving multiple action plans from multiple ADAS applications, adjusting the multiple action plans, calculating a first motion request based on the adjustment results, calculating a second motion request based on the vehicle's implemented values ​​and the first motion request, assigning the first motion request and the second motion request to at least one of multiple actuator systems, and limiting the calculation of the second motion request based on predetermined conditions.

[0010] One aspect of this disclosure relates to a storage medium that is a non-transitory recording medium readable by a computer and containing a program. By executing the program on a computer mounted in a vehicle's management system, the following actions are achieved: receiving multiple action plans from multiple ADAS applications, adjusting the multiple action plans, calculating a first motion request based on the adjustment results, calculating a second motion request based on the values ​​achieved by the vehicle and the first motion request, assigning the first motion request and the second motion request to at least one of multiple actuator systems, and limiting the calculation of the second motion request based on predetermined conditions.

[0011] According to this disclosure, it is possible to suppress the driver's or other person's dissatisfaction with feedback control implemented based on vehicle-based realized values.

[0012] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, in which the same reference numerals denote the same elements. Attached Figure Description

[0013] Figure 1 This is a functional block diagram of a control device and its peripheral components mounted on a vehicle according to one embodiment of the present disclosure.

[0014] Figure 2 This is a flowchart illustrating the sequence of control processes performed by the various structures of the control device.

[0015] Figure 3 This is a diagram that represents an example of a constraint and the constraint content when that constraint is met.

[0016] Figure 4 This is a timeline illustrating the control performed by the control device in this embodiment.

[0017] Figure 5 This is a timeline illustrating the control procedures performed by previous control devices. Detailed Implementation

[0018] The control device of this disclosure performs feedback control calculations to limit the period during which acceleration requested from the vehicle system is achieved without the actuator, so that the actual acceleration generated by the vehicle follows the acceleration requested from the vehicle system. This suppresses the deterioration of vehicle ride comfort and the impairment of peace of mind and sense of security when the requested acceleration is restarted via the actuator. Hereinafter, one embodiment of this disclosure will be described in detail with reference to the accompanying drawings.

[0019] <Implementation Method>

[0020] [structure]

[0021] Figure 1 This is a functional block diagram of a control device 20 and its surrounding parts mounted on a vehicle according to one embodiment of the present disclosure. Figure 1 The illustrated functional modules include an onboard system 10, a control device 20, multiple actuator systems 30, and sensors 40. The onboard system 10, control device 20, multiple actuator systems 30, and sensors 40 are communicatively connected via onboard networks such as CAN (Controller Area Network) and Ethernet (registered trademark).

[0022] The vehicle system 10 is a system capable of outputting a request (first request) for a desired acceleration (G) to the control device 20. This vehicle system 10 is implemented by a computer such as an ECU, which has a processor (CPU), memory, and input / output interfaces. As the vehicle system 10, a driving assistance system can be exemplified as one that implements various functions assisting in driving the vehicle, including at least drive control and braking control, by executing prescribed applications.

[0023] Examples of applications installed in driver assistance systems include autonomous driving applications that enable automatic driving, automatic parking applications that enable automatic parking, and advanced driver assistance applications (ADAS). Advanced driver assistance applications include multiple ADAS applications such as adaptive cruise control (ACC) for following the vehicle ahead, lane keeping assist (LKA) for lane keeping, and automatic emergency braking (AEB) for mitigating collision damage. The number of applications installed in a driver assistance system is not particularly limited. Furthermore, a driver assistance system can consist of multiple ECUs configured for each application (e.g., an autonomous driving ECU for an autonomous driving application, an automatic parking ECU for an automatic parking application, and an ADAS-ECU for advanced driver assistance applications). Alternatively, multiple ADAS applications can be installed on multiple devices, such as an ECU for an ADAS application implementing ACC, an ECU for an ADAS application implementing LKA, and an ECU for an ADAS application implementing AEB. Such a driver assistance system outputs requests for action plans (such as forward / rear acceleration / deceleration) that ensure the individual functionality (commerciality) of each application based on vehicle information obtained from various sensors.

[0024] The multiple actuator systems 30 are implementation systems for realizing the first request (action plan request) output by the vehicle system 10. One of the multiple actuator systems 30 includes a power transmission actuator capable of generating braking force for the vehicle. By controlling the operation of the power transmission actuator, the vehicle is accelerated or decelerated, thereby realizing the first request. Examples of power transmission actuators include engines, transmissions (T / M), etc. Another of the multiple actuator systems 30 includes a brake actuator capable of generating braking force for the vehicle. By controlling the operation of the brake actuator, the vehicle is decelerated, thereby realizing the first request. Examples of brake actuators include electric brake devices, etc. The multiple actuator systems 30 can output the operating state of the actuators, including information indicating the availability of the performance range that can be operated at present, to the control device 20.

[0025] Furthermore, another of the multiple actuator systems 30 may also include a steering actuator. Alternatively, multiple actuators may constitute a single actuator system.

[0026] Sensor 40 is a structure used to detect the value achieved by the vehicle according to a request (vehicle achieved value). In this embodiment, sensor 40 is an acceleration sensor capable of detecting the vehicle's acceleration (vehicle acceleration).

[0027] The control unit 20 determines the control content related to the braking actuation of the vehicle movement based on the first request (action plan request) received from the vehicle system 10, the vehicle realization value obtained from the sensor 40, and the system state input from the multiple actuator systems 30. Based on the determined control content, it controls the multiple actuator systems 30 by issuing instructions regarding the necessary braking actuation. This control unit 20 functions as a so-called vehicle motion-related manager (ADAS-MGR, Vehicle-MGR, etc.) or as part of a manager, controlling the vehicle's movements. The control unit 20 includes a receiving unit 21, an adjustment unit 22, a first calculation unit 23, a second calculation unit 24, and a distribution unit 25.

[0028] The receiving unit 21 receives one or more first requests (action plan requests) output by the vehicle system 10. In this embodiment, the first request is, for example, requesting the vehicle to provide the longitudinal acceleration of the vehicle in the forward direction, which corresponds to the braking force of the vehicle in relation to the speed change, from an ADAS application that provides ACC function for following the vehicle ahead.

[0029] The adjustment unit 22 adjusts the multiple first requests (action plan requests) received by the receiving unit 21 from the vehicle system 10. As a processing method for this adjustment, it is possible to select one request from the multiple first requests based on a predetermined selection criterion, or to set a new request based on the multiple first requests.

[0030] The first calculation unit 23 calculates a second request (first motion request) as a physical quantity different from the first request (action plan request) based on the adjustment result of the first request in the adjustment unit 22. This second request is calculated (F / F operation) to feedforward control at least one of the plurality of actuator systems 30 based on the first request. In this embodiment, the first calculation unit 23 calculates the driving force as the second request relative to the first request, which is acceleration. Thus, the requested acceleration is converted into a driving force for fulfilling the request.

[0031] The second calculation unit 24 calculates a third request (second motion request) as a physical quantity different from the first request (action plan request) based on the adjustment result of the first request in the adjustment unit 22 and the vehicle realization value obtained from the sensor 40. This third request is calculated (F / B calculation) to provide feedback control to at least one of the multiple actuator systems 30 based on the adjustment result of the first request and the vehicle realization value. This third request, like the second request, is a driving force. More specifically, the second calculation unit 24 compares the acceleration obtained this time through the adjustment of the adjustment unit 22 (requested acceleration) with the acceleration generated in the vehicle corresponding to the driving force realized by the actuator system 30 according to the previous adjustment result (vehicle acceleration), and calculates the third request required to eliminate the divergence between the requested acceleration and the vehicle acceleration to achieve the requested acceleration. In calculating this third request, so-called external disturbances such as road slope, road conditions, and system states input from the multiple actuator systems 30, obtained from onboard equipment (not shown) and sensors, are considered.

[0032] The distribution unit 25 inputs a second request calculated by the first calculation unit 23 and a third request calculated by the second calculation unit 24, and distributes the second and third requests as motion requests to at least one of the plurality of actuator systems 30. Furthermore, in the case where a structure includes multiple actuators within a single actuator system, the second and third requests are distributed to at least one of the multiple actuators within the actuator system. Thus, the control device 20 performs control over the plurality of actuator systems 30 related to the braking drive of the desired vehicle motion.

[0033] Furthermore, the second and third requests can also replace the driving force with driving torque. Alternatively, the second and third requests can keep the driving force constant while performing the conversion from driving force to driving torque in the multiple actuator systems 30.

[0034] Furthermore, the structure of the equipment mounted on the vehicle and the control device 20 described above are just examples, and can be appropriately added, replaced, modified, or omitted. Additionally, the functions of each device can be appropriately centralized in one device or distributed across multiple devices.

[0035] [control]

[0036] Further reference Figure 2 and Figure 3 The control performed by the control device 20 according to this embodiment will be explained. Figure 2 This is a flowchart explaining the processing sequence of control executed by the adjustment unit 22, the first calculation unit 23, and the second calculation unit 24 of the control device 20.

[0037] If the receiving unit 21 of the control device 20 receives the first request (acceleration) from the vehicle system 10, then it begins. Figure 2 The controls shown.

[0038] (Step S201)

[0039] The adjustment unit 22 adjusts the multiple first requests (acceleration) received by the receiving unit 21. If adjustment is performed, the process proceeds to step S202.

[0040] (Step S202)

[0041] The first calculation unit 23 calculates the second request (driving force) based on the result (requested acceleration) adjusted by the adjustment unit 22. If the second request is calculated, the process proceeds to step S203.

[0042] (Step S203)

[0043] The second calculation unit 24 determines whether the vehicle meets the limiting conditions. These limiting conditions are specified conditions that restrict the vehicle's state used in calculating the feedback control operation (F / B operation) for the third request. Figure 3 The diagram shows an example of the constraints and the restrictions imposed when those constraints are met.

[0044] exist Figure 3 The illustrated constraints include the presence or absence of actuator failure, the feasibility and effectiveness of the actuator's immediate response to the driving force output by the control device 20, whether the vehicle is parked, whether the vehicle's state is stable, the presence or absence of driver operation, the relative importance of the driver-operated request and the second request, and the feasibility of fulfilling the driver-operated request in the actuator system 30. The presence or absence of actuator failure can be determined based on the system state obtained from the actuator system 30. Whether the vehicle is parked, whether the vehicle's state is stable, and whether driver operation is present can be determined based on various information obtained from the on-board device (not shown). The relative importance of the driver-operated request and the second request can be determined by comparing the two requests and deciding which request should be selected (which is more prominent in control).

[0045] [1] When the actuator is not faulty, the actuator can respond immediately, the vehicle state is stable, and there is driver operation, the operation of feedback control for requests that hinder the driver's operation (F / B operation) is stopped. As a specific example, when the request for driver operation as a driver request is greater than the second request as a system request, and can be implemented by the actuator system 30, the operation of feedback control for requests that hinder the driver's operation (F / B operation) is stopped. Thus, the generation of vehicle actions that violate the driver's operating intentions can be suppressed.

[0046] [2] When the actuator is not faulty and can respond instantly, but the vehicle is unstable, all feedback control calculations (F / B calculations) are stopped. When the anti-lock braking system (ABS), tire spin control (TRC), or vehicle stabilization control (VSC) is in operation, vehicle stabilization functions (such as chassis stabilization control) are activated by the actuator, thereby determining that the vehicle is unstable. Thus, vehicle stabilization can be achieved with the highest priority (safety first).

[0047] [3] In the case where the actuator is not faulty, but the actuator cannot respond immediately, and the vehicle is not in a stopped state, the gain of the operation used for feedback control (F / B operation) is temporarily reduced (while feedback control continues to be implemented). The inability of the actuator to respond immediately can be determined based on electrical factors such as a temporary communication interruption or an abnormal state before the sensor value is determined, and mechanical factors such as a state where driving force cannot be achieved at the tire point (e.g., during gear shifting, during the transition of fuel cut-off (F / C), or during the transition of locking (L / U)). As a result, the amount of change in the vehicle's front-to-rear acceleration can be reduced. As an example, this reduction in gain is implemented only during the period of actuator response delay.

[0048] [4] If the actuator is not faulty and cannot respond immediately, and the vehicle is stationary, all feedback control operations (F / B operations) are stopped. Thus, unnecessary accumulation processing of feedback control-based third requests (F / B requests) during parking is avoided.

[0049] [5] In the event that any actuator fails and the actuator itself cannot respond, the operation of feedback control for the driving force relative to the failed actuator (F / B operation) is stopped. Actuator failure can be determined when an actuator malfunctions. On the other hand, the operation of feedback control for the driving force relative to the unfailed actuator continues. Therefore, even if any actuator fails, the remaining actuators can be used to compensate for the failed portion to the extent possible.

[0050] If the vehicle is determined to meet the restriction conditions (step S203, Yes), the process proceeds to step S204; if the vehicle is determined not to meet the restriction conditions (step S203, No), the process proceeds to step S205.

[0051] (Step S204)

[0052] The second calculation unit 24 calculates the third request (driving force) by performing a feedback control calculation (F / B calculation) based on the requested acceleration and vehicle acceleration, and adding the constraint content associated with the satisfied constraint conditions. For example, if the constraint content is the gain specification of the feedback control calculation, the third request is calculated according to the gain correction; if the constraint content is the cessation of the feedback control calculation, the calculated value is zero as the third request. If the third request is calculated, the process proceeds to step S206.

[0053] (Step S205)

[0054] The second calculation unit 24 performs calculations (F / B calculations) based on feedback control of the requested acceleration and vehicle body acceleration without restriction to calculate the third request (driving force). If the third request is calculated, the process proceeds to step S206.

[0055] (Step S206)

[0056] The first calculation unit 23 and the second calculation unit 24 output the calculated second request (driving force) and third request (driving force) to the distribution unit 25, respectively. The request obtained by adding the second request and the third request (second request + third request) becomes the driving force used to achieve the requested acceleration. Thus, this control ends.

[0057] Furthermore, the processing of step S202 for calculating the second request and the processing of steps S203 to S205 for calculating the third request can be performed sequentially or in parallel.

[0058] Reference Figure 4 An example of the control process based on the above embodiment will be described using a time-sharing diagram. Figure 4 In the upper-level curve diagram, the requested acceleration is shown by a dashed line, and the vehicle body acceleration is shown by a solid line. Figure 4 The graph in the middle layer shows, through logical values, whether the request for acceleration based on the driver's operation in the actuator system 30 can be fulfilled (whether the requested acceleration is fulfilled by the actuator). Figure 4 The lower layer schematically illustrates the accumulation of driving forces (the third request) based on F / B and F / F operations. Figure 4During the period prior to time t1, when the requested acceleration is achieved by the actuator, the vehicle acceleration is controlled to follow the requested acceleration. Subsequently, during the period from time t1 to time t2 when the requested acceleration is not achieved by the actuator, the divergence between the vehicle acceleration and the requested acceleration gradually increases, but no accumulation of driving force (third request) based on feedback control calculations (F / B calculations) occurs. Therefore, even when the requested acceleration is achieved by the actuator at time t2 (when the achievement restarts), a large driving force is not required, and the requested driving force relative to the vehicle acceleration can be suppressed. Thus, during the period from time t3 to t4, the vehicle acceleration can gradually approach the requested acceleration without amplifying the divergence. This reduces the deterioration of vehicle ride comfort and the impairment of peace of mind and safety when the achievement of requested acceleration restarts by the actuator.

[0059] For comparison, in Figure 5 The diagram shows a timeline of the process based on previous control measures. Figure 5 In the upper-level curve diagram, the requested acceleration is shown by a dashed line, and the vehicle body acceleration is shown by a solid line. Figure 5 The graph in the middle layer shows whether the requested acceleration can be implemented using logical values. Figure 5 The lower layer schematically illustrates the accumulation of driving forces (the third request) based on F / B and F / F operations. For example... Figure 5 As shown, in conventional control, during the period from time t1 to time t2 when the requested acceleration is not achieved via the actuator, the driving force (third request) is accumulated based on feedback control calculations (F / B calculations) according to the divergence between the vehicle acceleration and the requested acceleration. Therefore, when the requested acceleration is achieved via the actuator at time t2 (when acceleration restarts), a large driving force is generated, and the vehicle acceleration's ability to follow the requested acceleration deteriorates. This results in a sharp sense of displacement and a deterioration in ride comfort, making the driver and others uncomfortable.

[0060] <Functions and Effects>

[0061] As described above, the control device according to one embodiment of this disclosure limits the feedback control calculation (F / B calculation) performed to make the vehicle body acceleration actually generated by the vehicle follow the requested acceleration requested from the vehicle system during the period when the acceleration requested from the vehicle system is not realized by the actuator. With this control, during the period when the requested acceleration from the vehicle system is not realized by the actuator, the accumulation of the request based on the feedback control calculation (F / B calculation) corresponding to the deviation between the vehicle body acceleration and the requested acceleration is not performed, or the accumulation of the request is less than during the period when it is realized by the actuator. Therefore, when the requested acceleration is realized by the actuator, a large driving force is not generated, thereby suppressing the requested driving force relative to the vehicle body acceleration.

[0062] Therefore, the control device according to this embodiment can suppress the deterioration of vehicle ride comfort and the impairment of peace of mind and sense of security when the acceleration request is restarted by the actuator, thereby suppressing unpleasant feelings from the driver and others. In addition, the control device according to this embodiment can initiate control more quickly than before when there is a deviation between the requested acceleration and the vehicle acceleration, thus improving responsiveness.

[0063] The above describes one embodiment of the present disclosure. However, the present disclosure can be understood not only as a control device, but also as a control method, control program, computer-readable non-transitory storage medium storing the control program, manager, or vehicle equipped with a control device, etc.

[0064] This disclosure is applicable to control devices mounted on vehicles, etc.

Claims

1. A control device mounted on a vehicle, characterized in that, The control device includes one or more processors, wherein the one or more processors are configured as follows: Receive multiple first requests from the driver assistance system. Adjust the multiple first requests, Based on the adjustment results, a second request is calculated as a physical quantity different from the first request. This second request is used for feedforward control of at least one actuator system among a plurality of actuator systems. A third request is calculated based on the value achieved by the vehicle and the result of the adjustment, serving as the same physical quantity as the second request. This third request is used for feedback control of the at least one actuator system. Assign the second request and the third request to the at least one actuator system. The one or more processors are configured as follows: When the driver operation is present in a state where driver operation is permitted, and the request for the driver operation is greater than the second request and can be implemented by the actuator system, the operation of feedback control for the request that hinders the driver operation is stopped.

2. A manager, mounted in a vehicle, characterized in that, The manager includes: The receiving department receives multiple action plans from multiple ADAS applications; The adjustment department adjusts the multiple action plans; The first calculation unit calculates a first motion request for feedforward control of at least one actuator system in a plurality of actuator systems based on the adjustment result of the adjustment unit. The second calculation unit calculates a second motion request for feedback control of the at least one actuator system based on the values ​​achieved by the vehicle and the adjustment results of the adjustment unit; and The distribution unit assigns the first motion request and the second motion request to the at least one actuator system. Specifically, when the driver operation is present in a state where driver operation is permitted, and the request for the driver operation is greater than the first motion request and can be implemented by the actuator system, the second calculation unit stops calculating the feedback control for the request that hinders the driver operation.

3. A control method, executed by a computer mounted on a vehicle's manager, characterized in that, The control method includes: Accept multiple action plans from multiple ADAS applications Adjustments were made to the aforementioned multiple action plans. Based on the adjustment result, a first motion request for feedforward control of at least one actuator system in a plurality of actuator systems is calculated. Based on the values ​​achieved by the vehicle and the adjustment results, a second motion request for feedback control of the at least one actuator system is calculated. Assigning the first motion request and the second motion request to the at least one actuator system, and When the driver operation is present in a state where driver operation is permitted, and the request for the driver operation is greater than the first motion request and can be implemented by the actuator system, the calculation of feedback control for the request that hinders the driver operation is stopped.

4. A non-transitory recording medium, which is a non-transitory recording medium containing a program and readable by a computer, characterized in that, By having the computer installed in the vehicle's management system execute the program, the following actions are achieved: Accept multiple action plans from multiple ADAS applications Adjust the aforementioned multiple action plans, Based on the adjustment result, a first motion request for feedforward control of at least one actuator system in a plurality of actuator systems is calculated. Based on the values ​​achieved by the vehicle and the adjustment results, a second motion request for feedback control of the at least one actuator system is calculated. The first motion request and the second motion request are assigned to the at least one actuator system. When the driver operation is present in a state where driver operation is permitted, and the request for the driver operation is greater than the first motion request and can be implemented by the actuator system, the calculation of feedback control for the request that hinders the driver operation is stopped.

5. A vehicle, characterized in that, It is equipped with the control device as described in claim 1.

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