Manager, electronic control unit, system, control method, non-transitory storage medium, and vehicle

Abstract

The present disclosure relates to a vehicle-mounted manager, an electronic control unit, a system, a control method, a non-transitory storage medium, and a vehicle. The vehicle-mounted manager of the present invention includes one or more processors. The processors are configured to receive multiple action plans and identification information of multiple ADAS applications from the ADAS applications, and to receive control statuses indicating the implementation status of controls in the ADAS applications. The one or more processors are configured to execute a first adjustment to adjust the multiple action plans.

Description

Technical Field

[0001] The present disclosure relates to a manager, an electronic control unit, a system, a control method, a non-transitory storage medium, and a vehicle mounted on a vehicle. Background Art

[0002] In recent years, vehicles have been equipped with multiple advanced driver assistance applications (ADAS applications) that implement autonomous driving functions such as automated driving and automatic parking. Japanese Patent Application Laid-Open No. 2020-032894 discloses a control device (manager) that receives requests from each of these ADAS applications, adjusts the requests received from the multiple ADAS applications, and outputs requests for driving actuators (steering, brakes, etc.) based on the adjustment results.

[0003] One ADAS application is an automatic parking application that implements a vehicle automatic parking function. This automatic parking application, when a driver requests a gear change (shift operation) while the automatic parking function is in operation, immediately terminates the automatic parking control without responding to the shift operation.

[0004] In addition, one ADAS application includes an application that implements a braking action during low-speed driving, such as parking assistance, such as a parking assist brake (PKSB) application. When the driver performs a gear shift operation while the PKSB function is operating, the PKSB application responds to the gear shift operation and maintains the PKSB function in operation.

[0005] In a system configuration where the ADAS application and the PKSB application are installed in separate electronic control units (ECUs), for example, even if the PKSB function is activated later during the auto-park function, each ECU outputs identification information (application ID) that uniquely identifies the ADAS application, received along with the request. Therefore, by receiving the respective application IDs, the manager can understand that both the auto-park function and the PKSB function are active. Therefore, even if the driver shifts gears while both the auto-park function and the PKSB function are active, the manager can prioritize the auto-park function and not respond to the shift.

[0006] However, in a system configuration where the ADAS application and the PKSB application are installed on the same ECU, if the PKSB function is activated later during the auto-park function, the ECU will only output the PKSB function request and application ID as the most recent output. Therefore, even if the manager can determine that the PKSB function is active based on the received application ID, it cannot determine whether the auto-park function is active or has terminated. Therefore, in this case, if the driver shifts gears while both the auto-park function and the PKSB function are active, the manager may make adjustments in response to the shift. Summary of the Invention

[0007] The present disclosure provides a manager, an electronic control unit, a system, a control method, a non-temporary storage medium, and a vehicle that, in a system structure in which multiple ADAS applications are installed in the same ECU, can be adjusted in a manner not to respond to a driver's request when any of the multiple ADAS applications that enable functions is in a state that should not respond to a driver's request.

[0008] A manager according to a first aspect of the disclosed technology is mounted on a vehicle and includes one or more processors. The processors are configured to receive multiple action plans and identification information of the ADAS applications from multiple ADAS applications, and to receive control statuses indicating the implementation status of controls in the ADAS applications. The processors are configured to execute a first adjustment for adjusting the multiple action plans received by a first receiving unit.

[0009] According to the manager of the first aspect of the present disclosure, the manager receives a control status indicating the state of control implementation from an ADAS application. Thus, in a system configuration where multiple ADAS applications are installed on the same ECU, if any of the multiple ADAS applications operating functions is in a state that should not respond to a driver's request, the manager can adjust the system so that the driver's request is not responded to.

[0010] Alternatively, in the manager according to the first aspect of the present disclosure, the processor may be configured to receive a driver's request and execute a second adjustment based on the driver's request and the first adjustment result of the first adjustment, wherein the second adjustment denies a response to the driver's request based on the ADAS application's identification information and control status. Alternatively, in the manager according to the first aspect of the present disclosure, the processor may be configured to receive an action plan, ADAS application identification information, and control status from an electronic control unit on which two or more ADAS applications are installed. Alternatively, in the manager according to the first aspect of the present disclosure, the two or more ADAS applications include an autonomous driving application and a driving assistance application. Alternatively, in the manager according to the first aspect of the present disclosure, the autonomous driving application is an automatic parking application that assists parking, the driving assistance application is a PKSB application that assists braking during low-speed driving, and the driver's request is a request to control a gear setting. Alternatively, in the manager according to the first aspect of the present disclosure, the processor may include a storage unit that stores information indicating a relationship between the ADAS application identification information, the control status, and the feasibility of responding to the driver's request.

[0011] A second aspect of the disclosed technology includes an electronic control unit mounted on a vehicle and having multiple ADAS applications installed. The electronic control unit includes one or more processors configured to output an action plan and identification information of a selected ADAS application from among the multiple ADAS applications, and a control status indicating the execution status of control in at least one ADAS application, to a manager.

[0012] A third aspect of the disclosed technology relates to a system mounted on a vehicle and comprising multiple electronic control units (ECUs) equipped with one or more ADAS applications, and a manager. The ECUs include one or more first processors configured to output action plans and identification information of selected ADAS applications from the one or more ADAS applications, and a control status indicating the implementation status of control within at least one ADAS application, to the manager. The manager includes one or more second processors configured to receive the action plans, identification information, and control status of the selected ADAS applications from the multiple ECUs and to coordinate the multiple action plans.

[0013] A fourth aspect of the disclosed technology relates to a control method executed by a computer mounted on a vehicle manager. The control method includes: receiving, from multiple ADAS applications, multiple action plans, identification information of the ADAS applications, and control statuses indicating the implementation status of controls in the ADAS applications; and adjusting the multiple action plans.

[0014] A non-transitory storage medium according to a fifth aspect of the disclosed technology stores commands executable by a computer of a manager mounted on a vehicle, causing the computer to perform the following functions: receiving multiple action plans, ADAS application identification information, and control status indicating the implementation status of controls in the ADAS applications from multiple ADAS applications; and adjusting the multiple action plans.

[0015] A vehicle according to a sixth aspect of the disclosed technology is equipped with the above-mentioned manager.

[0016] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention are described below with reference to the accompanying drawings, wherein like reference numerals denote like elements. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic diagram showing a configuration example of a system according to one embodiment of the present disclosure.

[0018] Figure 2 This is a flowchart of the processing procedure of the adjustment control executed by the adjustment unit of the manager. DETAILED DESCRIPTION

[0019] In addition to the identification ID of the application implementing the requested function, the manager of the present disclosure also obtains information indicating the control status of the automatic parking function from the ECUs on which at least the automatic parking application and the PKSB application are installed. This information allows the manager to determine whether the automatic parking control is operating under PKSB control, etc., and thus can deny responses to driver requests that are undesirable for the automatic parking control. One embodiment of the present disclosure is described in detail below with reference to the accompanying drawings.

[0020] <Implementation Method>

[0021] [structure]

[0022] Figure 1 1 is a schematic diagram showing a configuration example of a system 1 mounted on a vehicle according to an embodiment of the present disclosure. Figure 1The system 1 illustrated in FIG. 1 includes a manager 10, a driving support system 20, an actuator system 30, a shift operation sensor 40, and a shift control unit 50. These components are communicatively connected via an in-vehicle network 100. Examples of the in-vehicle network 100 include CAN (Controller Area Network) and Ethernet (registered trademark).

[0023] The driving assistance system 20 is configured to implement various functions for assisting vehicle driving, including at least vehicle drive control and braking control, by executing installed applications. Examples of applications installed in the driving assistance system 20 include one or more ADAS applications, such as an autonomous driving application that implements autonomous driving, and a driving assistance application that implements various functions related to vehicle driving assistance. Autonomous driving applications include an automatic parking application that implements automatic parking of the vehicle. Driving assistance applications include a PKSB application that assists with braking during low-speed driving, such as during parking, applications that implement collision avoidance assistance (PCS), applications that implement vehicle following (ACC), applications that maintain a constant distance to the preceding vehicle, applications that implement lane keeping assist (LKA, LTA), applications that implement collision damage mitigation braking (AEB), applications that automatically apply the brakes to mitigate collision damage, and applications that implement lane departure warning (LDW, LDA), etc., applications that warn the vehicle if it is leaving its lane.

[0024] Each application of the driving assistance system 20 outputs a request for an action plan that ensures the individual functionality (commerciality) of the application to the manager 10 as an application request based on the vehicle information (identification sensor information, etc.) obtained (input) from various sensors, etc. (not shown). The action plan includes requirements for the front and rear acceleration / deceleration to be generated by the vehicle, and requirements for the setting of the gear (gear requirement value), etc. In addition, each application of the driving assistance system 20 outputs identification information (application ID) that can uniquely identify its own application to the manager 10 together with the action plan. The application ID is uniquely determined in advance for each application. In addition, a specific application in the driving assistance system 20 outputs a control status (control status signal) indicating the control status of the function of its own application to the manager 10. The specific application and the control status will be described later.

[0025] The driving assistance system 20 is implemented by a computer such as an electronic control unit (ECU) having a processor such as a CPU, a memory, and an input / output interface (output unit). In addition, the number of ECUs constituting the driving assistance system 20 and the number of applications installed on the ECUs are not particularly limited. For example, as the driving assistance system 20, one or more ECUs with multiple applications installed can be provided, or one or more ECUs with one application installed can be provided. For example, a part or all of the driving assistance system 20 can be constituted by an ECU with both an automatic parking application and a PKSB application installed, or a part or all of the driving assistance system 20 can be constituted by an ECU with both an automatic parking application and an ECU with a PKSB application installed.

[0026] The actuator system 30 is one of the implementation systems for realizing the requirements of the action plan output by the driving assistance system 20. Figure 1 , an example is shown in which only one actuator system 30 is connected to the in-vehicle network 100. However, the number of actuator systems 30 mounted on a vehicle is not particularly limited. Examples of actuator systems 30 include a system that includes a brake actuator (such as an electric brake device) capable of generating braking force on the vehicle and controls the operation of the brake actuator to achieve a desired action plan (acceleration demand), and a system that includes a shift actuator capable of operating a shift mechanism and controls the operation of the shift actuator to achieve a desired action plan (gear position demand value).

[0027] The shift operation sensor 40 is configured to detect a shift position change caused by a driver's operation in response to a request from the driver of the vehicle. Detection results from the shift operation sensor 40 are output to the manager 10 .

[0028] The shift control unit 50 is configured to control the setting of the vehicle's shift position (shift position) based on a request (shift position request value) from the manager 10 and / or a request (shift operation) from the driver, based on an action plan output by the driving assistance system 20. The shift control unit 50 is incorporated into, for example, a shift ECU and controls a shift actuator.

[0029] The manager 10 determines the control details regarding the vehicle's motion based on the action plan request received from the driving assistance system 20, and outputs the required request to the actuator system 30 based on the determined control details. Furthermore, the manager 10 issues instructions to the shift control unit 50 for controlling the setting of the gear position based on the application ID of the application and the control status of the application received from the driving assistance system 20 along with the action plan request.

[0030] The manager 10 functions as an ADAS-MGR, a vehicle-MGR, or a portion thereof, and controls the vehicle's motion. The manager 10 includes a receiving unit 11 , a regulating unit 12 , a calculating unit 13 , and a distributing unit 14 .

[0031] The receiving unit 11 (first receiving unit) receives action plan requests, application IDs, and control conditions output by one or more applications in the driving assistance system 20. Examples of action plans in this embodiment include acceleration and shift position requests related to the vehicle's longitudinal motion. Furthermore, the receiving unit 11 (second receiving unit) receives shift operations detected by the shift operation sensor 40 as driver requests. The action plan request, application ID, and driver request (shift operation) received by the receiving unit 11 are output to the adjustment unit 12.

[0032] The adjustment unit 12 (first adjustment unit) adjusts the requests for multiple action plans received by the receiving unit 11 from the various applications of the driving assistance system 20. This adjustment process can include, for example, selecting one action plan from the multiple action plans based on a predetermined selection criterion (e.g., Minimum Selection). Alternatively, the adjustment process can include setting a new action plan based on the multiple action plans. Furthermore, the adjustment unit 12 can also adjust the requests for the multiple action plans based on information indicating availability obtained from the actuator system 30.

[0033] Furthermore, the adjustment unit 12 (second adjustment unit) determines whether to respond to the driver's request (shift operation) based on the control status received by the reception unit 11 from the application of the driving assistance system 20 and the detection results from the shift operation sensor 40. The determination of whether the driver's request can be responded to (determining whether to maintain or change the current status) will be described later. Based on this determination, the adjustment unit 12 then instructs the shift control unit 50 to control the setting of the gear position.

[0034] The calculation unit 13 calculates the motion requirement based on the adjustment result of the action plan requirement in the adjustment unit 12. This motion requirement is a physical quantity used to control the actuator system 30 and is different from the physical quantity of the action plan requirement. For example, if the action plan requirement (first requirement) is acceleration, the driving force and driving torque can be calculated as the motion requirement (second requirement). In this way, the acceleration requirement is converted into the driving force and driving torque requirements.

[0035] The distribution unit 14 distributes the motion request calculated by the calculation unit 13 to at least one actuator system (the actuator system 30 and other actuator systems not shown).

[0036] In addition, the above-described structures of the devices mounted on the vehicle and the structure of the manager 10 are examples, and can be appropriately added, replaced, changed, omitted, etc. In addition, the functions of each device can be appropriately integrated into a single device or installed in multiple devices. For example, among the functions of the receiving unit 11 of the manager 10, the function of receiving the shift operation detected by the shift operation sensor 40 (the second receiving unit) can be installed in another device different from the manager 10, or installed in the shift control unit 50. In addition, among the functions of the regulating unit 12 of the manager 10, the function of judging whether to respond to the driver's request based on the control status (the second regulating unit) can be installed in another device different from the manager 10, or installed in the shift control unit 50.

[0037] [control]

[0038] Further references Figure 2 The control performed by the manager 10 according to this embodiment will be described. Figure 2 This flowchart illustrates the processing sequence for the gear adjustment control executed by the adjustment unit 12 of the manager 10. This flowchart describes the adjustment control using as an example a case where the driver's request is a gear shift operation, a specific application program prioritizing its own function's gear shift request over the driver's request, and a non-specific application program prioritizing the driver's request over its own function's gear shift request, both of which are installed on the same ECU. The driver's request can be a gear shift operation, the specific application program can be an automatic parking application, and the non-specific application program can be a PKSB application.

[0039] For example, if a shift operation is performed by the driver as a request of the driver, the Figure 2 Adjustment controls shown.

[0040] (Step S201) The adjustment unit 12 obtains, via the receiving unit 11, from the ECU on which the automatic parking application is installed, the application ID of the application for which the ECU has requested an action plan from the manager 10, the gear position request value requested by the application in its action plan, and the control status of the application. The control status obtained includes at least a control status indicating the control state of the automatic parking function implemented by the automatic parking application, which is a specific application. Alternatively, the adjustment unit 12 may obtain the control status of all applications installed in the ECU. The adjustment unit 12 obtains the application ID, gear position request value, and control status from the ECU not only upon request by the driver but also at any time as needed for adjustment. Once the application ID, gear position request value, and control status are obtained from the ECU on which the automatic parking application is installed, processing proceeds to step S202.

[0041] Examples of the control status of the automatic parking function include "out of control," which indicates the automatic parking function is not operating; "under control," which indicates the automatic parking function is operating; "under control interruption," which indicates the automatic parking function is operating but processing is temporarily suspended; and "under control completion processing," which indicates the execution of post-processing to complete vehicle movement and conclude the operation based on the automatic parking function. Furthermore, the classification of control statuses is not limited to the above. For example, the classification of control statuses could be newly added as "under control start processing," which indicates the execution of pre-processing to activate the automatic parking function and initiate vehicle movement, or "under control completion processing" could be included in the classification of "under control."

[0042] (Step S202) The adjustment unit 12 determines whether the automatic parking function implemented by the automatic parking application is currently operating. This determination can be made by determining whether the application ID obtained from the ECU is the ID of the automatic parking application, or by determining whether the control status of the automatic parking function obtained from the ECU is "controlling," "control interrupted," or "control ending." If the adjustment unit 12 determines that the automatic parking function is currently operating (Step S202: Yes), the process proceeds to Step S203. If the adjustment unit 12 determines that the automatic parking function is not currently operating (Step S202: No), the adjustment control ends.

[0043] (Step S203) The adjustment unit 12 determines whether the application ID obtained from the ECU on which the automatic parking application is installed is the ID of an application other than the automatic parking application (PKSB application, etc.). For example, when other functions (other control interventions) are selected during the operation of the automatic parking function, the application ID temporarily becomes the ID of an application other than the automatic parking application. In the case where the adjustment unit 12 determines that the application ID is the ID of an application other than the automatic parking application (step S203, yes), it is possible to determine whether the automatic parking function is stopped or working based on the application ID, so the processing proceeds to step S204. On the other hand, in the case where the adjustment unit 12 determines that the application ID is not the ID of an application other than the automatic parking application (step S203, no), the application ID becomes the ID of the automatic parking application, so the processing proceeds to step S207.

[0044] (Step S204) The adjustment unit 12 determines whether the control status of the automatic parking function is "out of control." If the adjustment unit 12 determines that the control status is "out of control" (Step S204, Yes), the automatic parking function is not operating, and therefore the driver's request can be accepted, and the process proceeds to Step S205. On the other hand, if the adjustment unit 12 determines that the control status is not "out of control" (Step S204, No), the automatic parking function is operating and the driver's request cannot be accepted (the automatic parking function is prioritized), and the process proceeds to Step S207.

[0045] (Step S205) The adjustment unit 12 permits the shift operation performed by the driver as the driver's request. Thereafter, the process proceeds to step S206.

[0046] (Step S206) The adjustment unit 12 sets the shift position indicated to the shift control unit 50 to the latest requested value. This latest requested value is set based on the shift position requested by applications other than the automatic parking application (such as the PKSB application) and the requested value corresponding to the shift operation performed by the driver. Once the shift position instruction is set, this adjustment control ends.

[0047] (Step S207) The adjustment unit 12 does not permit the shift operation performed by the driver as the driver's request (not permitted). Thereafter, the process proceeds to step S208.

[0048] (Step S208) The adjustment unit 12 sets the shift position instructed to the shift control unit 50 to the shift position request value requested by the automatic parking application. When the shift position instruction is set, this adjustment control ends.

[0049] <Function and Effect>

[0050] As described above, in a system involved in one embodiment of the present disclosure, when a specific application (automatic parking application) in a state where the requirement of its own function (gear requirement) is prioritized over the driver's requirement (driver's gear shifting operation) and a specific external application (PKSB application) that prioritizes the driver's requirement over its own function (gear requirement) are installed on the same ECU, the ECU always outputs a control status indicating the control status of the function (automatic parking function) implemented by the specific application to the manager.

[0051] Based on this control status, the manager can easily understand that the function of a specific application (autoparking function) is running in the background of the function control (PKSB control) implemented by an unspecified application. As a result, the manager can refuse to respond to the driver's input request even if it does not have the application ID of the specific application.

[0052] In the above embodiment, the automatic parking application is described as an application in which the request for its own function is prioritized over the request of the driver. However, the same process can be applied even when an application other than the automatic parking application (e.g., an autonomous driving application) prioritizes the request for its own function over the request of the driver.

[0053] Furthermore, in systems where the ECU can output multiple application IDs corresponding to multiple application programs operating on a single ECU to the manager, the ECU may output the application IDs to the manager instead of the control status. Furthermore, when the ECU outputs the application ID to the manager, similar processing can be performed by appending information regarding the availability of a specific driver request to the function of the application ID, and having the manager store and retain this information in a storage unit.

[0054] An embodiment of the technology disclosed herein has been described above. However, the present disclosure can be understood not only as a manager mounted on a vehicle, but also as an electronic control unit, a system including an electronic control unit and a manager, a control method executed by a manager having a processor and a memory, a control program, a computer-readable non-temporary storage medium storing a control program, or a vehicle having a manager.

[0055] The present disclosure is applicable to a manager or the like mounted on a vehicle or the like.

Claims

1. A manager, mounted on a vehicle, characterized in that: The manager includes one or more processors configured as follows: receiving a plurality of action plans and identification information of the ADAS applications from a plurality of ADAS applications, and receiving a control status indicating an execution status of control in the ADAS applications; executing a first adjustment of adjusting the plurality of action plans; Accept the driver's request; performing a second adjustment based on the driver's request and a first adjustment result of the first adjustment; as well as In the second adjustment, a response to the driver's request is rejected based on the identification information and the control status of the ADAS application. The one or more processors are configured to receive the action plan, the identification information of the ADAS application, and the control status from an electronic control unit in which two or more ADAS applications are installed.

2. The manager according to claim 1, wherein: The two or more ADAS applications include an autonomous driving application and a driving assistance application.

3. The manager according to claim 2, wherein: The autonomous driving application is an automatic parking application configured to assist parking. The driving assistance application is a PKSB application configured to assist braking action during low-speed driving. The driver's request is a request to control the setting of the gear.

4. The manager according to any one of claims 1 to 3, characterized in that: The system further includes a storage unit configured to store information indicating a relationship between the identification information of the ADAS application, the control status, and whether or not a response to the driver's request is possible.

5. A system mounted on a vehicle, characterized in that: The system comprises: An electronic control unit that has more than two ADAS applications installed; and Manager, The electronic control unit includes one or more first processors configured to output an action plan and identification information of a selected ADAS application from among the two or more ADAS applications, and a control status indicating an implementation status of control in at least one ADAS application to the manager. The manager includes one or more second processors configured to receive the plurality of action plans, the identification information, and the control status of the selected ADAS application from the electronic control unit, and to execute a first adjustment for adjusting the plurality of action plans. The second processor receives the driver's request, performing a second adjustment based on the driver's request and a first adjustment result of the first adjustment; and In the second adjustment, a response to the driver's request is rejected based on the identification information of the ADAS application and the control status.

6. A control method executed by a computer of a manager mounted on a vehicle, characterized in that: The control method includes: receiving, from a plurality of ADAS applications, a plurality of action plans, identification information of the ADAS applications, and control statuses indicating execution states of controls in the ADAS applications; executing a first adjustment of adjusting the plurality of action plans; Accept the driver's request; performing a second adjustment based on the driver's request and a first adjustment result of the first adjustment; and In the second adjustment, a response to the driver's request is rejected based on the identification information and the control status of the ADAS application. The action plan, the identification information of the ADAS application, and the control status are received from an electronic control unit in which two or more ADAS applications are installed.

7. A non-temporary storage medium, characterized in that: The device stores commands that can be executed by a computer of a manager mounted on a vehicle and cause the computer to perform the following functions: receiving, from a plurality of ADAS applications, a plurality of action plans, identification information of the ADAS applications, and control statuses indicating execution states of controls in the ADAS applications; executing a first adjustment of adjusting the plurality of action plans; Accept the driver's request; performing a second adjustment based on the driver's request and a first adjustment result of the first adjustment; as well as In the second adjustment, a response to the driver's request is rejected based on the identification information and the control status of the ADAS application. The one or more processors are configured to receive the action plan, the identification information of the ADAS application, and the control status from an electronic control unit in which two or more ADAS applications are installed.

8. A vehicle, characterized in that: The manager according to any one of claims 1 to 4 is mounted.

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