Manager, vehicle control method, non-transitory storage medium, vehicle

Abstract

The present application relates to a manager, a vehicle control method, a non-transitory storage medium, and a vehicle. The manager includes one or more processors. The one or more processors are configured to receive a plurality of first action plans from a plurality of electronic control units installed with ADAS application functions, and to receive a second action plan later than at least one of the first action plans. The one or more processors are configured to coordinate the plurality of first action plans. The one or more processors are configured to calculate one or more motion requests based on a coordination result. The one or more processors are configured to output the one or more motion requests to one or more actuator systems.

Description

Technical Field

[0001] This disclosure relates to a manager for controlling actuators mounted in a vehicle, a vehicle control method, a non-transitory storage medium, and a vehicle. Background Technology

[0002] As a control device that controls actuators mounted on a vehicle based on requests from a driver assistance system that assists the driver, one example is the control device described in Japanese Patent Application Publication No. 2020-032893. The control device described in Japanese Patent Application Publication No. 2020-032893 receives requests related to the lateral movement of the vehicle from the driver assistance system and distributes the received requests to one or more actuators.

[0003] Among the multiple actuators installed in a vehicle, some are slow to respond. Even when attempting to respond instantly to requests from the driver assistance system, there are instances where the vehicle cannot be controlled according to the system's requests due to actuator response delays, leaving room for improvement. Summary of the Invention

[0004] This disclosure provides a manager, vehicle control method, non-transitory storage medium, and vehicle that can improve the response delay of actuators to the action plans of a driver assistance system.

[0005] The manager involved in the first aspect of this disclosure includes one or more processors. The one or more processors are configured to: receive multiple first action plans from multiple electronic control units equipped with ADAS application functions, and receive second action plans that follow at least one first action plan. The one or more processors are configured to coordinate the multiple first action plans. The one or more processors are configured to calculate one or more motion requests based on the coordination results. The one or more processors are configured to output one or more motion requests to one or more actuator systems.

[0006] In the manager according to the first aspect of this disclosure, one or more processors may be configured to pre-output motion requests for the actuator systems requiring motion state switching when the one or more actuator systems include actuator systems requiring motion state switching. Motion requests may be included in one or more motion requests. In the manager according to the first aspect of this disclosure, one or more processors may be configured to pre-output motion requests for the actuator systems requiring motion state switching based on a second action plan. Motion requests may be included in one or more motion requests. In the manager according to the first aspect of this disclosure, one or more processors may be configured to pre-output motion requests for the actuator systems requiring motion state switching based on the responsiveness information of the actuator systems. In the manager according to the first aspect of this disclosure, a storage unit configured to store responsiveness information may be included. In the manager according to the first aspect of this disclosure, one or more processors may be configured to receive responsiveness information from the actuator systems. In the manager according to the first aspect of this disclosure, the responsive information can be updated via OTA (Over-The-Air). In the manager according to the first aspect of this disclosure, one or more processors can be configured to request a second action plan for at least one electronic control unit equipped with ADAS application functions.

[0007] The vehicle control method disclosed in the second aspect is executed by a computer having one or more processors, a memory, and a storage device. The vehicle control method includes: receiving multiple first action plans from multiple electronic control units equipped with ADAS application functions; receiving second action plans that follow the first action plans from the multiple electronic control units; coordinating the multiple first action plans; calculating one or more motion requests based on the coordination results; and allocating the one or more motion requests to one or more actuator systems.

[0008] The third aspect of this disclosure involves a non-transitory storage medium storing commands executable by a computer having one or more processors, memories, and storage devices, and causing the computer to perform the following functions: receiving multiple first action plans from multiple electronic control units equipped with ADAS application functions; receiving second action plans following the first action plans from the multiple electronic control units; coordinating the multiple first action plans; calculating one or more motion requests based on the coordination results; and allocating one or more motion requests to one or more actuator systems.

[0009] In addition, the vehicle involved in the fourth method of this disclosure is equipped with the aforementioned manager.

[0010] According to this disclosure, a manager, a vehicle control method, a non-transitory storage medium, and a vehicle equipped with the manager can be provided to improve the response delay of actuators to the action plan of a driving assistance system. Attached Figure Description

[0011] Hereinafter, the features, advantages, technical and industrial importance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, in which the same reference numerals denote the same constituent elements, wherein:

[0012] Figure 1 This is a block diagram illustrating a simplified structure of the vehicle control system involved in the implementation method.

[0013] Figure 2 yes Figure 1 The diagram shows the functional block diagram of the manager.

[0014] Figure 3A This is a diagram illustrating the control method of the actuator involved in the reference example.

[0015] Figure 3B This is a diagram illustrating the control method of the actuator involved in the reference example.

[0016] Figure 3C This is a diagram illustrating the control method of the actuator involved in the reference example.

[0017] Figure 3D This is a diagram illustrating the control method of the actuator involved in the reference example.

[0018] Figure 4A This is a diagram illustrating the actuator control method performed by the manager according to the implementation method.

[0019] Figure 4B This is a diagram illustrating the actuator control method performed by the manager according to the implementation method.

[0020] Figure 4C This is a diagram illustrating the actuator control method performed by the manager according to the implementation method.

[0021] Figure 4D This is a diagram illustrating the actuator control method performed by the manager according to the implementation method.

[0022] Figure 5 This is a flowchart illustrating the control processes performed by the manager involved in the implementation method. Detailed Implementation

[0023] Figure 1 This is a block diagram illustrating a simplified structure of the vehicle control system involved in the implementation method.

[0024] Figure 1The vehicle control system shown is a system for controlling the movement of a vehicle, and includes multiple ECUs 1a to 1c, a manager 10, and actuator systems 2 and 3.

[0025] ECUs 1a to 1c are electronic control units equipped with ADAS (Advanced Driver Assistance System) application functions. They are devices that implement vehicle driver assistance functions such as automatic driving, automatic parking, adaptive cruise control, lane keeping assist, and collision mitigation braking by executing ADAS applications. ECUs 1a to 1c have a processor such as a CPU, memory, and non-volatile memory for storing ADAS applications. To execute various vehicle control functions, ECUs 1a to 1c output a first action plan and a subsequent future action plan, i.e., a second action plan, to the manager 10. The action plan includes, for example, forward and backward acceleration (requested acceleration) as information representing the vehicle's forward and backward movement. Additionally, the action plan may include information representing the vehicle's lateral movement; information representing lateral movement can use steering angle, yaw rate, radius of curvature, etc. Furthermore, in... Figure 1 For the sake of simplicity, three ECUs 1a to 1c are shown, but the number of ECUs with ADAS application functions is not limited and can be less than two or more than four.

[0026] Manager 10 coordinates the action plans output from ECUs 1a to 1c, and distributes motion requests to at least one actuator system 2 or 3 based on the coordination results. Manager 10 includes one or more processors and can be configured as an ECU independent of other ECUs, or it can be integrated with any other ECU, or it can be integrated with any other ECU. Details of Manager 10 will be described later.

[0027] Actuator system 2 includes a powertrain (PT) and a powertrain ECU that controls the powertrain. The powertrain ECU controls the braking force generated by the powertrain based on motion requests output from manager 10. In this specification, "braking force" is used as a general term for both braking force and driving force. Braking force is a negative driving force.

[0028] The actuator system 3 includes a brake (BRK) and a brake ECU that controls the brake. The brake ECU controls the braking force generated by the brake based on the motion request output from the manager 10.

[0029] Figure 2 yes Figure 1 The diagram shows the functional block diagram of the manager.

[0030] The manager 10 includes a receiving unit 11, a coordination unit 12, a calculation unit 13, an output unit 14, and a storage unit 15.

[0031] The receiving unit 11 receives the first action plan and the second action plan that follows the first action plan from ECU1a to 1c. The receiving unit 11 is capable of receiving multiple first action plans and multiple second action plans.

[0032] The Coordination Department 12 coordinates the multiple first action plans and multiple second action plans received by the Receiving Department 11. As part of the coordination process, the Coordination Department 12 may select one action plan from the multiple action plans received based on prescribed selection criteria, or set the permissible range of control based on the multiple action plans received.

[0033] The calculation unit 13 calculates the motion request for one or both of the actuator systems 2 and 3 based on the coordination results of the coordination unit 12. For example, the calculation unit 13 uses the forward and backward acceleration (requested acceleration) included in the first action plan selected through coordination to calculate the target driving force of the powertrain and the target braking force of the brake. The calculation unit 13 may also calculate the target driving torque of the drive shaft instead of the target driving force, and may also calculate the braking torque of the brake instead of the target braking force. When calculating the motion request (target braking driving force) for realizing the requested acceleration received as the first action plan, the calculation unit 13 performs feedforward (FF) control and feedback (FB) control. The calculation unit 13 calculates the target braking driving force output to the actuator systems 2 and / or 3 by using the target braking driving force calculated based on the requested acceleration as the FF term and also considering the FB term.

[0034] The output unit 14 distributes the motion request calculated by the calculation unit 13 to at least one of the actuator systems 2 and 3. The output unit 14 determines whether it is necessary to switch the operating state of the actuator system to implement the second action plan based on the first action plan and the second action plan received by the receiving unit 11. For example, the output unit 14 determines whether it is necessary to switch between the state where the powertrain actuator system generates driving force and the state where it does not generate driving force (including the state where it generates braking force) based on the difference between the requested acceleration received as the first action plan and the final requested acceleration received as the second action plan, and the signs of the requested acceleration and the final requested acceleration. When it is necessary to switch the operating state of the actuator system, the output unit 14 outputs the motion request calculated by the calculation unit 13 in advance for the actuator system whose operating state needs to be switched. Details of the processing performed by the output unit 14 will be described later.

[0035] Storage unit 15 stores the responsiveness information of each of actuator systems 2 and 3. The responsiveness information is, for example, the response delay time DT of each actuator system. The response delay time DT can be defined as the time from the output of a motion request (target braking force) to each actuator system until the generation of the braking force. The response delay time DT can be a value pre-determined through experiments for each vehicle model, or it can be a fixed value, or it can be maintained as a mapping associated with other parameters.

[0036] Figures 3A to 3D This is a diagram illustrating the control method of the actuator system involved in the reference example.

[0037] Figure 3A This represents the time-varying requested acceleration output from an ECU equipped with ADAS application functionality as part of an action plan. Figure 3A In the example, the vehicle's requested acceleration becomes positive at time t2 and reaches its final requested acceleration at time t3.

[0038] Figure 3B Indicates the purpose of implementation Figure 3A The target braking force (negative driving force) for the requested action changes over time. Corresponding to the increase in requested acceleration, the target braking force... Figure 3B As shown, the braking force decreases linearly from time t1 to time t2, and after time t2, the target braking force is zero.

[0039] Figure 3C Indicates the purpose of implementation Figure 3A The target braking force of the action request shown varies over time. Figure 3C In the diagram, the short dashed line represents the target braking driving force (FF term) calculated based on the requested acceleration, and the long dashed line represents the target driving force (output value to the actuator system) considering both the FF and FB terms.

[0040] Imagine a scenario where, due to factors such as fuel cut-off, the powertrain actuator system generates a target driving force greater than the accelerator fully closed driving force, even when the driving force is less than the driving force without the accelerator pedal depressed (hereinafter referred to as "accelerator fully closed driving force"). Because the powertrain actuator system has poor responsiveness, the generation of its driving force (solid line) is delayed by a response time DT relative to the target driving force shown by the long dashed line. If the generated driving force is insufficient due to the powertrain actuator system's response delay, the target driving force is adjusted high through feedback control, resulting in a sudden increase in the generated driving force. Conversely, if the generated driving force increases sharply, the target driving force is adjusted low, leading to a subsequent delay and decrease in the generated driving force. Subsequently, with feedback control, the target driving force (long dashed line) and the generated driving force (solid line) alternately increase and decrease repeatedly.

[0041] The result is, as Figure 3D As shown, the requested acceleration output from the ADAS application as an action request results in an increase or decrease in the vehicle's actual acceleration. Since the convergence of the actual acceleration takes time, there is a possibility that it may lead to changes in ride comfort.

[0042] In contrast, since the manager 10 according to this embodiment can receive the first action plan and the second action plan that follows the first action plan from ECUs 1a to 1c, the response delay of the actuator system can be improved using the first action plan and the second action plan. The manager 10 determines whether there is an actuator system that needs to switch operating states based on the first action plan and the second action plan that follows the first action plan. If there is an actuator system that needs to switch operating states, the manager 10 eliminates the response delay of the actuator system to be switched by pre-outputting a motion request for the actuator system that needs to switch operating states. Hereinafter, refer to Figures 4A to 4D The control of the manager 10 according to this embodiment will be described.

[0043] Figures 4A to 4D This is a diagram illustrating the control method of the actuator system performed by the manager involved in the implementation.

[0044] Figure 4A This indicates the change over time in the acceleration of requests received by the receiving unit 11 of the manager 10 as part of the first action plan, and the acceleration of final requests received as part of the second action plan. Figure 4A In the example, with Figure 3ASimilarly, the vehicle's requested acceleration becomes positive at time t2 and reaches its final requested acceleration at time t3. The second action plan only needs to be delayed by a predetermined time after the first action plan, and the time difference between the first and second action plans can be appropriately set. For example, the receiving unit 11 of the manager 10 can receive the requested acceleration a at time t as the first action plan, and receive the final requested acceleration a' at time t3 as the second action plan, which is delayed by a time T after the first action plan.

[0045] Figure 4B Indicates the purpose of implementation Figure 4A The target braking force (negative driving force) for the requested action changes over time. Corresponding to the increase in requested acceleration, the target braking force... Figure 4B As shown, the braking force decreases linearly from time t1 to time t2, and after time t2, the target braking force is zero.

[0046] Figure 4C Indicates the purpose of implementation Figure 4A The target driving force of the action request shown changes over time. Figure 4C In the diagram, the thin solid line represents the target driving force (FF term) calculated based on the requested acceleration. The target driving force (FF term / advance) represented by the short dashed line is the driving force that advances the target driving force (FF term) calculated based on the requested acceleration by a specified time. In other words, the target driving force (FF term / advance) of the short dashed line is equivalent to shifting the target driving force (FF term) of the thin solid line in the negative direction of the horizontal axis by a specified time. The long dashed line represents the target driving force (FF term / advance) considering the FB term.

[0047] The calculation unit 13 of the manager 10 calculates the target driving force (FF term) based on the requested acceleration based on the first action plan. Figure 4C (Thin solid line). In order to achieve Figure 4A The final requested acceleration, as shown, requires a change in the operating state from a state where the powertrain actuator system generates braking force to a state where it generates driving force. Therefore, for powertrain actuator systems with poor responsiveness, the output unit 14 of the manager 10 advances the target driving force calculated by the calculation unit 13 by the response delay time DT of the actuator system. Figure 4CThe short dashed line represents the target driving force (FF term / advance). When a target driving force greater than the accelerator fully closed driving force is generated when the driving force generated by the powertrain actuator system is below the accelerator fully closed driving force due to fuel cut-off, the generation of the driving force by the powertrain actuator system is delayed due to its poor responsiveness. However, the target driving force output to the powertrain actuator system (the long dashed line represents the target driving force (FF term + FB term)) is calculated based on the target driving force (FF term / advance) obtained by advancing the target driving force (FF term) calculated based on the requested driving force by a predetermined time, thus taking into account the response delay time DT of the powertrain actuator system. Therefore, the deficiency of the generated driving force (thick solid line) relative to the target driving force (FF term) calculated based on the requested acceleration can be reduced. With this control, since the difference between the generated driving force and the target driving force of the powertrain actuator system becomes smaller, the increase or decrease in the generated driving force of the powertrain actuator system accompanied by feedback control can be suppressed.

[0048] The result is, as Figure 4D As shown, since the requested acceleration output from the ADAS application as the first action request can suppress the increase or decrease of the vehicle's actual acceleration and improve the convergence of the actual acceleration, the ride comfort can be improved.

[0049] Figure 5 This is a flowchart illustrating the control processes performed by the manager involved in the implementation method. It is repeatedly executed during the execution of ADAS application functions. Figure 5 Control and processing.

[0050] In step S1, the receiving unit 11 receives the requested acceleration as the first action plan and the final requested acceleration as the second action plan from ECUs 1a to 1c. If the receiving unit 11 receives the first action plan and the second action plan, the coordination unit 12 performs coordination processing, and the calculation unit 13 calculates the motion request for actuator systems 2 and 3 based on the coordination result. Then, the process proceeds to step S2.

[0051] In step S2, the calculation unit 13 determines whether there is a difference between the requested acceleration and the final requested acceleration. In step S2, if the difference between the requested acceleration and the final requested acceleration is above a predetermined threshold, the output unit 14 can determine that there is a difference. If the determination in step S2 is "yes", the process proceeds to step S3; otherwise, the process proceeds to step S7, where the target braking driving force corresponding to the requested acceleration is calculated.

[0052] In step S3, the calculation unit 13 determines whether it is necessary to switch the operating state of actuator system 2 or 3. This determination can be based, for example, on the difference between the requested acceleration and the final requested acceleration, or the similarity of their signs. If the determination in step S3 is "yes", the process proceeds to step S4; otherwise, the process proceeds to step S7. Furthermore, sometimes steps S4 and S6 have already been executed before the determination in step S2. Therefore, if the determination in step S2 is "no", the process can proceed to step S7.

[0053] In step S4, the calculation unit 13 determines whether a first moment earlier than the second moment has been reached. The second moment is the predicted moment when the requested acceleration reaches the final requested acceleration. The first moment is the moment before the second moment, which is the actuator system's response delay time (DT). That is, the actuator system's response delay time (DT) is the difference between the first moment and the second moment. If the determination in step S4 is "yes", the process proceeds to step S7; otherwise, the process proceeds to step S5.

[0054] In step S5, the calculation unit 13 calculates the target braking driving force (FF term / advance), which is obtained by shifting the motion request (FF term of the target braking driving force) calculated by the calculation unit 13 in step S1 forward by a predetermined time from the switching prediction time of the action state determined based on the requested acceleration. The predetermined time can be the response delay time DT of the actuator system described above. Then, the process proceeds to step S6.

[0055] In step S6, the calculation unit 13 calculates the target braking driving force for output, taking into account the FB term, based on the target braking driving force calculated in step S5 or step S7. The output unit 14 outputs the target braking driving force calculated by the calculation unit to the actuator system that needs to switch operating states, and ends the processing of this flowchart.

[0056] By conducting Figure 5 The control processing described herein, in the case of an actuator system that determines a necessary action state transition based on the requested acceleration and the final requested acceleration, can also take into account the actuator system's action delay to pre-output the target braking force. This improves the tracking accuracy of the actual acceleration relative to the requested acceleration and suppresses the deterioration of ride comfort.

[0057] As explained above, the manager 10 in this embodiment receives the first action plan and the second action plan, which is a later action plan, from the ECUs 1a to 1c equipped with ADAS application functions. Therefore, since the manager 10 can grasp future action plans, it is possible to perform control that also takes into account the response delay of the actuator system.

[0058] Furthermore, in the case of an actuator system that requires switching of operating states, the output unit 14 outputs a motion request for the actuator system that requires switching of operating states in advance. As a result, even if the responsiveness of the actuator system that requires switching of operating states is poor, the delay in the generation of braking driving force caused by the actuator system can be suppressed.

[0059] Furthermore, the output unit 14 outputs in advance the motion request for the actuator system requiring a switch in the operating state based on the future request acceleration (final request acceleration) received as part of the second action plan. This prevents the output of motion requests that exceed the future action plan, i.e., the second action plan.

[0060] Furthermore, the output unit 14 controls the timing of pre-outputting motion requests to the actuator system that requires a change in operating state based on the responsiveness information of the actuator system. This allows for appropriate suppression of response delay according to the operating characteristics of the actuator system.

[0061] (Other variations)

[0062] In the above embodiment, an example of storing responsive information in the storage unit of the manager was described, but a second receiving unit that receives responsive information from the actuator system may also be provided. The responsive information received by the second receiving unit from the actuator system may be stored in the storage unit.

[0063] Furthermore, when the manager stores responsiveness information in its storage unit, this information can be updated via OTA (Over-The-Air). For example, OTA can be used to update the software of the actuator system's ECU, improving its functionality. If the actuator system's responsiveness changes due to a software update, the responsiveness information stored in the manager's storage unit can also be updated. In this case, the update data can be downloaded by the manager communicating with a central server, or by the OTA controller, which controls the overall vehicle software updates, communicating with the server to download the update data, which is then transferred to the manager by the OTA controller.

[0064] Furthermore, in the above embodiment, an example was described where an ECU equipped with ADAS application functionality outputs a first action plan and a second action plan, which follows the first action plan, to the manager. If the ECU equipped with ADAS application functionality is not designed to actively output a future action plan, i.e., a second action plan, an output unit (second output unit) requesting the second action plan from the electronic control unit equipped with ADAS application functionality can be set in the manager.

[0065] The manager illustrated in the above embodiments can also be implemented as a vehicle control method executed by a computer having one or more processors (CPUs), memory, and storage devices, a vehicle control program executed by the computer, and a non-transitory storage medium that can be read by a computer and stores the vehicle control program.

[0066] This disclosure can be used in managers for controlling actuator systems and in vehicles equipped with such managers.

Claims

1. A manager, characterized in that, It includes one or more processors, and the one or more processors are configured as follows: Multiple first action plans are received from multiple electronic control units equipped with ADAS application functions, i.e., advanced driver assistance system application functions, and multiple second action plans, which are subsequent as future action plans, are received from the multiple electronic control units. Coordinate the first action plan with the second action plan; Calculate more than one motion request based on the coordination results; as well as The more than one motion request is output to more than one actuator system.

2. The manager according to claim 1, characterized in that, The one or more processors are configured to, when the one or more actuator systems include actuator systems that require switching of operating states, pre-output a motion request for the actuator system that requires switching of operating states, the motion request being included in the one or more motion requests.

3. The manager according to claim 2, characterized in that, The one or more processors are configured to pre-output motion requests for actuator systems that require switching of the action state based on the second action plan, the motion requests being included in the one or more motion requests.

4. The manager according to claim 2 or 3, characterized in that, The one or more processors are configured to pre-output the motion request for the actuator system that requires the switching of the action state, based on the responsiveness information of the actuator system.

5. The manager according to claim 4, characterized in that, It also includes a storage unit configured to store the responsive information.

6. The manager according to claim 4, characterized in that, The one or more processors are configured to receive the responsive information from the actuator system.

7. The manager according to claim 5, characterized in that, The responsive information can be updated via OTA, or over-the-air download technology.

8. The manager according to claim 1, characterized in that, The one or more processors are configured to request the second action plan for at least one electronic control unit equipped with the ADAS application functions.

9. A vehicle control method, executed by a computer having one or more processors, a memory, and a storage device, characterized in that the vehicle control method includes: Multiple first action plans are handled by multiple electronic control units equipped with ADAS application functions, namely advanced driver assistance system application functions; The plurality of electronic control units receive a plurality of second action plans, which are subsequent to each of the first action plans, as future action plans; Coordinate the first action plan with the second action plan; Calculate more than one motion request based on the coordination results; and The more than one motion request is assigned to more than one actuator system.

10. A non-transitory storage medium, characterized in that, The system stores commands that can be executed by a computer having one or more processors, memories, and storage devices, and that cause the computer to perform the following functions: Multiple first action plans are handled by multiple electronic control units equipped with ADAS application functions, namely advanced driver assistance system application functions; The plurality of electronic control units receive a plurality of second action plans, which are subsequent to each of the first action plans, as future action plans; Coordinate the first action plan with the second action plan; Calculate more than one motion request based on the coordination results; and The more than one motion request is assigned to more than one actuator system.

11. A vehicle, characterized in that, The manager is provided with any one of claims 1 to 8.

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