Vehicle control device, vehicle, vehicle control method, and recording medium having control program recorded thereon

Abstract

The present disclosure relates to a vehicle control device, a vehicle, a vehicle control method, and a recording medium containing a control program. The vehicle control device of the present invention comprises: a monitoring unit that monitors abnormalities in a primary power supply and a secondary power supply that supply power to a plurality of drive devices capable of controlling vehicle deceleration and steering; and a control unit that, when the monitoring unit detects an abnormality in at least one of the primary power supply and the secondary power supply, supplies power to a drive device with lower power consumption among the plurality of drive devices to control the vehicle.

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device, a vehicle, a vehicle control method, and a recording medium having a control program recorded thereon. Background Art

[0002] Japanese Patent Application Laid-Open No. 2018-176800 discloses an autonomous driving control device capable of reducing the sense of unease experienced by passengers when autonomous driving continues despite an abnormality in a vehicle's powertrain. This autonomous driving control device, upon detecting an abnormality in the powertrain, executes fail-safe control for autonomous driving control, and changes the fail-safe control based on the nature of the abnormality.

[0003] In the automatic driving control device of Japanese Patent Application Laid-Open No. 2018-176800, there is a concern that the electric power required for traveling on the changed driving route may not be secured depending on the content of the abnormality in the power system. Summary of the Invention

[0004] The present disclosure aims to provide a vehicle control device, a vehicle, a vehicle control method, and a recording medium recording a control program that can ensure power for safely evading a vehicle equipped with multiple power supplies even when at least one of the power supplies fails.

[0005] The first form is a vehicle control device, which includes: a monitoring unit that monitors abnormalities in a primary power supply and a secondary power supply that supply power to multiple drive devices capable of controlling deceleration and steering operations of a vehicle; and a control unit that supplies power to a drive device with lower power consumption among the multiple drive devices to control the above-mentioned vehicle when the above-mentioned monitoring unit detects an abnormality in at least any one of the above-mentioned primary power supply and the above-mentioned secondary power supply.

[0006] The first embodiment of the vehicle control device is applied to a vehicle equipped with multiple drive devices capable of controlling deceleration and steering, and primary and secondary power supplies for supplying power to the drive devices. Examples of drive devices capable of controlling deceleration include electronically controlled braking systems, regenerative brakes in hybrid or electric vehicles, and engine brakes. Examples of drive devices capable of controlling steering include electric power steering and VSC (Vehicle Stability Control) systems.

[0007] The monitoring unit of this vehicle control device monitors abnormalities in the primary and secondary power supplies. Upon detecting an abnormality in at least one of these power supplies, the control unit supplies power to a drive unit with lower power consumption among the multiple drive units to control the vehicle. "Power supply abnormality" here includes power failure, power reduction, voltage instability, and wiring faults. This vehicle control device ensures that even in a vehicle with multiple power supplies, sufficient power is available to safely evade an emergency, even if at least one of the power supplies fails.

[0008] The second form of the vehicle control device is constructed as follows: on the basis of the first form of the vehicle control device, it has an inference unit for inferring the stopping target of the above-mentioned vehicle. When the steering force and braking force required to stop at the above-mentioned stopping target are insufficient in the control of the above-mentioned vehicle based on a drive device with lower power consumption, the above-mentioned control unit switches to a drive device with higher power consumption to control the above-mentioned vehicle.

[0009] In the second aspect of the vehicle control device, when the steering force and braking force required to stop the vehicle at the stopping target estimated by the estimation unit are insufficient during vehicle control using a drive device with lower power consumption, the control unit switches to controlling the vehicle using a drive device with higher power consumption. Therefore, according to this vehicle control device, when the steering force and braking force are insufficient using the drive device with lower power consumption, the steering force and braking force required to stop the vehicle at the stopping target can be ensured by switching to the drive device with higher power consumption.

[0010] The third form of the vehicle control device is constructed as follows: based on the first or second form of the vehicle control device, when the speed of the above-mentioned vehicle is lower than a specified value, the above-mentioned control unit switches the driving device of the steering control system to a driving device with higher power consumption to control the above-mentioned vehicle.

[0011] As the speed of the vehicle decreases, a greater steering force is required. However, according to the vehicle control device of the third aspect, the steering force can be ensured when the speed of the vehicle is lower than a predetermined value.

[0012] The fourth form of the vehicle control device is configured as follows: based on the vehicle control device of any one of the first to third forms, it has a guidance unit that guides the driver of the vehicle when the control unit controls the vehicle through a drive device with low power consumption.

[0013] In a fourth aspect of the vehicle control device, when the vehicle is controlled by a drive device with low power consumption, the guidance unit guides the driver to a safe evasive maneuver even when the steering force and braking force are insufficient.

[0014] A fifth aspect is a vehicle comprising the vehicle control device according to any one of the first to fourth aspects, the control unit capable of controlling automatic driving of the vehicle, the primary power supply, the secondary power supply, and a plurality of the drive devices.

[0015] According to the vehicle of the fifth aspect, even when at least one of the power sources fails, electric power for safe escape can be ensured.

[0016] The sixth aspect is a vehicle control method, in which a computer performs the following processing: monitoring abnormalities in a primary power supply and a secondary power supply that supply power to a plurality of drive devices capable of controlling deceleration and steering operations of a vehicle, and, upon detecting an abnormality in at least one of the primary power supply and the secondary power supply, supplying power to a drive device with lower power consumption among the plurality of drive devices to control the vehicle.

[0017] A sixth aspect of the vehicle control method is a method for controlling a vehicle equipped with a plurality of drive devices capable of controlling deceleration and steering, and a primary power supply and a secondary power supply for supplying power to the drive devices. The drive devices capable of controlling deceleration and the drive devices capable of controlling steering are as described above.

[0018] This vehicle control method involves a computer monitoring abnormalities in the primary and secondary power supplies. Upon detecting an abnormality in at least one of these power supplies, the computer controls the vehicle by supplying power to a drive device with lower power consumption among multiple drive devices. This vehicle control method ensures sufficient power to safely evade an emergency, even if at least one of these power supplies fails, even in a vehicle equipped with multiple power sources.

[0019] A seventh aspect is a non-transitory recording medium having a control program recorded thereon. The control program causes a computer to execute the following processing: monitoring abnormalities in a primary power supply and a secondary power supply that supply power to a plurality of drive devices capable of controlling deceleration and steering of a vehicle; and, upon detecting an abnormality in at least one of the primary power supply and the secondary power supply, supplying power to a drive device with lower power consumption among the plurality of drive devices to control the vehicle.

[0020] The control program in the seventh aspect controls a vehicle equipped with a plurality of drive devices capable of controlling deceleration and steering, and a primary power supply and a secondary power supply for supplying power to the drive devices. The drive devices capable of controlling deceleration and the drive devices capable of controlling steering are as described above.

[0021] When this control program is executed, the computer monitors abnormalities in the primary and secondary power supplies. If an abnormality is detected in at least one of the primary and secondary power supplies, the computer controls the vehicle by supplying power to a drive device with lower power consumption among the multiple drive devices. This control program ensures that even if at least one of the power sources fails in a vehicle equipped with multiple power sources, sufficient power is available for the vehicle to safely evade an emergency.

[0022] According to the present disclosure, in a vehicle including a plurality of power sources, even when at least one of the power sources fails, electric power for safely evacuating the vehicle can be ensured.

[0023] Exemplary embodiments of the present disclosure will be described in detail based on the following drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic configuration diagram of a vehicle according to the first embodiment.

[0025] Figure 2 This is a block diagram showing the hardware configuration of the integrated control ECU according to the first embodiment.

[0026] Figure 3 This is a block diagram showing the functional configuration of the CPU in the integrated control ECU according to the first embodiment.

[0027] Figure 4 This is a flowchart showing the flow of avoidance processing in the first embodiment.

[0028] Figure 5 This is a flowchart showing the flow of avoidance processing in the first embodiment (followed by Figure 4 ).

[0029] Figure 6 This is a flowchart showing the flow of the first power saving process in the first embodiment.

[0030] Figure 7 This is a flowchart showing the flow of the second power saving process in the first embodiment.

[0031] Figure 8 This is a diagram explaining the time-series changes in the avoidance process according to the first embodiment.

[0032] Figure 9This is a diagram showing an example of the behavior of a vehicle in automatic driving in the avoidance process according to the first embodiment.

[0033] Figure 10 This is a diagram showing an example of the behavior of a vehicle in automatic driving in the avoidance process according to the first embodiment.

[0034] Figure 11 This is a diagram showing an example of the behavior of a vehicle in automatic driving in the avoidance process according to the first embodiment.

[0035] Figure 12 This is a diagram showing an example of the behavior of a vehicle in automatic driving in the avoidance process according to the first embodiment.

[0036] Figure 13 This is a flowchart showing the flow of avoidance processing in the second embodiment.

[0037] Figure 14 This is a flowchart showing the flow of avoidance processing in the second embodiment (followed by Figure 13 ).

[0038] Figure 15 This is a diagram explaining the time-series changes in the avoidance process according to the second embodiment.

[0039] Figure 16 It is a diagram showing an example of the behavior of a vehicle during manual driving in the avoidance process according to the second embodiment. DETAILED DESCRIPTION

[0040] Hereinafter, an example of an embodiment of the present disclosure will be described in detail with reference to the drawings.

[0041] [First embodiment]

[0042] The vehicle 12 of the first embodiment is a HEV (Hybrid Electric Vehicle). Figure 1 As shown, the vehicle 12 of this embodiment includes a plurality of power sources, namely, a primary power source 14 and a secondary power source 16 . The power from the primary power source 14 and the secondary power source 16 drives each drive device 50 that controls the travel of the vehicle 12 .

[0043] The primary power source 14 and the secondary power source 16 are batteries for temporarily storing electric power, and are each composed of a rechargeable and dischargeable secondary battery such as a lithium battery or a nickel-metal hydride battery.

[0044] In addition to a primary power supply 14 and a secondary power supply 16, the vehicle 12 also includes an external sensor 18, an integrated control ECU (Electronic Control Unit) 20, and a motion control ECU 30. The primary power supply 14 and the integrated control ECU 20 are connected via a primary power supply circuit B1. Furthermore, the secondary power supply 16 and the integrated control ECU 20 are connected via a secondary power supply circuit B2. Furthermore, if the voltage of the primary power supply 14 differs from the operating voltage of each drive device 50, a DC-DC converter is provided in the primary power supply circuit B1. Similarly, if the voltage of the secondary power supply 16 differs from the operating voltage of each drive device 50, a DC-DC converter is provided in the secondary power supply circuit B2.

[0045] The motion control ECU 30 includes an EPS (Electric Power Steering) ECU 32, a brake ECU 34, an HV-ECU 36, and an engine ECU 38. Each motion control ECU 30 is connected to a primary power supply circuit B1 and a secondary power supply circuit B2. Furthermore, each motion control ECU 30 is connected to the integrated control ECU 20 via an external bus 39.

[0046] The EPS-ECU 32 controls the electric power steering driven by the primary power supply 14 and the secondary power supply 16. Specifically, the EPS-ECU 32 controls the motor 52 as the drive device 50 in the electric power steering to steer the vehicle 12.

[0047] The brake ECU 34 controls the electronically controlled brake system (Electronically Controlled Brake System) and the vehicle stability control (VSC), which are driven by the primary power supply 14 and the secondary power supply 16. Specifically, the brake ECU 34 controls the brake actuator 54, which is a driving device 50 that constitutes the electronically controlled brake system, to decelerate the vehicle 12. Furthermore, the brake ECU 34 controls the brake actuator 54 that constitutes the VSC to decelerate the vehicle 12.

[0048] HV-ECU 36 controls drive device 56, which is drive device 50 driven by primary power supply 14 and secondary power supply 16. A power control unit and a motor are exemplified as drive device 56. HV-ECU 36 controls the power control unit and the motor, which are drive device 56, to apply regenerative braking, thereby decelerating vehicle 12.

[0049] The engine ECU 38 controls the engine via the primary power supply 14 and the secondary power supply 16. Specifically, the engine ECU 38 controls the electronic throttle valve 58, which is the driving device 50 of the engine, to decelerate the vehicle 12.

[0050] The external sensor 18 includes, for example, a camera that captures an image of a predetermined range, a millimeter-wave radar that transmits a probe wave to a predetermined range and receives a reflected wave, and a laser radar (Laser Imaging Detection and Ranging) that scans a predetermined range.

[0051] The motion control ECU 30 of the present embodiment has a function of controlling the automatic driving of the vehicle 12 , and performs the automatic driving of the vehicle 12 under certain conditions by acquiring information about the surroundings of the vehicle 12 from the external sensor 18 .

[0052] The vehicle 12 also includes a meter ECU 40 and a meter display 42 . The meter ECU 40 controls the meter display 42 as a display unit. The meter ECU 40 is connected to the integrated control ECU 20 via the external bus 39 and can display information sent from the integrated control ECU 20 on the meter display 42 .

[0053] The meter display 42 is a liquid crystal display provided to display information such as the speed of the vehicle 12 , the state of the vehicle 12 , and the direction of travel of the vehicle 12 .

[0054] like Figure 2 As shown, the integrated control ECU 20 includes a CPU (Central Processing Unit) 20A, a ROM (Read Only Memory) 20B, a RAM (Random Access Memory) 20C, an input / output interface (I / F) 20D, and a communication I / F 20E. The CPU 20A, ROM 20B, RAM 20C, I / O I / F 20D, and communication I / F 20E are communicatively connected to one another via an internal bus 20F.

[0055] The CPU 20A is a central processing unit that executes various programs and controls various components. Specifically, the CPU 20A reads programs from the ROM 20B and executes the programs using the RAM 20C as a work area.

[0056] The ROM 20B stores various programs and various data. In the present embodiment, the ROM 20B stores a control program 100 . The control program 100 is a program for controlling the integrated control ECU 20 .

[0057] The RAM 20C temporarily stores programs and data as a work area.

[0058] The input / output I / F 20D is an interface for communicating with the external sensor 18 .

[0059] The communication I / F 20E is an interface for communicating with each of the motion control ECU 30 and the meter ECU 40. This interface uses a communication standard based on the CAN protocol, for example.

[0060] Furthermore, the integrated control ECU 20 may include a storage device as a storage unit in addition to or in place of the ROM 20B. The storage device may be constituted by, for example, a HDD (Hard Disk Drive) or an SSD (Solid State Drive).

[0061] like Figure 3 As shown, in the integrated control ECU 20 of the present embodiment, the CPU 20A executes the control program 100 , thereby functioning as a monitoring unit 200 , an estimating unit 210 , a control unit 220 , and a guiding unit 230 .

[0062] The monitoring unit 200 has the function of monitoring abnormalities in the primary power supply 14 and the secondary power supply 16. "Power supply abnormalities" include power failure, power reduction, voltage instability, and malfunctions in the primary power supply 14 and the secondary power supply 16, as well as failures in the primary power supply circuit B1 and the secondary power supply circuit B2. For example, the monitoring unit 200 monitors abnormalities by obtaining the voltage of each battery in the primary power supply 14 and the secondary power supply 16 and performing self-diagnosis.

[0063] The estimation unit 210 has a function of estimating a target position as a stopping target for the vehicle 12 when the vehicle 12 is avoided by an avoidance process described later.

[0064] The control unit 220 has a function to control the vehicle 12 by supplying power to the drive unit 50 with the lower power consumption among the multiple drive units 50 when the monitoring unit 200 detects an abnormality in at least one of the primary power supply 14 and the secondary power supply 16. Furthermore, if the steering force and braking force required to stop the vehicle at the target position are insufficient, the control unit 220 controls the vehicle 12 using the drive unit 50 with the higher power consumption among the multiple drive units 50. Furthermore, if the speed of the vehicle 12 falls below a predetermined value, the control unit 220 switches the steering system drive unit 50 to the drive unit 50 with the higher power consumption to control the vehicle 12.

[0065] Furthermore, the control unit 220 has a function of switching between automatic driving and manual driving of the vehicle 12 by issuing an instruction to the motion control ECU 30 .

[0066] The vehicle 12 of this embodiment distinguishes between primary and secondary functions for deceleration and steering control during avoidance. Primary functions are implemented by the drive units 50, which consume relatively high amounts of power. These functions, as shown in Table 1, include deceleration by the electronically controlled braking system and steering by the electric power steering, functions directly implemented by each drive unit 50. Secondary functions are implemented by the drive units 50, which consume relatively low amounts of power. These functions, as shown in Table 1, include deceleration by regenerative braking or engine braking and steering by the VSC, functions that are incidentally implemented by each drive unit 50.

[0067] Table 1 shows the correspondence between the braking and steering operations of the vehicle 12 and the main functions and sub-functions implemented by each motion control ECU 30 .

[0068]

Table 1

[0069]

[0070] The guidance unit 230 has a function of guiding the driver of the vehicle 12 when the control unit 220 controls the vehicle 12 using the drive device 50 with low power consumption, in other words, when the vehicle 12 is controlled using the secondary function.

[0071] (Control process)

[0072] use Figure 4 and Figure 5 The flowchart of FIG. 1 illustrates the flow of the avoidance process executed by the integrated control ECU 20 of the present embodiment. The avoidance process is implemented by the CPU 20A functioning as the monitoring unit 200, the estimation unit 210, the control unit 220, and the guidance unit 230 described above.

[0073] CPU 20A constantly executes processing to detect abnormalities in primary power supply 14 and secondary power supply 16, and monitors the voltages of primary power supply 14 and secondary power supply 16. This embodiment describes an example in which an abnormality occurs in primary power supply 14 while vehicle 12 is traveling mainly by autonomous driving.

[0074] exist Figure 4 In step S100, CPU 20A determines whether an abnormality in primary power supply 14 and / or secondary power supply 16 is detected. If it is determined that an abnormality in primary power supply 14 and / or secondary power supply 16 is detected (if the answer is yes in step S100), CPU 20A proceeds to step S101. On the other hand, if it is determined that no abnormality in primary power supply 14 and / or secondary power supply 16 is detected (if the answer is no in step S100), CPU 20A repeats step S100.

[0075] In step S101, CPU 20A determines whether the power of primary power supply 14 is zero. If CPU 20A determines that the power of primary power supply 14 is zero (if the answer is yes in step S101), the process proceeds to step S108. On the other hand, if CPU 20A determines that the power of primary power supply 14 is not zero (if the answer is no in step S101), the process proceeds to step S102.

[0076] Here, from step S102 to step S107 , processing as “power reduction mode 1 ” is executed.

[0077] In step S102, CPU 20A determines whether there is enough power to travel to the target location. If CPU 20A determines that there is enough power to travel to the target location (if the answer is yes in step S102), the process proceeds to step S103. On the other hand, if CPU 20A determines that there is no power to travel to the target location (if the answer is no in step S102), the process proceeds to step S108.

[0078] In step S103, the CPU 20A determines whether the motion control function is normal. If the CPU 20A determines that the motion control function is normal (if the answer is yes in step S103), the process proceeds to step S104. On the other hand, if the CPU 20A determines that the motion control function is not normal (if the answer is no in step S103), the process proceeds to step S109.

[0079] In step S104 , the CPU 20A executes a first power saving process. Details of the first power saving process will be described later.

[0080] In step S105 , the CPU 20A changes the target position of the vehicle 12 . Specifically, the CPU 20A determines a new target position of the vehicle 12 based on the power amounts of the primary power source 14 and the secondary power source 16 and information about the surroundings of the vehicle 12 detected by the external sensor 18 .

[0081] In step S106, the CPU 20A determines whether a set time has passed. The set time is a reporting period required to change the control of the vehicle 12 in automatic driving to manual driving and hand it over to the driver. If the CPU 20A determines that the set time has passed (if the answer is yes in step S106), it proceeds to the next step according to connector A. Figure 5 On the other hand, when CPU 20A determines that the set time has not elapsed (in the case of NO in step S106 ), the process proceeds to step S107 .

[0082] In step S107, the CPU 20A continues the automatic driving of the vehicle 12. Then, the process returns to step S106.

[0083] In step S108, the CPU 20A switches to the secondary power supply 16. Then, according to the connector A, the process proceeds to Figure 5 Step S110.

[0084] In step S109, the CPU 20A executes fail-safe for the motion control of the vehicle 12. Figure 5 Step S110.

[0085] exist Figure 5 In step S110 , the CPU 20A executes a process of transitioning to manual driving.

[0086] Here, from step S111 to step S112 , processing as “power reduction mode 2 ” is executed.

[0087] In step S111, CPU 20A determines whether there is enough power to travel to the target location. If CPU 20A determines that there is enough power to travel to the target location (if the answer is yes in step S111), the avoidance process ends. On the other hand, if CPU 20A determines that there is no power to travel to the target location (if the answer is no in step S111), the process proceeds to step S112.

[0088] In step S112 , the CPU 20A executes a second power saving process. Details of the second power saving process will be described later.

[0089] Next, use Figure 6 The flow of the first power saving process in step S104 will be described.

[0090] exist Figure 6 In step S200 , the CPU 20A switches to the secondary function.

[0091] In step S201 , the CPU 20A calculates a travel route and a target position.

[0092] In step S202, the CPU 20A determines whether there is sufficient steering force and braking force to reach the target position. If the CPU 20A determines that there is sufficient steering force and braking force to reach the target position (if the answer is yes in step S202), the process returns to step S201. On the other hand, if the CPU 20A determines that there is no sufficient steering force and braking force to reach the target position (if the answer is no in step S202), the process proceeds to step S203.

[0093] In step S203 , the CPU 20A switches to the main function, and then ends the first power saving process and proceeds to step S105 .

[0094] Next, use Figure 7 The flow of the second power saving process in step S112 will be described.

[0095] exist Figure 7 In step S250 , the CPU 20A obtains the electric power of the primary power supply 14 and the secondary power supply 16 .

[0096] In step S251, the CPU 20A determines whether the speed of the vehicle 12 is V1 km / h or greater. The speed V1 is a speed value set based on the structure and weight of the vehicle 12. If the CPU 20A determines that the speed of the vehicle 12 is V1 km / h or greater (if the answer is yes in step S251), the process proceeds to step S252. On the other hand, if the CPU 20A determines that the speed of the vehicle 12 is not V1 km / h or greater (if the answer is no in step S251), the process proceeds to step S255.

[0097] In step S252 , the CPU 20A calculates a driving route and a recommended driving trajectory.

[0098] In step S253 , the CPU 20A displays the recommended driving route based on the steering direction and the recommended driving trajectory on the meter display 42 .

[0099] In step S254 , the CPU 20A maintains the stop of the steering assistance by the electric power steering and then returns to step S251 .

[0100] In step S255, the CPU 20A determines whether steering assistance is required. If the CPU 20A determines that steering assistance is required (if the answer is yes in step S255), the process proceeds to step S256. On the other hand, if the CPU 20A determines that steering assistance is not required (if the answer is no in step S255), the CPU 20A terminates the second power-saving process and the avoidance process.

[0101] In step S256 , the CPU 20A turns on the steering assist, and the second power saving process ends.

[0102] Next, the time series changes of the control of the vehicle 12 based on the avoidance processing of this embodiment are as follows. Figure 8 For example, Figure 8As shown, in vehicle 12, which has been in automatic driving since time t0, an abnormality occurs in primary power supply 14 at time t1, causing a voltage drop. In this case, integrated control ECU 20 notifies the driver of the abnormality in the power supply. Furthermore, the driving control state shifts from normal to power reduction mode 1. Consequently, the first power-saving process is executed (see step S104). By executing the first power-saving process, the braking and steering functions of vehicle 12 are shifted to secondary functions that consume less power.

[0103] When the steering force and braking force toward the target position are insufficient in the automatic driving based on the secondary function, the braking function and steering function of the vehicle 12 are again transferred to the main function with higher power consumption (refer to step S202 and step S203). Moreover, when the abnormality report executed from time t1 has passed a predetermined time (refer to step S106), at time t2, the automatic driving is transferred to the manual driving, and the driving control state is transferred from the power reduction mode 1 to the power reduction mode 2. Thus, the second power saving process is executed (refer to step S112). If the power reduction mode 1 is kept unchanged, the voltage of the primary power supply 14 is further reduced (refer to Figure 8 By changing to the power reduction mode 2, the steering assist of the vehicle 12 is turned off.

[0104] Furthermore, if the driving control state is in power reduction mode 2 and the vehicle 12 speed is less than V1 km / h at time t3 (see the case of "No" in step S251), and if steering assistance is determined to be necessary (see the case of "Yes" in step S255), the steering assistance, which was previously off, is turned on. This reduces the steering force required by the driver's steering operation, allowing the driver to safely stop the vehicle 12 at time t4. Furthermore, at time t5, for example, the integrated control ECU 20 can take measures such as reporting the fault to the dealer via a network external to the vehicle 12. Specifically, if the vehicle 12 is stopped in power reduction mode 1 or 2, the integrated control ECU 20 reports the fault to a device external to the vehicle 12.

[0105] Then, in Figures 9 to 12 2 illustrates the behavior of the vehicle 12 during automatic driving based on avoidance processing.

[0106] First, in Figure 9 FIG. 8 shows an example of avoiding the vehicle to the road shoulder RS ​​when an abnormality occurs in the primary power supply 14 while the vehicle is traveling in the driving lane DL on a two-lane straight road. Figure 9As shown, when an abnormality occurs in the primary power supply 14 at the point P, the integrated control ECU 20 shifts the driving control state from the normal state to the power reduction mode 1 and switches to the secondary function in the first power saving process (see step S200 ).

[0107] At this time, the integrated control ECU 20 sets a target position within the avoidance area A0 included in the recognition area S identified by the external sensor 18. Furthermore, the integrated control ECU 20 uses a secondary function to steer the vehicle 12 away from the road shoulder RS ​​within the avoidance area A0, using the avoidance position A1 as the target position. This minimizes power consumption and allows the vehicle 12 to stop through gentle steering and braking.

[0108] On the other hand, if the steering force and braking force required to reach the avoidance position A1 are insufficient, the integrated control ECU 20 switches from the secondary function to the primary function in the first power-saving process (see steps S202 and S203). Furthermore, the integrated control ECU 20 uses the primary function to steer the vehicle 12 away from the avoidance position A2 located on the road shoulder RS ​​within the avoidance area A0 as the target position. This allows the vehicle 12 to stop before the battery is depleted.

[0109] Next, in Figure 10 FIG. 4 shows an example of avoiding the roadside belt G when an abnormality occurs in the primary power supply 14 while the vehicle is traveling in the driving lane DL on a two-lane straight road. Figure 10 As shown, when an abnormality occurs in the primary power supply 14 at the point P, the integrated control ECU 20 shifts the driving control state from the normal state to the power reduction mode 1 and switches to the secondary function in the first power saving process (see step S200 ).

[0110] At this time, the integrated control ECU 20 sets a target position within the avoidance area A0 included in the recognition area S identified by the external sensor 18. Furthermore, the integrated control ECU 20 uses a secondary function to steer the vehicle 12 away from the roadside strip G within the avoidance area A0, using the avoidance position A1 as the target position. This minimizes power consumption and allows the vehicle 12 to stop through gentle steering and braking.

[0111] On the other hand, when the steering force and braking force for moving toward the avoidance position A1 are insufficient, Figure 9 As in the example of , the integrated control ECU 20 uses the main function to avoid the vehicle 12 by setting the avoidance position A2 set on the roadside strip G in the avoidance area A0 as the target position. This allows the vehicle 12 to stop before the power is exhausted.

[0112] Next, in Figure 11FIG. 4 shows an example of avoiding the roadside belt G when an abnormality occurs in the primary power supply 14 while the vehicle is traveling in the overtaking lane PL on a two-lane straight road. Figure 11 As shown, when an abnormality occurs in the primary power supply 14 at the point P, the integrated control ECU 20 shifts the driving control state from the normal state to the power reduction mode 1 and switches to the secondary function in the first power saving process (see step S200 ).

[0113] At this time, the integrated control ECU 20 sets a target position in the avoidance area A0 included in the recognition area S identified by the external sensor 18. Furthermore, the integrated control ECU 20 uses the secondary function to change lanes to the driving lane DL, using the avoidance position A1 set on the roadside strip G in the avoidance area A0 as the target position, and causes the vehicle 12 to avoid the lane. When the primary function is used, the vehicle 12 can change lanes to the driving lane DL (reference location PA) earlier, but there is a possibility that the battery power will be insufficient before reaching the avoidance area A0. In contrast, the automatic driving based on the secondary function can suppress the reduction of the battery power, and the vehicle 12 can be stopped at the avoidance position A1 by slowly steering and braking.

[0114] On the other hand, when the steering force and braking force for moving toward the avoidance position A1 are insufficient while the vehicle is traveling in the driving lane DL, Figure 10 As in the example of , the integrated control ECU 20 uses the main function to avoid the vehicle 12 by setting the avoidance position A2 set on the roadside strip G in the avoidance area A0 as the target position. This allows the vehicle 12 to stop before the power is exhausted.

[0115] Furthermore, the integrated control ECU 20 may control each drive device 50 so as to minimize the sum of the power required to change the vehicle 12 from the passing lane PL to the traveling lane DL and the power required to avoid the vehicle 12 to the avoidance area A0 .

[0116] Next, in Figure 12 FIG. 8 shows an example of avoiding the vehicle to the road shoulder RS ​​when an abnormality occurs in the primary power supply 14 while the vehicle is traveling in the driving lane DL which is a curved road. Figure 12 As shown, when an abnormality occurs in the primary power supply 14 at the point P, the integrated control ECU 20 shifts the driving control state from the normal state to the power reduction mode 1 and switches to the secondary function in the first power saving process (see step S200 ).

[0117] At this time, the integrated control ECU 20 attempts to set the avoidance area A0 in the recognition area S recognized by the external sensor 18. However, since stopping the vehicle 12 in the curve C of the travel lane DL is dangerous, a temporary target position is set at the front end of the curve C.

[0118] Furthermore, when traveling through curve C based on the secondary function, the integrated control ECU 20 moves the vehicle 12 outward before curve C, thereby reducing the steering angle in curve C to compensate for the reduction in steering force caused by the secondary function. However, if the curvature of curve C is large and the vehicle cannot turn by steering based on the secondary function, the integrated control ECU 20 may temporarily activate the electric power steering, that is, turn on the steering assist, to steer the vehicle 12.

[0119] After passing through curve C, the integrated control ECU 20 sets a target position within avoidance area A0, which is included in the recognition area S identified by the external sensor 18. Furthermore, the integrated control ECU 20 uses a secondary function to cause the vehicle 12 to avoid a position A3 located at the front end of curve C within avoidance area A0 as the target position. Automatic driving using the secondary function can suppress power consumption during the passage of curve C, and can bring the vehicle 12 to a stop at avoidance position A3 through gentle steering and braking.

[0120] Furthermore, if the steering force and braking force required to negotiate the curve C are insufficient immediately before the curve C, the integrated control ECU 20 uses the master function to stop the vehicle 12 as close to the front side of the curve C as possible. This prevents the vehicle 12 from stopping in the curve C where visibility is poor, and allows the vehicle 12 to stop before the battery is exhausted.

[0121] (Summary of Implementation Methods)

[0122] The integrated control ECU 20 of this embodiment is applied to a vehicle 12 equipped with multiple drive devices 50 capable of controlling deceleration and steering, and a primary power source 14 and a secondary power source 16 for supplying power to these drive devices 50. In the integrated control ECU 20 of this embodiment, the primary function controls the vehicle 12 based on the drive devices 50 that consume more power, while the secondary function controls the vehicle 12 based on the drive devices 50 that consume less power. Specifically, the primary function ensures greater steering and braking force than the secondary function, but consumes more power.

[0123] In this embodiment, monitoring unit 200 monitors abnormalities in primary power source 14 and secondary power source 16. Upon detecting an abnormality in at least one of primary power source 14 and secondary power source 16, control unit 220 switches from a primary function to a secondary function to control vehicle 12. According to this embodiment, even in a vehicle 12 equipped with multiple power sources, sufficient power can be secured to safely evade an emergency, even if at least one of the power sources fails.

[0124] Furthermore, in the integrated control ECU 20 of this embodiment, when controlling the vehicle 12 based on the secondary function, if the steering force and braking force required to stop at the estimated stopping target are insufficient, the control is switched to the primary function to control the vehicle 12. Therefore, according to this embodiment, if the steering force and braking force required to stop at the stopping target are insufficient based on the secondary function, the control is switched to the primary function, ensuring that the steering force and braking force required to stop at the stopping target are sufficient. Furthermore, if a sudden lane-cutting situation or a sudden jump of a pedestrian or other person occurs in front of the vehicle 12 while the vehicle 12 is traveling based on the secondary function, the control is immediately switched to the primary function to avoid danger.

[0125] Furthermore, as the speed of the vehicle 12 decreases, a greater steering force is required. However, according to the present embodiment, the steering force can be ensured when the speed of the vehicle 12 is lower than the predetermined value V1 km / h.

[0126] Furthermore, in the integrated control ECU 20 of this embodiment, when controlling the vehicle 12 through the secondary function, the driver is guided to steer the vehicle 12 through the instrument display 42. According to this embodiment, even when the steering force and braking force are insufficient, the driver of the vehicle 12 can be guided to perform safe evasive driving.

[0127] [Second embodiment]

[0128] While the first embodiment illustrates avoidance processing when an abnormality occurs in the primary power supply 14, the second embodiment illustrates avoidance processing when an abnormality occurs in both the primary power supply 14 and the secondary power supply 16. The following describes differences from the first embodiment. Identical components are denoted by the same reference numerals, and detailed descriptions are omitted.

[0129] (Control process)

[0130] use Figure 13 and Figure 14 The flowchart of FIG. 1 illustrates the flow of the avoidance process executed by the integrated control ECU 20 of the present embodiment.

[0131] exist Figure 13 In step S300, the CPU 20A determines whether an abnormality in the primary power supply 14 and / or the secondary power supply 16 is detected. If the CPU 20A determines that an abnormality in the primary power supply 14 and / or the secondary power supply 16 is detected (if the answer is yes in step S300), the process proceeds to step S301. On the other hand, if the CPU 20A determines that an abnormality in the primary power supply 14 and / or the secondary power supply 16 is not detected (if the answer is no in step S300), the process repeats step S300.

[0132] In step S301, the CPU 20A determines whether the power of the secondary power supply 16 is zero. If the CPU 20A determines that the power of the secondary power supply 16 is zero (if the answer is yes in step S301), the process proceeds to step S308. On the other hand, if the CPU 20A determines that the power of the secondary power supply 16 is not zero (if the answer is no in step S301), the process proceeds to step S302.

[0133] Here, from step S302 to step S307, the processing as "power reduction mode 1" is executed. In addition, the processing from step S302 to step S307 is the same as the steps from step S102 to step S107 of the first embodiment. In addition, the details of the power saving first processing in step S304 are as described above. When it is determined in step S306 that the set time has passed (when the answer is yes in step S306), the CPU 20A enters the state of the power saving mode 1 according to the connector B. Figure 14 Step S310.

[0134] In step S308, the CPU 20A switches to the primary power supply 14. Then, according to the connector B, the process proceeds to Figure 14 Step S310.

[0135] In step S309, the CPU 20A executes fail-safe for the motion control of the vehicle 12. Figure 14 Step S310.

[0136] exist Figure 14 In step S310, the CPU 20A executes a process of transitioning to manual driving.

[0137] Here, from step S311 to step S314 , processing as “power reduction mode 2 ” is executed.

[0138] In step S311, CPU 20A determines whether an abnormality has been detected in primary power supply 14. If CPU 20A determines that an abnormality has been detected in primary power supply 14 (if the answer is yes in step S311), the process proceeds to step S313. On the other hand, if CPU 20A determines that an abnormality has not been detected in primary power supply 14 (if the answer is no in step S311), the process proceeds to step S312.

[0139] In step S312 , the CPU 20A switches to the secondary power supply 16 .

[0140] In step S313, CPU 20A determines whether there is enough power to travel to the target location. If CPU 20A determines that there is enough power to travel to the target location (if the answer is yes in step S313), the avoidance process ends. On the other hand, if CPU 20A determines that there is no power to travel to the target location (if the answer is no in step S313), the process proceeds to step S314.

[0141] In step S314 , the CPU 20A executes the second power saving process. The details of the second power saving process are as described above.

[0142] exist Figure 15 , which illustrates the time series changes in the control of the vehicle 12 based on the avoidance process of this embodiment. Figure 15 As shown, in the vehicle 12 that is automatically driving from time T0, an abnormality occurs in the secondary power supply 16 at time T1 and the voltage drops. In this case, the integrated control ECU 20 reports to the driver that there is an abnormality in the power supply. In addition, the secondary power supply 16 is cut off and the automatic driving is continued only by the primary power supply 14. At time T2, an abnormality also occurs in the primary power supply 14 and the voltage drops sharply, in other words, a failure occurs. In this case, the driving control state shifts from normal to power reduction mode 1. Thus, the first power saving process is executed (refer to step S304). By executing the first power saving process, the braking function and steering control function of the vehicle 12 are shifted to secondary functions with less power consumption. If the main function remains unchanged, the voltage of the secondary power supply 16 is further reduced (refer to Figure 15 The voltage drop of the secondary power supply 16 is suppressed by shifting to the secondary function (arrow E2).

[0143] On the other hand, when the steering force and braking force toward the target position are insufficient in the automatic driving based on the secondary function, the braking function and steering function of the vehicle 12 are again transferred to the main function with higher power consumption (refer to step S202 and step S203). Moreover, when the abnormality report executed from time T1 has passed a predetermined time (refer to step S306), at time T3, the automatic driving is transferred to the manual driving, and the driving control state is transferred from the power reduction mode 1 to the power reduction mode 2. Thus, the second power saving process is executed (refer to step S314). If the power reduction mode 1 is kept unchanged, the voltage of the primary power supply 14 is further reduced (refer to Figure 15 Arrow E3), and by changing to the power reduction mode 2, the steering assist of the vehicle 12 is turned off.

[0144] Furthermore, if the driving control state is in power reduction mode 2 and the vehicle 12 speed is less than V1 km / h at time T4 (refer to the case of "No" in step S251), and if steering assistance is determined to be necessary (refer to the case of "Yes" in step S255), the steering assistance that was previously off is turned on. This reduces the steering force required by the driver's steering operation, allowing the driver to safely stop the vehicle 12 at time T5. Furthermore, for example, at time T6, measures such as reporting a fault from the integrated control ECU 20 to the dealer via a network external to the vehicle 12 can be taken. Specifically, if the voltage of the primary power supply 14 and the secondary power supply 16 reaches zero (i.e., power is lost), the integrated control ECU 20 reports the fault to devices external to the vehicle 12.

[0145] Next in Figure 16 2 illustrates the behavior of the vehicle 12 during manual driving based on the avoidance process of this embodiment.

[0146] Figure 16 This is an example of avoiding the roadside zone G when an abnormality occurs in the primary power supply 14 and the secondary power supply 16 while the vehicle is traveling in the passing lane PL on a two-lane straight road.

[0147] like Figure 16 As shown, at point P1, an abnormality occurs in the primary power supply 14 and the secondary power supply 16, shifting the driving control state to power reduction mode 2. This allows vehicle 12 to be controlled based on the secondary function. In this case, the integrated control ECU 20 guides the driver through the instrument display 42 regarding deceleration and steering of the vehicle 12. This notifies the driver of weak braking and heavy steering, and in response to the driver's guided operation, the vehicle 12 performs a gentle lane change from the passing lane PL to the driving lane DL.

[0148] When the speed of the vehicle 12 at the location P2 falls below V1 km / h, the integrated control ECU 20 uses the remaining power to turn on the steering assist and activate the electric power steering (see step S256 ). This allows the driver to stop the vehicle 12 at the roadside strip G serving as the avoidance area A0 .

[0149] According to the second embodiment configured as described above, the same effects as those of the first embodiment described above can be achieved.

[0150] [Remark]

[0151] Furthermore, in the first embodiment, as Figure 8In the example shown, the secondary power supply 16 is normal and the primary power supply 14 is abnormal. However, the opposite situation is also possible. That is, when the primary power supply 14 is normal and the secondary power supply 16 is abnormal, the same process can be achieved by replacing the primary power supply 14 and the secondary power supply 16 during the avoidance process.

[0152] In the second embodiment, the case where the primary power supply 14 fails after an abnormality occurs in the secondary power supply 16 is exemplified. However, the reverse situation is also possible. That is, if an abnormality occurs in the primary power supply 14 and the secondary power supply 16 fails, the same process can be achieved by replacing the primary power supply 14 and the secondary power supply 16 during the avoidance process.

[0153] In addition, the various processes in which the CPU 20A reads and executes the software (program) in each of the above-described embodiments may be performed by various processors other than the CPU. Examples of processors in this case include FPGAs (Field-Programmable Gate Arrays), PLDs (Programmable Logic Devices), whose circuit structure can be modified after manufacturing, and ASICs (Application Specific Integrated Circuits), which are dedicated electronic circuits that are processors with circuit structures specifically designed to perform specific processes. Furthermore, the above-described processes may be performed by one of these various processors, or by a combination of two or more processors of the same or different types (e.g., multiple FPGAs, or a combination of a CPU and an FPGA). More specifically, the hardware structure of these various processors is an electronic circuit composed of a combination of circuit elements such as semiconductor elements.

[0154] In addition, the above embodiments describe a configuration in which programs are pre-stored (installed) on a non-transitory recording medium that can be read by a computer. For example, the control program 100 in the integrated control ECU 20 is pre-stored in the ROM 20B. However, this is not limiting, and each program may also be provided by recording it on a non-transitory recording medium such as a CD-ROM (Compact Disc Read Only Memory), a DVD-ROM (Digital Versatile Disc Read Only Memory), or a USB (Universal Serial Bus) memory device. Alternatively, the program may be downloaded from an external device via a network.

[0155] The processing flow described in the above embodiment is merely an example, and unnecessary steps may be deleted, new steps may be added, or the processing order may be changed without departing from the spirit of the invention.

Claims

1. A vehicle control device, wherein: The vehicle control device comprises: a monitoring unit that monitors abnormalities in a primary power supply and a secondary power supply that supply power to a plurality of drive devices capable of controlling deceleration and steering of the vehicle; a control unit configured to control the vehicle by supplying power to a drive device having a lower power consumption among the plurality of drive devices when the monitoring unit detects an abnormality in at least one of the primary power source and the secondary power source; as well as comprising an estimating unit for estimating a stopping target of the vehicle, When the vehicle is traveling on a curved road including a curve and is on a section before the curve, if the monitoring unit detects an abnormality in the primary power supply, the control unit supplies power to a drive device with a lower power consumption to move the vehicle outward before the curve. The estimating unit sets the stop target in an avoidance area included in a recognition area recognized by an external sensor after the vehicle passes the curve. The control unit avoids the vehicle using a drive device with low power consumption, using an avoidance position provided at the front end of the curve in the avoidance area as the stop target.

2. The vehicle control device according to claim 1, wherein: When the steering force and the braking force required to stop the vehicle at the stopping target are insufficient during control of the vehicle by the drive device having a lower power consumption, the control unit switches to the drive device having a higher power consumption to control the vehicle.

3. The vehicle control device according to claim 1, wherein: When the speed of the vehicle is lower than a predetermined value, the control unit switches a driving device of a steering system to a driving device with a higher power consumption to control the vehicle.

4. The vehicle control device according to claim 1, wherein: A guidance unit is provided for guiding a driver of the vehicle when the control unit controls the vehicle using a drive device with low power consumption.

5. The vehicle control device according to claim 1, wherein: When the monitoring unit detects an abnormality in at least one of the primary power source and the secondary power source during automatic driving of the vehicle, the control unit switches to manual driving after a predetermined time has elapsed.

6. The vehicle control device according to claim 1, wherein: When the vehicle is controlled by a drive device with low power consumption and the vehicle is stopped, the control unit reports the occurrence of a failure to the outside of the vehicle.

7. The vehicle control device according to any one of claims 1 to 6, wherein: When the voltages of both the primary power supply and the secondary power supply become zero, the occurrence of a failure is reported to the outside of the vehicle.

8. A vehicle, wherein: The vehicle has: The vehicle control device according to any one of claims 1 to 7; the control unit capable of controlling the automatic driving of the vehicle; the primary power supply; the secondary power supply; and A plurality of said driving devices.

9. A vehicle control method, wherein: The vehicle control method provides for a computer to perform the following processing: Monitors abnormalities in the primary and secondary power supplies that supply power to multiple drive devices that control vehicle deceleration and steering. When an abnormality is detected in at least one of the primary power supply and the secondary power supply, power is supplied to a drive device with a lower power consumption among the plurality of drive devices to control the vehicle. inferring a stopping target for the vehicle, When the vehicle is traveling on a curved road including a curve and is on a section before the curve, if an abnormality in the primary power supply is detected, power is supplied to a drive device with a lower power consumption to move the vehicle outward before the curve. After the vehicle passes the curve, the stop target is set in an avoidance area included in a recognition area recognized by an external sensor, The vehicle is avoided by using a driving device with low power consumption, with an avoidance position provided at the front end of the curve in the avoidance area as the stop target.

10. A non-temporary recording medium, wherein: A control program is recorded that causes the computer to execute the following processing: Monitors abnormalities in the primary and secondary power supplies that supply power to multiple drive devices that control vehicle deceleration and steering. When an abnormality is detected in at least one of the primary power supply and the secondary power supply, power is supplied to a drive device with a lower power consumption among the plurality of drive devices to control the vehicle. inferring a stopping target for the vehicle, When the vehicle is traveling on a curved road including a curve and is on a section before the curve, if an abnormality in the primary power supply is detected, power is supplied to a drive device with a lower power consumption to move the vehicle outward before the curve. After the vehicle passes the curve, the stop target is set in an avoidance area included in a recognition area recognized by an external sensor, The vehicle is avoided by using a driving device with low power consumption, with an avoidance position provided at the front end of the curve in the avoidance area as the stop target.

Images