Vehicle control system and control method

Abstract

A vehicle control system includes: a first travel control mechanism that performs a first travel control for controlling at least one of driving, braking, or steering of the vehicle; and a second travel control mechanism that performs a second travel control for controlling at least one of driving, braking, or steering of the vehicle. The first travel control mechanism and the second travel control mechanism are connected to each other for communication. The first travel control mechanism performs the first travel control when a signal from the second travel control mechanism is received, and performs a third travel control when a signal from the second travel control mechanism is not received.

Description

[0001] This application is a divisional application of a patent application with an application date of November 8, 2017, application number 201780086451.3, and invention name “Vehicle control system and control method”. Technical Field

[0002] The present invention relates to a vehicle control technology. Background Art

[0003] In order to improve the reliability of automatic driving control of a vehicle, it has been proposed to provide a monitoring device for a control device ( FIG. 11 of Patent Document 1) or to overlap the devices ( Patent Document 2).

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: International Publication No. 2016 / 080452 Pamphlet

[0007] Patent Document 2: Japanese Patent Application Laid-Open No. 2003-015742 Summary of the Invention

[0008] Problems to be solved by the invention

[0009] However, in the systems of Patent Documents 1 and 2, there is room for further improvement in terms of reliability of vehicle control.

[0010] The object of the present invention is to improve the reliability of vehicle control.

[0011] Means used to solve problems

[0012] According to the present invention, there is provided a vehicle control system comprising:

[0013] a first travel control mechanism that performs a first travel control for controlling at least one of driving, braking, or steering of the vehicle; and

[0014] a second travel control mechanism for performing a second travel control for controlling at least one of driving, braking, or steering of the vehicle;

[0015] It is characterized in that

[0016] The first travel control mechanism and the second travel control mechanism are connected to be able to communicate,

[0017] When the signal from the second travel control means is confirmed, the first travel control means performs the first travel control.

[0018] When the signal from the second travel control means cannot be confirmed, the first travel control means performs the third travel control.

[0019] Furthermore, according to the present invention, there is provided a vehicle control system.

[0020] It includes a first control device for controlling the vehicle, and

[0021] a second control device controlling the vehicle,

[0022] It is characterized in that

[0023] The first control device comprises:

[0024] a first travel control mechanism for controlling travel of the vehicle; and

[0025] a first detection mechanism for detecting the surrounding conditions of the vehicle;

[0026] The second control device comprises:

[0027] a second travel control mechanism for controlling travel of the vehicle; and

[0028] a second detection mechanism for detecting the surrounding conditions of the vehicle;

[0029] The first travel control mechanism and the second travel control mechanism are connected to be able to communicate,

[0030] The detection characteristics of the second detection mechanism are different from those of the first detection mechanism,

[0031] When the first travel control means performs travel control of the vehicle, the second travel control means starts travel control of the vehicle based on a detection result of the second detection means according to a reception result of a signal received from the first travel control means.

[0032] Furthermore, according to the present invention, there is provided a control method, which is a control method of a vehicle control system, the vehicle control system comprising:

[0033] a first travel control mechanism that performs a first travel control for controlling at least one of driving, braking, or steering of the vehicle; and

[0034] a second travel control mechanism for performing a second travel control for controlling at least one of driving, braking, or steering of the vehicle;

[0035] The invention is characterized by having:

[0036] a receiving step, in which the second travel control mechanism confirms the signal from the first travel control mechanism; and

[0037] A control step, in which the first travel control is performed when a signal from the second travel control means is confirmed, and a third travel control is performed when a signal from the second travel control means cannot be confirmed.

[0038] Effects of the Invention

[0039] According to the present invention, the reliability of vehicle control can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 This is a block diagram of a vehicle control system according to the embodiment.

[0041] Figure 2 This is a block diagram of a vehicle control system according to the embodiment.

[0042] Figure 3 This is a block diagram of a vehicle control system according to the embodiment.

[0043] Figure 4 This is a flowchart showing an example of processing executed in the system according to the embodiment.

[0044] Figure 5 This is a flowchart showing an example of processing executed in the system according to the embodiment.

[0045] Figure 6 This is a flowchart showing an example of processing executed in the system according to the embodiment.

[0046] Figure 7 This is a flowchart showing an example of processing executed in the system according to the embodiment.

[0047] Figure 8 This is a flowchart showing an example of processing executed in the system according to the embodiment.

[0048] Figure 9 This is a flowchart showing an example of processing executed in the system according to the embodiment.

[0049] Figure 10 This is a flowchart showing an example of processing executed in the system according to the embodiment.

[0050] Figure 11A It is an explanatory diagram showing an example of travel control.

[0051] Figure 11B It is an explanatory diagram showing an example of travel control. DETAILED DESCRIPTION

[0052] <First embodiment>

[0053] Figures 1 to 3 FIG. 1 is a block diagram of a vehicle control system 1 according to an embodiment of the present invention. The control system 1 controls the vehicle V. Figure 1 as well as Figure 2 , a vehicle V is schematically shown in a top view and a side view. As an example, the vehicle V is a sedan-type four-wheeled passenger vehicle. The control system 1 includes a control device 1A and a control device 1B. Figure 1 is a block diagram showing a control device 1A, Figure 2 It is a block diagram showing the control device 1B. Figure 3 The structure of the communication line and the power supply between the control device 1A and the control device 1B is mainly shown.

[0054] Control device 1A and control device 1B overlap or redundancy some of the functions implemented by vehicle V. This improves system reliability. Control device 1A primarily handles automatic driving control and normal motion control during manual driving, while control device 1B primarily handles driving assistance control related to, for example, avoiding danger. Driving assistance is sometimes referred to as driving assistance. By redundancies in functions and concurrently performing different control processes using control devices 1A and 1B, reliability can be improved while achieving decentralized control processing.

[0055] The vehicle V of this embodiment is a parallel hybrid vehicle. Figure 2 , the structure of a power unit 50 that outputs driving force to rotate the drive wheels of a vehicle V is schematically illustrated. The power unit 50 includes an internal combustion engine EG, a motor M, and an automatic transmission TM. The motor M can be used as a driving source for accelerating the vehicle V and can also be used as a generator (regenerative braking) during deceleration.

[0056] <Control device 1A>

[0057] Reference Figure 1 The structure of the control device 1A is described. The control device 1A includes an ECU group (control unit group) 2A. The ECU group 2A includes a plurality of ECUs 20A to 28A. Each ECU includes a processor represented by a CPU, storage devices such as semiconductor memories, and interfaces with external devices. The storage device stores programs executed by the processor, data used by the processor in processing, etc. Each ECU can have multiple processors, storage devices, interfaces, etc. In addition, the number of ECUs and the functions they perform can be appropriately designed, and can be more refined or integrated than in the present embodiment. In addition, in Figure 1 as well as Figure 3The names of representative functions of the ECUs 20A to 28A are indicated in FIG. For example, the ECU 20A is described as “autonomous driving ECU”.

[0058] The ECU 20A executes control related to autonomous driving as driving control of the vehicle V. In autonomous driving, at least one of driving (such as acceleration of the vehicle V by the power unit 50), steering, or braking of the vehicle V is automatically performed without relying on the driver's driving operation. In this embodiment, driving, steering, and braking are performed automatically.

[0059] The ECU 21A is an environment recognition unit that recognizes the running environment of the vehicle V based on the detection results of the detection units 31A and 32A that detect the surrounding conditions of the vehicle V. The ECU 21A generates target data described later as surrounding environment information.

[0060] In this embodiment, the detection unit 31A is an imaging device (hereinafter sometimes referred to as the camera 31A) that detects objects around the vehicle V by capturing images. The camera 31A is installed on the front portion of the roof of the vehicle V so as to capture images of the front of the vehicle V. By analyzing the images captured by the camera 31A, the outline of the target and the lane dividing lines (such as white lines) on the road can be extracted.

[0061] In this embodiment, the detection unit 32A is an optical radar (Light Detection and Ranging) (hereinafter sometimes referred to as the optical radar 32A) that detects objects around the vehicle V using light. It detects targets around the vehicle V or measures the distance to targets. In this embodiment, five optical radars 32A are provided: one at each corner of the front of the vehicle V, one at the center of the rear, and one at each side of the rear. The number and arrangement of the optical radars 32A can be selected as appropriate.

[0062] The ECU 22A is a steering control unit that controls the electric power steering system 41A. The electric power steering system 41A includes a mechanism that steers the front wheels in response to the driver's driving operation (steering operation) of the steering wheel ST. The electric power steering system 41A includes a motor that provides driving force to assist the steering operation or automatically steer the front wheels, a sensor that detects the motor's rotational speed, and a torque sensor that detects the steering torque applied by the driver.

[0063] ECU 23A is a brake control unit that controls the hydraulic system 42A. The driver's braking operation on the brake pedal BP is converted into hydraulic pressure in the master cylinder BM and transmitted to the hydraulic system 42A. The hydraulic system 42A is an actuator that controls the hydraulic pressure of the working oil supplied to the four-wheel brake devices (e.g., disc brakes) 51 based on the hydraulic pressure transmitted from the master cylinder BM. ECU 23A drives and controls the solenoid valves and other components of the hydraulic system 42A. In this embodiment, ECU 23A and the hydraulic system 42A constitute an electric servo brake. ECU 23A controls, for example, the distribution of the braking force generated by the four brake devices 51 and the regenerative braking force of the motor M.

[0064] ECU 24A is a stop-maintaining control unit that controls the electric parking lock 50a provided in the automatic transmission TM. The electric parking lock 50a primarily locks the internal mechanisms of the automatic transmission TM when the P range (parking range) is selected. ECU 24A controls the locking and unlocking of the electric parking lock 50a.

[0065] ECU 25A is an in-vehicle notification control unit that controls information output device 43A, which reports information to the vehicle interior. Information output device 43A includes, for example, a display device such as a head-up display, and a voice output device. Furthermore, information output device 43A may include a vibration device. ECU 25A causes information output device 43A to output various information, such as vehicle speed and outside temperature, as well as route guidance information.

[0066] The ECU 26A is an external notification control unit that controls an information output device 44A that reports information to the outside of the vehicle. In this embodiment, the information output device 44A is a direction indicator (hazard warning light). The ECU 26A can control the flashing of the information output device 44A so that it functions as a direction indicator to report the direction of travel of the vehicle V to the outside of the vehicle. Furthermore, the ECU 26A can control the flashing of the information output device 44A so that it functions as a hazard warning light to draw attention to the vehicle V from outside the vehicle.

[0067] ECU27A is a drive control unit that controls the power unit 50. In the present embodiment, one ECU27A is allocated to the power unit 50, but one ECU may be allocated to each of the internal combustion engine EG, the motor M, and the automatic transmission TM. ECU27A controls the output of the internal combustion engine EG and the motor M, or switches the gear of the automatic transmission TM, in accordance with the driver's driving operation, the vehicle speed, etc., detected by the operation detection sensor 34a provided in the accelerator pedal AP and the operation detection sensor 34b provided in the brake pedal BP. In addition, as a sensor for detecting the driving state of the vehicle V, a speed sensor 39 is provided in the automatic transmission TM to detect the rotational speed of the output shaft of the automatic transmission TM. The vehicle speed of the vehicle V can be calculated based on the detection result of the speed sensor 39.

[0068] ECU 28A is a position recognition unit that identifies the current position and route of vehicle V. ECU 28A controls the gyro sensor 33A, GPS sensor 28b, and communication device 28c, and processes information from detection and communication results. Gyro sensor 33A detects the rotational motion of vehicle V. The route of vehicle V can be determined based on, for example, the detection results of gyro sensor 33A. GPS sensor 28b detects the current position of vehicle V. Communication device 28c wirelessly communicates with servers that provide map and traffic information and acquires information from these servers. Database 28a can store high-precision map information, allowing ECU 28A to more accurately determine the position of vehicle V in the lane based on this map information.

[0069] The input device 45A is disposed in the vehicle so as to be operable by the driver, and receives input of instructions and information from the driver.

[0070] <Control device 1B>

[0071] Reference Figure 2 The structure of the control device 1B is described. The control device 1B includes an ECU group (control unit group) 2B. The ECU group 2B includes multiple ECUs 21B to ECU 25B. Each ECU includes a processor represented by a CPU, storage devices such as semiconductor memories, and interfaces with external devices. The storage device stores programs executed by the processor, data used by the processor in processing, etc. Each ECU can have multiple processors, storage devices, interfaces, etc. In addition, the number of ECUs and the functions they perform can be appropriately designed, and can be more detailed or integrated than in this embodiment. In addition, similar to the ECU group 2A, in Figure 2 as well as Figure 3 Representative function names of ECU 21B to ECU 25B are indicated in FIG.

[0072] The ECU 21B is an environment recognition unit that recognizes the driving environment of the vehicle V based on the detection results of the detection units 31B and 32B that detect the surrounding conditions of the vehicle V. It is also a driving assistance unit that executes control related to driving assistance (in other words, driving assistance) as part of the driving control of the vehicle V. The ECU 21B generates target data, which will be described later, as surrounding environment information.

[0073] In the present embodiment, the detection unit 31B is a camera device (hereinafter sometimes referred to as camera 31B) that detects objects around the vehicle V by taking images. The camera 31B is provided on the front portion of the roof of the vehicle V so as to be able to take images of the front of the vehicle V. By analyzing the image captured by the camera 31B, the outline of the target and the lane dividing lines (white lines, etc.) on the road can be extracted. In the present embodiment, the detection unit 32B is a millimeter wave radar (hereinafter sometimes referred to as radar 32B) that detects objects around the vehicle V by radio waves, and detects targets around the vehicle V or measures the distance to the target. In the present embodiment, five radars 32B are provided, one at the center of the front of the vehicle V, one at each corner of the front, and one at each corner of the rear. The number and configuration of the radars 32B can be appropriately selected.

[0074] As part of driving assistance, the ECU 21B can execute, for example, collision mitigation braking and lane departure prevention controls. If the likelihood of a collision with a forward obstacle is high, the collision mitigation braking command instructs the ECU 23B (described later) to operate the braking system 51 to assist in collision avoidance. If the likelihood of the vehicle V deviating from its lane is high, the lane departure prevention command instructs the ECU 22B (described later) to operate the electric power steering system 41B to assist in lane departure avoidance. Furthermore, based on the system configuration of this embodiment, the driving assistance controls executed by the ECU 21B can also be executed by the control device 1A.

[0075] ECU22B is a steering control unit that controls the electric power steering device 41B. The electric power steering device 41B includes a mechanism that steers the front wheels according to the driver's driving operation (steering operation) of the steering wheel ST. The electric power steering device 41B includes a motor that assists the steering operation or provides a driving force for automatically steering the front wheels, a sensor that detects the rotation amount of the motor, a torque sensor that detects the steering torque borne by the driver, etc. In addition, a steering angle sensor 37 is electrically connected to the ECU22B via the communication line L2 described later, and the electric power steering device 41B can be controlled based on the detection result of the steering angle sensor 37. The ECU22B can obtain the detection result of the sensor 36 that detects whether the driver is holding the steering wheel ST, and can monitor the driver's grip state.

[0076] The ECU 23B is a brake control unit that controls the hydraulic system 42B. The driver's braking operation on the brake pedal BP is converted into hydraulic pressure in the master cylinder BM and transmitted to the hydraulic system 42B. The hydraulic system 42B is an actuator that controls the hydraulic pressure of the hydraulic oil supplied to the brake devices 51 of each wheel based on the hydraulic pressure transmitted from the master cylinder BM. The ECU 23B controls the driving of the solenoid valves and other components included in the hydraulic system 42B.

[0077] In this embodiment, the ECU 23B and the hydraulic system 42B are electrically connected to wheel speed sensors 38, a yaw rate sensor 33B, and a pressure sensor 35 for detecting the pressure within the master cylinder BM. The detection results from these sensors enable ABS functions, traction control, and vehicle V posture control functions. For example, the ECU 23B adjusts the braking force at each wheel based on the detection results from the wheel speed sensors 38, thereby suppressing wheel skidding. Furthermore, the ECU 23B adjusts the braking force at each wheel based on the angular velocity of the vehicle V about its vertical axis, as detected by the yaw rate sensor 33B, thereby suppressing sudden changes in the vehicle V's posture.

[0078] The ECU 23B also functions as an external notification control unit that controls an information output device 43B that reports information to the outside of the vehicle. In this embodiment, the information output device 43B is a brake light. The ECU 23B can illuminate the brake light during braking, etc. This can help draw the attention of following vehicles to the vehicle V.

[0079] ECU 24B is a stop-maintaining control unit that controls the electric parking brake system (e.g., drum brake) 52 installed on the rear wheels. The electric parking brake system 52 includes a mechanism for locking the rear wheels. ECU 24B can control the locking and unlocking of the rear wheels by the electric parking brake system 52.

[0080] The ECU 25B is an in-vehicle reporting control unit that controls an information output device 44B that reports information to the vehicle interior. In this embodiment, the information output device 44B includes a display device located on the instrument panel. The ECU 25B can cause the information output device 44B to output various information, such as vehicle speed and fuel consumption.

[0081] The input device 45B is arranged in the vehicle so as to be operable by the driver, and receives instructions and information input from the driver.

[0082] Communication lines

[0083] Reference Figure 3 An example of a communication line in control system 1, which connects ECUs for communication, will be described. Control system 1 includes wired communication lines L1 to L5. ECUs 20A to 27A of control device 1A are connected to communication line L1. ECU 28A may also be connected to communication line L1.

[0084] Communication line L2 connects ECUs 21B to 25B of control unit 1B. ECU 20A of control unit 1A is also connected to communication line L2. Communication line L3 connects ECU 20A and ECU 21B. Communication line L5 connects ECU 20A, ECU 21A, and ECU 28A.

[0085] The protocols of communication lines L1 to L5 may be the same or different, and may also vary depending on the communication environment, such as communication speed, communication volume, and durability. For example, in terms of communication speed, communication lines L3 and L4 may be Ethernet (registered trademark). For example, communication lines L1, L2, and L5 may be CAN.

[0086] The control device 1A includes a gateway GW. The gateway GW mediates the communication line L1 and the communication line L2. Therefore, for example, the ECU 21B can output a control instruction to the ECU 27A via the communication line L2, the gateway GW, and the communication line L1.

[0087] Power Supply

[0088] Reference Figure 3 The power supply of the control system 1 will be described. The control system 1 includes a large-capacity battery 6, a power supply 7A, and a power supply 7B. The large-capacity battery 6 is a battery for driving the motor M and is charged by the motor M.

[0089] The power supply 7A supplies power to the control device 1A and includes a power supply circuit 71A and a battery 72A. The power supply circuit 71A supplies power from the large-capacity battery 6 to the control device 1A. For example, it steps down the output voltage of the large-capacity battery 6 (e.g., 190V) to a reference voltage (e.g., 12V). The battery 72A is, for example, a 12V lead-acid battery. The provision of the battery 72A ensures that power can be supplied to the control device 1A even if the power supply to the large-capacity battery 6 or the power supply circuit 71A is interrupted or reduced.

[0090] Power supply 7B supplies power to control device 1B and includes a power supply circuit 71B and a battery 72B. Power supply circuit 71B is the same circuit as power supply circuit 71A and supplies power from large-capacity battery 6 to control device 1B. Battery 72B is the same battery as battery 72A and is, for example, a 12V lead-acid battery. The provision of battery 72B ensures that power can be supplied to control device 1B even if the power supply to large-capacity battery 6 or power supply circuit 71B is interrupted or reduced.

[0091] Redundancy

[0092] The functional commonality between control devices 1A and 1B will be described. By making common functions redundant, the reliability of control system 1 can be improved. Furthermore, for some redundant functions, identical functions are not duplicated, but rather serve different functions. This reduces the cost increase caused by functional redundancy.

[0093] [Actuator system]

[0094] 0 Steering

[0095] The control device 1A includes an electric power steering device 41A and an ECU 22A that controls the electric power steering device 41A. The control device 1B also includes an electric power steering device 41B and an ECU 22B that controls the electric power steering device 41B.

[0096] 0Braking

[0097] The control device 1A includes a hydraulic system 42A and an ECU 23A that controls it. The control device 1B includes a hydraulic system 42B and an ECU 23B that controls it. Both can be used to brake the vehicle V. The braking mechanism of the control device 1A primarily distributes the braking force generated by the brake device 51 and the braking force generated by regenerative braking of the motor M. In contrast, the braking mechanism of the control device 1B primarily focuses on posture control and other functions. While both share the same braking function, they perform different functions.

[0098] 0 Stop maintaining

[0099] The control device 1A includes an electric parking lock 50a and an ECU 24A that controls the electric parking lock 50a. The control device 1B includes an electric parking brake 52 and an ECU 24B that controls the electric parking brake 52. Both are used to maintain the vehicle V stationary. The electric parking lock 50a functions when the P gear of the automatic transmission TM is selected, while the electric parking brake 52 locks the rear wheels. While both share the common function of maintaining the vehicle V stationary, they perform different functions.

[0100] ○In-car report

[0101] The control device 1A includes an information output device 43A and an ECU 25A that controls the information output device 43A. The control device 1B includes an information output device 44B and an ECU 25B that controls the information output device 44B. Both can be used to report information to the driver. Meanwhile, the information output device 43A is, for example, a head-up display, while the information output device 44B is a display device such as an instrument. While both share the common feature of in-vehicle reporting, they can employ different display devices.

[0102] ○Outside vehicle report

[0103] Control device 1A includes an information output device 44A and an ECU 26A that controls it. Control device 1B includes an information output device 43B and an ECU 23B that controls it. Both can be used to report information to the outside of the vehicle. Meanwhile, information output device 44A functions as a direction indicator (hazard warning light), while information output device 43B functions as a brake light. While both share the common feature of reporting information to the outside of the vehicle, they perform different functions.

[0104] ○ Differences

[0105] The control device 1A has an ECU 27A that controls the power unit 50, while the control device 1B does not have a separate ECU that controls the power unit 50. In this embodiment, the control device 1A and the control device 1B can each independently control steering, braking, and stop maintenance. Even if the performance of either the control device 1A or the control device 1B is degraded, or the power supply or communication is cut off, lane deviation can be suppressed and the vehicle can be decelerated to maintain a stopped state. In addition, as described above, the ECU 21B can output control instructions to the ECU 27A via the communication line L2, the gateway GW, and the communication line L1, and the ECU 21B can also control the power unit 50. Although cost increases can be suppressed by not having a separate ECU that controls the power unit 50 in the control device 1B, the control device 1B may also have a separate ECU that controls the power unit 50.

[0106] [Sensor system]

[0107] ○Detection of surrounding conditions

[0108] The control device 1A includes a detection unit 31A and a detection unit 32A. The control device 1B includes a detection unit 31B and a detection unit 32B. Both of them can be used to identify the driving environment of the vehicle V. On the other hand, the detection unit 32A is an optical radar, and the detection unit 32B is a radar. Optical radars generally have advantages in shape detection. In addition, radars generally have cost advantages over optical radars. By simultaneously using the above-mentioned sensors with different characteristics, it is possible to improve the target recognition performance and reduce costs. The detection units 31A and 31B are both cameras, but cameras with different characteristics can be used. For example, one can be a camera with a higher resolution than the other. In addition, the viewing angles can be different from each other.

[0109] Comparing control devices 1A and 1B, the detection characteristics of detection units 31A and 32A may differ from those of detection units 31B and 32B. In this embodiment, detection unit 32A is an optical radar, which generally has higher target edge detection performance than radar (detection unit 32B). Furthermore, radar generally has superior relative speed detection accuracy and weather resistance compared to optical radar.

[0110] Furthermore, assuming that camera 31A has a higher resolution than camera 31B, detection units 31A and 32A will have higher detection performance than detection units 31B and 32B. Combining multiple sensors with different detection characteristics and costs can sometimes provide cost advantages when considering the entire system. Furthermore, combining sensors with different detection characteristics can reduce missed detections and false detections compared to using the same sensor as a redundant sensor.

[0111] Speed

[0112] The control device 1A includes a rotational speed sensor 39. The control device 1B includes a wheel speed sensor 38. Both can be used to detect vehicle speed. The rotational speed sensor 39 detects the rotational speed of the output shaft of the automatic transmission™, while the wheel speed sensor 38 detects the rotational speed of the wheels. While both sensors share the ability to detect vehicle speed, they detect different objects.

[0113] ○Yaw rate

[0114] The control device 1A includes a gyroscope 33A. The control device 1B includes a yaw rate sensor 33B. Both can be used to detect the angular velocity of the vehicle V about its vertical axis. The gyroscope 33A is used to determine the course of the vehicle V, while the yaw rate sensor 33B is used for posture control of the vehicle V. While both sensors share the ability to detect the angular velocity of the vehicle V, they are used for different purposes.

[0115] ○ Steering angle and steering torque

[0116] The control device 1A includes a sensor that detects the rotational speed of the motor of the electric power steering system 41A. The control device 1B includes a steering angle sensor 37. Both can be used to detect the steering angle of the front wheels. By omitting the steering angle sensor 37 and instead utilizing a sensor that detects the rotational speed of the motor of the electric power steering system 41A, the control device 1A can reduce cost increases. However, the steering angle sensor 37 can also be provided in the control device 1A.

[0117] Furthermore, since both the electric power steering devices 41A and 41B include torque sensors, the steering torque can be recognized in both the control devices 1A and 1B.

[0118] 0Brake operation amount

[0119] The control device 1A includes an operation detection sensor 34b. The control device 1B includes a pressure sensor 35. Both can be used to detect the driver's brake operation amount. The operation detection sensor 34b is used to control the distribution of the braking force generated by the four brake devices 51 and the braking force generated by regenerative braking of the motor M, while the pressure sensor 35 is used for posture control, etc. While both sensors share the common feature of detecting the brake operation amount, they are used for different purposes.

[0120] [power supply]

[0121] Control device 1A receives power from power supply 7A, and control device 1B receives power from power supply 7B. Since power is still supplied to either control device 1A or control device 1B even if the power supply from either power supply 7A or power supply 7B is cut off or reduced, power can be more reliably secured, improving the reliability of control system 1. If the power supply from power supply 7A is cut off or reduced, communication between ECUs interposed with the gateway GW provided in control device 1A becomes difficult. However, in control device 1B, ECU 21B can communicate with ECUs 22B to 24B and information output device 44B via communication line L2.

[0122] <Control Example>

[0123] A control example of the control system 1 will be described. Figure 4 : is a flowchart showing the driving mode switching process executed by the ECU 20A.

[0124] In S1, it is determined whether the driver has performed a driving mode switching operation. The driver can, for example, instruct the switch between the automatic driving mode and the manual driving mode by operating the input device 45A. If a switching operation has been performed, the process proceeds to S2; otherwise, the process ends.

[0125] In S2, a determination is made as to whether the switching operation indicates automatic driving. If so, the process proceeds to S3; if manual driving is indicated, the process proceeds to S5. In S3, the automatic driving mode is set, and automatic driving control begins in S4. In S5, the manual driving mode is set, and manual driving control begins in S6.

[0126] In manual driving control, the vehicle V is driven, steered, and braked according to the driver's driving operation. The ECU 21B appropriately executes driving assistance control based on the detection results of the detection units 31B and 32B. It can be said that the driving assistance control performed by the ECU 21B is performed while the driver is driving the vehicle.

[0127] In the automatic driving control, ECU20A outputs control instructions to ECU22A, ECU23A, and ECU27A to control the steering, braking, and driving of the vehicle V, thereby automatically driving the vehicle V without relying on the driver's driving operation. ECU20A sets the driving route of the vehicle V and refers to the position recognition results and surrounding environment information (target detection results) of ECU28A to make the vehicle V drive along the set driving route. For example, Figure 11A As shown in FIG. 1 , the vehicle V is caused to travel on a travel trajectory TJ set within a lane. This control requires high accuracy in object recognition and vehicle V control. Figure 11B 1 is an explanatory diagram schematically illustrating lane departure prevention control. In this control, a white line WL or a center median WL is detected, and steering assistance is performed so that the vehicle does not exceed the line WL.

[0128] Thus, when the vehicle V is traveling on the travel track TJ, recognition of the target is important. As the target detection result, target data obtained by integrating the detection results of the detection units 31A and 32A and the detection results of the detection units 31B and 32B can be used. Figures 5 to 7 A processing example related to generation of target data is shown.

[0129] Figure 5 Indicates the target data generation / update processing periodically performed by ECU21A. In S11, the detection results of the detection units 31A and 32A are obtained. In S12, the detection results obtained in S11 are analyzed to identify each target. In S13, target data is generated and updated. ECU21A saves the target data D1 generated by itself in an internal storage device for separate management. Target data D1 is generated for each target. If it is identified as an existing target in S12, the content of the corresponding target data D1 saved is updated as needed. If it is identified as a new target in S12, the corresponding target data D1 is regenerated.

[0130] The object data D1 shown as an example includes an ID for labeling each object, object position information, object movement speed information, object shape information, and object classification (stationary object, mobile object, etc.).

[0131] Figure 6Indicates the target data generation / update processing periodically performed by ECU21B. It is basically the same as the processing of ECU21A. In S21, the detection results of the detection units 31B and 32B are obtained. In S22, the detection results obtained in S21 are analyzed to identify each target. In S23, the target data is generated and updated. ECU21B also saves the target data D2 generated by itself in the internal storage device for separate management. Target data D2 is generated for each target. If it is identified as an existing target in S22, the content of the corresponding target data D2 saved is updated as needed. If it is identified as a new target in S22, the corresponding target data D2 is regenerated.

[0132] The target data D2 shown in the example has the same structure as the target data D1 and includes an ID for each target, target location information, target movement speed information, target shape information, and target classification. The information items in target data D1 and target data D2 can be the same as in this embodiment, or they can be different.

[0133] Figure 7 2 shows the target data integration process periodically executed by the ECU 20A. The ECU 20A generates target data D3 by integrating the target data D1 and the target data D2, and executes control based on the target data D3 during automatic driving control.

[0134] In S31, target data D1 is obtained from ECU 21A, and target data D2 is obtained from ECU 21B. In S32, target data D1 and D2 obtained in S31 are integrated to generate target data D3, which is then stored in an internal storage device for separate management. If target data D1 and D2 obtained in S31 are already existing targets, the corresponding stored target data D3 is updated as needed.

[0135] The target data D3, shown as an example, has the same structure as target data D1 and target data D2, and includes an ID for each target, target location information, target movement speed information, target shape information, target classification, and related information. Related information refers to information indicating the target data D1 and D2 corresponding to target data D3, such as information on the IDs in D1 and D2.

[0136] When integrating target data D1 and D2, if data on one side is missing for the same item, the data on the other side is set as the information on target data D3. For information on the same item, if there is a conflict between target data D1 and D2, for example, one side can be given priority. Since target data D1 is based on the detection results of camera 31A and optical radar 32A, while target data D2 is based on the detection results of camera 31B and radar 32B, the accuracy and characteristics of the two are different. Therefore, it is possible to predetermine which side should take priority for each item to give priority to the data on one side. As another example, it is possible to use a value or information obtained by recalculating the average value or weighted value of each data of target data D1 and D2.

[0137] By executing the automatic driving control as a reference to the target data D3 generated as described above, it is possible to execute control with higher reliability in terms of recognition of the driving environment.

[0138] Next, a description will be given of a process that is performed when the performance of the ECU 20A or ECU 21B is degraded, or when power is cut off or communication is cut off during automatic driving control. Figure 8 This is a flowchart showing an example of processing by the ECU 20A and the ECU 21B. The processing in this figure can be performed periodically while the automatic driving mode is set.

[0139] ECU20A and ECU21B perform a process to confirm the communication status of each other (S61, S71). For example, one party outputs a response request to the other party and determines whether there is a response. Or, one party sends information to the other party, and the other party determines whether the received information is pre-defined information.

[0140] In S62, ECU 21B determines whether the processing result of S61 is in a specified state. A specified state refers to, for example, a situation where the reception of a signal from ECU 20A is confirmed. A non-specified state refers to a situation where the reception of a signal from ECU 20A cannot be confirmed. A situation where the reception of a signal is confirmed refers to, for example, a situation where a signal identical to a predetermined message is received. A situation where the reception of a signal cannot be confirmed refers to, for example, a situation where a signal is received but is not a correct signal (in the above example, a correct signal is a predetermined message), in addition to a situation where a signal is not received.

[0141] When it is in the prescribed state, ECU21B determines that there is no performance degradation of ECU20A, etc., and then ends the processing. When it is not in the prescribed state, it enters S63 and starts the alternative control as the driving control. The alternative control in this embodiment causes the vehicle V to slow down and stop. ECU21B instructs ECU25B to report so that the information output device 44B displays the intention to slow down and stop the vehicle V to report to the driver. In addition, it instructs ECU23B to report so that the brake lights 43B are turned on or flashed to prompt the following vehicles to pay attention. In addition, ECU21B can instruct the indicator light ECU26A to report so that the information output device 44A works (flashing of the hazard warning lights). Then, ECU21B instructs ECU23B to brake to slow down the vehicle V. At this time, based on the detection results of the detection units 31B and 32B, ECU22B is instructed to steer (lane departure suppression control) so that the vehicle V does not deviate from the lane (or road dividing line).

[0142] After starting takeover control, the ECU 21B requests the driver to switch from automatic driving to manual driving (takeover) in S64. This switch request is made, for example, by displaying the switch request on the information output device 44B. In S65, a determination is made as to whether the driver agrees to the switch request. The driver can, for example, indicate their agreement using the input device 45B. Alternatively, the driver's agreement can be confirmed based on the steering detection results obtained by the steering torque sensor.

[0143] If the driver agrees, the process proceeds to S66, where manual driving mode is set. This setting can, for example, involve ECU 21B instructing the ECUs 21A to 26A of the control unit 1A and 22B to 25B of the control unit 1B to terminate the automatic driving mode and ignore control commands from ECU 20A. The ECUs of the control units 1A and 1B control the driving of the vehicle V based on the driver's driving operations. However, since the performance of ECU 20A may deteriorate, ECU 21B may display a message on the information output device 44B urging the vehicle V to be taken to a repair shop.

[0144] If the driver's consent cannot be confirmed, the alternative control is performed to immediately stop the vehicle V. In S67, the ECU 21B determines whether the vehicle V has stopped based on the detection results of the wheel speed sensor 38. If it is determined that the vehicle has stopped, the ECU 24B is instructed to operate the electric parking brake device 52 to maintain the vehicle V stopped.

[0145] Next, the processing of ECU20A is explained. In S72, ECU20A determines whether the processing result of S71 is a specified state. The specified state here is, for example, a case where the reception of the signal from ECU21B is confirmed, and not being a specified state is, for example, a case where the reception of the signal from ECU21B cannot be confirmed. The case where the reception of the signal is confirmed is, for example, a case where a signal identical to the predetermined information is received. The case where the reception of the signal cannot be confirmed is, for example, a case where, in addition to the case where the signal is not received, a case where a signal is received but it is not a correct signal (in the above example, the correct signal is the predetermined information).

[0146] When it is in the prescribed state, ECU20A determines that there is no performance degradation of ECU21B, and then ends the processing. When it is not in the prescribed state, it enters S73 and starts alternative control as driving control. Even if the performance of ECU21B is degraded, ECU20A can continue to perform automatic driving control. However, it is assumed that the performance of ECU20A is degraded later, and alternative control is performed in the case where the performance of ECU21B may be degraded. In this embodiment, the alternative control here is the same as the alternative control performed by ECU21B, and ECU20A decelerates and stops the vehicle V. However, the devices they use are different. In addition, the alternative control performed by ECU21B and ECU20A may also be different driving controls. For example, the alternative control performed by ECU20A may be a control with a slower deceleration than that of ECU21B, or a control that includes slowing down.

[0147] The alternative control of ECU20A in the present embodiment will be described. ECU20A instructs ECU25A to report so that the information output device 43A outputs the intention to slow down and stop the vehicle V to report to the driver. In addition, ECU26A is instructed to report so that the information output device 44A flashes (hazard warning lights), thereby prompting the following vehicles to pay attention. Then, ECU23A is instructed to brake so that the vehicle V slows down. At this time, ECU22A is instructed to steer (lane departure suppression control) based on the detection results of the detection units 31A and 32A so that the vehicle V does not deviate from the lane. In addition, since the control of making the vehicle V travel on the driving track TJ is performed as described above in the automatic driving control, the control of not performing or performing lane departure suppression control in a restrictive manner may be performed, but in the case of alternative control, the lane departure suppression control may be performed as in the present embodiment.

[0148] After starting takeover control, the ECU 20A requests the driver to switch from automatic driving to manual driving (takeover) in S74. This switch request is made, for example, by displaying the switch request on the information output device 43A. In S75, a determination is made as to whether the driver agrees to the switch request. The driver can, for example, indicate their agreement using the input device 45A. Alternatively, the driver's agreement can be confirmed based on the steering detection results obtained by the steering torque sensor.

[0149] If the driver agrees, the process proceeds to S76, where manual driving mode is set. By switching to manual driving mode, the ECUs of the control unit 1A and the control unit 1B control the vehicle V based on the driver's driving operations. The ECU 20A may also instruct the ECUs 21A to 26A of the control unit 1A and the ECUs 22B to 25B of the control unit 1B to ignore control commands from the ECU 21B. Furthermore, since the performance of the ECU 21B may deteriorate, the ECU 20A may display a message on the information output device 43A urging the vehicle V to be taken to a repair shop.

[0150] If the driver's consent cannot be confirmed, the vehicle V is immediately stopped by executing the alternative control. In S77, the ECU 20A determines whether the vehicle V has stopped based on the detection result of the rotation speed sensor 39. If it is determined that the vehicle has stopped, the ECU 24A is instructed to operate the electric parking lock device 50a to maintain the vehicle V stopped. As described above, both the control devices 1A and 1B can execute the alternative control.

[0151] In this embodiment, the communication status confirmation process is performed in S61 and S71. However, this process may also be performed during the communication process performed by ECU 20A and ECU 21B for vehicle control. As a method for determining whether the specified state is in effect, if a normal control signal is not received a specified number of times by checking a checksum, it may be determined that the specified state is not in effect. Alternatively, a determination method utilizing a keep-alive counter may be used.

[0152] Alternatively, alternative control may include switching at least a portion of the vehicle control performed in the prescribed state to another control. Alternatively, alternative control may include using a different control device or actuator than that used in the prescribed state. Alternatively, alternative control may include using the same control device or actuator as used in the prescribed state, but with a different control amount than that used in the prescribed state. Alternatively, alternative control may include adding a control not performed in the prescribed state. Alternatively, alternative control may include automating at least one of the driving or braking of the vehicle V and the steering.

[0153] A representative example of alternative control is control that decelerates and stops the vehicle, as in the present embodiment. Another example of alternative control is control that maintains travel at a speed lower than a predetermined speed. Alternatively, alternative control may involve decelerating the vehicle to prevent the vehicle from approaching or contacting an obstacle or a preceding vehicle. Furthermore, alternative control may include at least one of the following: maintaining the lane using steering control; preventing the vehicle from straying off the road; steering control to avoid an obstacle, a preceding vehicle, or a following vehicle; approaching the shoulder of the road; or changing the vehicle's position (widthwise) within the lane.

[0154] When alternative control is being performed, the fact that alternative control is being performed can be reported to other surrounding vehicles using hazard warning lights or other display devices as in the present embodiment, or can be notified to other vehicles or other terminal devices using communication equipment.

[0155] Next, in Figure 8 In the example, in the alternative control started in S63, ECU21B controls each device of control device 1B. Here, even if it is determined in S62 that it is in the specified state, there are cases where devices other than ECU20A of control device 1A can operate and be used normally without performance degradation. Therefore, in the alternative control in S63, ECU21B can use at least any one of the detection units 31A, 32A, and ECU21A to ECU26A of control device 1A to perform alternative control. Similarly, in the alternative control started in S73, ECU20A can also use at least any one of the detection units 31B, 32B, and ECU22B to ECU25B of control device 1B to perform alternative control.

[0156] As described above, when ECU 20A of control device 1A utilizes various devices of control device 1B, and when ECU 21B of control device 1B utilizes various devices of control device 1A, it is preferable to regularly check for any degradation in the performance of each ECU. Therefore, for example, ECU 20A can utilize communication to verify the status of each ECU 21A through ECU 28A of control device 1A. For example, ECU 20A can send a signal requesting a response to each ECU 21A through ECU 28A, and determine whether or not each ECU has experienced any degradation based on the presence or absence of a response from each ECU 21A through ECU 28A and the content of the response. This process can be performed during communication for vehicle control or periodically. The response results can be notified to ECU 21B. Similarly, ECU 21B can verify the communication status with each ECU 22B through ECU 25B of control device 1B. For example, ECU 21B can send a signal requesting a response to each of ECUs 22B to 25B. The presence or absence of a response from each of ECUs 22B to 25B and the content of the response can be used to determine whether the performance of each ECU has deteriorated. This process can be performed during communication for vehicle control or periodically. The response results can be notified to ECU 20A.

[0157] Furthermore, the ECU 20A can perform a process of checking the status of each of the ECUs 22B to 25B of the control device 1B using communication. Similarly, the ECU 21B can perform a process of checking the status of each of the ECUs 21A to 28A of the control device 1A using communication.

[0158] <Second embodiment>

[0159] When ECU21B determines the status of ECU20A, it can utilize multiple communication lines. In this embodiment, in addition to utilizing communication line L3 for communication between ECU21B and ECU20A, ECU21B also receives and monitors signals from ECU20A transmitted on communication line L2, and determines whether ECU20A's performance has degraded based on the reception results from these two communication lines. This improves the accuracy of determining whether ECU20A's performance has degraded. In particular, it can avoid erroneous determinations due to a disconnection in communication line L3. Furthermore, when ECU21B and ECU20A are connected by three or more communication lines, it is possible to determine whether ECU20A's performance has degraded based on the reception results from these three or more communication lines.

[0160] Figure 9This is a flowchart showing an example of a process of the ECU 21B. In S81, the first communication state confirmation process is executed. Figure 8 Similar to S61 in the previous example, ECU 21B communicates with ECU 20A via communication line L3 and determines the status of ECU 20A. For example, ECU 21B outputs a response request to ECU 20A and determines whether there is a response. Alternatively, ECU 21B verifies the checksum and determines the status of ECU 20A. This first communication status confirmation process can be performed during the communication process between ECU 20A and ECU 21B for vehicle control.

[0161] In S82, a second communication status confirmation process is executed. In this process, ECU21B receives the signal output by ECU20A to the communication line L2 and determines the status of ECU20A. The signal output by ECU20A to the communication line L2 can be a control signal for ECU22B to ECU25B or a signal for a keep-alive counter. In addition, whether the signal on the communication line L2 is a signal sent from ECU20A can be determined, for example, if the signal includes at least data indicating this meaning. ECU21B analyzes the received signal. If the signal is a control signal, it can determine that the performance of ECU20A may be degraded if the control signal is not specified. If the signal is a signal for a keep-alive counter, it can determine that the performance of ECU20A may be degraded if the signal transmission cannot be confirmed within a certain period of time. As another example, the possibility of performance degradation can also be determined based on whether the signal is in a predetermined format.

[0162] In S83, it is determined whether the reception results of both S81 and S82 are in a predetermined state (whether the performance of ECU 20A may be degraded, etc.). If at least one of the reception results is not in the predetermined state, it is determined that the performance of ECU 20A has not degraded, and the process ends. If both reception results are not in the predetermined state, the process proceeds to S84.

[0163] Processing from S84 to S87 Figure 8 The same processing as in S63 to S67 is performed, and processing related to the switching request from the alternative control and the automatic driving to the manual driving is performed. The processing ends with the above.

[0164] <Third embodiment>

[0165] The ECU 20A may periodically determine whether the automatic driving control can be continued in the automatic driving mode, and when determining that it is difficult to continue, issue an instruction to the ECU 21B to transfer the control. Figure 10 The following is a flowchart showing one example.

[0166] In S91, ECU 20A performs a process for confirming the status of control unit 1A. Here, for example, communication is used to confirm the status of each ECU 21A to ECU 28A of control unit 1A. In S92, based on the processing result of S91, a determination is made as to whether it is difficult to continue the automatic driving control. If it is determined that it is difficult to continue, the process proceeds to S93; otherwise, the process ends. For example, if any ECU is unresponsive, or if a failure in the automatic driving control is confirmed, it is determined that it is difficult to continue the automatic driving control. In S93, a control transfer instruction is output to ECU 21B.

[0167] ECU21B, which has received the control transfer instruction from ECU20A, starts the replacement control in S94. The processing from S94 to S98 is the same as Figure 8 The same processing as in S63 to S67 is performed, and processing related to the request to switch from alternative control and automatic driving to manual driving is performed. The above processing ends. In addition, in this embodiment, although ECU 21B starts alternative control after receiving the control transfer instruction from ECU 20A, ECU 21B may continue automatic driving control including acceleration control for a certain period of time.

[0168] <Fourth embodiment>

[0169] In the above embodiments, the driving, braking, and steering functions are fully automated as part of the automatic driving control executed by the ECU 20A in the automatic driving mode. However, automatic driving control may simply control at least one of the driving, braking, or steering functions independently of the driver's driving operation. Control independent of the driver's driving operation may include control even without driver input to operating elements such as the steering wheel and pedals, or even when the driver's intention to drive the vehicle is not required. Therefore, automatic driving control may include a state in which the driver assumes a duty to monitor the surroundings and controls at least one of the driving, braking, or steering functions of the vehicle V based on information about the surrounding environment of the vehicle V; a state in which the driver assumes a duty to monitor the surroundings and controls at least one of the driving, braking, and steering functions of the vehicle V based on information about the surrounding environment of the vehicle V; or a state in which the driver has no duty to monitor the surroundings and controls all of the driving, braking, and steering functions of the vehicle V based on information about the surrounding environment of the vehicle V. Furthermore, a state in which transition to each of the aforementioned control stages is possible is also possible. Alternatively, a sensor may be provided to detect the driver's status information (biological information such as heart rate, facial expression, or pupil status information) and the automatic driving control may be executed or suppressed based on the detection result of the sensor.

[0170] On the other hand, the driving assistance control (or driving assistance control) performed by ECU21B can control at least one of driving, braking or steering during the driver's driving operation. The driver's driving operation can be said to be a situation in which the driver inputs the operating element, or a situation in which the driver's contact with the operating element can be confirmed so that the driver's intention to drive the vehicle can be understood. Driving assistance control can include both driving assistance control that is executed by the driver selecting its activation through switch operation, etc., and driving assistance control that is executed without the driver selecting its activation. As the former driving assistance control selected by the driver to be activated, the following control of the vehicle in front, the lane keeping control that assists steering to maintain driving within the lane, etc. can be listed. The above control can also be defined as part of the automatic driving control.

[0171] Examples of the latter driving assistance control executed without driver selection include collision mitigation braking control, lane departure prevention control, and false start prevention control for preventing the vehicle from suddenly starting when there is an obstacle in the direction of travel.

[0172] Alternatively, a sensor may be provided to detect driver status information (biological information such as heart rate, facial expression, or pupil status information), and driving assistance control may be executed based on the detection results of the sensor.

[0173] Summary of implementation methods

[0174] 1. The vehicle control system of the above embodiment (eg, 1) includes:

[0175] a first travel control mechanism (eg, 20A) that performs a first travel control (eg, automatic driving control) for controlling at least one of driving, braking, or steering of a vehicle (eg, V); and

[0176] a second travel control mechanism (e.g., 21B) that performs a second travel control (e.g., travel assist control) for controlling at least one of driving, braking, or steering of the vehicle;

[0177] The first travel control mechanism and the second travel control mechanism are connected to be able to communicate,

[0178] When the signal from the second travel control means is confirmed, the first travel control means performs the first travel control.

[0179] If the signal from the second travel control means cannot be confirmed, the first travel control means performs the third travel control (for example, S73: alternative control) (for example, Figure 8 ).

[0180] According to this embodiment, when, for example, performance degradation occurs in the second travel control mechanism, the third travel control is performed instead of the first travel control, thereby preventing safety from being prevented and improving reliability of vehicle control.

[0181] 2. Based on the above implementation methods,

[0182] The system further includes a detection mechanism (e.g., 31A, 32A, 31B, 32B) for detecting the surrounding conditions of the vehicle.

[0183] The first travel control includes acceleration control based on information detected by the detection means.

[0184] The third driving control includes a control for limiting acceleration of the vehicle, or

[0185] Control is performed to ensure that the vehicle does not deviate from the lane.

[0186] According to this embodiment, acceleration is limited or lane departure is suppressed in the third driving control, thereby further improving safety.

[0187] 3. Based on the above implementation methods,

[0188] The detection mechanism includes:

[0189] A first detection mechanism (e.g., 31A, 32A); and

[0190] The second detection mechanism (e.g. 31B, 32B) has detection characteristics different from those of the first detection mechanism.

[0191] The first travel control unit performs the third travel control based on the detection result of the first detection unit.

[0192] When the signal from the first travel control means cannot be confirmed, the second travel control means performs a fourth travel control that is the same as the third travel control based on the detection result of the second detection means.

[0193] According to this embodiment, by making the detection characteristics of the first detection mechanism and the second detection mechanism different, it is possible to construct a system that balances reliability and cost without simply achieving redundancy.

[0194] 4. Based on the above implementation methods,

[0195] The detection mechanism includes:

[0196] A first detection mechanism (e.g., 31A, 32A); and

[0197] The second detection mechanism (e.g. 31B, 32B) has detection characteristics different from those of the first detection mechanism.

[0198] The first travel control unit performs the third travel control based on the detection result of the first detection unit.

[0199] When the signal from the first travel control means cannot be confirmed, the second travel control means performs fourth travel control based on the detection result of the second detection means.

[0200] According to this embodiment, by making the detection characteristics of the first detection mechanism and the second detection mechanism different, it is possible to construct a system that balances reliability and cost without simply providing redundancy.

[0201] 5. Based on the above implementation methods,

[0202] The first travel control unit and the second travel control unit are connected to each other via a plurality of communication lines (for example, L2 and L3) so as to be able to communicate with each other.

[0203] The case where the signal from the first travel control mechanism cannot be confirmed is a case where the signal from the first travel control mechanism cannot be confirmed in at least two or more communication lines among the plurality of communication lines (for example, Figure 9).

[0204] According to this embodiment, the accuracy of confirming the state of the first travel control mechanism can be improved, and the reliability of vehicle control can be improved.

[0205] 6. Based on the above implementation methods,

[0206] The detection characteristics of the first detection mechanism are different from those of the second detection mechanism,

[0207] The first travel control means performs the first travel control based at least on the detection result of the first detection means.

[0208] The second travel control means performs the fourth travel control based on the detection result of the second detection means,

[0209] The first travel control includes control to make the vehicle travel on a travel track set in a lane (for example, Figure 11A ),

[0210] The fourth travel control includes a control to make the vehicle travel without deviating from the lane (for example, Figure 11B ).

[0211] According to this embodiment, by providing a difference in detection characteristics between the first detection mechanism and the second detection mechanism, it is possible to construct a system that balances reliability and cost without simply achieving redundancy.

[0212] 7. The vehicle control system of the above embodiment (e.g., 1),

[0213] It has a first control device (for example, 1A) for controlling the vehicle, and

[0214] a second control device (e.g. 1B) controlling the vehicle,

[0215] The first control device comprises:

[0216] a first travel control mechanism (e.g., 20A) that performs travel control of the vehicle; and

[0217] A first detection mechanism (e.g., 31A, 32A) that detects the surrounding conditions of the vehicle,

[0218] The second control device comprises:

[0219] a second travel control mechanism (e.g., 21B) for controlling travel of the vehicle; and

[0220] A second detection mechanism (e.g., 31B, 32B) detects the surrounding conditions of the vehicle,

[0221] The first travel control mechanism and the second travel control mechanism are connected to be able to communicate,

[0222] The detection characteristics of the second detection mechanism are different from those of the first detection mechanism,

[0223] When the first driving control mechanism performs driving control of the vehicle, the second driving control mechanism starts driving control of the vehicle according to the reception result of the signal received from the first driving control mechanism and based on the detection result of the second detection mechanism (for example, S63, S84, S94).

[0224] According to this embodiment, when it becomes difficult for the first control device to continue the control, the control performed by the second control device can be taken over, thereby improving the reliability of vehicle control.

[0225] 8. The control method of the above embodiment is a control method of a vehicle control system (e.g., 1), wherein the vehicle control system comprises:

[0226] a first travel control mechanism (eg, 20A) that performs a first travel control (eg, automatic driving control) for controlling at least one of driving, braking, or steering of a vehicle (eg, V); and

[0227] a second travel control mechanism (e.g., 21B) that performs a second travel control (e.g., travel assist control) for controlling at least one of driving, braking, or steering of the vehicle;

[0228] The control method comprises:

[0229] a receiving step (e.g., S71), in which the second travel control mechanism confirms the signal from the first travel control mechanism; and

[0230] Control steps (e.g. Figure 8 ), in the control step, when the signal from the second driving control mechanism is confirmed, the first driving control is performed, and when the signal from the second driving control mechanism cannot be confirmed, the third driving control (for example, S73: alternative control) is performed.

[0231] According to this embodiment, when the performance of the second travel control mechanism deteriorates, for example, the third travel control is performed instead of the first travel control, thereby preventing safety from being prevented and improving reliability of vehicle control.

[0232] 9. The vehicle control system of the above embodiment (eg, 1) includes:

[0233] a first processor (e.g., 20A);

[0234] a first storage device (e.g., 20A), which stores a first program executed by the first processor;

[0235] a second processor (eg, 21B); and

[0236] a second storage device (e.g., 21B), which stores the second program executed by the second processor;

[0237] By executing the first program, the first processor performs a first driving control (eg, automatic driving control) for controlling at least one of driving, braking, or steering of a vehicle (eg, V).

[0238] By executing the second program, the second processor performs a second driving control (for example, driving assist control) for controlling at least one of driving, braking, or steering of the vehicle.

[0239] The first processor and the second processor are connected to be able to communicate,

[0240] By executing the first program, the first processor performs the first driving control when the signal from the second processor is confirmed, and performs the third driving control (for example, S73: alternative control) when the signal from the second processor cannot be confirmed. Figure 8 ).

[0241] 10. Based on the above implementation methods,

[0242] The vehicle control system can select between an automatic driving mode and a manual driving mode (eg Figure 4 ),

[0243] When the automatic driving mode is selected, the first travel control means performs automatic driving control as the first travel control.

[0244] 11. Based on the above implementation methods,

[0245] The vehicle control system can select between an automatic driving mode and a manual driving mode (eg Figure 4 ),

[0246] When the manual driving mode is selected, the first travel control means does not perform automatic driving control as the first travel control.

[0247] 12. Based on the above implementation methods,

[0248] The vehicle control system can select between an automatic driving mode and a manual driving mode (eg Figure 4 ),

[0249] When the manual driving mode is selected, the second travel control mechanism performs control related to braking and steering of the vehicle to assist the driver's driving operation.

[0250] 13. Based on the above implementation methods,

[0251] The first detection mechanism includes a plurality of optical radars (such as 32A), and

[0252] The first camera (e.g. 31A),

[0253] The second detection mechanism includes a plurality of radars (for example, 32B), and

[0254] A second camera (eg, 31B).

[0255] The present invention is not limited to the above-described embodiments, and various changes and modifications can be made without departing from the spirit and scope of the present invention. Therefore, in order to disclose the scope of the present invention, the following claims are attached.

Claims

1. A vehicle control system comprising: a first travel control mechanism that performs a first travel control of the vehicle; and a second travel control mechanism for performing a second travel control of the vehicle; It is characterized by: The vehicle control system includes: a first brake mechanism including a first brake actuator controlled by the first travel control mechanism to brake the vehicle; a steering mechanism including a steering actuator, the steering mechanism being controlled by the first travel control mechanism to steer the vehicle; a second brake mechanism including a second brake actuator, controlled by the second travel control mechanism to brake the vehicle, and different from the first brake mechanism; a first power supply including a first power supply circuit and a first battery, for supplying electric power to the first travel control mechanism, the first brake mechanism, and the steering mechanism; a second power supply including a second power supply circuit and a second battery, supplying electric power to the second travel control mechanism and the second brake mechanism, and being different from the first power supply; as well as a third battery, which is electrically connected to the first power circuit and the second power circuit and is different from the first battery and the second battery; The first driving control is an automatic driving control for causing the vehicle to travel along a set driving route. The first travel control mechanism and the second travel control mechanism are connected to be able to communicate, In the automatic driving control, when the signal from the second travel control means is not in a predetermined state, the first travel control means performs deceleration or stopping of the vehicle as a third travel control.

2. The vehicle control system according to claim 1, wherein: The vehicle control system further includes a detection mechanism for detecting the surrounding conditions of the vehicle. The first travel control is performed based on information detected by the detection mechanism.

3. The vehicle control system according to claim 2, wherein: The detection mechanism includes: a first testing organization; and A second detection mechanism having detection characteristics different from those of the first detection mechanism, The first travel control unit performs the third travel control based on the detection result of the first detection unit. When the signal from the first travel control means is not in a predetermined state, the second travel control means performs the same travel control as the third travel control based on the detection result of the second detection means.

4. The vehicle control system according to claim 3, wherein: The first travel control unit and the second travel control unit are communicatively connected via a plurality of communication lines.

5. A vehicle control system comprising: a first control device for controlling the vehicle; and a second control device controlling the vehicle, It is characterized by: The first control device comprises: a first travel control mechanism capable of controlling the vehicle; a first detection mechanism for detecting a surrounding condition of the vehicle; a first brake mechanism including a first brake actuator controlled by the first travel control mechanism to brake the vehicle; and a steering mechanism including a steering actuator, which is controlled by the first travel control mechanism to steer the vehicle; The second control device comprises: a second travel control mechanism capable of controlling the vehicle; a second detection mechanism for detecting a surrounding condition of the vehicle; and a second brake mechanism including a second brake actuator, controlled by the second travel control mechanism to brake the vehicle, and different from the first brake mechanism; The first power supply supplies electric power to the first travel control mechanism, the first brake mechanism and the steering mechanism. A second power supply different from the first power supply supplies power to the second travel control mechanism and the second brake mechanism. The first power supply includes a first power supply circuit and a first battery. The second power supply includes a second power supply circuit and a second battery. The first power supply circuit and the second power supply circuit are electrically connected to a third battery different from the first battery and the second battery. The first driving control unit performs automatic driving control to make the vehicle travel along a set driving route. The first travel control mechanism and the second travel control mechanism are connected to be able to communicate, In the automatic driving control, when the signal from the first travel control means is not in a predetermined state, the second travel control means starts decelerating or stopping the vehicle based on the detection result of the second detection means.

6. A control method for a vehicle control system, the vehicle control system comprising: a first travel control mechanism that performs a first travel control of the vehicle; and a second travel control mechanism for performing a second travel control of the vehicle; It is characterized by: The vehicle control system includes: a first brake mechanism including a first brake actuator controlled by the first travel control mechanism to brake the vehicle; a steering mechanism including a steering actuator, the steering mechanism being controlled by the first travel control mechanism to steer the vehicle; a second brake mechanism including a second brake actuator, controlled by the second travel control mechanism to brake the vehicle, and different from the first brake mechanism; a first power supply including a first power supply circuit and a first battery, for supplying electric power to the first travel control mechanism, the first brake mechanism, and the steering mechanism; a second power supply including a second power supply circuit and a second battery, supplying electric power to the second travel control mechanism and the second brake mechanism, and being different from the first power supply; as well as a third battery, which is electrically connected to the first power circuit and the second power circuit and is different from the first battery and the second battery; The first driving control is an automatic driving control for causing the vehicle to travel along a set driving route. The control method comprises: a receiving step, in which the first travel control mechanism confirms the signal from the second travel control mechanism; as well as A control step, in which, in the automatic driving control, when the first driving control mechanism determines that the signal from the second driving control mechanism is not in a prescribed state, the first driving control mechanism decelerates or stops the vehicle as a third driving control.

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