Actuator system, vehicle, vehicle control method and non-transitory storage medium

Abstract

This disclosure relates to actuator systems, vehicles, vehicle control methods, and non-transitory storage media. An actuator system configured to control the operation of a vehicle includes: at least one application configured to set a motion plan for the vehicle; and more than one processor configured to arbitrate multiple motion plans, including the motion plan set by the at least one application.

Description

Technical Field

[0001] This disclosure relates to actuator systems, vehicles, vehicle control methods, and non-transitory storage media. Background Technology

[0002] For example, the control device described in Japanese Unexamined Patent Application Publication No. 2020-032892 (JP 2020-032892 A) includes a request arbitration unit that arbitrates motion requests from multiple application request units related to driving assistance. This request arbitration unit is included in a brake ECU, which is a control device for controlling the vehicle's brakes. The application request unit and the brake ECU (request arbitration unit) are included in different ECUs. In other words, the application request unit and the brake ECU can communicate with each other via inter-ECU communication. Summary of the Invention

[0003] In the control device described in JP 2020-032892 A, as mentioned above, the application request unit and the brake ECU (request arbitration unit) are included in different ECUs and can communicate with each other via inter-ECU communication. For this reason, when a request (motion plan) from the application request unit is sent to the request arbitration unit, the request (motion plan) may be modified between the ECUs. Therefore, it is desirable to limit the modification of the request (motion plan) submitted by the application.

[0004] This disclosure provides actuator systems, vehicles, vehicle control methods, and non-transitory storage media capable of restricting changes to requests (motion plans) made by applications.

[0005] An actuator system according to a first aspect of this disclosure is configured to control the operation of a vehicle. The actuator system includes: at least one application configured to set a motion plan for the vehicle; and one or more processors configured to arbitrate multiple motion plans, including the motion plan set by the at least one application.

[0006] As described above, the actuator system according to the first scheme includes an application and a processor as arbitration units. Therefore, since the application and arbitration unit are included in a common system (actuator system), the arbitration unit can easily obtain the request (motion plan) proposed by the application without using communication. Therefore, since the request (motion plan) proposed by the application is not changed during communication, it is possible to restrict the application's request (motion plan) from being altered.

[0007] In a first embodiment, the actuator system may further include: an actuator configured to control the driving of the vehicle; and an electronic control unit configured to control the operation of the actuator. The electronic control unit may include the at least one application and the processor. With this configuration, since the application and the arbitration unit are included in a common part of the actuator system (the electronic control unit as the actuator control unit), the arbitration unit can more easily obtain the application's request (motion plan) without using communication. Therefore, it is possible to restrict the application's request (motion plan) from being altered.

[0008] In the first embodiment, the actuator system may further include: an actuator configured to control the drive of the vehicle; and an electronic control unit configured to control the operation of the actuator. The actuator may include a powertrain. With this configuration, it is possible to limit changes to requests (motion plans) from the actuator system (powertrain system) that control the powertrain.

[0009] In the first embodiment, the at least one application may include an application for limiting the speed of the vehicle. With this configuration, the request (motion plan) to limit the vehicle's speed can be modified.

[0010] A vehicle according to a second aspect of this disclosure includes: a body, and a first actuator system configured to control the operation of the body and including at least one first application and a first processor. The first application is configured to set a first motion plan for the vehicle, and the first processor is configured to arbitrate a plurality of motion plans, including the first motion plan.

[0011] As described above, the vehicle according to the second scheme includes at least one application and a processor as an arbitration unit, which arbitrates multiple motion plans, including a motion plan set by the at least one application. Therefore, since the first application and the first arbitration unit are included in a common system (the first actuator system), the first arbitration unit can easily obtain the request (motion plan) proposed by the first application without using communication. Thus, it is possible to restrict the modification of the request (first motion plan) proposed by the first application.

[0012] In the second embodiment, the vehicle may further include a second application configured to set a second motion plan for the vehicle; and a second actuator system configured to control the operation of the vehicle body and distinct from the first actuator system. The first processor may be configured to perform a first arbitration; and the second actuator system may include a second processor configured to arbitrate the arbitration result of the first arbitration by the first actuator system and the second motion plan set by the second application. With this configuration, for the motion plan of the second application sent to the predetermined system, the arbitration result of the request made by the second application by the second processor (acting as a second arbitration unit) is input instead of directly inputting the request (motion plan) of the second application. Therefore, even when the number of requests (second motion plans) made by the second application increases, it is not necessary to increase the number of interfaces between the second arbitration unit and the predetermined system. In other words, the interface between the second actuator system and the predetermined system can be integrated into the interface between the second arbitration unit and the predetermined system. Therefore, even when the number of requests (second motion plans) made by the second application increases, the complexity of the vehicle configuration can be limited.

[0013] In the second embodiment, the vehicle may further include a driving assistance system configured to set a driving assistance motion plan for the vehicle. The driving assistance system may be configured to set the driving assistance motion plan based on the arbitration result of the second processor. This configuration allows the interface between the second actuator system and the driving assistance system to be integrated into the interface between the second arbitration unit and the driving assistance system.

[0014] In the second embodiment, the vehicle may further include a third actuator system configured to set a third motion plan for the vehicle, which is different from the first actuator system. The first processor may be configured to perform a second arbitration, and the plurality of motion plans arbitrated in the second arbitration, in addition to the first motion plan set by the first application of the first actuator system, also include the third motion plan set by the third actuator system. With this configuration, by using the first processor included in the first actuator system, it is possible to easily arbitrate requests (first motion plans) made by the first application included in the first actuator system and requests (third motion plans) made by the third actuator system, which is different from the first actuator system.

[0015] In the second scheme, the first processor can be configured to: determine whether the first motion plan set by the first application is normal, and if the first motion plan is determined to be abnormal, execute a first process of rejecting or changing the first motion plan. The first processor can also be configured to: determine whether the third motion plan set by the third actuator system is normal, and if the third motion plan is determined to be abnormal, execute a second process of rejecting or changing the third motion plan. In the second arbitration, the first processor can be configured to arbitrate the result of the first process and the result of the second process. With this configuration, when at least one of the first and third motion plans is abnormal, at least one of the abnormal first and third motion plans can be rejected or changed in both the first and second processes. Therefore, arbitration can be restricted from execution based on the abnormality in the first processor.

[0016] A third aspect of this disclosure is a vehicle control method that uses an actuator system configured to control the operation of a vehicle. The vehicle control method includes: receiving a plurality of motion plans, the plurality of motion plans including motion plans set by at least one application included in the actuator system; and arbitrating the plurality of motion plans received during the receiving process by means of one or more processors included in the actuator system.

[0017] As described above, in the vehicle control method according to the third scheme, multiple motion plans, including a motion plan set by at least one application included in the actuator system, are received, and these multiple motion plans are arbitrated by a processor included in the actuator system as an arbitration unit. Therefore, since the first application and the first arbitration unit are included in a common system (the first actuator system), the first arbitration unit can easily obtain the request (motion plan) submitted by the first application without using communication. Therefore, a vehicle control method can be provided in which the modification of the request (first motion plan) of the first application can be restricted.

[0018] The fourth aspect of this disclosure is a non-transitory storage medium for storing instructions that can be executed by a computer and cause the computer to perform functions. These functions include: receiving a plurality of motion plans, the plurality of motion plans including motion plans set by at least one application included in an actuator system configured to control the operation of a vehicle; and arbitrating the plurality of motion plans received during the receiving process by means of one or more processors included in the actuator system.

[0019] As described above, the non-transitory storage medium according to the fourth scheme stores the following instructions: to instruct a computer to receive multiple motion plans, including a motion plan set by at least one application included in the actuator system, and to arbitrate the multiple motion plans by a processor included in the actuator system as an arbitration unit. Therefore, since the first application and the first arbitration unit are included in a common system (the first actuator system), the first arbitration unit can easily obtain the request (motion plan) proposed by the first application without using communication. Therefore, it is possible to provide a non-transitory storage medium in which the modification of the request (first motion plan) proposed by the first application can be restricted.

[0020] The various methods disclosed herein can restrict the modification of requests (exercise plans) made by applications. Attached Figure Description

[0021] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, in which the same reference numerals denote the same elements, and wherein:

[0022] Figure 1 This is a diagram illustrating the configuration of the vehicle according to the first embodiment;

[0023] Figure 2 This is a diagram illustrating the detailed configuration of the vehicle according to the first embodiment;

[0024] Figure 3 This is a flowchart illustrating a method for controlling a vehicle according to a first embodiment;

[0025] Figure 4 This is a diagram illustrating the configuration of a vehicle according to the second embodiment;

[0026] Figure 5 This is a flowchart illustrating a method for controlling a vehicle according to a second embodiment; and

[0027] Figure 6 This is a diagram illustrating the configuration of a vehicle according to a variant of the first and second embodiments. Detailed Implementation

[0028] First Embodiment

[0029] The first embodiment of this disclosure will now be described in detail with reference to the accompanying drawings. Identical or corresponding parts in the drawings are indicated by the same reference numerals, and their description will not be repeated.

[0030] Vehicle configuration

[0031] Figure 1 This is a diagram illustrating an example of the configuration of vehicle 1. (Example) Figure 1As shown, vehicle 1 includes ADAS-electronic control unit (ECU) 10, brake ECU 20, actuator system 30 and central ECU 40.

[0032] Vehicle 1 may be a vehicle configured to implement the driving assistance system described below, and may be, for example, a vehicle powered by an engine, a battery-powered vehicle powered by an electric motor, or a hybrid vehicle on which an engine and an electric motor are mounted and which uses at least one of them as a driving source.

[0033] ADAS-ECU 10, brake ECU 20, powertrain ECU 302b (described below), and central ECU 40 are all computers, each having a processor (e.g., central processing unit (CPU)) for executing programs, memory, and input / output interfaces. Therefore, the various functional blocks included in brake ECU 20 and powertrain ECU 302b (see...) Figure 2 A program is software that exhibits its functionality when executed by a computer.

[0034] The ADAS-ECU 10 includes a driving assistance system 100 with driving assistance functions for vehicle 1. The driving assistance system 100 sets a motion plan for driving assistance of vehicle 1. Specifically, the driving assistance system 100 is configured to implement various functions for assisting the driving of vehicle 1 by executing applications installed on the driving assistance system 100, including at least one of steering control, drive control, and braking control of vehicle 1. Examples of applications installed on the driving assistance system 100 include applications implementing autonomous driving (AD) functions, applications implementing autonomous parking system functions, and applications implementing advanced driver assistance system (ADAS) functions (hereinafter referred to as "ADAS applications"), etc. The motion plan set by the driving assistance system 100 is an example of a "driving assistance motion plan" of this disclosure.

[0035] Examples of ADAS applications include at least one of the following: applications that implement follow-up driving functions (such as adaptive cruise control (ACC)) while maintaining a constant distance from the vehicle in front; applications that implement automatic speed limiter (ASL) functions, which recognize speed limits and maintain the maximum speed limit for the target vehicle; applications that implement lane keeping assist functions (such as lane keeping assist (LKA), lane tracing assist (ASL)) that maintain the vehicle in its lane; applications that implement collision damage mitigation braking functions (such as autonomous emergency braking (AEB), pre-collision safety (PCS)) that perform autonomous braking to mitigate damage caused by a collision; and applications that implement lane departure warning functions (such as lane departure warning (LDW), lane departure alert (LDA)) that warn the vehicle 1 that it has deviated from its lane.

[0036] The various applications of the driver assistance system 100, based on information about the vehicle's surroundings acquired (input) from multiple sensors (not shown), driver assistance requests, etc., output requests for motion plans to the brake ECU 20 (more specifically, motion manager 200) to ensure the commercial value (functionality) of each application. Examples of multiple sensors include vision sensors (such as forward-facing cameras), radar, light detection and ranging (LiDAR), position detection devices, etc.

[0037] Each application acquires information about the vehicle's surroundings from the combined detection results of one or more sensors as identification sensor information, and obtains driver assistance requests through a user interface (not shown), such as a switch. For example, each application can identify other vehicles, obstacles, or people around the vehicle by using artificial intelligence (AI) or an image processing processor to process images or videos of the vehicle's surroundings acquired by multiple sensors.

[0038] In addition, the motion plan includes, for example, requests for longitudinal acceleration / deceleration generated in vehicle 1, requests for steering angle of vehicle 1, requests for keeping vehicle 1 stationary, etc.

[0039] Examples of requests for longitudinal acceleration / deceleration generated in vehicle 1 include requests for operation of powertrain system 302 or brake 304. Braking system 304a comprises brake ECU 20 and brake 304. Powertrain system 302 is an example of the "first actuator system" and "actuator system" of this disclosure. Furthermore, braking system 304a is an example of the "second actuator system" of this disclosure.

[0040] The applications installed on the driver assistance system 100 are not particularly limited to those mentioned above. Applications that perform other functions can be added, or existing applications can be omitted, and in particular, there is no limit to the number of applications that can be installed.

[0041] Furthermore, in the first embodiment, the ADAS-ECU 10 is described as including a driving assistance system 100 consisting of multiple applications; however, for example, ECUs can be provided for individual applications. For example, the driving assistance system 100 may consist of an ECU having an application mounted thereon that performs functions of an autonomous driving system, an ECU having an application mounted thereon that performs functions of an autonomous parking system, and an ECU having an ADAS application mounted thereon.

[0042] The brake ECU 20 includes a motion manager 200. In the first embodiment, a hardware configuration including a motion manager 200 is described as an example; however, the motion manager 200 may be provided as a separate ECU from the brake ECU 20, or may be included in another ECU different from the brake ECU 20. The brake ECU 20 is configured to communicate with each of the ADAS-ECU 10, the various ECUs included in the actuator system 30, and the central ECU 40.

[0043] The motion manager 200 requests motion from the actuator system 30 for the vehicle 1 based on a motion plan set in at least one of the multiple applications of the driver assistance system 100. The detailed configuration of the motion manager 200 will be described below.

[0044] The actuator system 30 is configured to fulfill requests for motion of the vehicle 1 output from the motion manager 200. The actuator system 30 includes a plurality of actuators. Figure 1 The figure illustrates such an example, in which the actuator system 30 includes, for example, a powertrain system 302 (powertrain 302a, see...). Figure 2 The actuators include the brake 304 and the steering system 306 (steering device). The number of actuators serving as the requested destination of the motion manager 200 is not limited to the three mentioned above, but may be four or more, or two or fewer. The powertrain 302a is an example of an "actuator" of this disclosure.

[0045] The powertrain system 302 controls the operation of the vehicle body 1a within the vehicle 1. The powertrain system 302 includes a powertrain 302a (see [link to powertrain description]) capable of controlling (generating driving force in the drive wheels) the drive of the vehicle 1 (vehicle body 1a). Figure 2 ) and the powertrain ECU 302b that controls the operation of powertrain 302a (see Figure 2The powertrain 302a includes at least one of the following: an internal combustion engine (e.g., a gasoline engine or a diesel engine), a transmission including a gearbox, a differential device, etc., an electric generator as a drive source, a power accumulation device for accumulating the power supplied to the electric generator, a power conversion device for converting the power between the electric generator and the power accumulation device, and a power source such as a fuel cell. The powertrain ECU 302b, which controls the operation of the powertrain 302a, performs control of the corresponding devices to fulfill requests for movement from the motion manager 200 to the corresponding devices in the powertrain system 302. The powertrain ECU 302b is an example of the "actuator control unit" of this disclosure.

[0046] The braking system 304a controls the operation of the vehicle body 1a. The braking system 304a is different from the powertrain system 302 (provided separately). Furthermore, the brake 304 includes multiple braking devices, for example, installed on each wheel of the vehicle 1. These braking devices include, for example, hydraulic brakes, such as disc brakes that utilize hydraulic pressure to generate braking force. For example, as a braking device, an electric generator connected to the wheels and generating regenerative torque may be further included. The braking operation of the vehicle 1 using multiple braking devices is controlled by the brake ECU 20. For example, a control unit (not shown) for controlling the brake 304 is provided in the brake ECU 20, separate from the motion manager 200.

[0047] The steering system 306 includes, for example, a steering device capable of changing the steering angle of the steering wheels (e.g., the front wheels) of the vehicle 1, and an ECU (not shown) for controlling the operation of the steering device. For example, the steering device includes a steering wheel that changes the steering angle according to the amount of operation, and electric power steering (EPS), in which the steering angle can be arbitrated by actuators, separate from the operation of the steering wheel. The ECU for controlling the operation of the steering device controls the operation of the EPS actuators.

[0048] The central ECU 40 includes a memory 42 capable of updating its stored contents. The central ECU 40 is configured to communicate with, for example, a brake ECU 20, and is also configured to communicate with a device (not shown, such as a server) outside the vehicle 1 via a communication module (not shown).

[0049] Figure 2 This diagram illustrates the detailed configuration of the motion manager 200, the driver assistance system 100, and the powertrain ECU 302b.

[0050] The powertrain ECU 302b includes a speed limit application A (hereinafter referred to as "Speed ​​Limit Application A") and a speed limit application B (hereinafter referred to as "Speed ​​Limit Application B") for setting motion plans for vehicle 1. The motion plan (upper limit speed value) of vehicle 1 set by each of Speed ​​Limit Application A and Speed ​​Limit Application B is arbitrated by an arbitration unit 302c. In this case, the smaller of the upper limit speed value set by Speed ​​Limit Application A and the upper limit speed value set by Speed ​​Limit Application B becomes the arbitration result of the arbitration unit 302c. The arbitration result of the arbitration unit 302c is input to the arbitration unit 201 (described below) of the motion manager 200. Each of Speed ​​Limit Application A and Speed ​​Limit Application B is an example of a "first application" of this disclosure. Furthermore, the arbitration unit 302c is an example of a "first arbitration unit" of this disclosure, and the processing of the arbitration unit 302c is an example of the processing of a "first processor" of this disclosure. Furthermore, the motion plan of vehicle 1 set by each of the speed limit applications A and B is an example of the "first motion plan" of this disclosure.

[0051] Speed ​​limit application A includes, for example, a fixed speed limiter. Specifically, speed limit application A is an application used to always limit the upper limit of vehicle speed so that it is not equal to or higher than a predetermined value (e.g., 80 km / h). Furthermore, speed limit application B includes, for example, a speed limiter for urea selective catalytic reduction (SCR) in large diesel vehicles. Specifically, speed limit application B is an application used to limit the upper limit of vehicle speed so that it is not equal to or higher than a predetermined value (e.g., 100 km / h) when the amount of catalyst (urea) in vehicle 1 is equal to or less than a predetermined amount. In other words, when the amount of catalyst (urea) in vehicle 1 is equal to or less than a predetermined amount, speed limit application B sets the upper limit of vehicle speed (driving plan) to the predetermined value (100 km / h). As mentioned above, the upper limit of vehicle speed set by speed limit application A and the upper limit of vehicle speed set by speed limit application B are different values.

[0052] One of the speed limit applications, A and B, can be a range-mode speed limiter. A range-mode speed limiter is an application used to set a predetermined upper speed limit (e.g., 90 km / h) based on, for example, the user's operation on the vehicle 1's mileage or the remaining battery level of the vehicle 1, to allow the vehicle to travel a long distance. The range-mode speed limiter's motion plan (upper speed limit) can be input to an unused input port 302d of the arbitration unit 302c (described below). Furthermore, control over speed limit applications A and B is not limited to the examples described above.

[0053] Here, when the speed limit application A (speed limit application B) and the arbitration unit 302c are included in different systems (ECUs), the request (motion plan) made by the speed limit application A (speed limit application B) may be modified between the systems (ECUs). Therefore, it is expected that the request (motion plan) made by the speed limit application A (speed limit application B) will be modified.

[0054] Therefore, in the first embodiment, the powertrain system 302 includes a speed limit application A, a speed limit application B, and an arbitration unit 302c. In other words, the speed limit application A, the speed limit application B, and the arbitration unit 302c are included in a common system (powertrain system 302).

[0055] Specifically, the powertrain system ECU 302b includes vehicle speed limit application A, vehicle speed limit application B, and arbitration unit 302c. In other words, vehicle speed limit application A, vehicle speed limit application B, and arbitration unit 302c are included in a common ECU (powertrain ECU 302b).

[0056] Therefore, the requests (motion plans) made by vehicle speed limit application A and vehicle speed limit application B are transmitted to arbitration unit 302c without the need for communication via controller area network (CAN) or the like. In other words, arbitration unit 302c obtains the requests (motion plans) made by each of vehicle speed limit application A and vehicle speed limit application B without using communication.

[0057] Furthermore, arbitration unit 302c includes multiple (in) Figure 2 There are three input ports (302d, 302d in total). Input ports 302d are used to obtain exercise plans from multiple applications, including speed limit application A and speed limit application B. Figure 2 In this case, the request (motion plan) from the application is not input to one of the three input ports 302d. Therefore, the arbitration unit 302c can arbitrate the request (motion plan) from another application.

[0058] Furthermore, the powertrain ECU 302b includes a processing unit 302e and a drive force control unit 302f. The drive force control unit 302f controls the drive force used to drive the powertrain 302a. Details of the processing unit 302e will be described below.

[0059] Furthermore, the braking system 304a (brake ECU 20, motion manager 200) includes an arbitration unit 201, a speed limit application C (hereinafter referred to as "speed limit application C"), an arbitration unit 202, and an allocation unit 203. The arbitration unit 201 and the speed limit application C are examples of the "second arbitration unit" and "second application" of this disclosure, respectively. Furthermore, the processing of the arbitration unit 201 is an example of the processing of the "second processor" of this disclosure.

[0060] The speed limit application C sets the motion plan (maximum speed) for vehicle 1. Specifically, the speed limit application C is used in the steering system 306 (see...). Figure 1 The speed limit application C sets the upper limit of vehicle speed (e.g., 30 km / h) when an anomaly occurs in the steering system 306. In other words, when an anomaly occurs in the steering system 306, the speed limit application C sets the upper limit of vehicle speed (motion plan) to a predetermined value (30 km / h). The speed limit application C can be included in the steering system 306. Furthermore, the motion plan set by the speed limit application C is an example of the "second motion plan" of this disclosure.

[0061] Here, in the first embodiment, the arbitration unit 201 arbitrates the arbitration result of the arbitration unit 302c of the powertrain system 302 and the motion plan (upper limit of vehicle speed) set by the vehicle speed limit application C. Specifically, the smaller of the upper limit of vehicle speed provided by the arbitration unit 302c and the upper limit of vehicle speed set by the vehicle speed limit application C becomes the arbitration result of the arbitration unit 201.

[0062] Furthermore, as described above, the speed limit application C and the arbitration unit 201 are included in a common ECU (brake ECU 20). Therefore, the request (motion plan) made by the speed limit application C is transmitted to the arbitration unit 201 without the need for communication via CAN or the like. In other words, the arbitration unit 201 obtains the request (motion plan) made by the speed limit application C without using communication.

[0063] In addition, arbitration unit 201 includes multiple (in) Figure 2 There are three input ports (201a, 202c, and 201a are used to obtain the request (motion plan) from the vehicle speed limit application C and the arbitration result from the arbitration unit 302c). Figure 2 In this case, the request (exercise plan) from the application is not input to one of the three input ports 201a. Therefore, the arbitration unit 201 can arbitrate the request (exercise plan) from another application.

[0064] In addition, the driver assistance system 100 includes acceleration request application D (hereinafter referred to as "acceleration request application D") and acceleration request application E (hereinafter referred to as "acceleration request application E").

[0065] Each of Acceleration Request Application D and Acceleration Request Application E is an application used to set a lower limit value for the acceleration of Vehicle 1 as a request (motion plan) under predetermined conditions. For example, when a collision is expected to occur with Vehicle 1, Acceleration Request Application D sets the lower limit value for acceleration to, for example, -30 m / s². 2 Furthermore, the acceleration request application E always sets the lower limit of acceleration to, for example, +10 m / s². 2 In other words, the lower limit of acceleration in acceleration request application D and the lower limit of acceleration in acceleration request application E are different values. Control based on acceleration request application D and acceleration request application E is not limited to the example above.

[0066] Here, in the first embodiment, the driving assistance system 100 sets a motion plan based on the arbitration result of the arbitration unit 201. Specifically, each of the acceleration request application D and acceleration request application E receives a vehicle speed limit value as input from the arbitration unit 201 of the motion manager 200 and sets a lower limit value for acceleration in the motion plan. The motion plan (lower limit value for acceleration) set in each of the acceleration request application D and acceleration request application E is received by the receiving unit (not shown) of the motion manager 200.

[0067] The arbitration unit 202 of the brake ECU 20 (motion manager 200) arbitrates the motion plan (lower limit of acceleration) of each of the acceleration request application D and acceleration request application E received by the receiving unit. Specifically, the arbitration unit 202 sets the smaller of the lower limit of acceleration set in acceleration request application D and the lower limit of acceleration set in acceleration request application E as the arbitration result.

[0068] Furthermore, the calculation unit (not shown) of the motion manager 200 calculates a motion request based on the arbitration result in the arbitration unit 202 and the motion of the vehicle 1 determined based on the arbitration result. The motion request is a physical quantity used to control at least one actuator of the actuator system 30, and includes physical quantities different from those requested for a motion plan. For example, when the request for a motion plan (first request) is longitudinal acceleration, the calculation unit calculates a value obtained by converting the acceleration into driving force or driving torque as the motion request (second request).

[0069] The allocation unit 203 allocates multiple motion requests calculated by the calculation unit to at least one actuator of the actuator system 30. For example, when an acceleration of vehicle 1 is requested, the allocation unit 203 allocates the motion request only to the powertrain system 302. Alternatively, when a deceleration of vehicle 1 is requested, the allocation unit 203 appropriately allocates the motion request to both the powertrain system 302 and the brakes 304 to achieve a target deceleration. In a first embodiment, the allocation unit 203 allocates the motion request to the processing unit 302e of the powertrain ECU 302b.

[0070] The processing unit 302e of the powertrain 302a determines whether the motion request (lower limit of driving force) from the distribution unit 203 is normal. For example, the processing unit 302e determines whether the lower limit of driving force from the distribution unit 203 is higher (or lower) than a predetermined threshold. When the motion request (lower limit of driving force) is determined to be abnormal, the processing unit 302e rejects or modifies (reduces) the motion request.

[0071] Furthermore, when the fact that communication with the motion manager 200 has been interrupted is detected, the processing unit 302e may reject or modify the motion request.

[0072] The drive force control unit 302f of the powertrain ECU 302b determines the drive force to be output to the powertrain 302a based on the value output from the processing unit 302e and the accelerator opening (the amount of pressure applied by the user to the accelerator pedal 2).

[0073] Vehicle control methods

[0074] Next, we will refer to Figure 3 Describes a method for controlling vehicle 1 using actuator system 30.

[0075] First, in step S1, the vehicle speed limit application A (see [reference]) included in the powertrain system 302 is applied. Figure 2 ) and speed limit application B (see Figure 2 Each set motion plan (maximum speed) in the powertrain system 302 is included in the arbitration unit 302c (see [link]). Figure 2 )take over.

[0076] Next, in step S2, the arbitration unit 302c arbitrates each of the motion plans (upper limit speed values) received in step S1 and set by vehicle speed limit application A and vehicle speed limit application B. Specifically, the arbitration unit 302c sets the smaller of the upper limit speed value set by vehicle speed limit application A and the upper limit speed value set by vehicle speed limit application B as the arbitration result.

[0077] The control in steps S1 and S2 is performed by causing the processor (not shown) of the powertrain ECU 302b to read a predetermined program. This processor is an example of a "computer" in this disclosure.

[0078] Next, in step S3, the motion manager 200 (calculation unit not shown) calculates and outputs to the allocation unit 203 (see [link to calculation unit]) based on the arbitration result of the arbitration unit 302c. Figure 2 The motion request. Specifically, arbitration unit 202 (see) Figure 2 Based on the arbitration result of arbitration unit 302c, the motion plan (lower limit of acceleration) of each of acceleration request application D and acceleration request application E is arbitrated, thereby the motion request is calculated.

[0079] Then, in step S4, the motion request calculated in step S3 is allocated by the allocation unit 203 to any actuator of the actuator system 30.

[0080] As described above, in the vehicle 1 according to the first embodiment, the powertrain system 302 includes a speed limit application A and a speed limit application B for setting motion plans for the vehicle 1, and an arbitration unit 302c. Therefore, since the speed limit application A, speed limit application B, and arbitration unit 302c are included in a common system (powertrain system 302), communication between the speed limit application A, speed limit application B, and arbitration unit 302c is unnecessary. Therefore, it is possible to prevent the requests (motion plans) made by the speed limit application A and speed limit application B from being changed during communication.

[0081] Furthermore, the requests (motion plans) from speed limit applications A and B do not directly receive input to the brake ECU 20, which is different from the powertrain system 302. However, the arbitration result of the motion plans of speed limit applications A and B by the arbitration unit 302c is input. Therefore, even if the number of requests (motion plans) from the applications increases, it is not necessary to increase the number of interfaces between the arbitration unit 302c and the brake ECU 20. In other words, the interface used to send data from the powertrain system 302 to the brake ECU 20 can be integrated into the interface between the arbitration unit 302c and the brake ECU 20. Therefore, even if the number of requests (motion plans) from the applications increases, the configuration of vehicle 1 can be limited from becoming complex.

[0082] Furthermore, vehicle speed limit application A, vehicle speed limit application B, and arbitration unit 302c are included in the powertrain ECU 302b. Therefore, the responsiveness between vehicle speed limit application A, vehicle speed limit application B, and arbitration unit 302c can be enhanced.

[0083] Furthermore, the braking system 304a includes an arbitration unit 201, which arbitrates the arbitration result of the arbitration unit 302c of the powertrain system 302 and the motion plan set by the vehicle speed limit application C. Therefore, compared to when only one of the arbitration units 302c and 201 performs arbitration, a more appropriate motion request can be assigned to the powertrain 302a.

[0084] Second Embodiment

[0085] Next, we will refer to Figure 4 and Figure 5 A second embodiment of this disclosure is described. In this second embodiment, unlike the first embodiment where multiple applications (speed limit application A and speed limit application B) of the powertrain system 302 are arbitrated, multiple requests (motion plans) from different systems are arbitrated. The same configurations as in the first embodiment are indicated by the same reference numerals, and the same descriptions will not be repeated.

[0086] Vehicle configuration

[0087] Figure 4 This is a diagram illustrating an example of the configuration of vehicle 11. (See diagram for example.) Figure 4 As shown, vehicle 11 includes brake ECU 21, actuator system 31 and driver assistance system 110.

[0088] Vehicle 11 includes a braking system 314a that sets a motion plan for vehicle 11 and is different from the powertrain system 312 described below. Braking system 314a includes a brake ECU 21. Braking system 314a is an example of the "third actuator system" of this disclosure.

[0089] The brake ECU 21 includes a motion manager 210. The brake ECU 21 is configured to communicate with various ECUs included in the actuator system 31.

[0090] Actuator system 31 includes powertrain system 312. Powertrain system 312 includes powertrain 312a and powertrain ECU 312b. Various functional blocks included in brake ECU 21 and powertrain ECU 312b (see...) Figure 4 The device is software that performs its functions when executed by a computer. Furthermore, the powertrain system 312 is an example of the "first actuator system" and "actuator system" of this disclosure. Additionally, powertrain 312a and powertrain ECU 312b are examples of an "actuator" and an "actuator control unit," respectively.

[0091] The driver assistance system 110 includes an acceleration request application F (hereinafter referred to as "acceleration request application F") and an acceleration request application G (hereinafter referred to as "acceleration request application G").

[0092] Each of the acceleration request application F and acceleration request application G is an application used to set an upper limit value for the acceleration of vehicle 11 as a motion plan under predetermined conditions. For example, when a collision is anticipated, acceleration request application F sets the upper limit value for acceleration to, for example, -30 m / s². 2 Furthermore, the acceleration request application G always sets the upper limit of acceleration to, for example, 0 m / s². 2 In other words, the upper limit of acceleration in acceleration request application F and the upper limit of acceleration in acceleration request application G are different values. Control based on acceleration request application F and acceleration request application G is not limited to the example above.

[0093] In addition, the braking system 314a (brake ECU 21, motion manager 210) includes an arbitration unit 211 and a distribution unit 212.

[0094] The motion plan (upper limit of acceleration) set in each of the acceleration request applications F and G is received by the receiving unit (not shown) of the motion manager 210.

[0095] The arbitration unit 211 of the brake ECU 21 (motion manager 210) arbitrates the motion plan (upper limit value of acceleration) of each of the acceleration request application F and acceleration request application G received by the receiving unit. Specifically, the arbitration unit 211 sets the smaller of the upper limit value of acceleration set in acceleration request application F and the upper limit value of acceleration set in acceleration request application G as the arbitration result.

[0096] Furthermore, the calculation unit (not shown) of the motion manager 210 calculates the motion request based on the arbitration result in the arbitration unit 211 and the motion of the vehicle 11 determined based on the arbitration result.

[0097] The allocation unit 212 allocates the motion request calculated by the calculation unit to at least one actuator of the actuator system 31. In a second embodiment, the allocation unit 212 allocates the motion request to the processing unit 312d of the powertrain ECU 312b (described below).

[0098] The powertrain ECU 312b includes a speed limit application H (hereinafter referred to as "speed limit application H"), a processing unit 312c, a processing unit 312d, an arbitration unit 312e, and a drive force control unit 312f. Processing units 312c and 312d are examples of the "first processing unit" and "second processing unit" of this disclosure, respectively. Furthermore, the processing of processing unit 312c and the processing of processing unit 312d are examples of the "first processing" and "second processing" of this disclosure, respectively, and are examples of the processing of a "first processor." Furthermore, the speed limit application H is an example of the "first application" of this disclosure. Furthermore, the arbitration unit 312e is an example of the "first arbitration unit" of this disclosure. Furthermore, the processing of arbitration unit 312e is an example of the processing of the "first processor" of this disclosure.

[0099] The speed limit application H includes, for example, a fixed speed limiter. Furthermore, the speed limit application H outputs a motion plan (upper limit value of the driving force) regarding the driving force of the powertrain 312a to the processing unit 312c. Here, the speed limit application H is essential to prevent the set motion plan (upper limit value of vehicle speed and upper limit value of driving force) from being altered. The motion plan (upper limit value of vehicle speed and upper limit value of driving force) set by the speed limit application H is an example of the "first motion plan" of this disclosure.

[0100] Processing unit 312c and processing unit 312d are arranged separately from each other. Therefore, processing unit 312c and processing unit 312d perform processing based on different inputs.

[0101] The processing unit 312c determines whether the motion plan (upper limit of driving force) set by the vehicle speed limit application H is normal, and if it determines that the motion plan is abnormal, it rejects or changes the motion plan.

[0102] The processing unit 312d determines whether the motion plan (upper limit of driving force) set by the braking system 314a (brake ECU 21) is normal, and rejects or changes the motion plan if it is determined to be abnormal. In addition, the processing unit 312d can reject or change the motion plan when it detects that the communication with the motion manager 210 has been interrupted.

[0103] The processing unit 312c (processing unit 312d) can change the motion plan by gradually increasing the upper limit value of the driving force (motion plan) from 0 or from the motion plan (upper limit value of the driving force) of the driving force from the vehicle speed limit application H to the driving force based on the user's acceleration operation.

[0104] Here, in the second embodiment, the arbitration unit 312e arbitrates the motion plan set by the vehicle speed limit application H of the powertrain system 312 and the motion plan set by the braking system 314a (brake ECU 21, motion manager 210). Specifically, the arbitration unit 312e arbitrates the outputs of the processing unit 312c and the processing unit 312d, the former receiving the motion plan from the vehicle speed limit application H as input, and the latter receiving the motion plan set by the braking system 314a as input. The arbitration unit 312e outputs the smaller of the outputs of the processing unit 312c and the processing unit 312d to the drive force control unit 312f as the arbitration result. When one of the outputs of the processing unit 312c and the processing unit 312d is rejected, the arbitration unit 312e sets the other of the outputs of the processing unit 312c and the processing unit 312d as the arbitration result.

[0105] Here, in the case where the processing in arbitration unit 312e is executed before the processing in the processing unit (processing for decision and rejection) (comparative example), the arbitration result in arbitration unit 312e can be rejected in the aforementioned processing unit. In this case, the request to drive force control unit 312f disappears, and the control of powertrain 312a cannot be performed normally. Conversely, in the second embodiment, even if the motion plan is rejected by one of processing units 312c and 312d, the arbitration in arbitration unit 312e is performed based on the output from the other of processing units 312c and 312d. Therefore, it is possible to limit the disappearance of requests to drive force control unit 312f.

[0106] The drive force control unit 312f of the powertrain ECU 312b determines the drive force output to the powertrain 312a based on the arbitration result of the arbitration unit 312e and the accelerator opening (the amount of pressure applied by the user to the accelerator pedal 2). Therefore, accelerator limiting control is performed.

[0107] Vehicle control methods

[0108] Next, we will refer to Figure 5 Describes a method for controlling vehicle 11 using actuator system 31.

[0109] First, in step S11, the motion plan (upper limit of driving force) set by the braking system 314a (brake ECU 21) and the vehicle speed limit of the powertrain system 312 are applied using H (see...). Figure 4 The motion plan (upper limit of driving force) set by the powertrain system 312 is determined by the arbitration unit 312e (see...) Figure 4Specifically, the outputs of processing unit 312d and processing unit 312c are received by arbitration unit 312e. The former receives the motion plan set by braking system 314a (brake ECU 21) as input, and the latter receives the motion plan set by vehicle speed limit application H as input.

[0110] Next, in step S12, the outputs of processing unit 312c and processing unit 312d received in step S11 are arbitrated by arbitration unit 312e.

[0111] Next, in step S13, the arbitration result from step S12 is input to the drive force control unit 312f. Therefore, the drive force used to drive the powertrain 312a is determined by the drive force control unit 312f.

[0112] Therefore, in the vehicle 11 according to the second embodiment, in addition to the motion plan (upper limit value of driving force) set by the vehicle speed limit application H of the powertrain system 312, the motion plan arbitrated by the arbitration unit 312e also includes the motion plan (output of the distribution unit 212) set by the braking system 314a (brake ECU 21). Therefore, compared with driving the powertrain 312a based solely on the motion plan set by the vehicle speed limit application H, the driving force of the powertrain 312a can be controlled more appropriately based on the motion plan set by the braking system 314a.

[0113] Furthermore, the arbitration unit 312e arbitrates the results processed by the processing unit 312c and the processing unit 312d. Therefore, even if one of the motion plan (upper limit of driving force) set by the vehicle speed limit application H and the motion plan (output of the distribution unit 212) set by the braking system 314a (brake ECU 21) is abnormal, the powertrain 312a can be controlled based on the other.

[0114] The other configurations and advantages of the second embodiment are the same as those of the first embodiment.

[0115] In addition, such as Figure 6 As shown, the configurations of the first embodiment and the second embodiment can be integrated. Figure 6 The vehicle 41 shown includes a driver assistance system 120, which includes acceleration request applications D through G. Additionally, the vehicle 41 includes a braking system 324a (brake ECU 22, motion manager 220), which includes arbitration units 201, 202, 211, distribution units 203 and 212, and a speed limit application C. The braking system 324a is an example of the "second actuator system" and "third actuator system" of this disclosure.

[0116] Furthermore, vehicle 41 includes a powertrain ECU 322b, which includes an arbitration unit 302c, a processing unit 302e, a processing unit 312c, a processing unit 312d, an arbitration unit 312e, a speed limit application A, a speed limit application H, and a drive force control unit 322f. Powertrain system 322 consists of powertrain ECU 322b and powertrain 322a. Powertrain 322a and powertrain ECU 322b are examples of an "actuator control unit" and an "actuator" respectively in this disclosure. Furthermore, powertrain system 322 is an example of a "first actuator system" and an "actuator system".

[0117] The drive force control unit 322f determines the drive force of the powertrain 322a based on the lower limit of the drive force from the processing unit 302e, the upper limit of the drive force from the arbitration unit 312e, and the input (drive force) from the accelerator pedal 2. Specifically, the drive force control unit 322f determines the higher of the input value from the accelerator pedal 2 and the lower limit of the drive force from the processing unit 302e (MAX), and the smaller of the input value from the accelerator pedal 2 and the upper limit of the drive force from the arbitration unit 312e (MIN) as the drive force of the powertrain 322a. Functional blocks identical to those in the first or second embodiment are indicated by the same reference numerals as those in the first or second embodiment.

[0118] In addition, Figure 6 In the illustrated embodiment, arbitration unit 302c arbitrates the motion plan (upper limit of vehicle speed) set by vehicle speed limit application A and the motion plan (upper limit of vehicle speed) set by vehicle speed limit application H.

[0119] Furthermore, in the first embodiment, an example has been described of speed limit application A (first application) and speed limit application B (first application) being included in powertrain system 302b (first actuator system), but this disclosure is not limited thereto. Only one of speed limit application A and speed limit application B may be included in powertrain system 302b, while the other of speed limit application A and speed limit application B may be included in another system (e.g., steering system 306 and braking system 304a).

[0120] Furthermore, in the first embodiment, an example has been described where vehicle speed limiting application A (first application), vehicle speed limiting application B (first application), and arbitration unit 302c (first arbitration unit) are included in powertrain system 302b (first actuator system), but this disclosure is not limited thereto. Vehicle speed limiting application A, vehicle speed limiting application B, and arbitration unit 302c may be included in braking system 304a (second actuator system) or steering system 306. Similarly, in the second embodiment, vehicle speed limiting application H (first application) and arbitration unit 312e (first arbitration unit) may be included in braking system 314a (third actuator system) or steering system 306.

[0121] Furthermore, in the first embodiment, an example has been described where a vehicle speed limiting application A(B) (the first application) is included in the powertrain system 302b (the first actuator system), but this disclosure is not limited thereto. Applications limiting parameters other than vehicle speed (e.g., acceleration and steering angle) can be included in the powertrain system 302b. Additionally, the driver assistance system 110 can include applications limiting parameters other than acceleration (e.g., vehicle speed and steering angle). The same applies to the second embodiment.

[0122] Furthermore, in the first embodiment, examples of speed limit application A (first application) and speed limit application B (first application) being applications that set an upper limit value for vehicle speed have been described, but this disclosure is not limited thereto. Speed ​​limit application A and speed limit application B can also be applications that set a lower limit value for vehicle speed. Furthermore, in the second embodiment, speed limit application H (first application) can also be an application that sets a lower limit value for vehicle speed.

[0123] Configurations in which all or part of the variants are appropriately combined can be implemented.

[0124] The embodiments disclosed in this invention should be considered illustrative in all respects and not restrictive. The scope of this disclosure is defined by the claims rather than the foregoing description and is intended to include all modifications equivalent to or within the scope of the claims.

Claims

1. An actuator system configured to control the operation of a vehicle, the actuator system being characterized by comprising: At least one application, the at least one application being configured to set a first motion plan for the vehicle; A first arbitration unit, configured to arbitrate multiple exercise plans including the first exercise plan set by the at least one application, and a first processing unit and a second processing unit, which are set separately from each other. The first processing unit determines whether the first exercise plan set by the at least one application is normal, and rejects or changes the first exercise plan when it determines that the first exercise plan is abnormal. The second processing unit determines whether the second motion plan of the vehicle, set by an actuator system different from the actuator system, is normal, and rejects or changes the second motion plan if it determines that the second motion plan is abnormal; and The first arbitration unit arbitrates the results processed by the first processing unit and the results processed by the second processing unit.

2. The actuator system according to claim 1, characterized in that, Further includes: An actuator configured to control the drive of the vehicle; as well as An electronic control unit configured to control the operation of the actuator, wherein the electronic control unit includes the at least one application and the first arbitration unit.

3. The actuator system according to claim 2, characterized in that, The actuator includes a powertrain.

4. The actuator system according to claim 3, characterized in that, The at least one application includes an application for limiting the speed of the vehicle.

5. A vehicle, characterized in that, include: Body; as well as A first actuator system and a second actuator system different from the first actuator system, wherein the first actuator system is configured to control the operation of the vehicle body; The first actuator system includes: At least one first application, configured to set a first motion plan for the vehicle; A first arbitration unit, configured to arbitrate multiple exercise plans, including the first exercise plan; and The first processing unit and the second processing unit are set up separately from each other; The first processing unit determines whether the first exercise plan set by the first application is normal, and rejects or changes the first exercise plan when it determines that the first exercise plan is abnormal. The second processing unit determines whether the second motion plan of the vehicle set by the second actuator system is normal, and rejects or changes the second motion plan if it determines that the second motion plan is abnormal; and The first arbitration unit arbitrates the results processed by the first processing unit and the results processed by the second processing unit.

6. The vehicle according to claim 5, characterized in that, Further includes: A second application is configured to set a second motion plan for the vehicle; as well as The second actuator system is configured to control the operation of the vehicle body, wherein: The first arbitration unit is configured to perform the first arbitration; and The second actuator system includes a second arbitration unit configured to arbitrate the arbitration result of the first arbitration of the first actuator system and the second motion plan set by the second application.

7. The vehicle according to claim 6, characterized in that, The system further includes a driver assistance system configured to set a driver assistance motion plan for driving assistance with the vehicle. The driving assistance system is configured to set the driving assistance motion plan based on the arbitration result of the second arbitration unit.

8. The vehicle according to any one of claims 5 to 7, characterized in that, The system further includes a third actuator system configured to set a third motion plan for the vehicle and different from the first actuator system, wherein: The first arbitration unit is configured to perform the second arbitration; and In addition to the first motion plan set by the first application of the first actuator system, the plurality of motion plans arbitrated in the second arbitration also include the third motion plan set by the third actuator system.

9. A vehicle control method using an actuator system configured to control the operation of a vehicle, the vehicle control method being characterized by comprising: A first motion plan for the vehicle is set by at least one application included in the actuator system; Receive multiple exercise plans, the multiple exercise plans including the first exercise plan; The plurality of motion plans received during the receiving process are arbitrated by a first arbitration unit included in the actuator system. Determine whether the set first exercise plan is normal, and if the first exercise plan is determined to be abnormal, reject or change the first exercise plan; Determine whether the second motion plan of the vehicle set by another actuator system different from the actuator system is normal, and if the second motion plan is determined to be abnormal, reject or change the second motion plan; as well as Arbitration is conducted on the processing results for the first exercise plan and the processing results for the second exercise plan.

10. A non-transitory storage medium storing instructions, said instructions being executable by a computer and causing the computer to perform a function, said function being characterized by comprising: A first motion plan for the vehicle is set by at least one application included in the actuator system, the actuator system being configured to control the operation of the vehicle; Receive multiple exercise plans, the multiple exercise plans including the first exercise plan; The first arbitration unit included in the actuator system arbitrates the plurality of motion plans received during the receiving process; determines whether the set first motion plan is normal, and rejects or changes the first motion plan when it is determined that the first motion plan is abnormal. Determine whether the second motion plan of the vehicle set by another actuator system different from the actuator system is normal, and if the second motion plan is determined to be abnormal, reject or change the second motion plan; as well as Arbitrate the processing results for the first exercise plan and the processing results for the second exercise plan.

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