Vehicle control system

Abstract

Control system (1) attached to a vehicle, comprising: a manager (20); a variety of driver assistance systems (10); and a large number of actuator devices (30); wherein the administrator (20) has a receiving unit configured to receive an initial request from each of the multiple driver assistance systems (10), a decision unit configured to perform decision processing regarding the multitude of initial requirements, a generation unit configured to produce a control signal based on a result of decision processing regarding the multitude of initial requirements, and a distribution unit configured to distribute the control signal to at least one of the plurality of actuator devices (30), wherein the control signal includes identification information from one of the multiple driver assistance devices (10), and the actuator devices (30) are configured to obtain a second request from each of the plurality of driver assistance devices (10) after the control signal distributed by the distribution unit has been received, with respect to which the administrator (20) does not perform decision processing.

Description

BACKGROUND OF THE INVENTION 1. Field of the invention

[0001] The present invention relates to a vehicle control system that controls a vehicle. 2. Description of the state of the art

[0002] A driver assistance system, mounted on a vehicle and capable of performing various types of driver assistance, is widely used. The system gathers information from a sensor within the vehicle, representing the vehicle's state of motion or similar behavior, or the state of an object or similar surrounding the vehicle. It then calculates a request value for a vehicle control system, such as drive power, braking force, or steering angle, to implement various types of driver assistance and outputs a request signal containing this value. Each actuator control unit, which controls a corresponding actuator, such as a motor, brake, or steering system, then controls the actuator based on this request signal.

[0003] The driver assistance function is improved, and a variety of driver assistance devices, which perform driver assistance processing for each function, such as collision avoidance, lane keeping, or automatic parking, are fitted to the vehicle. When fitted, the driver assistance devices could operate simultaneously and could issue request signals containing different request values ​​depending on the function.

[0004] Japanese unexamined patent application No. 2005-199951 (JP 2005-199951 A) discloses a configuration in which a motion management device is provided as an intermediate processing device between a driver assistance device and each actuator control device. Such a motion management device is considered to have the function of selecting a request signal from any driver assistance device among request signals from the driver assistance devices and outputting the selected request signal to each actuator control device. SUMMARY OF THE INVENTION

[0005] When the motion management unit is provided with the mediation function as described above, the time from when the request signal is issued by the driver assistance unit until the request signal is received by the actuator control unit includes a communication time between the driver assistance unit and the motion management unit, a processing time of the decision function in the motion management unit, and a communication time between the motion management unit and the actuator control unit. The communication time between the driver assistance unit and the motion management unit at the first time is the same as the time of direct communication between the driver assistance unit and the actuator control unit.For this reason, the motion management unit is provided, which increases the processing time of the decision function (secondly) and the communication time between the motion management unit and the actuator control unit (thirdly). In this way, the motion management unit is provided, which means there is a possibility that the delay of the request signal will increase, making it difficult to improve the responsiveness of the driver assistance function.

[0006] This invention provides a vehicle control system that is capable of suppressing an influence on the response behavior of a driver assistance function, even when a large number of driver assistance devices are provided.

[0007] One aspect of the invention relates to a vehicle control system that performs the driving function of a vehicle. The vehicle control system comprises a plurality of driver assistance devices, a motion management device, and an actuator control device. The driver assistance devices are configured to sequentially send request signals, comprising requests to actuators in the vehicle and identifiers of the driver assistance devices, to a vehicle-side network. The motion management device is configured to obtain the request signals from the vehicle-side network, select one of the identifiers contained in the obtained request signals based on a predetermined rule, and send a control signal containing at least the selected identifier to the vehicle-side network.The actuator control device is configured to sequentially obtain the request signal and the control signal from the vehicle-side network; when the control signal is obtained, to select a final request signal containing the identifier that is included in the last obtained control signal among the request signals obtained after the control signal is obtained; and to decide a control value of the actuator based on the request contained in the selected request signal.

[0008] In the vehicle control system according to this aspect, the request signal obtained by the actuator control unit after obtaining the control signal from the vehicle-side network could not pass through the motion management unit.

[0009] In the vehicle control system according to the aspect, the motion management device could select one of the identifiers that is accordingly contained in the procured request signals, based on the predetermined rule according to at least one of a driving state of the vehicle, a priority of a driver assistance function or a content of each of the request signals.

[0010] In the vehicle control system, according to this aspect, the actuator control unit could control an electric power steering system as the actuator. The request signal could be a request for movement in a lateral direction of the vehicle.

[0011] In the vehicle control system according to the aspect, the actuator control device could perform a control such that the control value of the actuator gradually matches a request value represented by the request contained in the selected request signal.

[0012] According to the aspect of the invention, it is possible to provide a vehicle control system that is capable of suppressing an influence on an improvement in the response behavior of a driver assistance function, even when a large number of driver assistance devices are provided. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Features, advantages and a technical and industrial significance of exemplary embodiments of the invention are described below with reference to the attached drawings, in which the same reference numerals denote the same elements, and in which: Fig. 1 a functional block diagram of a vehicle control system according to an embodiment of the invention; Fig. 2 a flowchart showing a processing procedure according to the embodiment of the invention; Fig. 3. A flowchart showing processing according to a comparative example; Fig. 4A a graph showing a control point in the processing according to the embodiment of the invention and the processing according to the comparative example; Fig. 4B a graph showing a control point in the processing according to the embodiment of the invention and the processing according to the comparative example; Fig. 4C a graph showing a control point in the processing according to the embodiment of the invention and the processing according to the comparison example; Fig. 4D a graph showing a control point in the processing according to the embodiment of the invention and the processing according to the comparison example; Fig. 5A a graph showing an example of a change in a control value during processing according to the embodiment of the invention; Fig. 5B a graph showing an example of a change in the control value during processing according to the embodiment of the invention; and Fig. 5C a graph showing an example of a change in the control value in the processing according to the embodiment of the invention. DETAILED DESCRIPTION OF EXAMPLES OF EXECUTION Example of Execution

[0014] In a vehicle control system according to an embodiment of the invention, although a plurality of driver assistance devices and a motion management device are provided as an intermediate processing device, since a request value used for control in an actuator control device is obtained directly from each driver assistance device through a single communication over a vehicle-side network, it is possible to suppress a control delay compared with a case where the request value is obtained indirectly via the motion management device through two communications on the vehicle-side network.

[0015] An embodiment of the invention is described in detail below with reference to the drawings. configuration

[0016] Fig. Figure 1 is a functional block diagram of a vehicle control system 1 according to the exemplary embodiment. The vehicle control system 1 comprises a first driver assistance device 11, a second driver assistance device 12, a motion management device 20, a first actuator control device 31, a second actuator control device 32, and a third actuator control device 33. The devices are connected, for example, via a vehicle-side network called a controller area network (CAN) and can send signals to or receive signals from the vehicle-side network. One aspect of the vehicle-side network is not restricted, as shown in Figure 1. Fig. Figure 1 shows an example where a large number of CANs are connected via a gateway device 50. Each signal sent to the vehicle-side network has an identifier (CAN_ID) appended to specify a device as a transmitting source, and each device can determine the sending device based on the identifier and can appropriately determine whether the signal is one to be acquired and processed by the device based on the identifier and other data included in the signal.

[0017] Each of the first driver assistance device 11 and the second driver assistance device 12 is an execution unit that runs an application to implement a driver assistance function, such as autonomous driving of the vehicle. The first driver assistance device 11 and the second driver assistance device 12 obtain information from sensors in the vehicle that represents a motion state or similar of the vehicle, or a state of an object or similar around the vehicle; calculate a value of at least a drive power, a braking force, a steering angle, and similar values ​​to implement the functions of the first driver assistance device 11 and the second driver assistance device 12; adjust the calculated value to a request value that represents a request regarding an actuator of the vehicle; generate a request signal including the request; and send the request signal to the vehicle's network.The request value is, for example, a value that designates a steering angle or radius of curvature representing movement in a lateral direction of the vehicle, or an acceleration or force representing movement in a longitudinal direction (direction of motion) of the vehicle, and the unit or mechanical quantity of the request value is not particularly restricted as long as an operation of the vehicle can be expressed with a predetermined accuracy. Although the contents of the driver assistance functions of the first driver assistance device 11 and the second driver assistance device 12 are not restricted, for example, the first driver assistance device 11 performs a lane-keeping function of maintaining a lane, and the second driver assistance device 12 performs an automatic parking function.The vehicle control system 1 may further comprise another driver assistance device as well as the first driver assistance device 11 and the second driver assistance device 12. The first driver assistance device 11, the second driver assistance device 12 and the other driver assistance device are referred to collectively, or any one of the driver assistance devices is simply referred to as a driver assistance device 10.

[0018] The motion management unit 20 obtains a request signal from the vehicle network from the first driver assistance device 11, the second driver assistance device 12, and the other driver assistance device if the latter is fitted. For example, if request signals are obtained from a large number of driver assistance devices 10 within a predetermined period, the motion management unit 20 selects one of the request signals, generates a control signal according to the selection result, and sends the control signal to the vehicle network (decision processing).For example, if a request signal is received from a driver assistance system 10 within a predetermined period, the motion management system 20 selects the request signal, generates a signal representing the selection result as a control signal, and sends the control signal to the vehicle's network. The selection process, when multiple request signals are received, can be based on a predetermined rule, for example, according to the vehicle's motion state, the priority of the driver assistance function, the content of the request signals, or similar criteria.For example, if the vehicle, which is driving while the lane keeping function of the first driver assistance device 11 is in operation, enters a parking section of a roadway and performs a parking operation while the automatic parking function of the second driver assistance device 12 is in operation, a period during which the first driver assistance device 11 is in operation and a period during which the second driver assistance device 12 is in operation may partially overlap.If a lane keeping request signal is generated by the first driver assistance device 11 and a request signal for an automatic parking function, generated by the second driver assistance device 12, is obtained simultaneously, the motion management device 20, for example, selects the first driver assistance device 11 when a vehicle speed is equal to or higher than a predetermined value, and selects the second driver assistance device 12 when the vehicle speed decreases so that it is lower than the predetermined value.

[0019] As an example, the first actuator control device 31, the second actuator control device 32 and the third actuator control device 33 are a steering control device that controls the steering (electric power steering) to perform steering, a machine (motor) control device that controls a machine or motor to generate a driving force or a braking force, and a brake control device that controls a brake to generate a braking force.The first actuator control unit 31, the second actuator control unit 32, and the third actuator control unit 33 can obtain the request signal from the vehicle network, generated by the first driver assistance device 11, the second driver assistance device 12, or the other driver assistance device if the other driver assistance device is fitted, and the control signal generated by the motion management device 20, and can control the steering, engine, and brakes accordingly based on the request signal and the control signal. The first actuator control unit 31, the second actuator control unit 32, and the third actuator control unit 33 are referred to collectively, or any one of the actuator control units is simply referred to as an actuator control unit 30. processing

[0020] Fig. Figure 2 is a flowchart showing an example of processing performed by the vehicle control system 1. An example of processing is given with reference to... Fig. 2 described. In the processing, it is assumed as an example that the first driver assistance device 11 and the second driver assistance device 12 send the request signals with a steering angle δ as a request value to a steering device as an example of a request movement in a lateral direction essentially simultaneously and cyclically, and the first actuator control device 31 controls the steering according to the request signals and the like. Step S101

[0021] The first driver assistance device 11 calculates a steering angle δ = δ A1The system combines the request value and an identifier id = 1 of the first driver assistance device 11 to generate a request signal and sends the request to the vehicle network. The identifier id = 1 is appended separately from an identifier, such as a CAN_ID, that is attached to the first driver assistance device 11 in the vehicle network and can have a different value than the CAN_ID. Step S102

[0022] The motion management unit 20 obtains the request signal, which is sent by the first driver assistance unit 11 in step S101, from the vehicle's network. Fig. 2 is the correspondence between sending each signal and obtaining the signal, indicated by an arrow. Step S103

[0023] The second driver assistance device 12 calculates a steering angle δ = δ B1The system combines the request value and an identifier id = 2 of the second driver assistance device 12 to generate a request signal and sends the request signal to the vehicle network. The identifier id = 2 is appended separately from an identifier, such as a CAN_ID, that is attached to the first driver assistance device 11 in the vehicle network and can have a different value than the CAN_ID. Step S104

[0024] The motion management unit 20 obtains the request signal, which is sent by the second driver assistance unit 12 in step S103, from the vehicle-side network. Step S105

[0025] The motion management unit 20 selects one of the request signals sent by the first driver assistance unit 11 and acquired in step S102, and one of the request signals sent by the second driver assistance unit 12 and acquired in step S104. This is equivalent to processing the selection of one of the identifiers id = 1 contained in the request signal sent by the first driver assistance unit 11 and one of the identifiers id = 2 contained in the request signal sent by the second driver assistance unit 12. The selection procedure is not restricted, and as described above, the selection can be performed based on a predetermined rule (decision guideline) according to a motion state of the vehicle, a priority of the driver assistance function, the content of each request signal, or similar criteria. Step S106

[0026] The motion management unit 20 generates a control signal that contains at least the identifier selected in step S105 and sends the control signal to the vehicle network. Alternatively, the control signal can contain the identifier, and as an example, the motion management unit 20 generates a signal in which the request signal selected between the request signal sent by the first driver assistance device 11 and the request signal sent by the second driver assistance device 12 is appended with the identifier of the driver assistance device 10 that sends the selected request signal, and sends the signal to the vehicle network as the control signal. Step S107

[0027] The first actuator control unit 31 obtains the control signal, which is sent by the motion management unit 20 in S106, from the vehicle-side network. Step S108

[0028] The first driver assistance device 11 calculates a steering angle δ = O A2 as a new request value, combines the request value and the identifier id = 1 of the first driver assistance device 11 to generate a new request signal, and sends the generated request signal to the vehicle-side network. Step S109

[0029] The first actuator control unit 31 obtains the request signal, which is sent by the first driver assistance device 11 in step S108, from the vehicle network. The first actuator control unit 31 obtains the request signal that does not pass through the motion management device. Step S110

[0030] The second driver assistance device 12 calculates a steering angle δ = O B2' as a new request value, combines the request value and the identifier id = 2 of the second driver assistance device 12 to generate a new request signal, and sends the generated request signal to the vehicle-side network. Step S111

[0031] The first actuator control unit 31 obtains the request signal, which is sent by the second driver assistance unit 12 in step S110, from the vehicle network. The first actuator control unit 31 obtains the request signal that does not pass through the motion management unit. Step S112

[0032] The first actuator control unit 31 refers to the identifier in the control signal obtained in step S107, and if the identifier is the identifier (id = 1) of the first driver assistance device 11, a control is initiated to set a control value of the steering angle δ of the steering to δ = δ A2 based on the request signal sent by the first driver assistance device 11 and procured in step S109.

[0033] If the identifier in the control signal obtained in step S107 is the identifier (id = 2) of the second driver assistance device 12, the first actuator control device 31 executes a control to set the control value of the steering angle δ of the steering to δ = δ B2 based on the request signal sent by the second driver assistance device 12 and obtained in step S111.

[0034] The preceding processing is repeated, and the same processing is performed with respect to a new request signal. Although it is in Fig. Not shown in Figure 2, the motion management unit 20 performs decision processing with respect to the request signals sent in steps S108 and S110 to generate and send a new control signal in the same manner as the decision processing of steps S102 and S104 to S106, which is performed with respect to the request signals sent in steps S101 and S103. Subsequently, when the first driver assistance unit 11 and the second driver assistance unit 12 send the new request signals, the first actuator control unit 31 performs control based on one of the new request signals according to the control signal identifier in the same manner as in step S112. In this way, the first actuator control unit 31 sequentially obtains the request signal and the control signal.When the control signal is acquired, the first actuator control unit 31 selects a final request signal, which includes the identifier contained in the acquired final control signal, from among the request signals acquired after the acquisition of the control signal, and decides a control value of the actuator based on the request contained in the selected request signal.

[0035] With the processing described above, the first actuator control unit 31 performs steering control based on the control signal generated by the motion management unit 20 and the request signal selected from among the last request signals acquired after the control signal was obtained. This allows for steering control based on the request signal ((id = 1, δ = δ A2 ) or (id = 2, δ = δ B2The operation, which is sent to the vehicle-side network in step S108 or S110, is executed immediately after the first actuator control unit 31 obtains the request signal from the vehicle-side network in step S111 after a single communication time has elapsed (step S112). In processing, the request signal used when the motion management unit 20 generates the control signal differs from the request signal used when the first actuator control unit 31 executes the control according to the control signal.It should be noted that if the motion management unit 20 selects the request signal from any of the driver assistance units 10 while a series of driver assistance functions are being executed, in order to successively repeat the selection of the request signals sent by the same driver assistance unit 10 several times, the first actuator control unit 31 can actually execute control in accordance with the decision guidelines of the motion management unit 20. The first actuator control unit 31 starts the control based on the request signal after the control signal is obtained.For this reason, for example, as in the request signals sent in steps S101 and S103, as described above, even if the request signal is used for decision processing, the request value contained in the request signal could not be used as the control value of the actuator. This does not present a problem, as described above, and can be addressed even if it does. Even if the number of driver assistance devices (10) sending the request signal to the vehicle-side network is one, three, or more, the motion management device can select one request signal (one driver assistance device 10) and generate and send the control signal according to the selection result to perform the same processing.If the first actuator control device 31 is unable to obtain the request signal, which includes the identifier having the same value as the identifier contained in the control signal, after obtaining the control signal, the steering control, in particular, could not be carried out.

[0036] The request signal may include a request value of a braking force or a drive power in addition to, or instead of, the request value of the steering angle, and in this case, as in the steps described above, the second actuator control unit 32 or the third actuator control unit 33 appropriately performs the control of the machine (engine) or the brake based on the control signal generated by the motion management unit 20 and the request signal selected from the last request signals generated by the driver assistance units 10.If the request value represents a braking force, the communication could, for example, be carried out separately between the motion management unit 20, the second actuator control unit 32 and the third actuator control unit 33, and decision processing could be performed to appropriately distribute a braking force to be generated between the machine (the motor) and the brake.

[0037] For comparison, an example of general processing when an intermediate processing facility such as the motion management facility 20 is provided is described below. Fig. Figure 3 is a flowchart showing an example of processing according to such a comparative example. A description of the process that occurs in Fig. As shown in step 3, processing starts according to step S108 for comparison with the controller based on the request signal ((id = 1, δ = δA2 ) or (id = 2, δ = δ B2 )), which is sent to the vehicle-side network in step S108 or S110, as described above. Step S901

[0038] As in step S108, as described above, the first driver assistance device 11 calculates the steering angle δ = δ A2 as a request value, generates a request signal containing a request value, and sends the request signal to the vehicle-side network. Step S902

[0039] The motion management unit 20 obtains the request signal, which is sent by the first driver assistance unit 11 in step S901, from the vehicle's network. Fig. 3 represents the correspondence between sending each signal and obtaining the signal, indicated by an arrow. Step S903

[0040] As in step S109, as described above, the second driver assistance device 12 calculates the steering angle δ = δ B2 as a request value, generates a request signal containing the request value, and sends the request signal to the vehicle's network. Step S904

[0041] The motion management unit 20 obtains the request signal, which was sent by the second driver assistance unit 12 in step S903, from the vehicle-side network. Step S905

[0042] The motion management unit 20 selects one of the request signal sent by the first driver assistance unit 11 and obtained in step S902, and the request signal sent by the second driver assistance unit 12 and obtained in step S904. Step S906

[0043] The motion management unit 20 sends the request signal selected in step S905 to the vehicle-side network as a control signal. Step S907

[0044] The first actuator control unit 31 obtains the control signal, which is sent by the motion management unit 20 in step S906, from the vehicle-side network. Step S908

[0045] The first actuator control device 31 performs a control for adjusting the steering angle δ of the steering system to δ = δ A2 (or δ B2 ) based on the request value contained in the control signal obtained in step S907. That is, the first actuator control unit 31 sets the steering angle δ to δ = δ A2 one, if the requirement value is equal to δ A2 is, and sets the steering angle δ to δ = δ B2 one, if the requirement value is equal to δ B2is.

[0046] The preceding processing is repeated, and the same processing is performed with respect to a new request signal. In the comparison example, the control is based on the request signal ((δ = δ). A2 ) or (δ = δ B2 )), which is sent to the vehicle-side network in step S901 or S903, is executed after the first actuator control unit 31 obtains the control signal in step S907, with the passage of twice the communication time of the vehicle-side network and a time required for decision processing in the motion management unit 20 (step S908).

[0047] Fig. 4A to 4D are graphs that show an example of an error between control points in the processing according to the exemplary implementation and the processing according to the comparison example. Fig. In 4A to 4D, the horizontal axis represents time, and the vertical axis represents a requirement value contained in a request signal or a control signal. Fig. Figure 4A shows the request value of the request signal that the first driver assistance device 11 sends to the vehicle network. It is assumed that the first driver assistance device 11 starts sending the request signal at time t = t0. Fig. 4A to 4D, although the request value is shown with a solid line, the request value is actually a discrete value calculated at a given time interval. In the Fig. In the example shown in 4A to 4D, it is assumed that in both the embodiment and the comparison example, the motion management unit 20 selects the request signal of the first driver assistance unit 11.

[0048] In Fig. Figure 4B shows the request value of the request signal from the first driver assistance device 11, which the motion management device 20 obtains from the vehicle network. The request value is adjusted by a communication time t1 of the vehicle network compared to Fig. 4A delayed. The same applies to the exemplary embodiment and the comparative example.

[0049] In Fig. 4C is the request value of the request signal of the first driver assistance device 11, which the first actuator control device 31 obtains from the vehicle network in the exemplary embodiment, shown with a solid line. The request value is adjusted for the communication time t1 of the vehicle network compared to Fig. 4A delayed. The request value of the control signal from the motion management unit 20, which the first actuator control unit 31 obtains from the vehicle-side network, is shown with a dashed line. The request value is delayed by the communication time t1 of the vehicle-side network, a time t2 required for selection processing of the request signal in the motion management unit 20, and a communication time t3 of the vehicle-side network compared with Fig. 4A delayed. With a solid line, the request value that the first actuator control unit 31 actually uses for control is shown with a thick line. Since the first actuator control unit 31 performs the control using the request value shown with the solid line, based on the identifier contained in the control signal, the first actuator control unit 31 starts the control after obtaining the control signal. That is, although a control start time is delayed by time t1 + t2 + t3 from time t = t0, the delay of the request value itself, which is to be used for control, is suppressed to t1. The delay time t1 of the request value is the same as the delay when the motion management unit 20 is not provided as an intermediate processing unit.In general, the time t2 required for the selection processing of the request signal in the motion management unit 20 is actually shorter than that shown in the drawing, compared to the communication time t1, t3 of the vehicle-side network. In this way, in the exemplary embodiment, although the motion management unit 20 is provided, the delay of the request value to be used for control is suppressed and hardly affects the response behavior of the driver assistance function.

[0050] In Fig. Figure 4 shows the request value of the control signal from the motion management unit 20, which the first actuator control unit 31 obtains from the vehicle-side network in the comparison example. The request value is adjusted for the communication time t1 from the vehicle-side network, the time t2 required for selection processing of the request signal in the motion management unit 20, and the communication time t3 of the vehicle-side network in comparison with Fig. 4A delayed. Since the first actuator control unit 31 executes the control using the request value contained in the control signal, the first actuator control unit 31 starts the control after obtaining the control signal. That is, in the comparative example, the control start time is delayed by time t1 + t2 + t3 from time t = t0, and the request value to be used for the control is likewise delayed by time t1 + t2 + t3.

[0051] As described above, in the exemplary embodiment, the actuator control unit 30 starts the control based on the request signal from the driver assistance unit 10 after the control signal has been obtained from the motion management unit 20. For this reason, the control based on the request signal is not executed, for example, immediately after the driver assistance unit 10 starts the driver assistance processing. Fig. 5A is a partially enlarged graph of Fig. 4C shows an example of a control value of an actuator immediately before the control is started based on the request signal from the driver assistance device 10, which is further shown by a strong line. As in Fig. As shown in Figure 5A, a discontinuous change can occur between the control value of the actuator immediately before the control is started based on the request signal from the driver assistance device 10, and a control value of the actuator immediately before the control is started based on the request signal.

[0052] If the change amount is relatively small because the vehicle's operation does not change suddenly, there is no particular problem. Even if the change amount is relatively large, this is because the driver assistance system 10 initially changes the requested value suddenly within a short time in order to fulfill its purpose. Therefore, it can be assumed that there is no problem, even though a sudden change occurs in the vehicle's operation.However, in order to suppress a significant sudden change in the operation of the vehicle, the actuator control device 30 can perform a control operation to bring the control value into line with the request value while gradually making the control value closer to the request value, thereby suppressing a rate of change of the control value over time, while the difference between the instantaneous control value and the request value is equal to or greater than a predetermined value. Fig. 5B and Fig. 5C shows an example where a correction is made to adjust the rate of change of the control value over time. Fig. 5A is shown to suppress. In the Fig. In the example shown in 5B, a rate of change of the control value is set to a constant equal to or less than a predetermined value, and the control value gradually matches the requested value while the gradient is constrained. In the example shown in Fig. In the example shown in 5C, the control value is caused to follow the request value with a time difference. This time difference can be set, for example, to decrease incrementally. Even if a large number of request signals acquired in a preceding time period are stored before the control signal is acquired, and a temporal pattern of the control value is generated based on a pattern obtained by reproducing a change pattern in the request values ​​over a period shorter than the predetermined period, it is possible to make the control value gradually match the request value. In this way, by making the control value gradually match the request value, it is possible to suppress a significant sudden change in the vehicle's operation.A procedure for causing the control value to gradually align with the request value is not limited to the example described above, and other general procedures may be appropriately selected. Effects

[0053] In this embodiment, although there are numerous driver assistance systems, the request value used by the actuator control unit for control is obtained directly from each driver assistance system via a single communication on the vehicle network. This makes it possible to suppress control delay compared to when the request value is obtained indirectly via the motion management unit, acting as an intermediate processing unit, through two communication cycles on the vehicle network. This means that when control is executed, it is possible to increase control gain while suppressing wasted time in the control system. This improves the response behavior of the actuator control.

[0054] Lateral control of the vehicle, such as steering, generally requires a high response rate to implement a desired vehicle operation, compared to longitudinal control (direction of movement) of the vehicle, such as braking force or drive power. For this reason, the invention is particularly effective for steering control. The invention can also be applied to controlling a braking force or drive power of an actuator of the machine (motor), brake, or similar device. In this way, the invention can be applied to controlling a subset of a plurality of actuators. In this case, for example, the processing according to the comparative example described above can be applied to controlling other actuators.

[0055] One fastening aspect of the functional blocks, which is in Fig.The application shown in Figure 1 is not limited. For example, the motion management device can be integrated with any other actuator control device. In this case, since no communication takes place on the vehicle-side network and the delay between the motion management device and the actuator control device in which the motion management device is integrated is small, actuator control of the actuator control device exhibits a small difference in response behavior between the case when the invention is applied and the case when the comparative example described above is applied, and any of the invention and the comparative example can be applied.

[0056] Although the embodiment of the invention has been described, the invention can be considered to be a vehicle control system, a vehicle control method executed by a computer from each unit of the vehicle control system, a vehicle control program, a non-volatile computer-readable recording medium that stores a vehicle control program, a vehicle, and the like.

[0057] The invention is helpful for a vehicle control system that is installed in a vehicle or similar.

[0058] A vehicle control system (1) comprises a plurality of driver assistance devices (10) configured to sequentially send request signals, including requests to an actuator in the vehicle and identifiers of the driver assistance devices, to a vehicle-side network; a motion management device (20) configured to obtain the request signals from the vehicle-side network, select one of the identifiers contained in the obtained request signals according to a predetermined rule, and send a control signal, including at least the selected identifier, to the vehicle-side network; and an actuator control device (30) configured to sequentially obtain the request signal and the control signal from the vehicle-side network; when the control signal has been obtained, send a final request signal including the identifier.to select the control signal contained in the last procured control signal from among the procured request signals, and to decide on a control value of the actuator based on the request contained in the selected request signal. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2005-199951

[0004] JP 2005-199951 A

[0004]

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