Movement manager, vehicle, method for controlling vehicle and program

Abstract

To suppress an occurrence of a design burden due to an increase in a type of a holding device used as backup of vehicle stop holding.SOLUTION: A movement manager executes processing including the steps of: setting a stop holding failure class (S104) in the case of using an EPB as backup (YES in S100) and in acquiring failure information and control information of the EPB (YES in S102); setting a stop holding backup state by using the control information of the EPB (S106); setting the stop holding class (S112) in the case of using a P lock as backup (YES in S108) and in acquiring failure information and control information of the P lock (YES in S110); setting the stop holding backup state by using the control information of the P lock (S114); and transmitting the stop holding failure class and the stop holding backup state (S116).SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present disclosure relates to the control of a vehicle capable of driving assistance.

Background Art

[0002] A vehicle is known that includes a plurality of applications that set and request an action plan related to driving assistance of the vehicle, a motion manager that unifies a plurality of action plans from the plurality of applications and sets a motion request based on the unified action plan, and an actuator system that realizes the set motion request. In such a vehicle, a holding device for holding the stopped state of the vehicle is mounted.

[0003] For example, Japanese Patent Application Laid-Open No. 2020-032894 (Patent Document 1) discloses an information processing device that can easily perform arbitration processing of drive requests output from a driving assistance application of a vehicle. It is disclosed that this vehicle has a holding function such as brake hold control that maintains the braking state by the brake after stopping.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] When the vehicle described above is stopped using the service brake as part of driving assistance, for example, in case of an abnormality in the service brake, a holding device other than the service brake may be used as a backup to hold the vehicle in a stopped state. Examples of holding devices used as a backup for holding the stopped state include a plurality of types of holding devices such as an electric parking brake and a parking lock system. Therefore, in an application that performs driving assistance, it may be required to obtain information such as the control state and the presence or absence of a failure of the holding device used as a backup.

[0006] However, when the motion manager transmits information regarding the holding device used as a backup to the application, the motion manager is required to set the information to be transmitted for each type of holding device used as a backup, and a design burden such as time and cost for presetting this information may occur.

[0007] The present disclosure has been made to solve the above-described problems, and an object thereof is to provide a motion manager, a vehicle, a vehicle control method, and a program that suppress the occurrence of a design burden due to an increase in the types of holding devices used as a backup for holding a vehicle in a stopped state.

Means for Solving the Problems

[0008] A motion manager according to an aspect of the present disclosure is a motion manager that requests the movement of a vehicle in accordance with an action plan related to driving support of the vehicle to at least any one of a plurality of actuators provided in the vehicle. The driving support includes support using a holding function for maintaining a stopped state of the vehicle. The action plan is set in a setting device capable of transmitting and receiving information to and from the motion manager. The plurality of actuators includes a first holding device having a holding function, and a second holding device having a holding function and capable of executing backup control for maintaining a stopped state of the vehicle in the event of an abnormality in the first holding device. This motion manager includes a reception unit that receives information indicating the action plan from the setting device, a distribution unit that distributes a motion request for the vehicle calculated using the action plan to at least any one of the plurality of actuators - and a transmission unit that transmits predetermined information to the setting device. The predetermined information includes first information indicating the presence or absence of an abnormality in the holding function of the second holding device and second information indicating the control state of the second holding device, and does not include information specifying the type of the second holding device.

[0009] In this way, since the predetermined information transmitted to the setting device is composed of the first information and the second information and does not include information specifying the type of the second holding device, in the setting device, even when the types of the second holding devices are different, the presence or absence of an abnormality and the control state of the second holding device can be grasped based on the first information and the second information. Therefore, when there are variations in the second holding device, it is not necessary to set the predetermined information according to the type of the second holding device, so it is possible to suppress the occurrence of a design burden due to an increase in the type of the second holding device.

[0010] Furthermore, in a certain embodiment, the first holding device includes a service brake. The second holding device includes any one of a parking lock system and an electric parking brake system.

[0011] By doing so, the predetermined information transmitted to the setting device is composed of the first information and the second information and does not include information for specifying the type of the second holding device. Therefore, in the setting device, even when the types of the second holding devices are different, the presence or absence of an abnormality and the control state of the second holding device can be grasped based on the first information and the second information.

[0012] A vehicle according to another aspect of the present disclosure includes a setting device that sets an action plan related to driving support of the vehicle, a first holding device provided in the vehicle and having a holding function for holding a stopped state of the vehicle, a holding function, and a second holding device capable of executing backup control for holding the stopped state of the vehicle when the first holding device is abnormal. A plurality of actuators including the second holding device, and a motion manager configured to be able to transmit and receive information to and from the setting device and request the motion of the vehicle according to the action plan to at least one of the plurality of actuators. The driving support includes support using the holding function. The motion manager transmits predetermined information to the setting device. The predetermined information includes first information indicating the presence or absence of an abnormality in the holding function of the second holding device and second information indicating the control state of the second holding device, and does not include information for specifying the type of the second holding device, vehicle.

[0013] In a vehicle control method according to still another aspect of the present disclosure, the vehicle includes a setting device that sets an action plan related to driving support of the vehicle, a first holding device having a holding function for holding a stopped state of the vehicle, and a holding function, and a second holding device capable of executing backup control for holding the stopped state of the vehicle when the first holding device is abnormal. The driving support includes support using the holding function. This control method includes a step of setting an action plan related to driving support using the setting device, a step of receiving information indicating the action plan from the setting device, a step of distributing a motion request for the vehicle calculated using the action plan to at least one of the plurality of actuators, and a step of transmitting predetermined information to the setting device. The predetermined information includes first information indicating the presence or absence of an abnormality in the holding function of the second holding device and second information indicating the control state of the second holding device, and does not include information for specifying the type of the second holding device.

[0014] Programs according to still other aspects of the present disclosure are programs to be executed by a computer mounted on a vehicle. The vehicle includes a plurality of actuators including a setting device that sets an action plan related to driving support of the vehicle, a first holding device having a holding function for holding the stopped state of the vehicle, and a second holding device having a holding function and capable of executing backup control for holding the stopped state of the vehicle when the first holding device is abnormal. This program causes the computer to perform steps of setting an action plan related to driving support including support using the holding function, receiving information indicating the action plan from the setting device, distributing a motion requirement for the vehicle calculated using the action plan to at least any one of the plurality of actuators, and transmitting predetermined information to the setting device. The predetermined information includes first information indicating the presence or absence of an abnormality in the holding function of the second holding device and second information indicating the control state of the second holding device, and does not include information for specifying the type of the second holding device.

Advantages of the Invention

[0015] According to the present disclosure, it is possible to provide a motion manager, a vehicle, a vehicle control method, and a program that suppress the occurrence of a design burden due to an increase in the types of holding devices used as a backup for vehicle stop holding.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Mode for Carrying Out the Invention

[0017] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0018] FIG. 1 is a diagram showing an example of the configuration of a vehicle 1. As shown in FIG. 1, the vehicle 1 includes an ADAS-ECU (Electronic Control Unit) 10, a brake ECU 20, an actuator system 30, a central ECU 40, and an ADK (Autonomous Driving Kit) 120 which is an autonomous driving device.

[0019] The vehicle 1 may be any vehicle having a configuration capable of realizing the functions of the driving support system described later. For example, it may be a vehicle having an engine as a drive source, or an electric vehicle having an electric motor as a drive source, or a hybrid vehicle equipped with an engine and an electric motor and having at least one of them as a drive source.

[0020] The ADAS-ECU 10, the brake ECU 20, the central ECU 40, and the ADK 120 all include a computer having a program execution processor such as a CPU (Central Processing Unit), a sensor, a memory, and an input / output interface.

[0021] The ADAS-ECU 10 includes a driving assistance system 100 having functions related to the driving assistance of the vehicle 1. The driving assistance system 100 is configured to realize various functions for assisting the driving of the vehicle 1, including at least any one of the steering control, drive control, and braking control of the vehicle 1, by executing the applications to be implemented. Examples of the applications implemented in the driving assistance system 100 include, for example, an application that realizes the function of an automatic parking system, and an application that realizes the function of an advanced driver assistance system (ADAS) (hereinafter referred to as an ADAS application). and the like.

[0022] Examples of the ADAS application include, for example, an application that realizes the function of following driving (such as ACC (Adaptive Cruise Control)) to keep a distance from a preceding vehicle while maintaining a constant distance from the preceding vehicle, an application that realizes the function of ASL (Auto Speed Limiter) to recognize a restricted vehicle speed and maintain the speed limit of the own vehicle, an application that realizes the function of lane keeping assistance (such as LKA (Lane Keeping Assist) or LTA (Lane Tracing Assist)) to maintain the lane in which the vehicle is traveling, an application that realizes the function of a collision damage mitigation brake (such as AEB (Autonomous Emergency Braking) or PCS (Pre-Crash Safety)) to automatically apply brakes to reduce the damage of a collision, and also, an application that realizes the function of a lane departure warning (such as LDW (Lane Departure Warning) or LDA (Lane Departure Alert)) to warn of a deviation from the driving lane of the vehicle 1, and an application that realizes the function of ISA (Intelligent Speed Assistance) to control the vehicle so that its speed does not exceed the upper speed limit, including at least any one of them.

[0023] ​Each application of this driving assistance system 100 outputs a request for an action plan that ensures the marketability (function) of the application alone, based on information on the surrounding situation of the vehicle acquired (input) from a plurality of sensors (not shown) and the driver's assistance requests. The plurality of sensors include, for example, vision sensors such as a forward camera, radar, LiDAR (Light Detection And Ranging), or a position detection device.

[0024] The forward camera is arranged, for example, on the back side of the rearview mirror in the vehicle interior and is used to capture an image of the front of the vehicle. Radar is a distance measuring device that irradiates an object with short-wavelength radio waves, detects the radio waves returned from the object, and measures the distance and direction to the object. LiDAR is a distance measuring device that irradiates laser light (such as infrared light) in pulses and measures the distance based on the time it takes to reflect back from the object. The position detection device is composed of, for example, a GPS (Global Positioning System) that detects the position of the vehicle 1 using information received from a plurality of satellites orbiting the earth.

[0025] Each application acquires information on the surrounding situation of the vehicle, which integrates the detection results of one or more sensors, as recognition sensor information, and also acquires the driver's assistance requests via a user interface (not shown) such as a switch. Each application can recognize other vehicles, obstacles, or people around the vehicle, for example, by using artificial intelligence (AI) or image processing by an image processing processor for images and videos of the surrounding of the vehicle acquired by a plurality of sensors.

[0026] Note that the applications implemented in the driving assistance system 100 are not particularly limited to the above-described applications. Other applications that realize other functions may be added, or existing applications may be omitted. In particular, the number of applications implemented is not limited.

[0027] Also, in this embodiment, although the ADAS-ECU 10 has been described as including a driving assistance system 100 composed of a plurality of applications, for example, an ECU may be provided for each application. For example, the driving assistance system 100 may be configured by an ECU on which an application for realizing the function of the automatic parking system is installed and an ECU on which the ADAS application is installed.

[0028] Also, the action plan includes, for example, requirements regarding the longitudinal acceleration / deceleration to be generated in the vehicle 1, requirements regarding the steering angle of the vehicle 1, requirements regarding the stop and hold of the vehicle 1, and the like.

[0029] Examples of the requirements regarding the longitudinal acceleration / deceleration to be generated in the vehicle 1 include operation requirements for the power train system 302 and operation requirements for the brake system 304.

[0030] The ADK 120 is an autonomous driving system (ADS: Autonomous Driving System) 122 It includes ADK120. ADK120 is configured to be detachable from vehicle 1 and to be replaceable with other ADKs. ADS122 has an application that realizes the function of autonomous driving. Based on a plurality of sensors mounted on ADK120 and information on the surrounding situation of the vehicle obtained from vehicle 1, etc., ADS122 outputs a request for an action plan (i.e., an action plan for performing autonomous driving) that ensures the marketability (function) of the application alone to brake ECU20. The plurality of sensors mounted on ADK120 include, for example, vision sensors such as a forward camera, radar, LiDAR (Light Detection And Ranging), or a position detection device, etc. Since these sensors are as described above, their detailed description will not be repeated. For example, in a section from the current location to a preset destination or a part of the section, autonomous driving is performed by implementing at least one of the operations of acceleration / deceleration, steering, and stopping of vehicle 1 according to the surrounding situation of vehicle 1 without the driver operating. In the present embodiment, ADS120 is configured to be able to acquire the surrounding situation of vehicle 1 by a sensor or an image processing device of a different system from driving assistance system 100.

[0031] Note that the application that realizes the function of autonomous driving may be included in driving assistance system 100, for example, or may be implemented in an ECU different from ADAS-ECU10.

[0032] Brake ECU20 includes motion manager 200. In the present embodiment, a case where brake ECU20 has a hardware configuration including motion manager 200 will be described as an example, but motion manager 200 may be provided as a separate single ECU from brake ECU20, or may be included in another ECU different from brake ECU20. Motion manager 200 is composed of, for example, one or more processors. Brake ECU20 is configured to be communicable with each of ADAS-ECU10, various ECUs included in actuator system 30, central ECU40, and ADK120.

[0033] The motion manager 200 requests the actuator system 30 to perform the motion of the vehicle 1 according to the action plan set in at least any one of the plurality of applications of the driving assistance system 100 and the application that realizes the automatic driving function of the ADS122. The detailed configuration of the motion manager 200 will be described later.

[0034] The actuator system 30 is configured to realize the request for the motion of the vehicle 1 output from the motion manager 200. The actuator system 30 includes a plurality of actuators. In FIG. 1, an example is shown in which the actuator system 30 includes, for example, a power train system 302, a brake system 304, and a steering system 306 as actuators. Note that the number of actuators that are the request destinations of the motion manager 200 is not limited to three as described above, and may be four or more, or may be two or less.

[0035] The power train system 302 includes a power train capable of generating a driving force for the drive wheels of the vehicle 1 and an ECU (both not shown) that controls the operation of the power train. The power train includes, for example, an internal combustion engine such as a gasoline engine or a diesel engine related, a transmission including a transmission, a differential device, etc., a motor generator serving as a drive source, a power storage device that stores the power supplied to the motor generator, a power conversion device that mutually converts power between the motor generator and the power storage device, and at least any one of a power generation source such as a fuel cell. The ECU that controls the operation of the power train controls the corresponding device so as to realize the request for the motion of the power train system 302 from the motion manager 200 to the corresponding device.

[0036] The power train system 302 includes a parking lock system (hereinafter referred to as a P-lock system) 310.

[0037] The P-lock system 310 restricts or releases the rotation of the output shaft of the transmission by the operation of the shift actuator. The P-lock system 310, for example, fits a protrusion provided at the tip of a parking lock pole whose position is adjusted by a shift actuator to the tooth portion of a gear (lock gear) connected to a rotating element in the transmission of the vehicle 1. Thereby, the rotation of the output shaft of the transmission is restricted, the rotation of the wheels of the drive wheels is restricted, and the stopped state of the vehicle 1 is maintained. Further, the P-lock system 310, for example, separates the protrusion fitted between the tooth portions by a shift actuator. Thereby, the restriction on the rotation of the output shaft of the transmission is released, and the restriction on the rotation of the wheels of the drive wheels is released.

[0038] The brake system 304 includes, for example, a plurality of brake devices 312 provided on each wheel of the vehicle 1. The brake device 312 is, for example, a service brake including a hydraulic brake such as a disc brake that generates a braking force using hydraulic pressure. The brake device 312 decelerates the traveling vehicle 1. Further, the brake device 312 maintains the stopped state of the vehicle 1 by restricting the rotation of the wheels when the hydraulic pressure is increased using an actuator (not shown) in the stopped state of the vehicle 1. The plurality of brake devices 312 corresponds to a first holding device. Further, the brake device 312 releases the restriction on the rotation of the wheels when the hydraulic pressure is decreased using an actuator, for example, in the stopped state of the vehicle 1.

[0039] Note that the brake device 312 may further include, for example, a motor generator connected to the wheel and generating a regenerative torque. The braking operation of the vehicle 1 using the plurality of brake devices 312 is controlled by the brake ECU 20. The brake ECU 20 is provided with, for example, a control unit (not shown) for controlling the brake system 304 separately from the motion manager 200.

[0040] The braking system 304 further includes an electric parking brake system (hereinafter referred to as EPB (Electric Parking Brake)) 314.

[0041] The EPB 314 restricts the rotation of the wheels of the vehicle 1, for example, by the operation of the actuator of the EPB 314. The EPB 314 may be configured to operate a parking brake provided on a part of a plurality of wheels provided on the vehicle 1 using an actuator to restrict the rotation of the wheels. In this case, the EPB 314 releases the restriction of the rotation of the wheels of the vehicle 1, for example, by the operation of the actuator of the EPB 314. Note that the brake ECU 20 further includes an EPB control unit 212. The EPB control unit 212 is configured to be able to control the actuator of the EPB 314.

[0042] The steering system 306 includes, for example, a steering device capable of changing the steering angle of the steered wheels (for example, the front wheels) of the vehicle 1 and an ECU (both not shown) that controls the operation of the steering device. The steering device includes, for example, a steering wheel that changes the steering angle according to the operation amount, and an electric power -steering (EPS: Electric Power Steering) that can adjust the steering angle by an actuator separately from the operation of the steering wheel. The ECU that controls the operation of the steering device controls the operation of the actuator of the EPS.

[0043] The central ECU 40 includes a memory 42 whose stored content can be updated. The central ECU 40 is configured to be able to communicate with the brake ECU 20, for example, and is configured to be able to communicate with a device (for example, a server) outside the vehicle 1 (not shown) via a communication module (not shown). When the central ECU 40 receives update information from a server outside the vehicle 1, it updates the information stored in the memory 42 using the received update information. Predetermined information is stored in the memory 42. The predetermined information includes, for example, information read from various ECUs when the system of the vehicle 1 is started.

[0044] In this embodiment, the central ECU 40 has been described as reading predetermined information from various ECUs when the vehicle 1 system is started, but it may also have a function (gateway function) such as relaying communication between various ECUs.

[0045] Hereinafter, an example of the operation of the motion manager 200 will be described in detail with reference to FIG. 2. FIG. 2 is a diagram for explaining an example of the operation of the motion manager 200.

[0046] FIG. 2 shows a system group 150 including the driving assistance system 100 and the ADS 122. Also, in FIG. 2, an example is shown in which the driving assistance system 100 includes, for example, the AEB 102, the LKA 104, the ACC 106, the ASL 108, the PCS 110, and the ISA 112 as applications. Further, in FIG. 2, an example is shown in which the ADS 122 includes, for example, an application AD 124 that realizes the function of autonomous driving (AD (Autonomous Driving)). A request for an action plan set in at least any one of a plurality of applications is transmitted as a request signal PLN1 to the motion manager 200 from the system group 150 including the driving assistance system 100 and the ADS 122. The request signal PLN1 includes, for example, information about the target acceleration set as one of the action plans in ACC, AEB, ASL, PCS, ISA, or AD, and information about the target curvature set as one of the action plans in LKA or AD.

[0047]

[0048] ​The motion manager 200 sets the motion to be requested of the vehicle 1 based on the motion plan request included in the received request signal PLN1, and requests the actuator system 30 to realize the set motion. That is, the motion manager 200 transmits a request for an operation on the power train system 302 to the actuator system 30 as a request signal ACL1. The motion manager 200 transmits a request for an operation on the brake system 304 to the actuator system 30 as a request signal BRK1. Further, the motion manager 200 transmits a request for an operation on the steering system 306 to the actuator system 30 as a request signal STR1.

[0049] The request signal ACL1 includes, for example, information regarding a requested value of driving torque or driving force, information regarding a mediation method (for example, whether to select a maximum value or a minimum value, whether to change stepwise, whether to change gradually, etc.).

[0050] The request signal BRK1 includes, for example, information regarding a requested value of braking torque, information regarding a mediation method (for example, whether to change stepwise, whether to change gradually, etc.), information regarding the timing of braking execution (whether to execute immediately or not), etc.

[0051] The request signal STR1 includes, for example, a target steering angle, information regarding whether the target steering angle is valid, information regarding upper and lower limit torques of assist torque for steering wheel operation, etc.

[0052] Among the plurality of actuators constituting the actuator system 30, the actuator that has received the corresponding request signal is controlled so that the operation request included in the request signal is realized.

[0053] An example of the configuration of the motion manager 200 will be described below. As shown in FIG. 2, the motion manager 200 includes a reception unit 202, a mediation unit 204, a calculation unit 206, a distribution unit 208, and a transmission unit 210.

[0054] The reception unit 202 receives requests for action plans output by one or more applications in the system group 150. Details of the action plans in the present embodiment will be described later.

[0055] The mediation unit 204 mediates a plurality of action plan requests received from each application via the reception unit 202. As an example of this mediation process, one action plan is selected from a plurality of action plans based on a predetermined selection criterion. Another example of the mediation process is setting a new action plan based on a plurality of action plans. Note that the mediation unit 204 may further add predetermined information received from the actuator system 30 and mediate the plurality of action plan requests. Further, the mediation unit 204 may determine whether to temporarily prioritize the movement of the vehicle 1 required according to the driver state and the vehicle state over the movement of the vehicle 1 corresponding to the action plan determined based on the mediation result.

[0056] The calculation unit 206 calculates a movement request based on the mediation result of the action plan requests in the mediation unit 204 and the movement of the vehicle 1 determined based on the mediation result. This movement request is a physical quantity for controlling at least one actuator of the actuator system 30 and includes a physical quantity different from the physical quantity of the action plan request. For example, when the action plan request (first request) is longitudinal acceleration, the calculation unit 206 calculates, as the movement request (second request), a value obtained by converting the acceleration into a driving force or a driving torque.

[0057] The distribution unit 208 distributes the movement request calculated by the calculation unit 206 to at least one actuator of the actuator system 30. For example, when acceleration of the vehicle 1 is requested, the distribution unit 208 distributes the movement request only to the power train system 302. Alternatively, when deceleration of the vehicle 1 is requested, the distribution unit 208 appropriately distributes the movement request to the power train system 302 and the brake system 304 to achieve the target deceleration.

[0058] From the power train system 302 of the actuator system 30, information about the state of the power train system 302 is transmitted to the motion manager 200 as the signal ACL2. Information about the state of the power train system 302 includes, for example, information regarding the operation of the accelerator pedal, information regarding the actual driving torque or actual driving force of the power train system 302, actual shift range information, information regarding the upper and lower limits of the driving torque, information regarding the upper and lower limits of the driving force, information regarding the reliability of the power train system 302, and the like. Further, information about the state of the power train system 302 includes, for example, information about the P-lock system 310 in addition to the above-mentioned information.

[0059] From the brake system 304 of the actuator system 30, information about the state of the brake system 304 is transmitted to the motion manager 200 as the signal BRK2. The br -ake system 304 includes, for example, information regarding the operation of the brake pedal, information regarding the braking torque required by the driver, information regarding the required value of the braking torque after arbitration, information regarding the actual braking torque after arbitration, information regarding the reliability of the brake system 304, and the like. Further, information about the state of the brake system 304 includes, in addition to the above-mentioned information, information about the braking device 312 and information about the EPB 314.

[0060] From the steering system 306 of the actuator system 30, information about the state of the steering system 306 is transmitted to the motion manager 200 as the signal STR2. Information about the state of the steering system 306 includes, for example, information regarding the reliability of the steering system 306, information regarding whether the driver is gripping the steering wheel, information regarding the torque for operating the steering wheel, information regarding the rotation angle of the steering wheel, and the like.

[0061] In addition, the actuator system 30 includes a sensor group 308 in addition to the power train system 302, the brake system 304, and the steering system 306 described above.

[0062] The sensor group 308 includes a plurality of sensors that detect the behavior of the vehicle 1. The sensor group 308 includes, for example, a longitudinal G sensor that detects the longitudinal vehicle body acceleration of the vehicle 1, a lateral G sensor that detects the lateral vehicle body acceleration of the vehicle 1, wheel speed sensors provided on each wheel to detect the wheel speed, and a yaw rate sensor that detects the angular velocity of the rotational angle (yaw angle) in the yaw direction. The sensor group 308 transmits information including the detection results of the plurality of sensors to the motion manager 200 as a signal VSS2. That is, the signal VSS2 includes, for example, the detection value of the longitudinal G sensor, the detection value of the lateral G sensor, the detection value of the wheel speed sensor of each wheel, the detection value of the yaw rate sensor, and information regarding the reliability of each sensor. The sensor group 308 further includes, for example, a sensor that detects the operation amount of the shift actuator and a sensor for detecting the operation amount of the actuator of the EPB 314. That is, the signal VSS2 further includes, for example, the detection value of the operation amount of the shift actuator and the detection value of the operation amount of the actuator of the EPB 314.

[0063] When the transmission unit 210 receives various signals received from the actuator system 30, it transmits predetermined information to the driving support system 100 as a signal PLN2.

[0064] Note that the configurations of the devices mounted on the vehicle 1 and the configuration of the motion manager 200 described above are examples, and additions, replacements, changes, omissions, etc. can be made as appropriate. Also, the functions of each device can be executed by integrating them into one device or distributing them among a plurality of devices as appropriate.

[0065] In the vehicle 1 having the above-described configuration, for example, when the braking device 312 is used to maintain the stopped state as part of the driving assistance, a holding device other than the braking device 312 may be used as a backup for maintaining the stopped state of the vehicle 1 in case of an abnormality in the braking device 312. As the holding device used for the backup of maintaining the stopped state (that is, maintaining the stopped state in case of an abnormality in the braking device 312), for example, it is any one of a plurality of types of holding devices such as the P-lock system 310 and the EPB 314. Therefore, in an application that performs driving assistance, it may be required to acquire information such as the control state and the presence or absence of a failure of the holding device used as a backup.

[0066] However, when the motion manager 200 transmits information regarding the holding device used as a backup to any application of the ADAS-ECU 10, the motion manager 200 transmits the information for each type of the holding device used as a backup. There may be a case where it is required to set the information. As a result, a design burden such as time and cost for presetting this information may occur.

[0067] FIG. 3 is a diagram for explaining failure information when the EPB 314 is used as a backup for holding the stop of the vehicle 1. FIG. 4 is a diagram for explaining failure information when the P-lock system 310 is used as a backup for holding the stop of the vehicle 1.

[0068] For example, in any application of the ADAS-ECU 10, when the vehicle 1 is maintained in a stopped state using the braking device 312, it is required to acquire the operating state of the EPB 314 so that backup control for maintaining the stopped state of the vehicle 1 can be executed in case of an abnormality in the braking device 312. In this case, the motion manager 200 acquires the control state and failure information of the EPB 314 from the EPB 314 and transmits the acquired information to the application of the transmission destination, whereby the operating state of the EPB 314 can be acquired in the application of the transmission destination.

[0069] On the other hand, in a vehicle not equipped with the EPB314, when the vehicle 1 is held in a stopped state using the braking device 312, it is required to obtain the operating state of the P-lock system 310 so that backup control can be executed. In this case, the motion manager 200 obtains the control state and failure information of the P-lock system 310 from the P-lock system 310, and by transmitting the obtained information to the destination application, the operating state of the P-lock system 310 can be obtained in the destination application.

[0070] However, if the motion manager 200 generates and transmits different failure information to the destination application depending on whether the backup holding device is the EPB314 or the P-lock system 310, the motion manager 200 may be required to set control information and failure information according to the type of the backup holding device. That is, in the motion manager 200, design burdens such as time and cost for setting control information and failure information for each type of holding device may occur every time the holding device used for backup differs depending on the type or grade of the vehicle.

[0071] Therefore, in the present embodiment, the transmission unit 210 of the motion manager 200 is configured to transmit predetermined information to the ADAS-ECU 10 including an application for setting an action plan. The predetermined information includes first information indicating the presence or absence of an abnormality in the holding function of the holding device used for backup and second information indicating the control state of the holding device, and does not include information for specifying the type of the holding device used for backup.

[0072] In this way, even if the types of holding devices used for backup are different, the presence or absence of an abnormality in the holding device and the control state can be grasped from the first information and the second information in the ADAS-ECU 10. Therefore, when there are variations in the holding devices used for backup, it is not necessary to set the control information and the failure information according to the type of the holding device, so that it is possible to suppress the occurrence of a design burden due to an increase in the types of holding devices used for backup.

[0073] An example of the process executed by the exercise manager 200 will be described below with reference to Fig. 5. Fig. 5 is a flowchart showing an example of the process executed by the exercise manager 200. A series of processes shown in this flowchart is repeatedly executed by the exercise manager 200 at every predetermined control period.

[0074] In step (hereinafter, step is abbreviated as S) 100, the exercise manager 200 The motion manager 200 determines whether the EPB 314 is used as a backup when the vehicle 1 is held in a stopped state using the power supply 312. The motion manager 200 determines whether the EPB 314 is a backup control target, for example, by whether a predetermined first control target flag is on or not. The first control target flag is set to on, for example, when the vehicle 1 is equipped with the EPB 314 (when the EPB 314 is included as a control target). The motion manager 200 may determine that the EPB 314 is a backup control target, for example, when the first control target flag is on. When it is determined that the EPB 314 is used as a backup (YES in S100), the process proceeds to S102.

[0075] In S102, the exercise manager 200 determines whether to obtain failure information and control information of the EPB 314.

[0076] When a predetermined execution condition is satisfied, the EPB control unit 212 determines whether the EPB 314 has failed. The predetermined execution condition may include, for example, a condition that a predetermined time has elapsed since the previous failure determination, or a condition that a predetermined distance has been traveled since the previous failure determination. Alternatively, the predetermined execution condition may include a condition that control information described later has been acquired.

[0077] When the EPB control unit 212 determines that the EPB 314 has failed, it transmits information indicating the failure as failure information to the motion manager 200. Note that the failure information may include information indicating the failure location of the EPB 314. Further, when the EPB control unit 212 determines that the EPB 314 has not failed, it transmits information indicating that there is no failure as failure information to the motion manager 200.

[0078] Furthermore, the EPB control unit 212 transmits information indicating the control state of the EPB 314 to the motion manager 200 as control information. For example, when the vehicle 1 is in a state of holding the stop state by the EPB 314, the EPB control unit 212 transmits information indicating that the vehicle 1 is holding the stop state by the operation of the EPB 314 to the motion manager 200 as control information. Further, when the stop state of the vehicle 1 by the EPB 314 is released, the EPB control unit 212 transmits information indicating that the stop state of the vehicle 1 by the EPB 314 has been released to the motion manager 200 as control information.

[0079] The motion manager 200 determines whether it has acquired the failure information and control information of the EPB 314. When the motion manager 200 has acquired the failure information and control information from the EPB control unit 212, it determines that it has acquired the failure information and control information of the EPB 314. When it is determined that the failure information and control information of the EPB 314 have been acquired (YES in S102), the process proceeds to S104.

[0080] In S104, the motion manager 200 sets the stop hold fail class using the failure information and control information of the EPB 314. The motion manager 200 sets, for example, one of a plurality of predetermined values "00", "01", and "11" as the stop hold fail class. The predetermined value "00" indicates, for example, that there is no abnormality in the holding device used for backup. The predetermined value "01" indicates that the holding device used for backup is temporarily unavailable.

[0081] For example, when an abnormality has occurred in the EPB 314 but the failure has not been confirmed (when a value indicating that the EPB 314 is abnormal is not output by the self-diagnosis function), the motion manager 200 sets the predetermined value "01" as the stop hold fail class. The motion manager 200 determines, for example, that an abnormality has occurred in the EPB 314 If the number of times is equal to or less than the threshold value, the predetermined value "01" may be set as the stop hold fail class. The predetermined value "11" indicates that the holding device used for backup is unavailable. For example, when the failure of the EPB 314 is confirmed (when a value indicating that the EPB 314 is abnormal is output by the self-diagnosis function), the motion manager 200 sets the predetermined value "11" as the stop hold fail class. The motion manager 200 may set the predetermined value "11" as the stop hold fail class when, for example, the number of times an abnormality has occurred in the EPB 314 exceeds the threshold value. If it is determined that the EPB 314 is not used as a backup (NO in S100), the process proceeds to S106.

[0082] In S106, the motion manager 200 sets the stop hold backup state using the control information of the EPB. The motion manager 200 sets, for example, one of a plurality of predetermined values "00", "01", "10", and "11" as the stop hold backup state. The predetermined value "00" is, for example, a value indicating that the vehicle 1 is not held in a stopped state by the holding device used for backup. The predetermined value "01" is, for example, a value indicating that the holding device used for backup is controlling the vehicle 1 from a state where it is not held in a stopped state to a state where it is held. The predetermined value "10" is, for example, a value indicating that the holding device used for backup is controlling the vehicle 1 from a state where it is held in a stopped state to a state where it is not held. The predetermined value "11" is, for example, a value indicating that the vehicle 1 is held in a stopped state by the holding device used for backup.

[0083] In S108, the motion manager 200 determines whether to use the P-lock system 310 as a backup when holding the stopped state of the vehicle 1 using the braking device 312. The motion manager 200 determines, for example, whether the P-lock system 310 is a control target for backup, for example, based on whether a predetermined second control target flag is in an on state. The second control target flag is set to an on state, for example, when the EPB 314 is not installed in the vehicle 1. The motion manager 200 may determine that the P-lock system 310 is a control target for backup, for example, when the above-described first control target flag is in an off state and the second control target flag is in an on state. When it is determined to use the P-lock system 310 as a backup (YES in S106), the process proceeds to S108.

[0084] In S110, the motion manager 200 determines whether to acquire the failure information and control information of the P-lock system 310.

[0085] The P-lock system 310 includes a control unit (hereinafter referred to as SBW-ECU) that controls the P-lock system 310. When a predetermined execution condition is satisfied, the SBW-ECU determines whether the P-lock system 310 is malfunctioning. Since the predetermined execution condition is as described above, its detailed description will not be repeated. When the SBW-ECU determines that the P-lock system 310 is malfunctioning, it transmits information indicating the malfunction as failure information to the motion manager 200. Note that the failure information may include information indicating the location of the malfunction of the P-lock system 310. Also, when the SBW-ECU determines that the P-lock system 310 is not malfunctioning, it transmits information indicating that it is not malfunctioning as failure information to the motion manager 200.

[0086] Furthermore, the SBW-ECU transmits information indicating the control state of the P-lock system 310 as control information to the motion manager 200. For example, when the P-lock system 310 enters a state of holding the stop state of the vehicle 1, the SBW-ECU transmits information indicating that the vehicle 1 is in a stopped state maintained by the operation of the P-lock system 310 as control information to the motion manager 200. Further, when the stop state of the vehicle 1 by the P-lock system 310 is released, the SBW-ECU transmits information indicating that the stop state of the vehicle 1 by the P-lock system 310 has been released as control information to the motion manager 200.

[0087] The motion manager 200 determines whether it has acquired the failure information and control information of the P-lock system 310. When the motion manager 200 has acquired the failure information and control information from the SBW-ECU, it determines that it has acquired the failure information and control information of the P-lock system 310. When it is determined that the failure information and control information of the P-lock system 310 have been acquired (YES in S108), the process proceeds to S110.

[0088] In S112, the motion manager 200 sets the stop hold fail class using the failure information of the P-lock system 310. For example, as described above, the motion manager 200 sets one of the plurality of predetermined values "00", "01", and "11" as the stop hold fail class.

[0089] For example, when an abnormality has occurred in the P-lock system 310 but the failure has not been confirmed (when a value indicating that the P-lock system 310 is abnormal is not output by the self-diagnosis function), the motion manager 200 sets the predetermined value "01" as the stop hold fail class. For example, when the number of times it is determined that an abnormality has occurred in the P-lock system 310 is less than or equal to the threshold, the motion manager 200 sets the predetermined value "01" as the stop hold fail class. For example, when the failure of the P-lock system 310 is confirmed (when a value indicating that the P-lock system 310 is abnormal is output by the self-diagnosis function), the motion manager 200 sets the predetermined value "11" as the stop hold fail class. For example, when the number of times an abnormality has occurred in the P-lock system 310 exceeds the threshold, the motion manager 200 sets the predetermined value "11" as the stop hold fail class. The subsequent process proceeds to S112.

[0090] In S114, the motion manager 200 sets the stop hold backup state using the control information of the P-lock system 310. For example, the motion manager 200 sets one of the plurality of predetermined values "00", "01", "10", and "11" as the stop hold backup state. Since the plurality of predetermined values set as the stop hold backup state are as described above, a detailed description thereof will not be repeated.

[0091] In S116, the motion manager 200 transmits the stop-holding fail class and the stop-holding backup state to the ADAS-ECU 10. Note that if the failure information and control information of the EPB 314 are not acquired (NO in S102), if it is determined that the P-lock system 310 is not to be used as a backup (NO in S108), or if the failure information and control information of the P-lock system 310 are not acquired (NO in S110), this process is terminated.

[0092] An example of the operation of the vehicle 1 based on the above-described structure and flowchart will be described with reference to Figures 6 and 7. Figure 6 is a diagram for explaining an example of the operation of the vehicle 1 when the EPB 314 is used as a backup. Figure 7 is a diagram for explaining an example of the operation of the vehicle 1 when the P lock system 310 is used as a backup.

[0093] <When using EPB314 as a backup> As shown in FIG. 6, the EPB control unit 212 receives, for example, the EPB from the exercise manager 200. When the EPB control unit 212 receives a request to lock the EPB 314 (hereinafter, may be referred to as a lock request), it controls the actuator of the EPB 314 so that the EPB 314 is in an operating state (a state in which the movement of the vehicle 1 is restricted). Furthermore, when the EPB control unit 212 receives a request to release the locked state of the EPB 314 (hereinafter, may be referred to as a release request) from the motion manager 200, it controls the actuator of the EPB 314 so that the EPB 314 is in a released state (a state in which the restriction on the movement of the vehicle 1 is released).

[0094] Furthermore, the EPB control unit 212 includes an EPB failure determination unit 212a that determines whether a failure has occurred in the EPB 314. For example, the EPB failure determination unit 212a may determine that a failure has occurred in the actuator of the EPB 314 when the voltage of the power supply that supplies power to the actuator of the EPB 314 is a high voltage or a low voltage outside a predetermined range, or when the current flowing through the actuator is a large current or a small current outside a predetermined range. Alternatively, the EPB failure determination unit 212a may determine that a failure has occurred in the actuator of the EPB 314 when the operating amount of the actuator does not reach the target operating amount, or when the temperature of the actuator exceeds a threshold value.

[0095] The EPB control unit 212 transmits EPB control information indicating the control state (locked state or released state) of the EPB 314 and EPB failure information indicating the failure determination result by the EPB failure determination unit 212a to the motion manager 200.

[0096] The motion manager 200 includes a request determination unit 214 for determining a request for either the locked state or the release state of the EPB 314, and a start / stop control unit 216. The request determination unit 214 includes an EPB approval determination unit 214a, a getting-off determination unit 214b, and an EPB request determination unit 214c.

[0097] The EPB approval determination unit 214a determines whether the EPB 314 may be locked. For example, the EPB approval determination unit 214a determines that the EPB 314 may be locked when the current shift range is the parking position. For example, the EPB approval determination unit 214a may obtain information about the current shift range from the power train ECU 316 included in the power train system 302.

[0098] A switch or sensor for detecting the shift range is connected to the power train ECU 316. The power train ECU 316 transmits information about the current shift range based on the detection result using the switch or sensor to the motion manager 200.

[0099] The alighting determination unit 214b determines whether or not the driver has alighted from the vehicle 1. The alighting determination unit 214b determines whether or not the driver has alighted from the vehicle 1 by using the seat belt fastening / unfastening information and the door opening / closing information. For example, the alighting determination unit 214b may determine that the driver has alighted from the vehicle 1 when the seat belt of the driver's seat changes from a fastened state to a detached state, and the door on the driver's seat side changes from a closed state to an open state and then changes again to a closed state. The alighting determination unit 214b acquires the seat belt fastening / unfastening information and the door opening / closing information from the body ECU 318.

[0100] A switch that is turned on and off when the seat belt is fastened or undone, and a switch that is turned on and off when the door is opened or closed are connected to the body ECU 318. The body ECU 318 generates information indicating whether the seat belt is fastened or undone and information indicating whether the door is opened or closed using the on / off states of each switch, and transmits the information to the motion manager 200.

[0101] The EPB request determination unit 214c determines whether or not the EPB 314 is locked using the determination results of the EPB authorization determination unit 214a and the dismount determination unit 214b and the hold request from the start / stop control unit 216. The EPB request determination unit 214c determines whether to request locking or releasing the EPB 314. For example, when the EPB 314 may be locked and it is determined that the driver has dismounted, or when the EPB 314 may be locked and there is a request to hold the EPB 314, the EPB request determination unit 214c requests locking of the EPB 314. When the EPB 314 may not be locked, when it is determined that the driver has not dismounted, or when no request to hold the EPB 314 is received, the EPB request determination unit 214c determines to request release of the EPB 314.

[0102] For example, when maintaining the stopped state of the vehicle 1, the start / stop control unit 216 increases the hydraulic pressure in the braking device 312. For example, when an abnormality occurs in the braking device 312, such as when the hydraulic pressure does not increase, the start / stop control unit 216 transmits a request to the request determination unit 214 to maintain the vehicle 1 using the EPB 314.

[0103] The ADAS-ECU 10 requests a required acceleration and a shift range, for example, according to the operation of any one of a plurality of applications.

[0104] In such a configuration, when the motion manager 200 uses the EPB 314 as a backup for the braking device 312 (YES in S100), it determines whether to acquire the failure information and control information of the EPB 314 (S102).

[0105] When the motion manager 200 receives, for example, EPB failure information indicating that the EPB 314 has failed and EPB control information from the EPB control unit 212 (YES in S102), a stop hold fail class is set using the EPB failure information (S104), and a stop hold backup state is set using the EPB control information (S106). The set stop hold fail class and stop hold backup state are transmitted to the ADAS-ECU 10 (S116). The ADAS-ECU 10 determines that there is an abnormality in the holding function by receiving the stop hold fail class. The ADAS-ECU 10 may, for example, issue a warning or an audible notification indicating that the EPB 314 cannot be used as a backup for holding the vehicle 1 in the event of an abnormality in the braking device 312.

[0106] <When using the P-lock system 310 as a backup> As shown in FIG. 7, the P-lock system 310 includes an SBW-ECU 310a and a shift actuator 310d.

[0107] The SBW-ECU 310a is configured to be able to control the shift actuator 310d. The shift actuator 310d is configured to switch between a P-lock operating state in which the rotation of the transmission is restricted by the P-lock system 310 and a P-lock release state in which the restriction of the rotation of the transmission by the P-lock system 310 is released, according to a control signal from the SBW-ECU 310a.

[0108] The SBW-ECU 310a includes a shift control unit 310b and a shift failure determination unit 310c.

[0109] When the shift control unit 310b receives a target shift range and a shift request from, for example, the motion manager 200, it controls the shift actuator 310d according to the target shift range. In the present embodiment, the shift range includes, for example, a parking range (P range), a reverse travel range (R range), a neutral range (N range), and a forward travel range (D range).

[0110] For example, when the target shift range is the P range and there is a shift request, the shift control unit 310b controls the shift actuator 310d to enter the P-lock operating state. The shift control unit 310b controls the shift actuator 310d to enter the P-lock release state, for example, when the target shift range is a shift range other than the P range and there is a shift request.

[0111] The shift failure determination unit 310c determines whether a failure has occurred in the P-lock system 310. For example, the shift failure determination unit 310c may determine that a failure has occurred in the P-lock system 310 when the voltage of the power supply that supplies power to the shift actuator 310d is a high voltage or a low voltage outside a predetermined range, or when the current flowing through the shift actuator 310d is a large current or a small current outside a predetermined range. Alternatively, the shift failure determination unit 310c may determine that a failure has occurred in the P-lock system 310 when the operating amount of the shift actuator 310d does not reach the target operating amount, or when the temperature of the shift actuator 310d exceeds a threshold value.

[0112] The SBW-ECU 310a transmits P-lock control information indicating the control state of the P-lock system 310 (whether it is in the P-lock operation state or the P-lock release state) using the shift control unit 310b and P-lock failure information indicating the failure determination result by the shift failure determination unit 310c to the motion manager 200.

[0113] The motion manager 200 includes a request determination unit 214 for determining a request (shift request) for either the P-lock operation state or the P-lock release state of the P-lock system 310, a start-stop control unit 216, and a shift arbitration unit 218.

[0114] The request determination unit 214 includes a vehicle descent determination unit 214b, a P-lock approval determination unit 214d, and a P-lock request determination unit 214e. Since the vehicle descent determination unit 214b is as described above, a detailed description thereof will not be repeated.

[0115] The P-lock approval determination unit 214d determines whether the P-lock system 310 is in a state where it may be set to the P-lock operation state. For example, when the vehicle 1 is in a stopped state, the P-lock approval determination unit 214d determines that the P-lock system 310 is in a state where it may be set to the P-lock operation state. The P-lock approval determination unit 214d may obtain information about the speed of the vehicle 1 from the power train ECU 316, for example.

[0116] A sensor for detecting the speed of the vehicle 1 is connected to the powertrain ECU 316. The powertrain ECU 316 transmits information about the speed of the vehicle 1 based on the detection result using the sensor to the motion manager 200.

[0117] The P-lock request determination unit 214e determines whether to put the P-lock system 310 into the P-lock operation state or the P-lock release state using the determination results of each of the getting-off determination unit 214b and the P-lock approval determination unit 214d and the holding request from the start-stop control unit 216 or the shift mediation unit 218. For example, when it is a state where the P-lock system 310 may be put into the P-lock operation state and it is determined that the driver has gotten off, or when it is a state where the P-lock system 310 may be put into the P-lock operation state and there is a holding request, the P-lock request determination unit 214e transmits a shift request so as to enter the P-lock operation state. The P-lock request determination unit 214e transmits a shift request so as to enter the P-lock release state when the P-lock system 310 is not in a state where it may be put into the P-lock operation state, or when it is determined that the driver has not gotten off, or when no holding request is received.

[0118] For example, when maintaining the stopped state of the vehicle 1, the start-stop control unit 216 increases the hydraulic pressure in the brake device 312. When an abnormality occurs in the brake device 312, the start-stop control unit 216 transmits a holding request for the vehicle 1 using the P-lock system 310 to the request determination unit 214 to do.

[0119] The shift mediation unit 218 sets a target shift range using the requested state of the shift range by the shift lever operation and the like. The shift mediation unit 218 transmits the set target shift range to the SBW-ECU 310a.

[0120] In such a configuration, when the motion manager 200 uses the P-lock system 310 as a backup for the braking device 312 (NO at S100 and YES at S108), it determines whether to acquire the failure information and control information of the P-lock system 310 (S110).

[0121] When the motion manager 200 receives, for example, P-lock failure information indicating that a failure has occurred in the P-lock system 310 and control information of the P-lock system 310 from the SBW-ECU 310a (YES at S110), a stop-hold fail class is set using the failure information of the P-lock system 310 (S112), and a stop-hold backup state is set using the control information of the P-lock system 310 (S114). The set stop-hold fail class and stop-hold backup state are transmitted to the ADAS-ECU 10 (S116). The ADAS-ECU 10 determines that there is an abnormality in the holding function by receiving the stop-hold fail class. The ADAS-ECU 10 may, for example, issue a warning indicating that the P-lock system 310 cannot be used as a backup for holding the vehicle 1 in the event of an abnormality in the braking device 312, or provide an audible notification.

[0122] As described above, according to the motion manager 200 according to the present embodiment, the predetermined information transmitted to the ADAS-ECU 10 includes a stop hold fail class (corresponding to the first information) and a stop hold backup state (corresponding to the second information), and does not include information specifying the type of holding device used for backup. Therefore, in the ADAS-ECU 10, even when the types of holding devices used for backup are different, the presence or absence of abnormalities and the control state of the holding device can be grasped based on the first information and the second information. Therefore, when there are variations in the holding devices used for backup, it is not necessary to set control information and failure information according to the type of holding device, so it is possible to suppress the occurrence of a design burden due to an increase in the types of holding devices used for backup. Therefore, it is possible to provide a motion manager, a vehicle, a vehicle control method, and a program that suppress the occurrence of a design burden due to an increase in the types of holding devices used for backup of vehicle stop holding.

[0123] Hereinafter, modified examples will be described.

[0124] In the above-described embodiment, the motion manager 200 has been described by taking as an example a configuration including a reception unit 202, a mediation unit 204, a calculation unit 206, a distribution unit 208, and a transmission unit 210. However, the motion manager 200 may have a configuration including, for example, a first motion manager that receives an action plan from at least an application, and a second motion manager that can communicate with the first motion manager and requests motion from the actuator system 30. In this case, the functions of the mediation unit 204, the calculation unit 206, the distribution unit 208, and the transmission unit 210 may be implemented in either the first motion manager or the second motion manager.

[0125] Furthermore, in the above-described embodiment, the case where either the EPB 314 or the P-lock system 310 is used as a backup for the braking device 312 has been described. However, at least either the EPB 314 or the P-lock system 310 may be used as a backup for the braking device 312.

[0126] For example, when using EPB314 as a backup for the braking device 312, if it is determined that a failure has occurred in EPB314, the P-lock system 310 may be used as a backup for the braking device 312.

[0127] Furthermore, in the above-described embodiment, for the sake of convenience of explanation, an example in which the vehicle 1 is equipped with the P-lock system 310 and the EPB314 has been described. However, it is sufficient that at least one of the P-lock system 310 and the EPB314 is equipped. For example, the vehicle 1 may have a configuration in which the P-lock system 310 is omitted, or alternatively, a configuration in which the EPB314 is omitted.

[0128] It should be noted that the above-described modifications may be implemented by appropriately combining all or part of them.

[0129] The embodiments disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is shown not by the above description but by the scope of the claims, and it is intended that all modifications within the meaning and scope equivalent to the scope of the claims are included.

Explanation of Reference Numerals

[0130] 1 Vehicle, 10 ADAS-ECU, 20 Brake ECU, 30 Actuator System, 40 Central ECU, 42 Memory, 100 Driving Assistance System, 120 ADK, 122 ADS, 150 System Group, 200 Motion Manager, 202 Reception Unit, 204 Mediation Unit, 206 Calculation Unit, 208 Distribution Unit, 210 Transmission Unit, 212 EPB Control Unit, 212a EPB Failure Determination Unit, 214 Requirement Determination Unit, 214a EPB Approval Determination Unit, 214b Getting-off Determination Unit, 214c EPB Requirement Determination Unit, 214d P-lock Approval Determination Unit, 214e P-lock Requirement Determination Unit, 216 Start / Stop Control Unit, 218 Shift Mediation Unit, 302 Power Train System, 304 Brake System, 306 Steering System, 308 Sensor Group, 310 P-lock System, 310a SBW-ECU, 310b Shift Control Unit, 310c Shift Failure Determination Unit, 310d Shift Actuator, 312 Braking Device.

Claims

1. A motion manager that requests at least one of a plurality of actuators provided in the vehicle to move the vehicle in accordance with an action plan for vehicle driving assistance, the driving assistance including assistance using a holding function for holding the vehicle in a stopped state, the action plan being set in a setting device capable of transmitting and receiving information to and from the motion manager, the plurality of actuators including a first holding device having the holding function and a second holding device having the holding function and capable of executing backup control for holding the vehicle in a stopped state when an abnormality occurs in the first holding device, a reception unit that receives information indicating the action plan from the setting device; a distributor that distributes a motion request for the vehicle calculated using the action plan to at least one of the plurality of actuators; a transmission unit that transmits predetermined information to the setting device, An exercise manager, wherein the predetermined information includes first information indicating the presence or absence of an abnormality in the holding function of the second holding device and second information indicating the control status of the second holding device, and does not include information identifying the type of the second holding device.

2. The first retaining device includes a service brake, The motion manager of claim 1 , wherein the second retention device comprises one of a parking lock system and an electric parking brake system.

3. A setting device that sets an action plan related to driving assistance for a vehicle; a plurality of actuators including a first holding device provided on the vehicle and having a holding function for holding the vehicle in a stopped state, and a second holding device having the holding function and capable of executing backup control for holding the vehicle in a stopped state when an abnormality occurs in the first holding device; a motion manager configured to be able to transmit and receive information to and from the setting device and to request at least one of the actuators to move the vehicle in accordance with the action plan; The driving assistance includes assistance using the holding function, The exercise manager transmits predetermined information to the setting device; A vehicle, wherein the predetermined information includes first information indicating the presence or absence of an abnormality in the holding function of the second holding device and second information indicating the control status of the second holding device, and does not include information identifying the type of the second holding device.

4. A method for controlling a vehicle, the vehicle including a plurality of actuators including a setting device that sets an action plan for driving assistance of the vehicle, a first holding device having a holding function for holding a stopped state of the vehicle, and a second holding device having the holding function and capable of executing backup control for holding the stopped state of the vehicle when an abnormality occurs in the first holding device, the driving assistance including assistance using the holding function, setting an action plan regarding the driving assistance using the setting device; receiving information indicating the action plan from the setting device; distributing motion demands for the vehicle calculated using the action plan to at least some of the plurality of actuators; transmitting predetermined information to the setting device; A vehicle control method, wherein the predetermined information includes first information indicating the presence or absence of an abnormality in the holding function of the second holding device and second information indicating the control status of the second holding device, and does not include information identifying the type of the second holding device.

5. A program to be executed by a computer mounted on a vehicle, the vehicle including a setting device for setting an action plan related to driving assistance of the vehicle, and a storage device for maintaining a stopped state of the vehicle. a first holding device having a holding function, and a second holding device having the holding function and capable of executing backup control for holding the vehicle in a stopped state when an abnormality occurs in the first holding device, The computer includes: Setting an action plan regarding driving assistance including assistance using the retention function; receiving information indicating the action plan from the setting device; distributing motion demands for the vehicle calculated using the action plan to at least some of the plurality of actuators; and transmitting predetermined information to the setting device. A program in which the predetermined information includes first information indicating the presence or absence of an abnormality in the holding function of the second holding device and second information indicating the control status of the second holding device, and does not include information identifying the type of the second holding device.

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