Control device, manager, method, program, and actuator system

Abstract

To provide a vehicle control system which can suppress an influence of a driving support function on improvement of responsibility, even when it has a plurality of driving support devices.SOLUTION: A control device mounted on a vehicle includes: a reception part for receiving first requests including identification information of an application mounted on a plurality of driving support systems from the driving support systems; an adjustment part for adjusting the plurality of first requests; a calculation part for calculating second requests including the identification information, on the basis of the adjustment result by the adjustment part; and a distribution part for distributing the second requests, to the two or more actuator systems capable of acquiring the first requests without through the control device from the driving support systems.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control system that controls a vehicle. [Background technology]

[0002] Driving assistance devices that are mounted on vehicles and provide various types of driving assistance have become widespread. Driving assistance devices acquire information indicating the state of the vehicle's motion and the state of objects around the vehicle from sensors and other devices equipped on the vehicle, calculate required values ​​for vehicle control such as driving force, braking force, and steering angle to realize their functions, and output request signals containing the required values. Each actuator control device, which controls actuators such as the vehicle's engine, brakes, and steering, controls the actuators based on the request signals.

[0003] In recent years, driving assistance functions have become more sophisticated, and vehicles are now equipped with multiple driving assistance devices that perform driving assistance processing for each function, such as collision avoidance, lane keeping, automatic parking, etc. When multiple driving assistance devices are installed, they may operate simultaneously and output request signals containing different request values ​​according to their respective functions.

[0004] Patent Document 1 discloses a configuration in which a motion manager device is provided as an intermediate processing device between a driving assistance device and each actuator control device. It is conceivable that such a motion manager device has a function of selecting a request signal from one of multiple driving assistance devices and outputting the selected request signal to each actuator control device. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-199951 Summary of the Invention [Problem to be solved by the invention]

[0006] When a motion manager device with the above-described arbitration function is provided, the time from when a request signal is output from a driving assistance device to when it is received by an actuator control device includes the communication time between the driving assistance device and the motion manager device, the processing time of the arbitration function in the motion manager device, and the communication time between the motion manager device and the actuator control device. The communication time between the driving assistance device and the motion manager device (first) is equivalent to the time required for direct communication between the driving assistance device and the actuator control device. Therefore, the additional time due to the provision of the motion manager device is the processing time of the arbitration function (second) and the communication time between the motion manager device and the actuator control device (third). Thus, providing a motion manager device increases the delay of the request signal, potentially making it difficult to improve the responsiveness of the driving assistance function.

[0007] The present invention has been made in consideration of the above-mentioned problems, and aims to provide a vehicle control system etc. that can suppress the impact on the responsiveness of driving assistance functions even when multiple driving assistance devices are provided. [Means for solving the problem]

[0008] In order to solve the above problem, one aspect of the present invention is a control device mounted on a vehicle, the control device comprising: a reception unit that receives first requests from multiple driving assistance systems, the first requests including identification information of applications implemented in the driving assistance systems; an arbitration unit that arbitrates the multiple first requests; a calculation unit that calculates a second request including the identification information based on the arbitration result by the arbitration unit; and a distribution unit that distributes the second request to two or more of multiple actuator systems that can obtain the first request from the driving assistance systems without going through the control device. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a vehicle control system or the like that can suppress the impact on improving the responsiveness of the driving assistance function even when multiple driving assistance devices are provided. [Brief explanation of the drawings]

[0010] [Figure 1] Functional block diagram of a vehicle control system according to an embodiment of the present invention. [Figure 2] A sequence diagram showing a process according to an embodiment of the present invention. [Figure 3] FIG. 10 is a sequence diagram illustrating a process according to a comparative example. [Figure 4] FIG. 10 is a diagram showing control timings in a process according to an embodiment of the present invention and a process according to a comparative example. [Figure 5] FIG. 10 is a diagram showing an example of changes in control values ​​in processing according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0011] (Embodiment) In the vehicle control system etc. of the present invention, even if it is equipped with multiple driving assistance devices and a motion manager device which is an intermediate processing device, the required values ​​used by the actuator control device for control are obtained directly from each driving assistance device through a single communication on the in-vehicle network, thereby reducing control delays compared to indirectly obtaining the values ​​through two communications on the in-vehicle network via the motion manager device.

[0012] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

[0013] <Configuration> FIG. 1 shows a functional block diagram of a vehicle control system 1 according to this embodiment. The vehicle control system 1 includes a first driving assistance device 11, a second driving assistance device 12, a motion manager device 20, a first actuator control device 31, a second actuator control device 32, and a third actuator control device 33. These devices are connected via an in-vehicle network, such as a CAN, and can transmit signals to and receive signals from the in-vehicle network. The in-vehicle network may be configured in any manner, but may include, for example, a plurality of CANs connected via a gateway device 50, as shown in FIG. 1. Signals transmitted to the in-vehicle network are assigned an identifier (CAN_ID) for identifying the device that transmitted the signal. Each device can determine which device transmitted each signal based on the identifier, and can also appropriately determine whether the signal should be received and processed by the device based on the identifier and other data contained in the signal.

[0014] The first driving assistance device 11 and the second driving assistance device 12 are each an execution unit that executes an application for implementing a driving assistance function such as automatic driving of the vehicle. The first driving assistance device 11 and the second driving assistance device 12 acquire information representing the state of the vehicle's motion and the state of objects around the vehicle from sensors equipped in the vehicle, calculate at least one value such as driving force, braking force, or steering angle to implement each function, and generate a request value representing a request to each vehicle's actuator. The request value is, for example, a value specifying a steering angle or curvature radius representing the vehicle's lateral motion, or an acceleration or force representing the vehicle's longitudinal (traveling) motion. However, the units and dynamic quantities of the request value are not particularly limited as long as they can represent the vehicle's operation with a predetermined accuracy. The driving assistance functions of the first driving assistance device 11 and the second driving assistance device 12 are not particularly limited. For example, the first driving assistance device 11 executes a lane-keeping function that maintains the vehicle in its lane, and the second driving assistance device 12 executes an automatic parking function. Furthermore, the vehicle control system 1 may include other driving assistance devices in addition to the first driving assistance device 11 and the second driving assistance device 12. The first driving assistance device 11, the second driving assistance device 12, and other driving assistance devices will be collectively referred to as a driving assistance device 10, or any one of these devices will be simply referred to as a driving assistance device 10.

[0015] The exercise manager device 20 receives request signals from the in-vehicle network, such as from the first driving assistance device 11, the second driving assistance device 12, or, if other driving assistance devices are installed, from the other driving assistance devices. For example, if the exercise manager device 20 receives request signals from multiple driving assistance devices 10 during a predetermined period, it selects one of the request signals, generates a signal representing the selection result as a control signal, and sends it to the in-vehicle network (arbitration process). For example, if the exercise manager device 20 receives a request signal from one driving assistance device 10 during a predetermined period, it selects the request signal, generates a signal representing the selection result as a control signal, and sends it to the in-vehicle network. When multiple request signals are received, the selection can be made based on, for example, predetermined rules, such as the vehicle's motion state, the priority of the driving assistance function, and the content of the request signal. For example, when a vehicle traveling with the lane keeping function of the first driving assistance device 11 operating enters a roadside parking section and operates the automatic parking function of the second driving assistance device 12 to perform parking, there may be a partial overlap between the period in which the first driving assistance device 11 operates and the period in which the second driving assistance device 12 operates. If the motion manager device 20 simultaneously acquires a request signal for lane keeping generated by the first driving assistance device 11 and a request signal for the automatic parking function generated by the second driving assistance device 12, for example, if the vehicle speed is equal to or greater than a predetermined value, it selects the first driving assistance device 11, and if the vehicle speed drops below the predetermined value, it selects the second driving assistance device 12.

[0016] The first actuator controller 31, the second actuator controller 32, and the third actuator controller 33 are, for example, a steering controller that controls the steering (electric power steering) to perform steering, an engine (motor) controller that controls the engine or motor to generate driving force and braking force, and a brake controller that controls the brakes to generate braking force, respectively. The first actuator controller 31, the second actuator controller 32, and the third actuator controller 33 can acquire request signals generated by the first driving assistance device 11, the second driving assistance device 12, or, if other driving assistance devices are installed, other driving assistance devices, and control signals generated by the motion manager device 20 from the in-vehicle network, and control the steering, engine (motor), and brakes, respectively, based on these signals. The first actuator controller 31, the second actuator controller 32, and the third actuator controller 33, or any one of them, will be collectively referred to as the actuator controller 30.

[0017] <Processing> Fig. 2 is a sequence diagram showing an example of processing performed by the vehicle control system 1. An example of the processing will be described with reference to Fig. 2. In this processing, as an example, the first driving assistance device 11 and the second driving assistance device 12 send request signals, with the steering angle δ to the steering device as a request value, almost simultaneously, as an example of a request for lateral movement, and the first actuator control device 31 controls the steering in accordance with the request signals, etc.

[0018] (Step S101): The first driving support device 11 adjusts the steering angle δ to δ A The request value is calculated as 1, and a request signal is generated by combining the request value with the identifier id=1 of the first driving assistance device 11, and is sent to the in-vehicle network. Note that this identifier id=1 is added separately from an identifier such as CAN_ID added to the first driving assistance device 11 in the in-vehicle network, and the value may be different.

[0019] (Step S102): The exercise manager device 20 acquires, from the in-vehicle network, the request signal sent by the first driving support device 11 in step S101. Note that in Fig. 2, the correspondence between the sending of each signal and the acquisition of that signal is indicated by arrows.

[0020] (Step S103): The second driving support device 12 adjusts the steering angle δ to δ B The second driving support device 12 calculates 1 as a request value, combines the request value with the identifier id=2 of the second driving support device 12 to generate a request signal, and transmits the request signal to the in-vehicle network. Note that this identifier id=2 is added separately from an identifier such as CAN_ID added to the first driving support device 11 in the in-vehicle network, and the value may be different.

[0021] (Step S104): The exercise manager device 20 acquires the request signal sent by the second driving assistance device 12 in step S103 from the in-vehicle network.

[0022] (Step S105): The motion manager device 20 selects either the request signal transmitted by the first driving assistance device 11 acquired in step S102 or the request signal transmitted by the second driving assistance device 12 acquired in step S104. In terms of processing, this is equivalent to selecting either the identifier id=1 included in the request signal transmitted by the first driving assistance device 11 or the identifier id=2 included in the request signal transmitted by the second driving assistance device 12. The selection method is not limited, but can be performed based on a predetermined rule (arbitration policy) based on the motion state of the vehicle, the priority of the driving assistance function, the content of each request signal, etc., as described above.

[0023] (Step S106): The exercise manager device 20 generates a control signal including at least the identifier selected in step S105 and sends it to the in-vehicle network. The control signal may include this identifier, but as an example, the exercise manager device 20 generates a signal by adding the identifier of the driving assistance device 10 that sent the selected request signal to the request signal selected from the request signal sent by the first driving assistance device 11 and the request signal sent by the second driving assistance device 12, and sends it to the in-vehicle network as a control signal.

[0024] (Step S107): The first actuator control device 31 acquires the control signal sent by the motion manager device 20 in step S106 from the in-vehicle network.

[0025] (Step S108): The first driving support device 11 adjusts the steering angle δ to δ A 2 as a new request value, and generates a new request signal by combining the request value with the identifier id=1 of the first driving assistance device 11, and transmits the new request signal to the in-vehicle network.

[0026] (Step S109): The first actuator control device 31 acquires the request signal sent by the first driving assistance device 11 in step S108 from the in-vehicle network.

[0027] (Step S110): The second driving support device 12 adjusts the steering angle δ to δ B 2 as a new request value, and generates a new request signal by combining the request value with the identifier id=2 of the second driving assistance device 12, and transmits the new request signal to the in-vehicle network.

[0028] (Step S111): The first actuator control device 31 acquires the request signal sent by the second driving assistance device 12 in step S110 from the in-vehicle network.

[0029] (Step S112): The first actuator control device 31 refers to the identifier included in the control signal acquired in step S107. If the identifier is the identifier of the first driving support device 11 (id=1), the first actuator control device 31 sets the control value δ of the steering angle to δ=δ based on the request signal sent by the first driving support device 11 acquired in step S109. A Control is performed to set the value to 2.

[0030] Furthermore, if the identifier included in the control signal acquired in step S107 is the identifier (id=2) of the second driving support device 12, the first actuator control device 31 sets the control value δ of the steering angle to δ=δ based on the request signal acquired in step S111 and transmitted by the second driving support device 12. B Control is performed to set the value to 2.

[0031] The above process is repeated, and similar processes are performed for new request signals. The motion manager device 20 performs arbitration processes for the request signals sent in steps S102 and S104-S106 for the request signals sent in steps S101 and S103. Although not shown in FIG. 2, the motion manager device 20 also performs arbitration processes for the request signals sent in steps S108 and S110 to generate and send new control signals. When the first driving assistance device 11 and the second driving assistance device 12 subsequently send new request signals, the first actuator control device 31 performs control based on one of the new request signals, similar to step S112, depending on the identifier of the new control signal. In this way, the first actuator control device 31 sequentially acquires request signals and control signals. Upon acquiring a control signal, the first actuator control device 31 selects the most recent request signal from the subsequently acquired request signals, which includes the identifier contained in the most recent acquired control signal, and determines the control value of the actuator based on the request contained in the selected request signal.

[0032] According to the above process, the first actuator control device 31 controls the steering based on the control signal generated by the motion manager device 20 and the request signal selected from the most recent request signals acquired thereafter. As a result, the request signal ((id=1, δ=δ)) sent to the in-vehicle network in step S108 or S109 is A 2) or (id=2,δ=δ B Control based on 2)) can be executed immediately after the first actuator control device 31 receives the request signal in step S111, after one communication time on the in-vehicle network (step S112). In this process, the request signal used by the motion manager device 20 to generate a control signal is different from the request signal used by the first actuator control device 31 to perform control in accordance with the control signal. However, generally, once the motion manager device 20 selects a request signal from one of the driving assistance devices 10, it continues to select the request signal sent by the same driving assistance device 10 multiple times in succession while a series of driving assistance functions are being executed. Therefore, in this process, the first actuator control device 31 can effectively perform control in accordance with the motion manager device 20's arbitration policy. Furthermore, the first actuator control device 31 starts control based on the request signal after receiving the control signal. Therefore, even if the request signal is used in the arbitration process, as in the case of the request signals sent in steps S101 and S103 described above, the request value included in the request signal may not be used as the actuator control value. This is not a problem, as will be described later, and even if a problem does exist, it can be addressed. Even if the number of driving assistance devices 10 sending request signals to the in-vehicle network is one or three or more, the motion manager device can perform similar processing by selecting one request signal (one driving assistance device 10) and generating and sending a control signal according to the selection result. After acquiring the control signal, if the first actuator control device 31 cannot acquire a request signal containing an identifier with the same value as the identifier contained in the control signal, it should not particularly control the steering.

[0033] Furthermore, the request signal may include a request value for braking force or driving force in addition to or instead of the request value for steering angle, and in this case, similar to the steps described above, the second actuator control device 32 and the third actuator control device 33 also appropriately control the engine (motor) and brakes based on the control signal generated by the motion manager device 20 and a request signal selected from the latest request signals generated by each driving assistance device 10. Note that when the request value represents braking force, for example, separate communication may be performed between the motion manager device 20, the second actuator control device 32, and the third actuator control device 33, and an adjustment process may be performed to appropriately allocate the braking force generated between the engine (motor) and the brakes.

[0034] For comparison, an example of general processing when an intermediate processing device such as the exercise manager device 20 is provided will be described below. FIG. 3 is a sequence diagram showing an example of processing according to such a comparative example. The sequence shown in FIG. 3 is a sequence diagram showing an example of processing according to the comparative example. The sequence shown in FIG. 3 is a sequence diagram showing the request signal ((id=1, δ=δ)) sent to the in-vehicle network in the above-mentioned step S108 or S109. A 2) or (id=2,δ=δ B In order to compare the control based on 2), the description will start from the process corresponding to step S108.

[0035] (Step S901): The first driving support device 11 performs the same operation as in the above-described step S108, in which the steering angle δ is equal to δ A 2 as the request value, generate a request signal including the request value, and send it to the in-vehicle network.

[0036] (Step S902): The exercise manager device 20 acquires, from the in-vehicle network, the request signal sent by the first driving support device 11 in step S901. Note that in Fig. 3, the correspondence between the sending of each signal and the acquisition of that signal is indicated by arrows.

[0037] (Step S903): The second driving support device 12 performs the same operation as in the above-described step S109, in which the steering angle δ is equal to δ B 2 as the request value, generate a request signal including the request value, and send it to the in-vehicle network.

[0038] (Step S904): The exercise manager device 20 acquires the request signal sent by the first driving assistance device 11 in step S903 from the in-vehicle network.

[0039] (Step S905): The exercise manager device 20 selects either the request signal sent by the first driving assistance device 11 acquired in step S902 or the request signal sent by the second driving assistance device 12 acquired in step S904.

[0040] (Step S906): The exercise manager device 20 transmits the request signal selected in step S905 as a control signal to the in-vehicle network.

[0041] (Step S907): The first actuator control device 31 acquires the control signal sent by the motion manager device 20 in step S906 from the in-vehicle network.

[0042] (Step S908): The first actuator control device 31 adjusts the steering angle δ to δ=δ based on the required value included in the control signal acquired in step S907. A 2 (or δ B That is, the first actuator control device 31 performs control such that the required value is δ A If 2, the steering angle δ is δ = δ A 2, and the required value is δ B If 2, the steering angle δ is δ = δ B Let's say it's 2.

[0043] The above process is repeated, and similar processes are performed for new request signals. In this comparative example, the request signal ((δ=δ)) sent to the in-vehicle network in step S901 or S903 is A 2) or (δ = δ BThe control based on 2)) is executed after the first actuator control device 31 acquires the request signal in step S111, after two communication times on the in-vehicle network and the time required for arbitration processing by the motion manager device 20 (step S112).

[0044] FIG. 4 is a diagram showing an example of the difference in control timing between the processing according to this embodiment and the processing according to the comparative example. In FIG. 4, the horizontal axis represents time, and the vertical axis represents the request value included in the request signal or control signal. (a) of FIG. 4 shows the request value δ of the request signal sent by the first driving support device 11 to the in-vehicle network. The first driving support device 11 starts sending the request signal at time t=t0. In FIG. 4, the request value is shown as a continuous line, but in reality, the request value is a discrete value calculated at regular time intervals. In the example shown in FIG. 4, in both this embodiment and the comparative example, the exercise manager device 20 selects the request signal of the first driving support device 11.

[0045] 4(b) shows the request value of the request signal of the first driving support device 11, which the exercise manager device 20 acquires from the in-vehicle network. This request value is delayed by the communication time t1 of the in-vehicle network compared to FIG. 4(a). This is the same in this embodiment and the comparative example.

[0046] In FIG. 4(c), the solid line indicates the request value of the request signal of the first driving assistance device 11 that the first actuator control device 31 acquires from the in-vehicle network. This request value is delayed by the in-vehicle network communication time t1 compared to FIG. 4(a). The dotted line indicates the request value of the control signal from the motion manager device 20 that the first actuator control device 31 acquires from the in-vehicle network. This request value is delayed by the in-vehicle network communication time t1, the time t2 required for the motion manager device 20 to select and process the request signal, and the in-vehicle network communication time t3 compared to FIG. 4(a). The thick line indicates the request value that the first actuator control device 31 actually uses for control. The first actuator control device 31 performs control using the request value indicated by the solid line based on the identifier included in the control signal. Therefore, control begins after acquiring the control signal. That is, the control start time is delayed by the time t1 + t2 + t3 from time t = t0, but the delay of the request value itself used for control is limited to t1. This delay t1 in the request value is the same as the delay when the motion manager device 20 is not provided as an intermediate processing device. Generally, the time t2 required for the motion manager device 20 to perform the selection process for the request signal is actually shorter than shown in the figure, compared to the communication times t1 and t3 of the in-vehicle network. Thus, in this embodiment, even when the motion manager device 20 is provided, the delay in the request value used for control is suppressed, and the impact on the responsiveness of the driving assistance function is also suppressed.

[0047] 4(d) shows the request value of the control signal from the motion manager device 20 that the first actuator control device 31 acquires from the in-vehicle network in the comparative example. This request value is delayed compared to FIG. 4(a) by the communication time t1 of the in-vehicle network, the time t2 required for the motion manager device 20 to select and process the request signal, and the communication time t3 of the in-vehicle network. The first actuator control device 31 performs control using the request value included in the control signal, so it starts control after acquiring the control signal. That is, in the comparative example, the control start time is delayed from time t=t0 by time t1+t2+t3, and the request value used for control is also delayed by time t1+t2+t3.

[0048] As described above, in this embodiment, the actuator control device 30 starts control based on the request signal from the driving assistance device 10 after receiving a control signal from the motion manager device 20. Therefore, for example, immediately after the driving assistance process by the driving assistance device 10 is started, control based on the request signal is not performed. FIG. 5(a) shows a partially enlarged view of FIG. 4(c), and an example of the control value of the actuator immediately before the control based on the request signal from the driving assistance device 10 is started is further indicated by a thicker line. As shown in FIG. 5(a), a discontinuous change may occur between the control value of the actuator immediately before the control based on the request signal from the driving assistance device 10 is started and the control value of the actuator immediately after the control based on the request signal is started.

[0049] If the amount of change is relatively small, the vehicle operation does not change suddenly, and there is no particular problem. Even if the amount of change is relatively large, it is considered that the sudden change in vehicle operation is the result of the driving assistance device 10 suddenly changing the required value in a short period of time in accordance with the purpose of driving assistance, and therefore, there is no problem even if the vehicle operation suddenly changes. However, to prevent a significant sudden change in vehicle operation, the actuator control device 30 may suppress the time rate of change of the control value by gradually bringing the control value closer to the required value while the difference between the current control value and the required value is equal to or greater than a predetermined value. Figures 5(b) and 5(c) show examples of corrections that suppress the time rate of change of the control value shown in Figure 5(a). In the example shown in Figure 5(b), the slope of the change in the control value is set to a constant equal to or less than a predetermined value, and the control value gradually matches the required value while limiting the slope. In the example shown in Figure 5(c), the control value follows the required value with a time lag. The time lag may be set to gradually decrease, for example. Alternatively, the control value can be gradually matched to the required value by storing a plurality of request signals acquired over a predetermined period of time in the past before the control signal is acquired, and generating a change pattern of the control value based on a pattern of change in the required value reproduced over a period shorter than the predetermined period. Gradually matching the control value to the required value in this manner can prevent significant sudden changes in the vehicle's operation. Note that the method for gradually matching the control value to the required value is not limited to the above example, and other common methods can be selected as appropriate.

[0050] <Effects> In this embodiment, even if there are multiple driving assistance devices, the actuator control device obtains the required values ​​used for control directly from each driving assistance device through a single communication over the in-vehicle network. This reduces control delay compared to indirectly obtaining the required values ​​via a motion manager device, which is an intermediate processing device, through two communications over the in-vehicle network. This also means that when feedback control is performed, the control gain can be increased by reducing dead time in the control system. This improves the response performance of actuator control.

[0051] Note that lateral control of a vehicle, such as steering, generally requires higher response performance to achieve a desired vehicle operation than longitudinal control (direction of travel) of the vehicle, such as braking force or driving force. Therefore, the present invention is particularly effective when applied to steering control. The present invention may also be applied to control of braking force or driving force by actuators such as an engine (motor) or brake. In this way, the present invention can be applied to the control of any part of a plurality of actuators. In this case, the control of the other actuators may be applied to, for example, the processing according to the comparative example described above.

[0052] 1 does not limit the implementation mode. For example, the motion manager device may be provided integrally with one of the actuator control devices. In such a case, there is no communication over the in-vehicle network between the motion manager device and the actuator control device with which the motion manager device is integrated, and delay is small. Therefore, the difference in response performance between applying the present invention and the above-described comparative example to the actuator control by the actuator control device is small, and either the present invention or the comparative example may be applied.

[0053] The above describes an embodiment of the present invention, but the present invention can be understood as a vehicle control system, a vehicle control method executed by a computer in each part of the vehicle control system, a vehicle control program, a computer-readable non-transitory recording medium storing the same, a vehicle, etc. [Industrial Applicability]

[0054] The present invention is useful for a vehicle control system mounted on a vehicle or the like. [Explanation of symbols]

[0055] 1. Vehicle control system 10 Driving assistance devices 11 First driving support device 12 Second driving support device 20 Exercise Manager Device 30 Actuator control device 31 First actuator control device 32 Second actuator control device 33 Third actuator control device 50 Gateway Device

Claims

1. A control device mounted on a vehicle, a receiving unit that receives a first request from a plurality of driving assistance systems, the first request including identification information of an application implemented in the driving assistance system; an arbitration unit that arbitrates the plurality of first requests; a calculation unit that calculates a second request including the identification information based on a result of arbitration by the arbitration unit; a distributor that distributes the second request to two or more of a plurality of actuator systems that can acquire the first request from the driving assistance system without going through the control device.

2. A manager mounted on a vehicle, a receiving unit that receives, from a plurality of ADAS applications, action plans including identification information of the ADAS applications; a mediation unit that mediates the plurality of action plans; a calculation unit that calculates an exercise request including the identification information based on the arbitration result by the arbitration unit; a distribution unit that distributes the movement request to two or more of a plurality of actuator systems that can acquire the action plan from the ADAS application without going through the manager.

3. A manager mounted on a vehicle, a receiving unit that receives a first request including identification information of the ADAS application from a plurality of ADAS applications; an arbitration unit that arbitrates the plurality of first requests; a calculation unit that calculates a second request including the identification information based on a result of arbitration by the arbitration unit; a distribution unit that distributes the second request to two or more of a plurality of actuator systems that can acquire the first request from the ADAS application without going through the manager.

4. A method executed by a manager computer on board a vehicle, comprising: receiving action plans from a plurality of ADAS applications, the action plans including identification information of the ADAS applications; reconciling the plurality of action plans; calculating an exercise request including the identification information based on the arbitration result; and distributing the movement request to two or more of a plurality of actuator systems that can obtain the action plan from the ADAS application without going through the manager.

5. A program to be executed by a manager computer installed in a vehicle, receiving action plans from a plurality of ADAS applications, the action plans including identification information of the ADAS applications; reconciling the plurality of action plans; calculating an exercise request including the identification information based on the arbitration result; and distributing the movement request to two or more of a plurality of actuator systems that can obtain the action plan from the ADAS application without going through the manager.

6. An actuator system mounted on a vehicle, comprising: a receiving unit that receives, from a plurality of ADAS applications, action plans including identification information of the ADAS applications; a mediation unit that mediates the plurality of action plans; a calculation unit that calculates an exercise request including the identification information based on the arbitration result by the arbitration unit; a distribution unit that distributes the motion request to two or more of the plurality of actuator systems, a communication unit that receives the identification information, The communication unit further acquires the action plan from the ADAS application without going through the manager.

7. A vehicle equipped with the manager according to claim 2.

Images