Vehicle control device, vehicle control method, and program

Abstract

To appropriately control an operation state of a target function.SOLUTION: The vehicle control device acquires a first communication state of a first instruction line that is connected to a target used to control the vehicle and that instructs an entire power supply of the vehicle separately from a power supply line that supplies power to the target, and acquires a second communication state of a second instruction line that is connected to the target and that is different from the power supply line and the first instruction line. The target is activated when the first signal indicating the power supply instruction is input to the first instruction line in the first communication state or when the second communication state is normal, and the target is not activated when the first signal indicating the power supply instruction is not input to the first instruction line in the first communication state and the second communication state is not normal.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program. [Background technology]

[0002] In recent years, efforts to provide access to sustainable transportation systems that take into consideration vulnerable traffic participants have been gaining momentum. To achieve this, efforts are being focused on research and development to further improve traffic safety and convenience through research and development of driving assistance technologies. In relation to this, a vehicle control system has been disclosed that includes a group of external environment recognition devices and a group of actuators, and that includes: first communication means for a first driving control means that performs first driving control of the vehicle to communicate with the group of external environment recognition devices; second communication means for the first driving control means to communicate with the group of actuators; third communication means for a second driving control means that performs second driving control of the vehicle to communicate with the group of external environment recognition devices; and fourth communication means for the second driving control means to communicate with the group of actuators (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2019 / 116459 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the above-mentioned systems have not always been able to adequately control the operating state of the target.

[0005] The present invention has been made in consideration of the above circumstances, and an object of the present invention is to provide a vehicle control device, a vehicle control method, and a program that can appropriately control the operating state of target functions, thereby contributing to the development of sustainable transportation systems. [Means for solving the problem]

[0006] A vehicle control device, a vehicle control method, and a program according to the present invention employ the following configuration. (1): A vehicle control device according to one embodiment of the present invention acquires a first communication state of a first instruction line that is connected to an object used to control the vehicle and that issues power instructions for the entire vehicle, separate from a power supply line that supplies power to the object; acquires a second communication state of a second instruction line that is connected to the object and separate from the power supply line and the first instruction line; and operates the object when a first signal indicating the power instruction is input to the first instruction line in the first communication state or when the second communication state is normal; and does not operate the object when the first signal indicating the power instruction is not input to the first instruction line in the first communication state and the second communication state is not normal.

[0007] (2): In the above aspect (1), the second communication state being normal means that the management control device that controls the running of the vehicle connected to the second instruction line has acquired the second signal input to the second instruction line.

[0008] (3): In the above aspect (1), when the first signal is input, the target is started up, and when the first signal is input or the second communication state is normal, the target continues to be started up, and when the first signal is not input and the second communication state is not normal, the operation of the target is stopped.

[0009] (4): In the above aspect (3), the object is a first object which is a sensor unit, and the second indication line is connected to the first object and a second object which is a control unit that controls the sensor unit.

[0010] (5): In the above aspect (4), when a program relating to the first object and the second object, which is stored in the second object, is updated, the program stored in the second object is updated and the first object is not operated.

[0011] (6): In any of the above aspects (1) to (5), the target is a first target which is a sensor unit having a light-emitting portion of a LIDAR unit, and the second indication line is connected to the first target and a second target which is a control unit that controls the sensor unit of the LIDAR unit.

[0012] (7): In the above aspect (1), when the first signal is input, or when the second signal is input to the second instruction line, the management control device that controls the running of the vehicle connected to the second instruction line starts the object, continues to start the object when the first signal or the second signal is input, and stops the operation of the object when the first signal and the second signal are not input.

[0013] (8): In the above aspect (7), the object is a first object which is a control device that controls the sensor unit, and the second instruction line is connected to the first object and a second object which is a management control device that controls the running of the vehicle.

[0014] (9): Another embodiment of the vehicle control device of the present invention acquires the input status of a first signal indicating that the vehicle's power supply system has been activated on a first instruction line connected to a sensor section of a LIDAR unit, and the communication status of a second instruction line connected to the sensor section and a control section that controls the sensor section of the LIDAR unit, and maintains the sensor section in an activated state when the first signal is input or the communication status is normal, and stops the operation of the sensor section when the first signal is not input and the communication status is not normal.

[0015] (10): Another embodiment of the vehicle control device of the present invention acquires the input status of a first signal indicating that the vehicle's power supply system has been activated on a first instruction line connected to a control unit that controls the sensor unit of a LIDAR unit, and the input status of a second signal regarding the communication status on a second instruction line connected to the control unit of the LIDAR unit and a management control device that controls the vehicle's driving.If the first signal or the second signal is input, the control unit remains activated, and if the first signal is not input and the second signal is not input, the control unit stops operating.

[0016] (11): A vehicle control method according to one embodiment of the present invention is a vehicle control method in which a computer acquires a first communication state of a first instruction line that is connected to an object used to control the vehicle and that issues power instructions for the entire vehicle, separate from a power supply line that supplies power to the object; acquires a second communication state of a second instruction line that is connected to the object and separate from the power supply line and the first instruction line; operates the object when a first signal indicating the power instruction is input to the first instruction line in the first communication state or when the second communication state is normal; and does not operate the object when the first signal indicating the power instruction is not input to the first instruction line in the first communication state and the second communication state is not normal.

[0017] (12): A program according to one embodiment of the present invention is a program for causing a computer to execute the following processes: a process for acquiring a first communication state of a first instruction line that is connected to an object used to control a vehicle and that issues power instructions for the entire vehicle, and that is separate from a power supply line that supplies power to the object; a process for acquiring a second communication state of a second instruction line that is connected to the object and that is separate from the power supply line and the first instruction line; and a process for not operating the object if a first signal indicating the power instruction is not input to the first instruction line in the first communication state and the second communication state is not normal, and a process for operating the object if a first signal indicating the power instruction is input to the first instruction line in the first communication state or if the second communication state is normal. [Effects of the Invention]

[0018] According to (1)-(12), the vehicle control system can appropriately control the operating state of the target function. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a configuration diagram of a vehicle system 1 that uses a vehicle control device according to an embodiment. [Figure 2] FIG. 2 is a functional configuration diagram of a first control unit 140. [Figure 3] 2 is a diagram illustrating an example of processing executed by a first control device 100 and a second control device 200. FIG. [Figure 4] FIG. 2 is a diagram illustrating an example of the functional configuration of a LIDAR unit 20. [Figure 5] 10 is a diagram for explaining control relating to the operating state of the sensor unit 21. FIG. [Figure 6] 10 is a flowchart showing an example of the flow of processing executed by a sensor control unit 24. [Figure 7] 10 is a diagram for explaining control relating to the operating state of the control unit 26. FIG. [Figure 8]10 is a flowchart showing an example of the flow of processing executed by a sensor control unit 24. [Figure 9] 1 is a timing chart (1) showing the transition between the input state and the operating state of a signal of the control unit 26. [Figure 10] 10 is a timing chart (2) showing the transition between the input state and the operating state of the signal of the control unit 26. [Figure 11] 10 is a timing chart (3) showing the transition between the input state and the operating state of the signal of the control unit 26. [Figure 12] 10 is a timing chart (4) showing the transition between the input state and the operating state of the signal of the control unit 26. [Figure 13] 10 is a timing chart (5) showing the transition between the input state and the operating state of the signal of the control unit 26. [Figure 14] 1 is a timing chart (1) showing the transition between the signal input state and the operating state of the sensor unit 21. [Figure 15] 10 is a timing chart (2) showing the transition between the signal input state and the operating state of the sensor unit 21. [Figure 16] 10 is a timing chart (3) showing the transition between the signal input state and the operating state of the sensor unit 21. [Figure 17] 10 is a timing chart (3) showing the transition between the signal input state and the operating state of the sensor unit 21. DETAILED DESCRIPTION OF THE INVENTION

[0020] Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a program according to the present invention will be described with reference to the drawings.

[0021] [Overall configuration] 1 is a configuration diagram of a vehicle system 1 that uses a vehicle control device according to an embodiment. The vehicle on which the vehicle system 1 is installed may be, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source may be an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination of these. The electric motor operates using power generated by a generator connected to the internal combustion engine, or discharged power from a secondary battery or a fuel cell.

[0022] The vehicle system 1 includes, for example, a camera 10, a LIDAR (Light Detection and Ranging) unit 20, a communication device 30, an HMI (Human Machine Interface) 40, a vehicle sensor 50, a driver monitor camera 60, a driving operator 70, a steering grip sensor 74, a power supply unit 78, a navigation device 80, an MPU (Map Positioning Unit) 90, and a first control device 100.

[0023] Furthermore, the vehicle system 1 includes, for example, a second control device 200, a camera 310, a radar device 320, a driving force output device 400, a braking device 410, and a steering device 420.

[0024] These devices and equipment are connected to each other via multiplex communication lines such as a CAN (Controller Area Network) communication line, serial communication lines, wireless communication networks, etc. The configurations shown in FIG. 1 and FIGS. 2 and 4 described later are merely examples, and some of the configurations may be omitted, or other configurations may be added. Furthermore, the connection modes of the communication lines shown in FIG. 1 and FIGS. 2 and 4 described later are merely examples, and the connection modes may be changed as appropriate. Furthermore, each functional configuration may be integrated or provided in a distributed manner.

[0025] The camera 10 is, for example, a digital camera using a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to any location of a vehicle (hereinafter referred to as vehicle M) in which the vehicle system 1 is installed. When capturing an image of the front, the camera 10 is attached to the top of the front windshield, the back of the rearview mirror, or the like. The camera 10, for example, periodically captures images of the periphery of the vehicle M. The camera 10 may be a stereo camera.

[0026] The LIDAR unit 20 irradiates the periphery of the vehicle M with light (or electromagnetic waves with a wavelength similar to that of light) and measures the scattered light. The LIDAR 20 detects the distance to the target based on the time between emitting and receiving the light. The irradiated light is, for example, pulsed laser light. A sensor unit 21 of the LIDAR unit 20, which will be described later, is attached to a position from which information about the front of the vehicle M can be acquired, such as the roof of the vehicle M. The LIDAR unit 20 may be attached to any location on the vehicle M.

[0027] The communication device 30 communicates with other vehicles in the vicinity of the vehicle M, for example, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via a wireless base station.

[0028] The HMI 40 presents various information to the occupants of the vehicle M and accepts input operations by the occupants. The HMI 40 includes various display devices, speakers, buzzers, touch panels, switches, keys, etc. The HMI 40 may also include a predetermined output unit provided on the steering wheel to encourage the occupants to grip the steering wheel, and a HUD (Head Up Display).

[0029] The vehicle sensor 50 includes various sensors used to control the vehicle, such as a vehicle speed sensor that detects the speed of the vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the angular velocity around a vertical axis, and a direction sensor that detects the direction of the vehicle M.

[0030] The driver monitor camera 60 is, for example, a digital camera that uses a solid-state imaging element such as a CCD or CMOS. The driver monitor camera 60 is attached to any location on the vehicle M in a position and orientation that allows it to capture an image of the head of an occupant (hereinafter, driver) seated in the driver's seat of the vehicle M from the front (in an orientation that captures an image of the face). For example, the driver monitor camera 60 is attached to the top of a display device provided in the center of the instrument panel of the vehicle M.

[0031] The driving operators 70 include, for example, a steering wheel 72 as well as an accelerator pedal, a brake pedal, a shift lever, and other operators. The driving operators 70 are fitted with sensors that detect the amount of operation or the presence or absence of operation, and the detection results are output to the first control device 100, the second control device 200, or some or all of the traveling drive force output device 400, the brake device 410, and the steering device 420. The steering wheel 72 is fitted with a steering grip sensor 74. The steering grip sensor 74 is implemented by a capacitance sensor or the like, and outputs a signal to the first control device 100 or the second control device 200 that can detect whether the driver is gripping the steering wheel 72 (meaning whether the driver is in contact with the steering wheel in a state where force can be applied thereto).

[0032] The power supply unit 78 is a battery that supplies power to the vehicle system 1. The power supply unit 78 may include multiple batteries and may be configured as redundant so that if one battery fails, power is supplied from the other battery.

[0033] The navigation device 80 includes, for example, a GNSS (Global Navigation Satellite System) receiver 81, a navigation HMI 82, and a route determination unit 83. The navigation device 80 stores first map information 84 in a storage device such as a hard disk drive (HDD) or flash memory. The GNSS receiver 81 identifies the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be identified or supplemented by an inertial navigation system (INS) that uses the output of the vehicle sensors 50. The navigation HMI 82 includes a display device, a speaker, a touch panel, keys, etc. The navigation HMI 82 may share some or all of the components with the HMI 40 described above. The route determination unit 83 determines, for example, a route (hereinafter, a route on a map) from the position of the vehicle M identified by the GNSS receiver 81 (or any input position) to a destination input by the occupant using the navigation HMI 82, by referring to the first map information 84. The first map information 84 is information that represents road shapes using, for example, links indicating roads and nodes connected by the links. The first map information 84 may also include information such as road curvature and POI (Point Of Interest) information. The route on the map is output to the MPU 90. The navigation device 80 may provide route guidance using the navigation HMI 82 based on the route on the map. The navigation device 80 may be realized, for example, by the functions of a terminal device such as a smartphone or tablet device carried by the occupant. The navigation device 80 may transmit the current position and destination to a navigation server via the communication device 30 and obtain a route equivalent to the route on the map from the navigation server.

[0034] The MPU 90 includes, for example, a recommended lane determination unit 91, and stores second map information 92 in a storage device such as an HDD or flash memory. The recommended lane determination unit 91 divides the route on the map provided by the navigation device 80 into a plurality of blocks (for example, by dividing each block into 100 m in the vehicle travel direction), and determines a recommended lane for each block by referring to the second map information 92. The recommended lane determination unit 91 determines, for example, which lane from the left the vehicle should travel in. When a branch point is present on the route on the map, the recommended lane determination unit 91 determines the recommended lane so that the vehicle M can travel on a reasonable route to the branch point. The MPU 90 also recognizes the position of the vehicle M based on the detection results of a gyro sensor (not shown), the position of the vehicle M identified by the GNSS receiver 81, and the like.

[0035] The second map information 92 is map information with higher accuracy than the first map information 84. The second map information 92 includes, for example, information on the centers of lanes or information on lane boundaries. The second map information 92 may also include road information, traffic regulation information, address information (address and postal code), facility information, telephone number information, and the like. The second map information 92 may be updated as needed by the communication device 30 communicating with other devices. The second map information 92 stores information indicating the positions and ranges of zebra zones (guidance zones). Zebra zones are road markings for guiding vehicle travel. Zebra zones are markings that are represented, for example, by stripes.

[0036] [First control device] The first control device 100 includes, for example, a first recognition unit 120, a first control unit 140, and a first vehicle control unit 160. The first recognition unit 120, the first control unit 140, and the first vehicle control unit 160 are each realized by a hardware processor, such as a CPU (Central Processing Unit), executing a program (software). Some or all of these components may be realized by hardware (including circuitry), such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), a GPU (Graphics Processing Unit), or an SOC (System On Chip), or may be realized by a combination of software and hardware. The program may be stored in advance in a device (a storage device with a non-transitory storage medium) such as the HDD or flash memory of the first control device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the first control device 100 by inserting the storage medium (non-transitory storage medium) into a drive device.

[0037] The first recognition unit 120 performs sensor fusion processing on the detection results from some or all of the camera 10 and the LIDAR unit 20 to recognize the position, type, speed, etc. of an object. This function may be included in the LIDAR unit 20, or may be provided as a configuration separate from the LIDAR unit 20 and the first control device 100. The first recognition unit 120 may also perform sensor fusion processing using the detection results from the camera 310 or the radar device 320, which will be described later.

[0038] The position of an object is recognized as a position on an absolute coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive shaft) as the origin, and is used for control. The position of an object may be expressed by a representative point such as the center of gravity or a corner of the object, or by a represented area. The "state" of an object may include the acceleration or jerk of the object, or the "behavioral state" (for example, whether or not the object is changing lanes or is about to change lanes).

[0039] The first recognition unit 120 recognizes, for example, the lane in which the vehicle M is traveling (driving lane). For example, the first recognition unit 120 recognizes the driving lane by comparing the pattern of road dividing lines (e.g., an arrangement of solid lines and dashed lines) obtained from the second map information 92 with the pattern of road dividing lines around the vehicle M recognized from an image captured by the camera 10. The first recognition unit 120 may recognize the driving lane by recognizing road boundaries (road boundaries) including not only road dividing lines but also road dividing lines, shoulders, curbs, medians, guardrails, etc. In this recognition, the position of the vehicle M obtained from the navigation device 80 and the processing results by the INS may be taken into consideration. The first recognition unit 120 recognizes stop lines, obstacles, red lights, toll booths, and other road phenomena.

[0040] When recognizing the driving lane, the first recognition unit 120 recognizes the position and attitude of the vehicle M with respect to the driving lane. For example, the first recognition unit 120 may recognize the deviation of the reference point of the vehicle M from the center of the lane and the angle it forms with a line connecting the centers of the lanes in the traveling direction of the vehicle M as the relative position and attitude of the vehicle M with respect to the driving lane. Alternatively, the first recognition unit 120 may recognize the position of the reference point of the vehicle M with respect to either side edge of the driving lane (a road dividing line or a road boundary) as the relative position of the vehicle M with respect to the driving lane.

[0041] The first recognition unit 120, for example, performs functions based on AI (Artificial Intelligence) and functions based on a predefined model in parallel. For example, the function of "recognizing intersections" may be realized by performing intersection recognition using deep learning or the like and recognition based on predefined conditions (such as traffic lights and road signs that can be pattern matched) in parallel, and then scoring and comprehensively evaluating both. This ensures the reliability of autonomous driving (driving control). The first recognition unit 120 may be omitted, and the processing results of the second recognition unit 210 (described later) may be used.

[0042] 2 is a functional configuration diagram of the first control unit 140. The first control unit 140 includes, for example, a behavior plan generation unit 142 and a mode determination unit 144.

[0043] The behavior plan generation unit 142 generates a target trajectory along which the vehicle M will automatically travel in the future (without relying on the driver's operation) so that, in principle, the vehicle M will travel along the recommended lane determined by the recommended lane determination unit 91 and will be able to respond to the surrounding conditions of the vehicle M. The target trajectory includes, for example, a speed element. For example, the target trajectory is expressed as a sequence of points (trajectory points) that the vehicle M should reach. The trajectory points are points that the vehicle M should reach at every predetermined travel distance (for example, about several meters) along the road. Separately, target speeds and target accelerations are generated as part of the target trajectory for every predetermined sampling time (for example, about a few tenths of a second). Furthermore, the trajectory points may be positions that the vehicle M should reach at each sampling time for each predetermined sampling time. In this case, information on the target speed and target acceleration is expressed as the interval between trajectory points.

[0044] The behavior plan generation unit 142 may set an autonomous driving event when generating the target trajectory. The autonomous driving events include a constant speed driving event, a low speed following driving event, a lane change event, a branching event, a merging event, a takeover event, etc. The behavior plan generation unit 142 generates a target trajectory according to the activated event.

[0045] The mode determination unit 144 determines the driving mode of the vehicle M to be one of a plurality of driving modes that impose different tasks on the driver. The mode determination unit 144 includes, for example, a driver state determination unit 146 and a mode change processing unit 148.

[0046] The vehicle system 1 is capable of executing a plurality of driving modes of the vehicle M. The plurality of driving modes are, for example, modes with different control states, i.e., different degrees of automation of the driving control of the vehicle M. A high degree of automation means that the vehicle system 1 controls the vehicle M to a high degree, in other words, the degree to which the driver intervenes in the control (driving operation) of the vehicle M is low. The tasks assigned to the driver vary depending on the degree of automation. For example, the higher the degree of automation, the lighter the tasks. Examples of tasks include the driver's monitoring of the road ahead, gripping the steering wheel 72, and operating acceleration and deceleration. For example, in a driving mode with a high degree of automation, automatic driving is performed without the driver being required to monitor the road ahead, grip the steering wheel 72, or operate acceleration and deceleration. Automatic driving means that both steering and acceleration and deceleration are controlled without the driver's operation. The term "forward" refers to the space in the traveling direction of the vehicle M as viewed through the front windshield. For example, on a motorway such as an expressway, when vehicle M is traveling at a predetermined speed (for example, about 60 km / h) or less and a preceding vehicle to be followed is present, a driving mode is executed in which the above tasks are not imposed on the driver. This driving mode is sometimes referred to as TJP (Traffic Jam Pilot). When this condition is no longer met, the mode determination unit 144 changes the driving mode to another driving mode. The first vehicle control unit 160 executes, for example, junk passing control and merging control for vehicle M. Junction passing control is control for causing vehicle M to maintain its lane within a junction and travel in it, or for selecting a lane in which vehicle M travels within a junction. Merging control is control for causing vehicle M to change lanes into a merging lane when vehicle M merges from a merging lane onto a main lane.

[0047] When the driver does not perform a task related to the determined driving mode (hereinafter, the current driving mode), the mode determination unit 144 changes the driving mode of the vehicle M to a driving mode with a more difficult task. For example, when the driver is in a highly automated driving mode and is in a position where he or she cannot switch to manual driving in response to a request from the system (for example, when the driver continues to look away from the vehicle outside the permitted area or when a sign of driving difficulty is detected), the mode determination unit 144 prompts the driver to switch to manual driving using the HMI 30 or a predetermined output unit that prompts the occupant to grip the steering wheel. If the driver does not comply, the mode determination unit 144 pulls the vehicle M to the shoulder of the road and gradually stops it, thereby stopping the automated driving. After the automated driving is stopped, the vehicle M switches to a driving mode with a lower automated level, and the driver can start the vehicle M manually. The same applies to "stopping automated driving" below.

[0048] The driver state determination unit 146 monitors the driver's state for the above mode change and determines whether the driver's state is appropriate for the task. For example, the driver state determination unit 146 analyzes the image captured by the driver monitor camera 60 and performs posture estimation processing to determine whether the driver is in a position that prevents them from switching to manual driving in response to a request from the system. The driver state determination unit 146 analyzes the image captured by the driver monitor camera 60 and performs line-of-sight estimation processing to determine whether the driver is monitoring the road ahead.

[0049] The mode change processing unit 148 performs various processes for changing the mode. For example, the mode change processing unit 148 instructs the behavior plan generation unit 142 to generate a target trajectory for stopping on the shoulder of the road, instructs the second control device 200 to operate, and controls the HMI 40 to prompt the driver to take action.

[0050] The first vehicle control unit 160 controls the driving force output device 400, the braking device 410, and the steering device 420 so that the vehicle M passes through the target trajectory generated by the action plan generation unit 142 at the scheduled time. The first vehicle control unit 160 may provide information about the target trajectory to the second control unit 200 and control the driving force output device 400, the braking device 410, and the steering device 420 via the second control unit 200. Note that the second control unit 200 may have one or both of the functions of the first control unit 140 and the first vehicle control unit 160 described above.

[0051] The driving force output device 400 outputs a driving force (torque) for the vehicle to travel to the driving wheels. The driving force output device 400 is, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like.

[0052] Braking device 410 may include, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that generates hydraulic pressure in the cylinder. Braking device 410 may include a backup mechanism that transmits hydraulic pressure generated by operation of a brake pedal included in driving operation element 70 to the cylinder via a master cylinder. Braking device 410 is not limited to the configuration described above, and may also be an electronically controlled hydraulic braking device that controls an actuator according to information input from second control unit 220 to transmit hydraulic pressure from the master cylinder to the cylinder.

[0053] The steering device 420 includes, for example, an electric motor, which applies a force to, for example, a rack and pinion mechanism to change the direction of the steered wheels.

[0054] Returning to the explanation of Figure 1, the camera 310 is, for example, a digital camera using a solid-state imaging element such as a CCD or CMOS. The camera 310 is attached to any location on the vehicle M. For example, the camera 310 periodically and repeatedly captures images of the surroundings of the vehicle M. The camera 310 may be a stereo camera.

[0055] The radar device 320 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 320 is attached to any location on the vehicle M. The radar device 320 may detect the position and speed of an object by an FM-CW (Frequency Modulated Continuous Wave) method.

[0056] The second control device 200 includes, for example, a second recognition unit 210, a second control unit 220, and a second vehicle control unit 230. The second recognition unit 210, the second control unit 220, and the second vehicle control unit 230 are realized, for example, by a hardware processor such as a CPU executing a program (software). Some or all of these components may be realized by hardware (including circuitry) such as an LSI, ASIC, FPGA, GPU, or SOC, or may be realized by a combination of software and hardware. The program may be stored in advance in a device (a storage device having a non-transitory storage medium) such as an HDD or flash memory of the second control device 200, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the second control device 200 by inserting the storage medium (non-transitory storage medium) into a drive device.

[0057] The second recognition unit 210 performs sensor fusion processing on the detection results from some or all of the camera 310 and the radar device 320 to recognize the position, type, speed, etc. of an object. The second recognition unit 210 may have the same function as the first recognition unit 120, for example. The second recognition unit 210 may use the detection results from the camera 10 or the LIDAR unit 20 in the sensor fusion processing. The second recognition unit 210 may be omitted, and the processing results from the first recognition unit 120 described above may be used.

[0058] The second control unit 220 executes control to assist the driver in driving. The second control unit 220 generates a target trajectory along which the vehicle M will travel in the future. The second control unit 220 may execute automatic driving of the vehicle M, similar to the first control unit 140. The processing performance of the first vehicle control unit 160 (first control device 100) is higher than the processing performance of the second control unit 220 (second control device 200). For example, the first control unit 140 is responsible for controlling the vehicle M with a high degree of automation, and the second control unit 220 is responsible for controlling the vehicle M with a relatively low degree of automation. For example, when the driver is monitoring the road ahead, the second control unit 220 executes driving assistance such as adaptive cruise control (ACC) and lane keeping assist system (LKAS). For example, the second control unit 220 executes automatic lane change control, diverging control to change the vehicle M from a main lane to a branch lane, and the like.

[0059] The second vehicle control unit 230, for example, acquires information on the target trajectory (trajectory points) and stores it in a memory (not shown). The second vehicle control unit 230 controls the traveling driving force output device 400 and the brake device 410 based on the speed element associated with the target trajectory stored in the memory. The second vehicle control unit 230 controls the steering device 420 according to the curvature of the target trajectory stored in the memory. The processing of the second vehicle control unit 230 is realized, for example, by a combination of feedforward control and feedback control. As an example, the second vehicle control unit 230 executes a combination of feedforward control according to the curvature of the road ahead of the vehicle M and feedback control based on the deviation from the target trajectory.

[0060] [Processing performed by the first control device and the second control device] FIG. 3 is a diagram illustrating an example of processing executed by the first control device 100 and the second control device 200. The example in FIG. 4 illustrates control for a "driving load reduction function on expressways." The first control device 100 can execute functions such as a lane keeping system (LKAS), lane change system (ALC), a diverging system (changing lanes to a branching lane), a junction (JCT) passing system, and a merging system when driving on expressways. All of these functions reduce the driver's driving load and thereby reduce stress. In this control, the first control device 100 generates a target trajectory TT along which the vehicle M will travel in the future, and executes driving control so that the vehicle M travels along the generated target trajectory TT. By executing each of the above-described functions in this way, for example, the lane keeping system allows the driver to take their hands off the steering wheel 72 (handle), and the other functions allow the driver to change lanes, diverge, pass through a JCT, and merge without anxiety. 4, the second control device 200 can execute a lane keeping function, a lane change function, and a diverging function, but does not execute a junction passing function or a merging function. For each function in the second control device 200, for example, an occupant is notified of inquiry information as to whether or not to execute the function, and whether or not to execute the function is determined based on the occupant's subsequent instruction. As described above, the functions of the first control device 100 or the second control device 200 reduce the burden on the driver.

[0061] [LIDAR unit] 4 is a diagram showing an example of the functional configuration of the LIDAR unit 20. The LIDAR unit 20 includes a sensor unit 21 and a control unit 26. The sensor unit 21 and the control unit 26 operate using power supplied by a power supply unit 78.

[0062] A first communication line C1A is connected to the sensor unit 21. The first communication line C1A is a communication line to which a signal indicating that the ignition (IG) of the vehicle M is on is input. The ignition being on means that the vehicle system 1 of the vehicle M is started, a predetermined electrical system is operating, the engine is running, etc.

[0063] The sensor unit 21 and the control unit 26 are connected via a second communication line C2A. The sensor unit 21 and the control unit 26 transmit and receive information via the second communication line C2A. The second communication line C2A is a communication line for performing communication according to a communication standard such as LVDS (Low Voltage Differential Signaling), but is not limited to this.

[0064] A first communication line C1B is connected to the control unit 26. The first communication line C1B is a communication line to which a signal indicating that the ignition (IG) of the vehicle M is in an on state is input. The trigger for outputting the signal indicating that the ignition (IG) of the vehicle M is in an on state is the same as, for example, the trigger for the signal indicating that the ignition (IG) of the vehicle M is in an on state of the sensor unit 21.

[0065] The control unit 26 and the first control device 100 are connected via a second communication line C2B. The control unit 26 and the second control device 200 transmit and receive information via the second communication line C2B. The second communication line C2B is a communication line for communication according to a communication standard such as, but not limited to, CAN FD. Furthermore, the control unit 26 and the first control device 100 are connected via a third communication line. The third communication line is a communication line for communication according to a communication standard (e.g., Ethernet) different from that of the second communication line C2B.

[0066] The sensor unit 21 includes, for example, a light-emitting unit 22, a light-receiving unit 23, and a sensor control unit 24. The light-emitting unit 22 irradiates light onto an object. The light-receiving unit 23 receives scattered light corresponding to the irradiated light. The sensor control unit 24 transmits various processing results of the sensor unit 21, such as the processing results of the light-emitting unit 22 and the processing results of the light-receiving unit 23, to the control unit 26.

[0067] The sensor control unit 24 is realized, for example, by a hardware processor such as a CPU executing a program (software). The sensor control unit 24 may be realized by hardware (including circuitry) such as an LSI, ASIC, FPGA, GPU, or SOC, or may be realized by a combination of software and hardware. The program may be stored in a storage device (storage device having a non-transitory storage medium) such as an HDD or flash memory of the sensor unit 21. The sensor control unit 24 controls the operation of the sensor unit 21 based on the communication state of the first communication line C1A and the communication state of the second communication line C2A.

[0068] The control unit 26 includes, for example, a processing unit 27 and a unit control unit 28. One or both of the processing unit 27 and the unit control unit 28 are realized by, for example, a hardware processor such as a CPU executing a program (software). These functional configurations may be realized by hardware (including circuitry) such as an LSI, ASIC, FPGA, GPU, or SOC, or may be realized by a combination of software and hardware. The program may be stored in a storage device (a storage device having a non-transitory storage medium) such as an HDD or flash memory of the control unit 26.

[0069] The processing unit 27 detects a target by referring to information acquired from the sensor unit 21. The processing unit 27 detects the distance to the target based on, for example, the time from light emission to light reception, and identifies the position of the target. Some of the functions of the processing unit 27 may be incorporated in the first recognition unit 120. The unit control unit 28 controls the operation of the control unit 26 based on the communication state of the first communication line C1B and the communication state of the second communication line C2B.

[0070] In the following description, as an example, the second communication line C2A is an LVDS communication line, and the second communication line C2B is a CAN FD communication line.

[0071] [Control of the operating state of the sensor unit] 5 is a diagram for explaining control relating to the operating state of the sensor unit 21. The sensor control unit 24 (vehicle control device) is connected to the sensor unit 21 used to control the vehicle M, and acquires a first communication state of a first communication line C1A (first instruction line) that issues power instructions for the entire vehicle M, and is separate from the power supply line that supplies power to the sensor unit 21, and acquires a second communication state of a second communication line C2A (second instruction line) that is connected to the sensor unit 21, and is separate from the power supply line and the first communication line C1A (first instruction line). The sensor unit 21 is an example of a "sensor unit." The control unit 26 is an example of a "control unit."

[0072] The sensor control unit 24 activates the sensor unit 21 (e.g., the light-emitting unit 22 or the light-receiving unit 23) when a signal indicating that the ignition is on (a first signal indicating a power instruction) is input to the first communication line C1A (first instruction line) in the first communication state, or when the second communication state is normal. The sensor control unit 24 does not activate the sensor unit 21 when a signal indicating that the ignition is on (a first signal indicating a power instruction) is not input to the first communication line C1A (first instruction line) in the first communication state, and the second communication state is not normal.

[0073] (Start condition) When an activation condition is met, the sensor control unit 24 activates the sensor unit 21. The activation condition is that a predetermined signal (first signal) is input to the sensor control unit 24. The predetermined signal is a signal (ON signal, "1") transmitted via the first communication line C1A and indicating that the ignition is turned on.

[0074] (Ending conditions) When the following termination conditions are met, the sensor control unit 24 terminates the operation of the sensor unit 21. The termination conditions are that a predetermined signal related to the activation condition is not input, and at least one of (a) and (b) is satisfied. (a) is the reception of a termination command signal from the control unit 26. (b) indicates that communication with the control unit 26 has been interrupted (communication using the second communication line C2A is not possible). A state that satisfies (a) or (b) is an example of a "state in which the second communication state is not normal."

[0075] (Operating status for each state) The sensor control unit 24 activates the sensor unit 21 when an ignition-on signal (first signal) is input, continues activating the sensor unit 21 when the ignition-on signal (first signal) is input or when the communication state (second communication state) of the second communication line C2A is normal, and stops operation of the sensor unit 21 when the ignition-on signal (first signal) is not input and the communication state (second communication state) of the second communication line C2A is not normal.

[0076] (1) When "1" is input to the first communication line C1A and "1" is input to the second communication line C2A, the sensor control unit 24 maintains the activation state ("Activation") of the sensor unit 21. This state is the normal state. (2) When "1" is input to the first communication line C1A and the second communication line C2A is not normal ("0"), the sensor control unit 24 maintains the operating state of the sensor unit 21. In this case, the sensor unit 21 may transition to an idle state. The idle state means that the sensor unit 21 is not executing any processing and only the power is on. In this way, even if the second communication line C2B is not normal, the operating state is maintained. For example, even if the communication state of the second communication line C2A becomes abnormal from the operating state of (1), the operating state is maintained if an ignition ON signal "1" is input. (3) When no signal is input to the first communication line C1A ("0") and the second communication line C2A is normal ("1"), the sensor control unit 24 maintains the operating state of the sensor unit 21. In this way, even when no signal is input to the first communication line C1A, the operating state is maintained. (4) If the ON signal "1" is not input to the first communication line C1A and the communication status of the second communication line C2A is not normal ("0"), the sensor control unit 24 terminates (shuts down) the operation of the sensor unit 21.

[0077] When a program related to the sensor unit 21 and the control unit 26 (e.g., a program used for control) is updated, the program stored in the control unit 26 is updated. In this case, the operation of the sensor unit 21 may be stopped or may be controlled to be stopped. For example, the unit control unit 28 or a device included in the vehicle system 1 turns off the ignition so that a termination condition is satisfied in order to stop the operation of the sensor unit 21, and transmits a termination command signal to the sensor unit 21.

[0078] 6 is a flowchart showing an example of the flow of processing executed by sensor control unit 24. This processing is repeatedly executed at predetermined intervals. This processing is executed after sensor unit 21 is started up.

[0079] The sensor control unit 24 acquires the communication states of the first communication line C1A and the second communication line C2A (step S100). The sensor control unit 24 determines whether or not a condition for stopping the operation of the sensor unit 21 is met based on the communication states (step S102). If the condition for stopping the operation of the sensor unit 21 is not met, the processing of step S104 is skipped. If the condition for stopping the operation of the sensor unit 21 is met, the sensor control unit 24 stops the operation of the sensor unit 21 (step S104). This completes the processing of one routine of this flowchart.

[0080] As described above, the sensor control unit 24 can appropriately control the operation state of the sensor unit 21 in accordance with the communication states of the first communication line C1A and the second communication line C2A. For example, even if the ignition ON signal is interrupted or a problem occurs in the communication of the second communication line C2A, the sensor unit 21 of this embodiment continues to operate without stopping its operation, and therefore the first control device 100 or the second control device 200 can appropriately control the vehicle M using the processing result of the sensor unit 21.

[0081] [Control of the operating state of the control unit] 7 is a diagram for explaining control relating to the operating state of the control unit 26. The unit control unit 28 (vehicle control device) is connected to the control unit 26 used to control the vehicle M, and acquires a first communication state of a first communication line C1B (first instruction line) that issues power supply instructions for the entire vehicle M, and is separate from the power supply line that supplies power to the control unit 26, and acquires a second communication state of a second communication line C2B (second instruction line) that is connected to the control unit 26 and is separate from the power supply line and the first communication line C1B (first instruction line). The control unit 26 is an example of a "control device that controls the sensor unit." The first control device 100 is an example of a "management control device."

[0082] The unit control unit 28 activates the control unit 26 (e.g., the processing unit 27) when a signal indicating that the ignition is on (a first signal indicating a power instruction) is input to the first communication line C1B (a first instruction line) in the first communication state, or when the second communication state is normal. The unit control unit 28 does not activate the control unit 26 when a signal indicating that the ignition is on (a first signal indicating a power instruction) is not input to the first communication line C1B (a first instruction line) in the first communication state, and the second communication state is not normal.

[0083] (Start condition) When a start-up condition is met, the unit control unit 28 starts up the control unit 26. The start-up condition is that a predetermined signal is input to the unit control unit 28. The predetermined signal is a signal (ON signal, "1") transmitted via the first communication line C1B indicating that the ignition has been turned on, or a signal "1" (CAN NM=1, a CAN FD signal) transmitted via the second communication line C2B.

[0084] (Ending conditions) The unit control unit 28 terminates the operation of the control unit 26 when the following termination condition is met. The termination condition is when the above-mentioned predetermined signal is not input or when a signal indicating the termination condition is input. For example, when the state of the signal transmitted via the first communication line C1A is "0" and the state of the signal transmitted via the second communication line C2A is "0" (CAN NM=0, which is a CAN FD signal), the unit control unit 28 terminates the operation of the control unit 26.

[0085] (Operating status for each state) The unit control unit 28 activates the control unit 26 (e.g., the processing unit 27) when an ignition-on signal (first signal) is input, and activates the control unit 26 when the ignition-on signal (first signal) is input or when a predetermined signal (CAN NM=1 signal: second signal) is input to the second communication line C2B (second instruction line) by the first control device 100 (management control device) that controls the traveling of the vehicle M connected to the second communication line C2B (second instruction line). The unit control unit 28 continues operation of the control unit 26 when the ignition-on signal or the predetermined signal (CAN NM=1 signal) is input, and stops operation of the control unit 26 when the ignition-on signal or the predetermined signal (CAN NM=1 signal) is not input.

[0086] (1) When "1" is input to the first communication line C1B and "1" is input to the second communication line C2B, the unit control section 28 maintains the activation state ("Activation") of the control unit 26. This state is the normal state. (2) When "1" is input to the first communication line C1B and no signal is input to the second communication line C2B (when "0" is input), the unit control section 28 maintains the operating state of the control unit 26. In this way, even when no signal is input to the second communication line C2B, the operating state is maintained. (3) When no signal is input to the first communication line C1B ("0") and "1" is input to the second communication line C2B, the unit control unit 28 maintains the operating state of the control unit 26. In this way, the operating state is maintained even when no signal is input to the first communication line C1B. For example, because the operation of the control unit 26 is maintained when no signal is input to the first communication line C1B, it is possible to update the program stored in the memory unit (not shown) of the control unit 26 over the air (OTA). Note that the sensor unit 21 may be stopped during OTA. (4) When no signal is input to the first communication line C1B and the second communication line C2B (when the signal is "0"), the unit control section 28 terminates the operation of the sensor unit 21 (shuts down).

[0087] 8 is a flowchart showing an example of the flow of processing executed by the sensor control unit 24. This processing is repeatedly executed at predetermined intervals. This processing is executed after the control unit 26 is started up.

[0088] The unit control unit 28 acquires the communication states of the first communication line C1B and the second communication line C2B (step S200). The unit control unit 28 determines whether or not a condition for stopping the operation of the control unit 26 is met based on the communication states (step S202). If the condition for stopping the operation of the control unit 26 is not met, the processing of step S204 is skipped. If the condition for stopping the operation of the control unit 26 is met, the unit control unit 28 stops the operation of the control unit 26 (step S204). This completes the processing of one routine of this flowchart.

[0089] As described above, the unit control unit 28 can appropriately control the operation state of the control unit 26 depending on the communication states of the first communication line C1B and the second communication line C2B. For example, even if the ignition ON signal is interrupted or a problem occurs in communication on the second communication line C2B, the control unit 26 of this embodiment continues to operate without stopping its operation, and therefore the first control device 100 or the second control device 200 can appropriately control the vehicle M using the processing result of the control unit 26.

[0090] [Timing chart (1)] (Control unit (1)) FIG. 9 is a timing chart (1) showing the transition between the signal input state and the operating state of the control unit 26. In the following explanation, the signal input to the first communication line C1B is referred to as IG "1", and the signal input to the second communication line C2B is referred to as CAN NM "1". The operating state in which the control unit 26 is operating is referred to as "1", and the stopped state in which it is stopped is referred to as "0". The state in which the defect determination process is being executed is referred to as "1", and the state in which it is not being executed is referred to as "0". The defect determination process is a process executed by the unit control unit 28 to operate or stop the control unit 26 depending on the signal input state (for example, the process of the flowchart in FIG. 8).

[0091] When IG "1" is input, the control unit 26 operates. After that, when CAN NM "1" is input, the defect determination process starts. After that, when IG becomes "0" and CAN NM becomes "0", the control unit 26 stops and the defect determination process ends.

[0092] (Control unit (2)) Figure 10 is a timing chart (2) showing the transition between the signal input state and the operating state of the control unit 26. The following mainly explains the differences from Figure 9. After the defect determination process starts, it is assumed that IG becomes "0" from time Tx1 to time Tx2. Even in this case, the control unit 26 maintains the operating state.

[0093] (Control unit (3)) Figure 11 is a timing chart (3) showing the transition between the signal input state and the operating state of the control unit 26. The following mainly explains the differences from Figures 9 and 10. After the defect determination process starts, it is assumed that CAN NM becomes "0" from time Tx3 to Tx4. In this case, too, the control unit 26 maintains the operating state.

[0094] (Control unit (4)) Figure 12 is a timing chart (4) showing the transition between the signal input state and the operating state of the control unit 26. The following explains the differences from Figures 9 to 11. After the defect determination process starts, CAN NM becomes "0" from time Tx5 to Tx6, and then IG becomes "0" from time Tx7 to Tx8 after time Tx6. From time Tx5 to time Tx8, the control unit 26 maintains the operating state.

[0095] (Control unit (5)) FIG. 13 is a timing chart (5) showing the transition between the signal input state and operation state of the control unit 26. The explanation will focus on the differences from FIGS. 9 to 12. In FIG. 12, IG "1" is not input and the state is IG "0." When CAN NM "1" is input, the control unit 26 starts operation and the defect determination process begins. When CAN NM becomes "0," the operation of the control unit 26 stops and the defect determination process ends.

[0096] [Timing chart (2)] (Sensor unit (1)) FIG. 14 is a timing chart (1) showing the transition between the signal input state and the operating state of the sensor unit 21. In the following explanation, the signal input to the first communication line C1A is referred to as IG "1", the normal state of communication using the second communication line C2A is referred to as "0", and the normal state is referred to as "1" when it is abnormal. An abnormality is a state in which a signal to stop operation is input from the control unit 26 or a state in which communication is interrupted. The operating state of the sensor unit 21 is referred to as "1", and the stopped state is referred to as "0".

[0097] When IG "1" is input, the sensor unit 21 operates. After that, IG becomes "0", and when the communication state becomes "1" indicating an abnormality, the sensor unit 21 stops.

[0098] (Sensor unit (2)) Figure 15 is a timing chart (2) showing the transition between the signal input state and the operating state of the sensor unit 21. The explanation will focus on the differences from Figure 14. After the sensor unit 21 is activated, it is assumed that IG becomes "0" from time Tx11 to time Tx12. In this case, the operation of the sensor unit 21 is maintained.

[0099] (Sensor unit (3)) FIG. 16 is a timing chart (3) showing the transition between the signal input state and the operating state of the sensor unit 21. The following mainly explains the differences from FIGS. 14 and 15. In FIG. 16, the sensor unit 21 is in one of the following states: operating, idle, or stopped. The idle state is a state in which the sensor unit 21 is not executing any processing and only the power is on. After the sensor unit 21 operates, if the communication state becomes an abnormal state "1" at time Tx13, the sensor unit 21 transitions to the idle state. Thereafter, at time Tx14, when IG becomes "0," the operation of the sensor unit 21 stops.

[0100] (Sensor unit (4)) Figure 17 is a timing chart (3) showing the transition between the signal input state and the operating state of the sensor unit 21. The following mainly explains the differences from Figure 16. After the sensor unit 21 operates, if the communication state becomes "1", which indicates an abnormal state, during the period from time Tx15 to time Tx16, the sensor unit 21 transitions to the idle state. Thereafter, when IG becomes "0" at time Tx17, the operation of the sensor unit 21 stops.

[0101] In this embodiment, the target has been described as the LIDAR unit 20, but instead, the target may be a radar unit. In this case, the sensor unit 21 is a unit that transmits and receives radar, and the control unit 26 is a control unit that recognizes the position, type, etc. of the target based on information obtained from the sensor unit 21.

[0102] According to the embodiment described above, the vehicle control device can appropriately control the operating state of the function of the target by activating the target when the first signal indicating the power instruction is input to the first instruction line in the first communication state or when the second communication state is normal, and not activating the target when the first signal indicating the power instruction is not input to the first instruction line in the first communication state and the second communication state is not normal.

[0103] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0104] 1... Vehicle system, 10... Camera, 20... LIDAR unit, 21... Sensor unit, 24... Sensor control unit, 26... Control unit, 28... Unit control unit, 100... First control device, 200... Second control device, C1A, C1B... First communication line, C2A, C2B... Second communication line

Claims

1. acquiring a first communication state of a first instruction line that is connected to an object used to control the vehicle and that issues an instruction on power supply for the entire vehicle, the first instruction line being separate from a power supply line that supplies power to the object; acquiring a second communication state of a second instruction line connected to the object and different from the power supply line and the first instruction line; activating the object when a first signal indicating the power instruction is input to the first instruction line in the first communication state or when the second communication state is normal; When the first signal indicating the power instruction is not input to the first instruction line in the first communication state and the second communication state is not normal, the object is not operated. Vehicle control device.

2. The second communication state being normal means that a management control device that controls the running of the vehicle connected to the second instruction line acquires the second signal input to the second instruction line. The vehicle control device according to claim 1 .

3. When the first signal is input, activating the object; If the first signal is input or if the second communication state is normal, continuing to activate the target; If the first signal is not input and the second communication state is not normal, stopping the operation of the object. The vehicle control device according to claim 1 .

4. the target is a first target that is a sensor unit, the second instruction line is connected to the first object and a second object which is a control unit that controls the sensor unit; The vehicle control device according to claim 3.

5. When a program related to the first object and the second object and stored in the second object is to be updated, updating the program stored in the second object; the first object is not actuated; The vehicle control device according to claim 4.

6. The target is a first target that is a sensor unit having a light-emitting unit of a LIDAR unit, The second instruction line is connected to the first object and a second object which is a control unit that controls the sensor unit of the LIDAR unit. The vehicle control device according to any one of claims 1 to 5.

7. When the first signal is input, or when a management control device that controls the running of the vehicle connected to the second instruction line inputs a second signal to the second instruction line, activates the object; If the first signal or the second signal is input, the activation of the target is continued; When the first signal and the second signal are not input, the operation of the target is stopped. The vehicle control device according to claim 1 .

8. the target is a first target that is a control device that controls a sensor unit, The second instruction line is connected to the first object and a second object which is a management control device that controls the running of the vehicle. The vehicle control device according to claim 7.

9. An input state of a first signal indicating that the vehicle power supply system has been activated is input to a first indication line connected to the sensor unit of the LIDAR unit; and Acquire a communication state of a second instruction line connected to a control unit that controls a sensor unit of the LIDAR unit and the sensor unit; maintaining the sensor unit in an activated state when the first signal is input or the communication state is normal; stopping operation of the sensor unit when the first signal is not input and the communication state is not normal; Vehicle control device.

10. An input state of a first signal indicating that the vehicle power supply system has been activated is input to a first indication line connected to a control unit that controls the sensor unit of the LIDAR unit; and Obtaining an input state of a second signal relating to a communication state on a second instruction line connected to a control unit of the LIDAR unit and a management control device that controls traveling of the vehicle; When the first signal is input or the second signal is input, the control unit is maintained in an activated state; When the first signal is not input and the second signal is not input, the operation of the control unit is stopped. Vehicle control device.

11. The computer acquiring a first communication state of a first instruction line that is connected to an object used to control the vehicle and that issues an instruction on power supply for the entire vehicle, the first instruction line being separate from a power supply line that supplies power to the object; acquiring a second communication state of a second instruction line connected to the object and different from the power supply line and the first instruction line; activating the object when a first signal indicating the power instruction is input to the first instruction line in the first communication state or when the second communication state is normal; When the first signal indicating the power instruction is not input to the first instruction line in the first communication state and the second communication state is not normal, the object is not operated. Vehicle control method.

12. On the computer, a process of acquiring a first communication state of a first instruction line that is connected to an object used to control the vehicle and that issues an instruction on power supply for the entire vehicle, separate from a power supply line that supplies power to the object; a process of acquiring a second communication state of a second instruction line connected to the target and different from the power supply line and the first instruction line; When the first signal indicating the power instruction is not input to the first instruction line in the first communication state and the second communication state is not normal, the object is not operated; a process of operating the object when a first signal indicating the power instruction is input to the first instruction line in the first communication state or when the second communication state is normal; A program to execute.

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