Vehicle-mounted manager

Abstract

The present invention provides a manager that can easily perform arbitration processing of requests output from driving assistance applications. [Solution] A manager installed in a vehicle, comprising: a first reception unit that receives multiple first requests from multiple ADAS applications; an arbitration unit that arbitrates the first requests; a calculation unit that calculates a second request based on the arbitration result by the arbitration unit; a distribution unit that distributes the second request to at least one of multiple actuator systems; and an output unit that outputs information indicating whether brake control is being executed to the ADAS application.

Description

[Technical Field]

[0001] The present invention relates to a manager mounted on a vehicle. [Background technology]

[0002] Patent Document 1 describes a vehicle control device equipped with an arbitration means for arbitrating a drive request to an engine based on a driver's operation and a drive request to the engine from a driving assistance system. The arbitration means described in Patent Document 1 converts a target value of the drive request based on a driver's operation and a target value of the drive request based on a non-driver's operation into the same physical quantity before arbitration. The arbitration means holds the target value before converting the physical quantity. When the selected target value needs to be converted back to the original physical quantity as a result of arbitration, the arbitration means calculates a target control amount of the engine using the held target value, thereby avoiding errors and a reduction in the number of significant digits due to conversion and inverse conversion of the physical quantity. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-120352 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, the number of driving assistance systems (driving assistance applications) implemented in vehicles, such as for autonomous driving and automatic parking, has been increasing. As the number of types of driving assistance systems increases, the number of drive requests to each actuator also increases, making the arbitration process complicated in the method described in Patent Document 1.

[0005] Therefore, an object of the present invention is to provide a manager that can easily perform arbitration processing of requests output from driving assistance applications. [Means for solving the problem]

[0006] One embodiment of the present invention is a manager mounted on a vehicle, comprising: a first reception unit that receives a plurality of first requests from a plurality of ADAS applications; an arbitration unit that arbitrates the first requests; a calculation unit that calculates a second request based on the arbitration result by the arbitration unit; a distribution unit that distributes the second request to at least one of a plurality of actuator systems; and an output unit that outputs information indicating whether brake control is being executed to the ADAS application. [Effects of the Invention]

[0007] According to the present invention, it is possible to provide a manager that can easily perform arbitration processing of requests output from driving assistance applications. [Brief explanation of the drawings]

[0008] [Figure 1] Functional block diagram of a vehicle control system according to an embodiment [Figure 2] FIG. 1 is a detailed functional block diagram of an information processing apparatus according to an embodiment; [Figure 3] A diagram showing the format of a data set of request information output from the execution unit to the request arbitration unit. [Figure 4] A diagram showing the format of the data set of result information output from the request arbitration unit to the execution unit. [Figure 5] FIG. 10 is a diagram showing the format of a data set of instruction information output from the request generation unit to the powertrain control unit. [Figure 6] FIG. 10 is a diagram showing the format of a data set of instruction information output from the request generation unit to the steering control unit. [Figure 7] FIG. 10 is a diagram showing a format of a data set of instruction information output from a request generating unit to a brake control unit. [Figure 8] Sequence for explaining control processing in the vehicle control system according to the present embodiment [Figure 9] Graph for explaining an example of longitudinal motion control of a vehicle DETAILED DESCRIPTION OF THE INVENTION

[0009] (overview) An information processing device according to the present invention arbitrates requests output to an actuator from each of a plurality of driving assistance applications. The information processing device accepts one or both of a longitudinal motion control amount (required acceleration) and a lateral motion control amount (at least one of steering angle, yaw rate, and turning radius) from the plurality of driving assistance applications, and performs arbitration based on the accepted motion control amount. By accepting and arbitrating requests from the plurality of driving assistance applications based on predetermined information, arbitration processing can be easily performed, and an increase in the number of driving assistance applications can be easily accommodated.

[0010] (Embodiment) <Overall configuration of vehicle control system> FIG. 1 is a functional block diagram of a vehicle control system according to an embodiment.

[0011] The vehicle control system shown in FIG. 1 includes a plurality of execution units 1a to 1c, an accelerator 2, a brake 3, a steering 4, a request arbitration unit 5, request generation units 6 to 8, a vehicle motion control unit 9, a powertrain control unit 10, a brake control unit 11, a steering control unit 12, and actuators 13a to 13d.

[0012] The execution units 1a to 1c are devices that execute driving assistance applications (hereinafter simply referred to as "applications") to realize vehicle driving assistance functions such as automatic driving, automatic parking, adaptive cruise control, lane keep assist, and collision mitigation braking. The execution units 1a to 1c are realized by a computer such as an ECU having a processor such as a CPU and a memory. The execution units 1a to 1c, together with the applications that realize the driving assistance functions, constitute a part of a driving assistance system. The multiple execution units 1a to 1c each realize a different driving assistance function and can operate simultaneously. Note that, for the sake of simplicity, three execution units 1a to 1c are shown in FIG. 1, but the number of execution units that realize the driving assistance functions is not limited, and two or less or four or more execution units may be implemented in the vehicle. The execution units 1a to 1c output request information for requesting the actuation of the actuators 13a to 13d to a request arbitration unit 5, which will be described later.

[0013] The accelerator 2, brake 3, and steering wheel 4 are each input devices operated by the driver to control the movement of the vehicle. The amount of operation of the accelerator 2 (accelerator pedal) by the driver is detected by an accelerator pedal sensor (not shown) and output to a request generator 6 as information for specifying the acceleration requested by the driver (hereinafter referred to as "driver-requested acceleration"). The amount of operation of the brake 3 (brake pedal) by the driver is detected by a brake pedal sensor (not shown) and output to a request generator 7 as information for specifying the driver-requested acceleration. The driver-requested acceleration input by operation of the brake 3 is a negative acceleration that generates a braking force on the vehicle (wherein acceleration in the vehicle's traveling direction is considered to be positive acceleration). The amount of operation of the steering wheel 4 (steering wheel) by the driver is detected by a steering sensor (not shown) and output to a request generator 8 as information for specifying the amount of lateral steering of the vehicle requested by the driver (hereinafter referred to as "driver-requested lateral control amount"). The driver-requested acceleration input by operating the accelerator 2 or the brake 3 and the driver-requested lateral control amount input by operating the steering wheel 4 are also output to the request arbitration unit 5 described later, and can be notified to an application via the request arbitration unit 5.

[0014] The request arbitration unit 5 receives request information transmitted from each application of the execution units 1a to 1c and arbitrates the received request information. The request information received by the request arbitration unit 5 from the applications includes information for controlling the longitudinal movement of the vehicle and information for controlling the lateral movement of the vehicle. In this specification, the longitudinal direction of the vehicle may be referred to as the "longitudinal direction." The information for controlling the longitudinal movement of the vehicle includes at least the acceleration requested by the application (hereinafter referred to as "requested acceleration"). Furthermore, the information for controlling the lateral movement of the vehicle includes at least one of the steering angle, yaw rate, and turning radius (hereinafter referred to as "lateral control amount"). The request information received by the request arbitration unit 5 from the applications will be described in detail later.

[0015] As an arbitration process, the request arbitration unit 5, for example, selects one piece of request information from multiple pieces of received request information based on predetermined selection criteria, or sets an allowable range of control based on the multiple pieces of received request information. The request arbitration unit 5 also generates result information including the arbitration result and transmits the generated result information to the execution units 1a to 1c. The request arbitration unit 5 also generates information representing the current vehicle motion control state, information representing the motion control currently achievable by the vehicle, information representing the driver's operation amount, etc., based on output values ​​of various sensors mounted on the vehicle and information representing the operating states and availability of actuators 13a to 13d notified from a powertrain control unit 10, a brake control unit 11, and a steering control unit 12 (described later), and transmits the generated information to the execution units 1a to 1c. The configuration of the request arbitration unit 5 and the arbitration process will be described in detail later.

[0016] Furthermore, the request arbitration unit 5 can allocate the vehicle control amount instructed by the application, which is included in the request information selected by arbitration, to the powertrain control unit 10, the brake control unit 11, and the steering control unit 12. For example, the vehicle's braking force can be generated by both the powertrain and the brake device. The request arbitration unit 5 can allocate the braking force requested by the application to the powertrain and the brake device depending on the required responsiveness, the availability of the actuators 13a to 13c, etc. Furthermore, the lateral movement of the vehicle can be achieved by individually controlling the brake devices of each wheel in addition to the steering device. The request arbitration unit 5 can also allocate the lateral control amount requested by the application to the brake device and the steering device depending on the required responsiveness, the availability of the actuators 13c and 13d, etc.

[0017] The request generation unit 6 generates instruction information for causing the actuators 13a and 13b constituting the powertrain to generate driving force, based on the driver-requested acceleration output from the accelerator 2 and the request information reconciled by the request arbitration unit 5. The request generation unit 6 outputs the generated instruction information to the powertrain control unit 10. There are cases where requests are input to the request generation unit 6 from both the accelerator 2 and the request arbitration unit 5. For example, it is conceivable that the driver operates the accelerator 2 during control by adaptive cruise control. The request generation unit 6 outputs the requests from both the accelerator 2 and the request arbitration unit 5 to the powertrain control unit 10.

[0018] The request generation unit 7 generates instruction information for causing the actuator 13c constituting the brake device to generate a braking force based on the driver-requested acceleration output from the brake 3 and the request information reconciled by the request arbitration unit 5. The request generation unit 7 outputs the generated instruction information to the brake control unit 11. The request generation unit 7 may receive requests from both the brake 3 and the request arbitration unit 5. For example, the driver may intentionally operate the brake 3 to avoid danger during autonomous driving or autonomous parking. When a request from the driver and a request from the request arbitration unit 5 are simultaneously received, the request generation unit 7 selects one of the requests based on a selection criterion prepared in advance. The selection criterion for selecting either the request from the driver or the request from the request arbitration unit 5 can be set as appropriate based on the magnitude and sign of the control amount requested by the driver, the priority set for each application, and the like. The request generation unit 7 outputs the requests from both the brake 3 and the request arbitration unit 5 to the brake control unit 11.

[0019] The request generation unit 8 generates instruction information for causing the actuator 13d constituting the steering device to cause lateral movement of the vehicle based on the driver-requested lateral control amount output from the steering wheel 4 and the request information reconciled by the request arbitration unit 5. The request generation unit 8 outputs the generated instruction information to the steering control unit 12. The request generation unit 8 may receive drive requests from both the steering wheel 4 and the request arbitration unit 5. For example, during lane keep assist control, the driver may intentionally operate the steering wheel 4 to move the vehicle laterally or turn the vehicle for hazard avoidance or other reasons. When a drive request from the driver and a drive request from the request arbitration unit 5 are simultaneously received, the request generation unit 8 selects one of the drive requests based on a selection criterion prepared in advance. The selection criterion for selecting either the request from the driver or the request from the request arbitration unit 5 can be set as appropriate based on the magnitude and sign of the control amount requested by the driver, the priority set for each application, and the like. When the request generation unit 8 selects either the drive request from the driver or the drive request from the request arbitration unit 5, the request generation unit 8 notifies the request arbitration unit 5 of the selection result.

[0020] The vehicle motion control unit 9 controls the actuators 13a-13d by directly issuing commands to the powertrain control unit 10, the brake control unit 11, and the steering control unit 12 without going through the request mediation unit 5, thereby comprehensively and autonomously controlling the vehicle's driving stability. Examples of control performed by the vehicle motion control unit 9 include control to suppress tire spin and vehicle skid by adjusting the powertrain output and the vehicle's braking force, control to prevent tire lock during sudden braking, and control to detect emergency braking from the amount and speed of brake depression and generate large braking force. The vehicle stabilization control performed by the vehicle motion control unit 9 must be performed immediately when the vehicle's driving stability is impaired, and is therefore performed independently of and with priority over requests from the driver and the execution units 1a-1c. While the vehicle motion control unit 9 is executing vehicle stabilization control, it notifies the request mediation unit 5 that vehicle stabilization control is being executed. Furthermore, while the vehicle stabilization control is being executed, the vehicle motion control unit 9 notifies the request arbitration unit 5 of information regarding the motion control (availability) that can currently be achieved by the actuators 13a to 13d. This information regarding availability is notified to the execution units 1a to 1c from the request arbitration unit 5. While the vehicle stabilization control unit 9 is executing the vehicle stabilization control, there are cases where the actuators 13a to 13d are unable to achieve the requests from the execution units 1a to 1c. By the vehicle motion control unit 9 notifying the execution units 1a to 1c of the information regarding availability via the request arbitration unit 5, the processing currently being executed in the driving assistance application can be modified.

[0021] The powertrain control unit 10 generates a driving force requested by the demand generator 6 or the vehicle motion control unit 9 by controlling the operation of the actuators 13a and 13b that constitute the powertrain (sometimes called a drivetrain). The powertrain control unit 10 is realized by, for example, one or a combination of an engine control ECU, a hybrid control ECU, a transmission ECU, etc., depending on the configuration of the powertrain. For simplicity of explanation, FIG. 1 illustrates two actuators 13a and 13b as control targets of the powertrain control unit 10. However, the number of actuators controlled by the powertrain control unit 10 may be one or three or more depending on the configuration of the vehicle's powertrain. Examples of the actuators 13a and 13b that constitute the powertrain include an engine, a drive motor, a clutch, a transmission, and a torque converter. The powertrain control unit 10 also acquires information about the operating states of the actuators 13a and 13b based on signals output from the actuators 13a and 13b or measurements by sensors. Examples of information relating to the operating states of the actuators include information indicating the availability of the actuators (information indicating whether the actuators have failed, information indicating the degree of the failure of the actuators), information indicating the monitor value of the driving force achieved by the actuators, etc. The powertrain control unit 10 notifies the request arbitration unit 5 of the acquired information relating to the operating states of the actuators 13a and 13b.

[0022] The brake control unit 11 generates the braking force requested by the request generation unit 7 or the vehicle motion control unit 9 by controlling the actuators 13c that operate the brake devices provided on each wheel. The brake control unit 11 receives the output values ​​of the wheel speed sensors provided on each wheel via direct input. The brake control unit 11 also acquires information about the operating state of the actuators 13c based on the signals output from the actuators 13c or the measured values ​​by the sensors. Examples of the information about the operating state of the actuators 13c include the above-mentioned information indicating the availability and information indicating the monitored value of the braking force achieved by the actuators 13c, as well as information specific to the actuators 13c, such as whether the temperature of the brake pads is transitioning toward overheating. The brake control unit 11 notifies the request arbitration unit 5 of the acquired information about the operating state of the actuators 13c.

[0023] The steering control unit 12 controls the steering angle, i.e., the direction of the tires connected via a rack and pinion mechanism, by controlling the actuator 13d provided in the electric power steering (EPS). The steering control unit 12 is realized, for example, by a power steering control ECU. The steering control unit 12 also acquires information about the operating state of the actuator 13d based on a signal output from the actuator 13d or a value measured by a sensor. Examples of the information about the operating state of the actuator 13d include information indicating the availability described above and information indicating a monitor value of the pinion angle (steering angle), yaw rate, or turning radius achieved by the actuator 13d. The steering control unit 12 notifies the request arbitration unit 5 of the acquired information about the operating state of the actuator 13d.

[0024] The powertrain control unit 10, the brake control unit 11, and the steering control unit 12 may simultaneously receive a drive request from one of the request generation units 6 to 8 and a drive request from the vehicle motion control unit 9. For example, if the powertrain control unit 10 is generating a driver-requested drive force and a wheels skid is detected, the vehicle motion control unit 9 controls the braking force generated by the brake device of each wheel and the output of the engine or the drive motor in order to suppress the skid of the vehicle. In this case, in order to realize the suppression of skid by the vehicle motion control unit 9, the powertrain control unit 10, the brake control unit 11, and the steering control unit 12 control the actuators 13a to 13d by prioritizing the command from the vehicle motion control unit 9.

[0025] <Configuration of information processing device> 2 is a detailed functional block diagram of the information processing device 20 according to the embodiment. The configuration of the information processing device 20 will be described with reference to both FIGS.

[0026] The information processing device 20 according to this embodiment includes the request arbitration unit 5, the request generation units 6 to 8, and the vehicle motion control unit 9. The information processing device 20 functions as a vehicle motion manager that manages the motion of the vehicle. In this embodiment, the information processing device 20 is provided in the same ECU (brake ECU) as the brake control unit 11 and can transmit and receive signals to and from the brake control unit 11 via wiring within the ECU. The information processing device 20 is also communicatively connected to the execution units 1a to 1c, the powertrain control unit 10, and the steering control unit 12 via an in-vehicle network such as a CAN. When the information processing device 20 and the brake control unit 11 are provided in the same ECU as in this embodiment, signals transmitted from the information processing device 20 to the brake control unit 11 do not flow over the in-vehicle network. However, it is not essential that the information processing device 20 and the brake control unit 11 be provided in the same ECU. The information processing device 20 and the brake control unit 11 may be provided in separate ECUs and communicatively connected to each other via the in-vehicle network. The advantages of providing the information processing device 20 and the brake control unit 11 in the same ECU as in this embodiment will be described later.

[0027] As shown in FIG. 2, the request arbitration unit 5 includes a reception unit 21, an arbitration unit 22, an information acquisition unit 23, and an arbitration result output unit 24.

[0028] The reception unit 21 receives request information for the actuators 13a to 13d from applications executed in the execution units 1a to 1c, respectively. The request information is transmitted to the in-vehicle network as a data set in a predetermined format, for example, at regular time intervals. This data set in a predetermined format includes information representing the vehicle motion (longitudinal motion and / or lateral motion) requested by the application. The reception unit 21 receives data frames transmitted from the execution units 1a to 1c and acquires a data set including the request information. The data set transmitted from each of the execution units 1a to 1c to the reception unit 21 may include both information representing the vehicle's longitudinal motion and information representing the vehicle's lateral motion, or may include only one of them. Details of the data sets received by the reception unit 21 from the execution units 1a to 1c will be described later.

[0029] The arbitration unit 22 arbitrates the request information based on the multiple data sets received by the reception unit 21. The arbitration unit 22 arbitrates between information representing the longitudinal motion of the vehicle contained in the received data sets and information representing the lateral motion of the vehicle contained in the received data sets. As described above, the data sets received by the reception unit 21 include acceleration as information representing the longitudinal motion of the vehicle. The arbitration unit 22 arbitrates the request information related to the longitudinal motion of the vehicle by comparing the magnitude of the acceleration contained in the multiple received data sets. Furthermore, the data sets received by the reception unit 21 include any one of steering angle, yaw rate, and turning radius (lateral control amount) as information representing the lateral motion of the vehicle. The arbitration unit 22 arbitrates the request information related to the lateral motion of the vehicle by comparing the magnitude of the lateral control amount contained in the multiple received data sets. Details of the arbitration process by the arbitration unit 22 will be described later.

[0030] The information acquisition unit 23 acquires various information related to the current vehicle motion control state, the driver's vehicle operation state, etc. For example, the information acquisition unit 23 can acquire, from the accelerator 2, the brake 3, and the steering 4, whether or not an operation is being performed, the acceleration requested by the driver, the steering amount requested by the driver, etc. The information acquisition unit 23 can also acquire, from the vehicle motion control unit 9, information on whether or not vehicle stabilization control is being performed, the availability of the actuators 13a to 13d while vehicle stabilization control is being performed, etc. The information acquisition unit 23 can also acquire, from the powertrain control unit 10, information on the operating states of the actuators 13a and 13b that constitute the powertrain, the required acceleration adopted by the powertrain control unit 10, etc. The information acquisition unit 23 can also acquire, from the brake control unit 11 and the steering control unit 12, information on the operating state of the actuator 13c that constitutes the brake device and information on the operating state of the actuator 13d that constitutes the steering device ..., etc. The information acquisition unit 23 can also acquire acceleration, vehicle speed, wheel speed, etc. based on output data from various sensors mounted on the vehicle.

[0031] The arbitration result output unit 24 transmits result information reflecting the arbitration result by the arbitration unit 22 to the execution units 1a to 1c. The result information includes the acceleration selected by the powertrain control unit 10 and the vehicle lateral control amount (one of steering angle, yaw rate, and turning radius) selected by the arbitration unit 22 in the arbitration process. Details of the result information data set generated and output by the arbitration result output unit 24 will be described later. In addition to the selected acceleration and selected lateral control amount, the result information data set may also include information useful for application control, such as the current vehicle motion control state, currently achievable vehicle motion control (availability), driver operation state, and communication state between the execution units 1a to 1c and the request arbitration unit 5. When the result information data set includes information such as the current vehicle motion control state, currently achievable vehicle motion control, driver operation state, and communication state, the application executed by the execution units 1a to 1c can obtain the vehicle state, driver request, etc. from the result information.

[0032] The request generators 6 to 8 generate instruction information for driving each of the actuators 13a to 13d based on the required acceleration and lateral control amount selected by the arbitration unit 22, and transmit the generated instruction information to the powertrain control unit 10, the brake control unit 11, and the steering control unit 12. The request generators 6 and 7 have a function of converting the required acceleration and driver-requested acceleration selected by the arbitration unit 22 into forces, which are physical quantities of output from the powertrain and the brake device. The request generators 6 and 7 generate a data set of instruction information including the converted forces. Details of the data sets of instruction information generated and output by each of the request generators 6 to 8 will be described later.

[0033] In the configuration of the information processing device 20 of this embodiment, the request generation units 6 to 8 correspond to a first output unit that outputs instruction information to the actuators 13a to 13d based on the arbitration result by the arbitration unit 22, and the arbitration result output unit 24 corresponds to a second output unit that outputs result information including the arbitration result by the arbitration unit 22 to the multiple execution units 1a to 1c.

[0034] In the information processing device 20 according to this embodiment, various pieces of information acquired by the information acquisition unit 23 are fed back to the applications executed by the execution units 1a to 1c by the arbitration result output unit 24. Based on the result information acquired from the arbitration result output unit 24, the applications can monitor the execution status of the control processing for providing the driving assistance function and can change or stop the control processing as necessary. The information acquisition unit 23 provided in the request arbitration unit 5 aggregates various pieces of information, and the arbitration result output unit 24 feeds back required information to the execution units 1a to 1c, thereby suppressing an increase in the amount of communication between the information processing device 20 and the execution units 1a to 1c.

[0035] Here, the advantages of providing the information processing device 20 and the brake control unit 11 in the same ECU will be described.

[0036] The information processing device 20 according to this embodiment receives request information in the same format from multiple execution units 1a to 1c. This has the advantage that even when an execution unit that executes a new driving assistance application is added, it is not necessary to change the control processing of the powertrain control unit 10, the brake control unit 11, and the steering control unit 12. While such an information processing device 20 may be provided as an independent ECU, implementing it in an existing ECU has the advantage of reducing costs. A brake ECU for controlling the brakes is installed in all types of vehicles. Therefore, by implementing the information processing device 20 and the brake control unit 11 in the same brake ECU, the function of the information processing device 20 for arbitrating requests from multiple applications can be provided in all types of vehicles.

[0037] Regardless of the type of vehicle, vehicles are equipped with ECUs that control the powertrain and steering. However, if communication between the ECUs is interrupted, the steering ECU cannot generate braking force on its own. Furthermore, while the powertrain ECU can generate braking force through the transmission or regeneration, it cannot use friction brakes, so the braking force it can generate is limited. Therefore, from the perspective of ensuring safety in the event of a malfunction, it is preferable to install the information processing device 20 in the brake ECU, among the existing ECUs.

[0038] Furthermore, if a failure such as a loss of communication between ECUs occurs during autonomous driving, the control to be performed to ensure safety differs depending on the vehicle speed. For example, if the vehicle speed at the time of the failure is 3 km / h or less, it is preferable to immediately apply the brakes to stop the vehicle. However, if the vehicle speed at the time of the failure is 50 km / h, sudden braking is dangerous, and it is necessary to gradually decelerate the vehicle before stopping it. Wheel speed sensors are essential for reliable detection of vehicle speed, and the brake ECU receives the measured values ​​of the wheel speed sensors directly for brake control. Therefore, it is desirable to provide the information processing device 20 in the brake ECU from the perspective of controlling the transition to a safe state depending on the vehicle speed in the event of a failure. The brake ECU receives the measured values ​​of the wheel speed sensors for each of the four wheels directly via signal lines. Therefore, even if one of the wheel speed sensors fails, the vehicle speed can be estimated based on the measured values ​​of the remaining wheel speed sensors, and brake control can be performed according to the vehicle speed.

[0039] <Request information dataset> 3 is a diagram showing the format of a data set of request information output from the execution unit to the request arbitration unit. Details of the data set of request information will be described below with reference to FIGS.

[0040] 3 represents a data set of request information that applications executed by the execution units 1a to 1c output to the reception unit 21 of the request arbitration unit 5 to request the driving of the actuators 13a to 13d. The data set of request information includes a plurality of data items (longitudinal interface (IF) package) representing the longitudinal motion of the vehicle, a plurality of data items (lateral interface (IF) package) representing the lateral motion of the vehicle, and a plurality of data items related to other vehicle motions.

[0041] In this embodiment, the multiple data items representing the longitudinal motion of the vehicle include multiple data items representing lower limit values ​​(longitudinal IF package (lower limit side)) and multiple data items representing upper limit values ​​(longitudinal IF package (upper limit side)). By providing a data item representing an upper limit value and a data item representing a lower limit value in the data set output by the execution units 1a to 1c, it is possible to set a range for longitudinal motion control of the vehicle. The data set shown in FIG. 3 is transmitted from the execution units 1a to 1c to the request arbitration unit 5 of the information processing device 20 via an in-vehicle network such as CAN. Each data item will be described below.

[0042] [1-1. Vertical IF package (lower limit)] The requested vertical ID (lower limit) is a data item for specifying the identifier of an application. The requested vertical ID (lower limit) is set with the identifier of the application that sets a value in the requested acceleration (lower limit), which will be described later.

[0043] The required acceleration (lower limit) is a data item for specifying the lower limit of the acceleration required by the application. The required acceleration (lower limit) means the minimum acceleration that the application requires the vehicle to generate.

[0044] The brake permission flag (lower limit) is a data item for specifying whether or not to permit the use of the brakes to achieve the required acceleration (lower limit). The brake permission flag (lower limit) can be set to either a value indicating "permitted" or a value indicating "not permitted."

[0045] The shift priority request (lower limit) is a data item for specifying how to control the shift (shift change) to achieve the required acceleration (lower limit). The shift priority request (lower limit) can be set to one of three values: a value representing "going along," a value representing "permitted," or a value representing "not permitted." Here, "going along" shift control refers to control that shifts gears according to a pre-prepared driving force shift line in order to achieve the required acceleration (lower limit). "Permitted" shift control refers to control that actively shifts gears (downshifts) in order to achieve the required acceleration (lower limit). "Not permitted" shift control refers to control that prohibits shifts (downshifts) and fixes the gear to a specific gear in order to achieve the required acceleration (lower limit).

[0046] The response requirement (lower limit) is a data item for specifying the strength (response) of feedback control for achieving the required acceleration (lower limit).

[0047] The accelerator override prohibition flag is a data item for specifying whether or not the accelerator pedal operation by the driver is to be invalidated. The application can set the accelerator override prohibition flag to either a value indicating "invalid" or a value indicating "valid."

[0048] [1-2. Vertical IF package (upper limit)] The requested vertical ID (upper limit) is a data item for specifying the identifier of an application. The requested vertical ID (upper limit) is set with the identifier of the application that sets a value in the requested acceleration (upper limit), which will be described later.

[0049] The requested acceleration (upper limit) is a data item for specifying the upper limit of the acceleration requested by the application. The requested acceleration (upper limit) means the maximum acceleration that the application allows the vehicle to have.

[0050] The brake permission flag (upper limit) is a data item for specifying whether or not to permit the use of the brakes to achieve the required acceleration (upper limit). The brake permission flag (upper limit) can be set to either a value indicating "permitted" or a value indicating "not permitted."

[0051] The shift priority request (upper limit) is a data item for specifying how to control the shift (shift change) to achieve the required acceleration (upper limit). The shift priority request (upper limit) can be set to one of three values: a value representing "going along," a value representing "permitted," or a value representing "not permitted." Here, "going along" shift control refers to control that shifts gears according to a pre-prepared driving force shift line in order to achieve the required acceleration (upper limit). "Permitted" shift control refers to control that actively shifts gears (downshifts) in order to achieve the required acceleration (upper limit). "Not permitted" shift control refers to control that prohibits shifts (downshifts) and fixes the gear to a specific gear in order to achieve the required acceleration (upper limit).

[0052] The response requirement (upper limit) is a data item for specifying the strength (response) of feedback control for achieving the required acceleration (upper limit).

[0053] [1-3. Horizontal IF package] The requested lateral ID is a data item for specifying the identifier of an application. The requested lateral ID is set to the identifier of the application that sets values ​​for the requested steering angle / yaw rate / turning radius, which will be described later.

[0054] The required steering angle / yaw rate / turning radius are data items for specifying the amount of control of lateral movement requested by the application. Any of the required steering angle, required yaw rate, and required turning radius can be set in the required steering angle / yaw rate / turning radius. The required steering angle is the tire turning angle required to achieve the lateral movement of the vehicle calculated by the application. The required yaw rate is the rate of change of the yaw angle required to achieve the lateral movement of the vehicle calculated by the application. The required turning radius is the vehicle turning radius required to achieve the lateral movement of the vehicle calculated by the application. In the application, which of the required steering angle, required yaw rate, and required turning radius is used as the lateral control amount of the vehicle can be determined appropriately depending on the vehicle specifications, but the lateral control amount used throughout the vehicle is standardized to facilitate arbitration processing by the request arbitration unit.

[0055] The steering angle / yaw rate / turning radius switching flag is a data item for specifying the type of information set in the data items of the above-mentioned required steering angle / yaw rate / turning radius. By using the steering angle / yaw rate / turning radius switching flag to specify the type of information set in the data items of required steering angle / yaw rate / turning radius, the type of information to be used can be flexibly changed depending on the use of the vehicle, etc., without increasing the number of data items.

[0056] The driver steering flag is a data item for specifying whether the driver is steering. The application can set the driver steering flag to either a value indicating that the driver is steering or a value indicating that the driver is not steering. The application may obtain information on whether the driver is steering based on the output value of a sensor provided on the steering wheel or an image of the driver captured by a camera.

[0057] The response requirement is a data item for specifying the strength (response) of feedback control to achieve the required steering angle / yaw rate / turning radius.

[0058] [1-4. Other data items] The requested shift range is a data item for specifying the shift range requested by the application. The requested shift range can be set to one of the following values: "D (Drive)", "N (Neutral)", "R (Reverse)", "P (Parking)", "M (Manual)", "S (Sport Drive)", etc.

[0059] The shift override prohibition flag is a data item for specifying whether or not to disable the shift operation by the driver. Either a value specifying "disable" or a value specifying "enable" can be set to the shift override prohibition flag.

[0060] <Dataset of result information> 4 is a diagram showing the format of a data set of result information output from the request arbitration unit 5 to the execution units 1a to 1c. Details of the data set of result information will be described below with reference to both FIGS.

[0061] The format shown in Fig. 4 represents a data set of result information that is output by the arbitration result output unit 24 of the request arbitration unit 5 to the execution units 1a to 1c. The data set of result information includes multiple data items representing the results after arbitration, multiple data items representing the current vehicle motion control state, multiple data items representing currently achievable vehicle motion control, and multiple data items representing the operation states of the accelerator pedal and brake pedal by the driver. The data set shown in Fig. 4 is transmitted from the request arbitration unit of the information processing device 20 to the execution units 1a to 1c via an in-vehicle network such as a CAN. Each data item will be described below.

[0062] [2-1. Data items showing the results after mediation] The arbitration result_lateral ID is a data item for setting the identifier of the application that requested the lateral control amount (one of the requested steering angle, requested yaw rate, and requested turning radius) selected by the request arbitration unit 5. The application can determine whether the lateral control amount it requested has been adopted based on a comparison between the identification ID set in the arbitration result_lateral ID and its own identification ID.

[0063] The selected required steering angle / yaw rate / turning radius is a data item for setting the lateral control amount selected by the request arbitration unit 5 (one of the required steering angle, required yaw rate, and required turning radius).

[0064] The steering angle / yaw rate / turning radius switching flag is a data item for specifying the type of information set in the data item of the selected steering angle / yaw rate / turning radius.

[0065] The arbitration result_longitudinal ID is a data item for setting the identifier of the source of the acceleration request adopted by the powertrain control unit 10. The powertrain control unit 10 receives instruction information including the longitudinal requested acceleration selected by arbitration in the request arbitration unit 5 and the driver-requested acceleration based on accelerator pedal operation. The powertrain control unit 10 compares the requested acceleration included in the received instruction information with the driver-requested acceleration, selects one of the accelerations, and drives the actuators 13a and 13b based on the selected acceleration. When the powertrain control unit 10 selects the requested acceleration from an application, the arbitration result_longitudinal ID is set to the identifier of the application that output the requested acceleration. On the other hand, when the powertrain control unit 10 selects the driver-requested acceleration, the arbitration result_longitudinal ID is set to a value that can identify the driver's request. Each application can determine whether the longitudinal requested acceleration it output has been adopted based on a comparison between its own identification ID and the identification ID set in the arbitration result_longitudinal ID.

[0066] The selected acceleration is a data item for setting the acceleration adopted in the powertrain control unit 10 .

[0067] The arbitration result_longitudinal ID and the selected acceleration can be set based on information notified from the powertrain control unit 10 to the request arbitration unit 5 (information acquisition unit 23 in FIG. 2).

[0068] [2-2. Data items that represent the current vehicle motion control status] The estimated vehicle acceleration is a data item for setting the acceleration of the vehicle body estimated from the output values ​​of sensors mounted on the vehicle. The estimated vehicle acceleration can be calculated based on the output of an acceleration sensor or wheel speed sensor.

[0069] The estimated vehicle body acceleration invalid flag is a data item for setting a flag indicating whether the estimated vehicle body acceleration is an invalid value. If the output value of the acceleration sensor mounted on the vehicle is invalid due to a malfunction or the like, or if one or more output values ​​of the wheel speed sensors mounted on each wheel are invalid due to a malfunction or the like, the estimated vehicle body acceleration invalid flag is set to a value indicating that the estimated vehicle body acceleration is "invalid." On the other hand, if the output values ​​of all of the acceleration sensors mounted on the vehicle and the wheel speed sensors mounted on each wheel are not invalid, the estimated vehicle body acceleration invalid flag is set to a value indicating that the estimated vehicle body acceleration is "not invalid."

[0070] The current shift range is a data item for setting the currently selected shift range. The current shift range can be set to any of the values ​​specifying "D (Drive)," "N (Neutral)," "R (Reverse)," "P (Parking)," "M (Manual)," "S (Sports Drive)," etc. The value to be set in the current shift range can be obtained by the powertrain control unit 10 from the actuator that controls the shift.

[0071] The brake control in progress flag is a data item for setting a flag indicating whether brake control is being executed. The brake control in progress flag can be set to either a value indicating that brake control is "in progress" or a value indicating that brake control is "not being executed." The brake in progress flag can be set based on information indicating the operating state of the brakes obtained from the brake control unit (brake control ECU).

[0072] The stop-holding state is a data item for setting the operating state or abnormal state of the brake-holding control, which maintains the braking state by the brakes until a predetermined condition is met after the vehicle has been stopped by braking (brake-holding control). The stop-holding state can be set to a value indicating that the brake-holding control is "in operation," a value indicating that the brake-holding control is "not operating," or a value indicating that an "abnormal state" has occurred in the brake-holding control. The stop-holding state can be set based on information indicating the operating state of the brakes obtained from the brake control unit 11.

[0073] [2-3. Data items representing currently feasible vehicle motion control] The vehicle speed limit flag is a data item for setting information indicating whether or not there is a limit to the vehicle speed that the vehicle can currently achieve. If any of the actuators 13a to 13d fails, information regarding the failure state is output from the failed actuator or the control unit (ECU) that controls it. The vehicle speed limit flag is set to either information indicating that a vehicle speed limit is "requested" or information indicating that a vehicle speed limit is "not requested" based on information regarding the actuator's failure state.

[0074] The vehicle speed limit is a data item for setting an upper limit value for the vehicle speed when a speed limit is required. A value calculated based on information about the fault condition output from the failed actuator or the control unit (ECU) that controls it is set as the vehicle speed limit. The vehicle speed limit may be calculated by the request arbitration unit 5 based on information about the fault condition, or may be determined in advance in accordance with the expected fault condition.

[0075] The braking system support level is a data item for setting information indicating whether or not functions related to brake control are available and functional limitations. The information set in the braking system support level may be generated by the request arbitration unit 5 based on information on a failure state output from the actuator 13c constituting the brake device or the brake control unit 11 that controls the actuator 13c.

[0076] The drivetrain support level is a data item for setting information indicating whether functions related to powertrain control are available or are limited in function. The information set in the drivetrain support level may be generated by the request arbitration unit 5 based on information indicating the state of the actuators 13a and 13b (information indicating a temporary abnormal state such as high temperature or a failure) output from the actuators 13a and 13b that constitute the powertrain or the powertrain control unit 10 that controls them.

[0077] The lateral control system assistance level is a data item for setting information indicating whether or not functions related to the lateral movement control of the vehicle are available and functional limitations. In addition to controlling the lateral movement of the vehicle using the steering device, it is also possible to control the lateral movement of the vehicle by individually adjusting the braking force generated on each wheel. Therefore, composite information related to the steering device and the brake device is set in the lateral control system assistance level. The information set in the lateral control system assistance level may be generated by the request arbitration unit 5 based on information related to failure states output from the actuator 13d constituting the steering device, the steering control unit 12, the actuator 13c constituting the brake device, and the brake control unit 11.

[0078] The fully closed estimated ground acceleration is a data item for setting an estimated value of the acceleration that the powertrain can output when the accelerator is fully closed. The fully closed estimated ground acceleration can be set based on information notified to the request arbitration unit 5 from the powertrain control unit 10.

[0079] The fully opened estimated ground acceleration is a data item for setting an estimated value of the acceleration that the powertrain can output when the accelerator is fully opened. The fully closed estimated ground acceleration can be set based on information notified to the request arbitration unit 5 from the powertrain control unit 10.

[0080] [2-4. Data items that represent the driver's operation of the accelerator pedal and brake pedal] The accelerator pedal driver requested acceleration is a data item for setting the requested acceleration calculated based on the amount of accelerator pedal depression by the driver. The accelerator pedal driver requested acceleration can be set based on information notified to the request arbitration unit 5 from the powertrain control unit 10.

[0081] The brake pedal driver requested acceleration is a data item for setting the requested acceleration calculated based on the amount of brake pedal depression by the driver. The requested acceleration set in the brake pedal driver requested acceleration is a value that does not include the acceleration requested by the automatic braking function of the driving assistance application. The brake pedal driver requested acceleration can be set based on information notified to the request arbitration unit 5 from the brake control unit 11.

[0082] <Instruction information data set (for powertrain control unit)> 5 is a diagram showing the format of a data set of instruction information output from the request generator 6 to the powertrain controller 10. Details of the data set of instruction information for the powertrain controller will be described below with reference to FIGS.

[0083] 5 represents a data set of instruction information that the request generating unit 6 of the information processing device 20 outputs to the powertrain control unit 10. The data set for the powertrain control unit is generated by the request generating unit 6 and transmitted to the powertrain control unit 10 via an in-vehicle network such as a CAN. Each data item will be described below.

[0084] The target driving force (upper limit) is a data item for specifying the target driving force required to achieve the application's requested acceleration (upper limit). The target driving force (upper limit) is set to a value obtained by converting the requested acceleration (upper limit) selected by arbitration in the request arbitration unit 5 into a driving force.

[0085] The target vertical ID (upper limit) is a data item for setting an application identifier. The target vertical ID (upper limit) is set with the identifier of the application that output the requested acceleration (upper limit) selected by arbitration by the request arbitration unit 5.

[0086] The target acceleration (upper limit) is a data item for specifying the required acceleration (upper limit) of the application. The required acceleration (upper limit) selected by arbitration in the request arbitration unit 5 is set in the target acceleration (upper limit).

[0087] The target driving force (lower limit) is a data item for specifying the target driving force required to achieve the application's requested acceleration (lower limit). The target driving force (lower limit) is set to a value obtained by converting the requested acceleration (lower limit) selected by arbitration in the request arbitration unit 5 into a driving force.

[0088] The target vertical ID (lower limit) is a data item for setting an application identifier. The target vertical ID (lower limit) is set with the identifier of the application that output the requested acceleration (lower limit) selected by arbitration by the request arbitration unit 5.

[0089] The target acceleration (lower limit) is a data item for specifying the required acceleration (lower limit) of the application. The required acceleration (lower limit) selected by arbitration in the request arbitration unit 5 is set in the target acceleration (lower limit).

[0090] The accelerator override prohibition flag is a data item for specifying whether or not to disable accelerator pedal operation by the driver. The accelerator override prohibition flag is set to the accelerator override prohibition flag included in the data set of request information together with the requested acceleration (lower limit) selected through arbitration by the request arbitration unit 5. The accelerator override prohibition flag is used by the powertrain control unit 10 to reject the driver-requested acceleration based on accelerator pedal operation when a request from an application has a higher priority than the driver's accelerator pedal operation.

[0091] The shift priority flag (upper limit) is a data item for specifying how to control the shift control (shift change) to achieve the target driving force (upper limit). The shift priority flag is set to the shift priority request (upper limit) included in the data set of the request information together with the requested acceleration (upper limit) selected by arbitration by the request arbitration unit 5. Therefore, the shift priority flag (upper limit) is set to one of a value representing "going along," a value representing "permitted," or a value representing "not permitted," just like the shift priority request (upper limit). "Going along" shift control refers to control that shifts gears according to a pre-prepared driving force shift line in order to achieve the target driving force (upper limit). "Permitted" shift control refers to control that actively shifts gears (downshifts) in order to achieve the target driving force (upper limit). "Not permitted" shift control refers to control that prohibits shifts (downshifts) and fixes the gear to a specific gear in order to achieve the target driving force (upper limit).

[0092] The shift priority flag (lower limit) is a data item for specifying how to control the shift control (shift change) to achieve the target driving force (lower limit). The shift priority flag is set to the shift priority request (lower limit) included in the data set of the request information together with the requested acceleration (lower limit) selected through arbitration by the request arbitration unit 5. Therefore, the shift priority flag (lower limit) is set to one of a value representing "going along," a value representing "permitted," or a value representing "not permitted," just like the shift priority request (lower limit). "Going along" shift control refers to control that shifts gears according to a pre-prepared driving force shift line in order to achieve the target driving force (lower limit). "Permitted" shift control refers to control that actively shifts gears (downshifts) in order to achieve the target driving force (lower limit). "Not permitted" shift control refers to control that prohibits shifts (downshifts) and fixes the gear to a specific gear in order to achieve the target driving force (lower limit).

[0093] It should be noted that a data item for notifying the powertrain control unit 10 of information relating to the reliability of communication may be further provided.

[0094] <Instruction information data set (for steering control unit)> 6 is a diagram showing the format of a data set of instruction information output from the request generator 8 to the steering control unit 12. Details of the data set of instruction information for the steering control unit will be described below with reference to FIGS.

[0095] 6 represents a data set of instruction information that the request generating unit 8 of the information processing device 20 outputs to the steering control unit 12. The data set for the steering control unit is generated by the request generating unit 8 and transmitted to the steering control unit 12 via an in-vehicle network such as a CAN. Each data item will be explained below.

[0096] The target lateral ID is a data item for setting an identifier of an application. The identifier of the application that outputs the lateral control amount selected by arbitration by the request arbitration unit 5 is set in the target lateral ID.

[0097] The target steering angle / yaw rate / turning radius are data items for specifying target values ​​for achieving the amount of lateral control requested by the application. Either the target steering angle, target yaw rate, or target turning radius is set in the target steering angle / yaw rate / turning radius. In addition, the target steering angle / yaw rate / turning radius is set to the value of the requested steering angle / yaw rate / turning radius included in the data set of request information selected by arbitration by the request arbitration unit 5.

[0098] The steering angle / yaw rate / turning radius switching flag is a data item for specifying the type of information set in the target steering angle / yaw rate / turning radius data item. The steering angle / yaw rate / turning radius switching flag is set to the value of the steering angle / yaw rate / turning radius switching flag included in the data set of the request information accepted by the request arbitration unit 5.

[0099] The driver steering flag is a data item for specifying whether the driver is steering or not. The driver steering flag is set to the driver steering flag included in the data set of the request information together with the requested steering angle / yaw rate / turning radius selected by the request arbitration unit 5 through arbitration.

[0100] The response requirement is a data item for specifying the strength (response) of feedback control for achieving the target steering angle / yaw rate and turning radius. The response requirement value included in the data set of the requirement information is set as the response requirement together with the required steering angle / yaw rate / turning radius selected by arbitration in the requirement arbitration unit 5.

[0101] <Instruction information data set (for brake control unit)> 7 is a diagram showing the format of a data set of instruction information output from the request generator 7 to the brake controller 11. Hereinafter, the data set of instruction information for the brake controller will be described in detail with reference to FIGS.

[0102] The format shown in Fig. 7 represents a data set of instruction information that the request generating unit 7 of the information processing device 20 outputs to the brake control unit 11. The data set shown in Fig. 7 is generated by the request generating unit 7. When the information processing device 20 is provided in an ECU different from the brake control unit 11, the data set shown in Fig. 7 is transmitted by the request generating unit 7 to the brake control unit 11 via an in-vehicle network such as a CAN. When the information processing device 20 and the brake control unit 11 are provided in the same ECU, the data set shown in Fig. 7 is output by the request generating unit 7 to the brake control unit 11 via a signal line within the ECU, without being transmitted over the in-vehicle network.

[0103] The braking force generated by the brake device is the same physical quantity as the driving force generated by the powertrain, although the direction is different. Therefore, the data set output from the request generator 8 to the brake controller 11 is basically the data set output from the request generator 6 to the powertrain controller 10, in which the driving force is replaced with the braking force. Each data item will be explained below.

[0104] The target braking force (upper limit) is a data item for specifying the target braking force required to achieve the application's required acceleration (upper limit). The target braking force (upper limit) is set to a value obtained by converting the required acceleration (upper limit) selected by arbitration in the request arbitration unit 5 into a braking force.

[0105] The target vertical ID (upper limit) is a data item for setting an application identifier. The target vertical ID (upper limit) is set with the identifier of the application that output the requested acceleration (upper limit) selected by arbitration by the request arbitration unit 5.

[0106] The target acceleration (upper limit) is a data item for specifying the required acceleration (upper limit) of the application. The required acceleration (upper limit) selected by arbitration in the request arbitration unit 5 is set in the target acceleration (upper limit).

[0107] The target braking force (lower limit) is a data item for specifying the target braking force required to achieve the application's required acceleration (lower limit). The target braking force (lower limit) is set to a value obtained by converting the required acceleration (lower limit) selected by arbitration in the request arbitration unit 5 into a braking force.

[0108] The target vertical ID (lower limit) is a data item for setting an application identifier. The target vertical ID (lower limit) is set with the identifier of the application that output the requested acceleration (lower limit) selected by arbitration by the request arbitration unit 5.

[0109] The target acceleration (lower limit) is a data item for specifying the required acceleration (lower limit) of the application. The required acceleration (lower limit) selected by arbitration in the request arbitration unit 5 is set in the target acceleration (lower limit).

[0110] The shift priority flag (upper limit) is a data item for specifying how to control the shift control (shift change) to achieve the target braking force (upper limit). The shift priority flag is set to the shift priority request (upper limit) included in the data set of the request information together with the requested acceleration (upper limit) selected by arbitration by the request arbitration unit 5. Therefore, the shift priority flag (upper limit) is set to one of a value representing "going along," a value representing "permitted," and a value representing "not permitted," just like the shift priority request (upper limit). "Going along" shift control refers to control that shifts gears according to a braking force shift line prepared in advance to achieve the target braking force (upper limit). "Permitted" shift control refers to control that actively shifts gears (downshifts) to achieve the target braking force (upper limit). "Not permitted" shift control refers to control that prohibits shifts (downshifts) and fixes the gear to a specific gear in order to achieve the target braking force (upper limit).

[0111] The shift priority flag (lower limit) is a data item for specifying how to control the shift control (shift change) to achieve the target braking force (lower limit). The shift priority flag is set to the shift priority request (lower limit) included in the data set of the request information together with the requested acceleration (lower limit) selected by arbitration by the request arbitration unit 5. Therefore, the shift priority flag (lower limit) is set to one of a value representing "going along," a value representing "permitted," or a value representing "not permitted," just like the shift priority request (lower limit). "Going along" shift control refers to control that shifts gears according to a braking force shift line prepared in advance to achieve the target braking force (lower limit). "Permitted" shift control refers to control that actively shifts gears (downshifts) to achieve the target braking force (lower limit). "Not permitted" shift control refers to control that prohibits shifts (downshifts) and fixes the gear to a specific gear in order to achieve the target braking force (lower limit).

[0112] It is also possible to provide a data item for notifying the brake control unit 11 of information relating to the reliability of communication.

[0113] <Control processing in vehicle control systems> Fig. 8 is a sequence diagram for explaining the control processing in the vehicle control system according to this embodiment. In the explanation of Fig. 8, the accelerator, brake, and steering are collectively referred to as "operation units," and the powertrain control unit, brake control unit, and steering control unit are collectively referred to as "control units." Below, the control performed in the vehicle control system will be explained with reference to Figs. 1, 2, and 8.

[0114] Step 1.1: When the driver operates the operation units 2 to 4, the operation units 2 to 4 output the driver-requested acceleration and the driver-requested lateral control amount corresponding to the operation amount to the request generation units 6 to 8.

[0115] Step 1.2: When the driver operates the operation units 2 to 4, the operation units 2 to 4 also output to the request arbitration unit 5 the driver-requested acceleration and the driver-requested lateral control amount output in step 1.1.

[0116] Step 2.1: An application executed by the execution units 1a to 1c generates request information for requesting actuators to perform control necessary for executing a driving assistance function, and transmits the generated request information to the request arbitration unit 5 via the in-vehicle network. More specifically, the application generates a data set in which required data items in the format shown in FIG. 3 are set with requested values, stores the generated data set in a data frame for communication, and transmits it to the in-vehicle network. The data items in which the application sets requested values ​​vary depending on the driving assistance function provided by the application. For example, in the case of an application providing adaptive cruise control, the range of vehicle acceleration (vehicle speed) can be specified by setting requested values ​​in both the longitudinal IF package (lower limit side) and the longitudinal IF package (upper limit side) shown in FIG. 3. In addition, in the case of an application providing lane keep assist, it is sufficient to set requested values ​​at least in the lateral IF package shown in FIG. 3. Furthermore, in the case of an application that provides a function for controlling both the longitudinal and lateral movements of a vehicle, such as automatic driving or automatic parking, required values ​​are set in the longitudinal IF package (lower limit), longitudinal IF package (upper limit), and lateral IF package shown in Fig. 3. The other information shown in Fig. 3 is set appropriately depending on the functions and controls provided by the application. Note that the data items used for arbitration performed by the request arbitration unit 5 are the required acceleration (lower limit), required acceleration (upper limit), and required lateral control amount (required steering angle / yaw rate / turning radius), so arbitration processing can be performed as long as at least one of these data items is set.

[0117] Step 2.2: The request arbitration unit 5 arbitrates the requests received from the applications. In the request arbitration unit 5, first, the reception unit 21 receives a data set of request information transmitted from the multiple execution units 1a to 1c. Next, the arbitration unit 22 performs arbitration processing based on the requested acceleration and lateral control amount included in the received data set. The arbitration unit 22 performs arbitration for each of the vertical IF package (lower limit side), vertical IF package (upper limit side), and lateral IF package shown in FIG. 3. An example of the arbitration method will be described below.

[0118] The arbitration of the vertical IF package (lower limit side) is performed based on a comparison of the required acceleration (lower limit) included in each of the received multiple data sets. For example, the arbitration unit 22 may select the minimum value of the multiple required acceleration (lower limit) values ​​as the required acceleration (lower limit) after arbitration. The arbitration unit 22 selects the vertical IF package (lower limit side) included in the data set of the same request information as the selected required acceleration (lower limit) as the arbitration result for the lower limit of the vertical movement.

[0119] The arbitration of the vertical IF package (upper limit) is also performed based on a comparison of the required acceleration (upper limit) included in each of the received multiple data sets. For example, the arbitration unit 22 may select the minimum value of the multiple required acceleration (upper limit) values ​​as the required acceleration (upper limit) after arbitration. The arbitration unit 22 selects the vertical IF package (upper limit) included in the data set of request information that is the same as the selected required acceleration (upper limit) as the arbitration result for the upper limit of the vertical movement.

[0120] The arbitration of the lateral IF package is performed based on a comparison of the required steering angle / yaw rate / turning radius (lateral control amount) contained in each of the received multiple data sets. If there are no conflicting requests for the lateral control amounts to be arbitrated, the arbitration unit 22 may, for example, select the lateral control amount with the largest required lateral control amount as the lateral control amount after arbitration. Furthermore, if there are conflicting requests, the arbitration unit 22 may preferentially select a request that satisfies specific conditions in accordance with predetermined rules.

[0121] Step 2.3: The arbitration unit 22 of the request arbitration unit 5 outputs the vertical IF packages (lower limit side) and (upper limit side) selected as the arbitration results to the request generation units 6 and 7, and outputs the horizontal IF package selected as the arbitration result to the request generation unit 8.

[0122] Step 2.4: Based on the result of the arbitration by the arbitration unit 22, the request generation units 6 to 8 generate a data set of instruction information including control target values ​​for driving the actuators 13a to 13d.

[0123] The request generating unit 6 generates a data set (FIG. 5) of instruction information for the powertrain control unit using the longitudinal IF packages (lower limit side) and (upper limit side) (hereinafter collectively referred to as the "selected longitudinal IF packages") selected by the arbitration unit 22. Specifically, the request generating unit 6 converts the requested acceleration (upper limit) and (lower limit) included in the selected longitudinal IF package into forces, and sets the converted values ​​as the target driving forces (upper limit) and (lower limit) of the data set shown in FIG. 5. The request generating unit 6 also sets the requested longitudinal ID (upper limit) and (lower limit), requested acceleration (upper limit) and (lower limit), accelerator override prohibition flag, and gear shift priority request (upper limit) and (lower limit) included in the selected longitudinal IF package to the target longitudinal ID (upper limit) and (lower limit), target acceleration (upper limit) and (lower limit), accelerator override prohibition flag, and gear shift priority flag (upper limit) and (lower limit) of the data set shown in FIG. 5, respectively. The request generating unit 6 also sets a value to the communication invalid flag as necessary. Furthermore, if either the vertical IF package (lower limit side) or (upper limit side) is not selected by the arbitration unit 22, the request generation unit 6 generates a data set including only the instruction value corresponding to either of the selected pieces of information.

[0124] The request generator 7 generates a data set (FIG. 7) of instruction information for the brake control unit 11 using the longitudinal IF package selected by the arbitration unit 22. Specifically, the request generator 7 converts the requested acceleration (upper limit) and (lower limit) included in the selected longitudinal IF package into forces, and sets the converted values ​​as the target braking force (upper limit) and (lower limit) of the data set shown in FIG. 5. The request generator 7 also sets the requested longitudinal ID (upper limit) and (lower limit), requested acceleration (upper limit) and (lower limit), and shift priority request (upper limit) and (lower limit) included in the selected longitudinal IF package to the target longitudinal ID (upper limit) and (lower limit), target acceleration (upper limit) and (lower limit), accelerator override prohibition flag, and shift priority flag (upper limit) and (lower limit) of the data set shown in FIG. 7, respectively. The request generator 6 also sets a value to the communication invalid flag as necessary.

[0125] The request generator 8 generates a data set (FIG. 6) of instruction information for the steering control unit 12 using the lateral direction IF package selected by the arbitration unit 22. Specifically, the request generator 8 sets the requested lateral ID, requested steering angle / yaw rate / turning radius, steering angle / yaw rate / turning radius switching flag, driver steering flag, and responsiveness target included in the selected lateral direction IF package to the target lateral ID, target steering angle / yaw rate / turning radius, steering angle / yaw rate / turning radius switching flag, driver steering flag, and responsiveness request of the data set shown in FIG.

[0126] Step 2.5: The request generation units 6 to 8 output the generated data set of the instruction information to the control units 10 to 12, respectively. Furthermore, when there is input from the operation units 2 to 4, the request generation units 6 to 8 output the driver request input from the operation units 2 to 4 together with the instruction information to the control units 10 to 12, respectively.

[0127] Step 2.6: The control units 10 to 12 control the actuators 13a to 13d based on the target values ​​and the driver request included in the instruction information received from the request generation units 6 to 8. The powertrain control unit 10 can determine whether to adopt the target values ​​or the driver request included in the instruction information based on the magnitudes of the upper and lower limit values ​​of each data item included in the instruction information and the driver request, and the accelerator override prohibition flag. An example of the control process of the driving force (acceleration) in the powertrain control unit 10 will be described later.

[0128] Step 2.7: The control units 10 to 12 output to the request arbitration unit 5 information on the operating states of the actuators 13a to 13d and the control amounts that have been adopted.

[0129] Step 2.8: The request arbitration unit 5 generates a data set of result information (FIG. 4). In the request arbitration unit 5, the arbitration result output unit 24 sets the requested lateral ID, requested steering angle / yaw rate / turning radius, and steering angle / yaw rate / turning radius switching flag included in the lateral direction IF package selected by the arbitration unit 22 to the arbitration result_lateral ID, selected steering angle / yaw rate / turning radius, and steering angle / yaw rate / turning radius switching flag of the data set shown in FIG. 4. In addition, the arbitration result output unit 24 sets the arbitration result_longitudinal ID and selected acceleration of the data set shown in FIG. 4 based on information regarding the acceleration adopted by the powertrain control unit 10, which the information acquisition unit 23 acquires from the powertrain control unit 10. Furthermore, the arbitration result output unit 24 sets "information representing the current vehicle motion control state," "information representing currently achievable motion control," and "information representing the operation states of the accelerator pedal and brake pedal by the driver" of the data set shown in FIG. 4 based on various information acquired by the information acquisition unit 23.

[0130] Step 2.9: The arbitration result output unit 24 outputs the generated result information to the execution units 1a to 1c.

[0131] The above steps 1.1 to 1.2 and steps 2.1 to 2.9 are processes that are performed in parallel, and the above steps 2.1 to 2.9 are processes that are repeatedly performed at regular time intervals.

[0132] An example of vehicle driving force control performed by the powertrain control unit 10 based on the instruction information generated by the request generation unit 6 and the driver-requested acceleration will be described below with reference to Fig. 9. The vehicle driving force control shown in Fig. 9 corresponds to the control performed by the powertrain control unit 10 in step 2.6 of Fig. 8.

[0133] Figure 9 is a graph illustrating an example of longitudinal vehicle motion control. In Figure 9, the horizontal axis represents time, and the vertical axis represents driving force. The thick solid line in Figure 9 represents the actual driving force output by the powertrain, which is the sum of the driving force in the vehicle's traveling direction and the braking force in the opposite direction to the traveling direction.

[0134] In FIG. 9, the long dashed lines parallel to the horizontal axis represent the upper and lower limits of the requested driving force, which are set based on the requested acceleration from a driving assistance application such as autonomous driving or cruise control. The powertrain control unit 10 simultaneously receives instruction information generated by the request generation unit 6 based on the arbitration result from the request arbitration unit 5 and the driver-requested acceleration corresponding to the accelerator pedal operation. In the following explanation, it is assumed that the instruction information generated by the request generation unit 6 includes target values ​​set for both the target driving force (upper limit) and (lower limit) data items. In the first stage, the powertrain control unit 10 compares the driver-requested driving force with the target driving force (lower limit) and selects the larger driving force. In the second stage, the powertrain control unit 10 compares the driving force selected in the first stage with the requested driving force (upper limit) and selects the smaller driving force. In the second stage, the smaller of the requested driving force selected in the first stage and the target driving force (upper limit) is selected in order to control the vehicle more safely. The powertrain control unit 10 notifies the information acquisition unit 23 of the request arbitration unit 5 of information indicating the request source of the adopted requested driving force.

[0135] 9, the driver-requested driving force indicated by the short-dashed line is less than the lower limit of the requested driving force set based on the request information from the application. In this case, the powertrain control unit 10 rejects the driver-requested driving force that is less than the lower limit of the requested driving force of the application, and causes the actuators 13a and 13b to output a driving force corresponding to the lower limit of the requested driving force of the application.

[0136] At times t1 to t2 shown in Figure 9, the driver requested driving force is greater than or equal to the requested driving force (lower limit) set based on the request information from the application and is less than or equal to the requested driving force (upper limit), so the powertrain control unit 10 causes actuators 13a and 13b to output driving forces equivalent to the driver requested driving force.

[0137] 9, the driver-requested driving force indicated by the short-dashed line exceeds the requested driving force (upper limit) set based on request information from the application. In this case, the powertrain control unit 10 and / or the brake control unit 11 controls some or all of the actuators 13a to 13c to generate a braking force equal to the excessive driving force that exceeds the requested driving force (upper limit), thereby canceling out the excessive driving force and suppressing the realized driving force to the set upper limit of the requested driving force.

[0138] In this way, the powertrain control unit 10 and the brake control unit 11 can control the longitudinal movement of the vehicle based on the application request and the driver request that have been reconciled by the request reconciliation unit 5.

[0139] <Effects, etc.> As described above, the information processing device 20 according to this embodiment receives a data set of request information including a required acceleration as information representing the vehicle's longitudinal motion and any one of a steering angle, yaw rate, and turning radius as information representing the vehicle's lateral motion, arbitrates requests from multiple applications based on the received request information, and issues actuator drive instructions based on the arbitration results. Because the information processing device 20 performs arbitration based on predetermined information (required acceleration and / or lateral control amount), arbitration processing can be easily performed without converting required values, even if the number of applications implementing driving assistance functions increases. Furthermore, because the information received by the information processing device 20 is predetermined, there is an advantage in that even if the number of applications implementing driving assistance functions increases, there is no need to change the arbitration processing in the driving manager 20 or the control processing in the powertrain control unit 10, brake control unit 11, and steering control unit 12. When the required acceleration is used as a data item for arbitration by the request arbitration unit 5, the driving assistance application does not need to consider information specific to each vehicle type, such as vehicle mass and air resistance, and only needs to consider the pure motion required of the vehicle. Furthermore, when an application request is specified in terms of acceleration, it is relatively easy to convert the request into a physical quantity such as force. Therefore, by adopting the required acceleration as information representing the longitudinal motion of the vehicle, there is an advantage in that the development of a driving assistance application can be facilitated. Furthermore, the steering angle / yaw rate / turning radius used as information representing the lateral motion of the vehicle can be commonly used by the application, the information processing device 20, the powertrain control unit 10, the brake control unit 11, and the steering control unit 12, and do not need to be converted into other control quantities. Therefore, by adopting the steering angle / yaw rate / turning radius as information representing the lateral motion of the vehicle, the arbitration process can be facilitated.

[0140] Furthermore, the data set of request information received by the information processing device 20 according to this embodiment is provided with a data item (steering angle / yaw rate / turning radius switching flag) that specifies whether the information representing the lateral movement of the vehicle is steering angle, yaw rate, or turning radius. By using this data item, one data item can be switched and used to represent one of multiple information types. This reduces the amount of data compared to when a data item is assigned to each of multiple information types.

[0141] Furthermore, the data set of request information received by the information processing device 20 according to this embodiment includes an upper limit and a lower limit of the requested acceleration as the requested acceleration. When the data set of request information is configured in this way, it becomes possible to specify a range of acceleration requested by an application.

[0142] The information processing device 20 according to this embodiment also includes an arbitration result output unit 24 that outputs result information including the arbitration result to the requesting application. By feeding back the arbitration result to the application, the application can appropriately modify the control processing for realizing the driving assistance function. In this case, the result information output unit preferably feeds back result information including, in addition to the arbitration result, at least one of information representing the current vehicle motion control state and information representing currently achievable vehicle motion control to the application. When the result information includes at least one of information representing the current vehicle motion control state and information representing currently achievable vehicle motion control, the application can modify the control processing for realizing the driving assistance function in light of the current vehicle state.

[0143] Furthermore, the information processing device 20 according to this embodiment includes request generators 6 and 7 that convert the requested acceleration arbitrated by the arbitration unit 22 of the request arbitration unit 5 into force, which is a unit of powertrain output, and issue a drive request to the actuators 13 a to 13 c using instruction information including the converted force. By performing the necessary conversion processing by the request generators 6 and 7, it is no longer necessary to change the format of the request information received by the reception unit 21 of the request arbitration unit 5, or to perform physical quantity conversion processing in the arbitration unit 22.

[0144] As described above, the embodiments have been described as examples of the technology in the present disclosure. For this purpose, the accompanying drawings and detailed description have been provided. Therefore, the components described in the accompanying drawings and detailed description may include not only components essential for solving the problem, but also components that are not essential for solving the problem, in order to exemplify the technology. Therefore, the fact that these non-essential components are described in the accompanying drawings or detailed description should not be construed as necessarily being essential. Furthermore, because the above embodiments are intended to exemplify the technology in the present disclosure, various modifications, substitutions, additions, omissions, etc. may be made within the scope of the claims or their equivalents. [Industrial Applicability]

[0145] The present invention can be used in a vehicle control device that can control the motion of a vehicle based on the requirements of multiple driving assistance applications. [Explanation of symbols]

[0146] 1a~1c Executive Team 6~8 Request generator 10 Powertrain control unit 11 Brake control unit 12 Steering control unit 20 Information processing equipment 21 Reception 22 Mediation Department 23 Information Acquisition Department 24 Arbitration result output section

Claims

1. A manager mounted on a vehicle, a first reception unit that receives a plurality of first requests from a plurality of ADAS applications; an arbitration unit that arbitrates the first request; a calculation unit that calculates a second request based on a result of arbitration by the arbitration unit; a distributor that distributes the second demand to at least one of a plurality of actuator systems; an output unit that outputs information indicating whether brake control is being executed to the ADAS application.

2. A manager mounted on a vehicle, a first receiving unit that receives a plurality of first requests from a plurality of driving assistance systems; an arbitration unit that arbitrates the first request; a calculation unit that calculates a second request based on a result of arbitration by the arbitration unit; a distributor that distributes the second demand to at least one of a plurality of actuator systems; an output unit that outputs information indicating whether or not brake control is being executed to the driving assistance system.

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