In-vehicle system control unit

Abstract

This technology provides a way to prevent all in-vehicle systems that use radar equipment from shutting down due to dirt accumulating on the radar equipment. [Solution] The in-vehicle system control device is installed in a vehicle having multiple in-vehicle systems that control the vehicle based on the detection results of radar equipment mounted on the vehicle. The device includes a controller that controls the operation of the multiple in-vehicle systems based on the detection results of the radar equipment. The controller temporarily stops the in-vehicle systems whose shielding direction affects vehicle control, depending on the presence of an occlusion direction that shields the radar of the radar equipment, while not stopping the in-vehicle systems whose occlusion direction does not affect vehicle control.

Description

Technical Field

[0001] The present disclosure relates to an in-vehicle system control device.

Background Art

[0002] Patent Document 1 discloses, as a plurality of in-vehicle systems, Pre-Crash Safety (PCS), Lane Tracing Assist (LTA), Road Sign Assist (RSA), Radar Cruise Control (RCC), Blind Spot Monitor (BSM) and Rear Cross Traffic Alert (RCTA).

Prior Art Literature

Patent Literature

[0003]

Patent Literature 1

Summary of Invention

Problem to be Solved by the Invention

[0004] A plurality of in-vehicle systems may control a vehicle based on detection results from on-board radar equipment. When dirt, snow, or the like (hereinafter referred to as "contamination") adheres to the radar equipment or a bumper on which the radar equipment is mounted, the radar signal is attenuated by the contamination, which may make it impossible to correctly recognize targets. For this reason, it is conceivable to stop all of the plurality of vehicle control systems when contamination adheres. However, depending on the degree of contamination adhesion, there are still azimuths in which the radar equipment can correctly perform detection. The present disclosure provides a technique capable of avoiding the stoppage of all in-vehicle systems that use radar equipment due to contamination adhering to the radar equipment.

Means for Solving the Problem

[0005] An in-vehicle system control device according to one embodiment of the present disclosure is installed in a vehicle having a plurality of in-vehicle systems that control the vehicle based on the detection results of radar equipment installed in the vehicle, and includes a controller that controls the operation of the plurality of in-vehicle systems based on the detection results of radar equipment, and the controller temporarily stops the in-vehicle systems among the plurality of in-vehicle systems whose shielding direction affects the control of the vehicle, in response to the existence of a shielding direction in which the radar of the radar equipment is shielded, while not stopping the in-vehicle systems among the plurality of in-vehicle systems whose shielding direction does not affect the control of the vehicle. [Effects of the Invention]

[0006] According to this disclosure, it is possible to avoid the shutdown of all in-vehicle systems that use radar equipment due to dirt adhering to the radar equipment. [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 is a block diagram showing an example of the configuration of a vehicle equipped with an in-vehicle system control device according to one embodiment. [Figure 2] Figure 2(A) is a plan view showing an example of the detection range of the side radar equipment at the front of the vehicle and the range in which data required for the in-vehicle system is detected. Figure 2(B) is a plan view showing an example of the detection range of the side radar equipment at the rear of the vehicle and the range in which data required for the in-vehicle system is detected. [Figure 3] Figure 3 is a plan view showing an example of the detection range of a radar device and the range in which data necessary for the in-vehicle system can be detected when dirt adheres to the radar device. [Figure 4] Figure 4(A) is a plan view illustrating the determination of the shielding direction of radar equipment while driving, and Figure 4(B) is a graph plotting the reflected power and expected value for each direction in the scene shown in Figure 4(A). [Figure 5]Figure 5(A) is a plan view illustrating the determination of the shielding direction of radar equipment while the vehicle is stopped or parked, and Figure 5(B) is a graph plotting the reflected power and expected value for each direction in the scene shown in Figure 5(A). [Figure 6] Figure 6(A) shows one example of how to divide the occlusion direction, Figure 6(B) shows another example of how to divide the occlusion direction, and Figure 6(C) shows yet another example of how to divide the occlusion direction. [Figure 7] Figure 7(A) is a flowchart for monitoring the shielding direction, and Figure 7(B) is a flowchart for determining whether or not there is an impact on the in-vehicle system. [Modes for carrying out the invention]

[0008] The embodiments of this disclosure will be described below with reference to the drawings.

[0009] [Vehicle configuration] Figure 1 is a block diagram showing an example of the configuration of a vehicle equipped with an on-board system control device according to one embodiment. As shown in Figure 1, the on-board system control device 1 is mounted on a vehicle 2. The vehicle 2 is equipped with radar equipment 11 for detecting targets in the vicinity of the vehicle 2. The radar equipment 11 detects targets by emitting radar around the vehicle 2 and acquiring reflected waves. The radar equipment 11 observes the positional relationship, relative speed, and radio wave reflection intensity with respect to a relatively moving object over time. The radar equipment 11 is, for example, a lateral radar device provided at the front, rear, left, and right bumper ends of the vehicle 2. The vehicle 2 may be equipped with only one radar equipment 11, or it may be equipped with three or more.

[0010] Vehicle 2 has multiple on-board systems 12. The multiple on-board systems 12 control vehicle 2 based on the detection results of radar equipment 11. Based on the detection results of radar equipment 11, the multiple on-board systems 12 operate the actuators of vehicle 2 to control the driving state, or operate the speakers of vehicle 2 to inform the occupants of information. The multiple on-board systems 12 are not particularly limited as long as they are systems that use the detection results of radar equipment 11.

[0011] Multiple in-vehicle systems 12 include, for example, Pre-Collision System (PCS), Front Cross Traffic Alert (FCTA), Lane Change Assist (LCA), Blind Spot Monitor (BSM), Rear Cross Traffic Alert (RCTA), and Flash Hazard Lights (FHL). PCS is a system that detects other vehicles approaching vehicle 2 and assists in collision avoidance or mitigates collision damage. FCTA is a system that detects other vehicles approaching from the left and right in front of vehicle 2 and alerts the driver. LCA is a system that detects other vehicles around vehicle 2 and assists in some of the steering operations necessary for lane changes. BSM is a system that detects other vehicles located behind vehicle 2 and assists the driver in making decisions when changing lanes. RCTA is a system that detects other vehicles located behind vehicle 2 and assists in checking the rear area which is difficult to perceive by the driver's eyes alone. FHL is a system that detects other vehicles approaching vehicle 2 from the rear and flashes its hazard lights.

[0012] Each of the multiple in-vehicle systems 12 provides different support, and therefore the range in which the data required by the in-vehicle system is detected differs. In the following, the range from the perspective of the radar equipment is also referred to as direction.

[0013] Figure 2(A) is a plan view showing an example of the detection range of the lateral radar equipment at the front of the vehicle, and the range in which data necessary for the in-vehicle system is detected. As shown in Figure 2(A), vehicle 2 is equipped with four lateral radar devices DE1 to DE4 as radar equipment 11. The detection range DA1 of the lateral radar device DE1 at the right front of vehicle 2 is the range shown in gray. Of the data detected in detection range DA1, the direction in which data necessary for the first PCS is detected is indicated by arrow DR1. Similarly, the direction in which data necessary for LCA is detected is indicated by arrow DR2. The direction in which data necessary for the second PCS is detected is indicated by arrow DR3. The direction in which data necessary for FCTA is detected is indicated by arrow DR4.

[0014] Figure 2(B) is a plan view showing an example of the detection range of the rear-side radar equipment of the vehicle and the range in which data required for the in-vehicle system is detected. As shown in Figure 2(B), the detection range DA4 of the right rear-side radar equipment DE4 of vehicle 2 is the range shown in gray. Of the data detected in detection range DA4, the range in which data required for FHL is detected is range DR5. Similarly, the range in which data required for BSM is detected is range DR6. Range DR6 may be divided into two ranges: a range close to the vehicle and a range far from the vehicle. The range in which data required for RCTA is detected is range DR7. When performing diagonal parking, the range in which data required for RCTA is detected is range DR8.

[0015] Returning to Figure 1, the in-vehicle system control device 1 includes a controller 13 that controls the operation of multiple in-vehicle systems based on the detection results of the radar equipment 11. The controller 13 is configured, for example, as an ECU (Electronic Control Unit). An ECU is an electronic control unit having a processor such as a CPU (Central Processing Unit), storage devices such as ROM (Read Only Memory) and RAM (Random Access Memory), storage devices such as a CAN (Controller Area Network) communication circuit, and input / output circuits. The controller 13 may be composed of multiple ECUs.

[0016] The controller 13 is connected to the radar equipment 11. The controller 13 acquires relative position information of the target from the radar equipment 11. The controller 13 acquires vehicle movement information from internal sensors (not shown). The movement information includes vehicle speed, turning information (steering angle, yaw rate, etc.), brake-related information, parking brake-related information, etc.

[0017] The controller 13 is connected to a plurality of in-vehicle systems 12. The controller 13 individually controls the operations of the plurality of in-vehicle systems 12. The controller 13 temporarily stops or restarts the operation for each in-vehicle system. For example, the controller 13 controls the operations of the plurality of in-vehicle systems 12 by outputting a stop signal, a restart signal, or the like to each of the plurality of in-vehicle systems 12. Note that the temporary stop of the system includes not only stopping the function exhibited by the system but also degeneration of the function.

[0018] The in-vehicle system control apparatus 1 includes a notification device 14. The controller 13 is connected to the notification device 14. The controller 13 causes the notification device 14 to notify the temporary stop in response to the temporary stop of the in-vehicle system. Note that the notification device 14 is not necessarily required to be provided.

[0019] [Details of Controller] The controller 13 uses the detection result of the radar device 11 to determine the temporary stop and restart of the in-vehicle system. If dirt adheres to the radar device 11 or a bumper or the like on which the radar device 11 is mounted, the radar is attenuated by the dirt, which may make it impossible to correctly recognize a target.

[0020] FIG. 3 is a plan view illustrating an example of a detection range of the radar device and a range in which data required for the in-vehicle system is detected when dirt adheres to the radar device. As shown in FIG. 3, it is assumed that a first dirt X1 and a second dirt X2 adhere to a side radar device DE4 at the right rear portion of a vehicle 2. In this case, the detection range DA4 of the side radar device DE4 is a range shown in gray. That is, in the azimuth where the first dirt X1 adheres (an example of a shielded azimuth), there exists a first blind spot area BS1 in which the radar is attenuated and cannot correctly recognize a target. Similarly, in the azimuth where the second dirt X2 adheres (an example of a shielded azimuth), there exists a second blind spot area BS2 in which the radar is attenuated and cannot correctly recognize a target.

[0021] The controller 13 temporarily shuts down the in-vehicle systems 12 whose shielding direction affects the control of the vehicle 2, in response to the existence of a shielding direction that obstructs the radar of the radar equipment 11. At this time, the controller 13 does not shut down the in-vehicle systems 12 whose shielding direction does not affect the control of the vehicle 2.

[0022] Whether or not the occlusion direction affects the control of vehicle 2 is determined by the degree of overlap between the range where data required by each in-vehicle system is detected and the blind spot range. For example, the first blind spot range BS1 overlaps with the range DR6 where data required for BSM is detected and the range DR7 where data required for RCTA is detected, but does not overlap with the range DR5 where data required for FHL is detected. In Figure 3, if only the first blind spot range BS1 exists, the controller 13 temporarily stops BSM and RCTA and continues FHL in response to the presence of the first blind spot range BS1.

[0023] For example, the second blind spot area BS2 overlaps with the area DR5 where data required for FHL is detected, but does not overlap with the area DR6 where data required for BSM is detected, or the area DR7 where data required for RCTA is detected. In Figure 3, if only the second blind spot area BS2 exists, the controller 13 temporarily stops FHL and continues BSM and RCTA in response to the presence of the second blind spot area BS2.

[0024] The threshold for the degree of overlap used to determine whether the occlusion direction affects the control of vehicle 2 can be set as appropriate. For example, the controller 13 may determine that there is an impact if the blind spot occupies 1% or more of the range where data required for the in-vehicle system is detected, or it may determine that there is an impact if the blind spot occupies 10% or more. Furthermore, although the above determination uses a range (plane), the determination may also be made using the overlap between the direction in which data required for the in-vehicle system is detected and the occlusion direction.

[0025] The controller 13 monitors whether or not there is an obstruction direction in the detection direction of the radar device 11, and may restart the operation of the in-vehicle system that was temporarily stopped when the obstruction direction that was present is no longer present.

[0026] [Details of determining the direction of occlusion] There are two patterns for determining the direction of occlusion: one performed while vehicle 2 is in motion, and another performed while the vehicle is stopped or parked.

[0027] (Determination of the direction of obstruction while driving) Figure 4(A) is a plan view illustrating the detection of fouling of radar equipment while driving, and Figure 4(B) is a graph plotting the reflected power and expected value for each direction in the scene shown in Figure 4(A). Assume that a stationary object 30 exists around vehicle 2, as shown in Figure 4(A). Vehicle 2's side radar equipment DE3 detects the stationary object 30. As vehicle 2 moves, the relative position between vehicle 2 and the stationary object 30 changes. In Figure 4(A), assume that vehicle 2 is moving in the direction indicated by the arrow. In this case, the stationary object 30 as seen from vehicle 2 will move to positions 30A, 30B, 30C, and 30D.

[0028] The controller 13 detects stationary objects 30 while driving and acquires the reflected power of the radar from the stationary objects 30. For example, the reflected power at position 30A, position 30B, position 30C, and position 30D are acquired in a time series.

[0029] As shown in Figure 4(A), a third contaminant X3 is attached to the side radar device DE3, and a stationary object 30 is located in front of the side radar device DE3, i.e., at position 30C. The reflected power acquired with the direction indicated by the dashed arrow in Figure 4(A) as the sensor front is shown in Figure 4(B). As shown in Figure 4(B), the reflected power is represented by graph L1, which is shown by a solid line. The controller 13 calculates the expected value of the reflected power of the stationary object 30 at position 30C based on the reflected power at position 30A or position 30B. The controller 13 may also calculate the expected value based on the reflected power at position 30A or position 30B, the relative position information of the stationary object 30, and the movement information of the vehicle 2. For example, the controller 13 may calculate the expected value based on the direction and speed of travel of the vehicle 2, and the detected position of the stationary object 30. The expected value is represented by graph L2, which is shown by a dashed line. The controller 13 determines that a shielding direction H1 exists if the acquired reflected power falls below the expected value by a predetermined value or more. The predetermined value can be set as appropriate. In this way, the range in which the reflected power falls below the expected value is determined to be the shielding direction H1.

[0030] (Determination of the direction of obstruction while stationary or parked) Figure 5(A) is a plan view illustrating the detection of contamination of radar equipment while the vehicle is stopped or parked, and Figure 5(B) is a graph plotting the reflected power and expected value for each direction in the scene shown in Figure 5(A). As shown in Figure 5(A), assume that another vehicle 40, which is a moving object, is moving around vehicle 2. Vehicle 2's side radar equipment DE3 detects the other vehicle 40. As the other vehicle 40 moves, the relative position between vehicle 2 and the other vehicle 40 changes. In Figure 5(A), assume that the other vehicle 40 is moving in the direction indicated by the arrow. In this case, as seen from vehicle 2, the other vehicle 40 will move to positions 40A, 40B, and 40C.

[0031] The controller 13 detects other vehicles 40 while stopped or parked and acquires the reflected power of radar from the other vehicles 40. For example, the reflected power at position 40A, the reflected power at position 40B, and the reflected power at position 40C are acquired in a time series.

[0032] As shown in Figure 5(A), a third contaminant X3 is attached to the side radar device DE3, and another vehicle 40 is located in front of the side radar device DE3, i.e., at position 40B. The reflected power acquired with the direction indicated by the dashed arrow in Figure 5(A) as the sensor front is shown in Figure 5(B). As shown in Figure 5(B), the reflected power is represented by graph L1, which is shown by a solid line. The controller 13 calculates the expected value of the reflected power of the other vehicle 40 at position 40B based on the reflected power at position 40A. The controller 13 may also calculate the expected value based on the reflected power at position 40A, the relative position information of the other vehicle 40, and the movement information of vehicle 2. For example, the controller 13 may calculate the expected value based on the direction and speed of travel of the other vehicle 40, as well as the detected position of the other vehicle 40. The expected value is represented by graph L2, which is shown by a dashed line. The controller 13 determines that a shielding direction H1 exists if the acquired reflected power falls below the expected value by a predetermined value or more. The predetermined value can be set as appropriate. In this way, the range in which the reflected power falls below the expected value is determined to be the shielding direction H1.

[0033] [Details on how to categorize shielding directions] The directions around vehicle 2 can be classified as appropriate. Figure 6(A) shows one example of how to divide the occlusion directions. As shown in Figure 6(A), the lateral radar device DE3 is classified into rear area AR1 and lateral area AR2. For example, the entire direction of the area containing the occlusion direction is considered the occlusion direction. For example, if the occlusion direction is included in rear area AR1, the entire rear area AR1 is considered the occlusion direction. Figure 6(B) shows another example of how to divide the occlusion directions. As shown in Figure 6(B), the lateral radar device DE3 is classified into far area AR3, near area AR4, and lateral area AR5. Figure 6(C) shows yet another example of how to divide the occlusion directions. As shown in Figure 6(C), the lateral radar device DE3 may be classified into first area AR6, second area AR7, third area AR8, and fourth area AR9 according to the azimuth angle.

[0034] [Degree of shielding] The controller 13 may determine each direction using a one-bit representation indicating either attenuation or no attenuation, or it may determine each direction using two or more bits to represent the degree of attenuation relative to the expected value of the reflected power. In this case, the controller 13 can calculate the degree of attenuation as the degree of shielding. The controller 13 may notify the notification device 14 of the degree of shielding, or it may decide whether or not to notify the notification device 14 depending on the degree of shielding. The controller 13 may use the degree of shielding to determine shielding.

[0035] [Operation of the in-vehicle system control device] Figure 7(A) is a flowchart for monitoring the shielding direction. The flowchart shown in Figure 7(A) is executed, for example, when the controller 13 receives an ignition ON signal.

[0036] As shown in Figure 7(A), in step S10, the controller 13 determines whether or not there is obstruction in a part of the transmission range (detection range) of the radar equipment 11. The controller 13 determines the presence or absence of obstruction using the method described in detail in the section on determining the obstruction direction.

[0037] If it is determined that there is obstruction in part of the transmission range of the radar equipment 11 (step S10: YES), the controller 13 turns ON the partial fouling flag for the obstructed direction in step S12. The partial fouling flag is a flag that stores whether or not there is obstruction, and is prepared for each direction or for each classified direction range.

[0038] If it is determined that there is no obstruction in a part of the transmission range of the radar device 11 (step S10: NO), the controller 13 turns OFF the flag for the partially contaminated direction in step S14.

[0039] When steps S12 and S14 are completed, the flowchart shown in Figure 7(A) ends. The controller 13 executes the flowchart shown in Figure 7(A) from the beginning until the termination condition is met. The termination condition is, for example, when the driver gives an instruction to turn the ignition OFF or to end monitoring.

[0040] Figure 7(B) is a flowchart for determining whether or not there is an impact on the in-vehicle system. The flowchart shown in Figure 7(B) is executed for each in-vehicle system, for example, when the controller 13 receives a signal to turn on the in-vehicle system.

[0041] As shown in Figure 7(B), in step S20, the controller 13 determines whether the partial soiling flag is ON or not.

[0042] If the partial soiling flag is determined to be ON (step S20: YES), the controller 13 determines in step S22 whether the direction in which soiling is detected will affect the in-vehicle system. The controller 13 determines whether the direction in which soiling is detected will affect the in-vehicle system, for example, based on the overlap between the direction in which soiling is detected and the direction in which data required for the in-vehicle system is detected.

[0043] If it is determined that the direction in which contamination is detected will affect the in-vehicle system (step S22: YES), the controller 13 temporarily stops the control of the in-vehicle system in step S24 and notifies the notification device 14 of the temporary suspension of control.

[0044] If the partial soiling flag is determined to be OFF (step S20: NO), the controller 13 continues to control the in-vehicle system in step S26. If the control of the in-vehicle system has been temporarily stopped, the controller 13 restores control of the in-vehicle system.

[0045] When steps S24 and S26 are completed, the flowchart shown in Figure 7(B) ends. The controller 13 executes the flowchart shown in Figure 7(B) from the beginning until the termination condition is met. The termination condition is, for example, when the driver gives an instruction to turn off the in-vehicle system or to end monitoring.

[0046] [Summary of Embodiments] According to the in-vehicle system control device 1, if there is an obstruction direction H1 that obstructs the radar of the radar device 11, the in-vehicle systems 12 whose obstruction direction H1 affects the control of the vehicle 2 will be temporarily shut down. At this time, the in-vehicle systems 12 whose obstruction direction H1 does not affect the control of the vehicle 2 will not be shut down. In this way, the in-vehicle system control device 1 can avoid all in-vehicle systems using the radar device 11 shutting down due to dirt adhering to the radar device 11. This improves the availability of the in-vehicle systems.

[0047] While exemplary embodiments have been described above, the invention is not limited to the exemplary embodiments described above, and various omissions, substitutions, combinations, and modifications may be made. [Explanation of Symbols]

[0048] 1...In-vehicle system control unit, 2...Vehicle, 11...Radar equipment, 12...Multiple in-vehicle systems, 13...Controller, 14...Notification device.

Claims

1. The vehicle has multiple in-vehicle systems that control the vehicle based on the detection results of radar equipment mounted on the vehicle, and the vehicle is equipped with a controller that controls the operation of the multiple in-vehicle systems based on the detection results of the radar equipment, The controller, in response to the existence of an obscuring direction that blocks the radar of the radar equipment, temporarily shuts down the in-vehicle systems among the plurality of in-vehicle systems whose obscuring direction affects the control of the vehicle, while not shutting down the in-vehicle systems among the plurality of in-vehicle systems whose obscuring direction does not affect the control of the vehicle. In-vehicle system control device.

2. It is further equipped with a notification device that informs the driver of information, The in-vehicle system control device according to claim 1, wherein the controller causes the notification device to notify of the temporary shutdown in response to the fact that the shielding direction has temporarily shut down an in-vehicle system that affects the control of the vehicle.

3. The in-vehicle system control device according to claim 1 or 2, wherein the controller monitors whether or not there is an obstruction direction that obstructs the radar of the radar equipment, and restarts the operation of the in-vehicle system that was temporarily stopped when the obstruction direction that was present no longer exists.

4. The in-vehicle system control device according to claim 1 or 2, wherein the controller detects stationary objects present around the vehicle while it is in motion, acquires reflected power from the radar from the stationary objects, calculates an expected value of the reflected power based on the direction and speed of the vehicle and the detection position of the stationary objects, and determines that the shielding direction exists if the acquired reflected power is less than or equal to a predetermined value.

5. The in-vehicle system control device according to claim 1 or 2, wherein the controller detects other vehicles moving around the vehicle while the vehicle is stopped or parked, acquires reflected power from the radar of the other vehicles, calculates an expected value of the reflected power based on the direction of travel, speed, and detection position of the other vehicles, and determines that the shielding direction exists if the acquired reflected power is less than or equal to a predetermined value.

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