Vehicle Control System

Abstract

To provide a vehicle control system which can stop a vehicle in a predetermined stopping state even when a failure occurs in the device.SOLUTION: In this invention, a controller 5 comprises a travel condition setting part 54 that sets travel conditions including a target travel route and a travel speed, in automatic operation, on the basis of route information and positional information. The travel condition setting part 54, when a brake device 2 is a single constitution, assumes, out of the brake device 2 and a steering device 3, the scene that only the brake device 2 has failed and the scene that only the steering device 3 has failed, and when the braking device 2 is a redundant constitution, assumes the scene that one device and the steering device 3 of the redundant constitution of the brake device 2 have failed, thereby setting, on the basis of a brake performance and a steering performance remaining after the assumed failures have occurred, a travel condition in which a vehicle can stop in a predetermined stopping state set according road information in either scene.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] In automated driving of a vehicle, it is necessary to be able to stop the vehicle safely even if some of the devices fail. For example, Japanese Patent Application Laid-Open No. 2004-168257 describes a vehicle steering device that limits the vehicle speed if an abnormality occurs in the steering control system. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2004-168257 Summary of the Invention [Problem to be solved by the invention]

[0004] Vehicles are equipped with devices related to vehicle behavior control, such as braking devices in addition to steering devices. If, for example, only the braking device fails during autonomous driving, the vehicle control system must safely stop the vehicle by utilizing the steering device (for example, by making the vehicle snake). The required level of safety also differs depending on the conditions on and off the road. While it is possible to take measures against failure by providing a redundant configuration (dual configuration) for both the braking device and steering device, this increases the manufacturing cost of each vehicle. An object of the present invention is to provide a vehicle control system that can stop a vehicle in a predetermined stopped state even if a failure occurs in a device. [Means for solving the problem]

[0005] The vehicle control system of the present invention is a vehicle control system comprising: a braking device that applies braking force to wheels by a single configuration or a redundant configuration; a steering device that steers steered wheels; and a controller that controls the braking device and the steering device in automatic driving of a vehicle, wherein the controller comprises a road information acquisition unit that acquires road information including information about the surroundings of the vehicle, which is information about a target road that the vehicle is traveling on or a road along which the vehicle is scheduled to travel; a position information acquisition unit that acquires position information of the vehicle; a driving condition setting unit that sets driving conditions including a target driving route and a driving speed based on the road information and the position information in the automatic driving; and a control execution unit that controls the braking device and the steering device based on the driving conditions set by a condition setting unit, wherein, when the braking device has the single configuration, the driving condition setting unit assumes a situation in which, of the braking device and the steering device, only the braking device fails, and a situation in which only the steering device fails, and when the braking device has the redundant configuration, the driving condition setting unit assumes a situation in which one of the devices in the redundant configuration of the braking device and the steering device fails, and sets the driving conditions that allow the vehicle to stop in a predetermined stopping state set in accordance with the road information in either of the assumed situations, based on the braking performance and steering performance that remain after the assumed failure occurs.

[0006] In another aspect of the present invention, a driving condition setting unit of a vehicle control system including a failure tendency determination unit that determines whether or not at least one of a braking device and a steering device has a failure tendency sets, when the failure tendency determination unit determines that at least one of the braking device and the steering device has a failure tendency, the driving conditions that allow the vehicle to stop in a predetermined stopping state set in accordance with the road information in any expected scenario based on the braking performance and steering performance remaining after an expected failure occurs. [Effects of the Invention]

[0007] According to the present invention, in automated driving, based on road information and position information, driving conditions are set that enable the vehicle to stop in a predetermined stopping state in a pre-set assumed scenario regarding a failure. The predetermined stopping state can be set to a state in which the vehicle is safely stopped, for example, depending on the conditions of the road and its surroundings. When the braking system has a single configuration, at least a scenario (1) in which only the braking system fails and a scenario (2) in which only the steering system fails are assumed. According to the present invention, when the braking system has a single configuration, driving conditions are set so that the vehicle can stop in the predetermined stopping state in either of these two assumed scenarios (1) and (2). When the braking system has a redundant configuration, a scenario (3) in which one of the redundant braking systems fails and the steering system also fails is assumed. When the braking system has a redundant configuration, driving conditions are set so that the vehicle can stop in the predetermined stopping state even in the situation of assumed scenario (3). According to the present invention, during automatic driving when the device is operating normally, the driving conditions are set assuming a situation in which the device fails, so that even if a failure actually occurs in the device, the vehicle can be stopped in a predetermined stopping state.

[0008] According to another aspect of the present invention, when the failure tendency determination unit determines that any of the devices is prone to failure, the driving conditions are set so that the vehicle can stop in a predetermined stopped state in any of the assumed scenarios (1) to (3). Therefore, when no failure tendency is detected in any of the devices, automatic driving can be performed under driving conditions that prioritize transportation efficiency, thereby further improving transportation efficiency while maintaining safety. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a configuration diagram of a vehicle control system according to an embodiment of the present invention; [Figure 2] FIG. 2 is a configuration diagram for explaining an example of a redundant configuration of a braking device. [Figure 3] FIG. 4 is a conceptual diagram for explaining control on a straight road in this embodiment. [Figure 4] FIG. 4 is a conceptual diagram for explaining control on a curved road in this embodiment. [Figure 5]FIG. 4 is a conceptual diagram for explaining control on a curved road in this embodiment. [Figure 6] 10 is a flowchart illustrating an example of a control flow in the present embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] As shown in Fig. 1, vehicle control system 1 includes a braking device 2, a steering device 3, a surroundings monitoring device 4, and an autonomous driving ECU 5. The braking device 2 includes a brake ECU, and the steering device 3 includes a steering ECU. Communication within the vehicle is performed via a car area network or controllable area network (CAN). In this embodiment, a control system 9 and multiple vehicles each equipped with vehicle control system 1 exchange information via wireless communication, and the control system 9 provides each vehicle with various information and gives instructions on driving routes, etc.

[0011] The braking device 2 is a device that applies braking force to at least one of the wheels 11 and 12, i.e., the front wheels 11 and the rear wheels 12, using a single or redundant configuration. The braking device 2 includes, for example, a hydraulic brake actuator, and during autonomous driving, adjusts the hydraulic pressure in the wheel cylinders 24 of the brake devices provided on each of the wheels 11 and 12 based on a target braking force, which is a command value transmitted from the autonomous driving ECU 5 (see FIG. 2). The target braking force may be, for example, a target deceleration or a target hydraulic pressure. During manual driving, the braking device 2 adjusts the hydraulic pressure in the wheel cylinders 24 based on a target braking force calculated in accordance with the amount of operation of a brake pedal (not shown).

[0012] This section explains a case where the braking device 2 has a redundant configuration (dual configuration) in which even if one device fails, the other device can compensate for the braking performance. As an example of the redundant configuration, as shown in Fig. 2, the braking device 2 includes an upstream pressure regulator 21 and a downstream pressure regulator 22 that can independently regulate, i.e., increase or decrease, the hydraulic pressure of the wheel cylinder 24.

[0013] Although not shown, the upstream pressure regulating device 21 includes, for example, a master cylinder, an accumulator or an electric cylinder, and a plurality of solenoid valves. A reservoir 23 that stores fluid is connected to the upstream pressure regulating device 21. The upstream pressure regulating device 21 supplies fluid to wheel cylinders 24 of each wheel 11, 12 via a fluid path of the downstream pressure regulating device 22.

[0014] The downstream pressure regulating device 22 is, for example, an ESC actuator, and although not shown, includes, for example, an electric motor, a pump, and a plurality of solenoid valves. The downstream pressure regulating device 22 uses the fluid in the reservoir 23 or in each fluid path to supply fluid to the wheel cylinders 24. The downstream pressure regulating device 22 can adjust the hydraulic pressure in each wheel cylinder 24 independently.

[0015] The upstream pressure regulating device 21 and the downstream pressure regulating device 22 are provided with brake ECUs 25 and 26, respectively, that control the braking force. In such a redundant configuration, even if one of the upstream pressure regulating device 21 and the downstream pressure regulating device 22 fails, the other device can still control the hydraulic pressure in the wheel cylinder 24, i.e., the braking force. However, in the above example, the upstream pressure regulating device 21 and the downstream pressure regulating device 22 have different braking performance. The brake ECUs 25 and 26 communicate with each other, so they can determine whether the other device has failed.

[0016] The steering device 3 is a device that steers the steered wheels, that is, the front wheels 11 in this embodiment. The steering device 3 is equipped with an electric motor 31 that constitutes a steering actuator. The steering angle of the front wheels 11 is changed by the force of the electric motor 31. During automatic driving, the steering device 3 operates the electric motor 31 based on a target steering angle, which is a command value transmitted from the automatic driving ECU 5. During manual driving, the steering device 3 operates the electric motor 31 based on a target steering angle calculated in accordance with the amount of operation of the steering wheel (not shown). In this way, the steering device 3 supplies a control current to the electric motor 31 based on the target steering angle. The steering device 3 may be of a type that is mechanically linked to the steering wheel, such as a power steering type steering device, or a steer-by-wire type steering device that is not mechanically linked.

[0017] The periphery monitoring device 4 is a device that monitors the periphery of the host vehicle, and is configured to include, for example, a LiDAR (Light Detection and Ranging, or Laser Imaging Detection and Ranging). The periphery monitoring device 4 of this embodiment includes, for example, one or more LiDARs, one or more cameras that capture images of the periphery of the host vehicle, and one or more radars that measure the distance between the host vehicle and objects around the host vehicle. The periphery monitoring device 4 can also be said to be a device that measures the distance between the host vehicle and objects around the host vehicle (for example, obstacles, other vehicles, etc.) in order to calculate the positional relationship between the host vehicle and objects around the host vehicle. For example, based on the detection results of the periphery monitoring device 4 and three-dimensional map data, it is possible to calculate the host vehicle's position with higher accuracy.

[0018] The control system 9 is an electronic control unit or computer equipped with at least one processor and at least one memory, located in a facility outside the vehicle. The control system 9 is a system that exchanges information and transmits various commands via wireless communication to multiple registered vehicles, for example, light vehicles such as passenger cars and pickup trucks, and large heavy machinery (large dump trucks).

[0019] (Autonomous driving ECU) The autonomous driving ECU 5 is an electronic control unit installed in a vehicle and equipped with at least one processor and at least one memory. The autonomous driving ECU 5 is equipped with a microcomputer. The memory stores various programs and data related to autonomous driving. The processor reads and executes programs from the memory and performs various calculations and controls.

[0020] The autonomous driving ECU 5, for example, acquires a target driving route and performs autonomous driving control to control the vehicle so that the difference between the actual driving route of the vehicle (host vehicle) and the target driving route is eliminated. The target driving route is calculated, for example, based on vehicle position information, map data, and destination information. The vehicle position information is, for example, positioning data from a Global Navigation Satellite System (GNSS). The target driving route may be calculated and acquired by the autonomous driving ECU 5 itself, or may be calculated, for example, by another on-board ECU within the vehicle or a control system 9 outside the vehicle and then transmitted to the autonomous driving ECU 5.

[0021] The autonomous driving ECU 5 recognizes the road on which the vehicle will travel during autonomous driving and the vehicle's position on the road based on the target driving route. The autonomous driving ECU 5 can change the target driving route based on the detection results of the periphery monitoring device 4. The target steering angle is calculated based on, for example, the curvature of the target driving route.

[0022] More specifically, the autonomous driving ECU 5 includes a road information acquisition unit 51, a position information acquisition unit 52, an onboard information acquisition unit 53, a driving condition setting unit 54, and a control execution unit 55. The road information acquisition unit 51 acquires road information, which is information about a target road that is a road on which the vehicle is currently traveling or a road on which the vehicle is scheduled to travel, and which includes information about the vicinity of the vehicle. As the road information, which is information about the target road (the road on which the vehicle is currently traveling or a road on which the vehicle is scheduled to travel), the road information acquisition unit 51 acquires information about the road (such as information about the road shape and the topography around the road) transmitted from the control system 9, and the detection results of the periphery monitoring device 4 (the situation around the vehicle).

[0023] The road information acquisition unit 51 acquires, as road information, for example, shape information of the target road (e.g., straight road or curved road, etc.), information on the terrain and objects around the target road (e.g., buildings, walls, cliffs, etc.), and information on the road surface around the vehicle (e.g., road surface friction coefficient, etc.). The control system 9 transmits road information of the target road to the vehicle control system 1 based on, for example, vehicle position information transmitted from the vehicle and map data including information on the road shape and surrounding terrain, etc. Note that, for example, if the vehicle control system 1 stores map data including various types of road information, the road information acquisition unit 51 can acquire road information of the target road based on the vehicle position information and map data without acquiring information from the control system 9.

[0024] The position information acquisition unit 52 acquires position information of the vehicle. The vehicle is equipped with a GNSS receiver 8. The receiver 8 transmits the received positioning data to the vehicle control system 1. The position information acquisition unit 52 acquires the GNSS positioning data from the receiver 8 as position information. The position information acquisition unit 52 may correct or update the vehicle position information based on the detection result of the periphery monitoring device 4.

[0025] The onboard information acquisition unit 53 acquires onboard information including at least one of the number of occupants and the amount of cargo carried. The onboard information acquisition unit 53 acquires, for example, information on the number of occupants and / or the amount of cargo carried by the vehicle set in the vehicle control system 1 or the control system 9 by user operation or the like. The onboard information acquisition unit 53 or the control system 9 may also estimate the number of occupants of the vehicle based on, for example, the location information of a mobile device registered as a passenger or operator in the control system 9 or the onboard information acquisition unit 53 and the location information of the vehicle. For example, if the location of a mobile device with GNSS functionality and the location of the vehicle are in the same location or are moving in the same manner, the onboard information acquisition unit 53 or the control system 9 can estimate that a mobile device is present in the vehicle and that a person carrying the mobile device is also present. The load amount may be calculated, for example, based on the driving force of the vehicle and the resulting longitudinal acceleration of the vehicle (F=ma).

[0026] The control execution unit 55 controls the braking device 2 and the steering device 3 based on the driving conditions set by the driving condition setting unit 54, which will be described later. The control execution unit 55 transmits target value information relating to the driving conditions to, for example, the brake ECUs 25, 26 of the braking device 2 and the steering ECU of the steering device 3.

[0027] (Setting driving conditions) In automated driving, the driving condition setting unit 54 sets driving conditions including a target driving route and a driving speed based on road information and position information. The driving condition setting unit 54 sets driving conditions assuming the following situations (1) to (3) depending on the configuration of the braking device 2. When the braking device 2 has a single configuration, the driving condition setting unit 54 assumes (1) a situation in which the braking device 2 fails and (2) a situation in which the steering device 3 fails, out of the braking device 2 and the steering device 3, and sets driving conditions that allow the vehicle to stop in a predetermined stopping state in either of the assumed situations (1) and (2).

[0028] In addition, when the braking device 2 has a redundant configuration, the driving condition setting unit 54 assumes a scenario (3) in which one of the devices in the redundant configuration of the braking device 2, the other device, and the steering device 3 fails and the steering device 3 also fails, and sets driving conditions that allow the vehicle to stop in a specified stopping state even in this assumed scenario (3).

[0029] In this way, the driving condition setting unit 54 sets driving conditions (i.e., target driving route and driving speed) that allow the vehicle to stop in a predetermined stopping state set in accordance with road information in any of the assumed scenarios (1) to (3) set in accordance with the configuration of the braking device 2, based on the braking performance and steering performance remaining after the assumed failure occurs.

[0030] The remaining braking performance in the assumed scenario is set to, for example, 0 if the braking device 2 has a single configuration and the braking device 2 has failed; and if the braking device 2 has a redundant configuration and one of the redundant configurations has failed, it is set to the performance value of the redundant configuration with the lower braking performance (pressure performance). Also, the remaining turning performance in the assumed scenario is set to, for example, 0 if the turning device 3 has failed. That is, in assumed scenario (1), the braking performance is set to 0 and the turning performance is set to a normal value (usual value). In assumed scenario (2), the braking performance is set to a normal value and the turning performance is set to 0. In assumed scenario (3), the braking performance is set to a predetermined reduced value (reduced value < normal value) and the turning performance is set to 0. Each performance is corrected according to the road surface friction coefficient of the target road. For example, the smaller the road surface friction coefficient, the lower the braking performance is set.

[0031] The predetermined stopping state is a stopping state that is set in advance according to the road shape and the conditions around the road, and is a state in which the vehicle is safely stopped in each situation. The predetermined stopping state can also be called a predetermined safe stopping state. The predetermined stopping state is also set to change depending on the number of occupants and the load weight. In other words, the driving condition setting unit 54 of this embodiment sets the driving conditions based on the onboard information as well. The predetermined stopping state of this embodiment is set for each of a plurality of situations that take into account, for example, the road shape, the conditions around the road, the number of occupants, and the load weight.

[0032] As an example, the predetermined stopping state is set to a state in which the vehicle is traveling on a straight road (hereinafter also referred to as a "straight road") and there are no other vehicles traveling ahead in the traveling direction, and the vehicle is stopped without a collision just before the intersection closest to the vehicle in the traveling direction or at the destination. In this case of no other vehicles and a straight road, if the braking device 2 has a single configuration, the traveling condition setting unit 54 sets the traveling conditions so that the vehicle can be stopped in the predetermined stopping state by, for example, making the vehicle snake, for example, as the load weight or number of occupants increases. The traveling speed may be set to be lower, for example, as the load weight or number of occupants increases.

[0033] Note that some functions of the autonomous driving ECU 5 may be implemented by the control system 9. In this case, the control system 9 and the autonomous driving ECU 5 constitute a controller of the present invention. In this case, for example, driving conditions calculated and set by the control system 9 are transmitted as command values ​​to the autonomous driving ECU 5 via wireless communication, and the control execution unit 55 controls each device based on the received command values ​​(driving conditions).

[0034] (Straight road) If the driving condition setting unit 54 determines that the target road is a straight road (straight road) based on the road information, it sets a straight road stopping position on the target road and sets a driving speed so that the vehicle can stop at the straight road stopping position. The driving condition setting unit 54 determines whether the target road is a straight road based on road shape information in the road information. This determination criterion is set, for example, to whether the curvature of the target road is less than a predetermined value or whether a state in which the curvature of the target driving route is less than a predetermined value continues for more than a predetermined driving period.

[0035] The straight road stopping position is set to vary depending on the surrounding conditions of the vehicle. For example, as shown in FIG. 3 (target road on the left), when there are no other vehicles traveling ahead of the vehicle in the traveling direction, the traveling condition setting unit 54 sets the straight road stopping position to the intersection closest to the vehicle in the traveling direction or a position corresponding to the destination (e.g., a position just before the intersection). For example, the traveling condition setting unit 54 calculates the distance between the vehicle and the intersection or acquires information on the distance, and sets the traveling speed so that the vehicle can stop just before the intersection using the remaining braking performance. The traveling condition setting unit 54 may receive information such as the presence or absence of other vehicles from the control system 9, or may make a determination based on the detection results of the surroundings monitoring device 4.

[0036] When another vehicle is traveling ahead in the direction of travel of the vehicle, the driving condition setting unit 54 calculates the other vehicle stop position, which is the position where the other vehicle is expected to stop, and sets the straight road stop position to a position where the vehicle will not collide with the other vehicle based on the other vehicle stop position (see the target road on the right side of FIG. 3). The driving condition setting unit 54 calculates the other vehicle stop position based on information transmitted from the control system 9, for example. The other vehicle stop position can be estimated based on the relationship between the next target stop position (e.g., an intersection or a destination) on the target road that can be determined from map data and the position of the other vehicle determined by the control system 9. In other words, if the control system 9 or the vehicle control system 1 can determine the target stop position on the target road and the positions (distances) and number of other vehicles ahead in the direction of travel, it can calculate the stop position of the other vehicle closest to the vehicle.

[0037] In this way, when traveling on a straight road, if the braking device 2 has a single configuration, the driving condition setting unit 54 sets the driving speed so that the vehicle can stop at a stopping position on the straight road by serpentine driving even in a situation where the braking device 2 fails. If the braking device 2 has a redundant configuration, the driving condition setting unit 54 sets the driving speed so that the vehicle can stop at a stopping position on the straight road based on the lower braking performance of the two redundant devices (or the performance of one if both have the same performance) even in a situation where one of the redundant devices fails. The driving condition setting unit 54 sets the braking performance taking into account the road surface friction coefficient of the target road. Note that the inter-vehicle distance to another vehicle ahead is set to a value taking into account, for example, the relative speed with respect to the other vehicle, the deceleration that the other vehicle can generate, and the maximum deceleration of the host vehicle in the expected situation.

[0038] (curved road) For example, if the curvature of the target road is equal to or greater than a predetermined value, the driving condition setting unit 54 determines that the target road is a curved road. If the driving condition setting unit 54 determines that the target road is a curved road, it sets a target driving route so that the vehicle travels on the inside portion of the target road when turning. This makes it easier for the vehicle to stop on the target road even if the steering performance becomes 0 (for example, the control current to the electric motor 31 becomes 0) during turning.

[0039] Furthermore, the driving condition setting unit 54 recognizes the surrounding conditions of the target road, such as the type of terrain on the left and right road edges and the presence or absence of artificial objects, based on the road information. On a curved road, the driving condition setting unit 54 determines whether the terrain on the outside of a curve relative to the curved road is a predetermined dangerous terrain (including the presence and type of artificial objects). The driving condition setting unit 54 also determines whether the terrain on the inside of a curve relative to the curved road is a predetermined dangerous terrain. Dangerous terrain is set to, for example, a cliff or a ditch. If the outside of a curve of the target road is, for example, an empty flat area or an earthen wall, the driving condition setting unit 54 determines that the terrain on the outside of a curve relative to the target road is not a dangerous terrain (non-dangerous terrain).

[0040] (curvy roads, dangerous terrain) When the driving condition setting unit 54 determines based on the road information that the target road is a curved road and that the terrain on the outside of the turning relative to the target road is a predetermined dangerous terrain, it sets a target driving route so that the vehicle will travel on the inside part of the target road. In this case, the driving condition setting unit 54 also assumes a situation in which the steered wheels 11 are in the neutral position due to a failure in the steering device 3, and sets a driving speed based on the remaining braking performance so that the vehicle can stop without entering the dangerous terrain. The fact that the steered wheels 11 are in the neutral position can be said to mean that the steering angle of the steered wheels 11 is at an angle corresponding to the neutral position, that the steering angle is at an angle corresponding to the vehicle's straight-ahead position, or that the steering angle is at a neutral angle.

[0041] (curved roads, dangerous terrain, single-component braking systems) When the braking device 2 has a single configuration, assumed scenario (1) is a scenario in which braking performance is 0 and steering performance is normal, and assumed scenario (2) is a scenario in which braking performance is normal and steering performance is 0. If a prerequisite (hereinafter also referred to as "assumption A") is that the vehicle is stopped as soon as possible when some kind of malfunction occurs on a curved road, the traveling speed is calculated in assumed scenario (1) on the assumption that the vehicle will be stopped by serpentine driving. Also, under assumption A, the traveling speed is calculated in assumed scenario (2) on the assumption that the vehicle will be stopped by normal braking performance. Because deceleration with normal braking performance can achieve a higher deceleration than deceleration with serpentine driving, under assumption A the traveling speed is set based on the assumption of assumed scenario (1).

[0042] On the other hand, if we assume that an early stop is not necessarily required when some kind of breakdown occurs on a curved road (hereinafter also referred to as "Premise B"), then in assumed scenario (1), braking performance is 0 and steering performance is normal, and the vehicle can continue traveling along the target traveling route, so the traveling speed can be set freely (to an appropriate value). Also, under Premise B, in assumed scenario (2), braking performance is normal and steering performance is 0, so even if the steered wheels 11 are in the neutral position and the vehicle travels straight, it is necessary to limit the traveling speed so that the vehicle does not enter dangerous terrain. Therefore, even under Premise B, the traveling speed is set based on the assumption of Premise Scenario (2).

[0043] (curvy roads, dangerous terrain, redundant braking systems) If the braking device 2 has a redundant configuration, the assumed scenario (3) is assumed, that is, a scenario in which the braking performance is reduced and the steering performance is zero. Therefore, regardless of assumptions A and B, the driving speed is set based on the reduced braking performance so that the vehicle does not enter dangerous terrain. If the steering performance is still available, and if assumption B is true, the target driving route is continued as described above.

[0044] (Example of a curved road or dangerous terrain) 4, on a curved road where a vehicle turns right, if the outside of the turn is a cliff and the inside of the turn is an earthen wall, the driving condition setting unit 54 determines the terrain on the outside of the turn to be dangerous terrain and the terrain on the inside of the turn to be non-dangerous terrain. In this case, the driving condition setting unit 54 sets the target driving route on the inside of the turn of the curved road, i.e., on the inside of the turn from the center in the width direction of the curved road.

[0045] Furthermore, in setting the traveling speed, a scenario is assumed in which the steering device 3 fails during a turn, the steered wheels 11 are in the neutral position (i.e., the vehicle is in a straight-ahead position), and the vehicle continues traveling straight, as shown by the dashed line in Figure 4. Depending on the set premise (for example, premise A or premise B), the traveling speed is set based on the remaining braking performance (including 0) so that the vehicle can be stopped (for example, within the target road) before entering a cliff.

[0046] In the present disclosure, relatively dangerous terrain (including man-made objects) equivalent to a cliff is referred to as a "cliff-equivalent terrain." Cliff-equivalent terrain is defined as terrain on which a vehicle is expected to fall if it enters, and includes, in addition to cliffs, large ditches, for example. Furthermore, in the present disclosure, relatively safe terrain (including man-made objects) equivalent to an earthen wall is referred to as an "earthen wall-equivalent terrain." Earthen wall-equivalent terrain is defined as terrain that absorbs a collision with a vehicle (has a certain degree of cushioning), and in addition to earthen walls, for example, guardrails, for example. The driving condition setting unit 54 determines whether the terrain outside the target road is a cliff-equivalent terrain (one of the dangerous terrains) and whether the terrain outside the target road is an earthen wall-equivalent terrain (one of the non-dangerous terrains).

[0047] The driving condition setting unit 54 calculates the distance from the vehicle to the cliff when the steered wheels 11 are in the neutral position due to a failure of the steering device 3 (hereinafter also referred to as the "cliff clearance distance"). The cliff clearance distance is calculated as the distance between the vehicle and the outer edge (edge) of the turning outer side of the target road, with the outer edge (edge) of the turning outer side of the target road being the cliff edge (edge). The driving condition setting unit 54 sets the driving speed according to the premise and the configuration of the braking device 2 so that the vehicle can be stopped within the cliff clearance distance by serpentine deceleration caused by serpentine driving or by operation of the remaining braking device 2.

[0048] As a control example in the example of Fig. 4, the driving condition setting unit 54 sets a target driving route so that the cliff clearance distance is maximized, for example, so that the vehicle travels along the innermost turning portion (inner turning end) of the drivable range of the target road. In other words, the driving condition setting unit 54 sets a route that ensures the cliff clearance distance to the maximum. This allows the driving speed to be set high, improving transportation efficiency.

[0049] In this way, when the driving condition setting unit 54 determines that the outside of a turning on the target road is cliff-equivalent terrain that is dangerous terrain, it sets a target driving route so that the cliff clearance, which is the distance between the vehicle and the cliff-equivalent terrain, is maximized within the drivable range, assuming a scenario in which the steered wheels 11 are in the neutral position and the vehicle is traveling straight. Furthermore, in this case, the driving condition setting unit 54 sets the driving speed so that the vehicle can stop within the cliff clearance by operating the remaining brake devices 2 or by meandering the vehicle without operating the brake devices 2, depending on the configuration of the brake devices 2.

[0050] The driving condition setting unit 54 may change the position on the inside of the turning of the target road on which the target driving route is set, depending on the terrain on the inside of the turning of the target road. For example, if the terrain on the inside of the turning is dangerous terrain, the driving condition setting unit 54 may set the target driving route closer to the center of the target road than the position where the cliff distance is maximum.

[0051] Furthermore, as in premise B, driving condition setting unit 54 may set driving conditions so that even if braking device 2 fails, normal steering device 3 continues to be used to maintain the target driving route. That is, in a hypothetical scenario where, on a curved road, steering device 3 is normal and a single-configuration braking device 2 fails or one of the redundant-configuration braking devices 2 fails, driving condition setting unit 54 may set the vehicle to travel along the target driving route by operating steering device 3 without requiring the vehicle to stop immediately after the failure occurs. The vehicle can also gradually decelerate and stop while traveling along the target driving route by stopping the application of driving force. Driving condition setting unit 54 may set the driving speed to allow such a stopping situation.

[0052] The driving condition setting unit 54 may set the driving conditions so that, in an assumed situation where the braking device 2 fails, the vehicle gradually decelerates on the target driving route, for example, by reducing the driving speed (driving force).Furthermore, the driving condition setting unit 54 may set the driving conditions so that, in an assumed situation where the braking device 2 fails, the vehicle continues automatic driving toward the next intersection on a straight road or the destination, for example, by using the steering device 3, and gradually decelerates and stops by stopping the application of driving force.

[0053] (curved road, non-hazardous terrain) If the driving condition setting unit 54 determines based on road information that the target road is a curved road and that the outer side of the turning of the target road does not have dangerous terrain, it sets a target driving route so that the vehicle will travel on the inner part of the turning of the target road, and sets a driving speed so that the vehicle will stop in a predetermined stopping state, assuming a scenario in which the steered wheels 11 are placed in the neutral position due to a failure of the steering device 3. The predetermined stopping state is set according to the terrain, etc. on the outer side of the turning of the target road, and is set, for example, to a state in which the vehicle stops due to a collision with terrain or an artificial object outside the road. The predetermined stopping state varies depending, for example, on the presence or absence of an occupant and the amount of load, and is set to a state in which a collision will have minimal impact on the occupants and luggage (a state in which a collision occurs at or below the allowable speed, which will be described later). The driving condition setting unit 54 determines the type of terrain, etc. outside the target road based on road information received, for example, from the control system 9 or the perimeter monitoring device 4.

[0054] (curved road, non-hazardous terrain, single-component braking system) When the braking device 2 has a single configuration, as in the case where the terrain on the outside of the turn is dangerous terrain, two scenarios are assumed: assumed scenario (1), i.e., a scenario where braking performance is 0 and steering performance is normal, and assumed scenario (2), i.e., a scenario where braking performance is normal and steering performance is 0. In premise A, the traveling speed is calculated assuming that the vehicle will be stopped by serpentine driving in assumed scenario (1). Also, in premise A, the traveling speed is calculated assuming that the vehicle will be stopped by normal braking performance in assumed scenario (2). Because deceleration due to normal braking performance can achieve a higher deceleration than deceleration due to serpentine driving, in premise A the traveling speed is set based on the assumption of assumed scenario (1).

[0055] On the other hand, in premise B, in assumed scenario (1), braking performance is 0 and steering performance is normal, and the vehicle can continue traveling along the target traveling route, so the traveling speed can be set freely. Also, in premise B, in assumed scenario (2), braking performance is normal and steering performance is 0, so even if the steered wheels 11 are in the neutral position and the vehicle travels straight, it is necessary to limit the traveling speed so that the vehicle stops in a predetermined stopping state. Therefore, in premise B, the traveling speed is set based on the assumption of assumed scenario (2).

[0056] (curved roads, non-hazardous terrain, redundant braking systems) When the braking device 2 has a redundant configuration, the assumed scenario (3) is assumed, that is, a scenario in which the braking performance is reduced and the steering performance is zero. Therefore, regardless of premise A or B, the traveling speed is set based on the reduced braking performance so that the vehicle stops in a predetermined stopping state. If the steering performance is still available, under premise B, the target traveling route is continued as described above.

[0057] (An example of a curved road and non-hazardous terrain) As shown in FIG. 5, on a curved road where a vehicle turns right, if the outside of the turn is an earthen wall and the inside of the turn is a cliff, the driving condition setting unit 54 determines the terrain on the outside of the turn to be a non-dangerous terrain equivalent to an earthen wall, and the terrain on the inside of the turn to be a dangerous terrain equivalent to a cliff. In this case, the driving condition setting unit 54 sets the target driving route to the inside of the turn of the curved road, i.e., the outside of the turn from the center in the width direction of the curved road. Also, as shown by the dashed line in FIG. 5, assuming a scenario in which the steering device 3 fails during a turn, the steering angle of the steered wheels 11 becomes a neutral position (i.e., a vehicle straight-ahead position), and the vehicle continues to travel straight, the driving speed is set so that the vehicle can be stopped in a predetermined stopping state, for example, by utilizing a small collision of the braking device 2 with the earthen wall. The predetermined stopping state may be set to a state in which the vehicle stops without colliding with the earthen wall.

[0058] The tolerance for collision with an earthen wall (allowable upper limit of collision speed) in setting the predetermined stopping state is determined, for example, according to the number of occupants and the load amount. For example, if the number of occupants is zero, a collision at a relatively high speed is allowed. If the number of occupants is one or more, the predetermined stopping state is set so that the traveling speed at the time of collision is lower. With regard to the load amount, for example, the predetermined stopping state is set so that the traveling speed at the time of collision is lower as the load amount increases. The predetermined stopping state changes depending on the number of occupants and the load amount, and the traveling conditions also change. The traveling condition setting unit 54 sets the traveling conditions taking into account the onboard information. Note that the allowable upper limit of collision speed (allowable speed) may be set to change depending on the vehicle type (such as a sturdy vehicle).

[0059] The driving condition setting unit 54 calculates the distance from the vehicle to the earthen wall when the steered wheels 11 are in the neutral position due to a failure in the steering device 3 (hereinafter also referred to as the "earthen wall distance"). The earthen wall distance is calculated as the distance between the vehicle and the outside edge of the turning edge of the target road, with the outside edge (edge) of the turning edge of the target road being the edge (edge) of the earthen wall. The driving condition setting unit 54 sets the driving conditions based on the earthen wall distance, the allowable speed, the remaining braking performance in the expected situation, and other assumptions.

[0060] As a control example in the example of FIG. 5, the driving condition setting unit 54 sets a target driving route so that the distance from the earthen wall is maximized, for example, so that the vehicle travels along the innermost part of the driving range of the target road (the inner end of the turning). In other words, the driving condition setting unit 54 sets a route that ensures the maximum distance from the cliff. This allows the driving speed to be set high, improving transportation efficiency. Note that the driving condition setting unit 54 may change the target driving route based on the topography of the inner side of the turning of the target road. In the example of FIG. 5, since the topography of the inner side of the turning is a cliff, the target driving route may be set so that the vehicle travels along a position closer to the center of the inner side of the turning of the target road.

[0061] In this way, when the driving condition setting unit 54 determines that the terrain on the outside of the turning on the target road is equivalent to an earthen wall, it calculates the allowable collision speed at which the vehicle will collide with the terrain equivalent to an earthen wall, assuming a scenario in which the steered wheels 11 are in the neutral position due to a failure in the steering device 3, and sets the driving speed so that the collision speed will be equal to or less than the allowable speed (allowable upper limit). Depending on the configuration of the braking device 2 (single configuration or redundant configuration), the driving condition setting unit 54 sets the driving speed so that the collision speed will be equal to or less than the allowable speed due to meandering deceleration caused by meandering driving or by operation of the braking device 2 with the lower braking performance (one if the two performances are the same). In addition, the driving condition setting unit 54 sets the allowable speed based on the onboard information.

[0062] In premise B, when the steering device 3 is normal, the driving condition setting unit 54 sets the driving conditions to continue using the normal steering device 3 and maintain the target driving route, just as when the outside of the turn is dangerous terrain.

[0063] (Example of control flow) An example of the control flow of this embodiment under premise A (stopping the vehicle as soon as possible after a breakdown on a curved road) will be described with reference to FIG. 6. The vehicle control system 1 sets the road on which the vehicle is located as a target road based on road information and an initially set target driving route, and determines whether the target road is a straight road (S1). Note that the vehicle control system 1 may calculate and set driving conditions (a revised target driving route and driving speeds on each road) in advance, for example, before the vehicle departs, based on an initially set target driving route set from a departure point and a destination, and road information on the roads that make up the target driving route. The vehicle control system 1 can sequentially modify the set driving conditions while the vehicle is traveling in response to changes in the vehicle's surrounding conditions, such as the presence or absence of other vehicles and road surface conditions.

[0064] If the target road is a straight road (S1: Yes), the vehicle control system 1 checks whether there are other vehicles, sets a straight road stopping position, and calculates the distance D from the host vehicle to the straight road stopping position (S2). The vehicle control system 1 checks whether the braking device 2 is configured redundantly based on the registration information (S3). If the braking device 2 is configured redundantly (S3: Yes), the vehicle control system 1 sets the traveling speed so that the vehicle can stop at the straight road stopping position based on the remaining braking performance, the distance D, and the road friction coefficient (S4). If the braking device 2 is not configured redundantly (S3: No), the vehicle control system 1 sets the traveling speed so that the vehicle can stop at the straight road stopping position based on the deceleration due to meandering, the distance D, and the road friction coefficient (S5). For example, the maximum deceleration of the vehicle is calculated based on the remaining braking performance or meandering deceleration and the road friction coefficient.

[0065] On the other hand, if the target road is a curved road (S1: No), the vehicle control system 1 determines whether the terrain on the outside of the turning relative to the target road is cliff-equivalent terrain, out of cliff-equivalent terrain and earthen wall-equivalent terrain (S6). If the terrain on the outside of the turning is cliff-equivalent terrain (S6: Yes), the vehicle control system 1 sets the target driving route to the inside of the turning part of the target road and calculates the cliff distance D (S7). The target driving route is set, for example, so that the cliff distance D is maximum.

[0066] Thereafter, as in the case where the target road is a straight road, if the braking device 2 has a redundant configuration (S3: Yes), the vehicle control system 1 sets the traveling speed based on the remaining braking performance, the cliff clearance distance D, and the road surface friction coefficient so that the vehicle will not enter a cliff when going straight ahead in the event of a breakdown (S4).Furthermore, if the braking device does not have a redundant configuration (S3: No), the vehicle control system 1 sets the traveling speed based on the serpentine deceleration, the cliff clearance distance D, and the road surface friction coefficient so that the vehicle will not enter a cliff when going straight ahead in the event of a breakdown (S5).

[0067] If the terrain on the outside of the turning is equivalent to an earthen wall (S6: No), the vehicle control system 1 sets the target driving route to the inside of the turning road and sets the allowable speed for the collision speed with the earthen wall based on the on-board information (S8). If on-board information has not been acquired, the allowable speed is set to, for example, an initial setting value for each vehicle. The target driving route is set, for example, so that the distance from the earthen wall is maximized.

[0068] The vehicle control system 1 checks whether the braking device 2 has a redundant configuration based on the registration information (S9). If the braking device 2 has a redundant configuration (S9: Yes), the vehicle control system 1 sets the traveling speed based on the remaining braking performance, the allowable speed, and the road friction coefficient so that the vehicle will collide with the earthen wall at or below the allowable speed in the event of a breakdown and straight-line driving (S10). If the braking device 2 does not have a redundant configuration (S9: No), the vehicle control system 1 sets the traveling speed based on the meandering deceleration, the allowable speed, and the road friction coefficient so that the vehicle will collide with the earthen wall at or below the allowable speed in the event of a breakdown and straight-line driving (S10).

[0069] (Effects of this embodiment) According to this embodiment, in automated driving, driving conditions are set based on road information and position information so that the vehicle can be stopped in a predetermined stopped state in a pre-set assumed scenario regarding a failure. The predetermined stopped state can be set to a state in which the vehicle is safely stopped according to road conditions. When the braking device 2 has a single configuration, scenarios (1) in which only the braking device 2 has a failure and scenario (2) in which only the steering device 3 has a failure are assumed. According to this embodiment, when the braking device 2 has a single configuration, driving conditions are set so that the vehicle can be stopped in the predetermined stopped state in either of these two assumed scenarios (1) and (2). When the braking device 2 has a redundant configuration, scenario (3) in which one of the redundant devices in the braking device 2 has a failure and the steering device 3 has a failure is assumed. When the braking device 2 has a redundant configuration, driving conditions are set so that the vehicle can be stopped in the predetermined stopped state even in the situation of assumed scenario (3). According to this embodiment, during automatic driving when the device is operating normally, the driving conditions are set assuming a situation in which the device fails, so that even if a failure actually occurs in the device, the vehicle can be stopped in a specified stopping state.

[0070] According to this embodiment, the highest driving speed can be set within the conditions that ensure the realization of a predetermined stopping state, and work such as transporting cargo by an autonomous vehicle can be performed efficiently. For example, the functions of this embodiment can be more effectively demonstrated by installing the vehicle control system 1 in each of multiple vehicles performing transport work in a mine and managing each vehicle with the control system 9. For example, in a situation where there are many curved roads with cliffs on the outside of the turns and earthen walls on the inside of the turns, such as in an open-cut mine, being able to set driving conditions that allow the vehicle to stop safely even when driven autonomously is advantageous in terms of transportation efficiency and management efficiency.

[0071] Furthermore, since the number of occupants and load capacity are taken into consideration, it is possible to set appropriate driving conditions according to the situation. When the number of occupants is zero, the driving speed can be set higher than when the number of occupants is one or more. This makes it possible, for example, to improve work efficiency while ensuring safety. Furthermore, since the road surface friction coefficient of the target road is taken into consideration when setting the remaining braking performance, it is possible to set driving conditions that are more in line with actual conditions.

[0072] When the target road is a curved road, the target driving route is set to the inside of the curve of the target road, thereby increasing the time or distance it takes for the vehicle to reach the outside edge (end) of the curve of the target road. This allows for a longer time for deceleration and a higher driving speed, even if the steering device 3 breaks down and the vehicle can only travel straight ahead. This improves the efficiency of transportation, etc., while maintaining safety.

[0073] For example, even if only the single-component braking device 2 fails, the vehicle control system 1 can continue to drive the vehicle along the target route using normal steering performance. For example, on an uphill slope, the vehicle can be stopped by decelerating under its own weight. Also, assuming that the vehicle's driving environment is a mining environment, on a downhill slope, the lowest point is a mining site, so a sufficiently wide slope with a sufficient safety margin can be expected, allowing for safe stopping.

[0074] Also, consider the case where one of the devices in the redundant configuration of braking device 2 is a device such as an ESC that can independently adjust the pressure of each wheel cylinder 24 as in this embodiment. In this case, if the ESC is normal, even if steering device 3 fails, the vehicle can be decelerated and stopped while turning along the target driving route by braking force distribution.

[0075] (others) The present invention is not limited to the above embodiment. For example, in addition to or instead of the situation (3), a situation (4) in which only one of the braking devices 2 in the redundant configuration fails may be set as an assumed situation when the braking device 2 has a redundant configuration. In this case, the remaining performance is a reduced value for braking performance and a normal value for steering performance. Also, a situation (5) in which only the steering device 3 fails may be set. In this case, the remaining performance is a normal value for braking performance and a zero value for steering performance.

[0076] Furthermore, if both the braking device 2 and the steering device 3 are configured redundantly, a scenario (6) may be set in which one of the redundant devices in the braking device 2 and one of the redundant devices in the steering device 3 fail. In other words, in the assumed scenarios (4) and (6), braking performance and steering performance remain.

[0077] In the assumed scenarios (4) or (6), the driving conditions are set so that the vehicle travels along the target driving route on a curved road. It is assumed that braking and steering are performed simultaneously on a curved road. In this case, there is a possibility that the tire force limit will be exceeded (the friction circle will be exceeded). In this case, the driving condition setting unit 54 prioritizes steering control.

[0078] Furthermore, the vehicle control system 1 may further include a failure tendency determination unit 6. The failure tendency determination unit 6 determines whether or not there is a failure tendency for at least one of the braking device 2 and the steering device 3. The failure tendency determination unit 6 is realized, for example, as a function of the automatic driving ECU 5 or another ECU in the vehicle. For example, in a case where device Z is determined to have failed when element Y of device Z exceeds a threshold, the failure tendency determination unit 6 stores a value smaller than the threshold as a tendency determination threshold, and determines that device Z is prone to failure (is likely to fail) when element Y exceeds the tendency determination threshold.

[0079] As an example, in a situation where a target braking force, i.e., a target wheel cylinder pressure, is commanded to the braking device 2, if the time from the time of command (the wheel cylinder pressure is atmospheric pressure) until the target wheel cylinder pressure is reached (hereinafter referred to as the target achievement time) exceeds a predetermined time threshold, it is determined that the braking device 2 is in a malfunction. Here, the malfunction tendency determination unit 6 determines that the braking device 2 is in a malfunction tendency when the target achievement time exceeds a tendency determination threshold that is smaller than the time threshold. In the steering device 3, for example, the time until the actual steering angle reaches the target steering angle may be set as element Y.

[0080] When the failure tendency determination unit 6 determines that at least one of the braking device 2 and the steering device 3 has a failure tendency, the driving condition setting unit 54 changes the driving conditions to the safer side. More specifically, when the braking device 2 has a failure tendency, the driving condition setting unit 54 reduces the driving speed on straight roads, and changes the target driving route to a more inward turning position on curved roads and / or reduces the driving speed. Furthermore, when the steering device 3 has a failure tendency, the driving condition setting unit 54 changes the target driving route to a more inward turning position on curved roads and / or reduces the driving speed. This enables automated driving with even greater safety depending on the failure tendency.

[0081] In another aspect of the present disclosure, when the vehicle control system 1 includes the failure tendency determination unit 6, the driving condition setting unit 54 may be configured to set normal driving conditions that do not assume a failure until a failure tendency is detected, and then set driving conditions that allow the vehicle to stop in a predetermined stopped state in any of the assumed scenarios only after a failure tendency is detected. This allows the vehicle to travel at a relatively high speed under normal circumstances, and allows safety-oriented driving in the event of a failure tendency. In other words, efficient transportation work is possible. In this way, when the failure tendency determination unit 6 determines that at least one of the braking device 2 and the steering device 3 is prone to failure, the driving condition setting unit 54 may be configured to set driving conditions that allow the vehicle to stop in a predetermined stopped state in any of the assumed scenarios (1) to (3) corresponding to the configuration of the braking device 2, or in a scenario in which a failure of the device determined to be prone to failure is assumed. This allows automatic driving to be performed under driving conditions that emphasize transportation efficiency when no failure tendency is detected in each device, thereby further improving transportation efficiency while maintaining safety. This device can also be configured to consider assumed scenarios (4) to (6). Furthermore, by assuming only possible scenarios that include failures of devices that the traveling condition setting unit 54 has determined to have a tendency to fail, it is possible to improve transportation efficiency.

[0082] The redundant configuration of the braking device 2 is not limited to the above embodiment, and may be configured, for example, by two devices with equivalent braking performance. The redundant configuration of the braking device 2 may also include an electric parking brake. The vehicle control system 1, for example, the control system 9, calculates (estimates) a road friction coefficient for each pre-defined location (zone) based on weather information (for example, rain, snow, etc.) and road surface condition information (for example, gravel road, etc.). The road information acquisition unit 51 acquires the road friction coefficient for each location. This determines the maximum deceleration, and sets driving conditions that achieve a vehicle-to-vehicle distance and relative speed according to the maximum deceleration. Examples of setting driving speeds are as follows, in descending order: unmanned and no luggage, unmanned and luggage, and manned (unmanned and no luggage > unmanned and luggage > manned). The controller of the present invention may be configured only by the autonomous driving ECU 5, or may be configured by the control system 9 and the autonomous driving ECU 5. The controller is configured, for example, by one or more computers (for example, the autonomous driving ECU 5 and / or the control system 9). Claim 2 and the following claims may be made dependent on other claims as appropriate, provided that there is no technical contradiction. [Explanation of symbols]

[0083] 1...vehicle control system, 2...braking device, 3...steering device, 4...periphery monitoring device, 5...autonomous driving ECU (controller), 51...road information acquisition unit, 52...position information acquisition unit, 53...onboard information acquisition unit, 54...driving condition setting unit, 55...control execution unit, 6...failure tendency determination unit, 9...control system.

Claims

1. a braking device that applies braking force to a wheel by a single configuration or a redundant configuration; a steering device for steering the steered wheels; a controller that controls the braking device and the steering device during automatic driving of a vehicle; A vehicle control system comprising: a failure tendency determination unit that determines whether or not there is a failure tendency for at least one of the braking device and the steering device, The controller a road information acquisition unit that acquires road information about a target road, which is a road on which the vehicle is traveling or a road on which the vehicle is scheduled to travel, including information about the vicinity of the vehicle; a location information acquisition unit that acquires location information of the vehicle; a driving condition setting unit that sets driving conditions including a target driving route and a driving speed based on the road information and the position information during the automated driving; a control execution unit that controls the braking device and the steering device based on the traveling conditions set by the traveling condition setting unit; Equipped with The driving condition setting unit When the braking device has the single configuration, a situation is assumed in which only the braking device fails out of the braking device and the steering device, and a situation is assumed in which only the steering device fails out, In the case where the braking device has the redundant configuration, a situation is assumed in which one device in the redundant configuration of the braking device and the steering device fail, setting the driving conditions that allow the vehicle to stop in a predetermined stopping state set in accordance with the road information in any assumed scenario based on the braking performance and steering performance remaining after the assumed failure occurs; the driving condition setting unit changes the driving condition to a safer side when the failure tendency determination unit determines that at least one of the braking device and the steering device has a failure tendency. Vehicle control system.

2. The vehicle further includes an onboard information acquisition unit that acquires onboard information including at least one of information on the number of occupants and the amount of luggage loaded, The traveling condition setting unit sets the traveling conditions based on the onboard information. The vehicle control system of claim 1 .

3. when the driving condition setting unit determines that the target road is a straight road based on the road information, it sets a straight road stopping position on the target road, and sets the driving speed so that the vehicle can stop at the straight road stopping position.

3. A vehicle control system according to claim 1 or 2.

4. the driving condition setting unit sets the straight road stop position to a position corresponding to an intersection or a destination closest to the vehicle ahead in the traveling direction when there is no other vehicle ahead in the traveling direction of the vehicle, and when there is another vehicle ahead in the traveling direction of the vehicle, calculates an other vehicle stop position which is a position where the other vehicle is expected to stop, and sets the straight road stop position based on the other vehicle stop position. The vehicle control system according to claim 3 .

5. the driving condition setting unit sets the driving speed so that the vehicle can stop at the straight road stopping position by meandering when the braking device has the single configuration. The vehicle control system according to claim 3 .

6. the driving condition setting unit, when the braking device has the redundant configuration, sets the driving speed based on remaining braking performance so that the vehicle can stop at the straight road stopping position. The vehicle control system according to claim 3 .

7. when the driving condition setting unit determines that the target road is a curved road based on the road information, the driving condition setting unit sets the target driving route so that the vehicle travels on an inner portion of a curve of the target road.

3. A vehicle control system according to claim 1 or 2.

8. When the driving condition setting unit determines based on the road information that the target road is a curved road and that the terrain on the outside of a turn relative to the target road is a predetermined dangerous terrain, the driving condition setting unit sets the target driving route so that the vehicle will travel on the part of the target road on the inside of a turn, and, assuming a scenario in which the steered wheels are in a neutral position due to a failure of the steering device, sets the driving speed based on remaining braking performance so that the vehicle can stop without entering the dangerous terrain.

3. A vehicle control system according to claim 1 or 2.

9. when it is determined that the outer side of a turning on the target road is a cliff-equivalent terrain as the dangerous terrain, the driving condition setting unit sets the target driving route so that a cliff clearance distance, which is a distance between the vehicle and the cliff-equivalent terrain, is maximized within a drivable range, assuming a scenario in which the steered wheels are in a neutral position. The vehicle control system of claim 8.

10. When the driving condition setting unit determines based on the road information that the target road is a curved road and determines that the terrain on the outside of a turn with respect to the target road is not a predetermined dangerous terrain, the driving condition setting unit sets the target driving route so that the vehicle will travel on the inside part of the target road, and, assuming a scenario in which the steered wheels are in a neutral position due to a failure of the steering device, sets the driving speed so that the vehicle can stop in the predetermined stopping state based on remaining braking performance.

3. A vehicle control system according to claim 1 or 2.

11. When the traveling condition setting unit determines that the terrain on the outside of a turning on the target road is not the dangerous terrain but an earth wall equivalent terrain, the traveling condition setting unit assumes a scenario in which the steered wheels are in a neutral position due to a failure of the steering device, sets an allowable collision speed at which the vehicle collides with the earth wall equivalent terrain, and sets the traveling speed based on remaining braking performance so that the collision speed is equal to or less than the allowable speed. The vehicle control system of claim 10.

12. The vehicle further includes an onboard information acquisition unit that acquires onboard information including at least one of information on the number of occupants and the amount of luggage loaded, The driving condition setting unit sets the permissible speed based on the onboard information. The vehicle control system of claim 11.

13. When the traveling condition setting unit determines that the terrain on the outside of a turning on the target road is not the dangerous terrain but the earth wall equivalent terrain, it sets the target traveling route assuming a scenario in which the steered wheels are in a neutral position so that an earth wall separation distance, which is a distance between the vehicle and the earth wall equivalent terrain, is maximized within a drivable range. The vehicle control system of claim 10.

14. The road information includes information about a road surface friction coefficient of the target road. The vehicle control system of claim 1 .

15. a braking device that applies braking force to a wheel by a single configuration or a redundant configuration; a steering device for steering the steered wheels; a controller that controls the braking device and the steering device during automatic driving of a vehicle; A vehicle control system comprising: The controller a road information acquisition unit that acquires road information about a target road, which is a road on which the vehicle is traveling or a road on which the vehicle is scheduled to travel, including information about the vicinity of the vehicle; a location information acquisition unit that acquires location information of the vehicle; a driving condition setting unit that sets driving conditions including a target driving route and a driving speed based on the road information and the position information during the automated driving; a control execution unit that controls the braking device and the steering device based on the traveling conditions set by the traveling condition setting unit; a failure tendency determination unit that determines whether or not there is a failure tendency in at least one of the braking device and the steering device; Equipped with The driving condition setting unit When the failure tendency determination unit determines that there is a failure tendency in at least one of the braking device and the steering device, When the braking device has the single configuration, a situation in which only the braking device fails and a situation in which only the steering device fails are assumed, In the case where the braking device has the redundant configuration, a situation is assumed in which one device in the redundant configuration of the braking device and the steering device fail, Based on the braking performance and steering performance remaining after the occurrence of the assumed failure, the driving conditions are set so that the vehicle can be stopped in a predetermined stopping state set in accordance with the road information in any assumed situation or in a situation in which a failure of the device determined to have a failure tendency is assumed. Vehicle control system.

16. When the braking device has the redundant configuration, the traveling condition setting unit assumes at least one of a situation in which only one device of the redundant configuration of the braking device fails and a situation in which only the steering device fails, in addition to or instead of a situation in which one device of the redundant configuration of the braking device and the steering device fail.

16. A vehicle control system according to claim 1 or 15.

17. a braking device that applies braking force to a wheel by a single configuration or a redundant configuration; a steering device for steering the steered wheels; a controller that controls the braking device and the steering device during automatic driving of a vehicle; A vehicle control system comprising: The controller a road information acquisition unit that acquires road information about a target road, which is a road on which the vehicle is traveling or a road on which the vehicle is scheduled to travel, including information about the vicinity of the vehicle; a location information acquisition unit that acquires location information of the vehicle; a driving condition setting unit that sets driving conditions including a target driving route and a driving speed based on the road information and the position information during the automated driving; a control execution unit that controls the braking device and the steering device based on the traveling conditions set by the traveling condition setting unit; Equipped with The driving condition setting unit When the braking device has the single configuration, a situation is assumed in which only the braking device fails out of the braking device and the steering device, and a situation is assumed in which only the steering device fails out, In the case where the braking device has the redundant configuration, a situation is assumed in which one device in the redundant configuration of the braking device and the steering device fail, setting the driving conditions that allow the vehicle to stop in a predetermined stopping state set in accordance with the road information in any assumed scenario based on the braking performance and steering performance remaining after the assumed failure occurs; When the braking device has the redundant configuration, the traveling condition setting unit assumes at least one of a situation in which only one device of the redundant configuration of the braking device fails and a situation in which only the steering device fails, in addition to or instead of a situation in which one device of the redundant configuration of the braking device and the steering device fail. Vehicle control system.

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