Driving control system

Abstract

To ensure proper vehicle control. [Solution] The travel control device 50 includes an arbitration unit 111 that outputs a first target value for controlling a predetermined operation based on a first operation request that requests a predetermined operation of the moving body, and an operation control unit 113 that controls the predetermined operation of the moving body based on the first target value and the second target value. The operation control unit 113 controls the predetermined operation based on the first target value until the control amount reaches the first upper limit, even if the first target value is greater than the second target value before the upper limit is limited to the first upper limit, if the second target value is greater than the first upper limit set for the first target value. After the control amount reaches the first upper limit, it controls the predetermined operation based on the second target value.

Description

Technical Field

[0001] The present invention relates to a driving control device that controls the driving of a vehicle.

Background Art

[0002] In recent years, a vehicle control system that contributes to improving traffic safety and the development of a sustainable transportation system has been desired. As this type of device, conventionally, a device that selects a single required torque from a plurality of required torques set according to functions and executes predetermined engine control based on the selected required torque is known (see, for example, Patent Document 1). In the device described in Patent Document 1, one of the required torques based on the operation amount of the accelerator pedal, the required torque for the control of the automatic transmission, and the required torque for vehicle stability control is selected, and further, an upper limit value for the selected required torque is set.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in a configuration where an upper limit value is set for the required torque selected from a plurality of required torques as in the device described in Patent Document 1 above, there is a possibility that a desired required torque may not be obtained depending on the setting of the required torque and the upper limit value. <B

Means for Solving the Problems

[0005] A driving control device according to one aspect of the present invention includes: a first target output unit that outputs a first target value for controlling a predetermined operation based on a first operation request that requests a predetermined operation of a moving body; a second target output unit that outputs a second target value for controlling a predetermined operation based on a second operation request that requests a predetermined operation of a moving body; and an operation control unit that controls the predetermined operation of the moving body based on the first target value and the second target value when the first target value is output from the first target output unit and the second target value is output from the second target output unit. The first target output unit outputs a first target value so as to limit the upper limit of the first target value to a first upper limit value. The second target output unit outputs a second target value so as not to limit the upper limit of the second target value, or to limit it to a second upper limit value that is greater than the first upper limit value. Even if the first target value is greater than the second target value before the upper limit is restricted to the first upper limit, if the second target value is greater than the first upper limit, the motion control unit controls the predetermined operation based on the first target value until the control amount of the predetermined operation reaches the first upper limit, and after the control amount reaches the first upper limit, it controls the predetermined operation based on the second target value. [Effects of the Invention]

[0006] According to the present invention, vehicle driving control can be performed well and smoothly. [Brief explanation of the drawing]

[0007] [Figure 1] A schematic block diagram showing the overall configuration of a vehicle control system for a vehicle having a driving control device according to an embodiment of the present invention. [Figure 2] A diagram showing an example of an ASIL (Automatic Student Life Assistance) setting in a driver assistance system. [Figure 3] A diagram illustrating braking control in accordance with braking requests from two functions. [Figure 4] A block diagram showing the main components of a driving control device according to an embodiment of the present invention. [Figure 5] This diagram illustrates the braking control performed by the control unit shown in Figure 4. [Figure 6] A flowchart showing an example of the processing performed by the controller's CPU in Figure 4. [Modes for carrying out the invention]

[0008] Embodiments of the present invention will be described below with reference to Figures 1 to 6. The driving control device according to the embodiment of the present invention can be applied, for example, to a vehicle having an automatic driving function, i.e., an autonomous vehicle. The driving control device according to the embodiment of the present invention is applicable to both a manually driven vehicle with a driving assistance function and an autonomous vehicle, but for the sake of convenience of explanation, the case of application to an autonomous vehicle will be used as an example below. The vehicle on which the driving control device according to this embodiment is installed may be referred to as "the vehicle" to distinguish it from other vehicles. The vehicle may be an engine vehicle having an internal combustion engine as a driving source, an electric vehicle having a drive motor as a driving source, or a hybrid vehicle having both an engine and a drive motor as driving sources. The vehicle can be driven not only in an autonomous driving mode that does not require driver operation, but also in a manual driving mode with driver operation.

[0009] First, the general configuration of the vehicle involved in autonomous driving will be described. Figure 1 is a block diagram that schematically shows the overall configuration of the vehicle control system 100 of the vehicle having a driving control device according to an embodiment of the present invention. As shown in Figure 1, the vehicle control system 100 mainly comprises a controller 10, a group of external sensors 1 and 2, an input / output device 3, a positioning unit 4, a map database 5, a navigation device 6, a communication unit 7, and a driving actuator AC.

[0010] External sensor group 1 is a collective term for multiple sensors (external sensors) that detect external conditions, which are information about the surroundings of the vehicle. For example, external sensor group 1 includes a lidar that measures scattered light from the vehicle's omnidirectional illumination to measure the distance from the vehicle to surrounding obstacles, a radar that detects other vehicles and obstacles around the vehicle by emitting electromagnetic waves and detecting reflected waves, and a camera mounted on the vehicle that has an image sensor such as a CCD or CMOS to capture images of the area around the vehicle (front, rear, and sides).

[0011] Internal sensor group 2 is a collective term for multiple sensors (internal sensors) that detect the vehicle's driving state. For example, internal sensor group 2 includes a vehicle speed sensor that detects the vehicle's speed, acceleration sensors that detect the vehicle's longitudinal and lateral acceleration (lateral acceleration), a rotation speed sensor that detects the rotation speed of the drive source, and a yaw rate sensor that detects the rotational angular velocity of the vehicle's center of gravity around its vertical axis. Sensors that detect the driver's driving operations in manual driving mode, such as accelerator pedal operation, brake pedal operation, and steering wheel operation, are also included in internal sensor group 2.

[0012] Input / output device 3 is a general term for devices that receive commands from the driver or output information to the driver. For example, input / output device 3 includes various switches that the driver uses to input commands by operating an operating component, a microphone that the driver uses to input commands by voice, a display that provides information to the driver via an image, and a speaker that provides information to the driver by voice.

[0013] The positioning unit (GNSS unit) 4 has a positioning sensor that receives positioning signals transmitted from positioning satellites. Positioning satellites are artificial satellites such as GPS satellites and quasi-zenith satellites. The positioning unit 4 uses the positioning information received by the positioning sensor to measure the current position (latitude, longitude, altitude) of the vehicle.

[0014] The map database 5 is a device that stores general map information used in the navigation device 6, and is composed of, for example, magnetic disks and semiconductor elements. The map information includes road location information, road shape information (curvature, etc.), and location information of intersections and junctions. Note that the map information stored in the map database 5 is different from the high-precision map information stored in the storage unit 12 of the controller 10.

[0015] The navigation device 6 searches for a target route along the road to the destination entered by the driver and provides guidance along the target route. Destination input and guidance along the target route are performed via the input / output device 3. The target route is calculated based on the vehicle's current position measured by the positioning unit 4 and map information stored in the map database 5. The vehicle's current position can also be measured using the detection values ​​of the external sensor group 1, and the target route may be calculated based on this current position and high-precision map information stored in the storage unit 12.

[0016] The communication unit 7 communicates with various servers (not shown) via a network including wireless communication networks such as the Internet and mobile phone networks, and obtains map information, driving history information, and traffic information from the servers periodically or at arbitrary times. In addition to obtaining driving history information, the communication unit 7 may also transmit its own vehicle's driving history information to the server. The network includes not only public wireless communication networks but also closed communication networks established for each designated management area, such as wireless LAN, Wi-Fi (registered trademark), Bluetooth (registered trademark), etc. The acquired map information is output to the map database 5 and the storage unit 12, and the map information is updated.

[0017] The actuator AC is a driving actuator for controlling the running of the host vehicle. When the driving power source is an engine, the actuator AC includes a throttle actuator for adjusting the opening degree (throttle opening degree) of the throttle valve of the engine. When the driving power source is a driving motor, the driving motor is included in the actuator AC. The brake actuator for operating the braking device of the host vehicle and the steering actuator for driving the steering device are also included in the actuator AC.

[0018] The controller 10 is constituted by an electronic control unit (ECU). More specifically, the controller 10 includes a computer having an arithmetic unit 11 such as a CPU (microprocessor), a storage unit 12 such as a ROM and a RAM, and other peripheral circuits (not shown) such as an I / O interface. Although a plurality of ECUs with different functions such as an engine control ECU, a driving motor control ECU, and a braking device ECU can be provided separately, in FIG. 1, for the sake of convenience, the controller 10 is shown as a collection of these ECUs.

[0019] The storage unit 12 stores detailed road map information with high precision for autonomous driving. The road map information includes road position information, road shape (such as curvature) information, road gradient information, intersection and branch point position information, type and position information of lane lines such as white lines, number of lanes information, lane width and position information for each lane (information on the center position of the lane and the boundary line of the lane position), position information of landmarks (traffic lights, signs, buildings, etc.) as landmarks on the map, and road surface profile information such as road surface unevenness. The map information stored in the storage unit 12 may include map information acquired from outside the host vehicle via the communication unit 7, or map information created by the host vehicle itself using the detection values of the external sensor group 1 or the detection values of the external sensor group 1 and the internal sensor group 2. The storage unit 12 also stores information about various control programs and information such as thresholds used in the programs.

[0020] The arithmetic unit 11 functionally includes a host vehicle position recognition unit 13, an external environment recognition unit 14, a driving plan generation unit 15, and a travel control unit 16.

[0021] Based on the position information of the host vehicle obtained by the positioning unit 4 and the map information in the map database 5, the host vehicle position recognition unit 13 recognizes the position of the host vehicle on the map (host vehicle position). The host vehicle position may be recognized using the map information stored in the storage unit 12 and the peripheral information of the host vehicle detected by the external sensor group 1, whereby the host vehicle position can be recognized with high accuracy. The movement information (movement direction, movement distance) of the host vehicle can also be calculated based on the detection values of the internal sensor group 2, and thereby the position of the host vehicle can be recognized. When the host vehicle position can be measured by a sensor installed outside the road or beside the road, the host vehicle position can also be recognized by communicating with the sensor via the communication unit 7.

[0022] Based on signals from the external sensor group 1 such as lidar, radar, and cameras, the external environment recognition unit 14 recognizes the external situation around the host vehicle. For example, it recognizes the positions, speeds, and accelerations of surrounding vehicles (front vehicles and rear vehicles) traveling around the host vehicle, the positions of surrounding vehicles parked or stopped around the host vehicle, and the positions and states of other objects. Other objects include signs, traffic lights, roads, buildings, guardrails, utility poles, billboards, pedestrians, bicycles, etc. Markings such as lane lines (white lines, etc.) and stop lines on the road surface are also included in other objects (roads). The states of other objects include the colors of traffic lights (red, blue, yellow), the moving speeds and directions of pedestrians and bicycles, etc. Some of the stationary objects among other objects constitute landmarks that are indicators of positions on the map, and the external environment recognition unit 14 also recognizes the positions and types of landmarks.

[0023] The action plan generation unit 15 generates a driving trajectory (target trajectory) for the vehicle from the present time to a predetermined time in advance, based on, for example, the target route calculated by the navigation device 6, the map information stored in the memory unit 12, the vehicle's position recognized by the vehicle position recognition unit 13, and the external conditions recognized by the external environment recognition unit 14. If there are multiple candidate trajectories for the target trajectory on the target route, the action plan generation unit 15 selects the optimal trajectory from among them that meets criteria such as complying with laws and regulations and driving efficiently and safely, and sets the selected trajectory as the target trajectory. The action plan generation unit 15 then generates an action plan corresponding to the generated target trajectory. The action plan generation unit 15 generates various action plans corresponding to driving modes such as overtaking driving to overtake a preceding vehicle, lane changing driving to change driving lanes, following driving to follow a preceding vehicle, lane keeping driving to maintain the driving lane without deviating from the driving lane, deceleration driving, or acceleration driving. When generating a target trajectory, the action plan generation unit 15 first determines the driving mode and then generates the target trajectory based on the driving mode.

[0024] In automatic driving mode, the driving control unit 16 controls each actuator AC so that the vehicle travels along the target trajectory generated by the action plan generation unit 15. More specifically, in automatic driving mode, the driving control unit 16 calculates the required driving force to obtain the target acceleration per unit time calculated by the action plan generation unit 15, taking into account the driving resistance determined by factors such as the road gradient. Then, it provides feedback control to the actuator AC so that the actual acceleration detected by, for example, the internal sensor group 2 becomes the target acceleration. In other words, it controls the actuator AC so that the vehicle travels at the target speed and target acceleration. In manual driving mode, the driving control unit 16 controls each actuator AC in accordance with driving commands (such as steering operations) from the driver acquired by the internal sensor group 2.

[0025] By the way, autonomous driving features include multiple driver assistance systems such as CMBS (Collision Mitigation Braking System), ACC (Adaptive Cruise Control), PKS (Parking Assist System), and APS (Automatic Parking System). In the following, the functions realized by each driver assistance system may be referred to by the name of the driver assistance system, such as "CMBS," "ACC," "PKS," and "APS."

[0026] When the vehicle is in autonomous driving mode, the controller 10 may receive simultaneous operational requests (such as braking requests, deceleration requests, acceleration requests, and steering requests) from multiple functions (driver assistance systems) such as CMBS, ACC, PKS, and APS. In addition, the same operational request may be received simultaneously from multiple functions. For example, when both CMBS and ACC are enabled, if a sudden deceleration (sudden braking) of the vehicle ahead is detected, braking requests to avoid the risk of collision with the vehicle ahead may be received from both CMBS and ACC. In such cases, the controller 10 performs an adjustment process (hereinafter referred to as arbitration) to determine the priority of each operational request based on the command values ​​(such as target values ​​and control values) included in each operational request, and selectively executes control according to each operational request.

[0027] Each driver assistance system has a functional safety level defined by ASIL (Automotive Safety Integrity Level). Therefore, in the above arbitration process, it is necessary to determine the priority of each action request by also considering the ASIL set for the function (driver assistance system) that is requesting the action request. Figure 2 shows an example of ASIL set for a driver assistance system. "A," "B," "C," and "D" in Figure 2 represent the functional safety levels (hereinafter simply referred to as ASIL) defined by ASIL, that is, the level of safety required for the function, with "D" being the highest and "A" being the lowest. In the example in Figure 2, functions SYS1 and SYS2 are classified as ASIL "D," functions SYS1 and SYS3 are classified as ASIL "C," functions SYS1, SYS3, and SYS4 are classified as ASIL "B," and function SYS5 is classified as ASIL "A." Note that the same function may be classified across multiple different levels, such as functions SYS1 and SYS3. For example, a CMBS (Common Vehicle Detection and Monitoring System) that uses multiple sensors (such as cameras and radar) to detect vehicles ahead with high accuracy is classified as being at a higher level than a CMBS that uses a single sensor.

[0028] Figure 3 illustrates braking control in accordance with braking requests from two functions. Figure 3 shows the change in the control amount (deceleration amount (= starting speed - current speed)) when braking requests are simultaneously input from two functions, SYS2 and SYS4, which are classified under different ASIL levels. In Figure 3, characteristic f1, shown as a dashed line, represents the control value (deceleration) specified by the braking request from function SYS4, and characteristic f2, shown as a dashed line, represents the control value (deceleration) specified by the braking request from function SYS2, which has a higher ASIL level than function SYS4. Characteristic f11, shown as a solid line, represents the change in the control amount when the above arbitration is performed based on the target value (target deceleration amount) included in each of the braking requests from the two functions. Characteristic f12, shown as a solid line, represents the change in the control amount when the above arbitration is performed based on the ASIL levels set for the two functions. The target value Tg_S2 represents the target deceleration amount corresponding to the braking request from function SYS2. The target value Tg_S4 represents the target deceleration amount corresponding to the braking request from function SYS4. The threshold Th_S4 represents the limit value (upper limit) set for the target value Tg_S4. This limit value is set based on the ASIL of function SYS4, i.e., ASIL "B". For the deceleration amount of function SYS2, which is classified as ASIL "D", no limit value is set, or a value greater than the limit value Th_S4 is set.

[0029] As shown in characteristic f11 of Figure 3, if the braking request with a larger specified target value (target deceleration amount) is prioritized among the braking requests from the two functions, that is, if the braking request from function SYS4 is prioritized, the deceleration amount remains constant at the limit value Th_S4 (deceleration is 0) at time t1. In this case, the deceleration amount does not reach the target deceleration amount Tg_S2, and as a result, the braking request of function SYS2 cannot be satisfied. Also, as shown in characteristic f12, if the braking request with a higher ASIL of the requesting function (hereinafter referred to as the requesting function) is prioritized among the braking requests from the two functions, that is, if the braking request from function SYS2 is prioritized, braking control starts from time t0 with the deceleration shown in characteristic f2, and the braking request of function SYS4, which specifies a higher deceleration, cannot be satisfied. In such cases, the risk of collision with the vehicle ahead cannot be avoided effectively. Therefore, in this embodiment, the driving control device is configured as follows to address these problems.

[0030] Figure 4 is a block diagram showing the main components of the driving control device 50 according to this embodiment. This driving control device 50 constitutes a part of the vehicle control system 100 shown in Figure 1. As shown in Figure 4, the driving control device 50 includes a controller 10 and an actuator AC.

[0031] The controller 10 in Figure 4 has the following functional configurations, handled by the calculation unit 11 (Figure 1): an arbitration unit 111 (111a, 111b, 111c, 111d), a limit setting unit 112 (112a, 112b, 112c, 112d), and an operation control unit 113. The controller 10 also has a storage unit 12. The arbitration unit 111, the limit setting unit 112, and the operation control unit 113 constitute a part of the driving control unit 16. The arbitration unit 111 and the limit setting unit 112 may also be configured as part of the action plan generation unit 15.

[0032] When the arbitration unit 111 receives an operation request from each function (driving assistance system), it sets command values ​​(such as target values ​​and control values) for controlling a predetermined operation based on the operation request. More specifically, the arbitration unit 111 outputs (stores) the command values ​​included in the operation request to the storage unit 12. As shown in Figure 4, the arbitration unit 111 is provided for each ASIL level.

[0033] The arbitration unit 111a corresponds to ASIL "A", and receives operation requests from functions classified as ASIL "A". Similarly, the arbitration unit 111b corresponds to ASIL "B", the arbitration unit 111c corresponds to ASIL "C", and the arbitration unit 111d corresponds to ASIL "D".

[0034] Furthermore, if the arbitration unit 111 receives operation requests from each of the multiple functions classified under a single ASIL, it selects one operation request from among them according to predetermined criteria. Specifically, the arbitration unit 111 selects the operation request that shows the greatest increase in the control amount indicated by the control value included in each operation request. The arbitration unit 111 then stores the target value included in the selected operation request in the storage unit 12.

[0035] The limit setting unit 112 sets limit values ​​for target values ​​included in an operation request based on the ASIL of the requesting function of the operation request input to the arbitration unit 111. More specifically, the limit setting unit 112 sets limit values ​​for target values ​​so as to satisfy the functional safety level determined by the ASIL of the requesting function. The limit values ​​are stored in the storage unit 12 in association with the target values. As shown in Figure 4, a limit setting unit 112 is provided for each ASIL level.

[0036] The limit setting unit 112a corresponds to ASIL "A" and sets limit values ​​for target values ​​included in the operation requests from functions classified as ASIL "A". Similarly, the limit setting unit 112b corresponds to ASIL "B", the limit setting unit 112c corresponds to ASIL "C", and the limit setting unit 112d corresponds to ASIL "D".

[0037] The motion control unit 113 executes control of a predetermined operation based on the target value output from the arbitration unit 111. Here, the operation of the motion control unit 113 will be explained using the example in Figure 3. When braking requests are issued simultaneously from functions SYS2 and SYS4, the arbitration unit 111 stores the target values ​​(target deceleration amount) corresponding to functions SYS2 and SYS4 in the storage unit 12.

[0038] When the values ​​of each target deceleration amount are different, the operation control unit 113 selects the target deceleration amount with the larger value, reads it from the storage unit 12, and performs braking control based on that target deceleration amount. In the example in Figure 3, the target deceleration amount Tg_S4 corresponding to function SYS4 is larger than the target deceleration amount Tg_S2 corresponding to function SYS2, so the operation control unit 113 selects the target deceleration amount Tg_S4. However, as in the example in Figure 3, if a limit value Th_S4 (< target deceleration amount Tg_S2) is set for the target deceleration amount Tg_S4, selecting the target deceleration amount Tg_S4 will result in the deceleration amount not reaching the target deceleration amount Tg_S2, as described above, and the braking request of function SYS2 cannot be satisfied.

[0039] Therefore, even if the target deceleration amount Tg_S4 is greater than the target deceleration amount Tg_S2, if the target deceleration amount Tg_S2 is greater than the limit value Th_S4, the motion control unit 113 performs braking control based on the target deceleration amount Tg_S4 until the time t1 when the deceleration amount reaches the limit value Th_S4. When the deceleration amount reaches the limit value Th_S4, the motion control unit 113 performs braking control based on the target deceleration amount Tg_S2. In the example in Figure 3, if the control value (deceleration) included in the braking request from function SYS2 is greater than the control value (deceleration) included in the braking request from function SYS4, braking control may be performed from time t0 based on the target deceleration amount Tg_S2.

[0040] Figure 5 is a diagram illustrating braking control by the motion control unit 113. Figure 5 shows an example of braking control by the motion control unit 113 when two braking requests (braking requests from two functions SYS2 and SYS4) shown in Figure 3 are input. The characteristics f1, f2, and f12 in Figure 5 are the same as in the example in Figure 3, so their explanation is omitted. The characteristic f21 shown by the solid line in Figure 5 represents the change in the control amount when braking control is performed by the motion control unit 113 based on the target value (target deceleration amount) and its limit value included in each of the braking requests from the two functions SYS2 and SYS4.

[0041] The motion control unit 113 first generates control plan information indicating the timing for switching the target deceleration amount, based on the target deceleration amount output from the arbitration unit 111 and the limit value set for the target deceleration amount. When braking requests are input simultaneously from functions SYS2 and SYS4, it generates control plan information as shown in characteristic f21 of Figure 5, that is, control plan information that switches the target deceleration amount at time t1 when the deceleration start time is time t0. The motion control unit 113 performs braking control according to the generated control plan information. Specifically, the motion control unit 113 performs braking control based on the target deceleration amount Tg_S4 until time t1 when the deceleration amount reaches the limit value Th_S4, and then starts braking control based on the target deceleration amount Tg_S2 from time t1. As a result, the deceleration amount continues to increase even after time t1. Consequently, the deceleration amount reaches the target deceleration amount Tg_S2, and the braking request of function SYS2 can be satisfied.

[0042] Figure 6 is a flowchart showing an example of processing performed by the CPU of the controller 10 in Figure 4 according to a predetermined program. The processing shown in this flowchart is performed, for example, at predetermined intervals while the vehicle 101 is driving in automatic driving mode. Although Figure 6 shows an example of processing when a braking request is input, the same processing is performed by the CPU of the controller 10 for operation requests other than braking requests.

[0043] In step S1, it is determined whether or not a braking request has been received. If the result in step S1 is negative, the process ends. If the result in step S1 is positive, in step S2, it is determined whether or not braking requests have been received from multiple functions (driving assistance systems). If the result in step S2 is negative, the process proceeds to step S5. If the result in step S2 is positive, in step S3, it is determined whether or not the ASIL of the requesting function for each braking request is the same.

[0044] If affirmed in step S3, step S4 performs mediation for the multiple braking requests received in step S1. Specifically, from among the multiple braking requests, the braking request that shows the greatest increase in deceleration amount, indicated by the control value (deceleration) included in each braking request, is selected. In step S5, the target deceleration amount corresponding to the selected braking request is output (stored) in the storage unit 12. Note that in step S5, which is executed after a negative determination in step S2, the target deceleration amount included in the braking request received in step S1 is stored in the storage unit 12. In step S6, a limit value is set for the target deceleration amount stored in the storage unit 12 in step S5. Specifically, a limit value according to the ASIL of the braking request source function is stored in the storage unit 12 so as to correspond to the target deceleration amount stored in the storage unit 12 in step S5. Note that if the deceleration amount is not limited by the ASIL of the braking request source function, information indicating that there is no limit value is stored in the storage unit 12, corresponding to the target deceleration amount stored in the storage unit 12 in step S5. The target deceleration amount and limit value stored in the memory unit 12 in steps S5 and S6 are used in the processing (braking control) of step S10.

[0045] If rejected in step S3, in step S7, the multiple braking requests received in step S1 are grouped for each braking request with the same ASIL of the requesting function, and arbitration is performed for each group in the same manner as in step S4. As a result, for each group, the braking request that provides the greatest increase in deceleration is selected from among the one or more braking requests belonging to the group.

[0046] In step S8, the target deceleration amount corresponding to each group is output. Specifically, the target deceleration amount included in the braking request selected from each group is stored in the storage unit 12. In step S9, a limit value is set for each of the target deceleration amounts for each group that was stored in the storage unit 12 in step S8. The method for setting the limit value is the same as in step S6. The target deceleration amount and limit value stored in the storage unit 12 in steps S8 and S9 are used in the processing (braking control) of step S10.

[0047] In step S10, control plan information is generated based on the target deceleration amount and limit values ​​stored in the memory unit 12. Then, braking control is executed according to the control plan information. Specifically, the actuator AC (brake actuator, etc.) is operated according to the control plan information. Note that in step S10, which is executed after steps S7 to S9, control plan information is generated based on the target deceleration amount corresponding to each group and the limit value corresponding to the ASIL of each group, which are stored in the memory unit 12.

[0048] In the braking control performed in step S10, which follows steps S7 to S9, braking control is initiated based on the largest target deceleration amount Tg_max among the target deceleration amounts corresponding to each group, according to the control plan information. Specifically, the actuator AC (brake actuator, etc.) is controlled so that the vehicle decelerates until the deceleration amount reaches the target deceleration amount Tg_max. If a limit value Th_max is set for the target deceleration amount Tg_max, and the limit value Th_max is smaller than the value of the target deceleration amount Tg_max, the braking control based on the target deceleration amount Tg_max ends when the deceleration amount reaches the limit value Th_max. If there is one or more target deceleration amounts greater than the limit value Th_max among the target deceleration amounts corresponding to each group, braking control based on the next largest target deceleration amount Tg_2nd is initiated after the deceleration amount reaches the limit value Th_max.

[0049] Furthermore, if a limit value Th_2nd is set for the target deceleration amount Tg_2nd, and the limit value Th_2nd is smaller than the limit value Th_max, then braking control based on the next largest target deceleration amount Tg_3rd is initiated. In this way, braking control is executed according to the control plan information so that the deceleration amount becomes the final target deceleration amount.

[0050] According to embodiments of the present invention, the following effects can be achieved. (1) The driving control device 50 includes an arbitration unit 111 that outputs a first target value for controlling a predetermined operation based on a first operation request that requests a predetermined operation of the vehicle, and an operation control unit 113 that controls a predetermined operation of the vehicle based on the first target value and the second target value when the arbitration unit 111 outputs the first target value and the second target value. The arbitration unit 111 outputs the first target value so as to limit the upper limit of the first target value to the first upper limit value, and outputs the second target value so as not to limit the upper limit of the second target value, or to limit it to a second upper limit value that is greater than the first upper limit value. Even if the first target value is greater than the second target value, if the second target value is greater than the first upper limit value, the operation control unit 113 controls the predetermined operation based on the first target value until the control amount of the predetermined operation reaches the first upper limit value, and after the control amount of the predetermined operation reaches the first upper limit value, it controls the predetermined operation based on the second target value.

[0051] In this way, by initially performing motion control based on a first target value greater than the second target value, and then starting motion control based on the second target value after reaching a first upper limit value smaller than the second target value, it becomes possible to perform motion control beyond the first upper limit compared to simply selecting the largest first target value. Furthermore, by performing motion control based on a larger target value (first target value) in the initial stage of motion control, motion control can be executed appropriately according to the situation. As a result, driving control of vehicles equipped with multiple driver assistance systems can be performed well.

[0052] Furthermore, based on target values ​​(first target value and second target value) and limit values ​​(first upper limit value and second upper limit value) for controlling a predetermined operation, the system switches from an operation based on the first target value to an operation based on the second target value, thereby suppressing the occurrence of time lag during operation switching. As a result, even when receiving multiple operation requests containing different target values, the controlled amount can be seamlessly brought up to the final target value. Consequently, the driving control of vehicles equipped with multiple driver assistance systems can be performed smoothly.

[0053] (2) The motion control unit 113 generates control plan information based on the first target value and the second target value, and controls a predetermined operation based on the control plan information. Furthermore, even if the first target value is greater than the second target value, if the second target value is greater than the first upper limit value, the motion control unit 113 generates control plan information such that the predetermined operation is controlled based on the first target value until the control amount of the predetermined operation reaches the first upper limit value, and when the control amount reaches the first upper limit value, the control of the predetermined operation based on the first target value is terminated and the control of the predetermined operation based on the second target value is started. By generating control plan information in this way before starting the control of the predetermined operation, it becomes unnecessary to perform processing to determine the timing of switching operations while feeding back the control amount. As a result, the switch from operation based on the first target value to operation based on the second target value can be performed seamlessly without causing a time lag.

[0054] (3) When the motion control unit 113 controls a predetermined operation based on the first target value, the degree of increase in the control amount is greater than when the motion control unit 113 controls a predetermined operation based on the second target value. As a result, the control amount increases with a large slope based on the first target value until it reaches the first upper limit value, and after reaching the first upper limit value, the control amount increases with a small slope toward the second target value which is smaller than the first target value. As a result, the degree of increase in the control amount can be appropriately controlled in accordance with the target value and the upper limit value.

[0055] (4) When the mediation unit 111 receives multiple first action requests, it selects the first action request that results in the largest increase in the amount of control for a predetermined action from among the multiple first action requests, and outputs a first target value such that the upper limit is restricted to the first upper limit. When the mediation unit 111 receives multiple second action requests that do not restrict the second target value by an upper limit, it selects the second action request that results in the largest increase in the amount of control for a predetermined action from among the multiple second action requests, and outputs a second target value. When the mediation unit 111 receives multiple second action requests that restrict the second target value by a second upper limit, it selects the second action request that results in the largest increase in the amount of control for a predetermined action from among the multiple second action requests, and outputs a second target value such that the upper limit of the second target value is restricted to the second upper limit. In this way, by deciding how to control the action at the mediation stage, specifically by deciding the target value to be used for controlling the action, the switch from action based on the first target value to action based on the second target value can be performed smoothly.

[0056] The above embodiment can be modified into various forms. Modifications will be described below. In the above embodiment, the driving control device 50 was applied to an autonomous vehicle, but the driving control device 50 can also be applied to vehicles other than autonomous vehicles. For example, the driving control device 50 can also be applied to a manually driven vehicle equipped with ADAS (Advanced driver-assistance systems).

[0057] Furthermore, in the above embodiment, the arbitration unit 111 and the limit setting unit 112, which serve as the first target output unit, output a first target value based on a first action request that requests a predetermined action of the vehicle, so as to limit the upper limit of the first target value for controlling a predetermined action to a first upper limit value. The arbitration unit 111 and the limit setting unit 112, which serve as the second target output unit, output a second target value based on a second action request that requests a predetermined action of the vehicle, so as to not limit the upper limit of the second target value for controlling a predetermined action, or to limit it to a second upper limit value that is greater than the first upper limit value. However, the first target output unit and the second target output unit may also receive action requests from a driving support system of a mobile body other than a vehicle, such as a self-propelled robot, requesting a predetermined action (such as braking or deceleration). In other words, the mobile body to which the driving control device 50 is applied may be a mobile body other than a vehicle.

[0058] Furthermore, in the above embodiment, the arbitration unit 111 arbitrates operation requests based on four functional safety levels defined by ASIL. The limit setting unit 112 sets limit values ​​for target values ​​included in operation requests based on the ASIL of the requesting function of the operation request input to the arbitration unit 111. However, operation requests may also be arbitrated based on five levels, which include the four levels "D", "C", "B", and "A" defined by ASIL, plus "QM", indicating that no functional safety level defined by ASIL is set. In this case, an arbitration unit 111 and a limit setting unit 112 corresponding to level "QM" are provided in the driving control device 50, respectively. Also, operation requests may be arbitrated based on functional safety levels defined by criteria other than ASIL. Furthermore, limit values ​​for target values ​​included in operation requests may be set to satisfy functional safety levels defined by criteria other than ASIL.

[0059] The above description is merely an example, and the present invention is not limited by the embodiments and modifications described above, as long as the features of the present invention are not impaired. It is also possible to arbitrarily combine one or more of the above embodiments and modifications, and to combine modifications with each other. [Explanation of Symbols]

[0060] 5 rider, 10 controller, 11 calculation unit, 12 memory unit, 111, 111a, 111b, 111c, 111d arbitration unit, 112, 112a, 112b, 112c, 112d limit setting unit, 113 operation control unit, 50 driving control device, 100 vehicle control device, AC actuator

Claims

1. A first target output unit outputs a first target value for controlling a predetermined movement based on a first movement request that requests a predetermined movement of a moving object, A second target output unit outputs a second target value for controlling the predetermined operation based on a second operation request that requests the predetermined operation of the moving body, The system includes an operation control unit that controls the predetermined movement of the moving body based on the first target value and the second target value when the first target output unit outputs the first target value and the second target value, The first target output unit outputs the first target value such that the upper limit of the first target value is limited to the first upper limit value. The second target output unit outputs the second target value in such a way that it does not limit the upper limit of the second target value, or limits it to a second upper limit that is greater than the first upper limit. The driving control device is characterized in that, even if the first target value is greater than the second target value before the upper limit is restricted to the first upper limit, if the second target value is greater than the first upper limit, the control unit controls the predetermined operation based on the first target value until the control amount of the predetermined operation reaches the first upper limit, and after the control amount reaches the first upper limit, controls the predetermined operation based on the second target value.

2. In the driving control device according to claim 1, A driving control device characterized in that the degree of increase in the control amount when the operation control unit controls the predetermined operation based on the first target value is greater than the degree of increase in the control amount when the operation control unit controls the predetermined operation based on the second target value.

3. In the driving control device according to claim 1, When the first target output unit receives a plurality of first operation requests, it selects the first operation request that results in the largest increase in the controlled amount from among the plurality of first operation requests, and outputs the first target value such that the upper limit is restricted to the first upper limit value. The second target output unit is, A driving control device characterized in that, when it receives multiple second operation requests that do not limit the second target value by an upper limit, it selects the second operation request that increases the control amount the most among the multiple second operation requests and outputs the second target value, while when it receives multiple second operation requests that limit the second target value by a second upper limit, it selects the second operation request that increases the control amount the most among the multiple second operation requests and outputs the second target value so as to limit the upper limit of the second target value to the second upper limit.

4. In the driving control device according to any one of claims 1 to 3, The operation control unit generates control plan information based on the first target value and the second target value, and controls the predetermined operation based on the control plan information. Furthermore, the operation control unit generates the control plan information such that, even if the first target value is greater than the second target value before the upper limit is restricted to the first upper limit, if the second target value is greater than the first upper limit, the predetermined operation is controlled based on the first target value until the control amount of the predetermined operation reaches the first upper limit, and when the control amount reaches the first upper limit, the control of the predetermined operation based on the first target value is terminated and the control of the predetermined operation based on the second target value is started.

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