Vehicle control device, vehicle control method, and program

Abstract

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

Description

Technical Field

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

Background Art

[0002] In recent years, efforts have been actively made to provide access to a sustainable transportation system that takes into account people in vulnerable positions among traffic participants. Toward this realization, research and development focused on further improving traffic safety and convenience through research and development of driving support technologies has been underway. In this regard, a vehicle control system is disclosed that includes a group of external recognition devices and a group of actuators, and first driving control means for performing first driving control of a vehicle, a first communication means for the first driving control means to communicate with the group of external recognition devices, a second communication means for the first driving control means to communicate with the group of actuators, a third communication means for second driving control means for performing second driving control of the vehicle to communicate with the group of external recognition devices, and a fourth communication means for the second driving control means to communicate with the group of actuators (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the above system, there were cases where it was not possible to sufficiently realize appropriately controlling the operating state of the target.

[0005] The present invention has been made in consideration of such circumstances, and one of its objectives is to provide a vehicle control device, a vehicle control method, and a program that can appropriately control the operating state of the target function. And, by extension, it contributes to the development of a sustainable transportation system. [Means for solving the problem]

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

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

[0008] (3) In the embodiment of (1) above, if the first signal is input, the target is activated; if the first signal is input or the second communication state is normal, the activation of the target is continued; if the first signal is not input and the second communication state is not normal, the operation of the target is stopped.

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

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

[0011] (6) In any of the embodiments of (1) to (5) above, the object is a first object which is a sensor unit having a light-emitting part of a LIDAR unit, and the second instruction line is connected to the first object and to a second object which is a control unit that controls the sensor unit of the LIDAR unit.

[0012] (7) In the embodiment of (1) above, if the first signal is input, or if the control device that controls the driving of the vehicle connected to the second instruction line is input to the second instruction line, it starts the target; if the first signal or the second signal is input, it continues to start the target; and if neither the first signal nor the second signal is input, it stops the operation of the target.

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

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

[0015] (10): A vehicle control device according to another aspect of the present invention acquires the input state of a first signal indicating that the vehicle's power supply system has been started on a first instruction line connected to a control unit that controls the sensor part of the LIDAR unit, and the input state of a second signal relating to the communication status on a second instruction line connected to the control unit of the LIDAR unit and a management control device that controls the driving of the vehicle, and maintains the control unit in an activated state when the first signal is input or when the second signal is input, and stops the operation of the control unit when neither the first signal nor the second signal is input.

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

[0017] (12): A program according to an aspect of the present invention causes a computer to perform a process of acquiring a first communication state of a first instruction line that is connected to a target used for controlling a vehicle and that gives an overall power supply instruction for the vehicle separately from a power supply line that supplies power to the target, a process of acquiring a second communication state of a second instruction line that is connected to the target and that is different from the power supply line and the first instruction line, and a process of not operating the target when a first signal indicating the power supply instruction is not input to the first instruction line in the first communication state and the second communication state is not normal, and operating the target when the first signal indicating the power supply instruction is input to the first instruction line in the first communication state or when the second communication state is normal.

Advantages of the Invention

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

Brief Description of the Drawings

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

Embodiments for Carrying Out the Invention

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

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

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

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

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

[0025] Camera 10 is a digital camera that utilizes a solid-state image sensor such as a CCD (Charge Coupled Device) or CMOS (Complementary Metal Oxide Semiconductor). Camera 10 is mounted at any location on the vehicle (hereinafter referred to as vehicle M) on which the vehicle system 1 is installed. When imaging the area in front, camera 10 is mounted on the top of the front windshield, behind the rearview mirror, etc. Camera 10 periodically and repeatedly images the area around vehicle M. Camera 10 may also be a stereo camera.

[0026] The LIDAR unit 20 irradiates light (or electromagnetic waves with a wavelength close to light) around the vehicle M and measures the scattered light. The LIDAR 20 detects the distance to the target based on the time from emission to reception. The irradiated light is, for example, pulsed laser light. The sensor unit 21 of the LIDAR unit 20, described later, is mounted in a position where information in front of the vehicle M can be acquired, for example, on the roof of the vehicle M. The LIDAR unit 20 may be mounted at any location on the vehicle M.

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

[0028] The HMI40 presents various information to the occupants of vehicle M and accepts input operations from the occupants. The HMI40 includes various display devices, speakers, buzzers, touch panels, switches, keys, etc. The HMI40 may also include a predetermined output unit on the steering wheel that encourages the occupants to grip the steering wheel, and a HUD (Head Up Display).

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

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

[0031] The driver controls 70 include, for example, the steering wheel 72, as well as the accelerator pedal, brake pedal, shift lever, and other controls. The driver controls 70 are equipped with sensors that detect the amount of operation or whether or not an operation is being performed, and the detection results are output to the first control device 100, the second control device 200, or some or all of the driving force output device 400, the brake device 410, and the steering device 420. The steering wheel 72 is equipped with a steering grip sensor 74. The steering grip sensor 74 is implemented by a capacitive sensor or the like and outputs a signal to the first control device 100 or the second control device 200 that can detect whether or not the driver is gripping the steering wheel 72 (meaning that it is in contact with the steering wheel in a state where force can be applied).

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

[0033] The navigation device 80 includes, for example, a GNSS (Global Navigation Satellite System) receiver 81, a navigation HMI 82, and a route determination unit 83. The navigation device 80 stores first map information 84 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The GNSS receiver 81 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of the vehicle sensor 50. The navigation HMI 82 includes a display device, speaker, touch panel, keys, etc. The navigation HMI 82 may be partially or completely shared with the HMI 40 described above. The route determination unit 83 determines, for example, a route (hereinafter referred to as the route on the map) from the position of the vehicle M determined by the GNSS receiver 81 (or any input position) to the destination input by the occupant using the navigation HMI 82, by referring to the first map information 84. The first map information 84 is, for example, information in which the road shape is represented by links indicating roads and nodes connected by those links. The first map information 84 may also include information such as road curvature and POI (Point of Interest) information. The route on the map is output to the MPU 90. The navigation device 80 may provide route guidance using the navigation HMI 82 based on the route on the map. The navigation device 80 may be implemented, for example, by the functions of a terminal device such as a smartphone or tablet held by an occupant. The navigation device 80 may transmit the current location and destination to the navigation server via the communication device 30 and obtain a route equivalent to the route on the map from the navigation server.

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

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

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

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

[0038] The position of an object is recognized and used for control as a position on an absolute coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive axis) as the origin. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or by a represented region. The "state" of an object may include the object's acceleration, jerk, or "action state" (for example, whether or not it is changing lanes).

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

[0040] When recognizing a driving lane, the first recognition unit 120 recognizes the position and orientation of the vehicle M relative to the driving lane. For example, the first recognition unit 120 may recognize the deviation of the vehicle M's reference point from the center of the lane, and the angle the vehicle M makes with a line connecting the centers of the lanes in the direction of travel, as the relative position and orientation of the vehicle M relative to the driving lane. Alternatively, the first recognition unit 120 may recognize the position of the vehicle M's reference point relative to any side edge of the driving lane (road marking or road boundary), etc., as the relative position of the vehicle M relative to the driving lane.

[0041] The first recognition unit 120 implements, for example, functions using AI (Artificial Intelligence) and functions using a pre-defined model in parallel. For example, the function of "recognizing intersections" may be implemented by simultaneously performing intersection recognition using deep learning and recognition based on pre-defined conditions (such as pattern-matchable signals and road markings), scoring both, and comprehensively evaluating them. This ensures the reliability of autonomous driving (driving control). The first recognition unit 120 may be omitted, and the processing results of the second recognition unit 210, described later, may be used.

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

[0043] The action plan generation unit 142, in principle, drives in the recommended lane determined by the recommended lane determination unit 91, and further generates a target trajectory for the vehicle M to travel in the future, automatically (without driver operation) in accordance with the surrounding conditions of the vehicle M. The target trajectory includes, for example, a speed element. For example, the target trajectory is represented as a sequence of points (trajectory points) that the vehicle M should reach. The trajectory points are points that the vehicle M should reach at predetermined travel distances (e.g., a few meters) along the road, and separately, target speed and target acceleration at predetermined sampling times (e.g., a few tenths of a second) are generated as part of the target trajectory. Alternatively, the trajectory points may be the positions that the vehicle M should reach at each sampling time. In this case, the target speed and target acceleration information is represented by the intervals between trajectory points.

[0044] The action plan generation unit 142 may set autonomous driving events when generating a target trajectory. Autonomous driving events include constant speed driving events, low-speed follow driving events, lane change events, branching events, merging events, and takeover events. The action plan generation unit 142 generates a target trajectory according to the activated event.

[0045] The mode determination unit 144 determines the driving mode of the vehicle M to be one of several driving modes in which the tasks assigned to the driver differ. The mode determination unit 144 includes, for example, a driver state determination unit 146 and a mode change processing unit 148.

[0046] The vehicle system 1 can execute multiple vehicle M driving modes. These multiple driving modes are, for example, modes with different control states, i.e., different degrees of automation in the vehicle M's driving control. A high degree of automation means that the vehicle system 1 controls the vehicle M to a high degree, or in other words, that the driver intervenes less in the control (driving operation) of the vehicle M. Depending on the degree of automation, the tasks imposed on the driver differ. For example, the higher the degree of automation, the lighter the tasks. Tasks include, for example, the driver's forward monitoring, gripping the steering wheel 72, and acceleration / deceleration operations. For example, in a driving mode with a high degree of automation, for example, the driver is not required to monitor the road ahead, grip the steering wheel 72, or perform acceleration / deceleration operations, and automatic driving is performed. Automatic driving means that both steering and acceleration / deceleration are controlled without driver intervention. "Forward" refers to the space in the direction of travel of the vehicle M as seen through the front windshield. For example, on an expressway or other road reserved for motor vehicles, if vehicle M is traveling at a predetermined speed (e.g., around 60 km / h) or less and there is a preceding vehicle to be followed, a driving mode is executed in which the above tasks are not imposed on the driver. This driving mode is sometimes called TJP (Traffic Jam Pilot). If these conditions are no longer met, the mode determination unit 144 changes the driving mode to another driving mode. The first vehicle control unit 160, for example, has vehicle M perform junction passage control or merging control. Junction passage control is a control that makes vehicle M maintain its lane within the junction or selects the lane in which vehicle M travels within the junction. Merging control is a control that makes vehicle M change lanes to the merging lane when merging from a merging lane onto the main road.

[0047] The mode determination unit 144 changes the vehicle M's driving mode to a driving mode with more demanding tasks if the driver fails to perform the tasks related to the determined driving mode (hereinafter referred to as the current driving mode). For example, if the driver is in a position where they cannot switch to manual driving in response to a request from the system in a highly automated driving mode (for example, if they continue to look away from the road outside the permissible area, or if signs of difficulty in driving are detected), the mode determination unit 144 uses a predetermined output unit that prompts the driver to grip the steering wheel via the HMI 30 or the occupant to prompt them to switch to manual driving. If the driver does not comply, the mode determination unit 144 pulls the vehicle M to the side of the road and gradually brings it to a stop, thereby stopping the automated driving. After stopping the automated driving, the vehicle M switches to a less automated driving mode, and the driver can start the vehicle M manually. The same applies to "stopping automated driving" below.

[0048] The driver state determination unit 146 monitors the driver's state for the above-mentioned mode change and determines whether the driver's state is appropriate for the task. For example, the driver state determination unit 146 analyzes the image captured by the driver monitor camera 60 to perform posture estimation processing and determines whether the driver is in a position where they cannot switch to manual driving in response to a request from the system. The driver state determination unit 146 also analyzes the image captured by the driver monitor camera 60 to perform gaze estimation processing and determines whether the driver is monitoring the road ahead.

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

[0050] The first vehicle control unit 160 controls the driving force output device 400, the brake device 410, and the steering device 420 so that the vehicle M passes through the target trajectory generated by the action plan generation unit 142 at the scheduled time. The first vehicle control unit 160 may also provide information on the target trajectory to the second control device 200 and control the driving force output device 400, the brake device 410, and the steering device 420 via the second control device 200. In addition, one or both of the functions of the first control unit 140 and the first vehicle control unit 160 may be performed by the second control device 200.

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

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

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

[0054] Returning to the explanation of Figure 1, camera 310 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. Camera 310 is mounted at any location on the vehicle M. Camera 310 periodically and repeatedly images the area around the vehicle M. Camera 10 may be a stereo camera.

[0055] The radar device 320 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to determine at least the position (distance and bearing) of the object. The radar device 320 can be mounted at any location on the vehicle M. The radar device 320 may also detect the position and velocity of the object using the FM-CW (Frequency Modulated Continuous Wave) method.

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

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

[0058] The second control unit 220 performs control to assist the driver's driving. The second control unit 220 generates a target trajectory for the vehicle M to travel in the future. The second control unit 220 may also perform autonomous driving of the vehicle M, similar to the first control unit 140. The processing performance of the first vehicle control unit 160 (first control device 100) is higher than that of the second control unit 220 (second control device 200). For example, the first control unit 140 is responsible for controlling a vehicle M with a high degree of automation, while the second control unit 220 is responsible for controlling a vehicle M with a relatively low degree of automation. For example, when the driver is monitoring the road ahead, the second control unit 220 performs driving assistance such as ACC (Adaptive Cruise Control) and LKAS (Lane Keeping Assist System). For example, the second control unit 220 performs automatic lane change control and lane diversion control to change the vehicle M from the main lane to a branch lane.

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

[0060] [Processes executed by the first control unit and the second control unit] Figure 3 shows an example of processing performed by the first control device 100 and the second control device 200. The example in Figure 4 shows control for the "highway driving load reduction function". When driving on a highway, the first control device 100 can perform functions such as lane keeping (LKAS), lane change (ALC), lane diversion (lane change to a branching / reverse lane), junction (JCT) passage function, and merging function, all of which reduce stress by reducing the driver's workload while driving. In this control, the first control device 100 generates a target trajectory TT that the vehicle M will travel in the future, and performs driving control so that the vehicle M travels along the generated target trajectory TT. By performing each of the above functions in this way, for example, with the lane keeping function, the occupants can take their hands off the steering wheel 72, and with the other functions, they can perform lane changes, lane diversion, JCT passage, and merging without anxiety. Furthermore, in the example shown in Figure 4, the second control device 200 can perform lane keeping, lane changing, and traffic separation functions, but does not perform JCT passing or merging functions. For each function of the second control device 200, for example, the occupants are notified of an inquiry about whether or not to perform the function, and the decision to perform the function is made based on the occupants' subsequent instructions. As described above, the driver's workload is reduced by the functions of the first control device 100 or the second control device 200.

[0061] [LIDAR unit] Figure 4 shows an example of the functional configuration of the LIDAR unit 20. The LIDAR unit 20 includes a sensor unit 21 and a control unit 26. The sensor unit 21 and the control unit 26 are powered by the power supply unit 78.

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

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

[0064] The control unit 26 is connected to the first communication line C1B. The first communication line C1B is a communication line to which a signal indicating that the vehicle M's ignition (IG) is ON is input. The trigger that outputs the signal indicating that the vehicle M's ignition (IG) is ON is, for example, the same as the trigger for the signal indicating that the vehicle M's ignition (IG) is ON on the sensor unit 21.

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

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

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

[0068] The control unit 26 comprises, for example, a processing unit 27 and a unit control unit 28. One or both of the processing unit 27 and the unit control unit 28 are realized by a hardware processor, such as a CPU, executing a program (software). These functional configurations may be realized by hardware (including circuitry) such as LSIs, ASICs, FPGAs, GPUs, and SOCs, or by the cooperation of software and hardware. The program may be stored in a storage device (a storage device with a non-transient storage medium) such as an HDD or flash memory of the control unit 26.

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

[0070] In the following explanation, we will assume, as an example, that the second communication line C2A is an LVDS communication line and the second communication line C2B is a CAN FD communication line.

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

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

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

[0074] (Termination conditions) The sensor control unit 24 terminates the operation of the sensor unit 21 when the following termination conditions are met. The termination conditions are that no predetermined signal related to the activation conditions is input, and at least one of (a) and (b) is satisfied. (a) indicates that a termination command signal was received from the control unit 26. (b) indicates that communication with the control unit 26 has been lost (meaning that communication using the second communication line C2A is not possible). A state that satisfies (a) or (b) is an example of a "state in which the second communication state is not normal".

[0075] (Operating status for each state) The sensor control unit 24 activates the sensor unit 21 when it receives an ignition ON signal (first signal). If it receives an ignition ON signal (first signal) or if the communication status of the second communication line C2A (second communication status) is normal, it continues to operate the sensor unit 21. If it does not receive an ignition ON signal (first signal) and the communication status of the second communication line C2A (second communication status) is not normal, it stops the operation of the sensor unit 21.

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

[0077] When the programs related to the sensor unit 21 and the control unit 26 (for example, the programs used for control) are updated, the programs stored in the control unit 26 are updated. In this case, the operation of the sensor unit 21 may be stopped, or it may be controlled to stop. For example, the unit control unit 28 or a device included in the vehicle system 1 may turn off the ignition so that the termination conditions are met in order to stop the operation of the sensor unit 21, and send a termination command signal to the sensor unit 21.

[0078] Figure 6 is a flowchart showing an example of the processing flow performed by the sensor control unit 24. This process is performed repeatedly at predetermined intervals. This process is performed after the sensor unit 21 is activated.

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

[0080] As described above, the sensor control unit 24 can appropriately control the operating state of the sensor unit 21 according to the communication status of the first communication line C1A and the second communication line C2A. For example, even if the ignition ON signal is interrupted or a problem occurs in the communication of the second communication line C2A, the sensor unit 21 of this embodiment will continue to operate without stopping, so the first control device 100 or the second control device 200 can appropriately control the vehicle M using the processing results of the sensor unit 21.

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

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

[0083] (Start condition) The unit control unit 28 starts the control unit 26 when the activation condition is met. The activation condition is that a predetermined signal is input to the unit control unit 28. The predetermined signal is either an ignition-on signal ("1") transmitted via the first communication line C1B, or a signal "1" (CAN NM=1, which is the CAN FD signal) transmitted via the second communication line C2B.

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

[0085] (Operating status for each state) The unit control unit 28 activates the control unit 26 (for example, the processing unit 27) when it receives an ignition ON signal (first signal). It also activates the control unit 26 when it receives an ignition ON signal (first signal) or when the first control device 100 (management control device) that controls the driving of the vehicle M connected to the second communication line C2B (second instruction line) receives a predetermined signal (CAN NM=1 signal: second signal) to the second communication line C2B (second instruction line). The unit control unit 28 continues to operate the control unit 26 when it receives an ignition ON signal or a predetermined signal (CAN NM=1 signal). It stops the operation of the control unit 26 when it does not receive an ignition ON signal or a predetermined signal (CAN NM=1 signal).

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

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

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

[0089] As described above, the unit control unit 28 can appropriately control the operating state of the control unit 26 according to the communication status of the first communication line C1B and the second communication line C2B. For example, even if the ignition ON signal is interrupted or a problem occurs in the communication of the second communication line C2B, the control unit 26 of this embodiment will continue to operate without stopping, so the first control device 100 or the second control device 200 can appropriately control the vehicle M using the processing results of the control unit 26.

[0090] [Timing Chart (1)] (Control unit (1)) Figure 9 is a timing chart (1) showing the transitions between the signal input state and the operating state of the control unit 26. In the following explanation, the signal input to the first communication line C1B is referred to as IG "1", and the signal input to the second communication line C2B is referred to as CAN NM "1". The operating state, when the control unit 26 is operating, is referred to as "1", and the stopped state, when it is stopped, is referred to as "0". The state in which the defect detection process is being executed is referred to as "1", and the state in which it is not being executed is referred to as "0". The defect detection process is a process in which the unit control unit 28 operates or stops the control unit 26 according to the signal input state (for example, the process in the flowchart of Figure 8).

[0091] When IG "1" is input, the control unit 26 activates. Subsequently, when CAN NM "1" is input, the defect detection process begins. Then, when IG becomes "0" and CAN NM becomes "0", the control unit 26 stops and the defect detection process ends.

[0092] (Control unit (2)) Figure 10 is a timing chart (2) showing the transition between the signal input state and the operating state of the control unit 26. The differences from Figure 9 will be explained in detail. Assume that after the defect detection process starts, IG becomes "0" from time Tx1 to Tx2. Even in this case, the control unit 26 maintains the operating state.

[0093] (Control unit (3)) Figure 11 is a timing chart (3) showing the transition between the signal input state and the operating state of the control unit 26. The differences from Figures 9 and 10 will be explained in detail. Assume that after the defect detection process starts, CAN NM becomes "0" between time Tx3 and Tx4. In this case as well, the control unit 26 maintains its operating state.

[0094] (Control unit (4)) Figure 12 is a timing chart (4) showing the transition between the signal input state and the operating state of the control unit 26. The differences from Figures 9-11 will be explained in detail. Assume that after the defect detection process starts, CAN NM becomes "0" from time Tx5 to Tx6, and IG becomes "0" from time Tx7 to Tx8 after time Tx6. The control unit 26 maintains its operating state from time Tx5 to time Tx8.

[0095] (Control unit (5)) Figure 13 is a timing chart (5) showing the transition between the signal input state and the operating state of the control unit 26. The differences from Figures 9-12 will be explained in detail. In Figure 12, IG "1" is not input, and the state is IG "0". When CAN NM "1" is input, the control unit 26 starts operating and the defect detection process begins. When CAN NM "0" is input, the operation of the control unit 26 stops and the defect detection process ends.

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

[0097] When IG "1" is input, the sensor unit 21 activates. Subsequently, if IG becomes "0" and the communication status becomes "1", indicating an abnormality, the sensor unit 21 stops.

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

[0099] (Sensor unit (3)) Figure 16 is a timing chart (3) showing the transition between the signal input state and the operating state of the sensor unit 21. The differences from Figures 14 and 15 will be explained in detail. In Figure 16, the sensor unit 21 can be in one of three states: operating, idle, or stopped. The idle state is when the sensor unit 21 is not performing any processing, but only the power is on. After the sensor unit 21 has started operating, if the communication state becomes abnormal state "1" at time Tx13, the sensor unit 21 transitions to the idle state. Then, at time Tx14, if IG becomes "0", the operation of the sensor unit 21 stops.

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

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

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

[0103] Although embodiments for carrying out the present invention have been described above using examples, the present invention is not limited in any way to these embodiments, and various modifications and substitutions can be made without departing from the spirit of the present invention. [Explanation of Symbols]

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

Claims

1. A LIDAR unit comprising a sensor unit and a control unit for controlling the sensor unit, A first instruction line is connected to the sensor unit. The sensor unit and the control unit are connected by a second instruction line. A third instruction line is connected to the control unit. The control unit can be connected via a fourth instruction line to a management control unit that controls the driving of the vehicle equipped with the LIDAR unit. The input state of the first signal indicating that the vehicle's power supply system has been activated on the first instruction line, The first communication state of the first instruction line, and The second communication state of the second instruction line is acquired, The sensor unit is kept activated when the first signal is input in the first communication state, or when the second communication state is normal. If the first signal is not input and the second communication state is not normal, the operation of the sensor unit is stopped. The input state of the third signal indicating that the vehicle's power supply system has been started in the third instruction line connected to the control unit, and The input state of the fourth signal relating to the communication state in the fourth instruction line connected to the control unit and the management control unit is acquired. If the third signal or the fourth signal is input, the control unit is kept in operation. If the third signal is not input and the fourth signal is not input, the operation of the control unit is stopped. Vehicle control system.

2. When the first signal is input, the sensor unit is activated. The vehicle control device according to claim 1.

3. When a program relating to the sensor unit and the control unit, which is stored in the control unit, is updated, the program stored in the control unit is updated. The aforementioned sensor unit is not activated. The vehicle control device according to claim 1.

4. If the third signal is input, or if the fourth signal is input to the fourth instruction line, the control unit is activated. The vehicle control device according to claim 1.

5. comprising a sensor unit and a control unit for controlling the sensor unit, A first instruction line is connected to the sensor unit. The sensor unit and the control unit are connected by a second instruction line. A third instruction line is connected to the control unit. The control unit is connected via a fourth instruction line to a management control unit that controls the driving of a vehicle equipped with a LiDAR unit, and the computer of the sensor part of the LiDAR unit is The input state of the first signal indicating that the vehicle's power supply system has been activated on the first instruction line, The first communication state of the first instruction line, and The second communication state of the second instruction line is acquired, The sensor unit is kept activated when the first signal is input in the first communication state, or when the second communication state is normal. If the first signal is not input and the second communication state is not normal, the operation of the sensor unit is stopped. The computer of the control unit of the LIDAR unit The input state of the third signal indicating that the vehicle's power supply system has been started in the third instruction line connected to the control unit, and The input state of the fourth signal relating to the communication state in the fourth instruction line connected to the control unit and the management control unit is acquired. If the third signal or the fourth signal is input, the control unit is kept in operation. If the third signal is not input and the fourth signal is not input, the operation of the control unit is stopped. Vehicle control method.

6. comprising a sensor unit and a control unit for controlling the sensor unit, A first instruction line is connected to the sensor unit. The sensor unit and the control unit are connected by a second instruction line. A third instruction line is connected to the control unit. The control unit is connected via a fourth instruction line to a management control unit that controls the driving of a vehicle equipped with a LiDAR unit, and the computer of the sensor part of the LiDAR unit is The input state of the first signal indicating that the vehicle's power supply system has been activated on the first instruction line, The first communication state of the first instruction line, and A process for acquiring the second communication state of the second instruction line, A process to maintain the sensor unit in an activated state when the first signal is input in the first communication state, or when the second communication state is normal, A process to stop the operation of the sensor unit when the first signal is not input and the second communication state is not normal, The computer of the control unit of the LIDAR unit The input state of the third signal indicating that the vehicle's power supply system has been started in the third instruction line connected to the control unit, and A process for acquiring the input state of a fourth signal relating to the communication state in the fourth instruction line connected to the control unit and the management control unit, If the third signal or the fourth signal is input, the process of maintaining the control unit in an activated state, If the third signal is not input and the fourth signal is not input, the operation of the control unit is stopped. A program to execute.

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