阅读说明：本技术 车辆用控制系统 (Vehicle control system ) 是由 川原聪 于 2021-03-05 设计创作，主要内容包括：本发明提供一种车辆用控制系统,用于在车辆用控制系统的冗余构造中抑制部件个数的增加。车辆用控制系统(10)的驾驶辅助控制部(89)进行控制车辆(12)的至少制动的驾驶辅助。自动驾驶控制部(91)以进行车辆(12)的自动驾驶的方式进行控制。第1装置至少在车辆(12)的驾驶辅助执行时被使用。第2装置至少在车辆(12)的自动驾驶执行时被使用。而且,功能部由具有同一功能的第1装置与第2装置构成,并与驾驶辅助控制部(89)以及自动驾驶控制部(91)连结为能够通信。(The invention provides a vehicle control system for suppressing an increase in the number of components in a redundant structure of the vehicle control system. A driving support control unit (89) of a vehicle control system (10) performs driving support for controlling at least braking of a vehicle (12). An automatic driving control unit (91) controls automatic driving of the vehicle (12). The 1 st device is used at least when driving assistance of a vehicle (12) is performed. The 2 nd device is used at least when automatic driving of the vehicle (12) is performed. The function unit is composed of a 1 st device and a 2 nd device having the same function, and is connected to the driving support control unit (89) and the automatic driving control unit (91) so as to be able to communicate with each other.)

1. A control system for a vehicle, comprising:

a driving assistance control unit that performs driving assistance for performing at least braking control of the vehicle;

an automatic driving control unit that performs automatic driving of the vehicle;

a 1 st device that is used at least when driving assistance of the vehicle is performed;

a 2 nd device that is used at least when automatic driving of the vehicle is performed; and

and a function unit configured by the 1 st device and the 2 nd device having the same function, and connected to the driving support control unit and the automatic driving control unit so as to be communicable.

2. The control system for a vehicle according to claim 1,

the 1 st device is connected to the driving assistance control unit so as to be able to communicate,

the 2 nd device is connected to the automatic driving control portion so as to be able to communicate,

the 1 st device is also connected to the automatic driving control unit so as to be communicable.

3. The control system for a vehicle according to claim 2,

the 2 nd device is also connected to the driving assistance control unit so as to be able to communicate.

4. The control system for a vehicle according to claim 2 or 3,

the automatic driving control unit communicates with the 1 st device when there is an abnormality in communication with the 2 nd device.

5. The control system for a vehicle according to any one of claims 1 to 4,

the driving support control unit and the 1 st device are supplied with electric power from a main power supply unit, and the automatic driving control unit and the 2 nd device are supplied with electric power from a sub power supply unit.

6. The control system for a vehicle according to claim 5,

the main power supply unit is set to have a larger power capacity than the sub power supply unit.

7. The control system for a vehicle according to claim 5 or 6,

the vehicle control system includes a 3 rd device that is used only when the vehicle is automatically driven, is connected to the automatic drive control unit so as to be able to communicate with the main power supply unit, and is connected to the 3 rd device.

8. The control system for a vehicle according to claim 7,

the 3 rd device is at least one of an occupant monitoring device that monitors an occupant, a vehicle side lidar that detects peripheral information on a side of the vehicle, and a vehicle rear lidar that detects peripheral information on a rear side of the vehicle.

Technical Field

The present disclosure relates to a control system for a vehicle.

Background

For example, international publication No. 2018/154860 discloses a technique relating to a vehicle control system. The vehicle control system includes an automatic driving control device for performing automatic driving of the vehicle and a driving assistance control device for performing driving assistance during manual driving of the vehicle.

However, in case the automatic driving control device disclosed in international publication No. 2018/154860, and various sensors and brake mechanisms necessary for automatic driving are not operated due to a failure or the like, it is conceivable to provide a redundant structure. Accordingly, the weight, mounting space, and power consumption increase, and thus the above-described conventional techniques have room for improvement in this respect.

Disclosure of Invention

The present disclosure obtains a vehicle control system capable of suppressing an increase in the number of components in a redundant structure.

The vehicle control system of claim 1 includes: a driving assistance control unit that performs driving assistance for performing at least braking control of the vehicle; an automatic driving control unit that performs automatic driving of the vehicle; a 1 st device used at least when driving assistance of the vehicle is performed; a 2 nd device used at least when the automatic driving of the vehicle is performed; and a function unit configured by the 1 st device and the 2 nd device having the same function, and connected to the driving support control unit and the automatic driving control unit so as to be communicable.

According to the 1 st aspect, the vehicle control system includes a driving support control unit, an automatic driving control unit, a 1 st device, a 2 nd device, and a functional unit. The driving assistance control unit performs driving assistance of at least braking control of the vehicle. The automatic driving control unit controls the automatic driving of the vehicle. The 1 st device is used at least when driving assistance of the vehicle is performed. The 2 nd device is used at least when automatic driving of the vehicle is performed. The function unit is configured by a 1 st device and a 2 nd device having the same function, and is connected to the driving support control unit and the automatic driving control unit so as to be able to communicate with each other. Here, as an example, the 1 st device and the 2 nd device having the same function, the stereo camera having the vehicle front monitoring function and used at the time of driving assistance execution corresponds to the 1 st device, and the front lidar having the vehicle front monitoring function having the same function as the stereo camera and used at the time of automatic driving execution corresponds to the 2 nd device. In addition, when an abnormality occurs in either one of the 1 st device and the 2 nd device constituting the functional unit, the other of the 1 st device and the 2 nd device constituting the same functional unit can be used. Therefore, it is possible to perform automatic driving or driving assistance of the vehicle without providing a redundant structure for each device that performs automatic driving and each device that performs driving assistance.

Here, "the same function" is not limited to the exact same function, and includes a case where the range, the region, and the degree of realizing the function are slightly different.

The vehicle control system according to claim 2 is provided as defined in claim 1, wherein the 1 st device is communicably connected to the driving support control unit, the 2 nd device is communicably connected to the automatic driving control unit, and the 1 st device is further communicably connected to the automatic driving control unit.

According to the 2 nd aspect, the 1 st device is connected to the driving assistance control unit so as to be able to communicate. On the other hand, the 2 nd device is connected to the automatic driving control unit so as to be able to communicate with it. The 1 st device is connected to the automatic driving control unit so as to be able to communicate with the automatic driving control unit. Therefore, when the automatic driving control unit communicates not only with the 2 nd device but also with the 1 st device used during the driving assistance execution, the automatic driving using the 1 st device is enabled. That is, the 1 st device can be a spare device for the 2 nd device.

The vehicle control system according to claim 3 is based on claim 2, and provides that the 2 nd device is further connected to the driving support control unit so as to be able to communicate with the driving support control unit.

According to the 3 rd aspect, since the 2 nd device is connected to the driving assistance control unit so as to be able to communicate with each other, the driving assistance control unit can communicate with not only the 1 st device but also the 2 nd device used at the time of performing automatic driving during driving assistance of the vehicle, thereby enabling driving assistance using the 2 nd device as well. That is, the 2 nd device can be a spare device of the 1 st device.

The vehicle control system according to claim 4 is the control system according to claim 2 or 3, wherein the automated driving control unit communicates with the 1 st device when there is an abnormality in communication with the 2 nd device.

According to the 4 th aspect, the vehicle can be controlled by the 1 st device by communicating the automatic driving control unit with the 1 st device used at the time of driving assistance execution when there is an abnormality in communication with the 2 nd device. That is, even if an abnormality occurs in the 2 nd device during autonomous driving, it is possible to prevent the vehicle from immediately becoming uncontrollable.

Here, the "abnormality" includes not only a state in which communication with various devices such as the 2 nd device is not possible, but also a failure of the various devices themselves, a state in which power is not supplied to the various devices, and the like.

A vehicle control system according to claim 5 is provided as well as any one of claims 1 to 4, wherein the driving support control unit and the 1 st device are supplied with electric power from a main power supply unit, and the automatic driving control unit and the 2 nd device are supplied with electric power from a sub power supply unit.

According to the 5 th aspect, the driving support control unit and the 1 st device are supplied with power from the main power supply unit. On the other hand, the automatic driving control unit and the 2 nd device are supplied with electric power from the sub power supply unit. Therefore, even if there is an abnormality in either one of the main power supply unit and the sub power supply unit, the vehicle can be controlled by the automatic driving control unit and the 2 nd device or the driving support control unit and the 1 st device to which power is supplied from the other.

The vehicle control system according to claim 6 is provided as well as any one of claims 1 to 5, wherein the main power supply unit is set to have a larger electric power capacity than the sub power supply unit.

According to the 6 th aspect, since the main power supply unit is set to have a larger power capacity than the sub power supply unit, the sub power supply unit can be downsized. Therefore, the mounting space on the vehicle can be reduced as compared with the case where the main power supply unit and the sub power supply unit are set to have the same power capacity.

The vehicle control system according to claim 7 is provided with the 3 rd device that is used only during automated driving of the vehicle, is connected to the automated driving control unit so as to be able to communicate with the main power supply unit, and is connected to any one of the 1 st to 6 th aspects.

According to the 7 th aspect, there is provided the 3 rd device used only during execution of automated driving, and the 3 rd device is connected to the automated driving control unit so as to be able to communicate and is connected to the main power supply unit. That is, the 3 rd device is not necessarily used in an emergency where automatic driving is not performed in general, such as when an abnormality occurs, and therefore, the necessity of providing a redundant structure is low. By connecting the 3 rd device to the main power supply unit, the electric power supplied from the sub power supply unit can be further reduced. That is, the sub power supply unit can be further miniaturized.

The vehicle control system according to claim 8 is the vehicle control system according to claim 7, wherein the 3 rd device is at least one of an occupant monitoring device that monitors an occupant, a vehicle side lidar that detects peripheral information on a side of the vehicle, and a vehicle rear lidar that detects peripheral information on a rear side of the vehicle.

According to the 8 th aspect, the 3 rd device is at least one of an occupant monitoring device that monitors an occupant, a vehicle side lidar that detects peripheral information on a side of the vehicle, and a vehicle rear lidar that detects peripheral information on a side of the vehicle. In an emergency such as an emergency where automatic driving is not performed in general, such as when an abnormality occurs, it is not necessary to use any of these devices. Therefore, by connecting these devices to the main power supply unit, the electric power supplied from the sub power supply unit can be further reduced.

The vehicle control system according to claim 1 has an excellent effect of suppressing an increase in the number of components in the redundant structure.

The vehicle control system according to claim 2 has an excellent effect of being able to improve redundancy during automatic driving

The vehicle control system according to claim 3 has an excellent effect of being able to improve redundancy during driving assistance.

The vehicle control system according to claim 4 has an excellent effect of improving safety during automatic driving.

The vehicle control system according to claim 5 has an excellent effect of being able to improve redundancy during automatic driving and during driving assistance.

The vehicle control systems according to the 6 th to 8 th aspects have an excellent effect of improving the degree of freedom in design.

Drawings

Exemplary embodiments of the present invention will be described in detail based on the following drawings, in which:

fig. 1 is a schematic perspective view showing a vehicle including a vehicle control system according to an embodiment;

fig. 2 is a block diagram showing a hardware configuration of an in-vehicle device in the vehicle control system according to the embodiment;

fig. 3 is a block diagram showing a hardware configuration of a control ECU in the vehicle control system according to the embodiment;

fig. 4 is a block diagram showing a hardware configuration of a control integrated converter in the vehicle control system according to the embodiment;

fig. 5 is a block diagram showing a functional configuration of a vehicle control system according to an embodiment;

fig. 6 is a flowchart showing a flow of processing when an abnormality occurs in the vehicle control system according to the embodiment.

Detailed Description

A vehicle control system 10 according to the present embodiment will be described with reference to fig. 1 to 6. In the drawings, arrow FR and arrow UP, which are appropriately denoted, respectively indicate the front direction and the upward direction of the vehicle. The dimensional scale of the drawings is exaggerated for convenience of explanation, and may be different from the actual scale.

(Overall Structure)

As shown in fig. 1, a vehicle 12 to which a vehicle control system 10 is applied is a vehicle equipped with a driving assistance system 14, an autonomous driving system 16, a main power supply device 18, and a secondary power supply device 20, and can realize manual driving by an occupant and automatic driving by control of the autonomous driving system 16, as an example. In the manual driving by the occupant, the driving assistance system 14 controls steering and braking of the vehicle 12 as driving assistance in accordance with the situation in front of the vehicle and the like.

(Driving assistance System)

As shown in fig. 2, the driving assistance system 14 is constituted by a plurality of devices. Specifically, the vehicle Control system includes a Control ecu (electrical Control unit)22, a millimeter wave radar 24, a stereo camera 26, a panoramic monitoring system (hereinafter, referred to as "PVM") 28, an acceleration sensor 30, a 1 st brake unit 32, a 1 st electric power steering unit 34, a multi-information display unit (hereinafter, referred to as "MID") 36, a 1 st buzzer 38, an electric parking brake unit (hereinafter, referred to as "EPB") 40, and a central gateway (hereinafter, referred to as "CGW") 42.

As shown in fig. 3, control ECU22 includes an internal cpu (central Processing unit)44, a rom (read Only memory)46, a ram (random Access memory)48, a memory 50, and a communication interface 52. The respective structures are connected via a bus 54 so as to be able to communicate with each other.

The CPU44 as a processor is a central processing unit and executes various programs to control the respective units. That is, the CPU44 reads out a program from the ROM46 as a memory or the memory 50 as a memory, and executes the program with the RAM48 as a work area. The CPU44 performs control of the above-described configurations and various arithmetic processes in accordance with programs recorded in the ROM46 or the memory 50. In the present embodiment, the ROM46 or the memory 50 stores a driving assistance program that performs driving assistance including assistance of steering, braking, driving control, and the like when the vehicle 12 is manually driven by the occupant.

The ROM46 stores various programs and various data. The RAM48 serves as a work area for temporarily storing programs or data. The storage 50 is formed of an hdd (hard Disk drive) or an ssd (solid State drive), and stores various programs including an operating system and various data.

The communication interface 52 is an interface for the control ECU22 to communicate with other devices, and for example, standards such as ethernet (registered trademark) and CAN may be used.

As shown in fig. 2, the millimeter wave radar 24 is a sensor that detects surrounding information relating to the environment around the vehicle 12, and detects a road ahead of the vehicle 12, surrounding obstacles, and the like by emitting probe waves into a predetermined range and receiving reflected waves.

The stereo camera 26 is a sensor that detects peripheral information relating to the environment around the vehicle 12, is provided on the indoor side of the upper portion of the windshield, not shown, of the vehicle 12, and captures an image of the external state of the vehicle 12 to acquire image information. The stereo camera 26 has two imaging units arranged to reproduce binocular parallax, and image information acquired by these imaging units includes information in the depth direction.

The PVM28 is a sensor for detecting peripheral information relating to the environment around the vehicle 12, and includes a plurality of imaging units, not shown, provided at the front, rear, and side of the vehicle 12, respectively, a control unit, not shown, connected to the imaging units, and a display unit, not shown, connected to the control unit. For example, the PVM28 synthesizes image information acquired by the plurality of imaging units and causes the display unit to display an omnidirectional image centered on the vehicle 12.

The acceleration sensor 30 is a sensor that detects information about the state of the vehicle 12, and detects the acceleration of the vehicle 12.

The 1 st brake unit 32 is a device that brakes the vehicle 12, and brakes wheels, not shown, of the vehicle 12. Further, the 1 st brake unit 32 is provided with a wheel speed sensor, not shown.

The 1 st electric power steering unit 34 is a device that performs steering of the vehicle 12, and assists steering and steering itself by operating a steering gear box, not shown.

The MID36 is a device that presents information to the occupant, and displays various kinds of information on a display unit, not shown, provided in the vehicle compartment.

The 1 st buzzer 38 is a device for presenting information to the occupant, and sounds a buzzer, not shown, provided in the vehicle compartment to call the occupant's attention.

The EPB40 is a device for maintaining the stopped state of the vehicle 12, and operates and releases a parking brake provided in the vehicle 12 by electric power.

CGW42 is a relay device of the in-vehicle network, and relays communication frames to a plurality of buses, not shown, connected to various devices of vehicle 12.

(automatic driving system)

The automatic driving system 16 is constituted by a plurality of devices. Specifically, the vehicle control system includes a control ECU22, a front laser radar 58, a telescopic camera 60, a positioning camera 62, a map information storage unit 64, a 2 nd brake unit 66, a 2 nd electric power steering unit 68, an alarm indicator 70, a 2 nd buzzer 72, a transmission unit 74, an ethernet switch (hereinafter referred to as "ESW") 76, a rear side laser radar 78 serving as a vehicle side laser radar and a vehicle rear laser radar, and a driver monitoring camera (hereinafter referred to as "DMC") 80 serving as an occupant monitoring device.

An automatic driving program for automatically driving the vehicle 12 is stored in the ROM46 or the memory 50 of the control ECU 22.

The front laser radar 58 is a sensor that detects peripheral information relating to the environment around the vehicle 12, and detects an obstacle or the like around the vehicle by scanning a predetermined range centered on the vehicle front side with laser light in the infrared region.

The telescopic camera 60 is a sensor that detects peripheral information relating to the environment around the vehicle 12, and captures an image of the external state of the vehicle 12 to acquire image information and detect the peripheral information. The telescopic camera 60 detects peripheral information different from the stereo camera 26.

The positioning camera 62 is a sensor that detects peripheral information relating to the environment around the vehicle 12, and captures an image of the external situation of the vehicle 12 to acquire image information, and detects the peripheral information by comparing the image information with map information registered in advance in a map information storage unit 64 described later. The positioning camera 62 detects peripheral information different from the stereo camera 26 and the telescopic camera 60 described above.

The map information storage unit 64 is a device that detects information related to the state of the vehicle 12, and detects position information and movement information of the vehicle 12 with respect to map information registered in advance.

The 2 nd brake unit 66 is a device that brakes the vehicle 12, and brakes wheels, not shown, of the vehicle 12 in the same manner as the 1 st brake unit 32. Further, the 1 st brake unit 32 and the 2 nd brake unit 66 are provided in one frame.

The 2 nd electric power steering unit 68 is a device for performing steering of the vehicle 12, and assists steering and steering itself by operating a steering gear box, not shown, in the same manner as the 1 st electric power steering unit 34. The 1 st electric power steering unit 34 and the 2 nd electric power steering unit 68 are provided in one housing.

The warning indicator 70 is a device for presenting information to the occupant, and displays various information on an instrument panel, not shown, provided in the vehicle compartment, as an example.

The 2 nd buzzer 72 is a device for presenting information to the passenger, and sounds a buzzer, not shown, provided in the vehicle compartment to call the attention of the passenger, in the same manner as the 1 st buzzer 38.

The transmission unit 74 is a device that controls the driving of the vehicle, and can change the gear position by a fly-by-wire (fly-by-wire) method.

The ESW76 is a relay device of the in-vehicle network, and relays communication frames to a network related to a plurality of ethernet networks, not shown, connected to various devices of the vehicle 12.

The rear-side laser radar 78 is a sensor that detects peripheral information relating to the environment around the vehicle 12, and detects an obstacle or the like around the vehicle by scanning a predetermined range centered on the rear side and the side of the vehicle with laser light in the infrared region.

The DMC80 is a sensor for monitoring the state of an occupant in the vehicle, is provided on the upper portion of an instrument panel, not shown, of the vehicle 12, and captures an image of the occupant's face to acquire image information.

(Main Power supply device)

The main power supply device 18 has a main battery 84 and a 1 st converter 86. As an example, the main battery 84 is a power supply source to a driving mechanism and a part of devices (details will be described later) of the vehicle 12.

The 1 st converter 86 is electrically connected to the main battery 84, steps down the voltage of the current from the main battery 84, and then supplies the current to each device.

(auxiliary power supply device)

The secondary power supply device 20 has a secondary battery 88 and a control integration converter 90. The sub-battery 88 is a power supply source to a part of the devices (details will be described later) of the vehicle 12. Further, the electric power capacity of the sub-battery 88 is set smaller than the electric power capacity of the main battery 84.

The control integrated converter 90 is electrically connected to the sub-battery 88 and the main power supply device 18 as shown in fig. 2, and includes a CPU44, a ROM92, a RAM48, a memory 94, a rectifier circuit 96, and a cutoff device 98 as shown in fig. 4. The respective structures are connected via a bus 54 so as to be able to communicate with each other.

The CPU44 serving as a processor performs control and various arithmetic processes of the above-described configurations in accordance with programs recorded in the ROM92 serving as a memory or the memory 94 serving as a memory. In the present embodiment, the ROM92 or the memory 94 stores an abnormal-time power control program for controlling the supply of power when an abnormality occurs in the main power supply device 18 and the sub-power supply device 20.

The ROM92 stores various programs and various data. The RAM48 temporarily stores programs or data as a work area. The storage 94 is constituted by an HDD or SSD, and stores various programs including an operating system and various data.

The rectifying circuit 96 performs voltage reduction of the voltage of the current from the sub-battery. The blocking device 98 can release the electrical connection between the main power supply device 18 and the control integrated converter 90 and further between the main power supply device and the sub power supply device 20.

(functional Structure)

When the above-described driving assistance program, the automatic driving program, and the abnormal-time power control program are executed, the vehicle control system 10 uses the above-described hardware resources to implement various functions. A functional configuration realized by the vehicle control system 10 will be described.

Fig. 5 is a block diagram showing a functional configuration of the vehicle control system 10.

As shown in fig. 5, the vehicle control system 10 includes, as functional configurations, a driving support control unit 89, an automatic driving control unit 91, a main power supply unit 93, a sub power supply unit 95, a vehicle control unit 116, a power supply control unit 118, a front recognition unit 100 as a plurality of functional units, a vehicle information acquisition unit 102, a brake control unit 104, a steering control unit 106, an interface unit 108, a parking control unit 110, a communication control unit 112, and an automatic driving monitoring unit 114. Each functional configuration is realized by the CPU44 of the control ECU22 reading and executing a driving assistance program, an automatic driving program, and an abnormal-state power control program stored in the ROM46 or the memory 50 (see fig. 2).

The driving assistance control unit 89 acquires information on the front side or the traveling path of the vehicle 12 during manual driving by the occupant, and determines whether or not there is a possibility of collision between the vehicle 12 and an obstacle or the like based on the information. When there is a possibility of collision, a warning is issued to the occupant, and at least one of steering and braking is controlled as necessary to perform a collision avoidance operation.

The automated driving control unit 91 acquires information on the periphery of the vehicle 12, information on the position and traveling route of the vehicle 12, and performs automated driving by controlling driving, steering, and braking.

The main power supply unit 93 supplies electric power to the control ECU22, the millimeter wave radar 24, the stereo camera 26, the PVM28, the acceleration sensor 30, the 1 st brake unit 32, the 1 st electric power steering unit 34, the MID36, the 1 st buzzer 38, the EPB40, and the CGW42 (hereinafter, these devices may be collectively referred to as "the 1 st device") as the 1 st device through the main power supply device 18. The main power supply unit 93 supplies electric power to the rear-lateral laser radar 78 and the DMC80 (hereinafter, these devices may be collectively referred to as "3 rd device") as the 3 rd device via the main power supply device 18.

The sub-power supply unit 95 supplies electric power to the control ECU22, the front laser radar 58, the telescopic camera 60, the positioning camera 62, the map information storage unit 64, the 2 nd brake unit 66, the 2 nd electric power steering unit 68, the warning indicator 70, the 2 nd buzzer 72, the transmission unit 74, and the ESW76 (hereinafter, these devices may be collectively referred to as "the 2 nd device") as the 2 nd device through the sub-power supply device 20.

The front recognition unit 100 is configured by a plurality of devices having a function of detecting the surrounding information relating to the environment around the vehicle 12. That is, the front information relating to the front of the vehicle 12 and the state of the running path is detected by the millimeter wave radar 24, the stereo camera 26, the PVM28, the front laser radar 58, the telescopic camera 60, the positioning camera 62, and the map information storage unit 64. The 1 st devices in the front recognition unit 100 are the millimeter wave radar 24, the stereo camera 26, and the PVM 28. On the other hand, the 2 nd devices in the front recognition unit 100 are a front laser radar 58, a telescopic camera 60, a positioning camera 62, and a map information storage unit 64.

The vehicle information acquisition unit 102 is configured by a plurality of devices having a function of detecting information related to the state of the vehicle 12. That is, the information on the state of the vehicle 12 is detected by the acceleration sensor 30, the map information storage unit 64, and the 1 st brake unit 32. The 1 st device in the vehicle information acquisition unit 102 is the acceleration sensor 30 and the 1 st brake unit 32. On the other hand, the 2 nd device in the vehicle information acquisition unit 102 is the map information storage unit 64.

The brake control unit 104 is configured by a plurality of devices having a function of braking the vehicle 12. That is, the braking of the vehicle 12 is controlled by the 1 st brake unit 32 and the 2 nd brake unit 66. Further, the 1 st device in the brake control section 104 is the 1 st brake unit 32. On the other hand, the 2 nd device in the brake control section 104 is the 2 nd brake unit 66.

The steering control unit 106 is configured by a plurality of devices having a function of performing steering of the vehicle 12. That is, the 1 st electric power steering unit 34 and the 2 nd electric power steering unit 68 control the steering operation of the vehicle 12. The 1 st device in the steering control unit 106 is the 1 st electric power steering unit 34. On the other hand, the 2 nd device in the steering control section 106 is the 2 nd electric power steering unit 68.

The interface unit 108 is configured by a plurality of devices having a function of presenting information to the occupant. That is, the information of the vehicle 12 is presented to the occupant through the MID36, the 1 st buzzer 38, the warning indicator 70, and the 2 nd buzzer 72. The 1 st device of the interface unit 108 is the MID36 and the 1 st buzzer 38. On the other hand, the 2 nd devices of the interface unit 108 are the alarm indicator 70 and the 2 nd buzzer 72.

The parking control unit 110 is configured by a plurality of devices capable of maintaining the parking state of the vehicle 12. That is, the EPB40 and the transmission unit 74 control the maintenance of the stopped state of the vehicle 12. The 1 st device of the parking control unit 110 is EPB 40. On the other hand, the 2 nd device of the parking control section 110 is the transmission unit 74.

The communication control unit 112 is configured by a plurality of devices having a relay function of the in-vehicle network. That is, the CGW42 and the ESW76 control communication of the in-vehicle network. The 1 st device of the communication control unit 112 is CGW 42. On the other hand, the 2 nd device of the communication control unit 112 is ESW 76.

The automated driving monitoring unit 114 is configured by a plurality of devices used only during automated driving. That is, information required for autonomous driving of the autonomous driving system 16 is acquired by the rear-lateral laser radar 78 and the DMC 80. The automatic driving monitoring unit 114 is composed of the 3 rd device, i.e., the rear-lateral laser radar 78 and the DMC 80.

The vehicle control unit 116 controls the driving, steering, braking, and the like of the vehicle 12 at the time of driving assistance and at the time of automatic driving by controlling the ECU 22. The control ECU22 constituting the vehicle control unit 116 is electrically connected to the main power supply device 18 and the sub power supply device 20, respectively.

The power supply control unit 118 supplies electric power to the 1 st, 2 nd, and 3 rd devices through the main power supply device 18 and the sub power supply device 20. When an abnormality occurs in either one of the main power supply device 18 and the sub power supply device 20 due to grounding or the like, the power supply control unit 118 releases the electrical connection on the side where the abnormality occurs.

(treatment procedure)

Next, the operation of the vehicle control system 10 will be described. Fig. 6 is a flowchart showing a flow of the operation of the vehicle control system 10. The CPU44 reads out the driving assistance program, the automatic driving program, and the abnormal-state power control program stored in the ROMs 46, 92 or the memories 50, 94, and develops and executes them in the RAM48, thereby performing various controls of the vehicle 12.

The CPU44 determines whether or not an abnormality has occurred in the main power supply device 18 or the sub power supply device 20 (step S100). When an abnormality occurs in the main power supply device 18 or the sub-power supply device 20 (yes in step S100), the CPU44 releases the connection with the power supply device on the side where the abnormality occurs (step S102). On the other hand, if no abnormality occurs in the main power supply device 18 or the sub power supply device 20 (no in step S100), the CPU44 determines whether or not an abnormality occurs in the plurality of devices constituting the automated driving system 16 and the driving assistance system 14 (step S104). If no abnormality occurs in the apparatus (no in step S104), the CPU44 proceeds to the process of step S108 described later. When an abnormality occurs in the device (yes in step S104), the CPU44 switches to use another device in the same functional section as the device in which the abnormality occurs (step S106).

The CPU44 determines whether the occupant desires to perform the automated driving (switching to the automated driving mode) (step S108). When it is not desired to switch to the automatic driving mode (no in step S108), the CPU44 determines whether or not the driving assistance can be executed, based on the states of the 1 st device, the 2 nd device, the main power supply device 18, and the sub power supply device 20 (step S114). If the driving assistance can be performed (yes in step S114), the CPU44 performs the driving assistance (step S116), and then returns to the processing of step S100.

When the driving assistance cannot be performed due to an abnormality in at least one of the 1 st device, the 2 nd device, the main power supply device 18, and the subsidiary power supply device 20 (no in step S114), the CPU44 permits only the manual driving (step S117), and then ends the processing by the driving assistance program, the automatic driving program, and the abnormal-state power control program.

On the other hand, when it is desired to switch to the automatic driving mode (yes in step S108), the CPU44 determines whether or not switching to the automatic driving mode is possible, based on the states of the 1 st device, the 2 nd device, the 3 rd device, the main power supply device 18, and the sub power supply device 20 (step S110). In the case where the automatic driving can be performed (yes in step S110), the CPU44 performs the automatic driving (step S112), and then returns to the processing of step S100.

When the automated driving cannot be executed due to an abnormality in at least one of the 1 st device, the 2 nd device, the 3 rd device, the main power supply device 18, and the subsidiary power supply device 20 (no in step S110), the CPU44 determines whether or not the driving assistance can be executed (step S118). When the driving assistance can be executed (yes in step S118), the CPU44 operates one of the 1 st buzzer 38 and the 2 nd buzzer 72 (step S126) to notify the occupant of the operation and switches to execution of the driving assistance (step S128). The CPU44 determines whether or not the switching of the drive assist is completed by detection of an operation by the occupant or the like (step S130). If the switching to the execution of the driving assistance is not completed (no in step S130), the CPU44 returns to the process in step S126. On the other hand, when the switching to the execution of the driving assistance is completed (yes in step S130), the CPU44 ends the processing based on the driving assistance program, the automatic driving program, and the abnormal-state power control program.

On the other hand, when the driving assistance cannot be performed (no in step S118), the CPU44 operates one of the 1 st buzzer 38 and the 2 nd buzzer 72 that is operable (step S120), reports to the occupant, and switches to the manual driving (step S122). The CPU44 determines whether or not the execution of the manual driving has been switched by detection of the operation of the occupant or the like (step S124). If the switching to the manual driving is not completed (no in step S124), the CPU44 returns to the process in step S120. On the other hand, when the switching to the manual driving is completed (yes in step S124), the CPU44 ends the processing by the driving assistance program, the automatic driving program, and the abnormal-state power control program.

Next, the operation and effect of the present embodiment will be described.

In the present embodiment, as shown in fig. 2 and 5, the vehicle control system 10 includes a driving support control unit 89, an automatic driving control unit 91, a 1 st device, a 2 nd device, and a functional unit. The driving assistance control unit 89 performs driving assistance of at least braking control of the vehicle 12. The automated driving control unit 91 controls the automated driving of the vehicle 12. The 1 st device is used at least when driving assistance of the vehicle 12 is performed. The 2 nd device is used at least when automated driving of the vehicle 12 is performed. The function unit is constituted by the 1 st device and the 2 nd device having the same function, and is connected to the driving support control unit 89 and the automatic driving control unit 91 so as to be able to communicate with each other. Here, as an example, the 1 st device and the 2 nd device having the same function, the stereo camera 26 having the vehicle front monitoring function and used at the time of the driving assistance execution corresponds to the 1 st device, and the front laser radar 58 having the vehicle front monitoring function which is the same function as the stereo camera 26 and used at the time of the automatic driving execution corresponds to the 2 nd device. In addition, when an abnormality occurs in either one of the 1 st device and the 2 nd device constituting the functional unit, the other one of the 1 st device and the 2 nd device constituting the same functional unit can be used. Therefore, it is possible to perform automatic driving or driving assistance of the vehicle without providing a redundant structure for each device that performs automatic driving and each device that performs driving assistance. This suppresses an increase in the number of components in the redundant structure.

The 1 st device is connected to the driving support control unit 89 so as to be able to communicate with it. On the other hand, the 2 nd device is connected to the automatic driving control unit 91 so as to be able to communicate with it. The 1 st device is connected to the automatic driving control unit 91 so as to be able to communicate with it. Therefore, during the automated driving of the vehicle 12, the automated driving control unit 91 communicates not only with the 2 nd device but also with the 1 st device used during the driving assistance execution, thereby enabling the automated driving using the 1 st device as well. That is, the 1 st device can be a spare device for the 2 nd device. This can improve redundancy during automatic driving.

Further, since the 2 nd device is connected to the driving assistance control unit 89 so as to be able to communicate with each other, the driving assistance control unit 89 can communicate with not only the 1 st device but also the 2 nd device used at the time of execution of the automated driving during the driving assistance of the vehicle 12, thereby enabling the driving assistance using the 2 nd device as well. That is, the 2 nd device can be a spare device of the 1 st device. This can improve redundancy during driving assistance.

Further, the automated driving control unit 91 communicates with the 1 st device used during the driving assistance execution when there is an abnormality in the communication with the 2 nd device, so that the vehicle 12 can be controlled by the 1 st device. That is, even if an abnormality occurs in the 2 nd device during autonomous driving, it is possible to prevent the vehicle 12 from becoming uncontrollable immediately. This can improve safety during automatic driving.

The driving support control unit 89 and the 1 st device are supplied with power from the main power supply unit 93. On the other hand, the automatic driving control unit 91 and the 2 nd device are supplied with electric power from the sub power supply unit 95. Therefore, even when there is an abnormality in one of the main power supply unit 93 and the sub power supply unit 95, the vehicle 12 can be controlled by the automated driving control unit 91 and the 2 nd device or the driving support control unit 89 and the 1 st device to which power is supplied from the other. This can improve redundancy during automatic driving and during driving assistance.

Further, since the main power supply unit 93 is set to have a larger power capacity than the sub power supply unit 95, the sub power supply unit 95 can be downsized. Therefore, the mounting space on the vehicle 12 can be reduced as compared with the case where the main power supply unit 93 and the sub power supply unit 95 are set to have the same power capacity.

Further, there is a 3 rd device used only during the execution of the automated driving, and the 3 rd device is connected to the automated driving control unit 91 so as to be able to communicate with the main power supply unit 93. That is, in an emergency such as an abnormal situation where automatic driving is not generally performed, the 3 rd device is not necessarily used, and therefore, the necessity of providing a redundant structure is low. By connecting the 3 rd device to the main power supply unit 93, the electric power supplied from the sub power supply unit 95 can be further reduced. That is, the sub power supply unit 95 can be further downsized.

The 3 rd device is DMC80 that monitors the occupant, and rear-side laser radar 78 that detects the information on the periphery on the side of vehicle 12 and the information on the periphery on the side of vehicle 12. In an emergency such as an emergency where automatic driving is not performed in general, such as when an abnormality occurs, it is not necessary to use any of these devices. Therefore, by connecting these devices to the main power supply unit, the electric power supplied from the sub power supply unit 95 can be further reduced. This can improve the degree of freedom in design.

In the above-described embodiment, the driving assistance system 14 is configured to control the steering and braking of the vehicle 12 in accordance with the situation in front of the vehicle and the like as driving assistance during manual driving by the occupant, but is not limited to this, and may be configured to perform only braking control, or may be configured to perform other control.

In the above-described embodiment, the ROM46, 92 or the memory 50, 94 is configured to store various programs, data, and the like, but the present invention is not limited to this. For example, a non-transitory recording medium such as a cd (compact disk), dvd (digital Versatile disk), or usb (universal Serial bus) memory may be distributed by storing various programs and data, and may be executed by a processor such as the CPU 44.

While the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and various modifications other than the above-described embodiments may be made without departing from the scope of the present disclosure.