ABSTRACT
Abstract
In a driving assisted vehicle method for controlling a driving assisted vehicle, it is determined whether a failure has occurred in any one of a plurality of controllers. Upon determining that a failure has occurred in any one of the controllers, failure information is sent to a normal controller group other than a failed controller group to which the failed controller belongs via a network communication line. When the normal controller group receives the failure information via the network communication line, the controllers constituting the normal controller group executes a failure mode for backing up the operation function that is lost due to the failure until a driver returns to the operation.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
This application is a U.S. national stage application of International Application No. PCT/IB2018/000958, filed on Jul. 16, 2018.
BACKGROUND
Technical Field
The present disclosure relates to a driving assisted vehicle control method and a control system for a driving assisted vehicle.
Background Information
Japanese Laid-Open Patent Application No. 2016-81534 (Patent Document 1) has the objective of providing a system capable of integrally controlling automated tasks in a vehicle and discloses a fail-safe E/E architecture for automated driving using the following solution. That is, a first calculation unit ( 1 ) has an interface for contacting at least one sensor ( 3 ) and at least one actuator ( 4 ). A second calculation unit ( 2 ) has an interface for contacting at least one sensor ( 3 ) and at least one actuator ( 4 ). The first calculation unit ( 1 ) and the second calculation unit ( 2 ) form a connection with each other via an interface ( 5 ). The first calculation unit ( 1 ) and/or the second calculation unit ( 2 ) and/or the actuator ( 4 ) are configured to determine whether the first or the second calculation unit ( 1 , 2 ) can effectively drive and control the actuator ( 4 ).
SUMMARY
The fail-safe E/E architecture disclosed in Patent Document 1 is redundantly configured whereby even if one of the controllers fails, the same operation that was being conducted before the failure occurred can continue to be executed. Therefore, a control system must be configured that has a plurality of the same controllers and actuators.
In view of the problem described above, an object of the present disclosure is to realize, when a failure occurs in any one of a plurality of controllers installed in a vehicle, an operation function that is equivalent to the operation function that is lost due to the failure, without making the control system configuration redundant.
In order to realize the above-described object, the present disclosure is a method for controlling a driving assisted vehicle provided with a plurality of controllers that share operation functions in a driving assist control. Based on an architecture that realizes equivalent operation functions with each controller group, a plurality of controllers are divided into a plurality of controller groups to construct a network topology. The control method according to this network topology is as follows. It is determined whether a failure has occurred in any one of a plurality of controllers. Upon determining that a failure has occurred in any one of the plurality of controllers, failure information is sent to a normal controller group other than the failed controller group to which the failed controller belongs via a network communication line. When the normal controller group receives the failure information via the network communication line, the controllers constituting the normal controller group execute a failure mode for backing up the operation function of the failed controller group.
As a result, if a failure occurs in any one of a plurality of controllers installed in a vehicle, it is possible to realize an operation function that is equivalent to the operation function that is lost due to the failure without using a redundantly configured control system.
BRIEF DESCRIPTION OF THE DRAWINGS
Referring now to the attached drawings which form a part of this original disclosure.
FIG. 1 is an overall control system diagram illustrating a network topology in which a plurality of controllers installed in an autonomous driving vehicle, to which a control method and a control system of the first embodiment are applied, are divided into a first controller group and a second controller group.
FIG. 2 is a control block diagram illustrating a fail-safe control system configuration composed of an ADAS controller included in the first controller group and an ADAS sub-controller included in the second controller group, from among the plurality of controllers.
FIG. 3 is a flow chart illustrating a flow of a fail-safe control operation that is executed by the control system according to the first embodiment when an autonomous driving mode is selected.
FIG. 4 is an operation explanatory view illustrating a normal mode of a steering control system that shares steering actuator operation function.
FIG. 5 is an operation explanatory view illustrating a failure mode 1 in the steering control system.
FIG. 6 is an operation explanatory view illustrating a failure mode 2 in the steering control system.
FIG. 7 is an operation explanatory view illustrating a normal mode of a brake control system that shares a brake actuator operation function.
FIG. 8 is an operation explanatory view illustrating a failure mode 1 in the brake control system.
FIG. 9 is an operation explanatory view illustrating a failure mode 2 in the brake control system.
FIG. 10 is an operation explanatory view illustrating a normal mode of a travel lane recognition control system that that shares a travel lane recognition operation function of a host vehicle.
FIG. 11 is an operation explanatory view illustrating a failure mode 1 in the travel lane recognition control system.
FIG. 12 is an operation explanatory view illustrating a failure mode 2 in the travel lane recognition control system.
FIG. 13 is an operation explanatory view illustrating a normal mode of a forward obstacle recognition control system that shares a forward obstacle recognition operation function of the host vehicle.
FIG. 14 is an operation explanatory view illustrating a failure mode 1 in the forward obstacle recognition control system.
FIG. 15 is an operation explanatory view illustrating a failure mode 2 in the forward obstacle recognition control system.
FIG. 16 is an operation explanatory view illustrating a normal mode of a lateral obstacle recognition control system that shares a lateral obstacle recognition operation function of the host vehicle.
FIG. 17 is an operation explanatory view illustrating a failure mode 1 in the lateral obstacle recognition control system.
FIG. 18 is an operation explanatory view illustrating a failure mode 2 in the lateral obstacle recognition control system.
DETAILED DESCRIPTION OF EMBODIMENTS
An embodiment for achieving a control method and a control device for a driving assisted vehicle according to the present disclosure will be described below based on a first embodiment illustrated in the drawings.
First Embodiment
The control method and the control system according to the first embodiment are applied to an autonomous driving vehicle (one example of a driving assisted vehicle) that realizes autonomous driving in a single lane on a dedicated road for automobiles. An âoverall control system configurationâ and a âfail-safe control system configurationâ will be described separately below regarding the configuration of the first embodiment.
Overall System Configuration
FIG. 1 illustrates a network topology in which a plurality of controllers installed in an autonomous driving vehicle to which the control method and the control system of the first embodiment are applied are divided into a first controller group A and a second controller group B. The overall system configuration will be described with reference to FIG. 1 .
The autonomous driving vehicle is an electrically driven vehicle that realizes autonomous driving in a single lane on a dedicated road for automobiles when an autonomous driving mode is selected. For example, if lane deviation is detected during travel while the autonomous driving mode is selected, steering is controlled so as to effect travel in the vicinity of the center of the travel lane, thereby assisting a driver's steering operation. During travel while the autonomous driving mode is selected, inter-vehicular space control is carried out such that, when a preceding vehicle is not detected, the vehicle travels at a vehicle speed set by the driver, and when a preceding vehicle is detected, the vehicle maintains an inter-vehicular distance corresponding to the vehicle speed, with the vehicle speed set by the driver as the upper limit. When stopping occurs during a preceding vehicle following travel on a congested road, or the like, brake control using VDC is carried out, and if there is a request to continue the stopped state, an electric parking brake is activated. In this manner, the autonomous driving vehicle is equipped with technology that supports all of the following: steering wheel operation assistance, acceleration/deceleration adjustment of the vehicle speed, and parking/stopping.
A plurality of controllers installed in the autonomous driving vehicle have an actuator operation function and a host vehicle periphery recognition operation function in the autonomous driving control to realize the operating functions that are required by using all of the controllers when in the normal mode. Then, based on an architecture that realizes equivalent operation functions with each controller group, a plurality of controllers are divided into a first controller group A and a second controller group B to construct a network topology. Here, ânetwork topologyâ refers to a configuration in which a plurality of controllers are grouped based on a design concept of realizing equivalent operation functions with each of the first controller group A and the second controller group B, which are connected to each other using network communication lines.
The network communication lines/power sources of the first controller group A and the second controller group B are electrically and physically independent. That is, if a failure occurs in a controller included in one controller group, the operation function of the failed controller group can be ensured by backing up a controller included in the other controller group.
As shown in FIG. 1 , the controllers provided in the first controller group A include an ADAS controller 1 , an AVM controller 2 , a RADAR controller 3 , an HDmap controller 4 , and an SR controller 5 . In addition, a brake controller 6 (e.g., an eACT controller) and a first steering controller 7 (e.g., an StBW1 controller) are provided.
As shown in FIG. 1 , the network communication lines of the first controller group A include a first CAN communication line 8 , a second CAN communication line 9 , a third CAN communication line 10 , a fourth CAN communication line 11 , and a first LAN communication line 12 .
That is, the first CAN communication line 8 connects the ADAS controller 1 , the AVM controller 2 , the RADAR controller 3 , and the HDmap controller 4 . The second CAN <figure-callout id="9" label="communication line" filenames="US120176
CROSS-REFERENCE TO RELATED APPLICATIONS
This application is a U.S. national stage application of International Application No. PCT/IB2018/000958, filed on Jul. 16, 2018.
BACKGROUND
Technical Field
The present disclosure relates to a driving assisted vehicle control method and a control system for a driving assisted vehicle.
Background Information
Japanese Laid-Open Patent Application No. 2016-81534 (Patent Document 1) has the objective of providing a system capable of integrally controlling automated tasks in a vehicle and discloses a fail-safe E/E architecture for automated driving using the following solution. That is, a first calculation unit ( 1 ) has an interface for contacting at least one sensor ( 3 ) and at least one actuator ( 4 ). A second calculation unit ( 2 ) has an interface for contacting at least one sensor ( 3 ) and at least one actuator ( 4 ). The first calculation unit ( 1 ) and the second calculation unit ( 2 ) form a connection with each other via an interface ( 5 ). The first calculation unit ( 1 ) and/or the second calculation unit ( 2 ) and/or the actuator ( 4 ) are configured to determine whether the first or the second calculation unit ( 1 , 2 ) can effectively drive and control the actuator ( 4 ).
SUMMARY
The fail-safe E/E architecture disclosed in Patent Document 1 is redundantly configured whereby even if one of the controllers fails, the same operation that was being conducted before the failure occurred can continue to be executed. Therefore, a control system must be configured that has a plurality of the same controllers and actuators.
In view of the problem described above, an object of the present disclosure is to realize, when a failure occurs in any one of a plurality of controllers installed in a vehicle, an operation function that is equivalent to the operation function that is lost due to the failure, without making the control system configuration redundant.
In order to realize the above-described object, the present disclosure is a method for controlling a driving assisted vehicle provided with a plurality of controllers that share operation functions in a driving assist control. Based on an architecture that realizes equivalent operation functions with each controller group, a plurality of controllers are divided into a plurality of controller groups to construct a network topology. The control method according to this network topology is as follows. It is determined whether a failure has occurred in any one of a plurality of controllers. Upon determining that a failure has occurred in any one of the plurality of controllers, failure information is sent to a normal controller group other than the failed controller group to which the failed controller belongs via a network communication line. When the normal controller group receives the failure information via the network communication line, the controllers constituting the normal controller group execute a failure mode for backing up the operation function of the failed controller group.
As a result, if a failure occurs in any one of a plurality of controllers installed in a vehicle, it is possible to realize an operation function that is equivalent to the operation function that is lost due to the failure without using a redundantly configured control system.
BRIEF DESCRIPTION OF THE DRAWINGS
Referring now to the attached drawings which form a part of this original disclosure.
FIG. 1 is an overall control system diagram illustrating a network topology in which a plurality of controllers installed in an autonomous driving vehicle, to which a control method and a control system of the first embodiment are applied, are divided into a first controller group and a second controller group.
FIG. 2 is a control block diagram illustrating a fail-safe control system configuration composed of an ADAS controller included in the first controller group and an ADAS sub-controller included in the second controller group, from among the plurality of controllers.
FIG. 3 is a flow chart illustrating a flow of a fail-safe control operation that is executed by the control system according to the first embodiment when an autonomous driving mode is selected.
FIG. 4 is an operation explanatory view illustrating a normal mode of a steering control system that shares steering actuator operation function.
FIG. 5 is an operation explanatory view illustrating a failure mode 1 in the steering control system.
FIG. 6 is an operation explanatory view illustrating a failure mode 2 in the steering control system.
FIG. 7 is an operation explanatory view illustrating a normal mode of a brake control system that shares a brake actuator operation function.
FIG. 8 is an operation explanatory view illustrating a failure mode 1 in the brake control system.
FIG. 9 is an operation explanatory view illustrating a failure mode 2 in the brake control system.
FIG. 10 is an operation explanatory view illustrating a normal mode of a travel lane recognition control system that that shares a travel lane recognition operation function of a host vehicle.
FIG. 11 is an operation explanatory view illustrating a failure mode 1 in the travel lane recognition control system.
FIG. 12 is an operation explanatory view illustrating a failure mode 2 in the travel lane recognition control system.
FIG. 13 is an operation explanatory view illustrating a normal mode of a forward obstacle recognition control system that shares a forward obstacle recognition operation function of the host vehicle.
FIG. 14 is an operation explanatory view illustrating a failure mode 1 in the forward obstacle recognition control system.
FIG. 15 is an operation explanatory view illustrating a failure mode 2 in the forward obstacle recognition control system.
FIG. 16 is an operation explanatory view illustrating a normal mode of a lateral obstacle recognition control system that shares a lateral obstacle recognition operation function of the host vehicle.
FIG. 17 is an operation explanatory view illustrating a failure mode 1 in the lateral obstacle recognition control system.
FIG. 18 is an operation explanatory view illustrating a failure mode 2 in the lateral obstacle recognition control system.
DETAILED DESCRIPTION OF EMBODIMENTS
An embodiment for achieving a control method and a control device for a driving assisted vehicle according to the present disclosure will be described below based on a first embodiment illustrated in the drawings.
First Embodiment
The control method and the control system according to the first embodiment are applied to an autonomous driving vehicle (one example of a driving assisted vehicle) that realizes autonomous driving in a single lane on a dedicated road for automobiles. An âoverall control system configurationâ and a âfail-safe control system configurationâ will be described separately below regarding the configuration of the first embodiment.
Overall System Configuration
FIG. 1 illustrates a network topology in which a plurality of controllers installed in an autonomous driving vehicle to which the control method and the control system of the first embodiment are applied are divided into a first controller group A and a second controller group B. The overall system configuration will be described with reference to FIG. 1 .
The autonomous driving vehicle is an electrically driven vehicle that realizes autonomous driving in a single lane on a dedicated road for automobiles when an autonomous driving mode is selected. For example, if lane deviation is detected during travel while the autonomous driving mode is selected, steering is controlled so as to effect travel in the vicinity of the center of the travel lane, thereby assisting a driver's steering operation. During travel while the autonomous driving mode is selected, inter-vehicular space control is carried out such that, when a preceding vehicle is not detected, the vehicle travels at a vehicle speed set by the driver, and when a preceding vehicle is detected, the vehicle maintains an inter-vehicular distance corresponding to the vehicle speed, with the vehicle speed set by the driver as the upper limit. When stopping occurs during a preceding vehicle following travel on a congested road, or the like, brake control using VDC is carried out, and if there is a request to continue the stopped state, an electric parking brake is activated. In this manner, the autonomous driving vehicle is equipped with technology that supports all of the following: steering wheel operation assistance, acceleration/deceleration adjustment of the vehicle speed, and parking/stopping.
A plurality of controllers installed in the autonomous driving vehicle have an actuator operation function and a host vehicle periphery recognition operation function in the autonomous driving control to realize the operating functions that are required by using all of the controllers when in the normal mode. Then, based on an architecture that realizes equivalent operation functions with each controller group, a plurality of controllers are divided into a first controller group A and a second controller group B to construct a network topology. Here, ânetwork topologyâ refers to a configuration in which a plurality of controllers are grouped based on a design concept of realizing equivalent operation functions with each of the first controller group A and the second controller group B, which are connected to each other using network communication lines.
The network communication lines/power sources of the first controller group A and the second controller group B are electrically and physically independent. That is, if a failure occurs in a controller included in one controller group, the operation function of the failed controller group can be ensured by backing up a controller included in the other controller group.
As shown in FIG. 1 , the controllers provided in the first controller group A include an ADAS controller 1 , an AVM controller 2 , a RADAR controller 3 , an HDmap controller 4 , and an SR controller 5 . In addition, a brake controller 6 (e.g., an eACT controller) and a first steering controller 7 (e.g., an StBW1 controller) are provided.
As shown in FIG. 1 , the network communication lines of the first controller group A include a first CAN communication line 8 , a second CAN communication line 9 , a third CAN communication line 10 , a fourth CAN communication line 11 , and a first LAN communication line 12 .
That is, the first CAN communication line 8 connects the ADAS controller 1 , the AVM controller 2 , the RADAR controller 3 , and the HDmap controller 4 . The second CAN communication line 9 connects the ADAS controller 1 and the SR controller 5 . The third CAN communication line 10 connects the ADAS controller 1 and the brake controller 6 . The fourth CAN communication line 11 connects the ADAS controller 1 and the first steering controller 7 . Then, the first LAN communication line 12 connects the ADAS controller 1 and the HDmap controller 4 .
The ADAS controller 1 is a controller that integrally handles information processing in the first controller group A, including fail-safe control, in an advanced driving assistance system that assists the driving operation of the driver. In this ADAS controller 1 , high-precision map information from the HDmap controller 4 and host vehicle position information from an unillustrated GPS are the inputs. Then, if lane deviation is detected during travel along a single lane while the autonomous driving mode is selected, a control command to correct the steering is output to the first steering controller 7 . In addition, if during travel a preceding vehicle cuts in ahead along a single lane and it is determined that deceleration of the host vehicle is required in order to maintain an inter-vehicular distance from the preceding vehicle, a control command to decelerate the host vehicle to the required vehicle speed is output to the brake controller 6 . âADASâ is an acronym for âAdvanced driver-assistance system.â
The AVM controller 2 shares a function for recognizing obstacles present around the entire periphery of the host vehicle, parking frames and travel lanes indicated by white lines drawn on the road, and the like, based on camera image data, in a host vehicle periphery recognition system (omnidirectional monitoring system). In the AVM controller 2 , image data from on-board cameras installed oriented in four directions (front, rear, left, and right) are input to carry out image processing; and upon determining that an obstacle is present around the periphery of the host vehicle, the distance from the host vehicle to the obstacle is calculated. Then, obstacle position information of the periphery of the host vehicle and the distance information to the obstacle are output to the ADAS controller 1 . âAVMâ is an acronym for âAround View Monitor.â
The RADAR controller 3 shares a function to recognize a forward obstacle that is present in an area ahead of the host vehicle based on radar echo in the host vehicle periphery recognition system (front radar system). In the RADAR controller 3 , sensor signals from a front radar installed oriented in the forward direction of the host vehicle are input, and upon determining that a forward obstacle is present in the area ahead of the host vehicle, the distance from the host vehicle to the forward obstacle is calculated. Then, forward obstacle position information and the distance information to the forward obstacle are output to the ADAS controller 1 .
The HDmap controller 4 extracts map data centered at the host vehicle position from an on-board memory in which electronic map data is stored, when the host vehicle position is recognized using a GPS, and outputs the extracted map data to the ADAS controller 1 . Here, âHD mapâ refers to a high-precision map composed of more detailed road information (for example, type of road, lane width, road shape) compared to a GPS map.
The SR controller 5 shares a function to recognize a lateral obstacle that is present in areas on the left and right sides of the host vehicle based on radar echo in the host vehicle periphery recognition system (side radar system). In the SR controller 5 , sensor signals from side radars installed facing sideward from the host vehicle are input, and upon determining that a lateral obstacle is present in the side area of the host vehicle, the distance from the host vehicle to the lateral obstacle is calculated. Then, lateral obstacle position information and the distance information to the lateral obstacle are output to the ADAS controller 1 . The side radars are respectively installed in a front left side position, a rear left side position, a front right side position, and a rear right side position, for example.
The brake controller 6 shares a brake actuator operation function that uses an electric booster interposed between a brake pedal and a master cylinder, in an in-vehicle brake control system. In the brake controller 6 , when a deceleration control command is input from the ADAS controller 1 , a control command to decelerate the vehicle to the required vehicle speed is output to the motor of the electric booster.
The first steering controller 7 shares a steering actuator operation function that uses a first steering motor provided in a tire steering system of a steer-by-wire structure, in an in-vehicle steering control system. In this first steering controller 7 , when a control command to correct the steering is input from the ADAS controller 1 , a command to set a target turning correction amount is output to the first steering motor. Here, âStBWâ refers to a steer-by-wire system in which the steering wheel operation system and the tire steering system can be mechanically separated via a steering clutch.
Here, a steer-by-wire structure can be separated into a steering wheel operation system and a tire steering system using a steering clutch. In addition, the structure has an âSBW modeâ in which the steering clutch is released and an âEPS mode (electric power steering mode)â in which the steering clutch is engaged. The steering wheel operation system has a reaction force motor for imparting a steering reaction force to the steering wheel when the âSBW modeâ is selected. The tire steering system includes the first steering motor that turns the tires when the âSBW modeâ is selected and a second steering motor that imparts an assist torque to the steering system when the âEPS modeâ is selected.
As shown in FIG. 1 , the controllers provided in the second controller group B are an ADAS sub-controller 21 , an FrCAMERA controller 22 , and a SONAR controller 23 . In addition, a VDC controller 24 , an E-PKB controller 25 , and a second steering controller 26 (e.g., an STBW2 controller) are provided.
As shown in FIG. 1 , the network communication lines of the second controller group B are a fifth CAN communication line 27 and a sixth CAN communication line 28 .
That is, the fifth CAN communication line 27 connects the ADAS sub-controller 21 , the FrCAMERA controller 22 , the SONAR controller 23 , and the second steering controller 26 . The sixth CAN communication line 28 connects the ADAS sub-controller 21 , the VDC controller 24 , and the E-PKB controller 25 .
The ADAS sub-controller 21 integrally handles information processing in the second controller group B, including fail-safe control, in the advanced driving assistance system that assists the driving operation of the driver. Inputs to the ADAS sub-controller 21 include travel lane and obstacle information from the FrCAMERA controller 22 and obstacle information from the SONAR controller 23 . Upon determining that it is necessary to avoid an obstacle during travel along a single lane while the autonomous driving mode is selected, a brake fluid pressure command for avoiding the obstacle using deceleration behavior of the host vehicle is output to the VDC controller 24 . In addition, if a prescribed period of time has elapsed in a stopped state and it is determined that it is necessary to place the vehicle in a parked state, a parking operation command is output to the E-PKB controller 25 . When it is determined that a steering assist force is required during travel while the âEPS modeâ is selected, a control command to impart an assist torque to the steering system is output to the second steering controller 26 .
The FrCAMERA controller 22 shares a function for recognizing obstacles present in the area ahead of the host vehicle, travel lanes indicated by white lines drawn on the road, and the like, based on camera image data, in a host vehicle periphery recognition system (front camera system). In the FrCAMERA controller 22 , image data from a front camera installed facing in the front direction of the host vehicle are input to carry out image processing, and upon determining that an obstacle is present in front of the host vehicle, the distance between the host vehicle and the forward obstacle is calculated. Then, forward obstacle position data and distance-to-forward-obstacle data are output to the ADAS sub-controller 21 .
The SONAR controller 23 shares a function for recognition of an obstacle that is present around the periphery of the host vehicle based on sonar echo (sound waves) in the host vehicle periphery recognition system (on-board sonar system). In the SONAR controller 23 , sensor signals from sonars installed facing sideward from the host vehicle are input, and upon determining that a lateral obstacle is present in the side area of the host vehicle, the distance from the host vehicle to the lateral obstacle is calculated. Then, lateral obstacle position data and distance-to-lateral-obstacle data are output to the ADAS sub-controller 21 .
The VDC controller 24 is interposed between the master cylinder and a wheel cylinder and shares a brake actuator operation function that uses a brake fluid pressure actuator with four-wheel independent control, in an in-vehicle brake control system. In the VDC controller 24 , when a brake fluid pressure command is input from the ADAS sub-controller 21 , a command for producing deceleration avoidance behavior of the host vehicle to avoid the obstacle is output to the brake fluid pressure actuator. âVDCâ is an acronym for âVehicle Dynamics Control.â
The E-PKB controller 25 shares a brake actuator operation function that uses a parking actuator included in a parking brake mechanism provided at a location of a transmission output shaft, in an in-vehicle brake control system. In the E-PKB controller 25 , when a parking operation command is input from the ADAS sub-controller 21 , a command to lock the parking brake mechanism using a mechanical engagement is output to a PKB actuator.
The second steering controller 26 shares a steering actuator operation function that uses a second steering motor provided in a tire steering system of a steer-by-wire structure, in an in-vehicle steering control system. In the second steering controller 26 , when a steering assist command is input from the ADAS sub-controller 21 , a control command to provide assist torque to the steering system is output to the second steering motor.
As shown in FIG. 1 , the network communication lines that connect the first controller group A and the second controller group B are the fourth CAN communication line 11 , a second LAN communication line 32 , a third LAN communication line 33 , a fourth LAN communication line 34 , and a fifth LAN communication line 35 .
That is, the fourth CAN communication line 11 is branched and extends to the ADAS sub-controller 21 , to thereby connect the ADAS controller 1 and the ADAS sub-controller 21 . The second LAN communication line 32 connects the ADAS controller 1 and the FrCAMERA controller 22 . The third LAN communication line 33 and the fourth LAN communication line 34 connect the first steering controller 7 and the second steering controller 26 . The fifth LAN communication line 35 connects the brake controller 6 and the VDC controller 24 .
Fail-Safe Control System Configuration
FIG. 2 illustrates a fail-safe control system configuration composed of the ADAS controller 1 included in the first controller group A and the ADAS sub-controller 21 included in the second controller group B, from among the plurality of controllers. The configuration of the fail-safe control system will be described below with reference to FIG. 2 .
As shown in FIG. 2 , the ADAS controller 1 includes a failure determination unit 1 a , a failure information transmission unit 1 b , and a fail- safe control unit 1 c . Similarly, as shown in FIG. 2 , the ADAS sub-controller 21 includes a failure determination unit 21 a , a failure information transmission unit 21 b , and a fail- safe control unit 21 c.
The failure determination unit 1 a determines whether a failure has occurred in any one of the plurality of
controllers
1 , 2 , 3 , 4 , 5 , 6 , 7 included in the first controller group A while the autonomous driving mode is selected. Similarly, failure determination unit 21 a determines whether a failure has occurred in any one of the plurality of
controllers
21 , 22 , 23 , 24 , 25 , 26 included in the second controller group B while the autonomous driving mode is selected.
Here, in the case of the first controller group A, each of the plurality of
controllers
1 , 2 , 3 , 4 , 5 , 6 , 7 has a self-diagnostic function, and if a failure has occurred according to the self-diagnosis, outputs a failure flag to the failure determination unit 1 a . Here, unless a failure flag is input, the failure determination unit 1 a determines that all of the
controllers
1 , 2 , 3 , 4 , 5 , 6 , 7 are normal. On the other hand, if a failure flag is input, it is determined that a failure has occurred in the controller specified by the flag. The same applies to the failure determination unit 21 a ; a failure flag is input from the plurality of
controllers
21 , 22 , 23 , 24 , 25 , 26 included in the second controller group B.
Upon determining that a failure has occurred in any one of the plurality of
controllers
1 , 2 , 3 , 4 , 5 , 6 , 7 , the failure information transmission unit 1 b transmits the failure information from the ADAS controller 1 to the fail- safe control unit 21 c of the ADAS sub-controller 21 via the fourth CAN communication line 11 . Similarly, upon determining that a failure has occurred in any one of the plurality of <figure-callout id="22" label="controllers" filenames="US12017666-20240625-D00000.png,US12017666-20240625-D00001.png" state="{{state}
CLAIMS
Claims ( 10 )
The invention claimed is:
1. A driving assisted vehicle control method for controlling a driving assisted vehicle including at least a first controller group and a second controller group, the first controller group including a plurality of first controllers and the second controller group including a plurality of second controllers, the first controller group and the second controller group sharing operation functions in a driving assist control, the operation functions including an actuator operation function and a host vehicle periphery recognition operation function in the driving assist control, the first controller group and the second controller group being configured to construct a network topology in which each of the first controllers is configured to back up an operation function of one of the second controllers and each of the second controllers is configured to back up an operation function of one of the first controllers, one first controller of the first controller group and one second controller of the second controller group being configured to execute a fail-safe control operation,
the driving assisted vehicle control method comprising using the one first controller and the one second controller to execute the fail-safe control operation,
the fail-safe control operation including
using the one first controller to determine whether a failure has occurred in any one of the first controllers,
upon determining that a failure has occurred in any one of the first controllers, sending failure information to the one second controller via a network communication line,
upon receiving the failure information via the network communication line, the one second controller executing a second failure mode for backing up the operation function that is lost due to the failure in the first controller group by using the second controllers until a driver returns to operation of the driving assisted vehicle,
using the one second controller to determine whether a failure has occurred in any one of the second controllers,
upon determining that a failure has occurred in any one of the second controllers, sending failure information to the one first controller via a network communication line, and
upon receiving the failure information via the network communication line, the one first controller executing a first failure mode for backing up the operation function that is lost due to the failure in the second controller group by using the first controllers until the driver returns to the operation of the driving assisted vehicle.
2. The driving assisted vehicle control method according to claim 1 , wherein
upon determining that a failure has not occurred in any of the plurality of on-board controllers, executing a normal mode in which the operation functions are realized using all of the plurality of first controllers and the plurality of second controllers.
3. The driving assisted vehicle control method according to claim 1 , wherein
network communication lines or power sources of the first controller group and the second controller group are electrically or physically independent.
4. The driving assisted vehicle control method according to claim 3 , wherein
the driving assisted vehicle is an autonomous driving vehicle that realizes at least autonomous driving in a single lane when an autonomous driving mode is selected,
the actuator operation function and the host vehicle periphery recognition operation function are operation functions executed in the autonomous driving control,
the fail-safe control operation is executed when an autonomous driving mode is selected
the fail-safe control operation further includes transmitting notification information to notify the driver that a failure has occurred upon determining that the failure has occurred in any one of the first controllers or any one of the second controllers.
5. The driving assisted vehicle control method according to claim 4 , wherein
a steering control system of the autonomous driving vehicle is provided with a first steering controller and a second steering controller, the first steering controller being included in the first controller group and configured to control a first steering actuator and the second steering controller being included in the second controller group and configured to control a second steering actuator, and
when the operation function that is lost due to the failure is a steering actuator operation function of one of the first steering controller and the second steering controller, the other of the first steering controller and the second steering controller is used to execute the first failure mode or the second failure mode for backing up the operation function that is lost.
6. The driving assisted vehicle control method according to claim 4 , wherein
a brake control system of the autonomous driving vehicle is provided with a first brake controller and a second brake controller, the first brake controller being included in the first controller group and configured to control a first brake actuator and the second brake controller being included in the second controller group and configured to control a second brake actuator, and
when the operation function that is lost due to the failure is a brake actuator operation function of one of the first brake controller and the second brake controller, the other of the first brake controller and the second brake controller is used to execute the first failure mode or the second failure mode for backing up the operation function that is lost.
7. The driving assisted vehicle control method according to claim 4 , wherein
a host vehicle peripheral recognition system of the autonomous driving vehicle is provided with a first travel lane recognition controller and a second travel lane recognition controller, the first travel lane recognition controller being included in the first controller group and configured to recognize a travel lane of the host vehicle based on a host vehicle position and a high-precision map and the second travel lane recognition controller being included in the second controller group and configured to recognize the travel lane of the host vehicle based on host vehicle forward imaging information from a front camera, and
when the operation function that is lost due to the failure is a travel lane recognition operation function of one of the first travel lane recognition controller and the second travel lane recognition controller, the other of the first travel lane recognition controller and the second travel lane recognition controller is used to execute the first failure mode or the second failure mode for backing up the operation function that is lost.
8. The driving assisted vehicle control method according to claim 4 , wherein
a host vehicle peripheral recognition system of the autonomous driving vehicle is provided with a first forward obstacle recognition controller and a second forward obstacle recognition controller, the first forward obstacle recognition controller being included in the first controller group and configured to recognize a forward obstacle of the host vehicle based on radar information from the front radar and the second forward obstacle recognition controller being included in the second controller group and configured to recognize the forward obstacle of the host vehicle based on host vehicle forward imaging data from a front camera, and
when the operation function that is lost due to the failure is a forward obstacle recognition operation function of one of the first forward obstacle recognition controller and the second forward obstacle recognition controller, the other of the first forward obstacle recognition controller and the second forward obstacle recognition controller is used to execute failure mode for backing up the operation function that is lost.
9. The driving assisted vehicle control method according to claim 4 , wherein
a host vehicle peripheral recognition system of the autonomous driving vehicle is provided with a first lateral obstacle recognition controller and a second lateral obstacle recognition controller, the first lateral obstacle recognition controller being included in the first controller group and configured to recognize a lateral obstacle of the host vehicle based on radar information from a side radar and the second lateral obstacle recognition controller being included in the second controller group and configured to recognize lateral obstacles of the host vehicle based on sonar information from a sonar, and
when the operation function that is lost due to the failure is a lateral obstacle recognition operation function of one of the first lateral obstacle recognition controller and the second lateral obstacle recognition controller, the other of the first lateral obstacle recognition controller and the second lateral obstacle recognition controller is used to execute the first failure mode or the second failure mode for backing up the operation function that is lost.
10. A driving assisted vehicle control system for a driving assisted vehicle including at least a first controller group and a second controller group, the first controller group including a plurality of first controllers and the second controller group including a plurality of second controllers, the first controller group and the second controller group sharing operation functions in a driving assist control, the operation functions including an actuator operation function and a host vehicle periphery recognition operation function in the driving assist control, the first controller group and the second controller group being configured to construct a network topology in which each of the first controllers is configured to back an operation function of one of the second controllers and each of the second controllers is configured to back up an operation function of one of the first controllers, the driving assisted vehicle control system comprising:
one first controller of the first controller group; and
one second controller of the second controller group,
the one first controller being configured to
determine whether a failure has occurred in any one of the first controllers, and
the one second controller via a network communication line upon determining that a failure has occurred in any one of the first controllers,
the one second controller being configured to
determine whether a failure has occurred in any one of the second controllers, and
send failure information to the one first controller via the network communication line upon determining that a failure has occurred in any one of the second controllers,
the one first controller being further configured to
execute a first failure mode for backing up the operation function that is lost due to the failure in the second controller group using the plurality of first controllers until a driver returns to operation of the driving assisted vehicle, upon receiving the failure information from the one second controller via the network communication line, and
the one second controller being further configured to
execute a second failure mode for backing up the operation function that is lost due to the failure in the first controller group using the plurality of second controllers until the driver returns to the operation of the driving assisted vehicle, upon receiving the failure information from the one first controller via the network communication line.
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