JP7120915B2 - vehicle control system - Google Patents

Description

The present invention relates to a vehicle control system mounted on a vehicle.

2. Description of the Related Art Conventionally, there is a technology described in Patent Document 1 as an example of an in-vehicle notification device that constitutes a vehicle control system. Patent Document 1 discloses a notification means for notifying information to the occupant, a transmission completion determination means for determining whether or not the information has been transmitted to the occupant, and the information when it is determined that the information has not been transmitted to the occupant. and an in-vehicle information notification device provided with notification control means for notifying by alternative notification means.

JP 2007-249477 A

In the conventional technology described in Patent Document 1, the alternative notification means are notified according to the notification order, but when a dangerous state in automatic driving or driving assistance is notified, how to use the alternative notification means is taken into consideration. not

A representative example of the invention disclosed in the present application is as follows. That is, a vehicle control system comprising: a control device for detecting a state of a vehicle and controlling the vehicle according to the detected state of the vehicle; a speaker for generating sound for informing the driver of the state of the vehicle; and a vibrator that generates vibration for informing a driver of the state of the vehicle. When the speaker fails, the control device substitutes the vibrator to inform the driver of the state of the vehicle, The control of the vehicle is continued, and when the vibrator fails, the driver is notified of the state of the vehicle in place of the speaker, and the control of the vehicle is continued .

According to one aspect of the present invention, even if an informing device fails, an alternative informing device can be used to provide notification, and automatic driving and driving support can be continued. Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

1 is a configuration diagram of a vehicle equipped with a vehicle control device according to an embodiment of the invention; FIG. 2 is a functional block diagram showing main parts of a vehicle control device; FIG. FIG. 4 is a diagram showing operations of a steering vibrator and a power steering control unit when departing from a lane; FIG. 4 is a diagram showing operations of a steering vibrator and a power steering control unit when departing from a lane; FIG. 4 is a diagram showing the timing of warning and steering assist at the time of lane departure. It is a figure which shows the drive circuit of a steering vibrator. 4 is a flow chart of failure determination processing and alternative notification switching determination processing; It is a figure which shows the operation|movement from forward obstacle detection to emergency brake operation. FIG. 10 is a diagram showing an operation when a failure of a speaker is detected when an obstacle ahead is detected;

Hereinafter, a vehicle control device according to the present invention will be described in detail based on the drawings. FIG. 1 is a configuration diagram of a vehicle 100 equipped with a vehicle control device 17 according to an embodiment of the invention, and FIG. 2 is a functional block diagram showing main parts of the vehicle control device 17 shown in FIG.

A vehicle 100 shown in FIG. 1 is a rear-wheel drive vehicle having a general configuration and capable of being driven automatically. Vehicle 100 has engine 1 , automatic transmission 2 , propeller shaft 3 , differential gear 4 , drive shaft 5 , four wheels 6 , hydraulic brakes 11 and steering mechanism 13 . The engine 1, which is a driving power source for the vehicle 100, is, for example, an in-cylinder injection gasoline engine or diesel engine, and generates driving force by combusting a fuel such as gasoline mixed with air. The automatic transmission 2 mechanically connects or disconnects the engine 1 and the propeller shaft 3 at a predetermined gear ratio. The driving force generated by the engine 1 is transmitted to the rear wheels 6, which are driving wheels, via the automatic transmission 2, the propeller shaft 3, the differential gear 4, and the drive shaft 5, so that the vehicle 100 runs.

The vehicle 100 is equipped with a vehicle control device 17 for automatic driving. The vehicle control device 17 controls an engine control unit 15 that controls the engine 1, a transmission control unit 14 that controls the automatic transmission 2, a power steering control unit 16 that controls the steering mechanism 13, and a hydraulic brake 11. The brake control unit 18 that controls the brake control unit 18 and the vehicle integrated control unit 8 that controls these control units in an integrated manner are shaken. Each control unit included in the vehicle control device 17 is an ECU (Electronic Control Unit) configured using, for example, a microcomputer, ROM, RAM, etc., and is connected to a LAN (Local Area Network) or CAN provided in the vehicle 100. (Controller Area Network), etc., to transmit and receive signals and data to and from each other.

The steering mechanism 13 has an electric motor, and changes the running direction of the vehicle 100 by changing the direction of the front wheels 6, which are steered wheels, according to the steering operation of the driver or the control of the power steering control unit 16. . The hydraulic brake 11 applies a braking force to the vehicle 100 by pressing a brake pad against a brake rotor provided on each wheel 6 according to a driver's brake operation or control by the brake control unit 18 .

A front stereo camera 7 and a rear stereo camera 21 as external recognition sensors are provided at the front and rear of the vehicle 100, respectively. Each of the front stereo camera 7 and the rear stereo camera 21 has a photographing unit for stereoscopically photographing the front and rear of the vehicle 100 with a predetermined parallax, and a control unit configured by a microcomputer or the like.

In addition, sonars 25 as external recognition sensors are provided at the front and rear of the vehicle 100 . The sonar 25 provided in front and behind the vehicle 100 detects obstacles in front and behind the vehicle 100 based on the reflection time of emitted ultrasonic waves. The sonar 25 detects obstacles in front of and behind the vehicle as shown, and so-called corner sensors may be provided at the left and right corners of the front and rear bumpers.

The photographing units of the front stereo camera 7 and the rear stereo camera 21 photograph preceding vehicles, following vehicles, surrounding obstacles, road signs, road markings, traffic lights, etc. as subjects. Each control unit of the front stereo camera 7 and the rear stereo camera 21 calculates the relative speed, relative distance (inter-vehicle distance) and height from the road surface of these subjects based on the images captured by the imaging unit, A calculation result is output to the vehicle integrated control unit 8 . When the driving state of the vehicle 100 is automatic driving, the vehicle integrated control unit 8 performs automatic driving control of the vehicle 100 based on the information output from the front stereo camera 7 and the rear stereo camera 21 . In addition, you may use things other than a stereo camera as an external world recognition sensor. For example, laser radar, millimeter-wave radar, C2X communication such as inter-vehicle communication (C2C) and inter-infrastructure communication (C2I), monocular camera, etc. are used to configure an external recognition sensor, and a recognition target object Automatic driving may be performed by recognizing the state of a preceding vehicle, a following vehicle, an obstacle, or the like.

In addition to information output from the front stereo camera 7 and the rear stereo camera 21, the vehicle integrated control unit 8 receives signals from the accelerator pedal sensor 9, the brake pedal sensor 10, the steering sensor 12, and the wheel speed sensor 20. be. The accelerator pedal sensor 9 detects the accelerator opening (the amount of depression of the accelerator pedal). A brake pedal sensor 10 detects the amount of depression of the brake pedal. The steering sensor 12 detects the amount of operation of the steering wheel. A wheel speed sensor 20 is provided for each of the four wheels 6 and detects the rotational speed of each wheel 6 . The vehicle integrated control unit 8 detects the driving operation performed by the driver based on the detection signals output from these sensors, and controls the engine control unit 15, the transmission control unit 14, the power steering control unit 16 and the brakes. Determines the content of instructions to the control unit 18 . Each control unit controls the operations of the engine 1, the automatic transmission 2, the steering mechanism 13, and the hydraulic brake 11 according to the instructions. It should be noted that the content of instructions from the vehicle integrated control unit 8 to each control unit may be determined using detection signals from other sensors. For example, a detection signal from a gyro sensor that detects the orientation and inclination of the vehicle 100, a detection signal from a hydraulic pressure sensor that detects brake hydraulic pressure, and the like may be used.

Furthermore, the vehicle integrated control unit 8 is connected with the HMI device 22 . The HMI device 22 is composed of, for example, a display device, a speaker, operation switches, a microphone, a voice recognition device, etc., and provides various information to the driver under the control of the vehicle integrated control unit 8. A signal corresponding to the voice input is output to the vehicle integrated control unit 8 .

Data from the vehicle integrated control unit 8 and the transmission control unit 14 are input to the engine control unit 15 . In addition, various signals related to the operating state of the engine 1 (rotational speed, intake air amount, throttle opening, in-cylinder pressure, etc.) are output to the engine control unit 15 from sensors (not shown) provided in the engine 1. . Based on these signals and data, the engine control unit 15 outputs a predetermined control signal to an ignition unit including an ignition coil, an ignition plug, etc., a fuel injection valve, an electronically controlled throttle valve, etc. to inject fuel into the engine 1. , ignition, throttle, etc. In addition, when the engine 1 is a diesel engine, the ignition unit is unnecessary.

The configuration of vehicle 100 shown in FIG. 1 is an example of the configuration of a vehicle to which the present invention can be applied, and does not limit the scope of application of the present invention. For example, a vehicle employing a continuously variable transmission (CVT) as the automatic transmission 2 or an electric vehicle equipped with an electric motor instead of the engine 1 may be used. Alternatively, the vehicle may be a hybrid vehicle using both the engine 1 and an electric motor. Basically, the present invention can be applied to any vehicle as long as it notifies the driver of various events (such as vehicle failure and dangerous behavior) in the automatic driving function and driving support function. It is possible.

Next, with reference to FIG. 2, details of the vehicle integrated control unit 8 will be described. As shown in FIG. 2, the vehicle integrated control unit 8 has, as its functions, a preceding vehicle running state detection unit 81, a following vehicle running state detection unit 82, an ambient environment detection unit 83, an own vehicle running state detection unit 84, and a determination unit. 85 , notification control unit 86 , driver intention detection unit 87 , driving switching unit 88 , and driving control unit 89 . In the following description, the vehicle 100 in which the vehicle integrated control unit 8 is mounted is referred to as "own vehicle".

The preceding vehicle traveling state detection unit 81 acquires information from the front stereo camera 7, such as the relative speed and inter-vehicle distance with respect to the preceding vehicle that is traveling or stopped in front of the own vehicle, and based on this information, detects the position of the preceding vehicle. Detect the running state. Specifically, the running speed, acceleration/deceleration, inter-vehicle distance change, etc. of the preceding vehicle are calculated to detect the running state of the preceding vehicle. Note that the preceding vehicle running state detection unit 81 may detect the running state of the preceding vehicle based on the captured image acquired from the front stereo camera 7 .

The following vehicle traveling state detection unit 82 acquires information from the rear stereo camera 21, such as the relative speed and inter-vehicle distance with the following vehicle that is traveling or stopped behind the own vehicle, and based on this information, detects the following vehicle. Detect the running state. Specifically, the running speed, acceleration/deceleration, inter-vehicle distance change, etc. of the following vehicle are calculated to detect the running state of the following vehicle. Note that the following vehicle running state detection unit 82 may detect the running state of the following vehicle based on the captured image acquired from the rear stereo camera 21 .

The preceding vehicle running state detection unit 81 and the following vehicle running state detection unit 82 both detect the running state of the preceding vehicle or the following vehicle, which are other vehicles. Therefore, hereinafter, the preceding vehicle running state detection unit 81 and the following vehicle running state detection unit 82 may be collectively referred to as "another vehicle running state detection unit".

Surrounding environment detection unit 83 detects the surrounding environment of the host vehicle based on information output from front stereo camera 7 , rear stereo camera 21 and sonar 25 . Specifically, the surrounding environment of the own vehicle is detected by detecting objects other than the vehicle existing in front or behind the own vehicle, such as obstacles, road signs, road markings, and traffic lights. Furthermore, the surrounding environment of the own vehicle may include the states of the preceding vehicle and the following vehicle. In addition, the surrounding environment detection unit 83 may detect the surrounding environment of the vehicle based on the images captured by the front stereo camera 7 and the rear stereo camera 21 .

The own vehicle running state detection unit 84 detects the running state of the own vehicle based on the signal from the wheel speed sensor 20 . Specifically, the running speed, acceleration and deceleration of the own vehicle are calculated to detect the running state of the own vehicle. The vehicle running state detection unit 84 detects information other than the signal from the wheel speed sensor 20, such as information from the front stereo camera 7 and the rear stereo camera 21, vehicle position information acquired by a GPS sensor (not shown), and the like. may be used to detect the running state of the own vehicle.

The determination unit 85 determines the running state of the preceding vehicle and the running state of the following vehicle detected by the preceding vehicle running state detection unit 81, the following vehicle running state detection unit 82, the surrounding environment detection unit 83, and the host vehicle running state detection unit 84, respectively. , the surrounding environment, and the running state of the host vehicle, it is determined whether the host vehicle is obstructing the travel of another vehicle during automatic operation. The term "other vehicle" as used herein generally refers to a following vehicle, but may also include a preceding vehicle or other vehicles existing around the own vehicle. Further, the determination unit 85 determines whether or not the host vehicle is following the flow of traffic during automatic driving based on at least one of the pieces of information described above. The determination unit 85 notifies the notification control unit 86 of these determination results. Further, the determination unit 85 determines the operation state of the steering vibrator 23 and the speaker 24 as notification devices, that is, whether they are out of order. Details of the determination made by the determination unit 85 will be described later using a specific example.

The notification control unit 86 controls the HMI device 22, the steering vibrator 23 and the speaker 24 based on the determination results notified from the determination unit 85, and notifies the driver of various information. Specifically, when the judgment unit 85 judges that the own vehicle is obstructing the other vehicle, or judges that the own vehicle does not follow the flow of traffic, the notification control unit 86 These determination results are reported to the driver, and a signal is output to the HMI device 22 for proposing switching from automatic driving to manual driving. Based on the signal from the notification control unit 86, the HMI device 22 notifies the driver by means of a predetermined screen display or sound output from the speaker 24, and waits for a response from the driver. At this time, the driver may be notified by driving the steering vibrator 23 to vibrate the steering wheel or by returning a reaction force to the accelerator pedal. When the driver responds to the notification from the HMI device 22 by operating the operation switch or by voice inputting to the microphone, a signal corresponding to the content of the response is output from the HMI device 22 to the vehicle integrated control unit 8. be done.

The driver's intention detection unit 87 detects the driver's intention for the notification provided by the notification control unit 86 based on the signal from the HMI device 22 . Specifically, based on the signal input from the HMI device 22, the contents of the driver's response are specified, and whether the driver intends to continue automatic driving or to switch from automatic driving to manual driving is determined. determine whether The driver's intention is detected using the accelerator opening detected by the accelerator pedal sensor 9, the amount of depression of the brake pedal detected by the brake pedal sensor 10, the amount of operation of the steering wheel detected by the steering sensor 12, and the like. good too. Even when the notification control unit 86 does not notify the driver, the driver's intention detection unit 87 may detect the intention of the driver.

The driving switching unit 88 switches the driving state of the host vehicle according to the driver's intention detected by the driver's intention detecting unit 87 . Specifically, when the driver intends to switch from automatic driving to manual driving, the driving controller 89 is instructed to switch the driving state of the own vehicle from automatic driving to manual driving. On the other hand, when the driver intends to continue automatic driving, the operation control unit 89 is instructed to continue automatic driving.

The operation control section 89 controls the transmission control unit 14 , the engine control unit 15 , the power steering control unit 16 and the brake control unit 18 . When the driving state of the own vehicle is automatic driving, the driving control unit 89 receives information such as the preceding vehicle, the following vehicle, obstacles, and the surrounding environment supplied from the front stereo camera 7 and the rear stereo camera 21 as described above. Based on this, each control unit is controlled to perform automatic operation control. At this time, the driving control unit 89 detects the running state of the preceding vehicle detected by the preceding vehicle running state detection unit 81, the following vehicle running state detection unit 82, the surrounding environment detection unit 83, and the own vehicle running state detection unit 84, and the following vehicle running state. The running state of the vehicle, the surrounding environment, the running state of the own vehicle, etc. may be used. On the other hand, when the driving state of the own vehicle is manual driving, the driving control unit 89 detects signals from the sensors provided in the accelerator pedal sensor 9, the brake pedal sensor 10, the steering sensor 12, the wheel speed sensor 20, etc., as described above. Driving operation is detected based on the detection signal, and each control unit is controlled. Note that automatic operation control may be partially combined with manual operation.

Next, the contents of control executed by the vehicle integrated control unit 8 will be described with reference to FIGS. 3 and 4. FIG. 3 and 4 are diagrams showing operations of the steering vibrator 23 and the power steering control unit 16 when the vehicle is about to deviate from the center line.

In FIG. 3, an own vehicle 301 is a vehicle on which the vehicle integrated control unit 8 is mounted. When the vehicle integrated control unit 8 detects that the vehicle 301 is about to deviate from the center line, the steering vibrator 23 operates (302) to warn the driver by vibrating the steering wheel. Also, the power steering control unit 16 assists the steering (303) in an attempt to align the vehicle into the lane.

As shown in FIG. 4, when the steering vibrator 23 fails, when the vehicle integrated control unit 8 detects that the vehicle 401 is approaching the center line and is about to deviate from the lane, the steering vibrator 23 does not operate (402). to alert the driver (404). If the vehicle 401 is still about to leave the lane after the audible warning, the power steering control unit 16 assists the steering in an attempt to steer the vehicle into the lane (403). In this way, when the lane departure is prevented after the vehicle is about to depart from the lane, even when the steering vibrator 23 fails, the speaker 24 can be driven in place of the steering vibrator 23 to issue a warning to the driver. . Further, the steering is operated to correct the traveling direction of the vehicle 401 . Therefore, it is possible to perform a series of operations to prevent lane departure while continuing automatic driving.

FIG. 5 is a diagram showing the timing of warning and steering assist at the time of lane departure. First, at timing A, when the vehicle integrated control unit 8 detects lane departure, it turns ON the steering vibrator drive command for warning. Here, an attempt is made to detect an electrical failure of the actuator of the steering vibrator 23 between timing A and timing B, and the failure is detected at timing B within a predetermined failure determination time. Accordingly, the speaker 24, which is a warning device instead of the steering vibrator 23, is immediately driven. As a result, the driver can recognize that a situation warned by the sound of the speaker has occurred despite the failure of the steering vibrator 23 .

After that, if the lane deviation progresses to the extent that it is necessary to correct the steering, the steering is driven at timing C to correct the trajectory. As a result, the lane deviation is resolved at timing D, and the speaker 24 is turned off.

It should be noted that the steering vibrator driving command should be kept ON from the timing B to the timing D. This is because when the malfunction of the steering vibrator 23 is resolved, the return to normal operation is immediately detected, and the normal notification mode by the steering vibrator 23 is restored.

FIG. 6 is a diagram showing a drive circuit for the steering vibrator 23. As shown in FIG. In general, drive element 603 supplies drive current from battery 604 in accordance with drive command 602 to drive actuator 601 of steering vibrator 23 . Here, when measuring the voltage 605 of the sensing resistor 606 connected in series with the actuator 601, if the actuator 601 is normal, the voltage due to the current flowing through the sensing resistor 606 is detected when the driving element 603 is ON. is OFF, the voltage is zero. When the actuator 601 breaks down, the voltage becomes 0 regardless of whether the driving element 603 is in the ON state or the OFF state. Therefore, when the driving element 603 is in the ON state (that is, the driving command 602 is in the ON state), the disconnection failure of the actuator 601 can be detected if the voltage of the detection resistor 606 is equal to or less than a predetermined threshold value.

When detecting a failure of the actuator 601 with the above-described configuration, even if a failure actually occurs, the failure can be detected after the drive current is supplied to the actuator 601, as described with reference to FIG. However, in detecting a failure of the notification device of the present invention, since some danger is approaching when the actuator 601 is driven, the automatic operation cannot be stopped immediately. Therefore, by notifying the driver of the warning using another notification device, the driver can recognize that danger is approaching. Therefore, the automatic driving operation is continued, and the automatic driving operation such as the steering drive described in FIG. 5 is performed in a state where the warning is continued.

FIG. 7 is a flowchart of failure determination processing and alternative notification switching determination processing according to the present embodiment. Note that this process is included in the control program, and is repeatedly executed together with other processes in the determination unit 85 .

First, the determination unit 85 determines whether the notification device is out of order (S1). For example, when the voltage of the detection resistor 606 in FIG. 6 becomes equal to or less than a predetermined threshold, it can be determined that the steering vibrator 23 is out of order. Then, when the determination unit 85 detects a failure of the notification device, it determines whether it is a single failure (S2). For example, when a failure of the steering vibrator 23 is detected, the operating state is confirmed from the vehicle integrated control unit 8 to the speaker drive ECU (not shown), and the failure of the speaker 24 is detected based on the operating state report sent from the speaker drive ECU. I can judge. It should be noted that the speaker drive ECU may be configured to transmit the failure diagnosis result to the vehicle integrated control unit 8 .

Then, if the failure of the notification device is not a single failure (that is, all the notification devices are out of order), the determination unit 85 cannot substitute the notification device, so it controls to stop the automatic operation control (S6 ). At this time, the vehicle may be stopped at a safe place (for example, the shoulder of the road) by automatic driving control, or may be switched to manual driving by the driver. On the other hand, if the failure of the notification device is a single failure, the determination unit 85 can continue automatic operation by substituting the function of the failed notification device with another notification device. (S3).

Next, the failure determination unit 85 identifies the faulty notification device (S4). In the flow chart shown in FIG. 7, there are two notification devices, the speaker 24 and the steering vibrator 23, so in step S4, one of the notification devices (for example, the speaker 24) is targeted for failure determination. If the result of determination is that the speaker 24 is out of order, the steering vibrator 23 is not out of order. Control is performed so that the vibrator 23 is substituted for notification (S5). In this case, the event originally reported by the steering vibrator 23 and the event reported by the steering vibrator 23 instead of the speaker 24 may be reported in different manners. For example, the steering vibrator 23 may be driven so that the vibration at the time of the obstacle detection notification is different in frequency, intensity and rhythm from the vibration at the time of the lane departure notification.

On the other hand, if the speaker 24 is not out of order, the steering vibrator 23 is out of order. Control is performed so as to notify instead (S7). In this case, it is preferable to notify the event originally notified by the speaker 24 and the event notified by the speaker 24 instead of the steering vibrator 23 in different manners. For example, it is preferable to drive the speaker 24 so as to generate a notification sound when an obstacle is detected that differs in frequency, intensity, and tone from the notification sound when the vehicle departs from the lane.

In the above-described flowchart, the case where there are two notification devices, that is, the speaker 24 and the steering vibrator 23, is described, but three or more notification devices may be provided. In step S2, it is determined whether or not all of the notification devices are out of order, and in step S4, the faulty notification device is specified, and an event such as an abnormality is notified by an alternative notification device.

FIG. 8 is a diagram showing operations from detection of a forward obstacle to actuation of an emergency brake. When the vehicle 801 detects that it is approaching a preceding vehicle or an obstacle, it drives the speaker 24 to inform the driver of the danger (802). If the vehicle 801 does not stop even after the warning by sound and there is a possibility of collision, the emergency brake is activated to stop the vehicle 801 (803).

FIG. 9 is a diagram showing the operation when a failure of the speaker 24 is detected when an obstacle ahead is detected. At timing A, when the vehicle 901 detects an obstacle, the position (direction and distance) of the obstacle and the moving speed of the obstacle are detected. drive 24; Here, an attempt is made to detect an electrical failure in the speaker 24 between timing A and timing B, and failure is detected at timing B within a predetermined failure determination time (902). Therefore, the steering vibrator 23, which is a warning device instead of the speaker 24, is immediately driven to vibrate the steering wheel to warn the driver (903). As a result, the driver can recognize the occurrence of a situation to be warned by the vibration of the steering vibrator 23 despite the failure of the speaker 24 .

Thereafter, if the vehicle 901 does not stop and there is a possibility of collision, the emergency brake is applied at timing C (904). As a result, when the vehicle 901 stops, the risk of collision disappears at timing D, and the steering vibrator 23 is turned off.

It should be noted that the speaker driving command should be kept ON from the timing B to the timing D. FIG. This is because when the failure of the speaker 24 is resolved, the return to normality is immediately detected, and the normal notification form by the speaker 24 is restored.

In this way, when an emergency brake is actuated from the detection of an obstacle in front of the failure, even when the speaker 24 fails, the steering vibrator 23 can be driven in place of the speaker 24 to issue a warning to the driver. Furthermore, the emergency brake is actuated to stop the vehicle 901 . Therefore, it is possible to perform a series of operations to stop by emergency braking while continuing automatic operation.

In the above embodiments, the present invention has been described with examples of the steering operation at the time of lane departure and the emergency braking operation at the time of obstacle detection. A similar effect can be obtained by using alternative annunciation devices.

As described above, in the vehicle control system of this embodiment, when one of the speaker 24 and the steering vibrator 23 fails, the control device (vehicle integrated control unit 8) causes the other of the speaker 24 and the steering vibrator 23 to Instead, the driver is notified of the vehicle status. Even if the notification device breaks down, an alternative notification device will be used to notify the driver, so that automatic driving and driving support can be continued. In particular, when informing the driver of a dangerous state in response to automatic driving and driving assistance in lane departure shown in FIG. 4 and in response to automatic driving and driving assistance in emergency braking shown in FIG. Since the notification device can continue to notify, automatic driving and driving support can be continued.

Further, when the vehicle integrated control unit 8 detects a failure of the steering vibrator 23 when the driver should be notified by vibration, the vehicle integrated control unit 8 performs control so that the speaker 24 is substituted for notification, and the speaker 24 is substituted for notification. At the time, since the notification is made in a manner different from that when originally notified by the speaker 24, the driver can be notified of the state of the vehicle and can be made to recognize that the notification is made by the alternative notification device.

In addition, the vehicle integrated control unit 8 controls the speaker 24 to issue a first warning when detecting an obstacle that may collide with the vehicle, and the steering vibrator 23 when detecting lane departure. When the failure is detected, the speaker 24 is substituted and controlled to notify the second warning, and since the first warning and the second warning are different modes, the warning is notified to the driver, Failure of the notification device can also be notified.

In addition, when the vehicle integrated control unit 8 detects the failure of the speaker 24 when the driver should be notified by sound, the vehicle integrated control unit 8 controls to substitute the steering vibrator 23 for notification, and the steering vibrator 23 substitutes for notification. When doing so, control is performed so that the notification is made in a manner different from that when originally notified by the steering vibrator 23, so that the driver is notified of the state of the vehicle and is made aware that the notification is being made by the alternative notification device. be able to.

In addition, the vehicle integrated control unit 8 controls the steering vibrator 23 to issue a third warning when it detects a lane departure, and when it detects an obstacle that may collide with the vehicle, it issues a warning through the speaker. When the failure of 24 is detected, the steering vibrator 23 is substituted and controlled to issue a fourth warning, and since the third and fourth alerts are in different modes, the driver is notified of the warning. At the same time, a failure of the notification device can also be notified.

It should be noted that the present invention is not limited to the embodiments described above, but includes various modifications and equivalent configurations within the scope of the appended claims. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and the present invention is not necessarily limited to those having all the described configurations. Also, part of the configuration of one embodiment may be replaced with the configuration of another embodiment. Moreover, the configuration of another embodiment may be added to the configuration of one embodiment. Further, additions, deletions, and replacements of other configurations may be made for a part of the configuration of each embodiment.

In addition, each configuration, function, processing unit, processing means, etc. described above may be realized by hardware, for example, by designing a part or all of them with an integrated circuit, and the processor realizes each function. It may be realized by software by interpreting and executing a program to execute.

Information such as programs, tables, and files that implement each function can be stored in storage devices such as memories, hard disks, SSDs (Solid State Drives), or recording media such as IC cards, SD cards, and DVDs.

In addition, the control lines and information lines indicate those considered necessary for explanation, and do not necessarily indicate all the control lines and information lines necessary for mounting. In practice, it can be considered that almost all configurations are interconnected.

1 engine 2 automatic transmission 3 propeller shaft 4 differential gear 5 drive shaft 6 wheels (front and rear wheels)
7 front stereo camera 8 vehicle integrated control unit 9 accelerator pedal sensor 10 brake pedal sensor 11 hydraulic brake 12 steering sensor 13 steering mechanism 14 transmission control unit 15 engine control unit 16 power steering control unit 17 vehicle control device 18 brake control unit 20 Wheel speed sensor 21 Rear stereo camera 22 HMI device 23 Steering vibrator 24 Speaker 25 Sonar 81 Leading vehicle running state detection unit 82 Following vehicle running state detection unit 83 Surrounding environment detection unit 84 Own vehicle running state detection unit 85 Judgment unit 86 Notification control unit 87 driver's intention detection unit 88 operation switching unit 89 operation control unit 601 actuator 603 drive element 604 battery 606 detection resistor

Claims (6)

A vehicle control system,
a control device that detects a state of the vehicle and controls the vehicle according to the detected state of the vehicle;
a speaker that generates sound for informing the driver of the state of the vehicle;
and a vibrator that generates vibration to notify the driver of the state of the vehicle,
The control device is
When the speaker fails, the vibrator is used instead to inform the driver of the state of the vehicle and continue to control the vehicle;
A vehicle control system , wherein when the vibrator fails, the speaker is used instead of the vibrator to notify the driver of the vehicle status and continue to control the vehicle. A vehicle control system according to claim 1,
A vehicle control system, wherein the control device detects the state of the vehicle using a signal detected by at least one of a camera and a sonar. A vehicle control system according to claim 1,
The control device is
When the driver should be notified by vibration, when a failure of the vibrator is detected, the speaker is substituted for the notification,
A vehicle control system characterized in that, when the speaker is used instead of the notification, the vehicle control system performs control so that the notification is performed in a manner different from that originally performed when the speaker is used. A vehicle control system according to claim 3,
The control device is
When an obstacle that may collide with the vehicle is detected, the speaker is controlled to issue a first warning,
When a lane departure is detected and a failure of the vibrator is detected, control is performed so that a second warning is given instead of the speaker,
A vehicle control system, wherein the first warning and the second warning are in different aspects. A vehicle control system according to claim 1,
The control device is
When the driver should be notified by sound, when a failure of the speaker is detected, the vibrator is substituted for the notification,
A vehicle control system, wherein when the vibrator is substituted for the notification, the vehicle control system performs control so that the notification is performed in a manner different from that originally performed when the vibrator is used. A vehicle control system according to claim 5,
The control device is
When lane departure is detected, controlling the vibrator to issue a third warning,
When an obstacle that may collide with the vehicle is detected and a failure of the speaker is detected, the vibrator is substituted for the vibrator and controlled to notify a fourth warning,
A vehicle control system, wherein the third warning and the fourth warning are in different aspects.

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