WO2014178264A1 - 車両制御装置及び車両制御方法 - Google Patents
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Definitions
- the present invention relates to a vehicle control device and a vehicle control method.
- an arbitration process is performed in which a plurality of input values (requests) are arbitrated to determine one control target value. Therefore, the control target value to the control object is determined by a time lag due to the arbitration process. Transmission may be delayed.
- the present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle control device and a vehicle control that have a function of arbitrating a plurality of requests and are capable of high-speed transmission of requests with high priority. Is to provide a method.
- the vehicle control apparatus determines whether or not the priority of a request is high for each request when a plurality of requests for a physical quantity to be controlled in the vehicle is input.
- the control target value is determined by arbitrating the plurality of requests. If there is a request determined to have a high priority, this request is transferred as a control target value. The transferred or adjusted control target value is output to the control object.
- FIG. 1 is a block diagram showing a configuration of a vehicle control system including a vehicle control device according to the first embodiment.
- FIG. 2 is a flowchart showing an example of the operation of the vehicle control device 3 shown in FIG. 1 as a vehicle control method according to the embodiment.
- FIG. 3 is a block diagram illustrating a configuration of the output unit 37 according to the second embodiment.
- FIG. 4 is a graph for explaining the effect of the second embodiment, and shows an example of the temporal change of the control target value Rm and the control target value Rt.
- FIG. 5 is a graph for explaining the effect of the second embodiment, and shows an example of the time change of the control target value output to the VDC 5 in the example shown in FIG. FIG.
- FIG. 6 is a flowchart showing an example of the operation of the vehicle control device 3 according to the second embodiment.
- FIG. 7 is a block diagram illustrating a configuration of the output unit 37 according to the third embodiment.
- FIG. 8 is a graph for explaining the effect according to the third embodiment, and shows an example of the time change of the control target value output to the VDC 5 in the example shown in FIG.
- FIG. 9 is a flowchart showing an example of the operation of the vehicle control device 3 according to the third embodiment.
- the vehicle control system is an advanced system that generates a plurality of requests for a physical quantity (for example, a braking amount) to be controlled in a vehicle based on information obtained from outside the vehicle (for example, information on other vehicles existing around the host vehicle). Requests generated based on the driving support system 1 and a plurality of requests generated by the advanced driving support system 1 and information obtained mainly from the vehicle (for example, vehicle speed, steering angle, pedal operation amount, planned travel route).
- a physical quantity for example, a braking amount
- the vehicle control device 3 that mediates and outputs the control target value
- the VDC 5 Vehicle Dynamics Controller
- the amount of braking of the vehicle will be described as an example of the physical amount to be controlled in the vehicle.
- the advanced driving assistance system 1 is called, for example, an Advanced Driver Assistance System (ADAS), and is a control that generates a request for a braking amount of a vehicle based mainly on information obtained from outside the vehicle.
- ADAS Advanced Driver Assistance System
- a constant vehicle speed control unit 11 As the logic, a constant vehicle speed control unit 11, an inter-vehicle distance correction control unit 12, and a front collision related control unit 13 are provided.
- the constant vehicle speed control unit 11 performs constant-speed running control that maintains the vehicle speed at a target value, and also performs constant vehicle speed control (Adaptive) that performs inter-vehicle distance control that controls the inter-vehicle distance by detecting the distance, relative speed, and the like with the preceding vehicle.
- Adaptive constant vehicle speed control
- a request based on Cruise Control (ACC) is generated.
- the inter-vehicle distance correction control unit 12 detects the distance from the preceding vehicle, relative speed, and the like, prompts the driver to release the accelerator, depresses the brake, etc., and performs inter-vehicle distance correction as necessary.
- a request based on control (Distance Control Assist: DCA) is generated.
- the front collision-related control unit 13 receives a request based on a collision avoidance emergency brake control (Forward Collision Avoidance: FCA) that performs a brake control for avoiding a collision by using a detection value such as a distance to a front obstacle and a relative speed as an input.
- FCA Forward Collision Avoidance
- FCA Forward Collision Avoidance
- IBA Intelligent Break Assist
- the advanced driving support system 1 arbitrates the request generated by the constant vehicle speed control unit 11, the request generated by the inter-vehicle distance correction control unit 12, and the request generated by the front collision related control unit 13.
- the arbitration unit 14 is provided.
- the first arbitration unit 14 outputs one request to the vehicle control device 3 as a result of the arbitration.
- the vehicle control device 3 is called, for example, an intelligent drivability module (IDM) and has a function of arbitrating a plurality of requests for the same physical quantity (braking quantity), and has a high degree of urgency.
- IDM intelligent drivability module
- a request based on a specific purpose (viewpoint) is transferred to the VDC 5 without arbitration.
- the vehicle control device 3 is configured to input a plurality of requests for a physical quantity (braking amount) to be controlled in the vehicle, and whether the request priority is high for each input request.
- the transfer unit 36 transfers the request as a control target value
- the transfer unit 36 transfers the request.
- the output part 37 which outputs the control target value determined by the 2nd arbitration part 34 with respect to VDC5 as a control object is provided.
- the input unit 31 receives a request output from the advanced driving support system 1 and transmits it to the determination unit 32.
- the determination unit 32 determines whether the priority of the input request is high. to decide. When the priority of the input request is high, the determination unit 32 determines that this should be the target of the transfer process, and when the priority of the input request is not high, this should be the target of the arbitration process Judge.
- the determination unit 32 transmits a request (hereinafter referred to as a “general request”) determined to be the target of the arbitration process to the first abnormality diagnosis unit 33, and the request determined to be the target of the transfer process (Hereinafter referred to as “urgent request”) is transmitted to the transfer unit 36.
- a request hereinafter referred to as a “general request”
- the request determined to be the target of the transfer process hereinafter referred to as “urgent request”
- a request type with a high priority and a request type with a low priority are classified in advance, a request based on constant vehicle speed control (ACC), and an inter-vehicle distance correction control (DCA).
- ACC constant vehicle speed control
- DCA inter-vehicle distance correction control
- FCA collision avoidance emergency brake control
- IBA front collision suppression brake control
- general requests that do not have high priority include requests based on constant vehicle speed control (ACC), requests based on inter-vehicle distance correction control (DCA), requests based on skid prevention control (AVDC), and turning speed.
- Requests based on control are included.
- a parameter indicating the priority is assigned for each type of request, and whether the value of the parameter is larger or smaller than a threshold is compared.
- a method may be used.
- the first abnormality diagnosis unit 33 diagnoses whether or not there is an abnormality in the general request, and transmits a general request having no abnormality to the second arbitration unit 34.
- the vehicle control device 3 includes an IDM control unit 35 that generates a request for a braking amount based on a purpose (viewpoint) different from the control logic (11 to 13) included in the advanced driving support system 1.
- the IDM control unit 35 generates a request (general request) based on turning speed control (Cornering Break Assist: CBA).
- Turning speed control (CBA) is braking control for maintaining the vehicle speed when the vehicle turns within an appropriate range.
- the general request generated by the IDM control unit 35 is transmitted to the second arbitration unit 34. Therefore, the general request from the first abnormality diagnosis unit 33 and the general request from the IDM control unit 35 are input to the second arbitration unit 34.
- the second arbitration unit 34 arbitrates the plurality of general requests and determines the control target value.
- the determined control target value Rm is transmitted to the output unit 37 via the output processing unit 38.
- a specific method of arbitration is not particularly limited, and a known method may be applied. Note that the plurality of general requests to be subjected to the arbitration process by the second arbitration unit 34 include not only the general request determined by the determination unit 32 but also the general request from the IDM control unit 35.
- the transfer unit 36 receives the emergency request and transmits it to the output unit 37 as the control target value Rt.
- the output unit 37 temporarily stores the control target value transferred from the transfer unit 36 or determined by the second arbitration unit 34 in a buffer (not shown), and the control target value from the buffer to the VDC 5 Is output.
- the vehicle control device 3 makes the operation speed of the route through which the emergency request flows faster than the operation speed of the route through which the general request flows in order to transmit the emergency request to the VDC 5 at high speed.
- the first abnormality diagnosing unit 33 and the IDM control unit surrounded by the dotted line Lw in FIG. 1 are the calculation cycles of the input unit 31, the determination unit 32, the transfer unit 36, and the output unit 37 surrounded by the dotted line Hg in FIG. 35 and the calculation period of the second arbitration unit 34 are made shorter.
- the calculation cycle of the calculation units (31, 32, 36, 37) surrounded by the dotted line Hg in FIG. 1 is 1 ms
- the VDC 5 includes an IBA & FCA input processing unit 52 to which the control target value Rt from the transfer unit 36 is input, an input processing unit 51 to which the control target value Rm from the second arbitration unit 34 is input, and collision avoidance emergency brake control.
- An FCA operation permission processing unit 53 that determines the operation permission of (FCA), a second abnormality diagnosis unit 54, and a hydraulic pressure processing unit 55 that converts the control target value into the pressure value (bar) of the brake oil.
- the IBA & FCA input processing unit 52 performs an input process for the control target value Rt based on the collision avoidance emergency brake control (FCA) or the front collision suppression brake control (IBA), and the input processing unit 51 includes a vehicle speed constant control (ACC), a vehicle An input process is performed on the control target value Rm based on the inter-vehicle distance correction control (DCA), the skid prevention control (AVDC), or the turning speed control (CBA).
- the control target values (Rt, Rm) subjected to the input process are transmitted to the hydraulic pressure processing unit 55 after the second abnormality diagnosis unit 54 diagnoses the presence or absence of the abnormality.
- the second abnormality diagnosis unit 54 controls the control target value Rt based on the collision avoidance emergency brake control (FCA) from the transfer unit 36 only when the FCA operation permission processing unit 53 has instructed the FCA operation permission. Is transmitted to the hydraulic pressure processing unit 55.
- the hydraulic pressure processing unit 55 calculates the target pressure value (bar) of the brake oil based on the control target value (Rt, Rm) of the braking amount.
- the target pressure value (bar) of the brake oil is transmitted to an actuator (not shown).
- step S01 the input unit 31 receives a plurality of requests for the braking amount of the vehicle from the advanced driving support system 1.
- step S ⁇ b> 03 the determination unit 32 determines whether the request priority is high for each request input to the input unit 31. If the priority is high (YES in S03), the process proceeds to the transfer process in step S07. If the priority is not high (NO in S03), the process proceeds to the arbitration process in step S05. Note that the input process of step S01 and the determination process of step S03 are executed with a calculation cycle of 1 ms.
- step S05 the arbitration process by the second arbitration unit 34 is executed under a calculation period of 10 ms. Therefore, when a general request is input to the input unit 31 at a cycle shorter than 10 ms, a plurality of general requests are input as objects of arbitration by the second arbitration unit 34. When there are a plurality of general requests that are determined not to have high priority, the second arbitration unit 34 arbitrates the plurality of general requests and determines a control target value (Rm). Thereafter, the process proceeds to step S09.
- Rm control target value
- step S07 the transfer process of the emergency request by the transfer unit 36 is executed under the calculation cycle of 1 ms.
- the transfer unit 36 bypasses the arbitration process and transfers the emergency request as a control target value (Rt). Thereafter, the process proceeds to step S09.
- step S09 the output unit 37 temporarily stores the control target values (Rm, Rt) in a buffer in the output unit 37. Proceeding to step S11, the output unit 37 transmits the control target values (Rm, Rt) to the VDC under a calculation period of 1 ms.
- the second arbitration unit 34 While having a function for arbitrating a plurality of requests, the second arbitration unit 34 is bypassed and transferred to the control target (VDC 5) as a control target value Rt without performing arbitration for an emergency request having a high priority. By doing so, high-speed transmission of emergency requests with high priority becomes possible. Further, by providing an arbitration function, the number of input lines to the control target object (VDC5) is reduced, and resources required for information processing in the control target object (VDC5) can be reduced. Improves.
- the transfer process cycle is shorter than the arbitration process, and the transfer process can be speeded up.
- the physical quantity to be controlled in the vehicle is the braking quantity of the vehicle
- the general request that is not high in priority is a request based on the constant speed traveling control executed in the constant vehicle speed control (ACC), the constant vehicle speed control (ACC) or the vehicle.
- These are at least two requests among a request based on the inter-vehicle distance control performed in the inter-vehicle distance correction control (DCA), a request based on the skid prevention control (AVDC), and a request based on the turning speed control (CBA).
- DCA inter-vehicle distance control
- AVDC skid prevention control
- CBA turning speed control
- the physical quantity to be controlled in the vehicle is the braking quantity of the vehicle
- the emergency request having a high priority is at least one of a request based on the collision avoidance emergency brake control (FCA) and a request based on the front collision suppression brake control (IBA). It is a request. For this reason, an emergency request with a high priority is subject to a transfer process, so that the time lag due to the arbitration process is reduced.
- the output unit 37 controls the control target value Rm determined by the second arbitration unit 34 and the control target transferred from the transfer unit 36. A case where one of the values Rt is output will be described.
- the vehicle control device 3 according to the second embodiment is different from the first embodiment in the configuration of the output unit 37, but the other configurations are the same as those in the first embodiment, and thus the description and illustration thereof are omitted.
- the output unit 37 includes a comparison unit 39 that compares the control target value Rm determined by the second arbitration unit 34 with the control target value Rt transferred from the transfer unit 36, and based on the comparison result by the comparison unit 39. Any one of the control target value Rm and the control target value Rt is output to the VDC 5.
- the comparison unit 39 compares the control target value Rm and the control target value Rt, and outputs the larger one to the VDC 5.
- the output unit 37 outputs the control target value Rm 0 determined by the second arbitration unit 34 to the VDC 5. This period is referred to as a regular arbitration period Nm.
- control target value Rt 1 is transferred from the transfer unit 36, in the first embodiment, the control target value Rt 1 from the transfer unit 36 is transferred to the VDC 5 as it is. If the control target value Rt 1 is smaller than the control target value Rm 0, since become suddenly changes from the control target value Rm 0 to the control target value Rt 1, variation in the vehicle behavior becomes large.
- the comparison unit 39 calculates the control target value Rm 1 and the control target value Rt 1 when the control target value Rt 1 is transferred.
- the larger one (control target value Rm 1 ) is output to VDC 5.
- control target value Rt is shown to increase monotonously with time.
- the comparison unit 39 outputs control target values Rm 1 and Rm 2 during a period in which the control target value Rm is greater than the control target value Rt (this is referred to as a correction period Ad), and the control target value Rm is the control target value Rt.
- Control target values Rt 3 , Rt 4 , Rt 5 , Rt 6 ,... Are output in a shorter period (this is referred to as transfer period Tr).
- the time change of the control target value output to the VDC 5 is as shown in FIG.
- the control target value Rm determined by the second arbitration unit 34 is output, and in the transfer period Tr, the control target value Rt transferred from the transfer unit 36 is Is output.
- step S ⁇ b> 13 is further provided before step S ⁇ b> 09, but the other points are the same as FIG.
- step S13 when the control target value Rm is input from the second arbitration unit 34 and the control target value Rt is transferred from the transfer unit 36 within a predetermined time, the comparison unit 39 sets the control target value Rm. And the control target value Rt are compared, and the larger one is selected. In step S11, the control target value selected by the comparison unit 39 is output to the VDC 5.
- the comparison unit 39 compares the control target value Rm determined by the second arbitration unit 34 with the control target value Rt transferred from the transfer unit 36, and based on the comparison result, the control target value Rm is compared. Either one of the value Rm and the control target value Rt is output to the VDC 5. As a result, as described with reference to FIGS. 4 and 5, it is possible to moderate the variation in the vehicle behavior in the transition period in which the arbitration control and the transfer control are switched.
- the output unit 37 differs between the control target value Rm determined by the second arbitration unit 34 and the control target value Rt transferred from the transfer unit 36. A case where data is temporarily stored in the buffer will be described.
- the configuration of the output unit 37 is different from that of the first embodiment, but the other configurations are the same as those of the first embodiment, and thus the description and illustration thereof are omitted.
- the output unit 37 includes an arbitration buffer 40 that stores the control target value Rm determined by the second arbitration unit 34, and a transfer buffer 41 that stores the control target value Rt transferred from the transfer unit 36.
- the output unit 37 can output each of the control target value Rm and the control target value Rt to the VDC 5.
- the motor on the basis of the control target value Rm 3 ⁇ Rm 6 by arbitration (vehicle drive unit) the amount of regenerative braking control of the control target value Rm 3 ⁇ Rm 6 by arbitration the control target value Rt 3 ⁇ Rt 6 by the transfer
- the so-called regenerative cooperative control that controls the amount of friction brake braking based on the difference between the two is possible.
- the output unit 37 controls both the control target values Rm 3 to Rm 6 by arbitration and the difference between the control target values Rt 3 to Rt 6 by transfer and the control target values Rm 3 to Rm 6 by arbitration. May be output to VDC5. Thereby, the resource for the difference calculation in VDC5 can be reduced.
- step S15 and step S17 are provided instead of step S09, but the other points are the same as in FIG.
- step S15 the arbitration buffer 40 temporarily stores the control target value Rm determined in step S05.
- step S17 the transfer buffer 41 temporarily stores the control target value Rt transferred in step S07.
- step S11 both the control target value Rm and the control target value Rt stored in the arbitration buffer 40 and the transfer buffer 41 are output to the VDC 5.
- the output unit 37 includes the arbitration buffer 40 and the transfer buffer 41, thereby outputting both the control target value Rm by arbitration and the control target value Rt by transfer to the control object (VDC5). be able to.
- the control object (VDC5) can perform braking control according to each control target value. For example, as shown in FIG. 8, it is possible to perform regenerative cooperative control using both the control target value Rm and the control target value Rt.
- an upper ECU for example, ADAS1
- a lower ECU for example, IDM3 or VDC5
- the control object (VDC 5) cannot grasp whether the request is by the interrupt process.
- the output unit 37 includes the arbitration buffer 40 and the transfer buffer 41, the control object (VDC 5) can grasp which request it is.
- the transmission (IDM3) side transmits data for determining the request in the control object (VDC5) in a multiplexed manner, if there is one buffer for outputting the request, it is not possible to transmit the data ensuring the multiplicity. Can not. Since the output unit 37 includes the arbitration buffer 40 and the transfer buffer 41, it is possible to transmit data that ensures multiplicity.
- the output unit 37 further includes a comparison unit 39.
- the comparison unit 39 results in the transfer period Tr, the control target value Rm by arbitration and the control target value Rt by transfer are both sent, and the regenerative cooperative control is unnecessary.
- the correction period Ad only the control target value Rm by arbitration can be sent, and the control target value can be transmitted efficiently.
- VDC control object
- Input unit Judgment unit
- Second arbitration unit (arbitration unit)
- Transfer unit 37
- Comparison unit 40
- Arbitration buffer 41
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Abstract
Description
以下、図面を参照して、本発明の実施形態を説明する。図面の記載において同一部分には同一符号を付し説明を省略する。
第2実施形態では、転送部36から制御目標値Rtが転送された場合に、出力部37が、第2の調停部34により決定された制御目標値Rmと転送部36から転送された制御目標値Rtのいずか一方を出力する場合について説明する。第2実施形態に係わる車両制御装置3は、出力部37の構成が第1実施形態と相違するが、その他の構成は第1実施形態と同じであるため、説明及び図示を省略する。
第3実施形態では、図1の車両制御装置3において、出力部37が、第2の調停部34により決定された制御目標値Rmと、転送部36から転送された制御目標値Rtとを異なるバッファに一時的に格納する場合について説明する。第3実施形態に係わる車両制御装置3は、出力部37の構成が第1実施形態と相違するが、その他の構成は第1実施形態と同じであるため、説明及び図示を省略する。
5 VDC(制御対象物)
31 入力部
32 判断部
34 第2の調停部(調停部)
36 転送部
37 出力部
39 比較部
40 調停バッファ
41 転送バッファ
Rm、Rt 制御目標値
Claims (7)
- 車両において制御すべき物理量に対する複数の要求が入力される入力部と、
入力された要求毎に、前記要求の優先度が高いか否かを判断する判断部と、
前記優先度が高くないと前記判断部により判断された複数の要求があった場合に、前記複数の要求を調停して制御目標値を決定する調停部と、
前記優先度が高いと前記判断部により判断された要求があった場合に、前記要求を制御目標値として転送する転送部と、
前記転送部から転送された、或いは前記調停部により決定された前記制御目標値を制御対象物に対して出力する出力部と、
を備える車両制御装置。 - 前記転送部の演算周期は、前記調停部の演算周期よりも短いことを特徴とする請求項1に記載の車両制御装置。
- 前記車両において制御すべき物理量は、車両の制動量であり、前記優先度が高くない要求は、定速走行制御に基づく要求、車間距離制御に基づく要求、横滑り防止制御に基づく要求、旋回速度制御に基づく要求のうち少なくとも2つの要求であることを特徴とする請求項1又は2に記載の車両制御装置。
- 前記車両において制御すべき物理量は車両の制動量であり、前記優先度が高い要求は、衝突回避緊急ブレーキ制御に基づく要求、前突抑制ブレーキ制御に基づく要求のうち少なくとも1つの要求であることを特徴とする請求項1~3の何れか一項に記載の車両制御装置。
- 前記出力部は、前記調停部により決定された制御目標値と、前記転送部から転送された制御目標値とを比較する比較部を備え、前記比較部による比較結果に基づいて、前記調停部により決定された制御目標値、及び前記転送部から転送された制御目標値の何れか一方を出力することを特徴とする請求項1~4の何れか一項に記載の車両制御装置。
- 前記出力部は、前記調停部により決定された制御目標値を格納する調停バッファと、前記転送部から転送された制御目標値を格納する転送バッファとを備えることを特徴とする請求項1~4の何れか一項に記載の車両制御装置。
- 車両において制御すべき物理量に対する複数の要求を受信し、
受信した要求毎に、前記要求の優先度が高いか否かを判断し、
前記優先度が高くないと判断した複数の要求があった場合に、前記複数の要求を調停して制御目標値を決定し、
前記優先度が高いと判断した要求があった場合に、前記要求を制御目標値として転送し、
前記転送された、或いは前記決定された前記制御目標値を制御対象物に対して出力する
車両制御方法。
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