Vehicle control system and control method

This application is a continuation of International Patent Application No. PCT/JP2017/040214 filed on Nov. 8, 2017, which claims priority to and the benefit of Japanese Patent Application No. 2017-032534 filed on Feb. 23, 2017, the entire disclosures of which are incorporated herein by reference.

The present invention relates to a vehicle control technique.

To improve the reliability of automated driving control of a vehicle, providing of a monitor for a control apparatus (FIG. 11 of WO 2016/080452) and multiplexing of an apparatus (Japanese Patent Laid-Open No. 2003-015742) are proposed.

In the systems disclosed in WO 2016/080452 and Japanese Patent Laid-Open No. 2003-015742, multiplexed control units execute the same control operations and check the operation results. Substantially, the same processing is executed by a plurality of control units. Hence, the load on the control units is relatively high, and there is still room for improvement concerning the distribution of control processes.

It is an object of the present invention to improve reliability while attaining the distribution of control processes.

According to an aspect of the present invention, there is provided a vehicle control system comprising: an automated driving control unit configured to control, based on surrounding environment information of a vehicle, driving, braking, and/or steering of the vehicle without depending on a driving operation of a driver; and a driving support control unit configured to support driving of the vehicle by the driver by controlling driving, braking, and/or steering of the vehicle, wherein the automated driving control unit and the driving support control unit are communicably connected, and the driving support control unit is configured to control, depending on a reception result of a signal received from the automated driving control unit, steering, and driving and/or braking of the vehicle based on the surrounding environment information of the vehicle without depending on the driving operation of the driver.

According to another aspect of the present invention, there is provided a vehicle control system comprising: an automated driving control unit configured to control, based on surrounding environment information of a vehicle, driving, braking, and/or steering of the vehicle without depending on a driving operation of a driver; and a driving support control unit configured to support driving of the vehicle by the driver by controlling driving, braking, and/or steering of the vehicle during driving of the vehicle by the driver, wherein the automated driving control unit and the driving support control unit are communicably connected, and the driving support control unit is configured to control, depending on a reception result of a signal received from the automated driving control unit, steering, and driving and/or braking of the vehicle based on the surrounding environment information of the vehicle without depending on the driving operation of the driver.

According to still another aspect of the present invention, there is provided a control method of a vehicle control system including: an automated driving control unit configured to control, based on surrounding environment information of a vehicle, driving, braking, and/or steering of the vehicle without depending on a driving operation of a driver; and a driving support control unit configured to support driving of the vehicle by the driver by controlling driving, braking, and/or steering of the vehicle, the method comprising: receiving a signal output from the automated driving control unit by the driving support control unit; and controlling, depending on a reception result in the receiving, steering, and driving and/or braking of the vehicle based on the surrounding environment information of the vehicle without depending on the driving operation of the driver.

Further features of the present invention will become apparent from the following description of exemplary embodiments (with reference to the attached drawings).

FIG. 1 is a block diagram of a vehicle control system according to an embodiment;

FIG. 2 is a block diagram of the vehicle control system according to the embodiment;

FIG. 3 is a block diagram of the vehicle control system according to the embodiment;

FIG. 4 is a flowchart showing an example of processing executed by the system according to the embodiment;

FIG. 5 is a flowchart showing an example of processing executed by the system according to the embodiment;

FIG. 6 is a flowchart showing an example of processing executed by the system according to the embodiment;

FIG. 7 is a flowchart showing an example of processing executed by the system according to the embodiment;

FIG. 8 is a flowchart showing an example of processing executed by the system according to the embodiment; and

FIG. 9 is a flowchart showing an example of processing executed by a system according to another embodiment.

First Embodiment

FIGS. 1 to 3 are block diagrams of a vehicle control system 1 according to an embodiment of the present invention. The vehicle control system 1 controls a vehicle V. In each of FIGS. 1 and 2 , an outline of the vehicle V is shown in a plan view and a side view. As an example, the vehicle V is a sedan-type four-wheeled vehicle. The vehicle control system 1 includes a control apparatus 1 A and a control apparatus 1 B. FIG. 1 is a block diagram showing the control apparatus 1 A, and FIG. 2 is a block diagram showing the control apparatus 1 B. FIG. 3 mainly shows the arrangement of communication lines between the control apparatus 1 A and the control apparatus 1 B and power supplies.

The control apparatus 1 A and the control apparatus 1 B make some functions implemented by the vehicle V multiplexed or redundant. This can improve the reliability of the system. The control apparatus 1 A mainly performs automated driving control or normal operation control in manual driving, and the control apparatus 1 B mainly performs traveling support control concerning risk avoidance and the like. Traveling support will sometimes be referred to as driving support. The control apparatus 1 A and the control apparatus 1 B are caused to perform different control processes while making the functions redundant, thereby improving the reliability while distributing the control processes.

The vehicle V according to this embodiment is a parallel hybrid vehicle. FIG. 2 schematically shows the arrangement of a power plant 50 that outputs a driving force to rotate the driving wheels of the vehicle V. The power plant 50 includes an internal combustion engine EG, a motor M, and an automatic transmission TM. The motor M is usable as a driving source to accelerate the vehicle V and is also usable as a power generator upon deceleration or the like (regenerative braking).

<Control Apparatus 1 A>

The arrangement of the control apparatus 1 A will be described with reference to FIG. 1 . The control apparatus 1 A includes an ECU group (control unit group) 2 A. The ECU group 2 A includes a plurality of ECUs 20 A to 28 A. Each ECU includes a processor represented by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores programs to be executed by the processor, data to be used by the processor for processing, and the like. Each ECU may include a plurality of processors, storage devices, and interfaces. Note that the number of ECUs and the provided functions can appropriately be designed, and they can be subdivided or integrated as compared to this embodiment. Note that in FIGS. 1 and 3 , the names of the representative functions of the ECUs 20 A to 28 A are given. For example, the ECU 20 A is denoted by “automated driving ECU”.

The ECU 20 A executes control associated with automated driving of the vehicle V. In automated driving, driving (acceleration of the vehicle V by the power plant 50 , and the like), steering, and/or braking of the vehicle V is automatically performed independently of the driving operation of the driver. In this embodiment, driving, steering, and braking are automatically performed.

The ECU 21 A is an environment recognition unit configured to recognize the traveling environment of the vehicle V based on the detection results of detection units 31 A and 32 A that detect the surrounding situation of the vehicle V. The ECU 21 A generates target data (to be described later) as surrounding environment information.

In this embodiment, the detection unit 31 A is an image capturing device (to be sometimes referred to as the camera 31 A hereinafter) configured to detect an object around the vehicle V by image capturing. The camera 31 A is provided on the roof front portion of the vehicle V to capture the front side of the vehicle V. When images captured by the camera 31 A are analyzed, the contour of a target or a division line (a white line or the like) of a lane on a road can be extracted.

In this embodiment, the detection unit 32 A is a lidar (light detection and ranging) (to be sometimes referred to as the lidar 32 A hereinafter) configured to detect an object around the vehicle V by light, and detects a target around the vehicle V or measures the distance to a target. In this embodiment, five lidars 32 A are provided; one at each corner of the front portion of the vehicle V, one at the center of the rear portion, and one on each side of the rear portion. The number of lidars 32 A and their arrangement can appropriately be selected.

The ECU 22 A is a steering control unit configured to control an electric power steering device 41 A. The electric power steering device 41 A includes a mechanism that steers the front wheels in accordance with the driving operation (steering operation) of the driver on a steering wheel ST. The electric power steering device 41 A includes a motor that generates a driving force to assist the steering operation or automatically steer the front wheels, a sensor that detects the rotation amount of the motor, a torque sensor that detects the steering torque on the driver, and the like.

The ECU 23 A is a braking control unit configured to control a hydraulic device 42 A. A braking operation of the driver on a brake pedal BP is converted into a fluid pressure by a brake master cylinder BM and transmitted to the hydraulic device 42 A. The hydraulic device 42 A is an actuator capable of controlling, based on the fluid pressure transmitted from the brake master cylinder BM, the fluid pressure of hydraulic oil to be supplied to a brake device (for example, a disc brake device) 51 provided in each of the four wheels. The ECU 23 A performs driving control of a solenoid valve and the like provided in the hydraulic device 42 A. In this embodiment, the ECU 23 A and the hydraulic device 42 A form an electric servo brake. The ECU 23 A controls, for example, the distribution of a braking force by the four brake devices 51 and a braking force by regenerative braking of the motor M.

The ECU 24 A is a stop maintaining control unit configured to control an electric parking lock device 50 a provided in the automatic transmission TM. The electric parking lock device 50 a includes a mechanism that mainly locks the internal mechanism of the automatic transmission TM when the P range (parking range) is selected. The ECU 24 A can control lock and unlock by the electric parking lock device 50 a.

The ECU 25 A is an in-vehicle notification control unit configured to control an information output device 43 A that notifies information in the vehicle. The information output device 43 A includes, for example, a display device such as a head-up display and a voice output device. The information output device 43 A may further include a vibration device. The ECU 25 A causes the information output device 43 A to output, for example, various kinds of information such as a vehicle speed and an atmospheric temperature and information such as a path guidance.

The ECU 26 A is an external notification control unit configured to control an information output device 44 A that notifies information outside the vehicle. In this embodiment, the information output device 44 A is a direction indicator (hazard lamp). The ECU 26 A controls blinking of the information output device 44 A serving as a direction indicator, thereby notifying the exterior of the vehicle of the advancing direction of the vehicle V. In addition, the ECU 26 A controls blinking of the information output device 44 A serving as a hazard lamp, thereby increasing the attention of the exterior to the vehicle V.

The ECU 27 A is a driving control unit configured to control the power plant 50 . In this embodiment, one ECU 27 A is assigned to the power plant 50 . However, one ECU may be applied to each of the internal combustion engine EG, the motor M, and the automatic transmission TM. The ECU 27 A controls the output of the internal combustion engine EG or the motor M or switches the gear range of the automatic transmission TM in correspondence with, for example, the driving operation of the driver detected by an operation detection sensor 34 a provided on an accelerator pedal AP or an operation detection sensor 34 b provided on the brake pedal BP, the vehicle speed, or the like. Note that as a sensor that detects the traveling state of the vehicle V, a rotation speed sensor 39 that detects the rotation speed of the output shaft of the automatic transmission TM is provided in the automatic transmission TM. The vehicle speed of the vehicle V can be calculated from the detection result of the rotation speed sensor 39 .

The ECU 28 A is a position recognition unit configured to recognize the current position or the route of the vehicle V. The ECU 28 A performs control of a gyro sensor 33 A, a GPS sensor 28 b , and a communication device 28 c and information processing of a detection result or a communication result. The gyro sensor 33 A detects the rotary motion of the vehicle V. The route of the vehicle V can be determined based on the detection result of the gyro sensor 33 A, and the like. The GPS sensor 28 b detects the current position of the vehicle V. The communication device 28 c performs wireless communication with a server configured to provide map information and traffic information, and acquires these pieces of information. A database 28 a can store accurate map information. The ECU 28 A can more accurately specify the position of the vehicle V on a lane based on the map information and the like.

An input device 45 A is arranged in the vehicle such that the driver can operate it, and accepts input of an instruction or information from the driver.

<Control Apparatus 1 B>

The arrangement of the control apparatus 1 B will be described with reference to FIG. 2 . The control apparatus 1 B includes an ECU group (control unit group) 2 B. The ECU group 2 B includes a plurality of ECUs 21 B to 25 B. Each ECU includes a processor represented by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores programs to be executed by the processor, data to be used by the processor for processing, and the like. Each ECU may include a plurality of processors, storage devices, and interfaces. Note that the number of ECUs and the provided functions can appropriately be designed, and they can be subdivided or integrated as compared to this embodiment. Note that in FIGS. 2 and 3 , the names of the representative functions of the ECUs 21 B to 25 B are given, like the ECU group 2 A.

The ECU 21 B is an environment recognition unit configured to recognize the traveling environment of the vehicle V based on the detection results of detection units 31 B and 32 B that detect the surrounding situation of the vehicle V, and also serves as a traveling support unit configured to execute control associated with traveling support (in other words, driving support) of the vehicle V. The ECU 21 B generates target data (to be described later) as surrounding environment information.

In this embodiment, the detection unit 31 B is an image capturing device (to be sometimes referred to as the camera 31 B hereinafter) configured to detect an object around the vehicle V by image capturing. The camera 31 B is provided on the roof front portion of the vehicle V to capture the front side of the vehicle V. When images captured by the camera 31 B are analyzed, the contour of a target or a division line (a white line or the like) of a lane on a road can be extracted. In this embodiment, the detection unit 32 B is a millimeter wave radar (to be sometimes referred to as the radar 32 B hereinafter) configured to detect an object around the vehicle V by a radio wave, and detects a target around the vehicle V or measures the distance to a target. In this embodiment, five radars 32 B are provided; one at the center of the front portion of the vehicle V, one at each corner of the front portion, and one at each corner of the rear portion. The number of radars 32 B and their arrangement can appropriately be selected.

As the contents of traveling support, the ECU 21 B can execute control of, for example, a collision reduction brake, a lane departure suppression system, and the like. If the possibility of collision against an obstacle ahead rises, the collision reduction brake instructs the ECU 23 B to be described later to operate the brake device 51 , thereby supporting collision avoidance. If the possibility of departure of the vehicle V from a traveling lane rises, the lane departure suppression system instructs the ECU 22 B to be described later to operate an electric power steering device 41 B, thereby supporting lane departure avoidance. Note that such traveling support control executable by the ECU 21 B can also be executed in the control apparatus 1 A because of the arrangement of the system according to this embodiment.

The ECU 22 B is a steering control unit configured to control the electric power steering device 41 B. The electric power steering device 41 B includes a mechanism that steers the front wheels in accordance with the driving operation (steering operation) of the driver on the steering wheel ST. The electric power steering device 41 B includes a motor that generates a driving force to assist the steering operation or automatically steer the front wheels, a sensor that detects the rotation amount of the motor, a torque sensor that detects the steering torque on the driver, and the like. In addition, a steering angle sensor 37 is electrically connected to the ECU 22 B through a communication line L 2 to be described later, and the electric power steering device 41 B can be controlled based on the detection result of the steering angle sensor 37 . The ECU 22 B can acquire the detection result of a sensor 36 that detects whether the driver is gripping the steering handle ST, and can monitor the gripping state of the driver.

The ECU 23 B is a braking control unit configured to control a hydraulic device 42 B. A braking operation of the driver on the brake pedal BP is converted into a fluid pressure by the brake master cylinder BM and transmitted to the hydraulic device 42 B. The hydraulic device 42 B is an actuator capable of controlling, based on the fluid pressure transmitted from the brake master cylinder BM, the fluid pressure of hydraulic oil to be supplied to the brake device 51 of each wheel. The ECU 23 B performs driving control of a solenoid valve and the like provided in the hydraulic device 42 B.

In this embodiment, a wheel speed sensor 38 provided in each of the four wheels, a yaw rate sensor 33 B, and a pressure sensor 35 configured to detect the pressure in the brake master cylinder BM are electrically connected to the ECU 23 B and the hydraulic device 42 B, and based on the detection results of these, an ABS function, traction control, and the posture control function for the vehicle V are implemented. For example, the ECU 23 B adjusts the braking force of each wheel based on the detection result of the wheel speed sensor 38 provided in each of the four wheels, thereby suppressing skid of each wheel. In addition, the ECU 23 B adjusts the braking force of each wheel based on the rotation angular speed about the vertical axis of the vehicle V detected by the yaw rate sensor 33 B, thereby suppressing an abrupt posture change of the vehicle V.

The ECU 23 B also functions as an external notification control unit configured to control an information output device 43 B that notifies information outside the vehicle. In this embodiment, the information output device 43 B is a brake lamp, and the ECU 23 B can light the brake lamp at the time of braking or the like. This can increase the attention of a following vehicle to the vehicle V.

The ECU 24 B is a stop maintaining control unit configured to control an electric parking brake device (for example, a drum brake) 52 provided in each rear wheel. The electric parking brake device 52 includes a mechanism that locks the rear wheel. The ECU 24 B can control lock and unlock of the rear wheels by the electric parking brake devices 52 .

The ECU 25 B is an in-vehicle notification control unit configured to control an information output device 44 B that notifies information in the vehicle. In this embodiment, the information output device 44 B includes a display device arranged on the instrument panel. The ECU 25 B can cause the information output device 44 B to output various kinds of information such as a vehicle speed and fuel consumption.

An input device 45 B is arranged in the vehicle such that the driver can operate it, and accepts input of an instruction or information from the driver.

<Communication Lines>

An example of communication lines of the control system 1 , which communicably connect the ECUs, will be described with reference to FIG. 3 . The control system 1 includes communication lines L 1 to L 5 of wired communication. The ECUs 20 A to 27 A of the control apparatus 1 A are connected to the communication line L 1 . Note that the ECU 28 A may also be connected to the communication line L 1 .

The ECUs 21 B to 25 B of the control apparatus 1 B are connected to the communication line L 2 . The ECU 20 A of the control apparatus 1 A is also connected to the communication line L 2 . The communication line L 3 connects the ECU 20 A and the ECU 21 B. The communication line L 5 connects the ECU 20 A, the ECU 21 A, and the ECU 28 A.

The protocols of the communication lines L 1 to L 5 may be identical or different, and may be changed in accordance with the communication environment such as a communication amount and durability. For example, the communication lines L 3 and L 4 may be Ethernet® from the viewpoint of communication speed. For example, the communication lines L 1 , L 2 , and L 5 may be CAN.

The control apparatus 1 A includes a gateway GW. The gateway GW relays the communication line L 1 and the communication line L 2 . For this reason, for example, the ECU 21 B can output a control instruction to the ECU 27 A through the communication line L 2 , the gateway GW, and the communication line L 1 .

<Power Supply>

The power supply of the control system 1 will be described with reference to FIG. 3 . The control system 1 includes a large capacity battery 6 , a power supply 7 A, and a power supply 7 B. The large capacity battery 6 is a battery used to drive the motor M and charged by the motor M.

The power supply 7 A is a power supply that supplies power to the control apparatus 1 A, and includes a power supply circuit 71 A and a battery 72 A. The power supply circuit 71 A is a circuit that supplies the power of the large capacity battery 6 to the control apparatus 1 A, and, for example, lowers the output voltage (for example, 190 V) of the large capacity battery 6 to a reference voltage (for example, 12 V). The battery 72 A is a lead battery of, for example, 12 V. Since the battery 72 A is provided, the power can be supplied to the control apparatus 1 A even in a case in which the power supply of the large capacity battery 6 or the power supply circuit 71 A is shut down or lowers.

The power supply 7 B is a power supply that supplies power to the control apparatus 1 B, and includes a power supply circuit 71 B and a battery 72 B. The power supply circuit 71 B is a circuit that is similar to the power supply circuit 71 A and supplies the power of the large capacity battery 6 to the control apparatus 1 B. The battery 72 B is a battery similar to the battery 72 A, and is a lead battery of, for example, 12 V. Since the battery 72 B is provided, the power can be supplied to the control apparatus 1 B even in a case in which the power supply of the large capacity battery 6 or the power supply circuit 71 B is shut down or lowers.

<Redundancy>

Functions common to the control apparatus 1 A and the control apparatus 1 B will be described. When the same functions are made redundant, the reliability of the control system 1 can be improved. In addition, some redundant functions provide different functions, instead of multiplexing the same functions. This suppresses an increase in cost caused by the redundancy of functions.

[Actuator System]

Steering

The control apparatus 1 A includes the electric power steering device 41 A and the ECU 22 A that controls this. The control apparatus 1 B also includes the electric power steering device 41 B and the ECU 22 B that controls this.

Braking

The control apparatus 1 A includes the hydraulic device 42 A and the ECU 23 A that controls this. The control apparatus 1 B includes the hydraulic device 42 B and the ECU 23 B that controls this. All of these can be used for braking of the vehicle V. On the other hand, the main function of the braking mechanism of the control apparatus 1 A is the distribution of the braking force by the brake device 51 and the braking force by the regenerative braking of the motor M. On the other hand, the main function of the braking mechanism of the control apparatus 1 B is posture control and the like. Although the functions are common concerning braking, functions different from each other are provided.

Stop Maintaining

The control apparatus 1 A includes the electric parking lock device 50 a and the ECU 24 A that controls this. The control apparatus 1 B includes the electric parking brake device 52 and the ECU 24 B that controls this. All of these can be used to maintain the stop of the vehicle V. On the other hand, although the electric parking lock device 50 a is a device that functions when the P range of the automatic transmission TM is selected, the electric parking brake device 52 is a device that locks a rear wheel. Although the functions are common concerning stop maintaining of the vehicle V, functions different from each other are provided.

In-Vehicle Notification

The control apparatus 1 A includes the information output device 43 A and the ECU 25 A that controls this. The control apparatus 1 B includes the information output device 44 B and the ECU 25 B that controls this. All of these can be used to notify the driver of information. On the other hand, the information output device 43 A is, for example, a head-up display, and the information output device 44 B is a display device such as a measuring instrument. Although the functions are common concerning in-vehicle notification, display devices different from each other can be employed.

External Notification

The control apparatus 1 A includes the information output device 44 A and the ECU 26 A that controls this. The control apparatus 1 B includes the information output device 43 B and the ECU 23 B that controls this. All of these can be used to notify information outside the vehicle. On the other hand, the information output device 44 A is a direction indicator (hazard lamp), and the information output device 43 B is a brake lamp. Although the functions are common concerning external notification, functions different from each other are provided.

Different Points

The control apparatus 1 A includes the ECU 27 A that controls the power plant 50 . However, the control apparatus 1 B does not include a unique ECU that controls the power plant 50 . In this embodiment, both the control apparatuses 1 A and 1 B can solely perform steering, braking, and stop maintaining. Hence, even if the control apparatus 1 A or control apparatus 1 B suffers performance degradation, power supply shutdown, or communication interruption, it is possible to decelerate and maintain the stop state while suppressing lane departure. Additionally, as described above, the ECU 21 B can output a control instruction to the ECU 27 A through the communication line L 2 , the gateway GW, and the communication line L 1 , and the ECU 21 B can also control the power plant 50 . Since the control apparatus 1 B does not include a unique ECU that controls the power plant 50 , an increase in cost can be suppressed. However, the control apparatus 1 B may include a unique ECU.

[Sensor System]

Detection of Surrounding Situation

The control apparatus 1 A includes the detection units 31 A and 32 A. The control apparatus 1 B includes the detection units 31 B and 32 B. All of these can be used to recognize the traveling environment of the vehicle V. On the other hand, the detection unit 32 A is a lidar, and the detection unit 32 B is a radar. The lidar is generally advantageous in detecting a shape. Additionally, the radar is generally more advantageous than the lidar from the viewpoint of cost. When these sensors of different characteristics are used, it is possible to improve target recognition performance and reduce the cost. Both the detection units 31 A and 31 B are cameras. Cameras of different characteristics may be used. For example, one of them may be a camera of a resolution higher than the other. In addition, the angles of view may be different from each other.

Vehicle Speed

The control apparatus 1 A includes the rotation speed sensor 39 . The control apparatus 1 B includes the wheel speed sensor 38 . Both can be used to detect the vehicle speed. On the other hand, the rotation speed sensor 39 detects the rotation speed of the output shaft of the automatic transmission TM, and the wheel speed sensor 38 detects the rotation speed of the wheels. Although the sensors are common concerning the capability of detecting the vehicle speed, the detection targets are different from each other.

Yaw Rate

The control apparatus 1 A includes the gyro 33 A. The control apparatus 1 B includes the yaw rate sensor 33 B. Both can be used to detect the angular velocity about the vertical axis of the vehicle V. On the other hand, the gyro 33 A is used to determine the route of the vehicle V, and the yaw rate sensor 33 B is used for posture control of the vehicle V, and the like. Although the sensors are common concerning the capability of detecting the angular velocity of the vehicle V, the use purposes are different from each other.

Steering Angle and Steering Torque

The control apparatus 1 A includes a sensor that detects the rotation amount of the motor of the electric power steering device 41 A. The control apparatus 1 B can acquire the detection result of the steering angle sensor 37 without an intervention of the gateway GW. Both can be used to detect the steering angle of the front wheels. In the control apparatus 1 A, an increase in cost can be suppressed by using the sensor that detects the rotation amount of the motor of the electric power steering device 41 A, instead of additionally providing the steering angle sensor 37 . However, the steering angle sensor 37 may additionally be provided in the control apparatus 1 A.

In addition, when both the electric power steering devices 41 A and 41 B include torque sensors, the steering torque can be recognized in both the control apparatuses 1 A and 1 B.

Braking Operation Amount

The control apparatus 1 A includes the operation detection sensor 34 b . The control apparatus 1 B includes the pressure sensor 35 . Both can be used to detect the braking operation amount of the driver. On the other hand, the operation detection sensor 34 b is used to control the distribution of the braking force by the four brake devices 51 and the braking force by regenerative braking of the motor M, and the pressure sensor 35 is used for posture control and the like. Although the sensors are common concerning detection of the braking operation amount, the use purposes are different from each other.

[Power Supply]

The control apparatus 1 A receives power supply from the power supply 7 A, and the control apparatus 1 B receives power supply from the power supply 7 B. Since the power is supplied to any one of the control apparatuses 1 A and 1 B even in a case in which the power supply of one of the power supply 7 A and the power supply 7 B is shut down or lowers, it is possible to more reliably ensure the power supply and improve the reliability of the control system 1 . If the power supply of the power supply 7 A is shut down or lowers, it is difficult to perform communication between the ECUs through the gateway GW provided in the control apparatus 1 A. However, in the control apparatus 1 B, the ECU 21 B can communicate with the ECUs 22 B to 24 B and the information output device 44 B through the communication line L 2 .

<Example of Control>

An example of control of the control system 1 will be described. FIG. 4 is a flowchart showing driving mode switching processing executed by the ECU 20 A.

In step S 1 , it is determined whether a driving mode switching operation is performed by the driver. The driver can input a switching instruction between an automated driving mode and a manual driving mode by, for example, an operation on the input device 45 A. If the switching operation is performed, the process advances to step S 2 . Otherwise, the processing is ended.

In step S 2 , it is determined whether the switching operation instructs automated driving. If the switching operation instructs automated driving, the process advances to step S 3 . If the switching operation instructs manual driving, the process advances to step S 5 . In step S 3 , the automated driving mode is set. In step S 4 , automated driving control is started. In step S 5 , the manual driving mode is set. In step S 6 , manual driving control is started.

In manual driving control, driving, steering, and braking of the vehicle V are performed in accordance with the driving operation of the driver. The ECU 21 B appropriately executes driving support control in accordance with the detection results of the detection units 31 B and 32 B. It can be said that the driving support control by the ECU 21 B is performed during driving of the vehicle by the driver.

In automated driving control, the ECU 20 A outputs a control instruction to the ECUs 22 A, 23 A, and 27 A to control steering, braking, and driving of the vehicle V, thereby causing the vehicle V to automatically travel without depending on the driving operation of the driver. The ECU 20 A sets the traveling path of the vehicle V, and causes the vehicle V to travel along the set traveling path by referring to the position recognition result of the ECU 28 A or surrounding environment information (target detection result).

As the target detection result, target data that integrates the detection results of the detection units 31 A and 32 A and the detection results of the detection units 31 B and 32 B can be used. FIGS. 5 to 7 show examples of processing concerning target data generation.

FIG. 5 shows target data generation/updating processing periodically executed by the ECU 21 A. In step S 11 , the detection results of the detection units 31 A and 32 A are acquired. In step S 12 , the detection results acquired in step S 11 are analyzed to recognize individual targets. In step S 13 , target data is generated or updated. The ECU 21 A stores target data D 1 generated by it in an internal storage device and independently manages the target data D 1 . The target data D 1 is generated for each target. If a target is recognized as an existing target in step S 12 , the contents of the corresponding target data D 1 that is stored are updated as needed. If a target is recognized as a new target in step S 12 , corresponding target data D 1 is newly generated.

The exemplified target data D 1 includes an ID assigned to each target, position information of the target, the information of the moving speed of the target, the information of the shape of the target, and the classification of the target (fixed object, moving object, or the like).

FIG. 6 shows target data generation/updating processing periodically executed by the ECU 21 B. The processing is basically similar to the processing of the ECU 21 A. In step S 21 , the detection results of the detection units 31 B and 32 B are acquired. In step S 22 , the detection results acquired in step S 21 are analyzed to recognize individual targets. In step S 23 , target data is generated or updated. Even the ECU 21 B stores target data D 2 generated by it in an internal storage device and independently manages the target data D 2 . The target data D 2 is generated for each target. If a target is recognized as an existing target in step S 22 , the contents of the corresponding target data D 2 that is stored are updated as needed. If a target is recognized as a new target in step S 22 , corresponding target data D 2 is newly generated.

The exemplified target data D 2 has a structure similar to that of the target data D 1 , and includes an ID assigned to each target, position information of the target, the information of the moving speed of the target, the information of the shape of the target, and the classification of the target. In the target data D 1 and the target data D 2 , the items of information may be the same or may be different, as in this embodiment.

FIG. 7 shows target data integration processing periodically executed by the ECU 20 A. The ECU 20 A generates target data D 3 that integrates the target data D 1 and the target data D 2 , and executes control based on the target data D 3 at the time of automated driving control.

In step S 31 , the target data D 1 is acquired from the ECU 21 A, and the target data D 2 is acquired from the ECU 21 B. In step S 32 , the target data D 1 and the target data D 2 acquired in step S 31 are integrated to generate the target data D 3 . The target data D 3 is stored in an internal storage device and independently managed. Note that if the target data D 1 and the target data D 2 acquired in step S 31 are existing targets, the contents of the corresponding target data D 3 that is stored are updated as needed.

The exemplified target data D 3 has a structure similar to that of the target data D 1 and D 2 , and includes an ID assigned to each target, position information of the target, the information of the moving speed of the target, the information of the shape of the target, the classification of the target, and the information of association. The information of association is information representing the target data D 1 and D 2 corresponding to the target data D 3 , and is, for example, the information of each ID in the target data D 1 and D 2 .

When integrating the target data D 1 and D 2 , if one of the data is missing concerning the information of the same item, the other data is used as the information for the target data D 3 . If the pieces of information in the target data D 1 and D 2 conflict, for example, one of them can be preferred. The target data D 1 is based on the detection results of the camera 31 A and the lidar 32 A, and the target data D 2 is based on the detection results of the camera 31 B and the radar 32 B. For this reason, the data are different in the accuracy and the characteristic. Hence, which one of the data should be preferred may be determined for each item, and one of the data may be preferred. As another example, the average value of data in the target data D 1 and D 2 may be calculated, or a weighted value may be employed. That is, a newly calculated value or information may be used.

When the automated driving control is executed based on the target data D 3 generated in the above-described way, more reliable control can be executed concerning recognition of a traveling environment.

Processing performed in a case in which performance degradation, or the like occurs in the ECU 20 A or the ECU 21 B during automated driving control will be described next. FIG. 8 is a flowchart showing an example of processing of the ECU 20 A and the ECU 21 B showing an example. The processing shown in FIG. 8 can periodically be performed during the automated driving mode.

The ECU 20 A and the ECU 21 B perform processing of confirming each other's communication states (steps S 61 and S 71 ). For example, one of them outputs a response request to the other and determines whether a response is received. Alternatively, one of them transmits information to the other, and the other determines whether the received information is predetermined information.

In step S 62 , the ECU 21 B determines whether the processing result in step S 61 represents a predetermined state. The predetermined state indicates, for example, a case in which reception of a signal from the ECU 20 A can be confirmed. A state other than the predetermined state indicates, for example, a case in which reception of a signal from the ECU 20 A cannot be confirmed. The case in which reception of a signal can be confirmed is, for example, a case in which a signal according to predetermined information can be received. The case in which reception of a signal cannot be confirmed is, for example, not only a case in which a signal cannot be received but also a case in which a signal is received, but it is not a correct signal (predetermined information in the above example).

If the state is the predetermined state, the ECU 21 B determines that performance degradation or the like has not occurred in the ECU 20 A, and ends the processing. If the state is not the predetermined state, the process advances to step S 63 to start alternate control. The alternate control according to this embodiment decelerates and stops the vehicle V. The ECU 21 B instructs the ECU 25 B to make a notification, and causes the information output device 44 B to display a message representing that the vehicle V decelerates and stops and notify the driver of it. In addition, the ECU 21 B instructs the ECU 23 B to make a notification, and lights or blinks the brake lamp 43 B to call the attention of the following vehicle. Note that the ECU 21 B may instruct the light ECU 26 A to make a notification and operate the information output device 44 A (blinks the hazard lamp). Then, the ECU 21 B instructs the ECU 23 B to do braking, and decelerates the vehicle V. At this time, the ECU 21 B instructs the ECU 22 B to do steering based on the detection results of the detection units 31 B and 32 B so the vehicle V does not depart from the lane.

After the start of the alternate control, in step S 64 , the ECU 21 B requests the driver to do switching (takeover) from automated driving to manual driving. This switching request is done by, for example, displaying the switching request on the information output device 44 B. In step S 65 , it is determined whether the driver has agreed with the switching request. The driver can indicate the intention of agreement by, for example, the input device 45 B. Alternatively, the intention of agreement can be confirmed based on the detection result of steering by the driver, which is obtained by the steering torque sensor.

If the driver agrees, the process advances to step S 66 to set the manual driving mode. This setting may be, for example, processing in which the ECU 21 B instructs the ECUs 21 A to 26 A of the control apparatus 1 A and the ECUs 22 B to 25 B of the control apparatus 1 B to end the automated driving mode and neglect a control instruction from the ECU 20 A. The ECUs of the control apparatuses 1 A and 1 B control the traveling of the vehicle V in accordance with the driving operation of the driver. However, since the possibility of performance degradation or the like may exist in the ECU 20 A, the ECU 21 B may display, on the information output device 44 B, a message that promotes to take the vehicle V to a maintenance workshop.

If the agreement of the driver cannot be confirmed, the vehicle V stops after a while due to the progress of alternate control. In step S 67 , the ECU 21 B determines the stop of the vehicle V from the detection result of the wheel speed sensor 38 , and upon determining that the vehicle V has stopped, instructs the ECU 24 B to operate the electric parking brake device 52 , thereby maintaining the stop of the vehicle V.

The processing of the ECU 20 A will be described next. In step S 72 , the ECU 20 A determines whether the processing result in step S 71 represents a predetermined state. Also here, the predetermined state indicates, for example, a case in which reception of a signal from the ECU 21 B can be confirmed. A state other than the predetermined state indicates, for example, a case in which reception of a signal from the ECU 21 B cannot be confirmed. The case in which reception of a signal can be confirmed is, for example, a case in which a signal according to predetermined information can be received. The case in which reception of a signal cannot be confirmed is, for example, not only a case in which a signal cannot be received but also a case in which a signal is received, but it is not a correct signal (predetermined information in the above example).

If the state is the predetermined state, the ECU 20 A determines that performance degradation or the like has not occurred in the ECU 21 B, and ends the processing. If the state is not the predetermined state, the process advances to step S 73 to start alternate control. Even if performance degradation or the like occurs in the ECU 21 B, the ECU 20 A can continue automated driving control. However, assuming a case in which performance degradation or the like occurs in the ECU 20 A, if the possibility of performance degradation or the like exists in the ECU 21 B, alternate control is performed. The alternate control here is similar to the alternate control executed by the ECU 21 B, and the ECU 20 A decelerates and stops the vehicle V. However, the devices to be used are different.

The ECU 20 A instructs the ECU 25 A to make a notification, and causes the information output device 43 A to output a message representing that the vehicle V decelerates and stops and notify the driver of it. In addition, the ECU 20 A instructs the ECU 26 A to make a notification, and blinks the information output device 44 A (hazard lamp) to call the attention of the following vehicle. Then, the ECU 20 A instructs the ECU 23 A to do braking, and decelerates the vehicle V. At this time, the ECU 20 A instructs the ECU 22 A to do steering based on the detection results of the detection units 31 A and 32 A so the vehicle V does not depart from the lane.

After the start of the alternate control, in step S 74 , the ECU 20 A requests the driver to do switching (takeover) from automated driving to manual driving. This switching request is done by, for example, displaying the switching request on the information output device 43 A. In step S 75 , it is determined whether the driver has agreed with the switching request. The driver can indicate the intention of agreement by, for example, the input device 45 A. Alternatively, the intention of agreement can be confirmed based on the detection result of steering by the driver, which is obtained by the steering torque sensor.

If the driver agrees, the process advances to step S 76 to set the manual driving mode. When the mode is switched to the manual driving mode, the ECUs of the control apparatuses 1 A and 1 B control the traveling of the vehicle V in accordance with the driving operation of the driver. The ECU 20 A may also instruct the ECUs 21 A to 26 A of the control apparatus 1 A and the ECUs 22 B to 25 B of the control apparatus 1 B to neglect a control instruction from the ECU 21 B. Note that since the possibility of performance degradation or the like exists in the ECU 21 B, the ECU 20 A may output, to the information output device 43 A, a message that promotes to take the vehicle V to a maintenance workshop.

If the agreement of the driver cannot be confirmed, the vehicle V stops after a while due to the progress of alternate control. In step S 77 , the ECU 20 A determines the stop of the vehicle V from the detection result of the rotation speed sensor 39 , and upon determining that the vehicle V has stopped, instructs the ECU 24 A to operate the electric parking lock device 50 a , thereby maintaining the stop of the vehicle V. As described above, both the control apparatuses 1 A and 1 B can execute the alternate control.

Note that in this embodiment, communication state confirmation processing is performed in steps S 61 and S 71 . This processing may be performed in the communication processing executed by the ECU 20 A and the ECU 21 B for vehicle control. As the method of determining whether the state is a predetermined state or not, a checksum may be confirmed, and if a normal control signal cannot be received continuously a predetermined number of times, it may be determined that the state is not the predetermined state. Alternatively, a determination method using an alive counter may be used.

The alternate control may be control including switching at least a part of vehicle control performed in the predetermined state to another control. The alternate control may be control using, as the control devices and the actuators, control devices and actuators different from those in the predetermined state. The alternate control may be control using control devices and actuators similar to the predetermined state but using control amounts different from those in the control performed in the predetermined state. The alternate control may be control to which control that is not performed in the predetermined state is added. The alternate control may automate steering, and driving and/or braking of the vehicle V.

A representative example of the alternate control is control of decelerating and stopping the vehicle, as in this embodiment. Another example of the alternate control may be control of maintaining traveling at a speed lower than in the predetermined state. The alternate control may decelerate the vehicle to suppress approach to or contact with an obstacle or a preceding vehicle. The alternate control may include maintaining a lane by steering control, suppressing lane departure of the vehicle, performing steering control to avoid an obstacle, a preceding vehicle, or a following vehicle, pulling the vehicle to a road shoulder, and/or changing the vehicle position (the position in the width direction) in a lane.

If the alternate control is performed, other vehicles on the periphery may be notified, by the hazard lamp or another display device, that the alternate control is being performed. Alternatively, a notification may be made by a communication device to other vehicles or other terminal devices.

In the example shown in FIG. 8 , the ECU 21 B controls the devices of the control apparatus 1 B in the alternate control started in step S 63 . Here, even if it is determined in step S 62 that the state is the predetermined state, the devices other than the ECU 20 A of the control apparatus 1 A are sometimes operable and usable without performance degradation or the like. Hence, in the alternate control of step S 63 , the ECU 21 B may execute the alternate control using at least any of the ECUs 22 A to 26 A of the control apparatus 1 A. Similarly, in the alternate control of step S 73 , the ECU 20 A may execute the alternate control using at least any of the ECUs 22 B to 25 B of the control apparatus 1 B.

As described above, when the ECU 20 A of the control apparatus 1 A uses the devices of the control apparatus 1 B, or when the ECU 21 B of the control apparatus 1 B uses the devices of the control apparatus 1 A, it is preferably always confirmed whether performance degradation or the like occurs in each ECU. To do this, for example, the ECU 20 A may perform processing of confirming the states of the ECUs 21 A to 28 A of the control apparatus 1 A by communication. For example, a response request signal may be transmitted from the ECU 20 A to the ECUs 21 A to 28 A, and whether performance degradation or the like occurs in each ECU may be confirmed based on the presence/absence or contents of a response from each of the ECUs 21 A to 28 A. This processing may be performed at the time of communication for vehicle control or may be performed periodically. The ECU 21 B may be notified of the response result. Similarly, the ECU 21 B may perform processing of confirming communication states with the ECUs 22 B to 25 B of the control apparatus 1 B. For example, a response request signal may be transmitted from the ECU 21 B to the ECUs 22 B to 25 B, and whether performance degradation or the like occurs in each ECU may be confirmed based on the presence/absence or contents of a response from each of the ECUs 22 B to 25 B. This processing may be performed at the time of communication for vehicle control or may be performed periodically. The ECU 20 A may be notified of the response result.

In addition, the ECU 20 A may perform processing of confirming the states of the ECUs 22 B to 25 B of the control apparatus 1 B by communication. Similarly, the ECU 21 B may perform processing of confirming the states of the ECUs 21 A to 28 A of the control apparatus 1 A by communication.

Second Embodiment

When an ECU 21 B determines the state of an ECU 20 A, communication lines of a plurality of systems may be used. In this embodiment, in addition to mutual communication between the ECU 21 B and the ECU 20 A through a communication line L 3 , the ECU 21 B receives and monitors a signal of the ECU 20 A transmitted on a communication line L 2 , and performance degradation or the like in the ECU 20 A is determined in the reception results of the communication lines of the two systems. This can raise the determination accuracy of performance degradation or the like in the ECU 20 A. In particular, the occurrence of a determination error in a case of breaking of the communication line L 3 can be avoided.

FIG. 9 is a flowchart showing an example of processing of the ECU 21 B showing an example. In step S 81 , communication state confirmation processing 1 is executed. This processing is similar to that in step S 61 of FIG. 8 . The ECU 21 B communicates with the ECU 20 A through the communication line L 3 and determines the state of the ECU 20 A. For example, the ECU 21 B outputs a response request to the ECU 20 A and determines whether a response is received. Alternatively, a checksum is confirmed to determine the state of the ECU 20 A. Communication state confirmation processing 1 may be performed in the communication processing executed by the ECU 20 A and the ECU 21 B for vehicle control.

In step S 82 , communication state confirmation processing 2 is executed. In this processing, the ECU 21 B receives a signal output from the ECU 20 A onto the communication line L 2 , and determines the state of the ECU 20 A. The signal output from the ECU 20 A onto the communication line L 2 may be a control signal to ECUs 22 B to 25 B or may be a signal for an alive counter. Note that whether the signal on the communication line L 2 is the signal transmitted from the ECU 20 A can be determined if, for example, at least data representing that is included in the signal. The ECU 21 B analyzes the received signal. If the signal is a control signal, it can be determined that the possibility of performance degradation or the like exists in the ECU 20 A in a case in which the control signal is a non-predetermined signal. In addition, if the signal is a signal for an alive counter, it can be determined that the possibility of performance degradation or the like exists in the ECU 20 A in a case in which signal transmission cannot be confirmed for a predetermined period. Additionally, as another example, the possibility of performance degradation or the like may be determined depending on whether the signal is a signal of a predetermined format.

In step S 83 , it is determined whether the reception results in both steps S 81 and S 82 represent a predetermined state (whether the possibility of performance degradation or the like exists in the ECU 20 A). If only at least one reception result is not the predetermined state, it is determined that performance degradation or the like has not occurred in the ECU 20 A, and the processing is ended. If neither of the reception results is the predetermined state, the process advances to step S 84 .

The processes of steps S 84 to S 87 are the same as the processes of steps S 63 to S 67 in FIG. 8 . Alternate control and processing concerning a switching request from automated driving to manual driving are performed. The processing thus ends.

Third Embodiment

In the above-described embodiments, control of automating all of driving, braking, and steering has been explained as automated driving control executed by an ECU 20 A in an automated driving mode. However, the automated driving control need only control driving, braking, and/or steering without depending on the driving operation of the driver. Controlling without depending on the driving operation of the driver can include controlling without an input from the driver to operators, or it can also be said that the driver's intention to drive the vehicle is not essential. Hence, in the automated driving control, a state in which the surroundings monitoring duty is imposed on the driver, and driving, braking, and/or steering of a vehicle V is controlled in accordance with the surrounding environment information of the vehicle V may occur, a state in which the surroundings monitoring duty is imposed on the driver, and steering, and driving and/or braking of the vehicle V are controlled in accordance with the surrounding environment information of the vehicle V may occur, or a state in which all of driving, braking, and steering of the vehicle V are controlled in accordance with the surrounding environment information of the vehicle V without the surroundings monitoring duty on the driver may occur. In addition, the control may transition to these control stages. In addition, a sensor configured to detect the state information (biological information such as a heartbeat and state information such as a facial expression and pupil) of the driver may be provided, and the automated driving control may be executed or suppressed in accordance with the detection result of the sensor.

On the other hand, driving support control (traveling support control) executed by an ECU 21 B may be controlling at least one of driving, braking, and steering during the driving operation of the driver. “During the driving operation of the driver” can be said to be a case in which an input from the driver to an operator exists, or a case in which contact of the driver on an operator can be confirmed, and the driver's intention to drive the vehicle can be perceived. The driving support control can include both control executed when the driver selects its start through a switch operation or the like and control executed without selection of its start by the driver. Examples of the former control whose start is selected by the driver are follow-up control for a preceding vehicle and lane maintaining control of assisting steering to maintain traveling in a lane. These can also be defined as part of automated driving control.

Examples of the latter control executed without selection of its start by the driver are collision reduction brake control, lane departure suppression control, and erroneous start suppression control of suppressing abrupt start in a case in which an obstacle exists in the advancing direction.

In addition, a sensor configured to detect the state information (biological information such as a heartbeat and state information such as a facial expression and pupil) of the driver may be provided, and the driving support control may be executed in accordance with the detection result of the sensor.

Summary of Embodiments

1. A vehicle control system (for example, 1 ) according to the above embodiment is

a vehicle control system comprising:

an automated driving control unit (for example, 20 A) configured to control, based on surrounding environment information (for example, D 3 ) of a vehicle (for example, V), driving, braking, and/or steering of the vehicle without depending on a driving operation of a driver; and

a driving support control unit (for example, 21 B) configured to support driving of the vehicle by the driver by controlling driving, braking, and/or steering of the vehicle,

wherein the automated driving control unit and the driving support control unit are communicably connected, and

the driving support control unit is configured to control, depending on a reception result of a signal received from the automated driving control unit, steering, and driving and/or braking of the vehicle based on the surrounding environment information (for example, D 2 ) of the vehicle without depending on the driving operation of the driver (for example, FIG. 8 ).

According to this embodiment, while the distribution of control processes of vehicle control is attained by the automated driving control unit and the driving support control unit, the driving support control unit can perform automated driving control in place of the automated driving control unit, and the reliability can be improved.

2. In the above embodiment,

the system further comprises:

a first detection unit (for example, 32 A) configured to detect an object around the vehicle by light;

a second detection unit (for example, 32 B) configured to detect an object around the vehicle by a radio wave;

a first image capturing unit (for example, 31 A) configured to detect an object around the vehicle by image capturing;

a second image capturing unit (for example, 31 B) configured to detect an object around the vehicle by image capturing;

a first generation unit (for example, 21 A) configured to generate first target data (for example, D 1 ) based on detection results of the first detection unit and the first image capturing unit;

a second generation unit (for example, 21 B) configured to generate second target data (for example, D 2 ) based on detection results of the second detection unit and the second image capturing unit; and

a third generation unit (for example, 20 A) configured to generate third target data (for example, D 3 ) by integrating the first target data and the second target data,

wherein the automated driving control unit is configured to control the vehicle based on the third target data as the surrounding environment information without depending on the driving operation of the driver.

According to this embodiment, the target data are obtained based on the detection results of two systems and integrated, thereby improving the robustness. In addition, since generation and integration of the target data are performed by separate devices, individual operation loads can be reduced. Furthermore, when the detection results of the two systems are used, overdetection/detection errors can be reduced.

3. In the above embodiment,

the automated driving control unit and the driving support control unit communicate through a first communication line (for example, L 3 ) and a second communication line (for example, L 2 ),

the driving support control unit is configured to receive a signal on the second communication line, and

the driving support control unit is configured to control, depending on a reception result of a signal output by the automated driving control unit to the first communication line and a reception result of a signal output by the automated driving control unit to the second communication line, steering, and driving and/or braking of the vehicle based on the surrounding environment information of the vehicle without depending on the driving operation of the driver (for example, FIG. 9 ).

According to this embodiment, it is possible to improve the accuracy of state confirmation of the automated driving control unit and improve the reliability of vehicle control.

4. A vehicle control system (for example, 1 ) according to the above embodiment is

a vehicle control system comprising:

an automated driving control unit (for example, 20 A) configured to control, based on surrounding environment information (for example, D 3 ) of a vehicle (for example, V), driving, braking, and/or steering of the vehicle without depending on a driving operation of a driver; and

a driving support control unit (for example, 21 B) configured to support driving of the vehicle by the driver by controlling driving, braking, and/or steering of the vehicle during driving of the vehicle by the driver,

wherein the automated driving control unit and the driving support control unit are communicably connected, and

the driving support control unit is configured to control, depending on a reception result of a signal received from the automated driving control unit, steering, and driving and/or braking of the vehicle based on the surrounding environment information (for example, D 2 ) of the vehicle without depending on the driving operation of the driver (for example, FIG. 8 ).

According to this embodiment, while the distribution of control processes of vehicle control is attained by the automated driving control unit and the driving support control unit, the driving support control unit can perform automated driving control in place of the automated driving control unit, and the reliability can be improved.

5. A control method according to the above embodiment is

a control method of a vehicle control system (for example, 1 ) including:

an automated driving control unit (for example, 20 A) configured to control, based on surrounding environment information (for example, D 3 ) of a vehicle (for example, V), driving, braking, and/or steering of the vehicle without depending on a driving operation of a driver; and

a driving support control unit (for example, 21 B) configured to support driving of the vehicle by the driver by controlling a driving, braking, and/or steering of the vehicle, the method comprising:

receiving a signal output from the automated driving control unit by the driving support control unit (for example, S 61 ); and

controlling, depending on a reception result in the receiving, steering, and driving and/or braking of the vehicle based on the surrounding environment information (for example, D 2 ) of the vehicle without depending on the driving operation of the driver (for example, S 63 ).

According to this embodiment, while the distribution of control processes of vehicle control is attained by the automated driving control unit and the driving support control unit, the driving support control unit can perform automated driving control in place of the automated driving control unit, and the reliability can be improved.

6. A vehicle control system (for example, 1 ) according to the above embodiment is

a vehicle control system comprising:

a first processor (for example, 20 A);

a first storage device (for example, 20 A) configured to store a first program to be executed by the first processor;

a second processor (for example, 21 B); and

a second storage device (for example, 21 B) configured to store a second program to be executed by the second processor,

wherein the first processor executes automated driving control of controlling, based on surrounding environment information (for example, D 3 ) of a vehicle (for example, V), driving, braking, and/or steering of the vehicle without depending on a driving operation of a driver by executing the first program,

the second processor executes driving support control of supporting driving of the vehicle by the driver by controlling driving, braking, and/or steering of the vehicle by executing the second program,

the first processor and the second processor are communicably connected, and

by executing the second program, the second processor controls, depending on a reception result of a signal received from the first processor, steering, and driving and/or braking of the vehicle based on the surrounding environment information (for example, D 2 ) of the vehicle without depending on the driving operation of the driver (for example, FIG. 8 ).

According to this embodiment, while the distribution of control processes of vehicle control is attained by the first and second processors, the second processor can perform automated driving control in place of the first processor, and the reliability can be improved.

7. A vehicle control system (for example, 1 ) according to the above embodiment is

a vehicle control system comprising:

a first control apparatus (for example, 1 A) configured to control a vehicle; and

a second control apparatus (for example, 1 B) configured to control the vehicle,

wherein the first control apparatus comprises:

a first detection unit (for example, 31 A, 32 A) configured to detect a surrounding situation of the vehicle; and

a first driving control unit (for example, 20 A) capable of executing automated driving control of the vehicle based on a detection result of the first detection unit,

the second control apparatus comprises:

a second detection unit (for example, 31 B, 32 B) configured to detect the surrounding situation of the vehicle; and

a second driving control unit (for example, 21 B) capable of executing driving support control of the vehicle based on a detection result of the second detection unit,

the first driving control unit and the second driving control unit are communicably connected, and

the second driving control unit is configured to execute control concerning braking and steering of the vehicle in accordance with a reception result of a signal received from the first driving control unit in a case in which the first driving control unit executes the automated driving control.

8. In the above embodiment,

the vehicle control system can select an automated driving mode and a manual driving mode (for example, FIG. 4 ), and in a case in which the automated driving mode is selected, the first driving control unit is configured to execute the automated driving control.

9. In the above embodiment,

the vehicle control system can select an automated driving mode and a manual driving mode (for example, FIG. 4 ), and in a case in which the manual driving mode is selected, the first driving control unit does not execute the automated driving control.

10. In the above embodiment,

the vehicle control system can select an automated driving mode and a manual driving mode (for example, FIG. 4 ), and

in a case in which the manual driving mode is selected, the second driving control unit is configured to execute control concerning braking and steering of the vehicle to support a driving operation of a driver.

While the present invention has been described with reference to exemplary embodiments, it is to be understood that the invention is not limited to the disclosed exemplary embodiments. The scope of the following claims is to be accorded the broadest interpretation so as to encompass all such modifications and equivalent structures and functions.