Patent ID: 12258028

DETAILED DESCRIPTION OF EMBODIMENTS

Hereinafter, an embodiment of the disclosure will be described in detail with reference to the accompanying drawings. Like reference signs denote the same or corresponding portions in the drawings, and the description thereof will not be repeated.

FIG.1is a block diagram showing an example of the configuration of a vehicle1. As shown inFIG.1, the vehicle1includes an advanced driver assistance system (ADAS)-electronic control unit (ECU)10, a brake ECU20, an actuator system30, a central ECU40, and an autonomous driving kit (ADK)120that is an autonomous driving unit.

As long as the vehicle1has a configuration capable of implementing the function of a driver assistance system (described later), the vehicle1may be, for example, a vehicle that uses an engine as a driving source, or a battery electric vehicle that uses an electric motor as a driving source, or a hybrid electric vehicle that is equipped with an engine and an electric motor and that uses at least one of the engine and the electric motor as a driving source.

Each of the ADAS-ECU10, the brake ECU20, the central ECU40, and the ADK120includes a computer that has a processor, such as a central processing unit (CPU), that runs programs, a memory, and an input and output interface.

The ADAS-ECU10includes a driver assistance system100having functions related to driving assistance of the vehicle1. The driver assistance system100is configured to implement various functions for assisting in driving the vehicle1, including at least one of steering control, drive control, and braking control of the vehicle1, by executing an installed application. Examples of the application installed in the driver assistance system100include an application that implements the function of an automated valet parking system and an application (hereinafter, referred to as ADAS application) that implements the function of an advanced driver assistance system (ADAS).

The ADAS application includes, for example, at least any one of the following applications. The applications include an application that implements the function of following running while keeping an inter-vehicle distance from a vehicle ahead (adaptive cruise control (ACC) or the like) to run while keeping an inter-vehicle distance from a preceding vehicle at a constant distance, an application that implements the function of auto speed limiter (ASL) for recognizing a limit vehicle speed of the host vehicle and keeping the limit vehicle speed of the host vehicle, an application that implements lane keeping assistance (such as lane keeping assist (LKA) and lane tracing assist (LTA)) for keeping a running lane, an application that implements the function of collision mitigation brake (such as autonomous emergency braking (AEB) and pre-crash safety (PCS)) for automatically applying braking to mitigate collision, an application that implements the function of lane departure warning (such as lane departure warning (LDW) and lane departure alert (LDA)) for warning departure of the vehicle1from a driving lane, and an application that implements the function of intelligent speed assistance (ISA) for controlling the vehicle1such that the speed of the vehicle1does not exceed an upper limit speed.

Each of the applications of the driver assistance system100outputs a request for a kinematic plan ensuring marketability (function) of the application solely to the brake ECU20(more specifically, a motion manager200) based on information about a vehicle surrounding situation acquired (input) from a plurality of sensors (not shown), a driver's assistance request, or the like. The plurality of sensors includes, for example, a vision sensor, such as a forward-facing camera, radar, light detection and ranging (LiDAR), or a location detector, or some or all of them. A kinematic plan is an example of a first required value.

The forward-facing camera is, for example, disposed on the back side of a rear-view mirror in a vehicle cabin and used to capture an image ahead of the vehicle1. The radar is a distance measuring device that measures a distance and a direction to an object by applying short-wavelength radio waves to the object and detecting radio waves returned from the object. The LiDAR is a distance measuring device that measures a distance by applying pulsed laser light (light, such as infrared) to an object and calculating a time taken until the pulsed laser light reflects on the object and returns to the device. The location detector is, for example, global positioning system (GPS) that detects the location of the vehicle1by using information received from a plurality of satellites orbiting along the path around the earth.

Each of the applications acquires information about a vehicle surrounding situation, integrating detection results of the one or more sensors, as recognized sensor information and acquires a driver's assistance request via a user interface (not shown), such as a switch. Each of the applications is, for example, capable of identifying another vehicle, obstacle, or person around the vehicle by image processing using artificial intelligence (AI) or an image processing processor on an image or a video around the vehicle, acquired by the plurality of sensors.

The kinematic plan includes, for example, a request for a longitudinal acceleration or deceleration to be generated by the vehicle1, a request for a steering angle of the vehicle1, a request for hold during a stop of the vehicle1, and the like. The longitudinal acceleration or deceleration to be generated by the vehicle1is an example of a first state quantity on the operation of the vehicle1.

Examples of the request for the longitudinal acceleration or deceleration to be generated by the vehicle1include an operation request to a powertrain system302and an operation request to a brake system304.

Examples of the request for hold during a stop of the vehicle1include a request to allow or stop activation of at least one of an electric parking brake and a parking lock mechanism (both are not shown).

The electric parking brake, for example, restricts rotation of wheels of the vehicle1by operation of an actuator. The electric parking brake may be, for example, configured to restrict rotation of the wheels by actuating a brake for a parking brake, provided at one or some of the wheels of the vehicle1, with an actuator. Alternatively, the electric parking brake may restrict rotation of the wheels by regulating hydraulic pressure supplied to a braking device of the brake system304by operating the actuator for parking brake to actuate the braking device.

The parking lock mechanism restricts rotation of an output shaft of a transmission by operation of an actuator. The parking lock mechanism, for example, fits a protrusion to teeth of a gear (lock gear) provided so as to be coupled to a rotating element in the transmission of the vehicle1. The protrusion is provided at the distal end of a parking lock pawl of which the position is adjusted by an actuator. Thus, rotation of the output shaft of the transmission, and rotation of the drive wheels is restricted.

Applications installed in the driver assistance system100are not limited to the above-described applications. An application that implements another function may be added, the existing application may be omitted, and the number of installed applications is not limited.

In the present embodiment, the ADAS-ECU10includes the driver assistance system100having a plurality of applications. Alternatively, an ECU may be provided for each application. For example, the driver assistance system100may include an ECU in which an application that implements the function of the automated valet parking system is installed and an ECU in which an ADAS application is installed.

The ADK120includes an autonomous driving system (ADS)122. The ADK120is configured to be detachable from the vehicle1and is configured to be replaceable with another ADK. The ADS122has an application that implements the function of autonomous driving. The ADS122outputs a request for a kinematic plan (that is, a kinematic plan for performing autonomous driving) ensuring the marketability (function) with an application solely to the brake ECU20based on, for example, information about a vehicle surrounding situation acquired from the plurality of sensors mounted on the ADK120or the vehicle1. The plurality of sensors mounted on the ADK120includes, for example, a vision sensor, such as a forward-facing camera, radar, light detection and ranging (LiDAR), or a location detector, or some or all of them. These sensors are as described above, so the detailed description thereof will not be repeated. For example, in a section from a current location to a preset destination or in part of the section, autonomous driving is performed by performing at least any one of operations of acceleration and deceleration, steering, and stop of the vehicle1according to a situation around the vehicle1without driver's operation. In the present embodiment, the ADS122is configured be capable of acquiring a situation around the vehicle1from a sensor or an image processing device in a different line from the driver assistance system100.

The application that implements the function of autonomous driving may, for example, include the driver assistance system100or may be installed in an ECU different from the ADAS-ECU10.

The brake ECU20includes the motion manager200. In the present embodiment, the case where the brake ECU20is a hardware configuration that includes the motion manager200will be described as an example. The motion manager200may be provided as an ECU separately from the brake ECU20or may be included in another ECU different from the brake ECU20. The brake ECU20is configured to be able to communicate with each of the ADAS-ECU10, various ECUs included in the actuator system30, the central ECU40, and the ADK120.

The motion manager200makes a request to the actuator system30for the motion of the vehicle1in accordance with a kinematic plan set by at least any one of the plurality of applications of the driver assistance system100and the application that implements the function of autonomous driving of the ADS122. The detailed configuration of the motion manager200will be described later.

The actuator system30is configured to realize a request for the motion of the vehicle1, output from the motion manager200. The actuator system30includes a plurality of actuators.FIG.1shows, for example, the case where the actuator system30includes the powertrain system302, the brake system304, and a steering system306as actuators. The number of actuators to which the motion manager200issues a request is not limited to three as described above and may be four or more or two or less.

The powertrain system302includes a powertrain capable of generating the driving force of the drive wheels of the vehicle1, and an ECU that controls the operation of a powertrain (both are not shown). The powertrain includes, for example, at least any one of an internal combustion engine, such as a gasoline engine and a diesel engine, a transmission including a change gear, a differential unit, and the like, a motor generator serving as a driving source, an electrical storage device that stores electric power to be supplied to the motor generator, a power conversion device that converts electric power between the motor generator and the electrical storage device, a power generation source, such as a fuel cell, and the like. The ECU that controls the operation of the powertrain controls an associated device(s) in the powertrain system302such that a motion request to the associated device(s) from the motion manager200is realized.

The brake system304includes, for example, a plurality of braking devices respectively provided in the wheels of the vehicle1. Each of the braking devices includes, for example, a hydraulic brake, such as a disc brake, that generates braking force by using hydraulic pressure. The braking device may further include, for example, a motor generator that is connected to the wheels and that generates regenerative torque. The braking operation of the vehicle1using the plurality of braking devices is controlled by the brake ECU20. The brake ECU20includes, for example, a control unit (not shown) for controlling the brake system304separately from the motion manager200.

The steering system306includes, for example, a steering device capable of changing the steering angle of steered wheels (for example, front wheels) of the vehicle1, and an ECU that controls the operation of the steering device (both are not shown). The steering device includes, for example, a steering wheel that changes the steering angle according to an operation amount, and an electric power steering (EPS) capable of adjusting the steering angle with an actuator separately from operation of the steering wheel. The ECU that controls the operation of the steering device controls the operation of an actuator of the EPS.

The central ECU40includes a content updatable memory42. The central ECU40is, for example, configured to be able to communicate with the brake ECU20and configured to be able to communicate with a device (for example, a server) (not shown) outside the vehicle1via a communication module (not shown). The central ECU40updates information stored in the memory42with update information that the central ECU40receives from the server outside the vehicle1. Predetermined information is stored in the memory42. The predetermined information includes, for example, information read from various ECUs at system startup of the vehicle1.

In the present embodiment, the central ECU40reads the predetermined information from various ECUs at system startup of the vehicle1. Alternatively, the central ECU40may have a function (gateway function) of, for example, relaying communication between various ECUs.

Hereinafter, an example of the operation of the motion manager200will be described in detail with reference toFIG.2.FIG.2is a block diagram for illustrating an example of the operation of the motion manager200.

FIG.2shows a system group150that includes the driver assistance system100and the ADS122.FIG.2shows an example of the case where the driver assistance system100includes, for example, the AEB102, the LKA104, the ACC106, the ASL108, the PCS110, and the ISA112as applications. Furthermore,FIG.2shows the case where the ADS122includes, for example, an AD124that is an application that implements the function of autonomous driving (AD). A request for a kinematic plan set in at least any one of the plurality of applications is sent as a request signal PLN1from the system group150including the driver assistance system100and the ADS122to the motion manager200.

Examples of the request signal PLN1include information about a target acceleration set as one kinematic plan in ACC, AEB, ASL, PCS, ISA, or AD, information about a target curvature set as one kinematic plan in LKA or AD.

The motion manager200sets a motion request to the vehicle1based on the request for a kinematic plan, included in the received request signal PLN1, and issues a request to the actuator system30to realize the set motion. In other words, the motion manager200sends a request for the operation of the powertrain system302to the actuator system30as a request signal ACL1. The motion manager200sends a request for the operation of the brake system304to the actuator system30as a request signal BRK1. In addition, the motion manager200sends a request for the operation of the steering system306to the actuator system30as a request signal STR1.

The request signal ACL1contains, for example, information on a required value of driving torque or driving force, information on how to arbitrate (for example, whether to select a maximum value or a minimum value and whether to change in a stepwise manner or gradually, and the like.

The request signal BRK1contains, for example, information on a required value of braking torque, information on how to arbitrate (for example, whether to select a maximum value or a minimum value and whether to change in a stepwise manner or gradually, or the like), information about braking execution timing (whether to immediately perform, or the like), and the like.

The request signal STR1contains, for example, a target steering angle, information about whether the target steering angle is effective, information on upper and lower limit torques of assist torque to operate the steering wheel, and the like.

Of the plurality of actuators that make up the actuator system30, the actuator that has received an associated request signal is controlled to realize the request for operation, contained in the request signal.

Hereinafter, an example of the configuration of the motion manager200will be described. As shown inFIG.2, the motion manager200includes a reception unit202, an arbitration unit204, a calculation unit206, and a distribution unit208.

The reception unit202receives a request for a kinematic plan, output from one or more applications of the system group150. The details of a kinematic plan in the present embodiment will be described later.

The arbitration unit204arbitrates a plurality of requests for kinematic plans, received from the applications via the reception unit202. This arbitration process is, for example, to select one kinematic plan from among a plurality of kinematic plans based on predetermined selection criteria. Another example of the arbitration process is to set a new kinematic plan based on a plurality of kinematic plans. The arbitration unit204may arbitrate a plurality of requests for kinematic plans by further adding predetermined information received from the actuator system30. The arbitration unit204may determine whether to temporarily give priority to the motion of the vehicle1desired according to a driver status and a vehicle status over the motion of the vehicle1, corresponding to the kinematic plan determined based on an arbitrated result.

The calculation unit206calculates a motion request based on the arbitrated result of the requests for kinematic plans in the arbitration unit204and the motion of the vehicle1, determined based on the arbitrated result. The motion request is a physical quantity for controlling at least any one of the actuators of the actuator system30and contains a physical quantity different from the physical quantity of a request for a kinematic plan. When, for example, a request for a kinematic plan (first request) is a longitudinal acceleration, the calculation unit206calculates a value obtained by converting an acceleration to a driving force or driving torque as a motion request (second request). A motion request is an example of a second required value.

The distribution unit208distributes the motion request calculated by the calculation unit206to at least one actuator of the actuator system30. When, for example, the vehicle1is required to accelerate, the distribution unit208distributes the motion request to only the powertrain system302. Alternatively, when the vehicle1is required to decelerate, the distribution unit208appropriately distributes the motion request to the powertrain system302and the brake system304to achieve a target deceleration.

The powertrain system302of the actuator system30sends information about the status of the powertrain system302to the motion manager200as a signal ACL2. Examples of the information about the status of the powertrain system302include information on operation of an accelerator pedal, information on an actual driving torque or actual driving force of the powertrain system302, actual shift range information, information about upper and lower limits of driving torque, information on upper and lower limits of driving force, and information on the reliability of the powertrain system302.

The brake system304of the actuator system30sends information about the status of the brake system304to the motion manager200as a signal BRK2. Examples of the information about the status of the brake system304include information on operation of a brake pedal, information on braking torque required by a driver, information on a required value of braking torque after arbitration, information on actual braking torque after arbitration, and information on the reliability of the brake system304.

The steering system306of the actuator system30sends information about the status of the steering system306to the motion manager200as a signal STR2. Examples of the information about the status of the steering system306include information on the reliability of the steering system306, information about whether the driver is gripping the steering wheel, information on torque to operate the steering wheel, and information on the rotation angle of the steering wheel.

The actuator system30includes a sensor group308in addition to the powertrain system302, the brake system304, and the steering system306.

The sensor group308includes a plurality of sensors that detect the behavior of the vehicle1. The sensor group308includes, for example, a longitudinal G sensor that detects a vehicle body acceleration in a longitudinal direction of the vehicle1, a lateral G sensor that detects a vehicle body acceleration in a lateral direction of the vehicle1, a wheel speed sensor that is provided in each of the wheels and that detects a wheel speed, and a yaw rate sensor that detects the angular velocity of a rotation angle in a yaw direction (yaw angle). The sensor group308sends information containing detection results of the plurality of sensors to the motion manager200as a signal VSS2. In other words, the signal VSS2contains, for example, a detected value of the longitudinal G sensor, a detected value of the lateral G sensor, a detected value of the wheel speed sensor of each wheel, a detected value of the yaw rate sensor, and information on the reliability of each of the sensors.

When the motion manager200receives various signals received from the actuator system30, the motion manager200sends predetermined information to the driver assistance system100as a signal PLN2.

The configuration of the devices mounted on the vehicle1and the configuration of the motion manager200, described above, are one example and may be added, replaced, changed, omitted, or the like as needed. The functions of the devices may be executed by integrating the devices into a single device or separating any one of the devices into multiple devices as needed.

In the thus configured vehicle1, the calculation unit206of the motion manager200, for example, arbitrates a required value of the longitudinal acceleration of the vehicle1from an in-vehicle system (including the ADS122and the driver assistance system100), sets a required value of driving force corresponding to the arbitrated required value of acceleration, and outputs the set required value of driving force to the actuator system30. At this time, the calculation unit206sets a required value of driving force corresponding to the required value of acceleration after arbitration by using feedforward control (hereinafter, referred to as FF control) and feedback control (hereinafter, referred to as FB control). The calculation unit206, for example, sets the sum of a feedforward term corresponding to the required value of acceleration after arbitration and a feedback term corresponding to a difference between the required value of acceleration after arbitration and an actually measured value of acceleration, as a required value of driving force. For example, PID control is included as the feedback control.

FIG.3is a diagram for illustrating an example of the process of FF control and FB control that are executed in the calculation unit206. For example, during autonomous driving, a required value of acceleration, set in the ADS122, is input to the reception unit202of the motion manager200. The required value of acceleration, input to the reception unit202, is output to the arbitration unit204and is arbitrated with a required value of another acceleration in the arbitration unit204. A required value of acceleration after arbitration is input to the calculation unit206. The calculation unit206sets a required value of driving force by using the required value of acceleration after arbitration, input from the arbitration unit204.

The calculation unit206includes an FF control unit206aand an FB control unit206b. The FF control unit206asets an FF term of the required value of driving force by using a required value of acceleration after arbitration. The FF control unit206a, for example, sets driving force for achieving the required value of acceleration after arbitration as an FF term in consideration of running resistance or the like. The FF control unit206asets an FF term using a required value of acceleration by using, for example, a mathematical expression, a function, a map, a table, or the like expressing a predetermined relationship between a required value of acceleration and an FF term. The predetermined relationship is adapted, for example, empirically or by design. The FF control unit206aoutputs a set FF term.

The FB control unit206bsets an FB term of a required value of driving force by using a difference between a required value of acceleration after arbitration and an actually measured value in the longitudinal direction of the vehicle1. A difference between a required value of acceleration, calculated at a summing point206cand an actually measured value of acceleration is input to the FB control unit206b. An actually measured value of acceleration is input from the sensor group308of the actuator system30. The FB control unit206bsets an FB term of a required value of driving force according to the difference. The FB term includes a proportional term set in proportion to the difference, an integral term set in proportion to a time integral of the difference, and a derivative term set in proportion to a time derivative of the difference in PID control. The FB control unit206boutputs the set FB term.

The sum of the FF term output from the FF control unit206aand the FB term output from the FB control unit206bis calculated at a summing point206d, and the calculated sum is output to the actuator system30via the distribution unit208as a required value of driving force.

When an FB term is set according to a difference between a required value of acceleration and an actually measured value of acceleration in the above-described feedback control, a decrease in control response due to the degradation or the like of a component of the vehicle1(for example, a component provided as a bush and concerned with the operation of the vehicle1and the operation of the powertrain system302that is a controlled object) can be difficult to appear in the behavior of the vehicle1. Particularly, when autonomous driving is performed, the behavior of the vehicle1is controlled without driving operation of the driver, and an occupant is difficult to become aware of a change in the behavior of the vehicle1, so it is not easy to early detect the degradation or the like of a component of the vehicle1or to anticipate the degradation of a component. Examples of the bush include not only bushes provided in the powertrain system302, the brake system304, and the steering system306but also bushes provided in a suspension system, such as movable parts of suspensions of the vehicle1.

In the present embodiment, the calculation unit206of the motion manager200determines whether the component of the vehicle1is degraded by using a change history of the FB term.

If the component of the vehicle1is degraded, a large difference state continues, and a change, such as an increase in FB term (particularly, integral term) set in FB control, can occur. For this reason, it is possible to accurately determine whether the component of the vehicle1is degraded by using a change history of the FB term.

Hereinafter, a process that is executed in the calculation unit206of the motion manager200will be described with reference toFIG.4.FIG.4is a flowchart showing an example of the process that is executed in the calculation unit206. A series of processes shown in the flowchart is repeatedly executed by the calculation unit206at predetermined control intervals.

In step (hereinafter, “step” is abbreviated as “S”)100, the calculation unit206acquires a required value of acceleration in the longitudinal direction of the vehicle1. The calculation unit206, for example, acquires a required value of acceleration in the longitudinal direction of the vehicle1after arbitration from the arbitration unit204.

In S102, the calculation unit206acquires an actually measured value of acceleration in the longitudinal direction of the vehicle1. The calculation unit206, for example, acquires an actually measured value of acceleration in the longitudinal direction of the vehicle1by using detection results of the G sensors included in the sensor group308of the actuator system30. The detection results of the G sensors included in the sensor group308are, for example, input to the calculation unit206via the reception unit202.

In S104, the calculation unit206sets an FF term of a required value of driving force. A method of setting an FF term is as described above, so the detailed description thereof will not be repeated.

In S106, the calculation unit206sets an FB term of a required value of driving force. A method of setting an FB term is as described above, so the detailed description thereof will not be repeated.

In S108, the calculation unit206outputs the sum of the FF term and the FB term to the actuator system30via the distribution unit208as a required value of driving force.

In S110, the calculation unit206determines whether a determination condition is satisfied. Examples of the determination condition include a condition that a travel distance from when autonomous driving is started is longer than or equal to a predetermined distance L. The calculation unit206determines that autonomous driving is started when the status of a flag changes from an off state to an on state. The status of the flag is set to the on state when autonomous driving is started by operation of a user, or the like, and is set to the off state when autonomous driving is stopped. The calculation unit206may, for example, calculate a travel distance by using a change history of the speed of the vehicle1during autonomous driving, may calculate a travel distance by using a change history of the wheel speed of the vehicle1during autonomous driving and a tire diameter, or may calculate a travel distance by using the location detector, such as GPS. When the calculation unit206determines that the determination condition is satisfied (YES in S110), the process proceeds to S112. When the calculation unit206determines that the determination condition is not satisfied (NO in S110), the process ends.

In S112, the calculation unit206acquires the amount of change from an autonomous driving start time point for the integral term in the FB term. The calculation unit206acquires the amount of change in integral term from the autonomous driving start time point by subtracting the value of the integral term at the autonomous driving start time point from a current value of the integral term. It is assumed that the “amount of change in integral term” in the following description indicates the amount of change in integral term from the autonomous driving start time point.

In S114, the calculation unit206determines whether the amount of change in integral term has a predetermined increasing tendency. Specifically, the calculation unit206, for example, sets, as a reference value, the amount of change in integral term when the vehicle1has traveled a predetermined distance L during last or former autonomous driving and, when the amount of change in integral term has increased by a predetermined value or more from the reference value, determines that the amount of change in integral term has a predetermined increasing tendency.

The reference value may be, for example, the amount of change in integral term during first autonomous driving in which the vehicle1has traveled a predetermined distance L, the average value of the amount of change in integral term when the vehicle1has traveled a plurality of predetermined distances L from first autonomous driving to last autonomous driving, or the average value within an immediately preceding predetermined period of the amounts of change in integral term when the vehicle1has traveled a plurality of predetermined distances L.

When the calculation unit206determines that the amount of change in integral term has a predetermined increasing tendency (YES in S114), the process proceeds to S116. When the calculation unit206determines that the amount of change in integral term has no predetermined increasing tendency (NO in S114), the process ends.

In S116, the calculation unit206determines whether the component is degraded. The calculation unit206, for example, sets a flag indicating that the component provided as a bush is degraded, to the on state.

When the flag is in the on state, the motion manager200may inform a user of information indicating that the component is degraded. The motion manager200may display text information or an image indicating that the component is degraded on a display device or the like or may inform the user by voice or the like. Alternatively, when the flag is in the on state, the motion manager200may send information indicating that the component is degraded to a device (for example, the server) outside the vehicle1(not shown) via the central ECU40and a communication module.

An example of the operation of the vehicle1based on the above-described structure and flowchart will be described with reference toFIG.5.FIG.5is a graph showing an example of a change history of the amount of change in integral term. The ordinate axis ofFIG.5represents the amount of change in integral term of the FB term. The abscissa axis ofFIG.5represents a travel distance of the vehicle1. InFIG.5, LN1represents a change history of the amount of change in integral term before the component is degraded. InFIG.5, LN2represents a change history of the amount of change in integral term after the component is degraded. It is assumed that an amount of change a(0) in integral term corresponding to a predetermined distance L in LN2ofFIG.5is set for a reference value.

For example, during autonomous driving, when a required value of acceleration in the longitudinal direction of the vehicle1is acquired (S100) and an actually measured value of acceleration in the longitudinal direction of the vehicle1is acquired (S102), an FF value is set by using the acquired required value (S104). Then, an FB term is set by using a difference between the acquired required value and actually measured value (S106), and the sum of the FF term and the FB term is output as a required value of driving force (S108).

At this time, the amount of change in integral term of the FB term increases from the autonomous driving start time point as indicated by LN1and LN2inFIG.5. The amount of change in integral term after the component is degraded changes so as to increase by a larger amount than the amount of change in integral term before the component is degraded.

Therefore, when the amount of change in integral term from the autonomous driving start time point changes in accordance with LN2ofFIG.5, and when the determination condition is satisfied when a travel distance from the autonomous driving start time point becomes longer than or equal to a predetermined distance L (YES in S110), an amount of change a(1) in integral term is acquired. When a value obtained by subtracting the reference value a(0) from the acquired amount of change a(1) in integral term is greater than a threshold, the calculation unit206determines that the amount of change has an increasing tendency (S114) and determines that the component is degraded (S116).

When the value obtained by subtracting the reference value a(0) from the acquired amount of change in integral term is less than or equal to a threshold, the calculation unit206determines that the amount of change has no increasing tendency (NO in S114), and driving of the vehicle1is continued without determination that the component is degraded.

As described above, with the motion manager200that is the vehicle control apparatus according to the present embodiment, when the component, such as a bush, of the vehicle1is degraded, a change, such as an increase in FB term set in FB control, can occur. For this reason, it is possible to accurately determine whether the component of the vehicle1is degraded by using a change history of the FB term. Particularly, even in a driving situation in which it is difficult to become aware of a change in the behavior of the vehicle1due to degradation, for example, during autonomous driving, it is possible to early detect the degradation of the component of the vehicle1and to anticipate the degradation. As a result, it is possible to improve the reliability and safety of the vehicle1. Therefore, it is possible to provide a vehicle control apparatus, a vehicle control method, a non-transitory storage medium, and a motion manager capable of accurately detecting an abnormality, such as the degradation of a component of the vehicle1.

For example, when a large difference between a required value of acceleration and an actually measured value of acceleration continues after the component of the vehicle1is degraded, the integral term of the FB term tends to increase as compared to before degradation. For this reason, when the change history of the integral term is a change history that indicates a predetermined increasing tendency, it is determined that the component of the vehicle1is degraded. Thus, it is possible to accurately determine whether the component of the vehicle1is degraded.

Hereinafter, modifications will be described. In the above-described embodiment, the configuration in which the motion manager200includes the reception unit202, the arbitration unit204, the calculation unit206, and the distribution unit208has been described as an example. Alternatively, the motion manager200may include, for example, a first motion manager that receives a kinematic plan from at least an application and a second motion manager that is able to communicate with the first motion manager and that issues a motion request to the actuator system30. In this case, the function of the arbitration unit204, the function of the calculation unit206, and the function of the distribution unit208may be implemented in any one of the first motion manager and the second motion manager.

In the above-described embodiment, the case where the determination condition includes a condition in which the vehicle1has traveled a predetermined distance L from when autonomous driving is started has been described as an example. Alternatively, the determination condition may include a condition in which the vehicle1has traveled a predetermined distance L after control for setting a required value of driving force or the like through FB control is started by running at least one of the plurality of applications set in the driver assistance system100.

In the above-described embodiment, PID control is included as FB control. Alternatively, for example, PI control may be included instead of PID control.

In the above-described embodiment, when the change history of the integral term is a change history indicating a predetermined increasing tendency, it is determined that the component of the vehicle1is degraded. Alternatively, for example, when a change history of the proportional term instead of the integral term is a change history indicating a predetermined increasing tendency, it may be determined that the component of the vehicle1is degraded.

In the above-described embodiment, when the change history of the integral term is a change history indicating a predetermined increasing tendency, it is determined that the component of the vehicle1is degraded. Alternatively, for example, it may be determined whether the component of the vehicle1is degraded, by using a change history of the difference.

When, for example, a period of time taken until the magnitude of the difference becomes less than or equal to a threshold indicates a predetermined increasing tendency, the calculation unit206may determine that the component of the vehicle1is degraded.

The calculation unit206, for example, measures a convergence time taken until the magnitude of the difference input to the FB control unit206bshifts from a state greater than a first value to a state where the magnitude of the difference becomes less than or equal to a threshold. When a value obtained by subtracting a reference time from the measured convergence time is longer than a predetermined value, the calculation unit206determines that a time taken until the magnitude of the difference becomes less than or equal to a threshold has an increasing tendency. The reference time is a convergence time measured before the component is degraded. The reference time may be, for example, measured empirically or may be measured by the calculation unit206.

Hereinafter, a process that is executed in the calculation unit206of the motion manager200in this modification will be described with reference toFIG.6.FIG.6is a flowchart showing an example of the process that is executed in the calculation unit206according to the modification. A series of processes shown in the flowchart is repeatedly executed by the calculation unit206at predetermined control intervals.

The processes of S100, S102, S104, S106, S108, and S116in the flowchart ofFIG.6are the same as the processes of S100, S102, S104, S106, S108, and S116in the flowchart ofFIG.4. Therefore, the detailed description thereof will not be repeated.

After the required value of driving force is output in S108, the process proceeds to S210. In S210, the calculation unit206determines whether the determination condition is satisfied. The determination condition includes a condition that there is a period from when the magnitude of the difference shifts from a state greater than a first value to a state less than or equal to a threshold within an immediate predetermined period. The first value is, for example, a predetermined value and is, for example, adapted empirically. When the calculation unit206determines that the determination condition is satisfied (YES in S210), the process proceeds to S212. When the calculation unit206determines that the determination condition is not satisfied (NO in S210), the process ends.

In S212, the calculation unit206acquires a convergence time taken until the magnitude of the difference becomes less than or equal to a threshold.

In S214, the calculation unit206determines whether the convergence time has an increasing tendency. A determining method is as described above, so the detailed description thereof will not be repeated. When the calculation unit206determines that the convergence time has an increasing tendency (YES in S214), the process proceeds to S116. When the calculation unit206determines that the convergence time has no increasing tendency (NO in S214), the process ends.

When, for example, the degradation of the component of the vehicle occurs, a time taken until the magnitude of a difference between a required value of acceleration and an actually measured value of acceleration becomes less than or equal to a threshold tends to increase as compared to before the degradation occurs. For this reason, when the period of time taken until the magnitude of the difference becomes less than or equal to the threshold indicates a predetermined increasing tendency, it is determined that the component of the vehicle1is degraded. Thus, it is possible to accurately determine whether the component of the vehicle1is degraded.

In the above-described embodiment, the case where driving force or the like is controlled by using a required value of acceleration in the longitudinal direction of the vehicle1and an actually measured value of acceleration in the longitudinal direction of the vehicle1has been described as an example. Alternatively, for example, when driving force or the like is controlled by using a required value of angular velocity in the yaw direction of the vehicle1and an actually measured value of angular velocity in the yaw direction of the vehicle1, it may be determined whether the component of the vehicle1is degraded as described above, or, when driving force or the like is controlled by using a required value of acceleration in the lateral direction of the vehicle1and an actually measured value of acceleration in the lateral direction of the vehicle1, it may be determined whether the component of the vehicle1is degraded as described above. With this configuration, it is possible to accurately determine whether the component of the vehicle1is degraded by using a difference between a required value and an actually measured value and a change history of an FB term of a required value of driving force or the like, set by using the difference.

Part or all of the described modifications may be implemented in combination as needed. The embodiment described above is illustrative and not restrictive in all respects. The scope of the disclosure is not defined by the above description, and is defined by the appended claims. The scope of the disclosure is intended to encompass all modifications within the scope of the appended claims and equivalents thereof