Vehicle

Abstract

The invention relates to a vehicle with an automatic driving system. A VP of the present invention is configured to perform deceleration control in a case where a communication abnormality occurs between a VCIB and an ADK. The VCIB is configured to receive an instruction from the ADK, the instruction being an instruction of whether to execute horn control for operating a horn of the VP when the deceleration control is executed or an instruction of danger warning light control for operating a danger warning light of the VP when the deceleration control is executed.

Description

Technical Field

[0001] The present disclosure relates to a vehicle equipped with an automated driving system. Background Art

[0002] Japanese Patent Application Laid-Open No. 2018-132015 discloses a vehicle equipped with an autonomous driving system. The vehicle is equipped with a power system, a power supply system, and an autonomous driving system. The power system manages the vehicle's power. The power supply system manages the vehicle's power supply. The autonomous driving system controls the vehicle's autonomous driving. The ECUs (Electronic Control Units) for the power system, power supply system, and autonomous driving system are interconnected and communicatively connected via an in-vehicle network (see Japanese Patent Application Laid-Open No. 2018-132015).

[0003] It is possible to consider externalizing the autonomous driving system (autonomous driving kit) to the vehicle body (vehicle platform). In this case, the autonomous driving kit and the vehicle platform are connected via communication, and the vehicle is controlled according to the instructions from the autonomous driving kit, thus achieving autonomous driving. If a communication failure occurs between the autonomous driving kit and the vehicle platform during autonomous driving, the vehicle platform will execute deceleration control to stop the vehicle.

[0004] While deceleration control is in effect, the horn and hazard lights may be activated to alert the vehicle's surroundings. However, some North American states prohibit the use of horns on freeways, making unconditional activation of the horn illegal. Furthermore, activating the hazard lights while driving can hinder the effectiveness of the brake lights (regulatory lights), making unconditional activation of the hazard lights also illegal. Summary of the Invention

[0005] The present disclosure is made to solve this problem and aims to appropriately set whether to activate the horn and / or hazard lights during deceleration control executed when a communication anomaly with the autonomous driving kit occurs during autonomous driving, depending on the driving region and other conditions.

[0006] The vehicle of the present disclosure is a vehicle configured to be equipped with an autonomous driving kit (ADK (Autonomous Driving Kit)), wherein:

[0007] The vehicle has:

[0008] The base vehicle controls the vehicle; and the vehicle control interface box (VCIB (Vehicle Control Interface Box)) communicates with the ADK.

[0009] The vehicle is configured to execute deceleration control when an abnormality occurs in the communication between the VCIB and the ADK.

[0010] The VCIB is configured to receive an instruction from the ADK, the instruction being an instruction for executing horn control for operating a horn of the vehicle when the deceleration control is executed or an instruction for executing hazard light control for operating a hazard light of the vehicle when the deceleration control is executed.

[0011] With this configuration, the ADK can be configured to determine whether the horn or hazard lights are activated during deceleration control when communication with the ADK fails. This allows the ADK to appropriately determine whether the horn or hazard lights are activated during deceleration control, depending on the driving area and other conditions.

[0012] The VCIB may also be configured to receive an instruction from the ADK indicating an operating mode of the speaker in the above-mentioned speaker control.

[0013] Furthermore, the VCIB may also be configured to receive an instruction from the ADK indicating the timing of ending the operation of the speaker in the above-mentioned speaker control.

[0014] The instruction for instructing the operation end timing of the horn may also include an instruction for instructing the operation end timing to be when the vehicle is stationary or an instruction for instructing the operation end timing to be when a system of the vehicle is turned off.

[0015] The base vehicle may be configured to be capable of receiving deactivation of the hazard lights by a user of the vehicle when the hazard light control is executed.

[0016] According to the vehicle of the present disclosure, whether to activate the horn and / or hazard lights during deceleration control executed when a communication abnormality with the ADK occurs during automatic driving can be appropriately switched according to the driving area and other conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Hereinafter, features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, wherein like reference numerals denote like elements, and wherein:

[0018] Figure 1 It is a diagram showing a schematic configuration of a vehicle according to the embodiment.

[0019] Figure 2 This is a diagram showing a schematic configuration of a vehicle communication system.

[0020] Figure 3A This is a diagram showing an example of API commands used in a vehicle.

[0021] Figure 3BThis is a diagram showing an example of API commands used in a vehicle.

[0022] Figure 3C This is a diagram showing an example of API commands used in a vehicle.

[0023] Figure 4 This is a flowchart showing an example of a processing procedure of horn control executed during deceleration control.

[0024] Figure 5 This is a diagram showing an API command requesting lighting of the hazard lights during deceleration control in the second embodiment.

[0025] Figure 6 This is a flowchart showing an example of a processing procedure of hazard light control executed during deceleration control. DETAILED DESCRIPTION

[0026] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. A plurality of embodiments will be described below, but it has been intended from the outset of the application that the configurations described in each embodiment can be appropriately combined. It should be noted that identical or corresponding parts in the figures are denoted by the same reference numerals and their descriptions will not be repeated.

[0027] Implementation Method 1

[0028] Figure 1 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment. Figure 1 Vehicle 1 includes a VP (vehicle platform) 100 and an ADK (autonomous driving kit) 200. VP 100 includes a VCIB (vehicle control interface box) 110 and a base vehicle 120. Adding VCIB 110 to base vehicle 120 creates VP 100, which is detachable from ADK 200. Attaching ADK 200 to VP 100 completes vehicle 1.

[0029] The base vehicle 120 is, for example, a commercially available xEV (electrified vehicle). In this embodiment, a BEV (battery electric vehicle) is used, but an xEV other than a BEV may also be used. Furthermore, in this embodiment, the ADK 200 is mounted on the roof of the base vehicle 120. It should be noted that the ADK 200 may be mounted at another location relative to the base vehicle 120.

[0030] ADK 200 includes an autonomous driving system (ADS) 210 that executes various processes related to autonomous driving. ADS 210 includes a computer unit 211 , a recognition sensor 212 , a posture sensor 213 , a sensor cleaner 216 , and a human machine interface (HMI) 218 ​​.

[0031] The computer component 211 includes: a processor; and a storage device for storing the autonomous driving software using the application program interface (API) described later. The computer component 211 is configured to be able to execute the autonomous driving software through the processor. The recognition sensor 212 includes a sensor for acquiring information representing the external environment of the vehicle 1. The recognition sensor 212 may include at least one of a camera, a millimeter wave radar, and a lidar. The posture sensor 213 acquires information related to the posture of the vehicle 1. The posture sensor 213 may include various sensors for detecting the acceleration, angular velocity, and position of the vehicle 1. The HMI 218 includes an input device and a reporting device.

[0032] The base vehicle 120 includes a braking system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a main body system 126. In this embodiment, each system includes an ECU.

[0033] The VCIB 110 is configured to communicate with both the base vehicle 120 and the ADK 200 via a communication bus. Physical communication can utilize a Controller Area Network (CAN). In vehicle 1, the control systems related to vehicle 1's behavior (driving, stopping, turning) are redundant. The VCIB 110 includes a primary control system VCIB 111A (VCIB1) and a secondary control system VCIB 111B (VCIB2).

[0034] The brake system 121 includes a brake mechanism, an operation unit for receiving a brake operation from the driver, and brake control units 121A and 121B. The steering system 122 includes a steering mechanism, an operation unit for receiving a steering operation from the driver, and steering control units 122A and 122B.

[0035] The powertrain system 123 includes a shifter, a vehicle drive unit, an EPB unit, a P-Lock unit, an EPB control unit 123A, a P-Lock control unit 123B, and a propulsion control unit 123C. "EPB" refers to the electric parking brake, and "P-Lock" refers to the parking lock. The shifter includes an operating unit that accepts shifting operations from the driver, and the shifter determines the gear position of the vehicle. The vehicle drive unit includes a drive battery and a driving motor that receives power from the drive battery. The vehicle drive unit applies propulsion force in the propulsion direction indicated by the gear position. In addition to the parking lock mechanism and actuator, the P-Lock unit also has an operating unit that accepts parking operations from the driver.

[0036] The active safety system 125 implements vehicle control to avoid collisions or mitigate damage using cameras and radar (not shown). The active safety system 125 is communicatively connected to the braking system 121A. For example, the active safety system 125 uses cameras and radar to detect obstacles (such as obstacles and people) ahead. If the distance to the obstacle determines that there is a possibility of collision, a braking command is issued to the braking system 121A to increase the braking force.

[0037] The main system 126 is configured to control components such as turn signals, horns, hazard lights, and wipers according to the vehicle's driving state or driving environment. The main system 126 controls these components according to predetermined control commands received from the ADK 200 via the VCIB 110 .

[0038] Figure 2 1 is a diagram showing a schematic configuration of a communication system of a vehicle 1. Figure 2 , computer component 211 of ADK200 ( Figure 1 ) includes a computer module 211A for the main system and a computer module 211B for the sub-system. Hereinafter, computer module 211A will be referred to as "ADK211A" or "ADK1." Computer module 211B will be referred to as "ADK211B" or "ADK2." ADKs 211A and 211B each include a processor and a storage device for storing autonomous driving software using an API.

[0039] The VCIBs 111A and 111B are configured to communicate with the ADKs 211A and 211B, respectively, via the communication bus using CAN communication. Furthermore, the VCIBs 111A and 111B are configured to communicate with each other.

[0040] In this vehicle 1, various commands for autonomous driving are normally transmitted from the main system ADK 211A to the VCIB 111A, and various commands are transmitted to the base vehicle 120. If a communication anomaly occurs between the ADK 211A and the VCIB 111A (including a failure of the ADK 211A), a command for executing evacuation travel is transmitted from the secondary system ADK 211B to the VCIB 111B. In response to this command, the base vehicle 120 performs evacuation travel.

[0041] In addition to a communication anomaly between ADK211A and VCIB111A, if a communication anomaly between ADK211B and VCIB111B also occurs (including a failure of ADK211B), deceleration control for stopping the vehicle is executed in VP100. Hereinafter, "deceleration control" refers to deceleration control executed when a communication anomaly occurs with both ADK211A and 211B.

[0042] In this embodiment, the deceleration control is performed by the VCIB 110 (e.g., VCIB 111A). That is, the VCIB 110 is designed (programmed) to execute the deceleration control when a communication anomaly occurs with both the ADKs 211A and 211B. It should be noted that the deceleration control may be performed not in the VCIB 110 but in the base vehicle 120 (e.g., using the braking system 121 and the active safety system 125). Figure 1 ))implement.

[0043] It is conceivable that the horn of the base vehicle 120 may be activated to call attention to the surroundings of the vehicle during the execution of the deceleration control. However, as described above, depending on the area of ​​travel, unconditionally activating the horn may be illegal.

[0044] Therefore, in this first embodiment, an instruction is provided to determine whether to execute horn control, which activates the horn during deceleration control. This instruction is given from ADK 200 to VCIB 110 of VP 100. Hereinafter, "horn control" refers to control that activates the horn during deceleration control. Specifically, VCIB 110 (VCIB 111A) is configured to receive an instruction from ADK 200 (ADK 211A) regarding whether to execute horn control.

[0045] ADK 211A periodically sends a command to VCIB 111A to execute horn control based on the area where vehicle 1 is traveling. For example, if vehicle 1 is traveling in an area where horn use is not prohibited, ADK 211A periodically sends a command to VCIB 111A requesting the horn to be sounded during deceleration control. On the other hand, if vehicle 1 is traveling on an expressway in an area where horn use is prohibited, ADK 211A sends a command to VCIB 111A not requesting the horn to be sounded during deceleration control.

[0046] Furthermore, in the case of the horn, if the degree of attention provided to the surrounding environment and the impact of the horn sound on the surrounding environment need to be considered, this first embodiment also includes instructions for instructing the horn's operating mode during horn control and instructions for instructing the horn's operating end timing during horn control. These instructions are given from ADK200 to VCIB110. Specifically, VCIB110 (VCIB111A) is configured to receive the instructions for instructing the horn's operating mode during horn control and instructions for instructing the horn's operating end timing during horn control from ADK200 (ADK211A).

[0047] In this first embodiment, the horn operating modes can be set to a continuous horn sounding mode and an intermittent horn sounding mode. It should be noted that for the latter, multiple modes with different horn sounding intervals can also be prepared. The horn operating mode can be appropriately set based on the region and time of day in which the vehicle 1 is traveling, or can be set during manufacturing or by the dealer.

[0048] Furthermore, in this first embodiment, the horn operation end timing can be set when the vehicle is stationary (when the EPB or P-Lock system is activated) and when the IG is off (when the VP100 system is turned off). The horn operation end timing can be appropriately set based on the region or time of day in which the vehicle 1 is traveling, or can be set at the time of manufacture or by the dealer, for example.

[0049] Signals defined in the API (API signals) are used for communication between ADK 200 and VCIB 110. ADK 200 outputs various commands to VCIB 110 according to the API, and VCIB 110 receives various commands from ADK 200 according to the API. Hereinafter, the various commands output from ADK 200 to VCIB 110 are also referred to as "API commands."

[0050] Figure 3A-3C 1 is a diagram showing an example of API commands used in the vehicle 1 . Figure 3AThis API command requests the horn to sound during deceleration control. Specifically, this API command instructs the ADK200 to the VP100 whether to execute horn control during deceleration control. If the value of this API command is 1, the horn is requested to sound during deceleration control; if the value is 0, the horn is not requested to sound during deceleration control.

[0051] Figure 3B This API command requests the horn operating mode during horn control. Specifically, this API command instructs ADK200 to VP100 on the horn operating mode during horn control. If the value of this API command is 1, a continuous sounding request is made, while a value of 2 requests an intermittent sounding request.

[0052] Figure 3C This API command requests the horn to be deactivated during horn control. Specifically, this API command instructs the ADK200 to VP100 on the horn deactivation timing during horn control. If the value of this API command is 1, the horn is requested to be deactivated when the vehicle is locked (when the EPB or P-Lock system is activated). If the value is 2, the horn is requested to be deactivated when the IG is off (when the VP100 system is off).

[0053] Figure 4 2 is a flowchart showing an example of a horn control processing procedure executed during deceleration control. The series of processing shown in this flowchart is started when an abnormality in communication with both ADKs 211A and 211B is detected.

[0054] Reference Figure 4 When the VCIB 110 detects abnormality in communication with both the ADKs 211A and 211B, it executes deceleration control for stopping the vehicle 1 ( S10 ).

[0055] Next, the VCIB 110 determines whether it is requested to execute the horn control for operating the horn during the deceleration control (S20). Specifically, the VCIB 110 determines whether the API command ( Figure 3A ) is 1. When it is determined that the value is not 1 (NO in S20), the subsequent series of processes are not executed and the process is transitioned to end.

[0056] If it is determined in S20 that the value of the API command is 1 (YES in S20), the VCIB 110 determines that the horn control is requested and confirms the operating mode of the horn during the horn control (S30). Specifically, the VCIB 110 checks the API command ( Figure 3B ) to confirm the value.

[0057] When it is determined in S30 that the value of the API command is 1 (“1” in S30 ), the VCIB 110 sends a command for continuously sounding the horn to the main body system 126 ( Figure 1 On the other hand, when it is determined in S30 that the value of the API command is 2 ("2" in S30), the VCIB 110 outputs a command for causing the horn to sound intermittently to the main body system 126 (S50).

[0058] Next, the VCIB 110 confirms the stop timing of the horn in the horn control (S60). Specifically, the VCIB 110 checks the stop timing of the horn in the horn control received from the ADK 200 before the communication abnormality with the ADK 200 occurs (S61). Figure 3C ) to confirm the value.

[0059] If it is determined in S60 that the value of the API command is 1 ("1" in S60), the VCIB 110 determines whether the vehicle 1 has been secured (S70). If the vehicle 1 has been secured (for example, the EPB or P-Lock device has been activated) (YES in S70), the VCIB 110 outputs a command to silence the horn to the main body system 126 (S90).

[0060] On the other hand, if it is determined in S60 that the value of the API command is 2 ("2" in S60), the VCIB 110 determines whether the vehicle system is in the IG-off state (S80). If it is determined to be IG-off (YES in S80), the VCIB 110 transitions the process to step 90 and outputs a command to stop the horn to the main body system 126.

[0061] As described above, according to the first embodiment, whether to operate the horn during deceleration control when an abnormality occurs in communication with ADK 200 can be appropriately set from ADK 200 according to the driving area and other conditions.

[0062] Furthermore, according to the first embodiment, the operation mode and operation end timing of the horn in horn control can be appropriately set by ADK200 according to the region and other conditions, taking into account the degree of alerting the surroundings and the impact of the horn sound on the surrounding environment.

[0063] Implementation Method 2

[0064] In the first embodiment, horn control during deceleration control was described. Alternatively, during deceleration control, the hazard lights of the base vehicle 120 may be activated to alert the surrounding vehicle. However, as mentioned above, unconditionally activating the hazard lights may be illegal depending on the driving area.

[0065] In this second embodiment, an instruction is provided from ADK 200 to VCIB 110 of VP 100 regarding whether to execute hazard light control, which activates the hazard lights during deceleration control. Hereinafter, "hazard light control" refers to control that activates the hazard lights during deceleration control. Specifically, VCIB 110 (VCIB 111A) is configured to receive an instruction from ADK 200 (ADK 211A) regarding whether to execute hazard light control.

[0066] ADK 211A periodically transmits a command to VCIB 111A instructing the execution of hazard light control based on the region in which vehicle 1 is traveling. For example, if vehicle 1 is traveling in a region that does not prohibit the activation of the hazard lights during deceleration, ADK 211A periodically transmits a command to VCIB 111A requesting the activation of the hazard lights during deceleration control. On the other hand, if vehicle 1 is traveling in a region that prohibits the activation of the hazard lights during deceleration, ADK 211A transmits a command to VCIB 111A not requesting the activation of the hazard lights during deceleration control.

[0067] Figure 5 FIG. 1 is a diagram showing an API command for requesting lighting of the hazard lights during deceleration control in the second embodiment. Figure 5 This API command is used by the ADK200 to instruct the VP100 whether to execute hazard warning light control during deceleration control. If the value of this API command is 1, the hazard warning lights are requested to be illuminated during deceleration control. If the value is 0, the hazard warning lights are not requested to be illuminated during deceleration control.

[0068] Figure 6 1 is a flowchart showing an example of a process procedure for hazard light control executed during deceleration control. The series of processes shown in this flowchart is started when an abnormality in communication with both ADKs 211A and 211B is detected.

[0069] Reference Figure 6When a communication anomaly is detected between the VCIB 110 and the ADKs 211A and 211B, the VCIB 110 executes deceleration control to stop the vehicle 1 (S110). As described in the first embodiment, this deceleration control may be executed independently of the VCIB 110 and in the base vehicle 120 (e.g., using the braking system 121 and the active safety system 125).

[0070] Next, the VCIB 110 determines whether it is requested to execute the hazard warning light control for activating the hazard warning light during the deceleration control (S120). Specifically, the VCIB 110 determines whether it has received an API command (S121) for requesting the hazard warning light to be activated during the deceleration control from the ADK 200 before the communication abnormality with the ADK 200 occurs. Figure 5 ) is 1. When it is determined that the value is not 1 (No in S120), the subsequent series of processes are not executed and the process is transitioned to end.

[0071] If it is determined in S120 that the value of the API command is 1 (Yes in S120), the VCIB 110 determines that the hazard light control is requested. The command for lighting the hazard light is sent to the main body system 126 ( Figure 1 ) output (S130).

[0072] Next, when the vehicle 1 stops (YES in S140), the VCIB 110 determines whether there is a driver operation to turn off the hazard lights (S150). If there is such a driver operation (YES in S150), the VCIB 110 sends a command for turning off the hazard lights to the main system 126 of the base vehicle 120 ( Figure 1 ) output (S160).

[0073] As described above, according to the second embodiment, whether or not to activate the hazard lights during deceleration control when an abnormality occurs in communication with ADK 200 can be appropriately set from ADK 200 according to the driving area and other conditions.

[0074] Furthermore, according to this second embodiment, when hazard light control is executed in accordance with a command from ADK 200, the hazard lights can be deactivated by the vehicle user. This avoids the situation where the hazard lights remain activated until communication with ADK 200 is restored. The hazard lights can be deactivated at the user's will.

[0075] The various embodiments disclosed herein are intended to be implemented in appropriate combinations within the scope of technical non-contradiction. Furthermore, the embodiments disclosed herein should be considered in all respects to be illustrative and non-restrictive. The technical scope of this disclosure is not indicated by the description of the above embodiments, but by the claims, and is intended to include all modifications within the meaning and scope equivalent to the claims.

Claims

1. A vehicle configured to be equipped with an autonomous driving kit that generates instructions for autonomous driving, wherein: The vehicle has: a base vehicle that performs vehicle control according to the instructions from the autonomous driving kit; and A vehicle control interface box that communicates with the autonomous driving kit, The vehicle is configured to perform deceleration control when an abnormality occurs in communication between the vehicle control interface box and the automatic driving kit. The vehicle control interface box is configured to receive an instruction from the autonomous driving kit, the instruction being an instruction for executing horn control to operate a horn of the base vehicle when the deceleration control is executed or an instruction for executing hazard warning light control to operate a hazard warning light of the base vehicle when the deceleration control is executed.

2. The vehicle according to claim 1, wherein The vehicle control interface box is configured to receive an instruction from the autonomous driving kit indicating an operating mode of the horn in the horn control.

3. The vehicle according to claim 1 or 2, wherein: The vehicle control interface box is configured to receive an instruction indicating an operation end timing of the horn in the horn control from the automatic driving kit.

4. The vehicle according to claim 3, wherein: The instruction for instructing the work end timing includes an instruction for instructing the work end timing to be when the vehicle is stationary or an instruction for instructing the work end timing to be when a system of the vehicle is shut down.

5. The vehicle according to claim 1, wherein The base vehicle is configured to be capable of receiving a deactivation operation of the hazard lights by a user of the vehicle when the hazard light control is executed.

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