Vehicle platform, and vehicle control interface box

Abstract

The present disclosure provides a vehicle platform and a vehicle control interface box. A vehicle platform (VP) has a base vehicle and a vehicle control interface box (VCIB). The VCIB includes a reception unit, an index value calculation unit, a transmission unit, and a transmission plan setting unit. The reception unit receives a control request of the base vehicle from an autonomous driving system (ADS). The index value calculation unit calculates an index value indicating a degree of congestion of controller area network (CAN) communication. The transmission unit transmits a control instruction of the base vehicle generated based on the control request to the base vehicle. The transmission plan setting unit sets a transmission plan of the control instruction to the base vehicle. The transmission plan setting unit sets the transmission plan in accordance with a priority of the control instruction in the CAN communication and the index value.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a vehicle platform configured in a manner capable of mounting an automated driving system, and a vehicle control interface box that realizes an interface between the vehicle platform and the automated driving system mounted on the vehicle platform. BACKGROUND

[0002] Japanese Patent Application Publication No. 2018-132015 discloses a vehicle that mounts an automated driving system. The vehicle mounts a power system, a power supply system, and an automated driving system. The power system collectively manages the power of the vehicle. The power supply system collectively manages the charge / discharge power of a storage battery mounted on the vehicle, the power supply to various in-vehicle devices, and the like. The automated driving system collectively performs automated driving control of the vehicle. An engine ECU (Electronic Control Unit) of the power system, a power supply ECU of the power supply system, and an automated driving ECU of the automated driving system are connected together in a communicable manner via an in-vehicle network (see Japanese Patent Application Publication No. 2018-132015). SUMMARY

[0003] Consider a case in which an automated driving system developed by an operator of the automated driving system is externalized to a vehicle. In this case, the automated driving is realized by performing vehicle control in accordance with a control request from the externalized automated driving system to the vehicle.

[0004] In such a vehicle, the interface of various commands and signals exchanged between the externalized automated driving system and the vehicle is important. Sometimes such an interface is realized by CAN (Controller Area Network) communication.

[0005] When the CAN communication is congested, there is a possibility that the above-described various commands and signals are not properly transmitted to the vehicle through the interface. As a result, there is a possibility that the automated driving of the vehicle is not properly performed in accordance with the control request from the automated driving system.

[0006] The present disclosure was completed to solve the above-described problem, and aims to make proper automated driving possible in accordance with a control request from an automated driving system in a case in which CAN communication between a vehicle and the automated driving system is congested in a vehicle platform that mounts the automated driving system.

[0007] Other objects of the present disclosure are to make proper automatic driving possible in accordance with a control request from an automatic driving system in a vehicle control interface box that implements an interface between a vehicle platform and an automatic driving system mounted on the vehicle platform, in a case where congestion occurs in CAN communication between the vehicle and the automatic driving system.

[0008] A vehicle platform of the present disclosure is configured in a manner that enables mounting of an automatic driving system. The vehicle platform includes a vehicle and a vehicle control interface box. The vehicle control interface box implements an interface between the vehicle and an automatic driving system mounted on the vehicle by CAN communication. The vehicle control interface box includes a first receiving section, a calculating section, a transmitting section, and a setting section. The first receiving section receives a control request for the vehicle from the automatic driving system. The calculating section calculates an index value that indicates a degree of congestion of the CAN communication. The transmitting section transmits a control instruction for the vehicle that is generated on the basis of the control request to the vehicle. The setting section sets a transmission schedule of the control instruction to the vehicle. The setting section sets the transmission schedule in accordance with a priority of the control instruction in the CAN communication and the index value.

[0009] With the above-described configuration, the degree of congestion of the CAN communication is reflected in the transmission schedule of the control instruction in addition to the priority of the control instruction. Thus, the control instruction can be transmitted from the vehicle control interface box to the vehicle in a case where congestion occurs in the CAN communication to reduce the degree of congestion of the CAN communication. As a result, the control instruction is properly transmitted from the vehicle control interface box to the vehicle. Therefore, proper automatic driving of the vehicle in accordance with the control request from the automatic driving system is made possible.

[0010] Preferably, the control instruction is classified into any one of a plurality of groups in accordance with the priority. The plurality of groups includes a first group that has a higher priority and a second group that has a lower priority than the first group. In a case where the index value is large, the setting section sets the transmission schedule in a manner that lengthens a transmission cycle of the control instruction classified into the second group compared to a case where the index value is small.

[0011] With the above-described configuration, the transmission frequency of the control instruction classified into the second group is reduced in a case where the CAN communication is congested compared to a case where the CAN communication is not congested. Thus, the degree of congestion of the CAN communication can be reduced while transmission of the control instruction classified into the first group that has a higher priority continues as much as before the congestion of the CAN communication.

[0012] Preferably, the control command is classified into any one of a plurality of groups according to the priority. The plurality of groups include a first group of higher priority and a second group of lower priority than the first group. The setting section sets the transmission standby time of the control command classified into the second group in such a manner that the transmission period of the control command classified into the second group does not overlap the transmission period of the control command classified into the first group.

[0013] By being configured as described above, it is possible to continue the transmission of the control request classified into the first group of higher priority while the CAN communication is congested to the same extent as before, and to reduce the degree of congestion of the CAN communication.

[0014] Preferably, in the case where the index value is large, the setting section sets the transmission schedule in such a manner that the transmission standby time is longer than in the case where the index value is small.

[0015] By being configured as described above, in the case where the CAN communication is congested, the frequency of transmission of the control request classified into the second group is reduced compared to the case where the CAN communication is not congested. Thus, it is possible to continue the transmission of the control request classified into the first group of higher priority while the CAN communication is congested to the same extent as before, and to further reduce the degree of congestion of the CAN communication.

[0016] Preferably, the index value includes a first communication delay time and a second communication delay time. The first communication delay time is a delay time of communication from the automated driving system to the vehicle via the vehicle control interface box. The second communication delay time is a delay time of communication from the vehicle to the automated driving system via the vehicle control interface box.

[0017] By being configured as described above, the delay time of communication between the automated driving system and the vehicle is reflected in the index value. As a result, it is possible to appropriately calculate the index value.

[0018] Preferably, the communication line in which the CAN communication is performed includes a first communication line connecting the automated driving system and the vehicle control interface box. The first communication delay time includes a reception delay time and a processing delay time. The reception delay time occurs when the first reception section receives the control request via the first communication line. The processing delay time occurs in processing during the period from when the first reception section receives the control request to when the transmission section transmits the control command.

[0019] By being configured as described above, the reception delay time and the processing delay time of the control request are reflected in the index value with respect to the CAN communication from the automated driving system to the vehicle via the vehicle control interface box. As a result, it is possible to more appropriately calculate the index value.

[0020] Preferably, the communication line through which the CAN communication is performed includes a second communication line that connects the vehicle control interface box to the vehicle. The vehicle control interface box also includes a second receiving section that receives a vehicle state signal indicating a state of the vehicle from the vehicle. When the second receiving section receives the vehicle state signal, the transmitting section transmits a signal generated based on the vehicle state signal to the automated driving system. The second communication delay time includes a reception delay time and a processing delay time. The reception delay time occurs when the second receiving section receives the vehicle state signal via the second communication line. The processing delay time occurs in processing during a period from when the second receiving section receives the vehicle state signal to when the transmitting section transmits the signal generated based on the vehicle state signal.

[0021] By being configured as described above, the reception delay time and the processing delay time of the vehicle state signal are reflected in the index value with respect to the CAN communication from the vehicle via the vehicle control interface box to the automated driving system. As a result, the index value described above can be calculated more appropriately.

[0022] The vehicle control interface box of the present disclosure implements an interface between a vehicle platform and an automated driving system mounted on the vehicle platform through CAN communication. The vehicle platform includes a vehicle. The vehicle control interface box has a first receiving section, a calculating section, a transmitting section, and a setting section. The first receiving section receives a control request of the vehicle from the automated driving system. The calculating section calculates an index value indicating a degree of congestion of the CAN communication. The transmitting section transmits a control instruction of the vehicle generated based on the control request to the vehicle. The setting section sets a transmission schedule of the control instruction to the vehicle. The setting section sets the transmission schedule in accordance with a priority of the control instruction in the CAN communication and the index value.

[0023] Preferably, the control instruction is classified into any one of a plurality of groups in accordance with the priority. The plurality of groups include a first group having a higher priority and a second group having a lower priority than the first group. In a case where the index value is larger, the setting section sets the transmission schedule in such a manner that a transmission period of the control instruction classified into the second group is lengthened compared to a case where the index value is smaller.

[0024] Preferably, the control instruction is classified into any one of a plurality of groups in accordance with the priority. The plurality of groups include a first group having a higher priority and a second group having a lower priority than the first group. The setting section sets a transmission standby time of the control instruction classified into the second group in such a manner that a transmission period of the control instruction classified into the second group does not overlap with a transmission period of the control instruction classified into the first group.

[0025] Preferably, in a case where the index value is large, the setting section sets the transmission standby time in a manner that the transmission standby time is made longer than in a case where the index value is small.

[0026] Preferably, the index value includes a first communication delay time and a second communication delay time. The first communication delay time is a delay time of communication from the automatic driving system to the vehicle via the vehicle control interface box. The second communication delay time is a delay time of communication from the vehicle to the automatic driving system via the vehicle control interface box.

[0027] Preferably, the communication line in which the CAN communication is performed includes a first communication line that connects the automatic driving system and the vehicle control interface box. The first communication delay time includes a reception delay time and a processing delay time. The reception delay time occurs when the first reception section receives the control request via the first communication line. The processing delay time occurs in processing during a period from when the control request is received by the first reception section to when the control instruction is transmitted by the transmission section.

[0028] Preferably, the communication line in which the CAN communication is performed includes a second communication line that connects the vehicle control interface box and the vehicle. The vehicle control interface box further includes a second reception section that receives a vehicle state signal indicating a state of the vehicle from the vehicle via the second communication line. When the second reception section receives the vehicle state signal, the transmission section transmits a signal generated based on the vehicle state signal to the automatic driving system. The second communication delay time includes a reception delay time and a processing delay time. The reception delay time occurs when the second reception section receives the vehicle state signal. The processing delay time occurs in processing during a period from when the vehicle state signal is received by the second reception section to when the signal generated based on the vehicle state signal is transmitted by the transmission section.

[0029] The first reception section can also be configured to receive a plurality of control requests. The calculation section can calculate the total of the reception delay time and the processing delay time for each control request, and calculate a first average value that is an average of the totals calculated for each control request as the index value.

[0030] The second reception section can also be configured to receive a plurality of vehicle state signals. The calculation section can calculate the total of the reception delay time and the processing delay time for each vehicle state signal, and calculate a second average value that is an average of the totals calculated for each vehicle state signal as the index value.

[0031] According to the present disclosure, in a case where congestion occurs in CAN communication between a vehicle and an automated driving system, appropriate automated driving can be made possible in accordance with a control request from the automated driving system to the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0032] The features, advantages, and technical and industrial significance of representative embodiments of the application will be described in the detailed description that follows, with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:

[0033] Figure 1 A diagram for showing an outline of a vehicle according to the present embodiment.

[0034] Figure 2 A diagram for showing the structure of an ADK (ADS) and a VP in more detail. Figure 1

[0035] Figure 3 A diagram for showing data of a transmission plan of a CAN signal (control request) transmitted from the ADS to the VCIB through a CAN communication line.

[0036] Figure 4 A diagram for showing a reception plan of a CAN signal received by the VCIB, and a transmission plan of a CAN signal transmitted by the VCIB.

[0037] Figure 5 A functional block diagram of the VCIB according to the present embodiment.

[0038] Figure 6 A diagram for explaining a transmission timing of a control instruction from the VCIB to a base vehicle in a comparative example.

[0039] Figure 7 A diagram for explaining one example of a transmission timing of a control instruction from the VCIB to a base vehicle according to the present embodiment.

[0040] Figure 8 A flowchart showing one example of processing performed by the VCIB.

[0041] Figure 9 A flowchart showing details of a setting process of a transmission plan of a control instruction in the present embodiment (step S30). Figure 8

[0042] Figure 10 A diagram for explaining one example of a transmission timing of a control instruction from the VCIB to a base vehicle in the modified example.

[0043] Figure 11 A flowchart showing details of a setting process of a transmission plan of a control instruction in the modified example (step S30).​​Figure 8 a flowchart of the detailed contents of the step S30) of DETAILED DESCRIPTION

[0044] Hereinafter, the present embodiment will be described in detail while referring to the accompanying drawings. Note that the same signs are attached to the same or equivalent portions in the drawings and the description thereof will not be repeated.

[0045] Figure 1 is a view for showing an outline of the vehicle 10 according to the present embodiment. Referring to Figure 1 , the vehicle 10 is provided with an autonomous driving kit (hereinafter, referred to as "ADK") 200, and a vehicle platform (hereinafter, referred to as "VP") 120. The ADK 200 is configured in a manner that it can be mounted (can be carried) on the VP 120. The ADK 200 and the VP 120 are configured in a manner that they can communicate with each other through a vehicle control interface box 111 (described later) carried on the VP 120.

[0046] The VP 120 can implement autonomous driving in accordance with a control request from the ADK 200. Note that, although the VP 120 and the ADK 200 are shown at separate locations in Figure 1 , the ADK 200 is actually mounted on a roof or the like of a base vehicle 100 (described later) that constitutes the VP 120. The ADK 200 can also be detached from the VP 120. In a case where the ADK 200 is detached, the VP 120 can travel by driving of a user. In this case, the VP 120 performs travel control realized by a manual mode (travel control corresponding to the user's operation).

[0047] The ADK 200 includes an autonomous driving system (hereinafter, referred to as "ADS") 202 for implementing autonomous driving of the vehicle 10. The ADS 202, for example, creates a travel plan of the vehicle 10. Also, the ADS 202 outputs various control requests for causing the vehicle 10 to travel in accordance with the created travel plan to the VP 120 in accordance with an API (Application Program Interface) defined for each request. Further, the ADS 202 receives various signals indicating a state (vehicle state) of the VP 120 from the VP 120 in accordance with an API defined for each signal. Also, the ADS 202 reflects the received vehicle state in creation of the travel plan. The detailed structure of the ADS 202 will be described later.

[0048] The VP120 includes a base vehicle 100 and a vehicle control interface box (hereinafter, referred to as "VCIB (Vehicle Control Interface Box)") 111.

[0049] The base vehicle 100 performs various vehicle controls in accordance with control requirements from the ADK 200 (ADS 202). The base vehicle 100 includes various systems for controlling the vehicle and various sensors. Specifically, the base vehicle 100 includes an integrated control manager 115, a brake system 121, a steering system 122, a transmission system 123, an active safety system 125, a body system 126, wheel speed sensors 127A, 127B, a pinion angle sensor 128, a camera 129A, and radar sensors 129B, 129C.

[0050] The integrated control manager 115 includes a processor and a memory, and it integrally controls the above-described systems (brake system 121, steering system 122, transmission system 123, active safety system 125, body system 126) related to the operation of the vehicle. Each system includes an ECU.

[0051] The brake system 121 is configured in a manner that controls a brake device provided on each wheel. The brake device includes, for example, a disc brake system (not shown) that operates using hydraulic pressure adjusted by an actuator.

[0052] The wheel speed sensors 127A, 127B are connected to the brake system 121. The wheel speed sensor 127A detects the rotational speed of the front wheel and outputs the detected value to the brake system 121. The wheel speed sensor 127B detects the rotational speed of the rear wheel and outputs the detected value to the brake system 121.

[0053] Further, the brake system 121 generates a brake command for the brake device in accordance with a predetermined control requirement (control command) output from the ADK 200 via the VCIB 111 and the integrated control manager 115. Also, the brake system 121 controls the brake device using the generated brake command. In addition, the integrated control manager 115 can calculate the speed (vehicle speed) of the vehicle based on the rotational speed of each wheel.

[0054] The steering system 122 is configured in a manner that controls the steering angle of the steering wheel of the vehicle using a steering device. The steering device includes, for example, a rack-and-pinion type electric power steering (EPS) that can adjust the steering angle by an actuator.

[0055] A pinion angle sensor 128 is connected to the steering system 122. The pinion angle sensor 128 detects a rotation angle (pinion angle) of a pinion gear coupled to a rotation shaft of an actuator constituting a steering device, and outputs the detected value to the steering system 122.

[0056] Further, the steering system 122 generates a steering command for the steering device in accordance with a predetermined control demand output from the ADK 200 via the VCB 111 and the integrated control manager 115. Also, the steering system 122 controls the steering device using the generated steering command.

[0057] The drive system 123 controls an electric parking brake (EPB) system provided on at least one of the plurality of wheels, a parking lock (P-Lock) system provided on a transmission of the base vehicle 100, and a propulsion system including a shift device for selecting a shift range. Details of the configuration of the drive system 123 will be described later in Figure 2 .

[0058] The active safety system 125 detects an obstacle (pedestrian, bicycle, parked vehicle, utility pole, etc.) in front of or behind the vehicle using a camera 129A and radar sensors 129B, 129C. The active safety system 125 judges whether there is a possibility of collision between the vehicle 10 and the obstacle based on the distance between the vehicle 10 and the obstacle and the moving direction of the vehicle 10. Also, the active safety system 125 outputs a brake command to the brake system 121 via the integrated control manager 115 to increase the braking force of the vehicle in the case where it is judged that there is a possibility of collision.

[0059] The body system 126 is configured, for example, in such a manner that it controls components (none of which is shown) such as a direction indicator, a horn, a wiper, and the like in accordance with the running state or the environment of the vehicle 10, and the like. The body system 126 controls the above-described components in accordance with a predetermined control demand output from the ADK 200 via the VCB 111 and the integrated control manager 115.

[0060] The VCIB 111 is configured so as to be able to communicate with the ADS 202 of the ADK 200 through a CAN communication line. The VCIB 111 receives various control requests from the ADS 202 by executing predetermined APIs defined for each of the communicated signals, and also outputs the state of the VP 120 to the ADS 202. When the VCIB 111 receives a control request from the ADS 202, a control command corresponding to the control request is output to the system corresponding to the control command via the integrated control manager 115. Further, the VCIB 111 acquires various information of the base vehicle 100 from each system via the integrated control manager 115, and outputs the state of the base vehicle 100 as a vehicle state to the ADS 202.

[0061] In addition, the vehicle 10 can adopt one of the structures of a MaaS (Mobility as a Service) system. The MaaS system has, in addition to the vehicle 10, for example, a data server and a mobility service platform (MSPF) (none of which is illustrated).

[0062] The MSPF refers to a unified platform to which various mobility services are connected. In the MSPF, mobility services related to automated driving are connected. In the MSPF, in addition to the mobility services related to automated driving, mobility services provided by a carpool operator, a car sharing operator, a rental car operator, a taxi operator, an insurance company, and the like can be connected. Various mobility services including the mobility services can use APIs disclosed on the MSPF, and utilize various functions provided by the MSPF according to the service contents.

[0063] The VP 120 also has a DCM (Data Communication Module) (not illustrated) as a communication I / F (interface) for wireless communication with the data server of the MaaS system. The DCM outputs, for example, various vehicle information such as speed, position, and automated driving state to the data server. Further, the DCM receives, for example, various data for managing the travel of an automated driving vehicle including the vehicle 10 in the mobility service related to automated driving from the mobility service through the MSPF and the data server.

[0064] MSPF exposes APIs for utilizing various data related to vehicle status and vehicle control required for ADK development. Various mobility services can use these exposed APIs on MSPF and leverage the diverse functionalities provided by MSPF depending on their service content. For example, autonomous driving-related mobility services can use the exposed APIs on MSPF to obtain driving control data of autonomous vehicles communicating with the data server, as well as information stored in the data server. Furthermore, autonomous driving-related mobility services can use these APIs to send data to MSPF for managing autonomous vehicles, including vehicle 10.

[0065] Figure 2 To be more detailed Figure 1 The diagram illustrates the structure of the ADK200 (ADS202) and VP120. (Refer to...) Figure 2 The ADK200's ADS202 includes a computer 210, an HMI (Human Machine Interface) 230, an identification sensor 260, an attitude sensor 270, and a sensor cleaner 290.

[0066] Computer 210 includes communication modules 209A and 209B, memory 208 and processor 207.

[0067] Communication modules 209A and 209B are configured to communicate with VCIB111. Hereinafter, communication modules 209A and 209B will sometimes be collectively referred to as "communication module 209". Communication module 209 communicates with VCIB111 via CAN communication.

[0068] The memory 208 is configured to include both ROM (Read Only Memory) and RAM (Random Access Memory). ROM stores the data and programs used for processing executed by the processor 207. RAM functions as working memory. Specific examples of the data stored in memory 208 will be described later.

[0069] During autonomous driving of vehicle 10, computer 210 uses various sensors (described later) to obtain information about the surrounding environment of the vehicle, as well as the attitude, actions, and position of vehicle 10. It also obtains the vehicle state from VP120 via VCIB111 to set the next actions of vehicle 10 (acceleration, deceleration, turning, etc.). Furthermore, computer 210 outputs various control requirements for implementing the set next actions to VCIB111 of VP120.

[0070] The HMI 230 implements the presentation of information to the user and the acceptance of user operations at the time of autonomous driving, at the time of driving requiring the operation of the user, at the time of handover between autonomous driving and driving requiring the operation of the user, and the like. The HMI 230 is configured, for example, in a manner capable of connecting with an input / output device (not shown) such as a touch panel display provided in the VP 120.

[0071] The recognition sensor 260 is a sensor for recognizing the environment around the vehicle. The recognition sensor 260 is configured, for example, in a manner including at least one of a LIDAR (Laser Imaging Detection and Ranging), a millimeter wave radar, and a camera.

[0072] The LIDAR is a distance measuring device for measuring the distance by irradiating laser (infrared rays) in a pulsed manner and measuring the time until the laser reflected on an object returns. The millimeter wave radar is a distance measuring device for measuring the distance and direction from an object by irradiating an electric wave with a short wavelength to the object and detecting the electric wave returned from the object. The camera is disposed, for example, at the back side of the interior mirror inside the cabin, and is used in photographing in front of the vehicle 10. By image processing using an artificial intelligence (AI) or an image processing processor for an image and a video captured by the camera, it is possible to recognize other vehicles, obstacles, people, and the like located in front of the vehicle 10. Information obtained by the recognition sensor 260 is output to the computer 210.

[0073] The attitude sensor 270 is a sensor for detecting the attitude, behavior, and position of the vehicle 10. The attitude sensor 270 is configured, for example, in a manner including an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System).

[0074] The IMU detects, for example, the acceleration in the front-rear direction, the left-right direction, and the up-down direction of the vehicle 10, and the angular velocity in the roll direction, the pitch direction, and the yaw direction of the vehicle 10. The GPS detects the position of the vehicle 10 using information received from a plurality of GPS satellites that revolve around the earth. Information obtained by the attitude sensor 270 is output to the computer 210.

[0075] The sensor cleaner 290 is configured in a manner to remove dirt adhering to various sensors. The sensor cleaner 290 removes dirt adhering to a lens of a camera, an irradiation portion of laser or electric wave, and the like, for example, using a cleaning liquid and a wiper, or the like.

[0076] The VCIB 111 includes a VCIB 111 A and a VCIB 111B. The VCIB 111 A includes an ECU 112A and a communication device 113A. The VCIB 111B includes an ECU 112B and a communication device 113B. The ECUs 112A, 112B are each configured in a manner including a processor such as a CPU (Central Processing Unit) and a memory (a ROM and a RAM), which are not illustrated. The ROM stores programs that can be executed by the processor. The processor executes various processes in accordance with the programs stored in the ROM. The RAM functions as a work memory. The ECUs 112A, 112B are processing devices that control the VCIB 111A, 111B, respectively. The communication devices 113A, 113B are configured to communicate with the ADS 202 and the base vehicle 100. The communication devices 113A, 113B operate in accordance with commands from the ECUs 112A, 112B, respectively.

[0077] The VCIB 111 A is connected together with the communication module 209A of the ADS 202 in a manner that enables mutual communication via the communication device 113A and a CAN communication line (CAN bus) 300A. The CAN communication line 300A connects the VCIB 111 A and the ADS 202. The VCIB 111 A is connected together with the base vehicle 100 in a manner that enables mutual communication via the communication device 113A and a CAN communication line 350A. The CAN communication line 350A connects the VCIB 111 A and the base vehicle 100.

[0078] The VCIB 111B is connected together with the communication module 209B of the ADS 202 in a manner that enables mutual communication via the communication device 113B and a CAN communication line 300B. The CAN communication line 300B connects the VCIB 111B and the ADS 202. The VCIB 111B is connected together with the base vehicle 100 in a manner that enables mutual communication via the communication device 113B and a CAN communication line 350B. The CAN communication line 350B connects the VCIB 111B and the base vehicle 100.

[0079] Hereinafter, the ECU 112A, 112B will be collectively referred to as "ECU 112", and the communication device 113A, 113B will be collectively referred to as "communication device 113". The CAN communication line 300A, 300B will be collectively referred to as "CAN communication line 300", and the CAN communication line 350A, 350B will be collectively referred to as "CAN communication line 350". The signals transmitted via the CAN communication line 300 and the CAN communication line 350 will also be referred to as "CAN signals". The CAN signals correspond to the control request or the control command described above, and are mainly used for transmission of signals for performing control of the base vehicle 100 or indicating the state of the base vehicle 100. The interface between the base vehicle 100 and the ADS 202 is implemented by the VCIB 111 using the CAN communication using the CAN signals.

[0080] Further, the VCIB 111A and the VCIB 111B are also connected in a manner that enables communication therebetween. Although the VCIB 111B has the same functions as the VCIB 111A, the connection targets of the plurality of systems constituting the VP 120 are partially different.

[0081] The VCIB 111A, 111B each relay the control request and the vehicle state between the ADS 202 and the VP 120. More specifically, if the VCIB 111A is described as representative, the VCIB 111A receives various control requests output from the ADS 202 in accordance with the API defined for each control request. Further, the VCIB 111A generates a command corresponding to the received control request, and outputs the command to the system (including the ECU of the system) of the base vehicle 100 corresponding to the control request. In the present embodiment, the control request received by the VCIB 111 from the ADS 202 includes a drive control request, a steering control request, and a control request of the power supply state of the base vehicle 100.

[0082] Further, the VCIB 111A receives vehicle information output from each system of the VP 120 via the CAN communication line 350A, and transmits information indicating the vehicle state of the VP 120 to the ADS 202 in accordance with the API defined for each vehicle state. The information indicating the vehicle state transmitted to the ADS 202 can be the same information as the vehicle information output from each system of the VP 120, or information obtained by extracting information used in the processing performed by the ADS 202 from the above-described vehicle information. In the present embodiment, the vehicle state transmitted to the ADS 202 includes a response result to the control request from the ADS 202.

[0083] Since the VCIB 111A and the VCIB 111B have equivalent functions with respect to the operation of a part of the system (for example, braking or steering), the control system between the ADS 202 and the VP 120 is made redundant. Thus, in the case where some kind of trouble occurs in a part of the system, by appropriately switching the control system or isolating the control system in which trouble has occurred, it is possible to maintain the function of the VP 120 (turning, stopping, etc.).

[0084] The braking system 121 includes the braking system 121A, 121B. The steering system 122 includes the steering system 122A, 122B. The transmission system 123 includes the EPB system 123A, the P-Lock system 123B, and the propulsion system 124.

[0085] The VCIB 111A, and the braking system 121A, the steering system 122A, the EPB system 123A, the P-Lock system 123B, the propulsion system 124, and the body system 126 are connected together in a manner capable of communicating with each other via the CAN communication line 350A. Further, the VCIB 111B, and the braking system 121B, the steering system 122B, and the P-Lock 123 are connected together in a manner capable of communicating with each other via the CAN communication line 350B.

[0086] The braking system 121A, 121B is configured in a manner capable of controlling a plurality of brake devices provided on each wheel. The braking system 121B can have equivalent functions to the braking system 121A, or one of them can be configured in a manner capable of independently controlling the brake force of each wheel when the vehicle is running, and the other can be configured to be capable of being controlled in a manner to generate the same brake force in each wheel when the vehicle is running.

[0087] The braking system 121A, 121B generates a brake command for the brake device in accordance with the control request received from the ADS 202 via the VCIB 111. The braking system 121A, 121B controls the brake device using the brake command generated in one of the braking systems, and in the case where an abnormality occurs in that braking system, controls the brake device using the brake command generated in the other braking system.

[0088] The steering system 122A, 122B is configured in a manner capable of controlling the steering angle of the steering wheel of the vehicle 10 using a steering device. The steering system 122B has the same function as the steering system 122A.

[0089] The steering system 122A, 122B generates a steering command for the steering device in accordance with a control request received from the ADS 202 via the VCI B 111. The steering system 122A, 122B, for example, controls the steering device using the steering command generated in the steering system on one side, and controls the steering device using the steering command generated in the steering system on the other side in the case where an abnormality occurs in the steering system on one side.

[0090] The EPB system 123A is configured in a manner capable of controlling the EPB. The EPB is provided separately from the brake device, and fixes the wheels by the operation of an actuator. The EPB, for example, fixes the wheels by operating drum brakes for parking brakes provided on a part of the plurality of wheels by an actuator, or fixes the wheels by operating the brake device using an actuator provided separately from the brake system 121A, 121B and capable of adjusting the hydraulic pressure supplied to the brake device.

[0091] The EPB system 123A controls the EPB in accordance with a control command received from the ADS 202 via the VCI B 111.

[0092] The P-Lock system 123B is configured in a manner capable of controlling the P-Lock device. The P-Lock device causes a protrusion provided at the tip of a parking lock pawl whose position is adjusted by an actuator to be engaged with a tooth portion of a gear (lock gear) provided in a manner linked to a rotating element in the transmission of the base vehicle 100. Thereby, the rotation of the output shaft of the transmission is fixed, so that the wheels are fixed.

[0093] The P-Lock system 123B controls the P-Lock device in accordance with a control request received from the ADS 202 via the VCI B 111. The P-Lock system 123B operates the P-Lock device in the case where the control request from the ADS 202 includes a request to make the shift range the parking position (P range), and cancels the operation of the P-Lock device in the case where the control request includes a request to make the shift range other than the P range.

[0094] The propulsion system 124 is configured to be capable of switching the shift position using a shift device, and capable of controlling the driving force of the vehicle 10 using a driving source with respect to the moving direction of the vehicle 10. As the switchable shift position, for example, there are included the P range, the neutral range (N range), the forward travel range (D range), and the reverse travel range (R range). The driving source, for example, includes a motor generator and an engine, and the like.

[0095] The propulsion system 124 controls the shift device and the drive source in accordance with the control demand received from the ADS 202 via the VCIB 111.

[0096] The active safety system 125 is communicably connected to the brake system 121A. As described above, the active safety system 125 detects an obstacle or the like (obstacles and people) in front of the vehicle using the camera 129A and the radar sensor 129B, and outputs a brake command to increase the brake force to the brake system 121A in a case where it is judged that there is a possibility of collision by the distance to the obstacle or the like.

[0097] The body system 126 controls a component such as a direction indicator, a horn, or a wiper in accordance with a control command received from the ADS 202 via the VCIB 111.

[0098] In the vehicle 10 having the above-described structure, when the autonomous mode (automatic driving mode) is selected as the autonomous state by, for example, the user's operation on the HMI 230 or the like, automatic driving is implemented. As described above, the ADS 202 first creates a travel plan during automatic driving. As examples of the travel plan, for example, a plan to continue straight ahead, a plan to make a left turn / right turn at a predetermined intersection in a predetermined travel path, a plan to change a travel lane, and the like can be cited.

[0099] The ADS 202 calculates a physical quantity (acceleration, deceleration, maximum steering angle of a tire, or the like) of control required for the vehicle 10 to act in accordance with the created travel plan. The ADS 202 divides the physical quantity for each execution cycle of the API. The ADS 202 outputs a control demand indicating the divided physical quantity to the VCIB 111 using the API. Also, the ADS 202 acquires a vehicle state (actual moving direction of the vehicle, state of immobilization of the vehicle, or the like) from the VP 120, and re-creates a travel plan reflecting the acquired vehicle state. By adopting this way, the ADS 202 can implement automatic driving of the vehicle 10.

[0100] Figure 3 A diagram for indicating data of a transmission plan of a CAN signal (control demand) transmitted from the ADS 202 to the VCIB 111 through the CAN communication line 300.

[0101] Reference Signs Figure 3 The transmission plan data 212 is stored in the memory 208 of the ADS 202. The transmission plan data 212 includes a tag, a signal content, a priority, a transmission cycle, a data size, and an offset.

[0102] The tag is information for identifying the CAN signal. The tag is associated with the signal content, the priority, the transmission cycle, the data size, and the offset. Although two tags are shown in this example, the transmission plan data 212 also contains various information of the CAN signal with other tags.

[0103] The signal content indicates a specific content of the control using the CAN signal. Although the signal content is the drive control or the wiper control of the base vehicle 100 in this example, it is not limited thereto. The transmission plan data 212 also contains various information of the CAN signal with a content different from the two CAN signals illustrated (for example, the content of the steering control, the collision detection, the power supply control, the air conditioning control, or other control of the base vehicle 100).

[0104] The priority indicates whether the CAN signal is prioritized compared to other CAN signals. For example, in order to avoid the transmission start time of a plurality of CAN signals from overlapping, the transmission start time of each CAN signal is set in such a manner that the transmission start time of the CAN signal with a higher priority (for example, 1) is earlier than the transmission start time of the CAN signal with a lower priority (for example, 0). The priority of the CAN signal for performing the drive control of the base vehicle 100 is higher than the priority of the CAN signal for performing the wiper control of the base vehicle 100.

[0105] The control request of the base vehicle 100 transmitted from the ADS 202 to the VCI B 111 is classified into two groups according to the priority. Specifically, the control request is classified into a first group with a higher priority, or a second group with a lower priority than the first group. The control request can also be classified into any one of three or more groups according to the priority. For example, the control request can be classified into a group with a priority of "high", a group with a priority of "medium", and a group with a priority of "low".

[0106] The transmission cycle is the time interval between the transmission start time of the CAN signal and the transmission start time of the CAN signal transmitted subsequently to the CAN signal, for a plurality of CAN signals with the same tag. The shorter the transmission cycle of the CAN signal, the higher the frequency at which the CAN signal is transmitted. On the other hand, the longer the transmission cycle, the lower the frequency at which the CAN signal is transmitted.

[0107] The data size indicates the data size of the CAN signal. The larger the data size, the longer the processing time of the CAN signal in the ECU 112 when the CAN signal is received by the VCI B 111.

[0108] The offset is, in order to avoid overlap between the transmission period of a CAN signal having a certain tag and the transmission period of a CAN signal having another tag, the amount of shift (time interval) when the transmission period of either of these CAN signals is shifted backward in time. The transmission period is the period from the start of transmission to the end of transmission. When the offset is determined, the transmission period of the CAN signal is determined. The ADS 202 sets the time of the offset of the control request of relatively low priority in such a manner that the transmission period of the control request of relatively low priority does not overlap with the transmission period of the control request of relatively high priority.

[0109] Figure 4 A diagram showing the reception schedule of the CAN signals received by the VCIB 111 and the transmission schedule of the CAN signals transmitted by the VCIB 111.

[0110] Referring to Figure 4 , the reception schedule data 432 and the transmission schedule data 433, 435 are stored in the memory (storage section 430) of the VCIB 111.

[0111] The reception schedule data 432 shows various information of the CAN signals (control requests) received by the VCIB 111 from the ADS 202 through the CAN communication line 300 for each tag. In this example, the various information is the signal content, the priority, the design reception period, and the data size.

[0112] In the reception schedule data 432, the tag, the signal content, the priority, and the data size are the same as those shown in Figure 3 . Although two tags are shown in this example, the reception schedule data 432 also contains various information about the CAN signals having other tags.

[0113] The information showing the design reception period is shown as the reception period information DRC1. The design reception period is the reception period of the control request in the case where the CAN communication line 300 is not congested. In this case, the transmission period of the control request Figure 3 ) coincides with the design reception period. The reception period is the time interval between the reception start time of a CAN signal and the reception start time of a CAN signal transmitted subsequent to the CAN signal, for a plurality of CAN signals having the same tag. On the other hand, in the case where the CAN communication line 300 is congested, sometimes the control request from the ADS 202 is accumulated in the stack, causing the VCIB 111 to be unable to sufficiently perform the reception processing of the control request. As a result, sometimes the actual reception period of the control request is longer than the design reception period.

[0114] The transmission plan data 433 shows various information of the CAN signal (control command) transmitted by the VCIB 111 to the base vehicle 100 via the CAN communication line 350 for each tag separately. In this example, the various information is signal content, priority, transmission cycle, data size, and offset. The information indicating the offset is shown as offset information OIl. The control command from the VCIB 111 to the base vehicle 100 corresponds to the control request from the ADS 202 to the VCIB 111. Therefore, the transmission plan data 433 corresponds to the transmission plan data 212 Figure 3 ) described above. For example, the priority of the control command from the VCIB 111 to the base vehicle 100 (as one example, the control command having the tag of Bl-1) corresponds to the priority of the control request corresponding to the control command (as one example, the control request having the tag of Al-1).

[0115] The reception plan data 434 shows various information of the CAN signal (vehicle state signal) received by the VCIB 111 from the base vehicle 100 via the CAN communication line 350 for each tag separately. In this example, the various information is signal content, designed reception cycle, and data size. As one example of the vehicle state signal, a signal indicating the moving direction of the base vehicle 100 is shown. The information indicating the designed reception cycle is shown as reception cycle information DRC2. The reception plan data 434 also contains various information about the CAN signal having other tags (for example, a signal whose signal content indicates the vehicle speed, position, or surrounding obstacle of the base vehicle 100).

[0116] The transmission plan data 435 shows various information of the CAN signal transmitted by the VCIB 111 to the ADS 202 via the CAN communication line 300 for each tag separately. In this example, the various information is signal content, transmission cycle, data size, and offset. The information indicating the offset is shown as offset information OI2. The CAN signal transmitted from the VCIB 111 to the ADS 202 corresponds to the CAN signal (vehicle state signal) received by the VCIB 111 from the base vehicle 100. Therefore, the transmission plan data 435 corresponds to the reception plan data 434.

[0117] Referring again to Figure 2 When the CAN communication in the CAN communication lines 300, 350 is congested, there is a possibility that the control command (control request) is not properly transmitted from the ADS 202 to the base vehicle 100 via the VCIB 111. As a result, there is a possibility that the automated driving of the base vehicle 100 is not properly performed in accordance with the control request from the ADS 202.

[0118] Therefore, the VCIB 111 according to the present embodiment calculates an index value indicating the degree of congestion of the CAN communication in the CAN communication lines 300, 350. Also, the VCIB 111 sets the transmission schedule of the control command to the base vehicle 100 in accordance with the priority of the control command in the CAN communication and the index value described above.

[0119] By being configured as described above, the degree of congestion of the CAN communication is reflected in the transmission schedule of the control command in addition to the priority of the control command described above. Thus, the control command can be transmitted from the VCIB 111 to the base vehicle 100 in a situation where the CAN communication is congested, so as to alleviate the degree of congestion of the CAN communication. As a result, the control command will be properly transmitted from the VCIB 111 to the base vehicle 100. Therefore, it is possible to enable proper automated driving of the base vehicle 100 in accordance with the control request from the ADS 202.

[0120] Figure 5 is a functional block diagram of the VCIB 111A according to the present embodiment. Although the functional block diagram of the VCIB 111A is shown representatively in this example, the functional block diagram of the VCIB 111B is the same as that of the VCIB 111A except that the CAN communication lines 300A, 350A are replaced by the CAN communication lines 300B, 350B, respectively. In the following description, the functional block diagram of the VCIB 111A will be referred to appropriately. Figure 4 .

[0121] Referring to Figure 5 , the VCIB 111 includes a storage section 430, a reception section 405, a transmission section 410, a reception section 415, and a transmission section 420.

[0122] The storage section 430 corresponds to a memory of the VCIB 111. The functions of the reception section 405, the transmission section 410, the reception section 415, and the transmission section 420 are achieved by the ECU 112 and the communication device 113 of the VCIB 111 operating in cooperation. The functions of the reception sections 405, 415 and the transmission sections 410, 420 can also be achieved using an API provided by the manufacturer of the VCIB 111.

[0123] The reception section 405 receives the control request CR of the base vehicle 100 from the ADS 202 via the CAN communication line 300A. The control request CR is transmitted from the transmission buffer 231 (corresponding to the memory 208) of the ADS 202. When the control request CR is received by the reception section 405, the control request CR is temporarily stored in the buffer 431 of the storage section 430 of the VCIB 111.

[0124] The transmission section 410 transmits a control command CC of the base vehicle 100 corresponding to the control request CR to the base vehicle 100 via the CAN communication line 350A. The control command CC is generated on the basis of the control request CR and by the transmission section 410. For example, the control command CC can be the same as the control request CR, or can be generated using information extracted from the control request CR for performing processing to be executed in the base vehicle 100. The transmission section 410 acquires the control request CR from the buffer 431 in accordance with the transmission schedule data 433 and transmits the control command CC to the base vehicle 100.

[0125] The reception section 415 receives a vehicle state signal VIS from the base vehicle 100 via the CAN communication line 350A. The vehicle state signal VIS is a CAN signal indicating various states of the base vehicle 100 such as a vehicle speed or a moving direction. In the vehicle state signal VIS, a tag (tag of the reception schedule data 434) is assigned to each kind thereof. After the reception section 415 receives the vehicle state signal VIS, various information included in the vehicle state signal VIS is temporarily stored in the buffer 431. Figure 4

[0126] The transmission section 420 acquires various information included in the vehicle state signal VIS from the buffer 431 and transmits a vehicle state signal VISA to the ADS 202. The vehicle state signal VISA corresponds to the vehicle state signal VIS, is generated on the basis of the vehicle state signal VIS and by the transmission section 420. For example, the vehicle state signal VISA can be the same as the vehicle state signal VIS, or can be generated using information extracted from the vehicle state signal VIS for performing processing to be executed in the ADS 202. The transmission section 420 transmits the vehicle state signal VISA to the ADS 202 via the CAN communication line 300A in accordance with the transmission schedule data 435.

[0127] The VCIB 111 further has a tag extraction section 423, 424, a reception cycle judgment section 425, an index value calculation section 437, and a transmission schedule setting section 438.

[0128] The functions of the tag extraction sections 423, 424 and the function of the reception cycle judgment section 425 are achieved by cooperative operations of the ECU 112 and the communication device 113 of the VCIB 111. The function of the index value calculation section 437 is achieved by the ECU 112 executing a program stored in the memory of the VCIB 111.

[0129] The tag extraction section 423 extracts a tag (tag of the transmission schedule data 433) from the control request CR transmitted in the CAN communication line 300A. Figure 4 ​) is extracted. Likewise, the tag extraction section 424 extracts a tag from the vehicle state signal VIS transmitted in the CAN communication line 350A. Each of the tag extraction sections 423, 424 outputs the extracted tag to the index value calculation section 437.

[0130] The reception period judgment section 425 judges the reception period of the control request CR and the vehicle state signal VIS. For example, the reception period judgment section 425 judges the start time and the end time of the reception of the control request CR by the reception section 405 from the voltage level of the CAN communication line 300A. The reception period judgment section 425 judges the actual reception period of the control request CR for each tag (T) from the start time and the end time. The reception period judgment section 425 judges (calculates) the actual reception period of the control request CR based on the judgment results of the reception periods of the control requests CR having the same tag. The actual reception period of the control request CR is judged for each tag of the control request CR. The judgment result is output to the index value calculation section 437. Figure 4

[0131] Likewise, the reception period judgment section 425 judges the start time and the end time of the reception of the vehicle state signal VIS by the reception section 415 from the voltage level of the CAN communication line 350A, and judges the reception period of the vehicle state signal VIS. The reception period judgment section 425 judges the actual reception period of the vehicle state signal VIS for each tag from the judgment result of the reception period of the vehicle state signal VIS. The judgment result is output to the index value calculation section 437.

[0132] The index value calculation section 437 calculates an index value IND indicating the degree of congestion of the CAN communication in the CAN communication lines 300A, 350A.

[0133] The index value IND includes a first communication delay time, which is the delay time of the communication from the ADS 202 to the base vehicle 100 via the VCB 111. The first communication delay time includes the reception delay time of the control request CR, and the internal processing delay time in the ECU 112 relating to the control request CR.

[0134] The index value IND also includes a second communication delay time, which is the delay time of the communication from the base vehicle 100 to the ADS 202 via the VCB 111. The second communication delay time includes the reception delay time of the vehicle state signal VIS, and the internal processing delay time in the ECU 112 relating to the vehicle state signal VIS.

[0135] ​In the present embodiment, as described above, the delay time of the communication between the ADS 202 and the base vehicle 100 is reflected in the index value IND. As a result, the index value IND can be calculated appropriately.

[0136] The index value calculation section 437 includes a reception delay calculation section 440 and an internal processing delay calculation section 445. The reception delay calculation section 440 calculates the reception delay time included in each of the first communication delay time and the second communication delay time described above.

[0137] The index value calculation section 437, for example, calculates the reception delay time that occurs when the control request CR is received by the reception section 405 via the CAN communication line 300A. More specifically, the reception delay calculation section 440 calculates the reception delay time of the control request CR by subtracting the designed reception cycle from the actual reception cycle with respect to the control request CR. This reception delay time can also be calculated as an average value of the reception delay of the control request CR across and with respect to each tag of the control request CR, which is a period having an inherent length determined separately. The reception delay calculation section 440 acquires the reception cycle information DRC1( Figure 4 ) representing the designed reception cycle of the control request CR from the reception plan data 432. The reception delay calculation section 440 receives the actual reception cycle of the control request CR from the reception cycle judgment section 425.

[0138] Similarly, the index value calculation section 437 calculates the reception delay time that occurs when the vehicle state signal VIS is received by the reception section 415 via the CAN communication line 350A. More specifically, the reception delay calculation section 440 calculates the reception delay time of the vehicle state signal VIS by subtracting the designed reception cycle from the actual reception cycle with respect to the vehicle state signal VIS. This reception delay time can also be calculated as an average value of the reception delay of the vehicle state signal VIS across and with respect to each tag of the vehicle state signal VIS, which is a period having an inherent length determined separately. The reception delay calculation section 440 acquires the reception cycle information DRC2( Figure 4 ) representing the designed transmission cycle of the vehicle state signal VIS from the reception plan data 434. The reception delay calculation section 440 receives the actual reception cycle of the vehicle state signal VIS from the reception cycle judgment section 425.

[0139] The internal processing delay calculation section 445 calculates a delay time occurring in processing within the ECU 112 of the VCI B 111, that is, an internal processing delay time. The internal processing delay time included in the first communication delay time described above is a processing delay time occurring in processing during a period from when the control request CR is received by the reception section 405 to when the control command CC is transmitted by the transmission section 410. The internal processing delay time included in the second communication delay time described above is a processing delay time occurring in processing during a period from when the vehicle state signal VIS is received by the reception section 415 to when the vehicle state signal VISA is transmitted by the transmission section 420.

[0140] The internal processing delay time includes an execution time of processing performed by the ECU 112 and a transmission standby time related to transmission standby processing for performing communication mediation in CAN communication. The transmission standby time corresponds to the time of the offset described above. Figure 4

[0141] The execution time of processing performed by the ECU 112 is determined in accordance with the performance of a processor included in the ECU 112 and the data size of a CAN signal (specifically, the control request CR, the control command CC, the vehicle state signal VIS, or the vehicle state signal VISA) processed by the ECU 112. Figure 4 ).

[0142] The internal processing delay calculation section 445 calculates (acquires) the transmission standby time described above in accordance with the transmission schedule data 433, 435. Specifically, the internal processing delay calculation section 445 calculates the transmission standby time in accordance with the offset information OIl, OI2 Figure 4 ), and the tags output from the tag extraction sections 423, 424.

[0143] The index value calculation section 437 calculates the index value IND in accordance with the reception delay time of the control request CR or the vehicle state signal VIS and the internal processing delay time in the ECU 112. Specifically, the index value calculation section 437 calculates, for each control request CR, a total of the reception delay time of the control request CR and the internal processing delay time in the ECU 112 related to the control request CR as a total delay time. Similarly, the index value calculation section 437 calculates, for each vehicle state signal VIS, a total of the reception delay time of the vehicle state signal VIS and the internal processing delay time in the ECU 112 related to the vehicle state signal VIS as a total delay time.

[0144] ​The index value calculation section 437 calculates an average of the total delay times calculated for each control demand CR as a first index value IND1, and calculates an average of the total delay times calculated for each vehicle state signal VIS as a second index value IND2. The first index value IND1 corresponds to the first communication delay time described above. The second index value IND2 corresponds to the second communication delay time described above. Each of the first index value IND1 and the second index value IND2 is output to the transmission plan setting section 438.

[0145] In a case where each of the index values IND is equal to or greater than a threshold value, it is indicated that the communication related to the index value IND is in congestion. The threshold value is appropriately determined in advance through a preliminary test.

[0146] For example, in a case where the first index value IND1 is equal to or greater than the threshold value, the communication from the ADS 202 to the base vehicle 100 via the VCI B 111 is in congestion to the extent that the delay in the transfer of the control demand CR and the control command CC cannot be ignored in practice.

[0147] Similarly, in a case where the second index value IND2 is equal to or greater than the threshold value, the communication from the base vehicle 100 to the ADS 202 via the VCI B 111 is in congestion to the extent that the delay in the transfer of the vehicle state signal VIS and the vehicle state signal VISA cannot be ignored in practice.

[0148] On the other hand, in a case where the index value IND is less than the threshold value, it is indicated that the communication related to the index value IND is not in congestion.

[0149] For example, in a case where the first index value IND1 is less than the threshold value, the communication from the ADS 202 to the base vehicle 100 via the VCI B 111 is not in congestion. Therefore, the delay in the transfer of the control demand CR and the control command CC does not occur, or the delay is small to the extent that it can be ignored from a practical point of view.

[0150] Similarly, in a case where the second index value IND2 is less than the threshold value, the communication from the base vehicle 100 to the ADS 202 via the VCI B 111 is not in congestion. Therefore, the delay in the transfer of the vehicle state signal VIS and the vehicle state signal VISA does not occur, or the delay is small to the extent that it can be ignored from a practical point of view.

[0151] The transmission plan setting section 438 sets a transmission plan of the control command CC in the CAN communication in accordance with the priority of the control command CC and the index value IND. Figure 6The transmission schedule data 433) is set. Hereinafter, before a detailed description of the setting process of the transmission schedule of the control command CC in the present embodiment is given, a comparative example in which the transmission schedule is not set will be described.

[0152] Figure 6 A diagram for explaining the transmission timing of the control command CC from the VCI B to the base vehicle 100 in the comparative example.

[0153] Referring to Figure 4 The timing chart 500 shows the transmission timing of the control command CC having a relatively high priority (classified into the first group described above). In this example, as one example of such a control command CC, the control command CC1 for performing drive control of the base vehicle 100 is shown.

[0154] The timing chart 505 shows the transmission timing of the control command CC having a relatively low priority (classified into the second group described above). In this example, as one example of such a control command CC, the control command CC2 for performing wiper control of the base vehicle 100 is shown.

[0155] In this example, it is assumed that both of the control commands CC1 and CC2 are stored in the buffer 431 of the VCI B immediately before the time tl.

[0156] The transmission timing (more specifically, the transmission period and the offset) of the control commands CC1 and CC2 by the VCI B of the comparative example is set in a manner independent of the index value IND. Hereinafter, this point will be described in detail.

[0157] At the time tl, the transmission of the control command CC1 is preferentially started. That is, since the priority of the control command CC1 is higher than that of the control command CC2, the control command CC1 is preferentially output from the buffer 431 to the base vehicle 100 via the transmission section 410 compared to the control command CC2. On the other hand, the control command CC2 is not output during the period PI (the period shown by the dotted line) from the time tl to the time t2, but is offset. In the comparative example, the amount of the offset is Ob2-1( Figure 4 ).

[0158] After the VCI B starts the transmission of the control command CC1 at the time tl, the transmission is ended at the time t2. Thereafter, the transmission of the control command CC1 is repeatedly performed (for example, the period P2 from the time t5 to the time t6, and the period P3 from the time t9 to the time tlO) within the transmission period of Tb1-1( Figure 4 ).

[0159] At a timing t3 later than the timing t2, the VCIB starts transmission of the control command CC2. Thereafter, the VCIB performs transmission of the control command CC2 during a period P11 from the timing t3 to a timing t4. After that, the VCIB performs transmission of the control command CC2 during a period P12 from the timing t7 to a timing t8, a period P13 from the timing t11 to a timing t12, and a period P14 from the timing t15 to a timing t16. Figure 7 The transmission of the control command CC2 is repeated during the transmission cycle of Tb2-1 (which is equal to Tb1-1 in this example) (for example, the period P12 from the timing t7 to the timing t8, and the period P13 from the timing t11 to the timing t12).

[0160] In this comparative example, the time interval INT from the end of transmission to the start of transmission of the CAN signal (control command CC1, CC2) based on the VCIB and the time interval from the end of reception to the start of reception of the CAN signal based on the reception interface (not shown) of the host vehicle 100 are concerned. Therefore, in a case where the CAN signal is uninterruptedly output from the VCIB to the extent that the reception processing of the CAN signal cannot be sufficiently performed in the reception interface (the time interval INT is short), there is a possibility that the reception delay of the control command CC1, CC2 occurs in the reception interface. As a result, there is a possibility that the control command CC1 or the like having a higher priority is not properly delivered to the host vehicle 100. Therefore, in automated driving, there is a possibility that the delay of the vehicle control such as the drive control of the host vehicle 100, which is relatively important, occurs.

[0161] Figure 7 This is a diagram for explaining one example of the transmission timing of the control command CC from the VCIB 111 to the host vehicle 100 according to the present embodiment.

[0162] Referring to Figure 6 , the timings t1A to t6A correspond to the timings t1 to t6 Figure 6 ), respectively. The timings t9A to t12A correspond to the timings t9 to t12, respectively. The periods P1A, P2A, P3A, P11A, P13A correspond to the periods P1, P2, P3, P11, P13, respectively.

[0163] The timing chart 500 is the same as that in Figure 6 . The timing chart 510 is the same as the timing chart 505 Figure 5 ) in terms of the transmission timing of the control command CC2. On the other hand, the timing chart 510 is different from the timing chart 505 in terms of the transmission cycle of the control command CC2 being set (changed) to Tb2-11 (≠ Tb2-1).

[0164] The VCIB 111 (in Figure 4The transmission schedule setting section 438 sets the transmission schedule (transmission timing) of the control command CC1, CC2 in accordance with the index value IND and the priority of the control command CC1, CC2. In this example, it is assumed that both of the control commands CC1, CC2 are stored in the buffer 431 of the VCIB 111 immediately before the time tlA. Also, it is assumed that the index value IND exceeds the threshold immediately before the time tlA. Furthermore, it is assumed that the transmission period of the control command CC2 is Tb2-1 before the index value IND exceeds the threshold. Figure 6 Figure 4

[0165] As in the comparative example, the control command CC1 is preferentially output from the buffer 431 to the base vehicle 100 via the transmission section 410 during the period P1A, while the control command CC2 is offset. Also, the control command CC2 is output from the buffer 431 to the base vehicle 100 via the transmission section 410 during the period P11A.

[0166] In this embodiment, since the index value IND is above the threshold after the time tlA, the VCIB 111 changes the transmission period of the control command CC2 from Tb2-1 to Tb2-11 (> Tb2-1). More specifically, the VCIB 111 rewrites the transmission schedule data 433 Figure 8

[0167] As a result, the control command CC2 is not transmitted from the VCIB 111 until the time tlIA (period P13A) arrives after the period P11A. Thus, the CAN signal is not transmitted during the time interval INTA (> INT) from the end of the transmission of the control command CC1 at the time t6A to the start of the transmission of the next control command CC1. Thus, it is possible to avoid the situation in which the CAN signal is continuously output from the VCIB 111 to the reception interface of the base vehicle 100 via the CAN communication line 350. As a result, it is possible to avoid the situation in which the reception interface cannot sufficiently perform the reception processing of the CAN signal. Thus, it is possible to avoid the reception delay of the control command CC1 in the reception interface.

[0168] From another viewpoint, as a result of the increase in the transmission period of the control command CC2, the transmission frequency of the control command CC2 is reduced. Thus, it is possible to alleviate the congestion of the communication from the VCIB 111 to the base vehicle 100 via the CAN communication line 350.

[0169] ​​​As mentioned above, when the index value IND is large, VCIB111 sets the transmission schedule for control command CC by increasing the transmission cycle of control commands classified into the second group (the group with relatively low priority) as described above, compared to when the index value IND is small. By setting it in this way, the transmission of the lower-priority control command CC2 can be temporarily postponed, while the transmission of the higher-priority control command CC1 can continue as before CAN communication congestion. As a result, in autonomous driving, delays in critical vehicle controls such as the drive control of the base vehicle 100 can be avoided.

[0170] Figure 8 This is a flowchart illustrating an example of the processing performed by VCIB111. The processing in this flowchart begins when the mode of vehicle 10 (base vehicle 100) is switched from manual mode to automatic driving mode by user operation using HMI230.

[0171] Reference Figure 4 VCIB111 determines whether a CAN signal has been received from ADS202 or the base vehicle 100 (step S5). Specifically, VCIB111 determines whether a control request CR has been received from ADS202 or a vehicle status signal VIS has been received from the base vehicle 100.

[0172] If no CAN signal is received (NO in step S5), VCIB111 proceeds to step S35. Conversely, if a CAN signal is received (YES in step S5), VCIB111 proceeds to step S7. If multiple CAN signals are received in step S5, VCIB111 performs the processes of steps S7 to S20 for each received CAN signal.

[0173] Next, the VCIB111 tags the received CAN signals. Figure 4 Extraction is performed (step S7). Specifically, VCIB111 extracts the tags of control requirements CR or vehicle status signals VIS.

[0174] Next, the VCIB 111 calculates the reception delay time of the CAN signal (control demand CR or vehicle state signal VIS) by subtracting the designed reception period from the actual reception period of the CAN signal (step S10). Specifically, the VCIB 111 acquires the designed reception period of the CAN signal using the extracted tag and the reception schedule data 432, 434. For example, the VCIB 111 calculates the reception delay time of the control demand CR by subtracting the designed reception period from the actual reception period of the control demand CR. Alternatively, the VCIB 111 calculates the reception delay time of the vehicle state signal VIS by subtracting the designed reception period from the actual reception period of the vehicle state signal VIS.

[0175] Next, the VCIB 111 calculates the internal processing delay time in the ECU 112 with respect to the CAN signal (step S15). Specifically, the VCIB 111 acquires the data size of the CAN signal using the extracted tag and in accordance with the transmission schedule data 433, 435. The VCIB 111 calculates the execution time of the processing performed by the ECU 112 with respect to the CAN signal in accordance with the acquired data size. Also, the VCIB 111 calculates the transmission standby time of the CAN signal using the extracted tag. Furthermore, the VCIB 111 calculates the sum of the execution time of the processing performed by the ECU 112 and the transmission standby time as the internal processing delay time.

[0176] Next, the VCIB 111 calculates the sum of the reception delay time and the internal processing delay time as the total delay time (step S20). For example, the VCIB 111 calculates the total delay time with respect to each control demand CR, or calculates the total delay time with respect to each vehicle state signal VIS.

[0177] Next, the VCIB 111 calculates the average of the above-described total delay time as the index value IND (step S25). For example, the VCIB 111 calculates the average of the total delay time with respect to a plurality of control demands CR as the first index value IND1, or calculates the average of the total delay time with respect to a plurality of vehicle state signals VIS as the second index value IND2.

[0178] Next, the VCIB 111 sets the transmission schedule of the control command CC (more specifically, the transmission schedule data 433) in accordance with the priority of the control command CC in the CAN communication and the index value IND (step S30). Figure 9

[0179] Figure 8 ​The flowchart of FIG. 10 shows the detailed contents of the setting process of the transmission schedule of the control command CC in the present embodiment (step S30). Figure 9

[0180] Referring to Figure 4 , the VCIB 111 judges whether the index value IND is equal to or greater than the threshold value (step S105). The case where the index value IND is equal to or greater than the threshold value can be either the case where both the first index value IND1 and the second index value IND2 are equal to or greater than the threshold value, or the case where either of these index values is equal to or greater than the threshold value.

[0181] In the case where the index value IND is less than the threshold value (NO in step S105), the VCIB 111 sets the transmission schedule of the control command CC2 in such a manner that the transmission period of the control command CC2 becomes a default period (step S107). The default period is, for example, Tb2-1 Figure 6 , Figure 8 ). After step S107, the VCIB 111 causes the process to proceed to step S31 Figure 7 ).

[0182] On the other hand, in the case where the index value IND is equal to or greater than the threshold value (YES in step S105), the VCIB 111 sets the transmission schedule of the control command CC2 in such a manner that the transmission period of the control command CC2 becomes longer than in the case where the index value IND is less than the threshold value (step S110). In the example of Figure 4 , the VCIB 111 rewrites the transmission schedule data 433 Figure 8 ) in such a manner that the transmission period of the control command CC2 is changed from Tb2-1 to Tb2-11. Thereafter, the VCIB 111 causes the process to proceed to step S31 Figure 4 ).

[0183] Further, the offset (transmission standby time) in the transmission schedule of the control command CC2 is, for example, Ob2-1 Figure 6 , Figure 7 , Figure 8 ).

[0184] Referring again to Figure 4 , the VCIB 111 judges whether the CAN signal received in step S5 is the control request CR (step S31). Specifically, the VCIB 111 performs this judgment process in accordance with the reception schedule data 432, 434 of the tag Figure 2 extracted in step S7.

[0185] ​When the CAN signal is not the control request CR, i.e., is the vehicle status signal VIS (NO in step S31), the VCIB 111 causes the process to proceed to step S35. On the other hand, when the CAN signal is the control request CR (YES in step S31), the VCIB 111 causes the process to proceed to step S32.

[0186] Next, the VCIB 111 transmits the control command CC to the base vehicle 100 in accordance with the transmission plan set in step S30 (step S32). Specifically, the VCIB 111 transmits the control command CC to the base vehicle 100 in accordance with the transmission timing determined by the transmission period and the offset set in the transmission plan data 433.

[0187] Next, the VCIB 111 determines whether a predetermined condition that the base vehicle 100 has stopped normally is satisfied (step S35). The predetermined condition is, for example, a region in which the base vehicle 100 is parked within a demarcation line in a parking lot. Whether the base vehicle 100 has parked within the region is determined using an image captured by a camera of the active safety system 125 of the base vehicle 100 and in accordance with a known image processing technique. The VCIB 111 performs the determination process of step S35 in accordance with the vehicle status signal VIS including information of the image.

[0188] When the predetermined condition is not satisfied (NO in step S35), the base vehicle 100 is still traveling on the road in the automatic driving mode. In this case, the VCIB 111 causes the process to return to step S5. On the other hand, when the predetermined condition is satisfied (YES in step S35), the VCIB 111 notifies the ADS 202 that the predetermined condition has been satisfied using the vehicle status signal VIS (step S40). In response to the notification, the ADS 202 transmits a request for ending the automatic driving of the base vehicle 100 as the control request CR to the VCIB 111 via the communication module 209. Figure 9 ) to the VCIB 111.

[0189] Next, the VCIB 111 receives the request for ending the automatic driving of the base vehicle 100 from the ADS 202 as the control request CR (step S45).

[0190] Next, the VCIB 111 branches the process in accordance with whether the transmission plan is changed in step S30 (step S47). Specifically, the VCIB 111 branches the process in accordance with whether the transmission plan data 433 is rewritten (whether the process of step S110 is performed). Figure 8

[0191] ​In a case where the transmission schedule is not changed (NO in step S47), the VCB 111 causes the process to proceed to step S50. On the other hand, in a case where the transmission schedule is changed (YES in step S47), the VCB 111 causes the transmission schedule to return to the original state (step S48). Specifically, the VCB 111 causes the transmission schedule data 433 to return to the data before the rewriting. After step S48, the VCB 111 causes the process to proceed to step S50.

[0192] Next, the VCB 111 transmits an end instruction of automatic driving as the control instruction CC to the base vehicle 100 (step S50). Thereby, the mode of the vehicle 10 is switched from the automatic driving mode to the manual mode, Figure 10 the process ends.

[0193] As described above, the VCB 111 according to the present embodiment calculates the index value IND indicating the degree of congestion of the CAN communication in the CAN communication lines 300, 350. Further, the VCB 111 sets the transmission schedule of the control instruction CC to the base vehicle 100 in accordance with the priority of the control instruction CC in the CAN communication and the index value IND.

[0194] By being configured as described above, the degree of congestion of the CAN communication is reflected in the transmission schedule of the control instruction CC in addition to the priority of the control instruction CC. Thereby, the control instruction CC can be transmitted from the VCB 111 to the base vehicle 100 in a case where the CAN communication is congested, so as to alleviate the degree of congestion of the CAN communication. As a result, the control instruction CC is appropriately transmitted from the VCB 111 to the base vehicle 100. Therefore, it is possible to enable appropriate automatic driving of the base vehicle 100 in accordance with the control request CR from the ADS 202.

[0195] [Modified Example of Embodiment]

[0196] In a case where the index value IND is large, the ADS 202 can set the transmission schedule in such a manner that the transmission standby time (offset) of the control instruction CC2 in the CAN communication is longer than in a case where the index value IND is small.

[0197] Figure 10 A diagram for explaining one example of the transmission timing of the control instruction CC from the VCB 111 to the base vehicle 100 in the modified example.

[0198] Referring to Figure 6 , the times t1B, t2B, t5B, t6B, t9B to t12B respectively correspond to the times t1, t2, t5, t6, t9 to t12 Figure 6). The periods P1B, P2B, P3B, P11B respectively correspond to the periods P1, P2, P3, P11.

[0199] The timing chart 500 is the same as the contents in the timing chart 500. Figure 6 The timing chart 515 is the same as the timing chart 505 Figure 4 ) in terms of the transmission timing of the control command CC2. On the other hand, the timing chart 515 is different from the timing chart 505 in terms of the offset of the control command CC2 being set (changed) to Ob2-11 (≠ Ob2-1).

[0200] The VCIB 111 sets the transmission schedule of the control command CC in such a manner that the period P11B as the transmission period of the control command CC2 does not overlap with the periods P1B, P2B, P3B as the transmission periods of the control command CC1. In this example, it is assumed that both of the control commands CC1, CC2 are stored in the buffer 431 of the VCIB 111 immediately before the time t1B. Also, it is assumed that the index value IND exceeds the threshold immediately before the time t1B. Before the index value IND exceeds the threshold, the offset of the control command CC2 is Ob2-1 Figure 6 、 Figure 4 ).

[0201] The VCIB 111 changes the offset of the control command CC2 from Ob2-1 to Ob2-11 (> Ob2-1) in response to the index value IND exceeding the threshold. More specifically, the VCIB 111 rewrites the transmission schedule data 433 Figure 7 ) in such a manner that the offset of the control command CC2 is changed from Ob2-1 to Ob2-11.

[0202] As in the comparative example Figure 11 ), the control command CC1 is preferentially output from the buffer 431 of the VCIB 111 to the base vehicle 100 in the period P1B, whereas the control command CC2 is offset. In this modified example, since the offset is changed to Ob2-11, the control command CC2 is not output from the VCIB 111 after the time t1B and before the time t11B (the period P11B) arrives.

[0203] Thus, the time interval INTB (> INT) between the period P1B and the period P2B, and the time interval INTB (> INT) between the period P2B and the period P3B, during which the control command CC is not transmitted. As a result, the degree of congestion of communication from the VCIB 111 to the base vehicle 100 via the CAN communication line 350 can be alleviated. Thus, as in the case of the above-described embodiment, the transmission of the control command CC2 having a lower priority can be temporarily delayed, and the transmission of the control command CC1 having a higher priority can be continued as before the congestion of the CAN communication (delay of the transmission of the control command CC1 can be avoided).

[0204] Figure 8 A flowchart showing the details of the setting process of the transmission schedule of the control command CC in this modification example (step S30 of the routine of FIG. 17). Figure 11 Referring to FIG. 20, the process of step S205 is the same as the process of step S105 (step S205 of the routine of FIG. 20). Figure 9 Figure 4

[0205] In the case where the index value IND is less than the threshold value (NO in step S205), the VCIB 111 sets the transmission schedule of the control command CC2 in such a manner that the transmission standby time (offset time) of the control command CC2 becomes a default time (step S207). The default time is, for example, Ob2-1 (step S207). Figure 6 Figure 8 After step S207, the VCIB 111 proceeds to step S31 (step S207). Figure 10

[0206] On the other hand, in the case where the index value IND is equal to or greater than the threshold value (YES in step S205), the VCIB 111 sets the transmission schedule of the control command CC2 in such a manner that the transmission standby time of the control command CC2 is longer than in the case where the index value IND is less than the threshold value (step S210). In the example of FIG. 18, the VCIB 111 rewrites the transmission schedule data 433 (step S210) in such a manner that the transmission standby time of the control command CC2 is changed from Ob2-1 to Ob2-11. Thereafter, the VCIB 111 proceeds to step S31 (step S210). Figure 4 Figure 8 ​

[0207] [Other Modification Examples]

[0208] The CAN signals classified into the first group having a higher priority can be, for example, signals used for performing steering control, collision detection, stop maintenance control, power supply control, control for a safety function, or control for abnormality notification of the base vehicle 100 in addition to signals used for performing drive control of the base vehicle 100.​​​​​​​

[0209] The CAN signal classified into the second group of lower priority can be, for example, a signal used for performing control of a dome light, air conditioning, or a window of the base vehicle 100 in addition to being used for performing wiper control of the base vehicle 100.

[0210] The embodiments disclosed this time should be considered as illustrative and not restrictive in all points. The scope of the application is shown not by the above description but by the claims, and is intended to embrace all modifications within the meaning and range of equivalents of the claims.

Claims

1. A vehicle platform configured to accommodate an autonomous driving system, comprising: vehicle; The vehicle control interface box communicates with the vehicle and the autonomous driving system mounted on the vehicle via a controller area network. The vehicle control interface box includes: A first receiving unit receives control requests from the autonomous driving system for the vehicle. The computing unit calculates an index value representing the degree of congestion in the controller area network communication; The transmitting unit sends the control commands for the vehicle generated based on the control requirements to the vehicle. The setting unit sets the plan for sending the control commands to the vehicle. The setting unit sets the transmission plan based on the priority of the control commands in the controller local area network communication and the indicator values. The control commands are categorized into any one of multiple groups based on their priority. The plurality of groups includes a first group with higher priority and a second group with lower priority compared to the first group. The setting unit sets the transmission standby time for the control commands classified into the second group in a manner that prevents the transmission period of the control commands classified into the second group from overlapping with the transmission period of the control commands classified into the first group. When the index value is large, the setting unit sets the transmission plan in such a way that the transmission standby time is longer compared to when the index value is small.

2. The vehicle platform as described in claim 1, wherein, The indicator values ​​include: The first communication delay time is the delay time for communication from the autonomous driving system to the vehicle via the vehicle control interface box; The second communication delay time is the delay time for communication from the vehicle to the autonomous driving system via the vehicle control interface box.

3. The vehicle platform as described in claim 2, wherein, The communication line used for implementing the controller local area network communication includes a first communication line connecting the autonomous driving system and the vehicle control interface box. The first communication delay time includes: The reception delay time is generated when the first receiving unit receives the control request via the first communication line; The processing delay time is generated during the processing period from when the control request is received from the first receiving unit until when the sending unit sends the control command.

4. The vehicle platform as described in claim 2 or claim 3, wherein, The communication line used for implementing the controller local area network communication includes a second communication line connecting the vehicle control interface box to the vehicle. The vehicle control interface box further includes a second receiving unit, which receives a vehicle status signal indicating the state of the vehicle from the vehicle. When the second receiving unit receives the vehicle status signal, the transmitting unit sends a signal generated based on the vehicle status signal to the autonomous driving system. The second communication delay time includes: The reception delay time is generated when the second receiving unit receives the vehicle status signal via the second communication line; The processing delay time is generated during the period from when the vehicle status signal is received from the second receiving unit until the transmitting unit transmits the signal generated based on the vehicle status signal.

5. A vehicle control interface box, which realizes the interface between a vehicle platform and an autonomous driving system mounted on the vehicle platform through controller area network communication, wherein, The vehicle platform includes vehicles. The vehicle control interface box includes: A first receiving unit receives control requests from the autonomous driving system for the vehicle. The computing unit calculates an index value representing the degree of congestion in the controller area network communication; The transmitting unit sends the control commands for the vehicle generated based on the control requirements to the vehicle. The setting unit sets the plan for sending the control commands to the vehicle. The setting unit sets the transmission plan based on the priority of the control commands in the controller local area network communication and the indicator values. The control commands are categorized into any one of multiple groups based on their priority. The plurality of groups includes a first group with higher priority and a second group with lower priority compared to the first group. The setting unit sets the transmission standby time for the control commands classified into the second group in a manner that prevents the transmission period of the control commands classified into the second group from overlapping with the transmission period of the control commands classified into the first group. When the index value is large, the setting unit sets the transmission plan in such a way that the transmission standby time is longer compared to when the index value is small.

6. The vehicle control interface box as described in claim 5, wherein, The indicator values ​​include: The first communication delay time is the delay time for communication from the autonomous driving system to the vehicle via the vehicle control interface box; The second communication delay time is the delay time for communication from the vehicle to the autonomous driving system via the vehicle control interface box.

7. The vehicle control interface box as described in claim 6, wherein, The communication line used for implementing the controller local area network communication includes a first communication line connecting the autonomous driving system and the vehicle control interface box. The first communication delay time includes: The reception delay time is generated when the first receiving unit receives the control request via the first communication line; The processing delay time is generated during the processing period from when the control request is received from the first receiving unit until when the sending unit sends the control command.

8. The vehicle control interface box as claimed in claim 6 or claim 7, wherein, The communication line used for implementing the controller local area network communication includes a second communication line connecting the vehicle control interface box to the vehicle. The vehicle control interface box further includes a second receiving unit, which receives a vehicle status signal representing the vehicle's status from the vehicle via the second communication line. When the second receiving unit receives the vehicle status signal, the transmitting unit sends a signal generated based on the vehicle status signal to the autonomous driving system. The second communication delay time includes: The reception delay time is generated when the second receiving unit receives the vehicle status signal; The processing delay time is generated during the period from when the vehicle status signal is received from the second receiving unit until the transmitting unit transmits the signal generated based on the vehicle status signal.

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