Vehicle control device

Abstract

This vehicle control device is connected between an automatic driving system and a vehicle platform that performs automatic driving in accordance with a command from the automatic driving system, and is provided with: a memory that stores a program that includes a prescribed API defined for each signal; and a processor that controls the vehicle platform according to instructions from the automatic driving system by executing a program. The vehicle platform is capable of accepting a manual-based driving operation by means of a manual driving mode, and is capable of accepting a driving command from an automatic driving system by means of an automatic driving mode. The processor prohibits the transition from the autonomous driving mode to the manual driving mode on the condition that the vehicle platform is not stopped.

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device, and in particular to a vehicle control device connected between an autonomous driving system and a vehicle platform that performs autonomous driving according to instructions from the autonomous driving system. Background Art

[0002] There is a system in which a vehicle and an information processing device cooperate to perform autonomous driving (for example, see Japanese Patent Application Laid-Open No. 2019-177807). In this system, the information processing device automatically generates control information through autonomous driving control software and sends it to the vehicle. The vehicle performs autonomous driving based on the received control information.

[0003] In a vehicle capable of automatic driving in the system of Japanese Patent Application Laid-Open No. 2019-177807, when the vehicle switches to manual driving during driving, it is unclear whether the driver can respond appropriately. Therefore, there is a problem of appropriately switching to manual driving. Summary of the invention

[0004] The present disclosure has been made to solve the above-mentioned problems, and an object of the present disclosure is to provide a vehicle control device capable of appropriately switching to manual driving.

[0005] The vehicle control device of the present disclosure is a vehicle control device connected between an autonomous driving system and a vehicle platform that performs autonomous driving according to instructions from the autonomous driving system, wherein:

[0006] The vehicle control device comprises:

[0007] a memory storing a program including a prescribed API defined according to each signal; and

[0008] A processor that controls the vehicle platform by executing programs based on instructions from the autonomous driving system.

[0009] The vehicle control device has a manual driving mode and an automatic driving mode as vehicle modes,

[0010] The vehicle platform is capable of accepting manual-based driving operations in manual driving mode, and

[0011] The vehicle platform can accept driving instructions from the autonomous driving system in autonomous driving mode.

[0012] The processor prohibits the transition from the autonomous driving mode to the manual driving mode on the condition that the vehicle platform is not stopped.

[0013] According to this structure, it is possible not to switch from the automatic driving mode to the manual driving mode in a state where it is difficult for the driver to properly handle, such as when the vehicle platform is not stopped. Therefore, it is possible to switch from the automatic driving mode to the manual driving mode in a state where it is easy for the driver to properly handle. As a result, a vehicle control device capable of appropriately switching to manual driving is provided.

[0014] When the emergency stop switch is operated, the processor may switch from the automatic driving mode to the manual driving mode on the condition that the vehicle platform becomes immobile.

[0015] According to this structure, when the vehicle platform is reliably immobilized in the automatic driving mode in response to the operation of the emergency stop switch, the mode can be switched to the manual driving mode. As a result, the mode can be switched to the manual driving mode more appropriately.

[0016] Alternatively, in the case of a transition to the manual driving mode, the processor may allow a transition to the automatic driving mode on the condition that the vehicle platform has been activated from a state where it has not been activated.

[0017] According to this structure, when switching from the automatic driving mode to the manual driving mode, the vehicle platform is once in a non-activated state, and then can be switched to the automatic driving mode. As a result, in an abnormal state where the vehicle platform cannot be restarted, it is possible not to switch from the manual driving mode to the automatic driving mode.

[0018] The vehicle platform can also perform autonomous driving based on instructions from the remote driving system.

[0019] The processor controls the vehicle platform by executing the program according to the instructions from the remote driving system.

[0020] When the remote driving system cannot receive instructions, the vehicle platform becomes immobile and the automatic driving mode is switched to the manual driving mode.

[0021] According to this structure, when the automatic driving according to the instruction of the remote driving system cannot be performed, the vehicle platform can be switched to the manual driving mode when the vehicle platform is reliably immobilized in the automatic driving mode. As a result, even when the vehicle is not remotely driven, it is possible to switch to manual driving appropriately.

[0022] When the emergency stop switch is operated when the command from the remote driving system cannot be received, the processor may switch from the automatic driving mode to the manual driving mode on the condition that the vehicle platform becomes immobile.

[0023] According to this structure, when the vehicle platform is reliably immobilized in the automatic driving mode in response to the operation of the emergency stop switch, the vehicle can be switched to the manual driving mode even when the vehicle is being remotely driven. As a result, the vehicle can be switched to the manual driving mode more appropriately even when the vehicle is being remotely driven. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Features, advantages, and technical and industrial significance of embodiments of the present invention will be described below with reference to the accompanying drawings, wherein like reference numerals represent like elements, and wherein:

[0025] Figure 1 It is a diagram showing an outline of a vehicle according to an embodiment of the present disclosure.

[0026] Figure 2 This is a diagram showing the structures of ADS, VCIB, and VP in more detail.

[0027] Figure 3 1 is a state transition diagram for explaining the vehicle mode in this embodiment.

[0028] Figure 4 This is a diagram showing the transmission directions of various signals or commands related to transitions between modes.

[0029] Figure 5 This is a diagram showing a state transition diagram of the integrated control manager when the emergency stop switch is operated. DETAILED DESCRIPTION

[0030] Figure 1 1 is a diagram showing an overview of a vehicle according to an embodiment of the disclosure. Vehicle 1 includes ADK (Autonomous Driving Kit: autonomous driving hardware system) 10 and VP (vehicle platform) 20. ADK 10 is configured to be mountable on VP 20 (mountable on vehicle 1). ADK 10 and VP 20 are configured to communicate with each other via a vehicle control interface (VCIB 40 described later).

[0031] VP20 can perform autonomous driving according to the control request from ADK10. Figure 1 , ADK10 is shown as being located away from VP20, but ADK10 is actually mounted on the roof of VP20, etc. ADK10 may be removed from VP20. When ADK10 is removed, VP20 performs driving control based on the manual mode (driving control corresponding to user operation).

[0032] ADK10 includes an automatic driving system (ADS) 11 for performing automatic driving of the vehicle 1. ADS11, for example, creates a driving plan for the vehicle 1. ADS11 outputs various control requests for causing the vehicle 1 to drive according to the driving plan to VP20 according to an application program interface (API: Application Program Interface) defined according to each control request. In addition, ADS11 receives various signals indicating the vehicle state (the state of VP20) from VP20 according to the API defined according to each signal. Then, ADS11 reflects the vehicle state in the driving plan.

[0033] VP20 includes a base vehicle 30 and a VCIB (Vehicle Control Interface Box) 40. The base vehicle 30 performs various vehicle controls according to control requests from ADK10 (ADS11). The base vehicle 30 includes various systems and various sensors for controlling the base vehicle 30. More specifically, the base vehicle 30 includes an integrated control manager 31, a brake system 32, a steering system 33, a powertrain system 34, an active safety system 35, a body system 36, wheel speed sensors 51, 52, a pinion angle sensor 53, a camera 54, and radar sensors 55, 56.

[0034] The integrated control manager 31 includes a processor and a memory, and performs integrated control of the above-mentioned systems related to the operation of the vehicle 1 (the braking system 32 , the steering system 33 , the powertrain system 34 , the active safety system 35 , and the body system 36 ).

[0035] The brake system 32 is configured to control the brake devices provided on the wheels of the base vehicle 30. Wheel speed sensors 51 and 52 are connected to the brake system 32. The wheel speed sensors 51 and 52 detect the rotation speed of the front wheels and the rear wheels of the base vehicle 30, respectively, and output the detected rotation speeds to the brake system 32. The brake system 32 outputs the rotation speed of each wheel to the VCIB 40 as one of the information included in the vehicle state. In addition, the brake system 32 generates a brake command for the brake device according to a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31. The brake system 32 controls the brake device using the generated brake command.

[0036] The steering system 33 is configured such that the steering angle of the steering wheel of the vehicle 1 can be controlled using the steering device. A pinion angle sensor 53 is connected to the steering system 33. The pinion angle sensor 53 detects the rotation angle (pinion angle) of the pinion connected to the rotating shaft of the actuator and outputs it to the steering system 33. The steering system 33 outputs the pinion angle to the VCIB 40 as one of the information included in the vehicle state. In addition, the steering system 33 generates a steering instruction for the steering device according to a prescribed control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31. The steering system 33 uses the generated steering instruction to control the steering device.

[0037] The powertrain 34 controls an EPB (Electric Parking Brake) system 341 provided on at least one of the plurality of wheels, a parking lock (P-lock) system 342 provided on a transmission of the vehicle 1 , and a propulsion system 343 including a shifter configured to select a shift position.

[0038] The active safety system 35 detects obstacles (pedestrians, bicycles, parked vehicles, electric poles, etc.) in front or behind using a camera 54 and radar sensors 55 and 56. The active safety system 35 determines whether the vehicle 1 is likely to collide with the obstacle based on the distance between the vehicle 1 and the obstacle and the moving direction of the vehicle 1. When the active safety system 35 determines that there is a possibility of collision, it outputs a braking command to the brake system 32 via the integrated control manager 31 in a manner that increases the braking force.

[0039] The body system 36 is configured to control components such as turn indicators, horns, and wipers according to the driving state and environment of the vehicle 1 , for example. The body system 36 controls the above components according to a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31 .

[0040] VCIB40 is configured to communicate with ADS11 via CAN (Controller Area Network) or the like. VCIB40 receives various control requests from ADS11 or outputs the vehicle status to ADS11 by executing a prescribed API defined according to each signal. If VCIB40 receives a control request from ADK10, it outputs the control instruction corresponding to the control request to the system corresponding to the control instruction via the integrated control manager 31. In addition, VCIB40 obtains various information of the base vehicle 30 from various systems via the integrated control manager 31, and outputs the status of the base vehicle 30 to ADS11 as the vehicle status.

[0041] The base vehicle 30 further includes an emergency stop switch 39. The emergency stop switch 39 is provided so as to be operable by the driver of the vehicle 1, and when the emergency stop switch 39 is operated, a signal indicating that the emergency stop switch 39 has been operated is output to the integrated control manager 31.

[0042] Figure 2 FIG. 4 is a diagram showing the structures of ADS11, VCIB40 and VP20 in more detail. Figure 2 As shown, the ADS 11 includes a computer 111 , an HMI (Human Machine Interface) 112 , a recognition sensor 113 , a posture sensor 114 , and a sensor cleaner 115 .

[0043] When the vehicle 1 is automatically driving, the computer 111 uses various sensors to obtain the environment of the vehicle 1, the posture, behavior and position of the vehicle 1, and obtains the vehicle state from the VP20 via the VCIB40, thereby setting the next action (acceleration, deceleration, turning, etc.) of the vehicle 1. The computer 111 outputs various instructions for implementing the next action to the VCIB40. The computer 111 includes communication modules 111A and 111B. The communication modules 111A and 111B are each configured to communicate with the VCIB40.

[0044] The HMI 112 presents information to the user or accepts user operations during automatic driving, driving requiring user operations, or when switching between automatic driving and driving requiring user operations.

[0045] The recognition sensor 113 is a sensor for recognizing the environment of the vehicle 1. The recognition sensor 113 includes, for example, at least one of LIDAR (Laser Imaging Detection and Ranging), a millimeter wave radar, and a camera.

[0046] The posture sensor 114 is a sensor for detecting the posture, behavior, and position of the vehicle 1. The posture sensor 114 includes, for example, an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System). The sensor cleaner 115 is configured to remove dirt attached to the above-mentioned various sensors (lenses of cameras, irradiation parts of lasers, etc.) during the driving of the vehicle 1 using cleaning fluid, wipers, etc.

[0047] VCIB40 includes a main VCIB41 and a sub VCIB42. VCIB41 and 42 are not shown in the figure, but include a processor such as a CPU (Central Processing Unit), a memory such as a ROM (Read only Memory) and a RAM (Random Access Memory). The memory stores programs that can be executed by the processor. VCIB41 is connected to the communication module 111A so that they can communicate with each other. VCIB42 is connected to the communication module 111B so that they can communicate with each other. In addition, VCIB41 and VCIB42 are connected so that they can communicate with each other.

[0048] VCIB41 and 42 each relay control requests and vehicle information between ADS11 and VP20. More specifically, VCIB41 generates control instructions based on control requests from ADS11 using API. Then, VCIB41 outputs the generated control instructions to the corresponding system among the multiple systems included in VP20. In addition, VCIB41 generates information indicating the vehicle status based on the vehicle information from each system of VP20 using API. VCIB41 outputs the generated vehicle status information to ADS11. The same is true for VCIB42.

[0049] The EPB system 341 controls the EPB in accordance with a control request output from the ADS 11 via the VCIB 41. The EPB is provided separately from a brake device (disc brake system, etc.), and fixes the wheels by the operation of an actuator.

[0050] The P-lock system 342 controls the P-lock device according to the control request output from the ADS 11 via the VCIB 41. For example, when the control request includes a control request to change the shift position to the parking position (P position), the P-lock system 342 activates the P-lock device, and when the control request includes a control request to change the shift position to a position other than the P position, the P-lock device is released from actuation. The P-lock device fixes the rotation of the output shaft of the transmission, thereby fixing the wheels.

[0051] The propulsion system 343 switches the shift position of the shift device or controls the driving force from the driving source (motor generator, engine, etc.) according to a control request output from the ADS 11 via the VCIB 41 .

[0052] In vehicle 1, for example, when the automatic driving mode described later is selected according to a request from ADK10, automatic driving is performed. As described above, ADS11 first creates a driving plan in automatic driving. As examples of driving plans, for example, there can be a plan to continue driving straight, a plan to turn left / right at a specified intersection in the middle of a predetermined driving path, a plan to change driving lanes, etc. ADS11 calculates the physical quantities (acceleration, deceleration, tire steering angle, etc.) required for the vehicle 1 to perform the action based on the driving plan created. ADS11 divides the physical quantities of each execution cycle of the API. ADS11 uses the API to output a control request representing the divided physical quantities to VCIB40. In addition, ADS11 obtains the vehicle state (the actual moving direction of the vehicle 1, the fixed state of the vehicle, etc.) from VP20, and recreates the driving plan reflecting the obtained vehicle state. In this way, ADS11 can perform automatic driving of vehicle 1.

[0053] Figure 3 2 is a state transition diagram showing the transition of the vehicle mode. In this example, the vehicle 1 has a manual mode and an automatic driving mode as vehicle modes.

[0054] The manual mode is the same mode as a vehicle that does not support automatic driving, that is, a mode in which the VP20 is under the control of the driver. In the manual mode, the ADK 10 cannot basically control the VP20 except for some requests.

[0055] The automatic driving mode refers to a mode in which VP20 is under the control of ADK10 and can perform automatic driving of vehicle 1. In the automatic driving mode, ADK10 can communicate with VP20 after the authentication of ADK10 by VCIB40 is successful. In the automatic driving mode, a "Request for Autonomy" is issued from ADK10 as a vehicle mode command (Vehicle Mode Command, described later), and as a result, VP20 is under the control of ADK10.

[0056] In manual mode, the power mode status is "Wake" or "Driving Mode". The vehicle mode state is "manual mode". In autonomous driving mode, the power mode status is "Driving Mode". The vehicle mode state is "autonomous driving mode".

[0057] Figure 4This is a diagram showing the transmission direction of various signals or instructions (requests) related to the transition between modes. When the mode is changed, VCIB40 receives the power mode command and the vehicle mode command from ADK10 (ADS11). In addition, VCIB40 outputs the power mode status signal, the vehicle mode status signal and the readiness for automation to ADK10.

[0058] The power mode command is a request for controlling the power mode of VP20. The power mode state signal is a signal indicating the current power mode state of VP20. In the vehicle 1, by sending the power mode command from ADS11 to VCIB40 according to a prescribed API, the power mode of VP20 can be controlled by ADS11. The VP20 of this embodiment has two power modes, namely, a wake-up mode and a drive mode, as power modes.

[0059] Wake-up is a state in which the VCIB 40 is started by power from the vehicle-mounted auxiliary battery. During wake-up, there is no power from the main battery, and except for the body system ECUs of a part of the body system 36 (e.g., the verification ECU for verifying the smart key, the body ECU for controlling the locking / unlocking of the door, etc.), ECUs other than the VCIB 40 are not started.

[0060] The driving mode is a state where the power of VP20 is on (a state where the vehicle power is on). In the driving mode, power is supplied from the main battery, and each system of the VCIB40 and the base vehicle 30 is activated, so that VP20 becomes a state where it can travel.

[0061] The power mode command can take any one of the values ​​0, 2, and 6 for the independent variable. When the power mode of VP20 is not requested from ADS11, the value 0 is set. When VCIB40 receives the power mode command set to the value 0, VP20 maintains the current power mode. When wake-up is requested from ADS11, the value 2 is set. That is, the power mode command set to the value 2 requests the startup of VCIB40. If VCIB40 receives the power mode command set to the value 2, the power mode of VP20 changes to wake-up, and VCIB40 starts with power supplied from the auxiliary battery. When the drive mode is requested from ADS11, the value 6 is set. That is, the power mode command set to the value 6 requests the startup of VP20. If VCIB40 receives the power mode command set to the value 6, the power mode of VP20 changes to the drive mode, and VP20 becomes powered on.

[0062] In the vehicle 1, a signal indicating the state of the power mode is sent from the VCIB 40 to the ADS 11 according to a prescribed API, and the state of the power mode of the VP 20 is notified to the ADS 11. The power mode state signal sent to the ADS 11 can take any one of the values ​​2 and 6 for the argument. When the power mode is wake-up, the value 2 is set. When the power mode is drive mode, the value 6 is set.

[0063] In the vehicle 1, by sending a vehicle mode command from ADS11 to VCIB40 according to a prescribed API, the vehicle mode of VP20 can be controlled by ADS11. The vehicle mode command can take any one of the values ​​0 to 2 for the independent variable. In the case where the vehicle mode of VP20 is not requested from ADS11, the value 0 is set. In the case where VCIB40 receives a vehicle mode command set to a value 0, the current vehicle mode is maintained. In the case of requesting the automatic driving mode from ADS11, the value 1 is set (Request For Autonomy). That is, the vehicle mode command set to a value 1 requests the vehicle mode to be transferred from the manual mode to the automatic driving mode. In the case of requesting the manual mode from ADS11, the value 2 is set (Deactivation Request). That is, the vehicle mode command set to a value 2 requests the vehicle mode to be transferred from the automatic driving mode to the manual mode.

[0064] In the vehicle 1, the state of the vehicle mode of VP20 is notified to ADS11 by sending a signal indicating the state of the vehicle mode from VCIB40 to ADS11 according to a prescribed API. The vehicle mode state signal can take any one of the values ​​0 and 1 for the independent variable. When the vehicle mode is manual mode, the value 0 is set. When the vehicle mode is automatic driving mode, the value 1 is set. In addition, when VP20 is started (the power mode state is wake-up or drive mode), the vehicle mode starts from manual mode. That is, the initial state of the vehicle mode is set to "manual mode".

[0065] In the vehicle 1, a signal indicating the automation readiness state of VP20 is sent from VCIB40 to ADS11 according to a prescribed API, and ADS11 is notified whether VP20 can shift to the autonomous driving mode. The readiness for automation can take any one of the values ​​0, 1, and 3 for the independent variable. When the autonomous driving mode cannot be prepared, the value 0 is set (NotReady For Autonomous Mode). When the autonomous driving mode can be prepared, the value 1 is set (Ready For Autonomous Mode). When the state has not been determined, the value 3 is set. The value 3 means invalid (Invalid).

[0066] Refer again Figure 3 The transition between modes is described in detail. Transition a represents the transition from manual mode to automatic driving mode. In manual mode, when the first condition is met, the vehicle mode is changed from manual mode to automatic driving mode. The first condition includes the following conditions (1) to (4). The first condition is met when all of the following conditions (1) to (4) are met. The first condition is not met when any of the following conditions (1) to (4) are not met.

[0067] (1) ADK10 is authenticated by VCIB40. (2) The power mode status signal is "Drive". (3) Readiness for automation is "Ready For Autonomous Mode". (4) The vehicle mode command is "Request For Autonomy".

[0068] Transition b indicates a transition from the automatic driving mode to the manual mode. In the automatic driving mode, when the second condition that the vehicle mode command is a "disable request" is satisfied, the vehicle mode transitions from the automatic driving mode to the manual mode.

[0069] Figure 5 3 is a diagram showing a state transition diagram of the integrated control manager 31 when the emergency stop switch 39 is operated. Figure 5 Normally, according to instructions from VCIB40, the state of the integrated control manager 31 changes between a state in which the automatic driving is disconnected (manual driving mode) and a state in which there is no failsafe protection control when the automatic driving is connected (automatic driving mode) (normal state).

[0070] The Emergency Stop System in case of ADK Failure (AFSS) is a system that causes the VP20 to stop in an emergency if the ADK 10 fails. When the automatic driving is disconnected, if an operation signal indicating that the emergency stop switch 39 has been operated is input to the integrated control manager 31 and the AFSS is in operation, the state of the integrated control manager 31 changes from the automatic driving disconnected state to the automatic driving connected state and the fail-safe protection control is (2) the state of the emergency stop switch control.

[0071] When the automatic driving is turned on and there is no fail-safe protection control, when an operation signal indicating that the emergency stop switch 39 has been operated is input to the integrated control manager 31, the state of the integrated control manager 31 is transferred from the state where the automatic driving is turned on and there is no fail-safe protection control to the state where the automatic driving is turned on and the fail-safe protection control is (2) the emergency stop switch control.

[0072] When the automatic driving is on and the fail-safe protection control is (2) emergency stop switch control, the integrated control manager 31 performs deceleration control when the vehicle is in motion, and performs vehicle fixing control when the vehicle is parked or the vehicle has been parked by the deceleration control. The deceleration control is a control to decelerate VP20 by reducing the driving force generated by the propulsion system 343 or by braking the vehicle by the braking system 32. The vehicle fixing control is a control to activate the EPB system 341 or the P-lock system 342 to fix the wheels of VP20. When the vehicle fixing control is completed, the state of the integrated control manager 31 is transferred to the automatic driving disconnected state. In addition, when the emergency stop switch 39 is operated and the automatic driving is disconnected, the state of VP20 is maintained and the transition to the automatic driving connected state is prohibited, and VP20 is temporarily in a non-activated state. When it can be normally started without the influence of adverse conditions such as ADK10, the transition to the automatic driving connected state is allowed.

[0073] In this way, the transition from the state of automatic driving on (automatic driving mode) to the state of automatic driving off (manual driving mode) is prohibited by the processor of the integrated control manager 31, on the condition that VP20 is not stopped (vehicle speed is greater than 0 km / h). In addition, when the emergency stop switch 39 is operated, the state of automatic driving on (automatic driving mode) is transitioned to the state of automatic driving off (manual driving mode) by the processor of the integrated control manager 31, on the condition that VP20 is made immobile by the processor of the integrated control manager 31 (here, the wheels of VP20 are fixed). In addition, when transitioning to the state of automatic driving off (manual driving mode), the transition to automatic driving on is allowed by the processor of the integrated control manager 31, on the condition that VP20 is activated from a state that has never been activated.

[0074] The same control as that when the emergency stop switch 39 is operated has been performed in the remote driving hardware system (RDK: Remote Driving Kit) emergency control from VCIB. RDK is a system for the operator to remotely control the driving of VP20 instead of ADK10. RDK emergency control is a control for appropriately automatically parking the vehicle 1 when the control of RDK fails.

[0075] When the command from the RDK cannot be accepted, a request for RDK emergency control is sent from the VCIB 40 to the integrated control manager 31. When the request for RDK emergency control from the VCIB 40 is sent to the integrated control manager 31 in a state where the automatic driving is on and there is no fail-safe protection control, the state of the integrated control manager 31 is transferred from a state where the automatic driving is on and there is no fail-safe protection control to a state where the automatic driving is on and the fail-safe protection control is (1) RDK emergency control.

[0076] When the automatic driving is on and the fail-safe protection control is (1) RDK emergency control, the integrated control manager 31 performs deceleration control and steering control when the vehicle is in motion, and performs vehicle fixing control when the vehicle is parked or the vehicle is parked by deceleration control and parking control. The deceleration control and vehicle fixing control are the same as those described above. The steering control is a control to control the steering system 33 so that the VP20 is directed to an appropriate location. When the vehicle fixing control is completed, the state of the integrated control manager 31 is transferred to the automatic driving disconnected state.

[0077] When the automatic driving is on and the fail-safe protection control is (1) RDK emergency control, if the operation signal indicating that the emergency stop switch 39 has been operated is input to the integrated control manager 31, the state of the integrated control manager 31 is transferred from the state where the automatic driving is on and the fail-safe protection control is (1) RDK emergency control to the state where the automatic driving is on and the fail-safe protection control is (2) emergency stop switch control. When the automatic driving is on and the fail-safe protection control is (2) emergency stop switch control, the same control as described above is performed.

[0078] Thus, when the command from the RDK cannot be received, the state of the automatic driving on (automatic driving mode) is changed to the state of the automatic driving off (manual driving mode) by the processor of the integrated control manager 31, with the condition that VP20 becomes immobile (here, the wheels of VP20 are fixed). In addition, when the emergency stop switch 39 is operated when the command from the RDK cannot be received, the state of the automatic driving on (automatic driving mode) is changed to the state of the automatic driving off (manual driving mode) by the processor of the integrated control manager 31, with the condition that VP20 becomes immobile (here, the wheels of VP20 are fixed).

[0079] Furthermore, the above-mentioned processing by the processor of the integrated control manager 31 may be executed in coordination with the processors of the VCIBs 41 and 42 , or may be executed by other processors.

[0080] The embodiments disclosed this time should be considered to be illustrative in all aspects and not restrictive. The scope of the disclosure is indicated by the claims rather than the description of the embodiments described above, and is intended to include all changes within the meaning and scope equivalent to the claims.

Claims

1. A vehicle control device connected between an autonomous driving system and a vehicle platform that performs autonomous driving according to instructions from the autonomous driving system, in, The vehicle control device comprises: a memory storing a program including a prescribed API defined according to each signal; and a processor that controls the vehicle platform according to instructions from the autonomous driving system by executing the program, The vehicle control device has a manual driving mode and an automatic driving mode as vehicle modes, The vehicle platform is capable of accepting manual driving operations in the manual driving mode, and The vehicle platform is capable of accepting driving instructions from the autonomous driving system in the autonomous driving mode, The processor prohibits the transition from the automatic driving mode to the manual driving mode on the condition that the vehicle platform is not stopped.

2. The vehicle control device according to claim 1, wherein: When an emergency stop switch is operated, the processor switches from the automatic driving mode to the manual driving mode on the condition that the vehicle platform becomes immobile.

3. The vehicle control device according to claim 2, wherein: In the event of a transition to the manual driving mode, the processor allows the transition to the autonomous driving mode on the condition that the vehicle platform has been activated from a state where it has not been activated.

4. The vehicle control device according to claim 2, wherein: The vehicle platform is also capable of autonomous driving based on instructions from a remote driving system. The processor controls the vehicle platform according to instructions from the remote driving system by executing the program. When the command from the remote driving system cannot be received, the automatic driving mode is switched to the manual driving mode on the condition that the vehicle platform becomes immobile.

5. The vehicle control device according to claim 4, wherein: When the emergency stop switch is operated when the command from the remote driving system cannot be received, the processor switches from the automatic driving mode to the manual driving mode on the condition that the vehicle platform becomes immobile.

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