Vehicle

Abstract

The invention relates to a vehicle provided with a vehicle platform (VP) and an automatic driving kit (ADK). The VP includes a first control device, and the ADK includes a second control device. A vehicle control interface box (VCIB) provided in a VP includes a first computer configured to be capable of communicating with both a first control device and a second control device. The first computer detects an operation mode selected from options including an automatic mode and a manual mode, and records operation mode information indicating the detected operation mode. The first control device controls the vehicle on the basis of the operation mode detected by the VCIB. When the first computer is restarted, the first computer detects the selected operation mode on the basis of the operation mode information recorded immediately before the first computer is stopped.

Description

Technical Field

[0001] The present disclosure relates to autonomously driven vehicles. Background Art

[0002] Japanese Patent Application Laid-Open No. 2019-177807 discloses a vehicle having an autonomous driving kit installed on the roof.

[0003] As a vehicle that can be driven automatically, a vehicle that can operate in both automatic mode and manual mode is proposed. For example, it can be considered that in a vehicle that is operating in manual mode (manual driving), the user switches to automatic mode (automatic driving) as needed. Such a vehicle operates in manual mode in an initial state, and if the user switches to automatic mode, the operation in automatic mode begins. Therefore, if the computer that manages the operation mode of the vehicle is temporarily stopped due to certain circumstances (such as an internal abnormality of the computer or a power supply abnormality) when the vehicle is operating in automatic mode, the operation mode of the vehicle may return to manual mode due to the restart of the computer, resulting in the problem that the vehicle cannot continue to operate in automatic mode. Summary of the invention

[0004] The present disclosure is made to solve the above-mentioned problems, and its purpose is to enable the vehicle to continue operating in the automatic mode after restarting the computer when the computer managing the operation mode of the vehicle is temporarily stopped due to some circumstances while the vehicle is operating in the automatic mode.

[0005] A vehicle according to one embodiment of the present disclosure includes a vehicle platform and an autonomous driving kit that sends instructions for autonomous driving to the vehicle platform.

[0006] The vehicle platform includes a base vehicle including a first control device.

[0007] The autonomous driving kit includes a second control device that determines instructions related to autonomous driving control.

[0008] The vehicle platform further includes a vehicle control interface box including a first computer.

[0009] The first computer is configured to be able to communicate with both the first control device and the second control device. The first computer is configured to detect an action mode selected from options including an automatic mode in which the vehicle platform is under the control of the automatic driving kit and a manual mode in which the vehicle is under the control of the driver, and record action mode information indicating the detected action mode.

[0010] The first control device is configured to control the vehicle based on the operation mode detected by the vehicle control interface box.

[0011] The first computer is configured to detect the selected operating mode based on the operating mode information recorded immediately before the computer is stopped when the computer is restarted.

[0012] According to the present disclosure, when a computer that manages the operation mode of a vehicle is temporarily stopped due to some circumstances while the vehicle is operating in the automatic mode, the vehicle can continue the operation in the automatic mode after the computer is restarted. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Hereinafter, features, advantages, technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, in which like reference numerals represent like components, wherein:

[0014] Figure 1 It is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present disclosure.

[0015] Figure 2 It is used for Figure 1 The figure illustrates the structure and function of the vehicle control interface box.

[0016] Figure 3 This is a flowchart showing a method for managing an operation mode according to an embodiment of the present disclosure.

[0017] Figure 4 It is a timing chart showing a first operation example of the vehicle according to the embodiment of the present disclosure.

[0018] Figure 5 It is a timing chart showing a second operation example of the vehicle according to the embodiment of the present disclosure.

[0019] Figure 6 It is a timing chart showing a third operation example of the vehicle according to the embodiment of the present disclosure. DETAILED DESCRIPTION

[0020] Hereinafter, the embodiments of the present disclosure will be described in detail with reference to the accompanying drawings, wherein the same or corresponding parts in the drawings are denoted by the same reference numerals and their description will not be repeated.

[0021] Figure 1 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present disclosure. Figure 1, vehicle 1 includes VP (vehicle platform) 100 and ADK (autonomous driving kit) 200. VP100 includes VCIB (vehicle control interface box) 110 and a base vehicle 120. By adding VCIB110 to the base vehicle 120, VP100 capable of loading and unloading ADK200 is formed. Moreover, vehicle 1 is completed by installing ADK200 on VP100. The base vehicle 120 is, for example, a commercially available electric vehicle (EV). In this embodiment, a battery electric vehicle (BEV) is used as the base vehicle 120. However, this is not limiting, and the base vehicle 120 may also be an xEV other than BEV. In this embodiment, ADK200 is installed on the roof of the base vehicle 120. However, the installation position of ADK200 can be appropriately changed.

[0022] ADK200 includes an automatic driving system (hereinafter referred to as "ADS") 210 that performs various processes involved in automatic driving. ADS210 includes a computer component (hereinafter referred to as "ADSCOM") 211, a recognition sensor 212, a posture sensor 213, a sensor cleaner 216, and a human-machine interface (HMI) 218.

[0023] ADSCOM211 includes computer modules (hereinafter referred to as "ADC") 211A, 211B. Each of ADC211A, 211B has a processor and a storage device that stores autonomous driving software that utilizes the API described later, and is configured to be able to execute the autonomous driving software through the processor. The identification sensor 212 includes a sensor that obtains information representing the external environment of the vehicle 1 (hereinafter also referred to as "environmental information"). The identification sensor 212 may include at least one of a camera, a millimeter wave radar, and an optical radar. The posture sensor 213 obtains information related to the posture of the vehicle 1 (hereinafter also referred to as "posture information"). The posture sensor 213 may include various sensors that detect the acceleration, angular velocity, and position of the vehicle 1. HMI218 includes an input device and a reporting device.

[0024] The base vehicle 120 includes a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a body system 126. In this embodiment, each system includes an electronic control unit (hereinafter also referred to as "ECU").

[0025] VCIB110 is configured to communicate with both the base vehicle 120 and ADK200 via a communication bus. Their physical communication may be communication using a controller area network (CAN). In vehicle 1, the control system related to the behavior (driving / stopping / turning) of vehicle 1 has redundancy. ADC211A and 211B give instructions to the main control system and the sub-control system, respectively. VCIB110 includes a control unit (hereinafter referred to as the "first VCIB") 111A of the main control system and a control unit (hereinafter referred to as the "second VCIB") 111B of the sub-control system. The details will be described later, but in this embodiment, each control unit has a computer.

[0026] The brake system 121 includes a brake mechanism, an operation unit for receiving a brake operation from a driver, and brake control units 121A and 121B. The steering system 122 includes a steering mechanism, an operation unit for receiving a steering operation from a driver, and steering control units 122A and 122B. The powertrain system 123 includes a shifting device, a vehicle drive device, an EPB device, a P-Lock device, an EPB control unit 123A, a P-Lock control unit 123B, and a propulsion control unit 123C. "EPB" refers to an electric parking brake, and "P-Lock" refers to a parking lock. The shifting device determines a shift gear, and switches the propulsion direction and the speed change mode of the base vehicle 120 according to the determined shift gear. In addition to the shifting mechanism, the shifting device also includes an operation unit for receiving a shifting operation from a driver. The vehicle drive device applies propulsion force to the propulsion direction indicated by the shift gear. The vehicle drive device includes a drive battery and a travel motor that receives power supply from the drive battery. The vehicle drive device further includes an accelerator pedal that is operated by the driver to accelerate the vehicle 1. The P-Lock device includes an operation unit that receives a parking operation from the driver in addition to the parking lock mechanism and the actuator.

[0027] Figure 2 This is a diagram for explaining the structure and function of VCIB110. Figure 2 The first VCIB 111A includes a control microcomputer (control microcomputer) 11 and an application specific integrated circuit (ASIC: Application Specific Integrated Circuit) 12 .

[0028] The control microcomputer 11 includes a processor 11a and a storage device 11b. The control microcomputer 11 receives power supply from a battery 20. The battery 20 may be a driving battery included in the above-mentioned vehicle drive device, or may be a vehicle-mounted battery other than the driving battery (e.g., an auxiliary battery). A DC / DC converter may be provided between the control microcomputer 11 and the battery 20. The storage device 11b is, for example, a backup random access memory (RAM). The backup RAM is also generally referred to as a "standby RAM" or a "Retention RAM." The backup RAM receives power supply from a backup power supply. The backup RAM may be a non-volatile SRAM (NVSRAM) that is a static RAM (SRAM) that is given non-volatility by a backup power supply. The backup power supply may be the battery 20, or may be a vehicle-mounted battery other than the battery 20. A capacitor may also be provided to supply power to the storage device 11b when the backup power supply is momentarily interrupted.

[0029] ASIC12 includes a WDC (watchdog timer circuit). WDC is configured to detect a fixed-cycle clock signal input from the control microcomputer 11 and monitor the normal operation of the control microcomputer 11. When the clock signal is not input to ASIC12 within the timer period, ASIC12 (WDC) determines that the control microcomputer 11 is operating abnormally and outputs a reset signal to the control microcomputer 11. The control microcomputer 11 that receives the reset signal becomes a power-off state and restarts (microcomputer reset) after being reset. The control microcomputer 11 and ASIC12 communicate with each other via a serial peripheral interface (SPI). SPI communication is a synchronous serial communication that communicates data in synchronization with a clock. The control microcomputer 11 sends a TTF (time to failure) signal to ASIC12 via SPI communication. ASIC12 sends counter reset information to the control microcomputer 11 via SPI communication.

[0030] The second VCIB111B also includes a microcomputer (control microcomputer) 21 for control based on the control microcomputer 11. The control microcomputer 21 includes a processor and a storage device. The control microcomputer 21 is also similar to the control microcomputer 11, for example, receiving power supply from the battery 20. The control microcomputer 11 and the control microcomputer 21 communicate with each other via CAN. In addition, each of the control microcomputers 11 and 21 is configured to be able to communicate with both the base vehicle 120 and the ADK200 via CAN. In this embodiment, the various control devices possessed by the base vehicle 120 function alone or in combination as the "first control device" involved in the present disclosure. Each of ADC211A and 211B functions as the "second control device" involved in the present disclosure. In addition, the control microcomputers 11 and 21 are respectively equivalent to an example of the "first computer" and the "second computer" involved in the present disclosure.

[0031] In this embodiment, the communication between ADK200 and VCIB110 can use signals (API signals) defined according to the application program interface (API). ADK200 is configured to process various signals defined according to the API. ADK200 outputs various instructions to VCIB110 according to the API. Hereinafter, each of the above-mentioned various instructions output from ADK200 to VCIB110 will also be referred to as an "API instruction". API instructions include instructions related to automatic driving control. ADK200 (ADC211A, 211B) determines the value of the API instruction. In addition, ADK200 receives various signals indicating the status of the base vehicle 120 from VCIB110 according to the above-mentioned API. Hereinafter, each of the above-mentioned various signals received by ADK200 from VCIB110 will also be referred to as an "API status". Both API instructions and API status are equivalent to API signals.

[0032] In this embodiment, ADK200 uses the API commands described below.

[0033] The vehicle mode command is an API command requesting a transition to an automatic mode or a manual mode. ADK200 can use the vehicle mode command to select the operation mode (vehicle mode) of the vehicle 1. The propulsion direction command is an API command requesting a switch of the gear shift gear (R / D). The acceleration command is an API command indicating the acceleration of the vehicle. The acceleration command requests acceleration (+) and deceleration (-) in the direction indicated by the propulsion direction status described later. The immobilization command is an API command requesting the application or release of immobilization. The application of immobilization means making the EPB on (working state) and making the gear shift gear P (parking).

[0034] The above describes a portion of the API instructions used in the vehicle 1. VCIB110 receives various API instructions from ADK200. When VCIB110 receives an API instruction from ADK200, it converts the API instruction into a signal format executable by the control device of the base vehicle 120. Hereinafter, the API instruction converted into a signal format executable by the control device of the base vehicle 120 is also referred to as an "internal instruction". When VCIB110 receives an API instruction from ADK200, it outputs an internal instruction corresponding to the API instruction to the base vehicle 120.

[0035] Next, the API status will be described. The ADK 200 uses the API status described below to understand the state of the base vehicle 120, for example.

[0036] The vehicle mode status is the API status indicating the vehicle mode state. The operation modes (vehicle modes) of vehicle 1 include manual mode, automatic mode, and standby mode. Manual mode is an operation mode in which the vehicle is under the control of the driver (human). Automatic mode is an operation mode in which the vehicle platform (including the base vehicle) is under the control of the autonomous driving kit. Standby mode is an operation mode in which the movement of the vehicle is prohibited. The driver can select the desired operation mode through the on-board HMI. The base vehicle 120 selects the operation mode in consideration of the condition of vehicle 1 and the driver's choice. When the current operation mode is manual mode, automatic mode, or standby mode, the vehicle mode status outputs the corresponding values ​​"0", "1", and "2", respectively.

[0037] The propulsion direction status is the API status indicating the current gear. The travel direction status is the API status indicating the vehicle's travel direction. For the travel direction status, the value "0" is output when the vehicle is moving forward, the value "1" is output when the vehicle is moving backward, and the value "2 (Standstill)" is output when all wheels (4 wheels) indicate a speed of "0" for a specified time. The vehicle speed status is the API status indicating the longitudinal speed of the vehicle. The vehicle speed status outputs the absolute value of the vehicle speed. The immobilization status is the API status indicating the immobilized state.

[0038] The above describes a part of the API status used in the vehicle 1. The VCIB 110 receives various sensor detection values ​​and state determination results from the base vehicle 120, and outputs various API statuses indicating the state of the base vehicle 120 to the ADK 200. The VCIB 110 obtains the API status set with the value indicating the state of the base vehicle 120, and outputs the obtained API status to the ADK 200.

[0039] The vehicle 1 is further provided with a start switch 30, which accepts a user operation for switching the operation / stop of the control system of VP100 (including the control microcomputers 11 and 21, and various ECUs of the base vehicle 120). In general, the start switch of the vehicle is called a "power switch" or an "ignition switch". The user switches the control system of VP100 between on (operation) and off (stop) by operating the start switch 30. In addition, when the control system is shut down, the start switch 30 is in an off state. In this embodiment, the on (closed) and off (open) of the ignition relay (IGR) not shown are switched according to the state (operation or stop) of the start switch 30. The control microcomputer 11 is configured to be able to detect the state of the start switch 30 (the state of the IGR) and its own operating state. Hereinafter, the information indicating the operating state of the control microcomputer 11 is referred to as "internal IGR". The control microcomputer 11 sequentially obtains the internal IGR. When the control microcomputer 11 is in the power-on state, the internal IGR indicates that it is on (operation state). When the control microcomputer 11 is in the shutdown process or the power is off, the internal IGR indicates the off state (stop state). The control microcomputer 11 is started and the power is on by turning on the start switch 30. The control microcomputer 11 starts the shutdown process by turning off the start switch 30. When the shutdown process is completed, the control microcomputer 11 is turned off.

[0040] In this embodiment, the interface computer (hereinafter referred to as "IFCOM") included in VCIB110 detects the action mode selected from the options including a plurality of action modes (for example, manual mode, automatic mode and standby mode) and outputs it to the base vehicle 120. The control microcomputer 11 selects either the control microcomputer 11 or the control microcomputer 21 as the IFCOM. IFCOM converts the API instructions from ADK200 into internal instructions, and outputs the obtained internal instructions together with the above-mentioned action mode to the base vehicle 120. IFCOM uses the vehicle information from the base vehicle 120 to obtain the API status, and outputs the obtained API status to ADK200. The action mode is selected by, for example, any one of the user, the base vehicle 120 and ADK200. In addition, a server outside the vehicle can switch the action mode of the vehicle 1 as needed. The control device of the base vehicle 120 controls the vehicle 1 according to the action mode detected by IFCOM.

[0041] The control microcomputer 11 periodically detects the selected action mode and the state of the start switch 30 (working or stopped). Moreover, each time the action mode is detected, the control microcomputer 11 records the action mode information indicating the detected action mode in the storage device 11b. When the control microcomputer 11 is restarted, the control microcomputer 11 detects the selected action mode based on the action mode information recorded immediately before the stop. In addition, when both the detected state of the start switch 30 indicates working (the first requirement) and the detected action mode is the automatic mode (the second requirement) are satisfied, the control microcomputer 11 records the prescribed information (history information) in the storage device 11b, and when at least one of the first requirement and the second requirement is not satisfied, the control microcomputer 11 deletes the history information in the storage device 11b. The history information can be recorded by polling. Hereinafter, the state in which the storage device 11b stores the history information is referred to as "history valid", and the state in which the storage device 11b does not store the history information is referred to as "history invalid". The control microcomputer 11 determines whether the history is valid when restarting. When it is determined that the history record is valid, the ASIC 12 executes a CAN disconnection process after the control microcomputer 11 is restarted. In the CAN disconnection, the CAN output from the control microcomputer 11 is cut off. As a result, the communication between the control microcomputer 11 and the control microcomputer 21 is stopped.

[0042] When the automatic mode is selected and the control microcomputer 11 is restarted in a state where the start switch 30 indicates operation (is turned on), there is a high possibility that the stop of the control microcomputer 11 is an unintentional stop (for example, a stop caused by an internal abnormality of the control microcomputer 11 or a power supply abnormality), and there is a possibility that the control microcomputer 11 is damaged. In view of this, in the above-mentioned structure, the communication between the control microcomputer 11 and the control microcomputer 21 is stopped so that the control microcomputer 21 is not affected by the control microcomputer 11. According to such a structure, even if an abnormality occurs in the control microcomputer 11, the control microcomputer 21 is easy to operate normally.

[0043] During the period when the communication between the control microcomputer 11 and the control microcomputer 21 is stopped, the control microcomputer 11 selects the control microcomputer 21 as the IFCOM. On the other hand, when the control microcomputer 11 is started in a normal state after the communication between the control microcomputer 11 and the control microcomputer 21 is stopped, the control microcomputer 11 cancels the stop of the communication (CAN disconnection) and selects the control microcomputer 11 as the IFCOM. The IFCOM periodically detects the selected operation mode, and outputs the detected operation mode to the control device of the base vehicle 120 each time the operation mode is detected. The control microcomputer 21 may also have a non-volatile storage device like the control microcomputer 11. The restarted control microcomputer 21 can detect the selected operation mode based on the operation mode information recorded in the storage device just before the stop. The base vehicle 120 recognizes the selected operation mode based on the information from the IFCOM (VCIB110). While the operation mode is not output from the VCIB 110 to the base vehicle 120, the base vehicle 120 may recognize that the selected operation mode is the manual mode, and activate the active safety system 125 to perform deceleration control of the vehicle 1 through the active safety system 125. Alternatively, the base vehicle 120 reports to the driver that the vehicle 1 is operating in the manual mode. Hereinafter, the information indicating the selected operation mode is referred to as "internal VEMDST". The base vehicle 120 sequentially obtains the internal VEMDST and controls the vehicle 1 based on the latest internal VEMDST.

[0044] According to the above configuration, the IFCOM that manages the operation mode of the vehicle 1 is switched according to the situation. Specifically, when there is a possibility that the control microcomputer 11 is damaged, the control microcomputer 21 can operate as an IFCOM. Since both the control microcomputer 11 and the control microcomputer 21 can function as IFCOM, the reliability of the VCIB 110 is increased.

[0045] Figure 3 This is a flowchart showing the processing involved in the management of the action mode executed by the control microcomputer 11. Hereinafter, each step in the flowchart is referred to as "S". If the control microcomputer 11 is started in a normal state, the control microcomputer 11 is selected as IFCOM, and the processing flow of S10 and immediately thereafter (hereinafter referred to as "S10 flow") is started.

[0046] In S10, the state of the start switch 30 (the state of the IGR) and the current operation mode (the selected operation mode) are detected, and the detection result is recorded in the storage device 11b. Thus, the operation mode information representing the detected operation mode is recorded in the storage device 11b. In the following S11, the control microcomputer 11 determines whether the ignition relay (IGR) is in the on state. The IGR is in the on state ("Yes" in S11), which means that the first requirement is satisfied. In S12, the control microcomputer 11 determines whether the operation mode detected in S10 is the automatic mode. The detected operation mode is the automatic mode ("Yes" in S12), which means that the second requirement is satisfied. When both the first requirement and the second requirement are satisfied ("Yes" in both S11 and S12), the control microcomputer 11 sets the history record to be valid in S13. Then, the processing enters S21. When the first requirement is satisfied but the second requirement is not satisfied ("Yes" in S11 and "No" in S12), the control microcomputer 11 sets the history record invalid in S14. Then, the process proceeds to S21. When the first requirement is not satisfied ("No" in S11), the control microcomputer 11 sets the history record invalid in S15. Then, the process proceeds to S30.

[0047] In S21, the control microcomputer 11 obtains the current internal IGR and determines whether the obtained internal IGR indicates disconnection. When the internal IGR indicates being connected ("No" in S21), the control microcomputer 11 is likely to be normal, so the processing returns to S10. In this case, the control microcomputer 11 executes the S10 process and acts as an IFCOM. On the other hand, when the internal IGR indicates being disconnected in a state where the first requirement is satisfied ("Yes" in S21), the control microcomputer 11 stops due to certain circumstances. In this case, the control microcomputer 11 recovers (restarts) in the subsequent S22. And, the recovered control microcomputer 11 detects the current action mode (selected action mode) in the subsequent S23 based on the action mode information recorded in S10 just before stopping, and sends the detected action mode to the control microcomputer 21. In the subsequent S24, the control microcomputer 11 determines whether the historical record is valid. When it is determined that the historical record is invalid ("No" in S24), the processing returns to S10. On the other hand, when it is determined that the historical record is valid ("Yes" in S24), the processing enters S25. In S25, the control microcomputer 11 selects the control microcomputer 21 as the IFCOM. As a result, the second VCIB111B becomes active and the first VCIB111A becomes inactive. That is, the control microcomputer 21 acts as the IFCOM instead of the control microcomputer 11. In the subsequent S26, ASIC12 performs CAN disconnection processing based on the signal from the control microcomputer 11. As a result, the communication between the control microcomputer 11 and the control microcomputer 21 stops. Then, the processing returns to S10. The control microcomputer 11 continues the S10 process in an inactive state.

[0048] When the automatic mode is detected in S23, the control microcomputer 21 that becomes activated by the processing of S25 causes the vehicle 1 to operate in the automatic mode. The control microcomputer 21 can also perform parking control (safety stop control) of the vehicle 1 in accordance with the instructions from ADK200 in the automatic mode. Moreover, after the vehicle 1 stops, the control microcomputer 21 can restart the control system. Alternatively, the control microcomputer 21 can request the user to operate the start switch 30 for restarting the control system. Thereby, the control system of the vehicle 1 (including the control microcomputer 11) is restarted. However, it is not limited to this, and the control microcomputer 21 that becomes activated can also cause the vehicle 1 to continue traveling in the automatic mode. The control microcomputer 21 can, for example, perform the same automatic driving control as the control microcomputer 11, or an automatic driving control that is more restricted than it. The restriction can be a speed limit.

[0049] Regardless of whether the control microcomputer 11 is in an activated or inactivated state, if the start switch 30 is turned off by the user, it is judged as "No" in S11, and the control microcomputer 11 performs the shutdown process in S30. If the shutdown process is completed, the control microcomputer 11 becomes a power-off state, and the S10 process ends. Then, for example, if the start switch 30 is turned on and the control microcomputer 11 is restarted, the control microcomputer 11 starts the processing flow of S51 and thereafter (hereinafter referred to as "S51 process"). In S51, the control microcomputer 11 determines whether the control microcomputer 11 is started in a normal state. In the case where the control microcomputer 11 is started in a normal state ("Yes" in S51), the control microcomputer 11 selects the control microcomputer 11 as an IFCOM in S52. As a result, the first VCIB 111A becomes activated and the second VCIB 111B becomes inactivated. That is, the control microcomputer 11 acts as an IFCOM. In the subsequent S53, the CAN disconnection performed by ASIC12 is released based on the signal from the control microcomputer 11. When ASIC12 does not perform CAN disconnection, the control microcomputer 11 performs CAN communication. In this way, communication between the control microcomputer 11 and the control microcomputer 21 can be performed. On the other hand, in the case where the control microcomputer 11 is started in an abnormal state ("No" in S51), the control microcomputer 21 is selected as IFCOM in S54, and the CAN disconnection processing is performed in S55, similar to the above-mentioned S25 and S26. If the processing of S53 or S55 is executed, the S51 process ends. Then, the started control microcomputer 11 starts the S10 process.

[0050] Below, use Figures 4 to 6 The functions and effects of the vehicle 1 according to this embodiment will be described. Figure 4 as well as Figure 5 In FIG. 1 , the operations of the vehicle 1 (example) according to the embodiment are compared with the operations of a vehicle that is always started in the manual mode (hereinafter referred to as a “comparative example”). Figures 4 to 6 In each of the above, lines L11 to L17 indicate the state transition of the control microcomputer 11. Specifically, line L11 indicates the presence or absence of power supply to the control microcomputer 11, line L12 indicates the IGR state, line L13 indicates the internal IGR, line L14 indicates whether the history record is valid / invalid, line L15 indicates the clock signal for WDC, line L16 indicates the TTF signal, and line L17 indicates whether the CAN is disconnected. In addition, line L20 indicates the internal VEMDST of the embodiment. Line L20A indicates the internal VEMDST of the comparative example.

[0051] Figure 4 2 is a timing chart showing a first operation example of the vehicle according to the present embodiment. Figure 4As shown by line L15, if the WDC detects an abnormality (internal abnormality of the control microcomputer 11), the control microcomputer 11 restarts by resetting the microcomputer. If a microcomputer reset occurs while the vehicle 1 is operating in the automatic mode, the control microcomputer 11 restarts with the history record valid. Therefore, after the restart, the execution Figure 3 The processing of S25 and S26 is performed. As a result, IFCOM is switched from the control microcomputer 11 to the control microcomputer 21. Therefore, as shown by line L20, the vehicle 1 automatically restarts (continues) the operation in the automatic mode.

[0052] Figure 5 2 is a timing chart showing a second operation example of the vehicle according to the present embodiment. Figure 5 As shown by line L11, if a momentary interruption of power supply occurs when the vehicle 1 is operating in the automatic mode (power supply failure of the control microcomputer 11), the control microcomputer 11 restarts with the history record valid. Therefore, after the restart, the execution Figure 3 The processing of S25 and S26 is performed. As a result, IFCOM is switched from the control microcomputer 11 to the control microcomputer 21. Therefore, as shown by line L20, the vehicle 1 automatically restarts (continues) the operation in the automatic mode.

[0053] In contrast, in the comparative example, if the computer managing the operation mode of the vehicle is temporarily stopped due to some circumstances (such as an internal abnormality of the computer or a power supply abnormality) while the vehicle is operating in the automatic mode, Figure 4 as well as Figure 5 As shown by line L20A, the operation mode of the vehicle returns to the manual mode due to the restart of the computer.

[0054] Figure 6 2 is a timing chart showing a third operation example of the vehicle according to the present embodiment. Figure 6 As shown by line L11, if the battery 20 is replaced (installed or removed) while the vehicle 1 is operating in the manual mode, the control microcomputer 11 restarts with the history record invalid. Figure 3 After the control microcomputer 11 is restarted, the vehicle 1 operates in the manual mode. In this way, when the control microcomputer 11 is temporarily stopped due to some circumstances, after the control microcomputer 11 is restarted, the vehicle 1 continues to operate in the operation mode immediately before the stop.

[0055] The vehicle 1 according to this embodiment records the operation mode information in the backup RAM ( Figure 3S10 of FIG. 11 ). By using the backup RAM as the storage device 11b, even after the control microcomputer 11 is restarted, the action mode information recorded in the backup RAM immediately before the control microcomputer 11 is stopped is retained. Compared with a non-volatile memory such as a flash memory, the backup RAM has the advantage of a fast access speed. In addition, the information stored in the backup RAM can be read out at any time from just after the control microcomputer 11 is started, and can be initialized as needed. However, this is not limited to this, and as the storage device 11b, for example, a non-volatile memory such as a flash memory can also be used.

[0056] The embodiments disclosed herein are illustrative and non-restrictive in all respects. The technical scope of the present disclosure is not the description of the above-mentioned embodiments, but is shown by the scope of protection requested by the present application, and is intended to include all changes within the scope and the meaning equivalent to the scope of protection requested by the present application.

Claims

1. A vehicle comprising a vehicle platform and an autonomous driving kit for sending instructions for autonomous driving to the vehicle platform, wherein: The vehicle platform includes a base vehicle including a first control device, The automatic driving kit includes a second control device for determining instructions related to automatic driving control. The vehicle platform further includes a vehicle control interface box including a first computer configured to be able to communicate with both the first control device and the second control device. The first computer detects an action mode selected from options including an automatic mode in which the vehicle platform is under the control of the automatic driving kit and a manual mode in which the vehicle is under the control of the driver, and records action mode information indicating the detected action mode, The first control device is configured to control the vehicle according to the operation mode detected by the vehicle control interface box. The first computer detects the selected operating mode based on the operating mode information recorded immediately before the first computer is stopped when the computer is restarted.

2. The vehicle according to claim 1, wherein: The vehicle further includes a start switch that receives a user operation for switching the control system on and off. The vehicle control interface box further comprises a second computer communicating with the first computer. The first computer detects the state of the start switch and records history information when the detected operation mode is the automatic mode and the detected state of the start switch indicates operation. If the history information is recorded immediately before the first computer is stopped, communication between the first computer and the second computer is stopped after the first computer is restarted.

3. The vehicle according to claim 2, wherein: The second computer is configured to be able to communicate with both the first control device and the second control device. The first computer is configured to select either the first computer or the second computer as an interface computer. The interface computer detects the selected action mode and outputs it to the first control device. During a period when communication between the first computer and the second computer is stopped, the first computer selects the second computer as the interface computer, When the first computer is started up in a normal state after the communication between the first computer and the second computer is stopped, the first computer cancels the stop of the communication and selects the first computer as the interface computer.

4. The vehicle according to claim 3, wherein: The first control device is configured to send vehicle information related to the base vehicle to the vehicle control interface box, In the communication between the second control device and the vehicle control interface box, an API signal defined according to an application programming interface (API) is used. The API signal includes an API command indicating a command for the base vehicle and an API status indicating a status of the base vehicle. The interface computer is configured to convert the API command from the second control device into a signal executable by the first control device and transmit the converted signal to the first control device. The interface computer is configured to obtain the API status using the vehicle information from the first control device and transmit the obtained API status to the second control device.

5. The vehicle according to any one of claims 1 to 4, wherein: The first computer is configured to record the operation mode information in a backup random access memory.

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