Storage medium

Abstract

The present invention relates to a storage medium in which a vehicle control program is stored, the vehicle control program being executed by a VCIB connected between a DS and a VP that performs automatic driving according to an instruction from the DS. The VCIB is provided with: a memory in which a program including a predetermined API defined for each signal is stored; and a processor that controls the VP in accordance with an instruction from the DS by execution of a program. The VCIB has a manual / automatic mode. The VP is capable of receiving a manual driving operation in the manual mode, and is capable of receiving a command from the DS in the automatic mode. A vehicle control program causes a processor to execute: a step for executing, on the condition that a VCIB and a DS become unable to communicate, a process for starting evacuation travel pertaining to an ICM different from the VCIB; and a step for switching from the automatic mode to the manual mode on the condition that the evacuation travel related to the ICM is started.

Description

Technical Field

[0001] The present disclosure relates to a storage medium, and in particular to a storage medium that stores a vehicle control program executed by a vehicle control device connected between an autonomous driving system and a vehicle platform that performs autonomous driving based on 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 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 the system of Japanese Patent Laid-Open No. 2019-177807, a vehicle control device is provided that receives control information from an information processing device. In addition, there is a case where a travel control device that receives instructions from the vehicle control device to control the travel of the vehicle is provided separately from the vehicle control device. It can be considered that when the vehicle performs evasive travel, the travel control device controls the evasive travel. It can be considered that in the control of the evasive travel performed by the travel control device, the control of the evasive travel and the control corresponding to the control request from the vehicle control device will interfere. 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 program that can prevent the control of evacuation travel performed by a travel control device from interfering with the control in response to a control request from a vehicle control device.

[0005] The storage medium involved in the present disclosure stores a vehicle control program executed by a vehicle control device connected between an autonomous driving system and a vehicle platform, and the vehicle platform performs autonomous driving according to instructions from the autonomous driving system.

[0006] The vehicle control device has:

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

[0008] The processor 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 can accept manual driving operations in manual driving mode and can accept instructions from the autonomous driving system in autonomous driving mode.

[0011] The vehicle control program causes the processor to perform the following steps:

[0012] A step of executing a process for starting evacuation travel involving a travel control device different from the vehicle control device, on the condition that the vehicle control device and the automatic driving system become unable to communicate; and

[0013] A step of switching from the automatic driving mode to the manual driving mode on the condition that the evacuation driving involving the driving control device has started.

[0014] According to such a configuration, the vehicle mode of the vehicle control device is switched from the automatic driving mode to the manual driving mode under the condition that the evacuation driving involved in the driving control device is started. Therefore, no control request is issued from the vehicle control device to the driving control device. As a result, a vehicle control program can be provided that can prevent the control of the evacuation driving involved in the driving control device from interfering with the control corresponding to the control request from the vehicle control device. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] 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:

[0016] Figure 1 It is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present disclosure.

[0017] Figure 2 This is a diagram showing a control system inside a vehicle.

[0018] Figure 3 : is a flowchart showing the flow of limp side handling executed by the VCIB.

[0019] Figure 4A This is a diagram for explaining the transition of the steering angle control when the communication between the DS and the VCIB is interrupted.

[0020] Figure 4B This is a diagram for explaining the transition of the steering angle control when the communication between the DS and the VCIB is interrupted. DETAILED DESCRIPTION

[0021] 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.

[0022] Figure 1 1 is a diagram showing a schematic configuration of a vehicle 1 according to an embodiment of the present disclosure. Figure 1, the vehicle 1 has a vehicle platform (VP) 100 and an automatic driving module 200. The automatic driving module 200 functions as both an automatic driving kit (ADK: Autonomous Driving Kit) for autonomous driving (i.e., automatic driving of the vehicle alone) and a remote driving kit (RDK: Remote Driving Kit) for remote driving (i.e., automatic driving based on signals from outside the vehicle). In autonomous driving, the vehicle 1 can travel alone. The vehicle 1 can travel according to autonomous driving without receiving instructions from the outside of the vehicle 1 or from the person (driver) in the vehicle. Autonomous driving can be automatic driving generally referred to as "full automatic driving". In remote driving, the vehicle 1 can travel without receiving instructions from the person (driver) in the vehicle. The vehicle 1 in remote driving can travel based on instructions from a device outside the vehicle, or based on remote operation performed by a person outside the vehicle. The driving plan for remote driving can be generated by the vehicle 1 based on signals from outside the vehicle, or it can be generated outside the vehicle 1 (e.g., cloud CL). In this embodiment, in either autonomous driving or remote driving, the vehicle 1 generates a driving plan for automatic driving.

[0023] The control system of the vehicle 1 according to this embodiment includes a remote cockpit 500 outside the vehicle 1. The remote cockpit 500 includes a control device 510, a display device 520 that displays the environment of the vehicle 1 (e.g., the surrounding scenery and the road on which the vehicle is traveling), and an input device 530 that accepts remote operations (e.g., driving operations for traveling and operations of the vehicle body system). The remote cockpit 500 may have a driving position according to a general vehicle. The user can monitor / operate the vehicle 1 from a remote location by using the remote cockpit 500. The control device 510 of the remote cockpit 500 communicates with the vehicle 1 through a communication system (including a cloud CL). The cloud CL has a computer function and communicates with both the remote cockpit 500 and the vehicle 1. The cloud CL transmits a signal based on the remote operation of the input device 530 to the vehicle 1. In addition, the cloud CL transmits a signal based on information from the vehicle 1 to the remote cockpit 500. In this embodiment, the user (human) operates the vehicle 1 through the input device 530. However, this is not limited to this, and the vehicle 1 may be remotely operated from the outside of the vehicle by artificial intelligence (AI) instead of humans. Among them, the cloud CL can keep the latest map information and traffic information. In order to reduce the amount of data processed in the cloud CL or to shorten the delay time in remote driving, edge computing technology can also be used.

[0024] VP100 includes a vehicle control interface box (hereinafter referred to as "VCIB") 110 and a base vehicle 120. By adding VCIB110 to the base vehicle 120, VP100 is formed to which the autonomous driving module 200 can be loaded and unloaded. In addition, the vehicle 1 is completed by installing the autonomous driving module 200 on VP100. VCIB110 is configured to communicate with both the base vehicle 120 and the autonomous driving module 200 via a communication bus. In this embodiment, the autonomous driving module 200 is installed on the roof of the base vehicle 120. However, the installation position of the autonomous driving module 200 can be appropriately changed.

[0025] The base vehicle 120 is, for example, a commercially available x electric vehicle (EV: electrified vehicle). In this embodiment, a battery electric vehicle (BEV) is used as the base vehicle 120. However, it is not limited to this, and the base vehicle 120 may also be an xEV other than BEV. The base vehicle 120 includes an integrated control manager (ICM: Integrated Control Manager) 130, various systems and various sensors (wheel speed sensors 127A, 127B, steering angle sensor 127C, etc.) for controlling the base vehicle 120, and a human-machine interface (HMI) 128. ICM130 functions as a control device. ICM130 comprehensively controls various systems related to the operation of the base vehicle 120 based on the detection results of the on-board sensors. HMI128 includes an input device and a reporting device. HMI128 may also include a navigation system.

[0026] Figure 2 2 is a diagram showing a control system inside the vehicle 1. Figure 1 and Figure 2 The automatic driving module 200 includes an automatic driving system (hereinafter referred to as "DS") 210 for performing automatic driving of the vehicle 1. The DS 210 includes a computer component (hereinafter referred to as "DSCOM") 211, a recognition sensor 212, a posture sensor 213, a sensor cleaner 216, and a human-machine interface (HMI) 218.

[0027] DSCOM211 includes a first computer module (hereinafter referred to as "the first CM") 211A and a second computer module (hereinafter referred to as "the second CM") 211B. Each of the first CM211A and the second CM211B has a processor and a storage device storing autonomous driving software that utilizes an API described later, and is configured to be able to execute the autonomous driving software through the processor. DSCOM211 switches between autonomous driving and remote driving according to the value of a driving ID described later. In detail, if the value of the driving ID is "ADK", DSCOM211 outputs instructions related to autonomous driving, and if the value of the driving ID is "RDK", DSCOM211 outputs instructions related to remote driving. The instructions from DSCOM211 are transmitted to VP100 via VCIB110.

[0028] The identification sensor 212 includes a sensor for obtaining information (environmental information) representing the external environment of the vehicle 1. The identification sensor 212 may include at least one of a camera, a millimeter wave radar, and a laser radar. The posture sensor 213 obtains information (posture information) related to the posture of the vehicle 1. The posture sensor 213 may include various sensors for detecting the acceleration, angular velocity, and position of the vehicle 1. The HMI 218 includes an input device and a reporting device.

[0029] 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").

[0030] In vehicle 1, the control systems related to the behavior (driving / stopping / turning) of vehicle 1 have redundancy. The first CM 211A and the second CM 211B give instructions to the main control system and the sub-control system respectively. VCIB 110 includes a control unit (hereinafter referred to as the "first VCIB") 111A for the main control system and a control unit (hereinafter referred to as the "second VCIB") 111B for the sub-control system. Each control unit may include a computer with a processor and a storage device. The first VCIB 111A and the second VCIB 111B may communicate with each system directly or through Figure 1 An ICM 130 is shown in communication with various systems.

[0031] 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 includes a battery, a travel motor that receives power supply from the battery, and an operation unit for receiving an acceleration operation from the driver, and provides a surplus propulsion force in the propulsion direction indicated by the shift gear. The P-Lock device includes a parking lock mechanism and an actuator, and also includes an operation unit that receives a parking operation from a driver.

[0032] The active safety system 125 includes a pre-collision safety (PCS) system. The PCS system prevents collisions when it is determined that the vehicle 1 has a risk of collision. The ECU of the active safety system 125 determines the possibility of collision with the vehicle 1 while it is traveling. The base vehicle 120 is equipped with a camera 129A and radar sensors 129B and 129C ( Figure 1 The ECU of the active safety system 125 uses the signals received from the camera 129A and the radar sensors 129B and 129C to determine whether there is a risk of collision. If it is determined that there is a risk of collision, the ECU activates the PCS.

[0033] In this embodiment, the communication between DS210 and VCIB110 can use signals (API signals) defined according to the application program interface (API). DS210 is configured to process various signals defined according to the API. DS210 outputs various instructions to VCIB110 according to the API. Hereinafter, each of the above-mentioned various instructions output from DS210 to VCIB110 will also be referred to as an "API instruction". In addition, DS210 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 DS210 from VCIB110 will also be referred to as an "API status". Both API instructions and API status are equivalent to API signals.

[0034] In this embodiment, DS210 uses the API instructions described below. The vehicle mode instruction is an API instruction requesting migration to automatic mode or manual mode. The automatic mode and manual mode will be described later. The propulsion direction instruction is an API instruction requesting the switching of the gear (R / D). The acceleration instruction is an API instruction indicating the acceleration of the vehicle. The acceleration instruction requests acceleration (+) and deceleration (-) in the direction indicated by the propulsion direction status described later. The immobilization instruction is an API instruction requesting the application or release of immobilization. The application of immobilization means making the EPB on (working state) and making the gear P (parking).

[0035] The above is a description of some of the API commands used in the vehicle 1. The VCIB 110 receives various API commands from the DS 210. When the VCIB 110 receives an API command from the DS 210, it converts the API command into a signal format executable by the control device of the base vehicle 120. Hereinafter, the API command converted into a signal format executable by the control device of the base vehicle 120 is also referred to as an "internal command". When the VCIB 110 receives an API command from the DS 210, it outputs an internal command corresponding to the API command to the base vehicle 120.

[0036] Next, the API status will be described. The DS 210 uses, for example, the API status described below to understand the state of the base vehicle 120 .

[0037] The vehicle mode status is the API status indicating the vehicle mode status. The vehicle mode includes manual mode and automatic mode. Manual mode is a vehicle mode in which the vehicle is under the control of the driver (human). Automatic mode is a vehicle mode in which the vehicle platform (including the base vehicle) is under the control of the autonomous driving kit. In the initial state, the vehicle mode becomes manual mode. The driver can select the desired vehicle mode through the in-vehicle HMI.

[0038] The propulsion direction status is the API status of the current gear. The travel direction status is the API status of the vehicle's travel direction. The vehicle speed status is the API status of the longitudinal speed of the vehicle, and the absolute value of the vehicle speed is output. The immobilization status is the API status of the immobilization state (for example, the state of EPB and shift P).

[0039] The driving identification status (hereinafter referred to as "driving ID") is an API status indicating whether the communication between DS210 (DSCOM211) and VCIB110 (first VCIB111A and second VCIB111B) is for autonomous driving or for remote driving. The driving ID outputs a value "ADK" in autonomous driving and a value "RDK" in remote driving. Such a driving ID makes it easy to take both autonomous driving and remote driving into consideration.

[0040] 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 DS 210. 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 DS 210.

[0041] In the above-mentioned vehicle 1, a VCIB 110 is provided to receive control information from the DS 210. In addition, an ICM 130 is provided separately from the VCIB 110 to receive instructions from the VCIB 110 and control the travel of the vehicle. It is considered that when the evacuation travel of the vehicle 1 is executed, the ICM 130 controls the evacuation travel. It is considered that in the control of the evacuation travel by the ICM 130, the control of the evacuation travel and the control corresponding to the control request from the VCIB 110 interfere with each other.

[0042] In view of this, the program for vehicle control executed by VCIB110 causes the processor of VCIB110 to perform the following steps: a step of executing a process for starting evasive driving involving ICM130 different from VCIB110, conditional on the inability to achieve communication between VCIB110 and DS210; and a step of switching from the automatic driving mode to the manual driving mode, conditional on the start of evasive driving involving ICM130.

[0043] Thus, the vehicle mode of VCIB110 is switched from the automatic driving mode to the manual driving mode on the condition that the evacuation driving involving ICM130 is started. Therefore, no control request is issued from VCIB110 to ICM130. As a result, the control of the evacuation driving involving ICM130 and the control corresponding to the control request from VCIB110 can be prevented from interfering.

[0044] Figure 3 1 is a flowchart showing the flow of limp aside relationship processing executed by the VCIB 110. Figure 3The processing program is stored in the storage device of the first VCIB111A, and is called and executed by the processor of the first VCIB111A from the upper processing according to a predetermined cycle. In addition, it is assumed here that the processing program is executed by the first VCIB111A, but it can also be executed by the second VCIB111B, or by both.

[0045] The processor of the first VCIB 111A determines whether the vehicle is in the automatic driving mode according to the RDK (S111). If the vehicle is not in the automatic driving mode according to the RDK (No in S111), the processor of the first VCIB 111A returns the executed processing to the upper processing.

[0046] On the other hand, when it is determined that the automatic driving mode involved in the RDK is in progress ("Yes" in S111), the processor of the first VCIB111A determines whether the communication between the DS210 and the first VCIB111A is interrupted (S112). When it is determined that the communication is interrupted ("Yes" in S112), the processor determines whether the communication between the DS210 and the second VCIB111B is interrupted (S113).

[0047] When it is determined that the communication between DS210 and the 1st VCIB111A is not interrupted ("No" in S112), or when it is determined that the communication between DS210 and the 2nd VCIB111B is not interrupted ("No" in S113), the processor of the 1st VCIB111A controls the steering system 122 (S117) via ICM130 in such a manner that the 1st VCIB111A and the 2nd VCIB111B perform steering angle control corresponding to the instruction from the RDK, and causes the executed processing to enter S121.

[0048] When it is determined that the communication between DS210 and the second VCIB111B is interrupted ("Yes" in S113), the processor determines whether it is before the start of RDK limp-side control (S114). RDK limp-side control is a control used to make the vehicle 1 properly retreat and automatically park when the RDK control fails. When it is determined that it is before the start of RDK limp-side control ("Yes" in S114), the processor controls the steering system 122 via ICM130 in such a way that the first VCIB111A and the second VCIB111B maintain the final actual steering angle before the communication is interrupted (S116), and the executed processing enters S121. When it is determined that it is not before the start of RDK limp-side control ("No" in S114), the executed processing enters S121.

[0049] Figure 4A and Figure 4BThis is a diagram for explaining the transition of the steering angle control when the communication between the DS 210 and the VCIB 110 is interrupted. Figure 4A This is a diagram showing a situation where any control unit does not perform steering angle control after communication interruption and before the start of RDK limp side control. Figure 4B 1 is a diagram showing the situation where the VCIB 110 performs steering angle control after the communication is interrupted and before the start of the RDK limp side control. Figure 4A as well as Figure 4B In the figure, the horizontal axis is the time axis. Figure 4A as well as Figure 4B The upper graph of each indicates the change of the steering angle, and the lower graph indicates the value of the lateral ID indicating whether the steering instruction is output from the VCIB 110. If the value of the lateral ID is 41, the steering instruction is output from the VCIB 110, and if it is 0, the steering instruction is not output from the VCIB 110. In the graphs indicating the change of the steering angle, the upper graph indicates the steering angle requested by the RDK, and the lower graph indicates the current actual steering angle.

[0050] Reference Figure 4A After the communication is interrupted due to the disconnection of the two buses connecting DS210 and VCIB110 (although not an actual disconnection, it is the same as a disconnection), when none of the control units performs steering angle control before the start of the RDK limp side control, the steering angle will return to the straight-ahead direction due to the self-centering effect for the vehicle 1 to move forward. In the figure, it returns slightly from the left to the center. However, the return method of the steering angle is not constant according to the original steering angle and the vehicle speed, as shown in the figure. Therefore, it is difficult to determine what steering angle should be the initial indicated steering angle when starting the steering angle control involving ICM130. For example, in the case where the steering angle initially indicated by ICM130 is the final actual steering angle when the communication is interrupted, since the actual steering angle has deviated from the final actual steering angle, the turning behavior of the vehicle 1 in order to return the steering angle becomes inflexible.

[0051] On the other hand, refer to Figure 4B After the communication is interrupted due to the disconnection of the two buses connecting the DS210 and the VCIB110, when the VCIB110 performs the steering angle control before the start of the RDK limp side control, in the present disclosure, the VCIB110 continues the control by keeping the value of the lateral ID unchanged at 41. Moreover, the VCIB110 performs the control in a manner that maintains the final actual steering angle when the communication is interrupted. For example, when the steering angle initially indicated when the steering angle control performed by the ICM130 is started is used as the final actual steering angle when the communication is interrupted, the turning behavior of the vehicle 1 becomes smoother because the actual steering angle is maintained.

[0052] Back to Figure 3 , the processor of the first VCIB111A determines whether it is in RDK limp-side control (S121). When it is determined that it is in RDK limp-side control ("Yes" in S121), the processor does not perform steering control (S122). That is, since ICM130 performs limp-side control regardless of the control from VCIB110, VCIB110 does not perform steering control in order not to interfere with the control.

[0053] Next, the processor determines whether the vehicle is being decelerated through the ICM 130 ( S123 ). If the ICM 130 determines that the vehicle is not being decelerated (“No” in S123 ), the processor determines whether the vehicle is being stopped through the ICM 130 ( S124 ).

[0054] When the ICM 130 determines that the vehicle is in deceleration mode (YES in S123 ) or in stop holding mode (YES in S124 ), the processor of the first VCIB 111A switches the vehicle mode from the automatic mode to the manual mode ( S125 ).

[0055] When it is determined that the vehicle is not in RDK limp-side control ("No" in S121), when it is determined that the vehicle is not in parking hold processing ("No" in S124), or after S125, the processor of the first VCIB111A returns the executed processing to the upper processing.

[0056] Modifications

[0057] (1) In the above-mentioned embodiment, if Figure 3 As shown in S111 of FIG. 1 , when the automatic mode is in the RDK, the processing after S112 is executed. However, the present invention is not limited thereto, and when the automatic mode is in the ADK, the processing after S112 may also be executed.

[0058] (2) In the above embodiment, the ICM 130 executes the RDK limp-side control. However, the present invention is not limited thereto, and the above disclosure can be applied even when the RDK limp-side control is executed by a control device different from the VCIB 110 .

[0059] (3) In the above-mentioned embodiment, if Figure 3As shown in S115 of FIG. 1 , before starting the RDK limp-side control, the final actual steering angle is maintained by VCIB 110. However, this is not limited to this, and the steering angle may be controlled by VCIB 110 according to a prescribed function. The prescribed function may be, for example, a function in which the steering angle decreases in proportion to time.

[0060] Summarize

[0061] (1) Figure 1 to Figure 3 As shown, the vehicle control program is executed by VCIB110 connected between DS210 and VP100 which performs automatic driving according to the instruction from DS210. Figure 1 as well as Figure 2 As shown, VCIB110 includes: a memory storing a program including a predetermined API defined for each signal; and a processor controlling VP100 according to instructions from DS210 by executing the program. Figure 2 As shown, the VCIB 110 has a manual mode and an automatic mode as vehicle modes. Figure 2 As shown in FIG. 1 , VP100 can accept manual driving operations in manual mode and can accept instructions from DS210 in automatic mode. Figure 3 As shown, the vehicle control program causes the processor to execute the following steps: steps for executing processing for starting evacuation travel involving ICM130 different from VCIB110 on the condition that VCIB110 and DS210 become unable to communicate (for example, S112, S113, S116); and steps for switching from automatic mode to manual mode on the condition that evacuation travel involving ICM130 is started (for example, S121, S125).

[0062] Thus, the vehicle mode of VCIB110 is switched from the automatic mode to the manual mode on the condition that the evacuation travel involving ICM130 is started. Therefore, no control request is issued from VCIB110 to ICM130. As a result, the control of the evacuation travel involving ICM130 and the control corresponding to the control request from VCIB110 can be prevented from interfering with each other.

[0063] (2) Figure 3 As shown, the vehicle control program may cause the processor to execute the following steps: the steps of switching from the automatic mode to the manual mode (for example, S121 to S125) on the condition that the ICM 130 starts the evacuation travel and is in the deceleration process or the stop holding process.

[0064] Thus, the vehicle mode of VCIB110 is switched from automatic mode to manual mode under the condition that evacuation travel involving ICM130 is started and the vehicle is decelerating or stopping. As a result, control of evacuation travel involving ICM130 and control in response to a control request from VCIB110 can be more reliably prevented from interfering.

[0065] (3) Figure 3 As shown, the vehicle control program may cause the processor to execute the following steps: after the execution of the process for starting the evacuation travel involving the ICM 130, the VCIB 110 executes the steering angle control until the evacuation travel involving the ICM 130 is started (for example, S115).

[0066] Thus, after the execution of the process for starting the evacuation running by the ICM 130 , it is possible to avoid a state in which the steering angle control is inappropriately executed in the period before the evacuation running by the ICM 130 is started.

[0067] (4) Figure 3 As shown, the vehicle control program may cause the processor to execute the following steps: after the execution of the process for starting the evacuation travel, the control of maintaining the final actual steering angle is executed as a step of steering angle control executed before starting the evacuation travel involving ICM130 (for example, S115).

[0068] Thus, after the process for starting the evacuation running by the ICM 130 is executed, the steering angle at the time of starting the evacuation running can be maintained until the evacuation running by the ICM 130 is started. As a result, the transition to the evacuation running can be smoothly performed.

[0069] (5) Figure 3 As shown, the vehicle control program may enable the processor to execute the following steps: when the communication between the VCIB 110 and the DS 210 is enabled, the VCIB 110 executes the step of steering angle control (eg, S117 ).

[0070] Thus, when the communication between the VCIB 110 and the DS 210 is realized, the steering angle control can be appropriately performed by the VCIB 110 .

[0071] The embodiments disclosed herein are illustrative and non-restrictive in all respects. The scope of the present disclosure is not the description of the above embodiments, but is shown by the scope of the present application, and is intended to include all changes within the scope and the meaning equivalent to the scope of the present application.

Claims

1. A storage medium storing a vehicle control program executed by a vehicle control device connected between an autonomous driving system and a vehicle platform, the vehicle platform performing autonomous driving according to instructions from the autonomous driving system, wherein: The vehicle control device comprises: A memory storing a program including a prescribed API defined for 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 is capable of accepting instructions from the automatic driving system in the automatic driving mode. The vehicle control program causes the processor to execute the following steps: A step of executing a process for starting evacuation travel involving a travel control device different from the vehicle control device, on the condition that the vehicle control device and the automatic driving system become unable to communicate; and A step of switching from the automatic driving mode to the manual driving mode on the condition that the evacuation driving involving the driving control device has started.

2. The storage medium according to claim 1, wherein: The vehicle control program causes the processor to execute the step of switching from the automatic driving mode to the manual driving mode on the condition that the evacuation driving by the driving control device is started and a deceleration process or a stop holding process is being performed.

3. The storage medium according to claim 1, wherein: The vehicle control program causes the processor to execute the step of causing the vehicle control device to execute steering angle control until the evacuation travel by the travel control device is started after the process for starting the evacuation travel by the travel control device is executed.

4. The storage medium according to claim 3, wherein: The vehicle control program causes the processor to execute the step of: after the execution of the process for starting the evacuation travel, executing control to maintain a final actual steering angle as a step of steering angle control executed before starting the evacuation travel involving the travel control device.

5. The storage medium according to claim 1, wherein: The vehicle control program causes the processor to execute the following step: when communication between the vehicle control device and the automatic driving system is enabled, the vehicle control device executes a step of steering angle control.

Images