Vehicle

Abstract

A vehicle according to the present invention is provided with a vehicle platform configured so as to be able to receive a command relating to automatic driving from an automatic driving kit. The autonomous driving kit is configured to send a wake-up instruction to the vehicle platform that requires a transition of a power mode of the vehicle platform to a wake-up mode. Only when the shift lever indicates parking and the vehicle speed is 0 km / h, the vehicle platform shifts to the wake-up mode in accordance with the wake-up command.

Description

Technical Field

[0001] The present disclosure relates to vehicles capable of automated driving. Background Art

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

[0003] It is known that there are vehicles that change the power supply status according to the power mode. For example, it can also be configured so that: in a certain power mode, power is supplied to all control devices installed in the vehicle, and in another power mode, power is only supplied to a part of the control devices. A vehicle equipped with an automatic driving kit is able to perform vehicle control according to instructions from the automatic driving kit. Therefore, it is possible to consider changing the power mode of the vehicle according to instructions from the automatic driving kit. However, the automatic driving kit does not always send correct instructions. In a vehicle that changes the power mode based on instructions from the automatic driving kit, for example, if an incorrect instruction is sent from the automatic driving kit due to a software malfunction of the automatic driving kit (for example, a program error), the power mode of the vehicle may be changed under inappropriate conditions. 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 facilitate changing the power mode of the vehicle under appropriate circumstances in a vehicle capable of changing the power mode based on a command from an autonomous driving kit.

[0005] A vehicle according to one embodiment of the present disclosure includes a vehicle platform configured to be able to receive instructions related to autonomous driving from an autonomous driving kit.

[0006] The vehicle platform includes: a base vehicle including a plurality of first control devices; and a vehicle control interface box including a second control device.

[0007] The plurality of first control devices include at least one vehicle body system control device.

[0008] The base vehicle also features a gear lever.

[0009] The automatic driving kit has a third control unit.

[0010] The second control device is configured to be communicable with both the first control device and the third control device.

[0011] The power mode of the vehicle platform includes a sleep mode, a wake-up mode, and a driving mode. The sleep mode is a state in which the power of the plurality of first control devices and the second control devices is disconnected. The wake-up mode is a state in which the plurality of first control devices other than the specified body system control device are not activated, and the second control device is activated. The driving mode is a state in which the power of the plurality of first control devices and the second control device is connected.

[0012] The autonomous driving kit is configured to send a wake-up command to the vehicle platform requesting that a power mode of the vehicle platform be shifted to a wake-up mode.

[0013] Only when the gear lever indicates parking and the vehicle speed is 0 km / h, the vehicle platform shifts to the wake-up mode according to the wake-up command.

[0014] According to the present disclosure, in a vehicle capable of changing the power mode based on a command from an autonomous driving kit, it is easy to change the power mode of the vehicle under appropriate circumstances.

[0015] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention are described below with reference to the accompanying drawings, in which like reference numerals denote like elements. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a diagram showing a schematic structure of a vehicle according to an embodiment of the present disclosure;

[0017] Figure 2 Yes means Figure 1 A diagram showing details of a control system of the vehicle shown;

[0018] Figure 3 is a diagram for explaining a power mode control method according to an embodiment of the present disclosure;

[0019] Figure 4 is a flowchart for describing a method for controlling a power mode according to an embodiment of the present disclosure;

[0020] Figure 5 is a flowchart for explaining the automatic driving control of a vehicle according to an embodiment of the present disclosure;

[0021] Figure 6 This is a flowchart for explaining a process of determining a value of a power mode command in the power mode control method according to the embodiment of the present disclosure. DETAILED DESCRIPTION

[0022] Hereinafter, the embodiment of the present disclosure will be described in detail with reference to the accompanying drawings. In addition, in the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0023] Figure 1 1 is a diagram showing a schematic structure of a vehicle according to an embodiment of the present disclosure. Figure 1 The vehicle 1 includes a vehicle platform (VP) 100 and an ADK (autonomous driving kit) 200. The VP 100 includes a vehicle control interface box (VCIB) 110 and a base vehicle 120. By adding the VCIB 110 to the base vehicle 120, the VP 100 capable of loading and unloading the ADK 200 is formed. Furthermore, the vehicle 1 is completed by installing the ADK 200 on the VP 100. In this embodiment, the ADK 200 is installed on the roof of the base vehicle 120. However, the installation position of the ADK 200 can be appropriately changed.

[0024] The base vehicle 120 is, for example, an electric vehicle (EV) sold on the market. 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 be an EV other than a BEV. The base vehicle 120 includes an 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 camera 129A and radar sensors 129B, 129C for detecting collision risks by the active safety system 125. The integrated control manager 130 functions as a control device. The integrated control manager 130 comprehensively controls various systems related to the operation of the base vehicle 120 based on the detection results of the on-vehicle sensors.

[0025] Figure 2 Detailed description of the control system of the vehicle 1 is shown in FIG. Figure 1 and 2 ADK200 includes an automatic driving system (hereinafter referred to as "ADS") 210 for automatic driving of vehicle 1. 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, Human Machine Interface) 218.

[0026] ADSCOM 211 includes computer modules (hereinafter referred to as "ADC") 211A and 211B. ADC 211A and 211B respectively include a processor and a storage device for storing autonomous driving software using an API described later, and are configured so that the autonomous driving software can be executed by the processor. The identification sensor 212 obtains environmental information representing the external environment of the vehicle 1. The identification sensor 212 may also include at least one of a camera, a millimeter wave radar, and a laser radar. The posture sensor 213 obtains posture information related to the posture of the vehicle 1. The posture sensor 213 may also include various sensors for detecting the acceleration, angular velocity, and position of the vehicle 1. HMI 218 includes an input device and a reporting device.

[0027] The base vehicle 120 includes a vehicle system 120a. The vehicle system 120a 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").

[0028] VCIB 110 is configured to communicate with both the base vehicle 120 and ADK 200 via a communication bus. These physical communications may also be communications using a controller area network (CAN). In vehicle 1, the control systems related to the behavior of vehicle 1 (driving, stopping, turning) have redundancy. ADC 211A and 211B give instructions to the main control system and the sub-control system, respectively. VCIB 110 includes VCIB 111A (control unit of the main control system) and VCIB 111B (control unit of the sub-control system). Each control unit may also include a computer with a processor and a storage device. VCIB 111A and 111B may communicate with each system directly or via a communication bus. Figure 1 The integrated control manager 130 is shown communicating.

[0029] The brake system 121 includes a brake mechanism, an operation unit that receives a brake operation from the driver, and brake control units 121A and 121B. The steering system 122 includes a steering mechanism, an operation unit that receives a steering operation from the driver, and steering control units 122A and 122B. The powertrain 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 the gear shift and switches the propulsion direction and the speed change mode of the base vehicle 120 according to the determined gear shift. In addition to the gear shift mechanism, the shifting device also includes an operation unit that receives a gear shift operation from the driver. The vehicle drive device applies propulsion force to the propulsion direction indicated by the gear shift. The vehicle drive device includes a main battery and a travel motor that receives power supply from the main battery. The vehicle drive device further includes an accelerator pedal 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.

[0030] The body system 126 includes body system components (e.g., direction indicators, horns, and wipers), and a body system control device (body system ECU) that controls the body system components. The body ECU controls the body system components in accordance with user operations in manual mode, and controls the body system components in accordance with instructions from the ADK 200 in automatic mode. In this embodiment, the body system 126 includes a plurality of body system control devices (including body system ECUs 126a and 126b). However, the number of body system control devices is arbitrary, and may be one.

[0031] In this embodiment, each control device provided in the base vehicle 120 (vehicle system 120a) is equivalent to an example of the "first control device" involved in the present disclosure. In addition, the VCIB 111A and 111B function as the "second control device" involved in the present disclosure. The ADC 211A and 211B function as the "third control device" involved in the present disclosure.

[0032] Figure 3 FIG. 1 is a diagram for explaining the power mode control method according to the embodiment. Figure 3In the embodiment, the base vehicle 120 includes a vehicle system 120a, batteries 20A, 20B, switch circuits 21 to 23, a start switch 30, and a shift lever 40. The start switch 30 receives a user operation for switching the operation / stop of the system. Generally speaking, the start switch of a vehicle is called a "power switch" or an "ignition switch", etc. The shift lever 40 is equivalent to the operating part of the above-mentioned shift device. The shift lever 40 specifies the shift gear according to the shift operation from the driver. The shift gears of the vehicle 1 include parking (P), reverse (R), neutral (N), and forward (D).

[0033] Battery 20A is the main battery included in the above-mentioned vehicle drive device. Battery 20B is an auxiliary battery. The capacity of the main battery is greater than the capacity of the auxiliary battery (sub-battery). Each control device included in the vehicle 1 involved in this embodiment receives power supply from at least one of battery 20A and battery 20B. However, such a power supply form is just an example. For example, ADC 211A, 211B (third control device) can also receive power supply from the power storage device mounted on ADK 200.

[0034] The power modes of VP 100 include Sleep Mode, Wake-up Mode, and Driving Mode.

[0035] In the sleep mode, the VP 100 is turned off (the vehicle power is turned off). In this state, the main battery (battery 20A) is not powered on to each system, and the VCIB and other ECUs are not started. That is, in the sleep mode, all control devices included in the vehicle system 120a and all control devices included in the VCIB 110 are turned off.

[0036] In the wake-up mode, the VCIB is started. In this state, power is not supplied from the main battery (battery 20A), and ECUs other than the VCIB are not started except for some body system ECUs. That is, in the wake-up mode, each control device included in the vehicle system 120a is not started except for some body system ECUs (specified body system control devices), and each control device (VCIB 111A, 111B) included in the VCIB 110 is started by power supply from the auxiliary battery (battery 20B). The specified body system control device may be the body system ECU 126a ( Figure 2 ), and may also include multiple body system ECUs.

[0037] In the driving mode, the VP 100 is in a power-on state (vehicle power is on). In this state, power is supplied from the main battery (battery 20A) to the entire VP 100. That is, in the driving mode, all control devices included in the vehicle system 120a and all control devices included in the VCIB 110 are in a power-on state.

[0038] In the driving mode, the vehicle system 120a communicates with the ADK 200 via the VCIB 110. Signals (API signals) defined by an application program interface (API) are used in the communication between the ADK 200 and the VCIB 110. The ADK 200 is configured to process various signals defined by the API. The ADK 200 outputs various instructions (API instructions) defined by the API to the VCIB 110. In addition, the ADK 200 receives various signals (API status) indicating the status of the base vehicle 120 from the VCIB 110. Both the API instructions and the API status are equivalent to the API signal.

[0039] In this embodiment, ADK 200 uses the API commands described below.

[0040] The power mode command is an API command for requesting control of the power mode of VP 100. In the power mode command, any one of the value "0" (first value) indicating No Request, the value "2" (second value) indicating a request to shift to the wake-up mode, and the value "6" (third value) indicating a request to shift to the driving mode is set. Hereinafter, the power mode commands indicating the values ​​"2" and "6" are referred to as "wake-up command" and "driving command", respectively.

[0041] The vehicle mode command is an API command requesting a transition to an automatic mode or a manual mode. The propulsion direction command is an API command requesting a switch of a gear (R / D). In the propulsion direction command, any one of a value "0" indicating no request, a value "2" requesting a change to a reverse (R) gear, and a value "4" requesting a change to a forward (D) gear is set. The gear can be switched according to the propulsion direction command only when the driving direction state described later indicates parking. The acceleration command is an API command indicating the acceleration of the vehicle. The acceleration command requests acceleration (+) and deceleration (-) relative to the direction indicated by the propulsion direction state described later. A fixed command is an API command requesting a fixed application or release. Fixed application means changing the EPB to an activated state (working state) and changing the gear to P (parking).

[0042] The above is a description of some of the API instructions used in the vehicle 1. The VCIB 110 receives various API instructions from the ADK 200. When the VCIB 110 receives an API instruction from the ADK 200, 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 the VCIB 110 receives an API instruction from the ADK 200, it outputs an internal instruction corresponding to the API instruction to the base vehicle 120.

[0043] Next, the API status will be described. The ADK 200 uses, for example, the API status described below to understand the status of the base vehicle 120 .

[0044] The power mode status is an API status indicating the status of the power mode of the VP 100. In the power mode status, either a value "2" indicating the awake mode or a value "6" indicating the driving mode is set.

[0045] The vehicle mode state is an API state indicating the vehicle mode state. The vehicle modes include manual mode, automatic mode, and standby mode. Manual mode is a vehicle mode in which the vehicle is under the control of a driver (human). Automatic mode is a vehicle mode in which the vehicle platform (including the base vehicle) is under the control of an autonomous driving kit. Standby mode is a vehicle mode in which the movement of the vehicle is prohibited. In the initial state, the vehicle mode becomes manual mode. The driver can select the desired vehicle mode through the on-board HMI. The base vehicle 120 determines the vehicle mode in consideration of the condition of the vehicle 1 and the driver's choice. When the current vehicle mode is manual mode, automatic mode, or standby mode, the vehicle mode state outputs the corresponding values ​​of "0", "1", or "2", respectively.

[0046] The driving direction state is an API state indicating the direction of travel of the vehicle. The driving direction state outputs a value of "0" when moving forward and a value of "1" when moving backward. When all wheels (4 wheels) show a vehicle speed of "0" for a certain period of time, the driving direction state outputs a value of "2" indicating stop (Standstill). The vehicle speed state is an API state indicating the longitudinal speed of the vehicle. The vehicle speed (longitudinal speed of the vehicle) can also be an estimated value. The vehicle speed state outputs the absolute value of the vehicle speed. That is, the vehicle speed state also outputs a positive value when moving backward.

[0047] The propulsion direction state is an API state indicating the current gear. When the current gear is P, R, N, or D, the propulsion direction state outputs the corresponding values ​​"1", "2", "3", or "4". In addition, when the current gear is uncertain, the propulsion direction state outputs a value of "7" (Invalid Value). The shift lever state is an API state indicating the state of the shift lever 40. When the current position of the shift lever 40 is P, R, N, or D, the shift lever state outputs the corresponding values ​​"1", "2", "3", or "4". In addition, when the current state of the shift lever 40 is uncertain, the shift lever state outputs a value of "7" (Invalid Value). The shift lever intervention state is an API state indicating whether the driver has performed an operation such as changing the position of the shift lever 40. In addition, in automatic mode, the shift lever operation performed by the driver is not accepted.

[0048] In the above, a part of the API status used in the vehicle 1 is described. The VCIB 110 receives various sensor detection values ​​and status identification results from the base vehicle 120, and outputs various API statuses indicating the status of the base vehicle 120 to the ADK 200. The VCIB 110 obtains the API status set with the value indicating the status of the base vehicle 120, and outputs the obtained API status to the ADK 200.

[0049] The switch circuits 21 to 23 are respectively configured to switch the connection / disconnection of the circuit. The switch circuits 21 to 23 may respectively include an electromagnetic relay. The switch circuits 21 to 23 may respectively include a DC / DC converter. The battery 20B supplies power to the ADK 200 (ADC 211A, 211B) via the switch circuit 21. The state (connection / disconnection) of the switch circuit 21 is switched according to the state (operation / stop) of the start switch 30. Even if the ADCs 211A and 211B are respectively stopped, by turning on the start switch 30, the start request from the start switch 30 acts on the switch circuit 21, thereby switching the switch circuit 21 from the disconnection state (open) to the connection state (closed). The battery 20B supplies power to the specified body system ECU (hereinafter referred to as "wake-up ECU") that is started in the wake-up mode, and the VCIBs 111A and 111B, respectively, via the switch circuit 22. Even if the VCIBs 111A and 111B are stopped, the switch circuit 22 is switched from the disconnected state (open) to the connected state (closed) by a wake-up command from the ADK 200. The battery 20A supplies power to the vehicle system 120a via the switch circuit 23. Even if the vehicle system 120a is stopped, the switch circuit 23 is switched from the disconnected state (open) to the connected state (closed) according to a driving command from the ADK 200.

[0050] In the sleep mode, the switch circuits 21 to 23 are all in the disconnected state. In the wake-up mode, the switch circuits 21, 22, and 23 are respectively in the connected, connected, and disconnected states. In the driving mode, the switch circuits 21 to 23 are all in the connected state.

[0051] The state (operation / stop) of the start switch 30 is switched according to the user operation. Hereinafter, the state in which the start switch 30 indicates operation is referred to as "IG-ON", and the state in which the start switch 30 indicates stop is referred to as "IG-OFF". The start switch 30 is turned IG-OFF by the user operation (hereinafter referred to as "stop operation") to turn the start switch 30 to the stop state (OFF). However, the stop operation is valid only when the prescribed stop condition is satisfied, and the stop operation is invalid when the stop condition is not satisfied. The stop condition includes that the shift lever 40 specifies parking (hereinafter referred to as "the first requirement"), the vehicle speed of the vehicle 1 is 0 km / h (hereinafter referred to as "the second requirement"), and the gear position indicates parking (hereinafter referred to as "the third requirement"). If the user performs the stop operation on the start switch 30 in the state in which the stop condition is satisfied, it becomes IG-OFF. Neither the acceleration control nor the gear shifting (changing the gear position) of the vehicle 1 is performed when IG-OFF. Therefore, when IG-OFF, the first to third requirements are satisfied. By effectively stopping the start switch 30 , the power mode of the VP 100 shifts to the sleep mode.

[0052] When the start switch 30 indicates stop, when the shift lever 40 indicates parking (P), and the speed of the vehicle 1 is 0 km / h, the power mode of VP 100 changes to sleep mode. When the start switch 30 indicates stop, no communication is performed between ADK 200 and VCIB110. Moreover, when the start switch 30 is switched from stop (IG-OFF) to operation (IG-ON), ADK 200 executes the processing flow of S1 to S3. When the start switch 30 is switched to operation, the first and second requirements are satisfied. This processing flow is basically executed by ADC 211A. However, when an abnormality occurs in ADC 211A, it can also be executed by ADC 211B instead of ADC 211A. Hereinafter, each step in the flowchart is recorded as "S".

[0053] In S1, ADK 200 starts communication with VCIB 110. When IG-OFF, the communication between the two stops, so it is possible to suppress the vehicle 1 from becoming short of power due to power consumption caused by communication. In the next S2, ADK 200 sends a wake-up command to VCIB 110. VP 100 shifts the power mode to the wake-up mode according to the wake-up command from ADK 200. In the next S3, ADK 200 sends a driving command to VCIB 110. VP 100 shifts the power mode to the driving mode according to the driving command from ADK 200.

[0054] Figure 4 2 is a flowchart for explaining a method for controlling a power mode according to the embodiment. Figure 4 ,exist Figure 3 In each of S2 and S3 shown in FIG. 1 , ADK 200 executes the processing flow of S101 to S105. Also, VCIB 110 executes the processing flow of S201 to S203. This processing flow is basically executed by VCIB 111A. However, when an abnormality occurs in VCIB 111A, VCIB 111B may be used instead of VCIB 111A to execute the processing flow. In addition, the base vehicle 120 may include a plurality of control devices (e.g., Figure 1 , Figure 2 The integrated control manager 130 and the control devices of each system shown in the figure execute the processing flow of S301 to S303.

[0055] In S101, ADK 200 sends a power mode instruction (S2: wake-up instruction, S3: driving instruction) to VCIB 110. When VCIB 110 is started from ADK 200, ADK 200 may also periodically send a network management (NM) frame via CAN. If VCIB 110 receives a power mode instruction, the processing flow of S201 to S203 is started. In S201, VCIB 110 performs processing corresponding to the power mode instruction. In S202, VCIB 110 determines whether the power mode control according to the power mode instruction is completed. For example, if VCIB 110 in a stopped state receives a wake-up instruction, it starts. Moreover, if VCIB 110 starts (yes in S202), VCIB 110 sends a power mode status indicating a wake-up mode (value "2") to ADK 200 in S203. On the other hand, if the VCIB 110 receives a driving command in the wake-up mode, the VCIB 110 transmits an internal command corresponding to the driving command to the base vehicle 120 (S201). If the base vehicle 120 receives the internal command, the processing flow of S301 to S303 is started. In S301, the base vehicle 120 performs the power mode control according to the power mode command. In S302, the base vehicle 120 determines whether the power mode control according to the power mode command is completed. If the transition from the wake-up mode to the driving mode according to the driving command is completed (Yes in S302), the base vehicle 120 transmits a completion signal indicating the completion of the power mode control to the VCIB 110 in S303. If the VCIB 110 receives the completion signal (Yes in S202), the VCIB 110 transmits a power mode state indicating the driving mode (value "6") to the ADK 200 in S203.

[0056] After ADK 200 sends the power mode instruction in S101, it determines whether the retry condition is met in the next S102. In this embodiment, the retry condition is met when ADK 200 does not receive the power mode state indicating that the power mode is changed according to the power mode instruction even after a specified time (for example, 4 seconds) since ADK 200 sent the power mode instruction. When the retry condition is met (yes in S102), ADK 200 sets the value "0" for the power mode instruction in S103, and then sets the value "2" (S2) or the value "6" (S3) again, and in S104, the power mode instruction is sent to VCIB110 again (S2: wake-up instruction, S3: driving instruction). Thereafter, the processing enters S105. When the retry condition is not met (no in S102), the retry (S102 to S104) is not performed, and the processing enters S105.

[0057] In the above control, when the power mode change is not executed even when the ADK 200 requests the power mode change, not only the sending of the power mode command but also the setting of the command is retried. This makes it easy to send a correct command to the base vehicle 120. According to the above control, the power mode change requested by the ADK 200 can be executed more reliably.

[0058] In S105, ADK 200 determines whether it has received a power mode status indicating that the power mode has been changed according to the power mode instruction (S203). If it is determined that ADK 200 has not received the power mode status (No in S105), the process returns to S102. If it is determined that ADK 200 has received the power mode status (Yes in S105), the process returns to the main program ( Figure 3 The processing flow shown).

[0059] Figure 5 This is a flowchart for explaining the automatic driving control of the vehicle 1 according to this embodiment. When the power mode of the VP100 is changed to the driving mode, the control device (first control device) included in the vehicle system 120a starts the processing flow of S11 to S16.

[0060] Reference Figure 5 In S11, the base vehicle 120 obtains the current vehicle information. In the next S12, the base vehicle 120 sends the obtained vehicle information to the VCIB 110. The current vehicle information includes various sensor detection values ​​indicating the current state of the base vehicle 120, and the state identification result based on the user operation or the sensor detection value. After sending the vehicle information, the base vehicle 120 determines in S13 whether a command (ADK command) from the ADK 200 is received. While the base vehicle 120 does not receive the ADK command (No in S13), S11 to S13 are repeated, and the process does not enter S14.

[0061] The processing flow of S21 to S26 is executed by VCIB 110 (VCIB 111A or 111B). If VCIB 110 receives the current vehicle information from the base vehicle 120, the processing flow starts. In S21, VCIB 110 obtains various API states representing the current state of the base vehicle 120 based on the current vehicle information. VCIB 110 can also determine the values ​​of various API states based on various sensor detection values. In the following S22, VCIB 110 sends the various API states obtained in S21 to ADK 200. Thereafter, VCIB 110 determines in S23 whether an API instruction is received from ADK 200, and waits for the API instruction. While VCIB 110 has not received an API instruction (No in S23), the processing does not enter S24.

[0062] The processing flow of S31 to S35 is executed by ADK 200 (ADC 211A or 211B). If ADK 200 receives the above-mentioned API status from VCIB 110, the processing flow is started. In S31, ADK 200 determines whether the received vehicle mode status indicates the automatic mode. When the vehicle mode status indicates the automatic mode (yes in S31), ADK 200 creates a driving plan in S32 based on the detection results of various sensors (for example, environmental information and posture information) and the API status obtained from VCIB 110. The driving plan is data indicating the behavior of the vehicle 1 that becomes the target during a specified period. ADK 200 can also calculate the behavior of the vehicle 1 (vehicle speed, posture, etc.) to create a driving plan suitable for the state of the vehicle 1 and the external environment. In the following S33, ADK 200 extracts the controllable physical quantities (acceleration, tire angle, etc.) from the driving plan created in S32. In the next S34, ADK 200 divides the physical quantity extracted in S33 according to each API cycle. Moreover, ADK200 obtains the automatic driving instruction (the value of various API instructions) for realizing the physical quantity according to the driving plan based on the divided physical quantity. Thereafter, the processing enters S35. When the vehicle mode state does not indicate the automatic mode (No in S31), the automatic driving instruction is not generated, and the processing enters S35.

[0063] In S35, ADK 200 obtains the value of the API command other than the automatic driving command. Furthermore, ADK 200 sends various API commands to VCIB 110. ADK 200 determines the value of the power mode command based on the state of vehicle 1. If the determined power mode command requires a power mode change, ADK 200 may also determine the value of the power mode command based on the state of vehicle 1. Figure 4The retry is performed by following the processing flow of S101 to S105 shown. The retry interval of the power mode instruction can also be more than 4 seconds. The API instruction sent in S35 is equivalent to the instruction to the base vehicle 120. In automatic mode, the API instruction representing the automatic driving instruction is determined in S32 to S34 and sent in S35. If the processing of S35 is executed, the processing flow of S31 to S35 ends. However, this processing flow starts every time ADK200 receives the API status (S22).

[0064] When the VCIB 110 receives the API command (Yes in S23 ), it determines the value of the power mode command in S24 . If the VCIB 110 does not receive the power mode command from the ADK 200 , the VCIB 110 changes the value of the power mode command set by the ADK 200 . Figure 6 Detailed description of S24 is shown in FIG. Figure 6 , VCIB 110 determines in S251 whether a wake-up command is received from ADK 200. When VCIB 110 receives a wake-up command (Yes in S251), in the next S252, VCIB 110 determines whether the first requirement (shift lever = P) is satisfied based on the shift lever state obtained in S21. When the first requirement is satisfied (Yes in S252), in the next S253, VCIB 110 determines whether the second requirement (vehicle speed = 0 km / h) is satisfied based on the vehicle speed state obtained in S21.

[0065] When both the first and second requirements are satisfied (yes in both S252 and S253), VCIB110 receives the wake-up command (value "2") from ADK 200. On the other hand, when at least one of the first and second requirements is not satisfied, VCIB110 changes the power mode command from value "2" to value "0" (no request) in S254. Thereafter, the process returns to the main program ( Figure 5 The processing flow shown).

[0066] Refer again Figure 5 After the VCIB 110 determines the value of the power mode command in S24, it converts various API commands received from the ADK 200 into internal commands in the next S25. Through such signal conversion, the internal command corresponding to the API command is obtained. In the next S26, the VCIB 110 sends the obtained internal command (ADK command) to the base vehicle 120. If the processing of S26 is executed, the processing flow of S21 to S26 ends. However, every time the VCIB 110 receives the latest vehicle information from the base vehicle 120, the processing flow starts.

[0067] If the base vehicle 120 receives various internal commands (ADK commands) corresponding to various API commands from the VCIB 110 (Yes in S13), then in S14, the base vehicle 120 determines whether the received internal commands include an internal command corresponding to the wake-up command. If the base vehicle 120 receives an internal command corresponding to the wake-up command (Yes in S14), in S16, the base vehicle 120 performs a wake-up operation according to the following steps: Figure 4 The process flow of S301 to S303 shown in the figure executes the power mode control according to the wake-up command. In S301, the power mode is changed from the driving mode to the wake-up mode. As a result, a plurality of control devices included in the vehicle system 120a are stopped except for a part of the body system ECU (wake-up ECU).

[0068] When the internal command (ADK command) received from the VCIB 110 does not include an internal command corresponding to the wake-up command (No in S14), the base vehicle 120 performs vehicle control according to the ADK command in S15. In the automatic mode, the base vehicle 120 performs automatic driving control according to the automatic driving command from the ADK 200. The power mode of the VP 100 is maintained in the driving mode. Thereafter, the process returns to the initial step (S11).

[0069] Figure 6 Lines L1 to L5 in the diagram represent an example of the operation of the vehicle 1 in the automatic mode. "t" in the time diagram refers to timing. As shown by line L5, the vehicle 1 decelerates and stops in the automatic driving. As shown by line L1, a wake-up instruction is sent from ADK 200 to VCIB 110 in each of the periods t1 to t2 and t3 to t4. During these periods, the first requirement is not satisfied, so the value of the power mode instruction is changed by the processing of S254. As shown by line L3, at t5, the fixed instruction is switched from release to application. Thus, as shown by line L4, at t6, the shift lever state is switched from D to P. In the automatic mode, ADK 200 moves the shift lever 40 to change the gear. Thus, both the first requirement and the second requirement are satisfied. Therefore, if a wake-up instruction is sent from ADK 200 to VCIB 110 at t7, the power mode state is switched from the driving mode to the wake-up mode (line L2) at t8 according to the wake-up instruction.

[0070] In the above embodiment, the ADK 200 moves the shift lever 40 to change the gear stage. However, the present invention is not limited thereto, and the shift lever 40 may be moved only by a manual operation of the driver, not by an instruction from the ADK 200. When the gear stage is changed by an instruction from the ADK 200 and the propulsion direction state indicates P, the base vehicle 120 may request the driver to move the position of the shift lever 40 toward P.

[0071] As described above, the vehicle 1 involved in this embodiment includes a VP (vehicle platform) 100 and an autonomous driving kit (ADK) 200. The VP 100 is configured to receive instructions related to autonomous driving from the ADK 200. The ADK 200 sends a wake-up instruction to the VP 100 requesting that the power mode of the VP 100 be switched to the wake-up mode. Only when the gear lever indicates parking and the vehicle speed is 0 km / h, the VP 100 switches to the wake-up mode according to the wake-up instruction (see Figure 6 ).

[0072] The vehicle 1 having the above-mentioned structure is capable of changing the power mode based on a wake-up command (wake-up command) from the automatic driving kit. By transferring from the driving mode to the wake-up mode, a plurality of first control devices included in the base vehicle are stopped except for a part of the body system control devices. Therefore, the transfer to the wake-up mode may affect the vehicle control. In this regard, in the above-mentioned structure, when at least one of the first requirement and the second requirement is not satisfied, the transfer to the wake-up mode is not performed. In the case where at least one of the first requirement and the second requirement is not satisfied due to a software malfunction of the ADK 200 (for example, a program error), even if a wake-up command is sent from the ADK 200, the VP 100 does not accept it (refer to Figure 6 ). Therefore, it is possible to suppress the transition to the awake mode from affecting the behavior of the vehicle 1. Therefore, it is easy to change the power mode of the vehicle 1 under appropriate conditions.

[0073] If the VCIB 110 receives a wake-up command from the ADK 200 in the driving mode (in Figure 6 If the result of S251 is YES), the VCIB 110 (second control device) determines whether both the first requirement and the second requirement are satisfied ( Figure 6 If it is determined that both requirements are satisfied, the VCIB 110 (second control device) requests the base vehicle 120 to change the power mode according to the wake-up command ( Figure 5 The base vehicle 120 (first control device) changes the power mode of the VP 100 according to the request from the VCIB 110 ( Figure 5 In such a configuration, the VCIB 110 determines whether the situation is suitable for transition to the wake-up mode. If it is determined that the situation is suitable for transition to the wake-up mode, the VCIB 110 requests the base vehicle 120 to transition to the wake-up mode. Therefore, it is possible to suppress the request to transition to the wake-up mode from the base vehicle 120 in an inappropriate situation.

[0074] VCIB 110 can also be used in Figure 6 In S252, VCIB 110 replaces the first requirement (the gear lever indicates parking) with a determination as to whether the third requirement (the gear shift indicates parking) is satisfied. Moreover, when both the second and third requirements are satisfied, VCIB 110 may also accept a wake-up command from ADK 200. When at least one of the second and third requirements is not satisfied, VCIB 110 may also change the power mode command from value "2" to value "0" (no request) in S254. That is, VP 100 may also transfer to the wake-up mode according to the wake-up command only when the gear shift indicates parking and the vehicle speed is 0 km / h.

[0075] All aspects of the embodiments disclosed herein should be considered as illustrative rather than limiting the present invention. The technical scope represented by the present disclosure is not limited by the description of the above embodiments, but is represented by the claims, and is intended to include all changes within the scope of the claims and the meaning equivalent to the claims.

Claims

1. A vehicle comprising a vehicle platform configured to receive instructions related to autonomous driving from an autonomous driving kit, wherein: The vehicle platform comprises: a base vehicle including a plurality of first control devices; and a vehicle control interface box including a second control device. The plurality of first control devices include at least one vehicle body system control device, The base vehicle also has a gear lever, The automatic driving kit includes a third control device, The second control device is configured to be able to communicate with both the first control device and the third control device. The power modes of the vehicle platform include: a sleep mode, in which the power of the plurality of first control devices and the second control device is disconnected; a wake-up mode, in which the plurality of first control devices except for a specified vehicle body system control device are not started and the second control device is started; and a driving mode, in which the power of the plurality of first control devices and the second control device is connected. The autonomous driving kit is configured to send a wake-up instruction to the vehicle platform requesting the vehicle platform to transfer a power mode of the vehicle platform to the wake-up mode, Only when the gear lever indicates parking and the vehicle speed is 0 km / h, the vehicle platform shifts to the wake-up mode according to the wake-up instruction.

2. The vehicle according to claim 1, wherein: If the vehicle control interface box receives the wake-up command from the automatic driving kit in the driving mode, the second control device determines whether the two requirements of the gear lever indicating parking and the vehicle speed being 0 km / h are simultaneously satisfied. If it is determined that both requirements are simultaneously satisfied, the second control device requests the first control device to change the power mode according to the wake-up command. The first control device changes a power mode of the vehicle platform in response to a request from the second control device.

3. The vehicle according to claim 1, wherein: The vehicle further includes a start switch that receives a user operation for switching the system on and off. When the start switch indicates stop, when the gear lever indicates parking, and the vehicle speed is 0 km / h, the power mode of the vehicle platform changes to the sleep mode. When the start switch indicates stop, no communication is performed between the automatic driving kit and the vehicle control interface box, When the start switch is switched from stop to work, the automatic driving kit starts communicating with the vehicle control interface box and sends the wake-up instruction to the vehicle control interface box.

4. The vehicle according to any one of claims 1 to 3, wherein: The automatic driving kit is configured to further send a driving instruction to the vehicle control interface box requesting the power mode of the vehicle platform to be transferred to the driving mode.

5. The vehicle according to claim 4, wherein: The first control device is configured to send vehicle information related to the base vehicle to the second control device, API signals defined by an application program interface are used in the communication between the second control device and the third control device. The API signal includes an API command indicating a command to the base vehicle and an API status indicating a status of the base vehicle. The second control device is configured to convert the API command from the third control device into a signal executable by the first control device and transmit the converted signal to the first control device. The second control device is configured to obtain the API status using the vehicle information from the first control device and transmit the obtained API status to the third control device. The API instructions include power mode instructions related to power mode control of the vehicle platform, The power mode command is any one of a first value indicating that a change in the power mode of the vehicle platform is not required, a second value corresponding to the wake-up command, and a third value corresponding to the driving command. When the power mode is not changed according to the power mode instruction even after a prescribed time has passed since the third control device sent the power mode instruction indicating the second value or the third value to the second control device, the third control device sets the first value for the power mode instruction and then sends the power mode instruction with the second value or the third value set to the second control device again.

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