Vehicle

Abstract

The invention relates to a vehicle. The present invention appropriately switches the control state of a vehicle between automatic driving and manual driving in a vehicle equipped with an automatic driving system. A VCIB2 executes a process including: controlling retreat travel (S104) when there is a switching command (YES in S100) from the VCIB1 and a retreat command (YES in S102) from the ADC2; even if a PCS stop command from an ADC2 is present (YES in S106), the PCS stop command is invalidated (S110) when manual driving is performed (YES in S108); and outputting a PCS stop command (S112) when the vehicle is not in manual driving (NO in S108).

Description

Technical Field

[0001] This disclosure pertains to vehicles. Background Technology

[0002] In recent years, there has been a push for the development of autonomous driving systems that enable vehicles to operate without user intervention. Sometimes, these systems are configured separately from the vehicle via an interface in order to be compatible with existing vehicles.

[0003] For example, Japanese Patent Application Publication No. 2018-132015 (Patent Document 1) discloses the following technology: the automatic driving control of the vehicle is performed in a comprehensive manner by a computer constituting an automatic driving system installed in the vehicle.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2018-132015

[0007] In autonomous driving systems, as described above, vehicle control is executed based on instructions from the autonomous driving system. Therefore, in autonomous driving, to suppress disturbances such as executing vehicle control that differs from the control based on instructions from the autonomous driving system, it is necessary to stop the vehicle control. However, in cases where the autonomous driving system malfunctions, it is sometimes impossible to properly switch the state of vehicle control. Specifically, if the vehicle reverses due to an autonomous driving system malfunction and then switches to manual driving, and the vehicle control is stopped, it may be impossible to execute the vehicle control in manual driving. Summary of the Invention

[0008] This disclosure was made to solve the above-mentioned problems, and its purpose is to provide a vehicle in which the state of vehicle control can be appropriately switched between automatic driving and manual driving in a vehicle equipped with an automatic driving system.

[0009] A vehicle according to one aspect of this disclosure includes: an autonomous driving system for autonomous driving; and a vehicle platform capable of receiving instructions from the autonomous driving system. The vehicle platform includes: a base vehicle; and a vehicle control interface for interfacing between the vehicle platform and the autonomous driving system. The base vehicle includes a vehicle control device that controls the vehicle's equipment independently of instructions from the autonomous driving system. The autonomous driving system outputs a stop command to the base vehicle via the vehicle control interface, wherein the stop command is a request to stop control of the vehicle using the vehicle control device during autonomous driving. During manual driving, the vehicle control interface does not accept stop commands from the autonomous driving system.

[0010] In this way, the stop command from the automatic driving system is invalidated during manual driving, thus preventing the vehicle's control from being stopped during manual driving using the vehicle control device.

[0011] In one implementation, the vehicle control device controls the vehicle in a manner that avoids a collision if a collision is predicted.

[0012] In this way, in autonomous driving, the vehicle control system, which is responsible for collision avoidance, stops controlling the vehicle, thereby suppressing interference with autonomous driving.

[0013] In another embodiment, the vehicle control interface includes a first control device and a second control device. The autonomous driving system includes: a first autonomous driving device that outputs commands to a base vehicle via the first control device; and a second autonomous driving device that outputs commands to the base vehicle via the second control device when the first autonomous driving device malfunctions. In the event of a malfunction in the first autonomous driving device, an execution command is output to the base vehicle to perform a reverse maneuver using the second autonomous driving device and the second control device. If manual driving is initiated after the reverse maneuver, the second control device does not accept stop commands from the second autonomous driving device.

[0014] This allows for the control of the vehicle using the vehicle control device during manual driving after the retreat control has been executed.

[0015] Invention Effects

[0016] According to this disclosure, a vehicle can be provided that allows for appropriate switching between autonomous driving and manual driving states in a vehicle equipped with an autonomous driving system. Attached Figure Description

[0017] Figure 1 This is a diagram showing an outline of a vehicle according to an embodiment of the present disclosure.

[0018] Figure 2 This diagram is used to provide a detailed explanation of the components of ADS, VCIB, and VP.

[0019] Figure 3 This is a flowchart representing an example of a process performed by VCIB.

[0020] Figure 4 This is a diagram used to illustrate an example of the action of VCIB.

[0021] Explanation of reference numerals in the attached figures

[0022] 10: Vehicle; 100: Base vehicle; 111, 111A, 111B: VCIB; 115: Integrated Control Manager; 120: VP; 200: ADK. Detailed Implementation

[0023] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. It should be noted that the same or equivalent parts in the drawings are labeled with the same reference numerals, and their descriptions will not be repeated.

[0024] Figure 1 This is a diagram showing an outline of the vehicle 10 according to an embodiment of the present disclosure. (See also...) Figure 1 The vehicle 10 is equipped with an Autonomous Driving Kit (ADK) 200 and a Vehicle Platform (VP) 120. The ADK 200 and VP 120 are configured to communicate with each other via a vehicle control interface.

[0025] Vehicle 10 operates autonomously according to control requests (commands) from ADK200, which is mounted on VP120. ADK200 is mounted on the roof of the base vehicle 100, described later. ADK200 is configured to be detachable from VP120. When ADK200 is removed, VP120 can perform manual driving based on user operation. In this case, VP120 performs driving control based on manual mode.

[0026] ADK200 includes an autonomous driving system (hereinafter referred to as "ADS (Autonomous Driving System)") 202 for performing autonomous driving of vehicle 10. ADS 202 generates a driving plan for vehicle 10 and outputs various commands (control requests) to VP120 to enable vehicle 10 to drive according to the generated driving plan, according to APIs (Application Program Interfaces) defined for each command. ADS 202 receives various signals representing the state of VP120 (vehicle state) from VP120 according to APIs defined for each signal, and reflects the received vehicle state in the generation of the driving plan.

[0027] VP120 includes a base vehicle 100 and a vehicle control interface box (hereinafter referred to as "VCIB").111, which implements the vehicle control interface, is located within the base vehicle 100.

[0028] The VCIB111 can communicate with the ADK200 via CAN (Controller Area Network) or similar means. The VCIB111 receives various commands from the ADK200 by executing a predefined API defined for each transmitted signal, and also outputs the status of VP120 to the ADK200. Specifically, when a control request is received from the ADK200, the VCIB111 outputs the corresponding control command to the system corresponding to the control command via the integrated control manager 115. Furthermore, the VCIB111 obtains various information about the base vehicle 100 from various systems via the integrated control manager 115 and outputs the status of the base vehicle 100 as the vehicle status to the ADK200.

[0029] VP120 includes various systems and sensors for controlling the base vehicle 100. VP120 performs various vehicle controls according to control requests from ADK200 (specifically ADS202), thereby enabling autonomous driving of vehicle 10. VP120 includes, for example, a braking system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a body system 126.

[0030] The braking system 121 is configured to control multiple braking devices on each wheel of the base vehicle 100. The braking devices include, for example, disc brake systems that operate using hydraulic pressure adjusted by actuators.

[0031] Wheel speed sensors 127A and 127B are connected to the braking system 121, for example. Wheel speed sensor 127A is installed on the front wheel of the base vehicle 100, for example, to detect the rotational speed of the front wheel. Wheel speed sensor 127A outputs the rotational speed of the front wheel to the braking system 121. Wheel speed sensor 127B is installed on the rear wheel of the base vehicle 100, for example, to detect the rotational speed of the rear wheel. Wheel speed sensor 127B outputs the rotational speed of the rear wheel to the braking system 121. The braking system 121 outputs the rotational speed of each wheel as one of the pieces of information included in the vehicle status to VCIB 111.

[0032] The braking system 121 generates braking commands for the braking device according to the specified control requests output from ADK200 via VCIB111 and integrated control manager 115, and uses the generated braking commands to control the braking device.

[0033] The steering system 122 is configured to control the steering angle of the steering wheels of the vehicle 10 using the steering mechanism. The steering mechanism includes, for example, a rack and pinion EPS (Electric Power Steering) system that can adjust the steering angle via an actuator.

[0034] A pinion angle sensor 128 is connected to the steering system 122, wherein the pinion angle sensor 128 detects the rotation angle (pinion angle) of the pinion connected to the rotation shaft of the actuator constituting the steering device. The steering system 122 outputs the detected pinion angle as one of the information contained in the vehicle state to the VCIB 111.

[0035] The steering system 122 generates steering commands for the steering device according to the specified control request (steering request) output from ADK200 via VCIB111 and integrated control manager 115, and uses the generated steering commands to control the steering device.

[0036] The powertrain 123 controls at least one of the multiple wheels of the vehicle 10, an EPB (Electric Parking Brake), a parking lock (hereinafter referred to as P-Lock) device on the transmission of the vehicle 10, a shifting device configured to select any one of multiple gears, and the drive source of the vehicle 10.

[0037] The active safety system 125 uses a camera 129A, radar sensor 129B, and radar sensor 129C to detect obstacles (obstacles, people) in front or behind. If it determines that there is a possibility of collision based on the distance to the obstacle or the direction of movement of the vehicle 10, the active safety system 125 outputs a braking command to the braking system 121 by increasing the braking force via the integrated control manager 115.

[0038] The body system 126 is configured, for example, to control components such as the turn indicator, horn, or wipers based on the driving status or driving environment of the vehicle 10. The body system 126 controls the aforementioned components according to the prescribed control requests output from the ADK200 via the VCIB111 and the integrated control manager 115.

[0039] It should be noted that vehicle 10 can be used as a component of a MaaS (Mobility as a Service) system. In addition to vehicle 10, a MaaS system may also include, for example, a data server, an MSPF (Mobility Service Platform), and mobility services related to autonomous driving (none of which are shown in the figure).

[0040] Vehicle 10 also includes a DCM (Data Communication Module) (not shown) as a communication I / F (Interface) for wireless communication with the aforementioned data server. The DCM outputs various vehicle information to the data server, such as speed, location, and autonomous driving status. Furthermore, the DCM receives various data from the mobility service via MSPF and the data server for managing the operation of autonomous vehicles, including vehicle 10, within the mobility service associated with autonomous driving.

[0041] Figure 2 This diagram is used to provide a detailed explanation of the components of ADS202, VCIB111, and VP120. (Example) Figure 2 As shown, ADS202 includes a computer component (hereinafter referred to as "CA") 210, an HMI (Human Machine Interface) 230, a recognition sensor 260, a posture sensor 270, and a sensor cleaner 290.

[0042] During autonomous driving of vehicle 10, CA210 uses various sensors (described later) to acquire information about the surrounding environment, vehicle posture, behavior, and position. It also obtains the vehicle state from VP120 (described later) via VCIB111 to set the next actions of vehicle 10 (acceleration, deceleration, or turning, etc.). CA210 outputs various instructions to VCIB111 to implement the set actions of vehicle 10. CA210 includes autonomous driving computer modules (hereinafter referred to as "ADC") 210A and ADC210B. In this embodiment, "ADC210A" and "ADC210B" correspond to the "first autonomous driving device" and the "second autonomous driving device," respectively. Each of ADC210A and ADC210B is configured to communicate with VCIB111.

[0043] The HMI230 presents information to the user and handles operations during autonomous driving, driving that requires user intervention, or the transition between autonomous driving and manual driving that requires user intervention. The HMI230 is configured, for example, to connect to input / output devices such as touch panel displays, display devices, and operating devices provided in the base vehicle 100.

[0044] The identification sensor 260 includes sensors for identifying the surrounding environment of the vehicle 10, such as at least one of LIDAR (Laser Imaging Detection and Ranging), millimeter-wave radar, and a camera.

[0045] LIDAR is a distance measuring device that uses pulsed laser (infrared) illumination to measure distance based on the time it takes for the light to be reflected back from an object. Millimeter-wave radar is a distance measuring device that uses short-wavelength radio waves to measure distance and direction to an object by detecting the radio waves reflected back from the object. A camera, for example, is mounted on the back of an interior mirror inside a vehicle cabin to capture images of the area in front of the vehicle. Information acquired by the recognition sensor 260 is output to CA210. Through image processing using an artificial intelligence (AI) image processing processor on the images and videos captured by the camera, other vehicles, obstacles, or people located in front of the vehicle 10 can be identified.

[0046] The attitude sensor 270 includes sensors that detect the attitude, behavior, or position of the vehicle 10. The attitude sensor 270 is composed of, for example, an IMU (Inertial Measurement Unit) or a GPS (Global Positioning System).

[0047] The IMU, for example, detects the acceleration of vehicle 10 in the forward, left, right, and up directions, as well as the angular velocities of vehicle 10 in the roll, pitch, and yaw directions. GPS uses information received from multiple GPS satellites orbiting the Earth to detect the position of vehicle 10. Information acquired by attitude sensor 270 is output to CA210.

[0048] Sensor cleaner 290 is configured to remove dirt that adheres to various sensors during vehicle operation. Sensor cleaner 290 uses, for example, cleaning fluid, wipes, etc., to remove dirt from camera lenses, laser or radio wave irradiation parts, etc.

[0049] VCIB111 includes VCIB111A and VCIB111B. "VCIB111A" and "VCIB111B" correspond to "first control device" and "second control device," respectively. VCIB111A and VCIB111B have a built-in CPU (Central Processing Unit) and memory (e.g., including ROM (Read Only Memory), RAM (Random Access Memory), etc.), which are not shown in the diagram. VCIB111A has equivalent functionality to VCIB111B, but differs in some aspects from the connection targets of the multiple systems constituting VP120.

[0050] VCIB111A and VCIB111B are communicatively connected to ADC210A and ADC210B of CA210, respectively. Furthermore, VCIB111A and VCIB111B are connected in a manner that enables them to communicate with each other.

[0051] Each of VCIB111A and VCIB111B relays various instructions corresponding to control requests from ADS202 and outputs them as control commands to the corresponding system of VP120. More specifically, each of VCIB111A and VCIB111B uses information such as programs stored in memory (e.g., APIs) and various command instructions output from ADS202 to generate control commands for the corresponding system of VP120 and outputs them to the corresponding system. Furthermore, each of VCIB111A and VCIB111B relays vehicle information output from each system of VP120 and outputs it as vehicle status to ADS202. It should be noted that the information representing the vehicle status can be either the same as the vehicle information or information extracted from the vehicle information for processing performed by ADS202.

[0052] By using VCIB111A and VCIB111B, which have equivalent functions for certain system actions (e.g., braking, steering), the control system between ADS202 and VP120 is redundant. Therefore, in the event of a failure in a part of the system, the function of VP120 (turning, stopping, etc.) can be maintained by appropriately switching the control system or blocking the failed control system.

[0053] Braking system 121 includes braking system 121A and braking system 121B. Steering system 122 includes steering system 122A and steering system 122B. Powertrain system 123 includes EPB system 123A, P-Lock system 123B, and propulsion system 124. Braking system 121A, steering system 122A, EPB system 123A, P-Lock system 123B, propulsion system 124, and body system 126 in multiple systems of VCIB111A and VP120 are interconnected via a communication bus. Furthermore, braking system 121B, steering system 122B, and P-Lock system 123B in multiple systems of VCIB111B and VP120 are interconnected via a communication bus.

[0054] Both braking systems 121A and 121B are configured to control multiple braking devices located on each wheel of the vehicle. Alternatively, braking system 121A may have the same function as braking system 121B, or one may be configured to independently control the braking force at each wheel during vehicle travel, while the other is configured to control the braking force at each wheel in a manner that produces the same braking force during vehicle travel.

[0055] Braking systems 121A and 121B generate braking commands for the braking device according to control requests output from ADS202 via VCIB111A and VCIB111B respectively. Either braking system 121A or braking system 121B is used to control the braking device; if one malfunctions, the other is used to control the braking device.

[0056] Steering systems 122A and 122B are both configured to control the steering angle of the steering wheels of vehicle 10 using the steering mechanism. Steering system 122A has the same function as steering system 122B.

[0057] Steering system 122A and steering device 122B generate steering commands for the steering device according to control requests output from ADS202 via VCIB111A and VCIB111B respectively. Regarding steering system 122A and steering system 122B, either one is used to control the steering device; if one malfunctions, the other is used to control the steering device.

[0058] EPB system 123A is configured to control EPB. EPB fixes the wheel by the action of the actuator. EPB system 123A controls EPB according to the control request output from ADS202 via VCIB111A.

[0059] The P-Lock system 123B is configured to control the P-Lock device. The P-Lock system 123B controls the P-Lock device according to control requests output from the ADS 202 via VCIB 111A or VCIB 111B. For example, if the control request output from the ADS 202 via VCIB 111A or VCIB 111B includes a control request to set the gear to parking (hereinafter referred to as P gear), the P-Lock system 123B activates the P-Lock device; if the control request includes a control request other than setting the gear to P gear, the P-Lock system 123B deactivates the P-Lock device.

[0060] The propulsion system 124 is configured to switch gears using a gear shifting device and to control the driving force of the vehicle 10 relative to its direction of movement using a drive source. The switchable gears include, for example, P (Park), neutral (N), drive (D), and reverse (R). The drive source includes, for example, an electric generator or an engine.

[0061] The propulsion system 124 controls the shifting device and the drive source according to the control request output from ADS202 via VCIB111A. For example, if the control request output from ADS202 via VCIB111A includes a control request to set the gear to P, the propulsion system 124 controls the shifting device to P.

[0062] The active safety system 125 is communicatively connected to the braking system 121A. The active safety system 125 includes a pre-crash safety system (PCS) 125A and a front camera module (FCM) 125B, consisting of a camera 129A and a radar sensor 129B. As described above, the PCS 125A uses the camera 129A and radar sensor 129B to detect obstacles (such as people) ahead. If a collision is predicted based on the distance to the obstacle, the PCS 125A outputs a braking command to the braking system 121A by increasing braking force to avoid a collision. The PCS 125A corresponds to the "vehicle control unit". It should be noted that the active safety system 125 (PCS 125A) can be communicatively connected to the VCIB 111A via the braking system 121A, or it can be directly communicatively connected to the VCIB 111A.

[0063] The body system 126 controls components such as the turn indicator, horn, or wiper according to the control requests output from ADS202 via VCIB111A.

[0064] It should be noted that, in addition to the aforementioned braking device, steering device, EPB, P-Lock device, shifting device, and drive source, there is also an operating device (not shown) that allows for manual operation by the user. Furthermore, the VSC (Vehicle Stability Control) 100A is constituted by the braking system 121, the steering system 122, and the propulsion system 124.

[0065] Various commands corresponding to control requests output from ADS202 to VCIB111 include: a forward direction command requesting gear shifting; a locking command requesting the operation or deactivation of the EPB and P-Lock devices; an acceleration command requesting acceleration or deceleration of the vehicle 10; a tire angle command requesting tire angle adjustment of the steering wheels; a vehicle mode command requesting the switching of the vehicle status between automatic driving mode and manual mode; and a stop command requesting the parking hold or deactivation of the parking hold.

[0066] In the vehicle 10 with the above configuration, for example, when the user selects the automatic driving mode as the vehicle mode state through operation of HMI 230, automatic driving is implemented. As described above, in automatic driving, ADS 202 first generates a driving plan. The driving plan includes, for example, plans related to the operation of vehicle 10, such as plans to continue straight, plans to make left or right turns at designated intersections located in the middle of a predetermined driving route, or plans to change the driving lane to a lane different from the lane in which the vehicle is currently traveling.

[0067] ADS202 extracts the controllable physical quantities (e.g., acceleration, deceleration, tire angle, etc.) required for vehicle 10 to act according to the generated driving plan. ADS202 segments the physical quantities for each execution cycle of the API. ADS202 uses the segmented physical quantities to execute the API, outputting various commands to VCIB111. Furthermore, ADS202 obtains the vehicle state (e.g., the actual direction of movement of vehicle 10, the vehicle's stationary state, etc.) from VP120 and recreates a driving plan reflecting the obtained vehicle state. Thus, ADS202 enables autonomous driving of vehicle 10. It should be noted that, under predetermined conditions, ADS202 outputs a stop command (hereinafter referred to as the PCS stop command) to the base vehicle 100 via VCIB111 to stop the actions of PCS125A, which operates independently of autonomous driving. Predetermined conditions may include, for example, conditions such as autonomous driving being performed.

[0068] In the ADS202 installed in such a vehicle 10, as described above, ADC210A and ADC210B, which enable autonomous driving, are provided for redundancy. Therefore, for example, in the case of a communication failure between the ADC210A and the VCIB111A on the vehicle side during autonomous driving implementation using the ADC210A, the ADC210B can be used to continue autonomous driving. In the event of a communication failure between the VCIB111A and the ADC210A, the VCIB111A outputs an execution command for reverse driving using the ADC210B and VCIB111B to the base vehicle 100 and the VCIB111B. After the reverse driving of the vehicle 10 is performed, manual driving is switched. In this case, when a PCS stop command is output based on a request from the ADC210B, thereby stopping the operation of the PCS125A, vehicle control implemented by the PCS125A may sometimes be unable to be performed in manual driving.

[0069] Therefore, in this embodiment, it is assumed that during manual driving, VCIB111 does not accept stop commands from ADS202. More specifically, even if a PCS stop command is received from ADC210B during manual driving, VCIB111B does not accept the received PCS stop command.

[0070] In this way, the stop command from ADS202 is invalidated during manual driving, thus preventing the control of vehicle 10 using PCS125A from being stopped during manual driving.

[0071] The following is for reference Figure 3 The processing performed by VCIB111B is explained. Figure 3 This is a flowchart illustrating an example of a process performed by VCIB111B. VCIB111B, for example, repeatedly performs the following process every API execution cycle.

[0072] In step (hereinafter referred to as step S) 100, VCIB111B determines whether there is a switching instruction from VCIB111A.

[0073] For example, if the state of not receiving various signals from ADC210A continues for a predetermined time, VCIB111A determines that there is a communication abnormality with ADC210A. Upon determining that a communication abnormality has occurred with ADC210A, VCIB111A outputs a switching instruction. VCIB111A may send an instruction to each of VSC100A and VCIB111B as a switching instruction to switch the control entity from VCIB111A to VCIB111B. If a switching instruction from VCIB111A is determined (yes in S100), the process proceeds to S102.

[0074] In S102, VCIB111B determines whether there is a backoff instruction from ADC210B. For example, if ADC210A receives information indicating an anomaly in communication with VCIB111A, ADC210B outputs a backoff execution instruction to VCIB111B as a backoff instruction. If a backoff instruction is determined to be from ADC210B (yes in S102), the process proceeds to S104.

[0075] In S104, VCIB111B performs reverse driving control. Reverse driving control can be configured to include, for example, adjusting braking force and acceleration to bring vehicle 10 to a stop, or adjusting braking force and acceleration to bring vehicle 10 to a stop by steering it towards the road shoulder, or activating EPB system 123A or P-Lock system 123B after stopping to limit the movement of vehicle 10. Furthermore, after reverse driving is completed, VCIB111B switches to manual driving mode, allowing the user to drive the vehicle. Then, processing proceeds to S106.

[0076] In S106, VCIB111B determines whether there is a PCS stop command from ADC210B. For example, if a communication anomaly is detected between VCIB111A and ADC210A, or if a predetermined condition (e.g., autonomous driving is being performed) is determined to be met, ADC210B outputs a PCS stop command to VCIB111B. If a PCS stop command is received from ADC210B and a PCS stop command is determined to exist (yes in S106), the process proceeds to S108.

[0077] In S108, VCIB111B determines whether the vehicle is in manual driving mode. For example, if the vehicle mode is set to manual driving mode, VCIB111B determines that the vehicle is in manual driving mode. If the vehicle is determined to be in manual driving mode (yes in S108), the process proceeds to S110.

[0078] In S110, VCIB111B invalidates the PCS stop command received from ADC210B. For example, VCIB111B is set to not accept the PCS stop command received from ADC210B, and VCIB111B does not output the PCS stop command to PCS125A via VCIB111A. Afterwards, the process ends. It should be noted that if it is determined that the user is not in manual driving mode (not in S108), the process moves to S112.

[0079] In S112, VCIB111B outputs a PCS stop command to PCS125A via VCIB111A. Upon receiving the PCS stop command, PCS125A stops the vehicle driving control implemented by PCS125A. The process then ends. It should be noted that the process ends if it is determined that there is no switching command from VCIB111A (no in S100), no retreat command from ADC210B (no in S102), or no PCS stop command from ADC210B (no in S106).

[0080] Reference Figure 4 The actions of VCIB111 based on the above structure and flowchart will be explained. Figure 4 This is a diagram used to illustrate an example of the action of VCIB111.

[0081] The following assumes that in autonomous driving, such as Figure 4 As shown in (A), an abnormal situation occurred in the communication between ADC210A and VCIB111A.

[0082] In cases where an anomaly is determined to have occurred in the communication between the ADC210A and VCIB111A, such as Figure 4 As shown in (B) and (C), a switching command is output to VSC100A and VCIB111B to switch the control unit from VCIB111A to VCIB111B. When a switching command is received in VCIB111B (yes in S100), it is determined whether there is a backoff command from ADC210B. When ADC210B obtains information related to a communication abnormality between ADC210A and VCIB111A from ADC210A, such as... Figure 4 As shown in (D), the ADC210B outputs a reverse driving execution command (reverse command) to the VCIB111B. When the reverse command is received in the VCIB111B (yes in S102), as follows... Figure 4 As shown in (E), VCIB111B performs reverse driving control (S104) on VSC100A, performing reverse driving of vehicle 10. After the reverse driving is completed, as... Figure 4 As shown in (F), the driving mode is changed to manual driving mode. On the other hand, in ADC210B, it is determined that a predetermined condition has been met, such as... Figure 4 As shown in (G), a PCS stop command is output to VCIB111B. If a PCS stop command is received from ADC210B (yes in S106) and the system is in manual driving mode (yes in S108), then... Figure 4As shown in (H), the PCS stop command is invalidated (S110). That is, the PCS stop command is not accepted, and the stop controlled by the PCS125A is suppressed. In other words, the PSC stop command is suppressed from being sent from the VCIB111B to the PCS125A via the VCIB111A. Therefore, the state in which the vehicle control implemented by the PCS125A can be performed is maintained.

[0083] As described above, in the vehicle 10 according to this embodiment, the stop command from the ADC210B is invalidated during manual driving, thus preventing the control of the vehicle 10 using the PCS125A from being stopped during manual driving. Therefore, it is possible to provide a vehicle in which the state of vehicle control can be appropriately switched between automatic driving and manual driving in a vehicle equipped with an automatic driving system.

[0084] The following describes some variations.

[0085] In the above embodiments, the control of vehicle 10 implemented by PCS125A is described as an example of vehicle 10 control implemented independently of autonomous driving, but it is not particularly limited to vehicle 10 control implemented by PCS125A.

[0086] Furthermore, in the above embodiment, the case where VCIB111B does not accept the PCS stop command from ADC210B when manual driving is performed after reversing is described, but it can also be set that VCIB111A does not accept the PCS stop command from VCIB111B when manual driving is performed.

[0087] It should be noted that the above-mentioned variations can also be implemented by appropriately combining all or part of them.

[0088] It should be considered that the embodiments disclosed herein are illustrative in all respects and are not restrictive. The scope of the invention is not shown by the foregoing description but by the claims, and is intended to include all modifications within the meaning and scope equivalent to the claims.

Claims

1. A vehicle, comprising: An autonomous driving system that enables vehicles to drive themselves. as well as The vehicle platform can receive instructions from the autonomous driving system. The vehicle platform includes: a base vehicle; and a vehicle control interface for connecting the vehicle platform with the autonomous driving system. The base vehicle includes a vehicle control unit that controls the vehicle's equipment independently of instructions from the autonomous driving system. The autonomous driving system outputs a stop command to the base vehicle via the vehicle control interface, wherein the stop command is a command requesting the cessation of control of the vehicle using the vehicle control device during the implementation of the autonomous driving system. In manual driving, the vehicle control interface does not accept the stop command from the autonomous driving system.

2. The vehicle according to claim 1, wherein, The vehicle control device controls the vehicle in a manner that avoids a collision if a collision is predicted.

3. The vehicle according to claim 1 or 2, wherein, The vehicle control interface includes a first control device and a second control device. The autonomous driving system includes: a first autonomous driving device that outputs commands to the base vehicle via the first control device; and a second autonomous driving device that outputs commands to the base vehicle via the second control device when the first autonomous driving device malfunctions. In the event of a malfunction in the first autonomous driving device, an execution command is output to the base vehicle to use the second autonomous driving device and the second control device for evasive maneuvering. When manual driving is performed after the reversing maneuver, the second control device does not accept the stop command from the second automatic driving device.

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