Vehicle and vehicle control device

Abstract

The invention provides a vehicle and a vehicle control device. A vehicle on which an automatic driving kit can be mounted is provided with a vehicle control interface box and a vehicle system. When the vehicle is located at a steep slope, the vehicle control interface box transmits a prohibition signal indicating that the braking performed by the brake device is kept prohibited to the automatic driving kit. The vehicle control interface box switches the manual mode and the automatic mode according to a request from the automatic driving suite. When the vehicle driven in the manual mode is located at a steep slope, the vehicle control interface box continues the manual mode even if the automatic driving kit requests the vehicle control interface box to switch from the manual mode to the automatic mode.

Description

Technical Field

[0001] This disclosure relates to a vehicle capable of carrying an autonomous driving kit, and a vehicle control device for controlling the vehicle. Background Technology

[0002] Japanese Patent Application Publication No. 2021-123139 discloses a vehicle capable of incorporating an autonomous driving kit. When the autonomous driving kit installed in the vehicle requests parking hold from the VP (Vehicle Platform) via a standstill command, the vehicle system included in the VP will perform brake holding control. Summary of the Invention

[0003] The aforementioned autonomous driving suite enables autonomous driving of the vehicle. However, the accuracy of autonomous driving implemented by the suite can easily decrease under certain conditions. For example, when the vehicle is on a steep slope, there is a possibility that it may not be able to maintain braking for an extended period. On a steep slope, there is a possibility that the braking system (e.g., hydraulic braking system) may overheat, making it impossible to keep the vehicle stationary. Therefore, even when autonomous driving is implemented on a steep slope in the same way as on a relatively flat road, it may not be able to drive the vehicle properly.

[0004] This disclosure was made to solve the above-mentioned problems, and its purpose is to provide a vehicle that is easy to drive properly even on steep slopes, and a vehicle control device that can properly control the vehicle even on steep slopes.

[0005] According to one aspect of this disclosure, a vehicle is configured to be capable of incorporating an autonomous driving suite. The vehicle includes a vehicle control interface box and a vehicle system. The vehicle system includes a braking device for decelerating the vehicle. The vehicle control interface box is configured to send a prohibition signal indicating that braking held by the braking device is prohibited to the autonomous driving suite when the vehicle is on a steep slope. The vehicle control interface box is configured to switch between a manual mode where the vehicle system is under user control and an automatic mode where the vehicle system is under the control of the autonomous driving suite, based on a request from the autonomous driving suite. The vehicle control interface box is configured to continue operating in manual mode when the vehicle, driven in manual mode, is on a steep slope, even if the autonomous driving suite requests a switch from manual to automatic mode from the vehicle control interface box.

[0006] The above and other objects, features, situations and advantages of the present invention will become clear from the following detailed description relating to the invention, which will be understood in conjunction with the accompanying drawings. Attached Figure Description

[0007] Figure 1 This diagram illustrates the general structure of a vehicle according to an embodiment of the present disclosure.

[0008] Figure 2 To indicate Figure 1 The diagram shows the detailed contents of the vehicle's systems.

[0009] Figure 3 For use in relation to Figure 1 The diagram illustrates the parking control implemented by the autonomous driving suite.

[0010] Figure 4 This is a flowchart illustrating the mode switching control involved in this embodiment.

[0011] Figure 5 To indicate Figure 4 The flowchart shows the detailed process of the first mode switching control.

[0012] Figure 6 To indicate Figure 4 The flowchart shows the detailed process of the second mode switching control. Detailed Implementation

[0013] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Furthermore, descriptions of identical or equivalent reference numerals in the drawings will not be repeated.

[0014] Figure 1 This diagram illustrates the general structure of the vehicle according to an embodiment of this disclosure. (Refer to...) Figure 1 Vehicle 1 includes a VP (Vehicle Platform) 100 and an ADK (Autonomous Driving Kit) 200. The VP100 includes a Vehicle Control Interface Box (hereinafter referred to as "VCIB") 110 and a base vehicle 120. By adding the VCIB 110 to the base vehicle 120, a VP100 with a detachable ADK 200 is formed. The VCIB 110 is configured to communicate with both the base vehicle 120 and the ADK 200 via a communication bus. Furthermore, vehicle 1 is completed by installing the ADK 200 relative to the VP100. In this embodiment, the ADK 200 is mounted on the roof of the base vehicle 120. However, the mounting position of the ADK 200 can be appropriately changed.

[0015] The base vehicle 120 is, for example, a commercially available xEV (electric vehicle). In this embodiment, a BEV (electric vehicle) 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 a BEV. The base vehicle 120 includes an integrated control manager 130, an HMI (Human Machine Interface) 150, and various systems and sensors (wheel speed sensors 127A, 127B, steering angle sensor 127C, camera 129A, radar sensors 129B, 129C, acceleration sensor 140, etc.) for controlling the base vehicle 120. 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-board sensors. The HMI 150 includes input devices and notification devices. Examples of notification devices include a display and a speaker. The HMI 150 may also include a touch panel display. The HMI150 may also include a brake holding switch (hereinafter referred to as "BHSW").

[0016] Figure 2 A diagram showing the detailed contents of the system of vehicle 1. (Refer to...) Figure 1 Simultaneously refer to Figure 2 ADK200 includes an autonomous driving system (hereinafter referred to as "ADS") 210 for implementing autonomous driving of vehicle 1. ADS210 includes a computer component (hereinafter referred to as "ADSCOM") 211, a recognition sensor 212, an attitude sensor 213, a sensor cleaner 216, and an HMI (Human Machine Interface) 218.

[0017] ADSCOM 211 includes computer modules (hereinafter referred to as "ADC") 211A and 211B. Each of ADC 211A and 211B has a processor and a storage device for storing autonomous driving software implemented using the API described below, and is configured such that the autonomous driving software can be executed by the processor. The identification sensor 212 includes a sensor that acquires information representing the external environment of the vehicle 1 (hereinafter also referred to as "environmental information"). The identification sensor 212 may also include at least one of a camera, millimeter-wave radar, and optical radar. The attitude sensor 213 acquires information related to the attitude of the vehicle 1 (hereinafter also referred to as "attitude information"). The attitude sensor 213 may also include various sensors that detect the acceleration, angular velocity, and position of the vehicle 1. The HMI 218 includes an input device and a notification device.

[0018] The base vehicle 120 includes a braking system 121, a steering system 122, a transmission 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").

[0019] In vehicle 1, the control system related to the vehicle's actions (driving / stopping / turning) is redundant. ADCs 211A and 211B provide instructions to the main control system and the auxiliary control system, respectively. VCIB 110 includes a control unit 111A for the main control system and a control unit 111B for the auxiliary control system. Control units 111A and 111B can communicate directly with each system, or via... Figure 1 The integrated control manager 130 shown is used for communication.

[0020] The braking system 121 includes a brake device, an operating unit (e.g., brake pedal) that receives brake operations from a user, and brake control units 121A and 121B. The steering system 122 includes a steering mechanism, an operating unit that receives steering operations from a user, and steering control units 122A and 122B. The transmission system 123 includes a gear shifting device (not shown), an EPB device 123A, a P-Lock device 123B, and a propulsion system 123C. "EPB" refers to Electric Parking Brake, and "P-Lock" refers to Parking Lock.

[0021] The gear shifting device determines the gear position and switches the propulsion direction and transmission mode of the base vehicle 120 according to the determined gear position. The gear shifting device includes a transmission mechanism and an operating unit that receives gear shifting operations from the user. The propulsion system 123C includes a vehicle drive unit, an operating unit that receives accelerator operations from the user (e.g., accelerator pedal), and a propulsion control unit that controls the vehicle drive unit. The vehicle drive unit imparts propulsive force to the wheels in the propulsion direction indicated by the gear position. This propulsive force accelerates the base vehicle 120. The vehicle drive unit includes a battery and a driving motor that receives power from the battery.

[0022] EPB device 123A may include, for example, a parking brake mechanism, an electric actuator, and an operating unit (e.g., an EPB switch) that receives EPB requests from a user. EPB device 123A may also be configured to apply braking force to the wheels via an electric actuator (e.g., a motor) to fix (immobilize) the wheels. P-Lock device 123B may include, for example, a parking lock mechanism, an actuator, and an operating unit (e.g., a manual brake lever) that receives parking operations from a user. P-Lock device 123B may also be configured to mechanically fix the rotational position of the transmission output shaft by utilizing an actuator-driven parking lock pawl.

[0023] In this embodiment, communication between ADK200 and VCIB110 uses signals defined by an API (Application Programming Interface) (API signals). ADK200 is configured to process various signals defined by the API. ADK200 outputs various commands to VCIB110 according to the API. Hereinafter, these various commands output from ADK200 to VCIB110 are each referred to as "API commands". Furthermore, ADK200 receives various signals indicating the state of the base vehicle 120 from VCIB110 according to the aforementioned API. Hereinafter, these various signals received by ADK200 from VCIB110 are each referred to as "API current state". Both API commands and API current states are equivalent to API signals.

[0024] In this embodiment, ADK200 uses the API commands described below.

[0025] The Vehicle Mode command (hereinafter, denoted as "VEMDCMD") is an API command that requests a switch to Automatic or Manual mode. Automatic and Manual modes will be described later. The Direction of Movement command is an API command that requests a shift in gear (R / D). The Acceleration command is an API command that indicates the vehicle's acceleration. The Acceleration command requests acceleration (+) and deceleration (-) in the direction indicated by the current Direction of Movement status, as described later. The Front Wheel Steering Angle command is an API command that requests front wheel steering. The Brake Hold command (hereinafter, denoted as "BH command") is an API command that requests brake hold. The Stationary command is an API command that requests the application or deactivation of stationary mode.

[0026] The above describes some of the API commands used in vehicle 1. VCIB110 receives various API commands from ADK200. When VCIB110 receives an API command from ADK200, it converts the API command into a signal executable by the control device of the base vehicle 120. Hereinafter, the API command converted into a signal executable by the control device of the base vehicle 120 is referred to as an "internal instruction." When VCIB110 receives an API command from ADK200, it outputs the corresponding internal instruction to the base vehicle 120.

[0027] Next, the current API status will be explained. ADK200 uses the current API status as described below to understand the status of the base vehicle 120.

[0028] The current vehicle mode state (hereinafter referred to as "VEMDST") is the API's current state representing the vehicle mode state. Vehicle modes include manual mode and automatic mode. Manual mode is the vehicle mode where the vehicle is under the control of the user (driver). Automatic mode is the vehicle mode where the vehicle platform (including the base vehicle) is under the control of the autonomous driving suite. Initially (when the vehicle system starts up), the vehicle mode is manual mode. VEMDST displays the corresponding values ​​"0" and "1" for the current vehicle mode (manual mode) and automatic mode, respectively.

[0029] The current state of autonomous driving preparation (hereinafter, labeled "VP_ATRDY") is the API's current state indicating whether preparation for switching from manual mode to automatic mode (hereinafter referred to as "automatic preparation") has been completed. VP_ATRDY displays "1" when automatic preparation is complete and "0" when automatic preparation is incomplete.

[0030] The Brake Hold Prohibited Current State (hereinafter referred to as "BHPRST") is the current API state indicating whether Brake Hold is prohibited. BHPRST displays "0" when Brake Hold is permitted and "1" when Brake Hold is prohibited.

[0031] The current state of the propulsion direction represents the current shift gear in the API. The current state of the travel direction represents the current state of the API indicating the vehicle's travel direction. The current state of the travel direction outputs a value of "0" when the vehicle is moving forward, a value of "1" when the vehicle is moving backward, and a value of "2 (Standstill)" when all four wheels continuously show a speed of "0" for a certain period of time. The current state of the vehicle speed represents the current state of the API indicating the vehicle's longitudinal (travel direction) speed. The current state of the vehicle speed outputs the absolute value of the vehicle speed. The current state of immobilization represents the current state of the API indicating the immobilized state. The immobilized state can be, for example, the respective states of EPB device 123A and P-Lock device 123B.

[0032] The current fault status (hereinafter referred to as the "fault notification signal") indicates the presence or absence of a fault and the current API status of the faulty part. The fault notification signal displays "0" when no fault has occurred, and displays a value (specifically an integer other than "0") corresponding to the faulty part when a fault has occurred. In this embodiment, when the brake holding function of the brake device fails, the fault notification signal displays "1".

[0033] The above describes the current states of some APIs used in vehicle 1. VCIB110 receives various sensor detection values ​​and state identification results from the base vehicle 120, and outputs various current API states representing the state of the base vehicle 120 to ADK200. VCIB110 obtains the current API states that have been set to represent the state of the base vehicle 120, and outputs the obtained current API states to ADK200.

[0034] ADK200 executes repeatedly Figure 1 The processing flow F1 is shown. Processing flow F1 and processing flow F2, described later, are also shown. Figure 3 The processes are generally executed by ADC211A. However, in the event of an exception in ADC211A, the processes are executed by ADC211B instead of ADC211A. The "S" in the flowchart refers to a step.

[0035] In S101, ADK200 determines whether the vehicle mode of vehicle 1 is automatic mode based on VEMDST. If VEMDST shows "1" (yes in S101), the process proceeds to S102. On the other hand, if VEMDST shows "0" (no in S101), the process does not proceed to S102, but the determination in S101 is repeated.

[0036] In S102, ADK200 creates a driving plan for autonomous driving based on the detection results of various sensors (e.g., environmental information and attitude information) and the current API state obtained from VCIB110. The driving plan is data representing the actions of vehicle 1 set as a target within a predetermined period. ADK200 can also calculate the actions (attitude, etc.) of vehicle 1 and generate a driving plan suitable for the state of vehicle 1 and the external environment. In the following S103, ADK200 sends an API command to VCIB110 to execute the control requested by the generated driving plan. As a result, an internal instruction corresponding to the API command is sent from VCIB110 to the base vehicle 120. The control requested by the driving plan is, for example, at least one of acceleration control, deceleration control, steering control, parking control, and parking control. The API command is equivalent to an instruction from ADK200 to the vehicle system (the system of base vehicle 120). ADK200 can also calculate the physical quantities (acceleration, maximum tire steering angle, etc.) requested for control via the driving plan, and determine the API command based on the calculation result. In automatic mode, ADK200 repeatedly executes the processes of S102 and S103. Thus, the automatic driving control of vehicle 1 implemented by ADK200 is continuously executed. ADK200 instructs the vehicle system according to the driving plan created in S102.

[0037] Figure 3 This diagram illustrates the parking control implemented by ADK200.

[0038] Reference Figure 3 The braking system 121 of vehicle 1 includes a brake ECU 11 and a brake device 12. The brake ECU 11 is a computer equipped with a processor and a storage device. The brake ECU 11 sends a signal (hereinafter referred to as "DASTBHAL") indicating whether vehicle 1 is located on a steep slope to computer 20. DASTBHAL displays "1" when vehicle 1 is located on a steep slope and "0" when vehicle 1 is not located on a steep slope.

[0039] Specifically, the brake ECU 11 detects the tilt angle of vehicle 1 based on the acceleration detected by the acceleration sensor 140 (e.g., a G-sensor). The acceleration sensor 140 detects, for example, the reaction force (acceleration) required to bring vehicle 1 to a standstill relative to gravity. The acceleration detected by the acceleration sensor 140 varies depending on the tilt angle of vehicle 1. That is, the detection value of the acceleration sensor 140 represents the tilt angle of vehicle 1. In this embodiment, the acceleration sensor 140 functions as a sensor for detecting the tilt angle of vehicle 1. By using a sensor to detect the tilt angle of vehicle 1, it is possible to determine with high accuracy whether vehicle 1 is located on a steep slope. Alternatively, in addition to or in place of the acceleration sensor, a tilt sensor, a gyroscope sensor, or an IMU (Inertial Measurement Unit) can be used to detect the tilt angle of vehicle 1. The method for detecting steep slopes is arbitrary. The vehicle system can also determine whether vehicle 1 is located on a steep slope by comparing map information with vehicle 1's location information.

[0040] If the tilt angle of vehicle 1 detected by acceleration sensor 140 is greater than or equal to a reference angle, brake ECU 11 sets DASTBHAL to "1" and sends the DASTBHAL (first status signal) to computer 20. A tilt angle greater than or equal to the reference angle means that vehicle 1 is located on a steep slope. Conversely, if the tilt angle of vehicle 1 detected by acceleration sensor 140 is smaller than the aforementioned reference angle, brake ECU 11 sets DASTBHAL to "0" and sends the DASTBHAL (second status signal) to computer 20. A tilt angle smaller than the reference angle means that vehicle 1 is not located on a steep slope. The aforementioned reference angle can also be preset based on the specifications of brake device 12 (especially specifications related to the brake holding function).

[0041] In this embodiment, the brake ECU11 with the above-described functions is provided on the brake control unit 121A. However, it is not limited to this, and the brake ECU11 with the above-described functions may also be provided on both the brake control units 121A and 121B.

[0042] The braking device 12 is configured to decelerate the vehicle 1. The braking device 12 may also be a hydraulic disc brake. The braking device 12 is controlled by brake control units 121A and 121B respectively. In this embodiment, the braking device 12 has a brake holding function. Brake holding is the process by which the braking device 12 keeps the vehicle 1 in a stopped state. The braking device 12 functions as a service brake and is used not only when stopped but also when in motion. In automatic mode, the braking device 12 applies braking force to the wheels of the vehicle 1 according to instructions from ADK200. In manual mode, the braking device 12 applies braking force to the wheels of the vehicle 1 according to braking operations performed by the user (driver). For example, the user can bring the vehicle 1 to a stop by decelerating the vehicle 1 while it is in motion by pressing the brake pedal. After the vehicle 1 has stopped, brake holding can also be performed in cases where the vehicle 1 is kept stopped, for example, to wait for a traffic light. Vehicle 1 can also perform brake holding according to instructions from the user (e.g., BHSW operation). By performing brake holding, braking force against the wheels is maintained even if the user removes their foot from the brake pedal. For example, in a hydraulic braking system, braking force is maintained by maintaining the hydraulic pressure at the time of stopping during brake holding.

[0043] EPB device 123A and P-Lock device 123B each function as a parking device used only when the vehicle 1 is parked. The parking devices are not used when the vehicle 1 is in motion. The parking devices function to secure the vehicle 1 in a parked state. In the parked state, movement of the vehicle 1 is prohibited. When the vehicle 1 is in the parked state, the shutdown (power disconnection) of the systems of the base vehicle 120 (including various ECUs) is permitted. In the parked state, the operation (power on) / stop (power off) of the vehicle systems can also be switched according to user instructions. The vehicle 1 can resume driving after the parking state is released during the operation of the vehicle systems. When the vehicle 1 is not in the parked state (e.g., in motion or in a parked state), the shutdown of the vehicle systems is prohibited.

[0044] In this embodiment, the computer 20 described below is respectively installed on the control units 111A and 111B. The computer 20 includes a driving control unit 21, a vehicle status determination unit 22, and a mode switching control unit 23. The functions of these parts can also be realized by a program stored in a storage device and a processor that executes the program. Alternatively, the functions of these parts can also be realized by hardware (circuit).

[0045] When the driving control unit 21 receives a DASTBHAL signal showing "1", it sets BHPRST (prohibition signal) to "1" and then sends the BHPRST (prohibition signal) to the ADK200. Conversely, when the driving control unit 21 receives a DASTBHAL signal showing "0", it sets BHPRST to "0" and then sends the BHPRST (permission signal) to the ADK200.

[0046] The computer 20 can send a BHPRST (prohibition / permission signal) corresponding to the state of the vehicle 1 to the ADK 200 based on the signal (DASTBHAL) received from the brake ECU 11. Thus, the permission / prohibition of brake holding can be appropriately switched according to the state of the vehicle 1. In this embodiment, the brake ECU 11 and the computer 20 function as the "first control device" and "second control device" respectively as disclosed in this disclosure.

[0047] The vehicle status determination unit 22 sets the values ​​of VP_ATRDY and the fault notification signal based on information from the base vehicle 120, and sends these VP_ATRDY and fault notification signals to the ADK 200. In this embodiment, when the vehicle status determination unit 22 receives a DASTBHAL signal showing "1", it sets VP_ATRDY to "0" and then sends the VP_ATRDY (third status signal) to both the mode switching control unit 23 and the ADK 200. A VP_ATRDY signal showing "0" indicates that the vehicle 1 is not in a state where it can switch from manual mode to automatic mode. Conversely, when the vehicle status determination unit 22 receives a DASTBHAL signal showing "0", it sets VP_ATRDY to "1" and then sends the VP_ATRDY signal to both the mode switching control unit 23 and the ADK 200. A VP_ATRDY signal showing "1" indicates that the vehicle 1 is in a state where it can switch from manual mode to automatic mode. The mode switching control unit 23, based on VEMDCMD, VEMDST, and VP_ATRDY, sends the value of VEMDST to ADK200 after setting it (see description below). Figure 5 as well as Figure 6 ).

[0048] The above processes are described in the processing flow F3 below. Figure 4The process is executed within the system. When computer 20 receives a DASTBHAL signal showing "1", it sends a VP_ATRDY (third status signal) signal showing "0" to ADK200. Therefore, ADK200 can determine whether to request a mode switch from VCIB110 after understanding the status of vehicle 1. This makes it easy to appropriately switch between manual and automatic modes. However, the above method can be modified appropriately. Vehicle status determination unit 22 can also consider parameters other than DASTBHAL related to the status of vehicle 1 to determine the value of VP_ATRDY.

[0049] Furthermore, when the vehicle status determination unit 22 receives a notification from the base vehicle 120 indicating a malfunction in the brake holding function of the brake device 12, it sets the malfunction notification signal to "1" and then sends the malfunction notification signal (fourth status signal) to the ADK 200. Therefore, the ADK 200 can perform automatic driving control based on its understanding of the brake device 12's status. This facilitates the appropriate implementation of automatic driving control. Moreover, the fourth status signal (the malfunction notification signal showing "1") is sent separately from the aforementioned prohibition signal (BHPRST showing "1"). Therefore, the ADK 200 can perform different controls depending on whether a prohibition signal or a fourth status signal is received. For example, if the brake holding function of the brake device 12 is not malfunctioning, and the ADK 200 requests that the vehicle 1 be kept stationary for a predetermined time or longer for a predetermined purpose (e.g., boarding, alighting, loading, or unloading), the ADK 200 can move the vehicle 1 in a manner that prevents it from being on a steep slope. Furthermore, the ADK200 can also enable vehicle 1 to perform brake holding in places where the slope is not steep.

[0050] In this embodiment, ADK200 is configured to operate in both unmanned and manned modes. Manned mode is a driving mode that assumes vehicle 1 is in a manned state. Unmanned mode is a driving mode in which vehicle 1 is driven automatically regardless of whether it is in a manned or unmanned state. ADK200 can also switch between unmanned and manned modes upon user request. Users can also set ADK200 to either unmanned or manned mode via HMI150 or HMI218. ADK200 can also request a pre-defined authentication procedure from the user, and only switch between unmanned and manned modes upon user request if authentication is successful. In unmanned mode, ADK200 always outputs VEMDCMD displaying "1". In manned mode, ADK200, for example, changes the value of VEMDCMD upon user request and outputs the changed VEMDCMD. Users can also set the value of VEMDCMD (0 or 1) for ADK200 via HMI150 or HMI218. ADK200 can also be configured such that, during the period when a VP_ATRDY (third state signal) showing "0" is received in manned mode, it does not set VEMDCMD to "1". ADK200 not setting VEMDCMD to "1" means that ADK200 does not request a transition to automatic mode from VCIB110.

[0051] When ADK200 is Figure 1 When a parking control request is made in S103 via a driving plan, the process begins. Figure 3 The processing flow F2 is shown. Therefore, parking control is performed using any one of S3, S4, S6, or S7. The ADK200 repeatedly executes processing flow F2 during periods when parking control is requested based on a driving plan.

[0052] In S1, ADK200 determines whether brake holding is being disabled based on BHPRST. If BHPRST shows "1" (yes in S1), the process proceeds to S5. On the other hand, if BHPRST shows "0" (no in S1), the process proceeds to S2. In S2, ADK200 determines whether a long-term stop has been requested according to the driving plan.

[0053] When vehicle 1 is in motion, it is first requested to stop. Therefore, in S2, this is determined to be incorrect, and the process proceeds to S3. Then, in S3, ADK200 decelerates vehicle 1. When the speed of vehicle 1 is above a reference value, ADK200 executes a first deceleration control to reduce the vehicle speed (become low speed). When the speed of vehicle 1 is lower than the aforementioned reference value, a second deceleration control is executed to stop the vehicle. In the case of requesting ADK200 to stop vehicle 1 which is traveling at high speed, ADK200 stops vehicle 1 by using the second deceleration control after the vehicle speed has been sufficiently reduced through the first deceleration control. Specifically, ADK200 executes the first or second deceleration control by requesting a deceleration for the first or second deceleration control from the base vehicle 120 using an acceleration command representing a negative (-) value.

[0054] If the driving plan requests that vehicle 1 remain in a stopped state at the same position for a predetermined time (hereinafter referred to as "Th1") or more, it is determined to be yes in S2, and the process proceeds to S4. Then, in S4, ADK200 requests brake holding from the base vehicle 120 using a BH command, thereby performing brake holding implemented by the braking device 12. Alternatively, if the stopping time requested by the driving plan is shorter than Th1, it is determined to be no in S2. In this case, for example, vehicle 1 is kept in a stopped state by second deceleration control (S3). Brake holding is not prohibited in S3. Therefore, ADK200 can also perform brake holding implemented by the braking device 12 when the driving plan requests brake holding for purposes other than long-term parking.

[0055] In S5, ADK200 determines whether a long-term stop has been requested according to the driving plan. When vehicle 1 is in motion, it is determined to be no in S5, and the process proceeds to S6. Then, in S6, ADK200 decelerates vehicle 1. The process in S6 is basically the same as that in S3. However, in S6, brake holding is disabled. When vehicle 1 is stationary, ADK200 confirms the required stopping time according to the driving plan. If the driving plan requests that vehicle 1 remain stationary at the same position for a predetermined time (hereinafter referred to as "Th2") or more, it is determined to be yes in S5, and the process proceeds to S7. In this embodiment, Th1 and Th2 are set to the same time (fixed value). However, this is not a limitation; Th1 and Th2 can each be arbitrarily set. Th2 can be longer or shorter than Th1. Th1 and Th2 can also be variable.

[0056] ADK200 can also obtain Th2 from VCIB110. For example, when vehicle 1 is located on a steep slope, computer 20 can also use at least one of the following to calculate Th2: weather information, slope angle, slope orientation (upward / downward), vehicle weight (e.g., load), and the degree of deterioration of braking device 12, and send the calculated Th2 to ADK200.

[0057] In step S7, ADK200 instructs the base vehicle 120 to operate at least one of the EPB device 123A and the P-Lock device 123B via a stationary command. In this embodiment, ADK200 operates both the EPB device 123A and the P-Lock device 123B in step S7. After the base vehicle 120 sets the EPB device 123A to the ON state (operating state) and shifts to the P (parking) gear according to the instruction of ADK200, parking lock is performed by the P-Lock device 123B. According to this control, when receiving a prohibition signal, ADK200 can keep the vehicle 1 in the same position for a long time without relying on the brake holding function of the brake device 12. In addition, when parking control is requested by the driving plan, ADK200 executes a different processing flow (not shown) than processing flow F2. In this case, ADK200 enables both EPB device 123A and P-Lock device 123B to operate regardless of the value of BHPRST. ADK200 can also park vehicle 1 in locations where the slope is not steep.

[0058] Figure 4 This is a flowchart illustrating the mode switching control implemented by the VCIB110. The mode switching control is used to switch between manual and automatic modes. Figure 4 The processing flow F3 shown is basically executed repeatedly by the computer 20 of the control unit 111A. However, in the event of an anomaly in the main control system, the processing flow F3 is executed by the computer 20 of the control unit 111B instead of the computer 20 of the control unit 111A.

[0059] Reference Figure 4In S11, VCIB110 receives DASTBHAL from brake ECU11. VCIB110 can also request DASTBHAL from brake ECU11. In the following S12, VCIB110 determines whether vehicle 1 is located on a steep slope based on the received DASTBHAL. If DASTBHAL shows "1" (yes in S12), VCIB110 sets BHPRST to "1" in S13 and sets VP_ATRDY to "0" in S14. Then, the process proceeds to S20. On the other hand, if DASTBHAL shows "0" (no in S12), VCIB110 sets BHPRST to "0" in S15 and sets VP_ATRDY to "1" in S16. Then, the process proceeds to S30.

[0060] Figure 5 A flowchart illustrating the details of the first mode switching control (S20).

[0061] Reference Figure 5 In S21, VCIB110 determines whether the vehicle mode of vehicle 1 is automatic mode based on VEMDST. If VEMDST shows "1" (yes in S21), the process proceeds to S22. If VEMDST shows "0" (no in S21), the process proceeds to S26.

[0062] In S22, VCIB110 receives VEMDCMD from ADK200. VCIB110 can also request VEMDCMD from ADK200. In the following S23, VCIB110 determines whether the received VEMDCMD displays "1". If VEMDCMD displays "1" (yes in S23), VCIB110 continues to implement automatic mode in S241 and sets VEMDST to "1" in S242. On the other hand, if VEMDCMD displays "0" (no in S23), VCIB110 switches the vehicle mode to manual mode in S251 and sets VEMDST to "0" in S252.

[0063] In S26, similarly to S22, VCIB110 receives VEMDCMD from ADK200. In the following S27, VCIB110 determines whether the received VEMDCMD displays "1". If VEMDCMD displays "1" (yes in S27), VCIB110 continues in manual mode in S281 and sets VEMDST to "0" in S282. Thus, even if VEMDCMD requests a switch to automatic mode, manual mode continues. On the other hand, if VEMDCMD displays "0" (no in S27), VCIB110 continues in manual mode in S291 and sets VEMDST to "0" in S292.

[0064] When VEMDST is set using any one of S242, S252, S282, or S292, Figure 5 The processing flow shown ends, in processing flow F3 ( Figure 4 In the process, proceed to S17.

[0065] Figure 6 A flowchart illustrating the details of the second mode switching control (S30).

[0066] Reference Figure 6 In S31, VCIB110 determines whether the vehicle mode of vehicle 1 is automatic based on VEMDST. If VEMDST shows "1" (yes in S31), the process proceeds to S32. Since the processing in S32 and its subsequent steps S33, S341, S342, S351, and S352 are respectively related to… Figure 5 The processing of S22, S23, S241, S242, S251, and S252 is the same, so the explanation is omitted.

[0067] If VEMDST displays "0" (no in S31), the process proceeds to S36. In S36, VCIB110 receives VEMDCMD from ADK200. In the following S37, VCIB110 determines whether the received VEMDCMD displays "1". If VEMDCMD displays "1" (yes in S37), VCIB110 switches the vehicle mode to automatic mode in S381 and sets VEMDST to "1" in S382. On the other hand, if VEMDCMD displays "0" (no in S37), VCIB110 continues to implement manual mode in S391 and sets VEMDST to "0" in S392.

[0068] When VEMDST is configured using any one of S342, S352, S382, or S392, Figure 6 The processing flow shown ends, in processing flow F3 ( Figure 4 In the process, proceed to S17.

[0069] Refer again Figure 4 In S17, VCIB110 sends BHPRST, VP_ATRDY, and VEMDST, which were set in processing flow F3, to ADK200. After that, the process returns to the initial step (S11).

[0070] As explained above, in this embodiment, VP100 corresponds to an example of a "vehicle capable of mounting an autonomous driving kit" as disclosed herein. VP100 includes VCIB110 and a base vehicle 120. The system built into the base vehicle 120 corresponds to an example of a "vehicle system" as disclosed herein. Furthermore, ADK200 installed on VP100 executes processing flows F1, F2 (… Figure 1 , Figure 3 ). VCIB110 executes process flow F3 ( Figures 4 to 6 The VCIB110 is configured to switch between a manual mode where the vehicle system is under user control and an automatic mode where the vehicle system is under ADK200 control, based on a request from ADK200 (see [reference]). Figure 5 as well as Figure 6 ).

[0071] When vehicle 1 is on a steep slope, VCIB110 sends a prohibition signal to ADK200 indicating that braking held by braking device 12 is prohibited. Figure 4 (S13, S17). Thus, under parking control, brake holding is prohibited (S6, S7 of process F2). Therefore, it is possible to prevent the brake force generated by the brake device 12 from becoming insufficient due to overheating of the brake device 12 while it is in brake holding.

[0072] Furthermore, during the transition period immediately following a switch from manual to automatic mode, the driving of vehicle 1 is prone to instability. If automatic driving of vehicle 1 begins in an unstable state when vehicle 1 is on a steep slope, there is a possibility that the accuracy of the automatic driving implemented by ADK200 will decrease. Therefore, in the VP100 described in the above embodiment, when vehicle 1, driven in manual mode, is on a steep slope, even if ADK200 requests a switch from manual to automatic mode from VCIB110, VCIB110 continues to implement manual mode. Figure 5 (S281). Thus, even on steep slopes, vehicle 1 can be easily driven properly.

[0073] While embodiments of the invention have been described, the embodiments disclosed herein should be considered illustrative rather than restrictive in all respects. The scope of the invention is shown by the claims and is intended to include all modifications within the meaning and scope of the claims.

Claims

1. A vehicle that is a vehicle capable of mounting an automatic driving kit, wherein the vehicle is provided with a vehicle control interface box and a vehicle system, the vehicle system includes a brake device that decelerates the vehicle, the vehicle control interface box is configured to transmit, to the automatic driving kit, an inhibition signal indicating that braking by the brake device is kept inhibited, when the vehicle is located at a steeper slope, the vehicle control interface box is configured to switch, according to a request from the automatic driving kit, between a manual mode in which the vehicle system is placed under the control of a user, and an automatic mode in which the vehicle system is placed under the control of the automatic driving kit, the vehicle control interface box is configured to cause the manual mode to continue to be implemented even when the automatic driving kit requests the vehicle control interface box to switch from the manual mode to the automatic mode, when the vehicle being driven in the manual mode is located at the steeper slope.

2. The vehicle according to claim 1, wherein the vehicle system includes a sensor that detects the inclination of the vehicle, and a first control device, the vehicle control interface box includes a second control device, the first control device is configured to transmit, to the second control device, a first state signal indicating that the vehicle is located at the steeper slope, when the inclination of the vehicle detected by the sensor is equal to or greater than a reference angle, transmit, to the second control device, a second state signal indicating that the vehicle is not located at the steeper slope, when the inclination of the vehicle detected by the sensor is smaller than the reference angle, the second control device is configured to transmit, to the automatic driving kit, the inhibition signal when the first state signal is received, transmit, to the automatic driving kit, a permission signal indicating that braking by the brake device is kept permitted, when the second state signal is received.

3. The vehicle according to claim 2, wherein the second control device is configured to transmit, to the automatic driving kit, a third state signal indicating that the vehicle is not in a state in which the vehicle is capable of switching from the manual mode to the automatic mode, when the first state signal is received.

4. The vehicle according to claim 1, wherein the vehicle control interface box is configured to transmit, to the automatic driving kit, a fourth state signal different from the inhibition signal, when a brake hold function of the brake device has failed.

5. The vehicle according to any one of claims 1 to 4, wherein the vehicle is provided with the automatic driving kit, the vehicle system further includes at least one of a parking lock device and an electric parking brake device, the automatic driving kit is configured to generate a travel plan of the vehicle in the automatic mode, and to instruct the vehicle system in accordance with the generated travel plan, the vehicle control interface box is configured to transmit, to the automatic driving kit, a signal indicating that the vehicle is located at the steeper slope, when the vehicle is located at the steeper slope. The autonomous driving package is configured to, in the autonomous mode, instruct the vehicle system to operate at least one of the parking lock device and the electric parking brake device when the prohibition signal is received and it is determined that the vehicle is requested to remain at the same position for a predetermined time or more by the travel plan.

6. A vehicle control device that controls a vehicle equipped with a vehicle system including a brake device and configured in a manner that enables an autonomous driving package to be mounted, wherein the vehicle control device is provided with a vehicle control interface box, the vehicle control interface box is configured to, send a prohibition signal indicating that braking by the brake device of the vehicle is prohibited to the autonomous driving package when the vehicle is on a steep slope, switch between a manual mode in which the vehicle system is placed under the control of a user and an autonomous mode in which the vehicle system is placed under the control of the autonomous driving package according to a request from the autonomous driving package, cause the manual mode to continue to be implemented even when the autonomous driving package requests a switch from the manual mode to the autonomous mode to be made to the vehicle control interface box when the vehicle being driven in the manual mode is on the steep slope.

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