Vehicle and vehicle control interface box

Abstract

A vehicle and a vehicle control interface box are provided. A vehicle capable of mounting an ADK (automatic driving kit) is provided with a control system that controls a plurality of functions of the vehicle, and a VCIB (vehicle control interface box) that mediates and coordinates exchange of signals between the ADK and the control system. The ADK is configured to operate in one control mode selected from among a plurality of control modes. The VCIB is configured to accept and hold, from the ADK, function setting information for each of the plurality of control modes. The function setting information is information indicating the validity / invalidity of each of the plurality of functions. The VCIB is configured to request the control system to activate or deactivate each of the plurality of functions based on the function setting information corresponding to the selected one control mode.

Description

Technical Field

[0001] This disclosure relates to a vehicle capable of carrying an autonomous driving kit and a vehicle control interface box. Background Technology

[0002] Japanese Patent Application Publication No. 2023-070099 discloses a technology that obtains the current level of autonomous driving and the planned level of autonomous driving of an autonomous driving system, and ends the tilting state of the driver's seat back when the level of autonomous driving decreases. Summary of the Invention

[0003] In the technology described in Japanese Patent Application Publication No. 2023-070099, the vehicle's tilt control unit needs to constantly confirm the level of autonomous driving with the autonomous driving system. Essentially, signals for tilt control are exchanged between the tilt control unit and the autonomous driving system. Even while performing autonomous driving control, the autonomous driving system needs to send tilt control signals to the tilt control unit. This increases the burden on the autonomous driving system. Furthermore, in an autonomous driving system that operates using a single control mode selected from multiple control modes, a single tilt control may not be suitable for all control modes. In the vehicle described in Japanese Patent Application Publication No. 2023-070099, the tilt control is performed primarily by a component outside the autonomous driving system (the tilt control unit). Therefore, it is difficult for developers or suppliers of autonomous driving systems to customize tilt control for each control mode of the autonomous driving system.

[0004] This disclosure is an invention made to solve the above-mentioned problems, with the aim of performing appropriate vehicle control in each of the multiple control modes while reducing the load on the autonomous driving kit (autonomous driving system).

[0005] According to the first aspect of this disclosure, a vehicle as shown below can be provided. This vehicle is configured to be equipped with an autonomous driving suite. The vehicle includes a control system that controls multiple functions of the vehicle, and a vehicle control interface box that mediates the exchange of signals between the autonomous driving suite and the control system. The autonomous driving suite is configured to operate in a control mode selected from multiple control modes. The vehicle control interface box is configured to receive and store function setting information for each of the multiple control modes from the autonomous driving suite. The function setting information indicates the validity / invalidation of each of the aforementioned multiple functions. The vehicle control interface box is configured to request the validity or invalidation of each of the multiple functions from the control system based on the function setting information corresponding to the selected control mode.

[0006] According to a second aspect of this disclosure, a vehicle control interface box as shown below can be provided. This vehicle control interface box is configured to be mounted on a vehicle. The vehicle control interface box is configured to mediate the exchange of signals between an autonomous driving kit installed in the vehicle and a control system built into the vehicle. The autonomous driving kit is configured to operate in a control mode selected from multiple control modes. The vehicle control interface box is configured to receive and store function setting information for each of the multiple control modes from the autonomous driving kit. The function setting information indicates the validity / invalidation of multiple functions of the vehicle. The vehicle control interface box is configured to request the validity or invalidation of multiple functions from the control system based on the function setting information corresponding to the selected control mode.

[0007] The above and other objects, features, aspects and advantages of the present invention will become clear from the following detailed description of the invention as understood in conjunction with the accompanying drawings. Attached Figure Description

[0008] Figure 1 This diagram illustrates the general structure of a vehicle according to an embodiment of the present disclosure.

[0009] Figure 2 To indicate Figure 1 A diagram showing the detailed system of the vehicle.

[0010] Figure 3 This diagram is used to illustrate the vehicle management system involved in this embodiment.

[0011] Figure 4 This diagram illustrates an overview of vehicle management as described in this embodiment.

[0012] Figure 5 This is a diagram showing an example of the feature settings table used in Personal Mode.

[0013] Figure 6 This is a diagram showing an example of the function settings table used in taxi mode.

[0014] Figure 7 This is a diagram illustrating an example of the function settings table used in delivery mode.

[0015] Figure 8 This is a flowchart illustrating the setting process of the control mode involved in this embodiment.

[0016] Figure 9 This diagram illustrates the mode setting screen used in this embodiment.

[0017] Figure 10This is a flowchart illustrating the processes involved in the manual driving mode of this embodiment.

[0018] Figure 11 A diagram illustrating an example of a manual driving screen corresponding to a specific purpose.

[0019] Figure 12 This is a flowchart illustrating the function setting process involved in this embodiment.

[0020] Figure 13 This is a flowchart illustrating the management and processing of functional setting information in this embodiment.

[0021] Figure 14 This is a flowchart illustrating the control mode transition process involved in this embodiment.

[0022] Figure 15 This is a flowchart illustrating the processes involved in the driving control according to this embodiment.

[0023] Figure 16 To indicate Figure 15 The flowchart shows the detailed process of autonomous driving control.

[0024] Figure 17 To indicate when Figure 2 The flowchart shows an example of the processing performed when the function setting information in the autonomous driving kit is rewritten. Detailed Implementation

[0025] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Furthermore, identical or equivalent parts in the drawings will be labeled with the same reference numerals and will not be described again.

[0026] Figure 1 This diagram illustrates the general structure of the vehicle according to this embodiment. (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. The VCIB 110 can also function as a gateway. Vehicle 1 is completed by installing the ADK 200 onto the VP100. In this embodiment, the ADK 200 is mounted on the roof of the base vehicle 120. However, the mounting location of the ADK 200 can be appropriately changed.

[0027] 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; the base vehicle 120 may also be an xEV other than a BEV. The base vehicle 120 includes a comprehensive control manager 130, an HMI (Human Machine Interface) 150, various systems for controlling the base vehicle 120, and various sensors (wheel speed sensors 127A, 127B, steering angle sensor 127C, camera 129A, radar sensors 129B, 129C, etc.). The comprehensive control manager 130 functions as a control device. The comprehensive 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 comprehensive control manager 130 and the HMI 150 are connected in a communicable manner. 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.

[0028] Figure 2 A diagram showing the detailed system configuration of vehicle 1. (Refer to...) Figure 1 and 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, an identification sensor 212, an attitude sensor 213, a sensor cleaner 216, and an HMI (Human Machine Interface) 218.

[0029] ADSCOM 211 includes computer modules (hereinafter referred to as "ADC") 211A and 211B. ADC 211A and 211B each have a processor and a storage device for storing autonomous driving software utilizing the API described later, and are 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 lidar. 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.

[0030] The base vehicle 120 includes a braking system 121, a steering system 122, a transmission system 123, an ADAS (Advanced Driver Assistance System) 125, and a body system 126. In this embodiment, each system includes an electronic control unit (hereinafter also referred to as "ECU").

[0031] In vehicle 1, the control system related to the actions (driving, stopping, turning) of vehicle 1 is redundant. Specifically, ADCs 211A and 211B issue instructions to the main system and the sub-system, respectively. VCIB 110 includes a VCI control unit 110A for the main system and a VCI control unit 110B for the sub-system. VCI control units 110A and 110B can also be computers equipped with processors and storage devices. VCI control units 110A and 110B can communicate directly with each system or via... Figure 1 The integrated control manager 130 shown communicates with the system.

[0032] The braking system 121 includes a braking device, an operating unit (e.g., a brake pedal) that receives braking operations from a user, a main system braking control unit 121A, and a secondary system braking control unit 121B. In the braking system 121, each of the braking control units 121A and 121B is configured to control the braking device. The braking device is configured to decelerate the vehicle 1. The braking device may also be a hydraulic disc brake. The braking device functions as a service brake. The braking device may also have a brake holding function. In a manually driven vehicle 1, the braking control unit 121A or 121B controls the braking device according to the braking operation performed by the user (driver). The braking device applies braking force to the wheels of the vehicle 1. For example, the user (driver) decelerates the moving vehicle 1 by pressing the brake pedal, thereby bringing the vehicle 1 to a stop.

[0033] The steering system 122 includes a steering mechanism, an operating unit (e.g., a steering wheel) that receives steering inputs from the user, a main system steering control unit 122A, and a secondary system steering control unit 122B. The transmission system 123 includes a shift mechanism (not shown), an EPB device 123A, a P-Lock device 123B, and a propulsion system 123C. "EPB" stands for Electric Parking Brake, and "P-Lock" stands for Parking Lock.

[0034] The gear shifting device determines the shift position and switches the propulsion direction and transmission mode of the base vehicle 120 according to the determined shift position. The gear shifting device includes a transmission mechanism and an operating unit (e.g., a gear shift lever) that accepts shift operations from the user. The gear shifting device can also perform shifts electronically. The propulsion system 123C includes a vehicle drive unit, an operating unit (e.g., an accelerator pedal) that accepts acceleration operations from the user, and a propulsion control unit that controls the vehicle drive unit. The vehicle drive unit applies a propulsive force to the wheels in the propulsion direction indicated by the shift position. The base vehicle 120 accelerates by this propulsive force. The vehicle drive unit includes a battery and a driving motor that receives power from the battery.

[0035] EPB device 123A may include, for example, a parking brake mechanism, an electric actuator, and an operating unit (e.g., an EPB switch) for accepting 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 the wheels (statically). P-Lock device 123B may include, for example, a parking lock mechanism, an actuator, and an operating unit (e.g., a parking switch) for accepting parking operations from a user. P-Lock device 123B may also be configured to mechanically fix the rotational position of the transmission output shaft via a parking lock pawl that can be driven by an actuator.

[0036] ADAS 125 may include, for example, an active safety system. Furthermore, ADAS 125 may also include systems that reduce the driving burden on the person driving the base vehicle 120 (hereinafter referred to as the "driver"). In this embodiment, the systems included in ADAS 125 are broadly categorized into driver assistance systems and driving systems other than driver assistance systems (hereinafter referred to as "advanced driving systems"). Driver assistance systems are systems that reduce the driver's driving burden, alert the driver, or respond to driver abnormalities.

[0037] As a driver assistance system, ADAS 125 may also include at least one of the following: Driver's Seatbelt Reminder (D-seat PSBR), Cross Traffic Response (CSR), Rear Camera Guidance System (RCD), Blind Spot Monitor (BSM), Rear Cross Traffic Alert (RTCA), and Driver Abnormality Response System (EDSS). The D-seat PSBR alerts the driver when the driver's seatbelt is not worn. The CSR alerts the driver when the distance to an obstacle is approaching. The RCD informs the driver of the presence of pedestrians behind the vehicle as it reverses. The BSM informs the driver of the presence of other vehicles in the blind spot area. The RTCA informs the driver of other vehicles approaching from the rear or sides as the vehicle reverses. The EDSS automatically slows down and stops the vehicle if it detects any abnormalities in the driver's behavior during operation.

[0038] As an advanced driving system, ADA125 may also include at least one of VSC (Vehicle Stability Control), Parking Assist Brake (PKSB), and Pre-Collision Safety (PCS). VSC suppresses lateral slippage of the vehicle to improve driving stability. PKSB engages the brakes to avoid a collision when the vehicle is parked or traveling at low speeds. Additionally, PKSB will also engage the brakes if it detects an erroneous misinterpretation of accelerator input as braking input while traveling at low speeds. PCS engages the brakes to avoid a collision or mitigate damage before a collision over a wider speed range compared to PKSB.

[0039] Figure 3 This is a diagram used to illustrate the vehicle management system of this embodiment.

[0040] Reference Figure 3 The vehicle management system includes mobile terminals 500A and 500B and a fixed terminal 600. Terminal 600 is, for example, a server equipped with a display device and an input device. Mobile terminals 500A and 500B are, for example, smartphones equipped with touch panel displays and speakers. The smartphones have a built-in computer. However, the structure of each terminal can be appropriately modified.

[0041] HMI 218 for Terminal 600, Mobile Terminal 500A, and ADK200 (see reference) Figure 2Both HMI218 and ADSCOM211 function as management terminals. Specifically, HMI218 and ADSCOM211 work together to function as management terminals. The manager of vehicle 1 (hereinafter referred to as the "manager") has the right to operate the management terminal. The management terminal is configured to be operable by the manager. Terminal 600 and mobile terminal 500A are configured to communicate with ADK200 via the communication network NW. Mobile terminal 500A is carried by the manager.

[0042] On the other hand, the mobile terminal 500B and the HMI150 of the basic vehicle 120 (see reference) Figure 1 Each of the HMI 150 and the integrated control manager 130 functions as a driver terminal. Specifically, the HMI 150 and the integrated control manager 130 work together to function as driver terminals. The driver (the person driving the base vehicle 120) has the right to operate the driver terminal. The driver terminal is configured to be operable by the driver. The mobile terminal 500 is configured to communicate with the base vehicle 120. The mobile terminal 500B is carried by the driver. In this embodiment, the driver terminal and the manager terminal are configured to communicate with each other.

[0043] like Figure 3 As shown in the lower part, the base vehicle 120 also includes seats 161 to 164 and doors 171 to 174. Seat 161 is a D-seat (driver's seat: first front seat). Various operating components for manual driving (e.g., steering wheel, gear shift lever, accelerator pedal, brake pedal, EPB switch, and parking switch) and an HMI 150 (e.g., instrument panel, central display, and navigation system) are arranged near seat 161. Seat 162 is a P-seat (passenger seat: second front seat). Seat 163 is a right-side (behind the driver's seat) R-seat (first rear seat). Seat 164 is a left-side (behind the passenger seat) R-seat (second rear seat). Doors 171, 172, 173, and 174 are respectively provided for getting in and out of the vehicle at seats 161, 162, 163, and 164. Each of doors 171 to 174 is provided with a door locking device for switching the locking / unlocking of the corresponding door. When the door locking device closes and locks the door, the door remains closed. When the door locking device unlocks the door, it is allowed to open. Doors 171 and 172 are examples of the "first door" and "second door" as described in this disclosure, respectively. Doors 173 and 174 are examples of the "third door" as described in this disclosure, respectively.

[0044] The base vehicle 120 also includes a luggage compartment 160 and a luggage compartment door 170 disposed thereon. In this embodiment, a sealed luggage compartment (e.g., a trunk) is used as the luggage compartment 160. Therefore, the luggage compartment 160 is sealed when the luggage compartment door 170 is closed. And, when the luggage compartment door 170 is opened, the luggage compartment 160 is opened. However, it is not limited to this, and an open luggage compartment (e.g., a luggage space) is used as the luggage compartment 160. Examples of luggage compartment doors 170 include a tailgate, a rear hatch, and a tailgate. A luggage compartment locking device is provided on the luggage compartment door 170 to switch between locking and unlocking the luggage compartment door 170. When the luggage compartment locking device closes and locks the luggage compartment door 170, the luggage compartment door 170 is maintained in the closed state. When the luggage compartment locking device unlocks the luggage compartment door 170, the luggage compartment door 170 is allowed to be opened.

[0045] The base vehicle 120 also includes an air conditioning unit 180. The air conditioning unit 180 is configured to regulate the airflow in the passenger compartment, including the seats 161 to 164. The air conditioning may also be for example, regulating at least one of the following: air temperature, humidity, cleanliness, and airflow. Figure 3 The energy storage device 190 shown functions as a battery for the vehicle drive system described above. The energy storage device 190 supplies power not only to the drive motor, but also to the air conditioning unit 180 and the auxiliary mechanical battery (not shown).

[0046] Figure 2 The body system 126 shown includes an entry / exit ECU that controls the respective door locking devices of the doors 171 to 174, a luggage compartment ECU that controls the luggage compartment locking device, and an air conditioning ECU that controls the air conditioning unit 180.

[0047] In this embodiment, the communication between ADK200 and VCIB110 uses signals defined by the API (Application Program Interface). Hereinafter, these API-defined signals will be referred to as "API signals." ADK200 is configured to process these API signals. ADK200 outputs various commands to VCIB110 according to the API. Hereinafter, these various commands output from ADK200 to VCIB110 will be referred to as "API commands." Furthermore, ADK200 receives various signals from VCIB110 indicating the state of the base vehicle 120 according to the API. Hereinafter, these various signals received by ADK200 from VCIB110 will be referred to as "API states." Both API commands and API states are equivalent to API signals.

[0048] In this implementation, ADK200 uses the API commands described below.

[0049] The mode setting API is an API command that requests a change to a predetermined control mode. More specifically, the ADK200 involved in this embodiment is configured to operate in a control mode selected from a variety of control modes. The mode setting API is equivalent to a mode signal indicating the selected control mode.

[0050] In this embodiment, the various control modes executed by ADK200 are differentiated based on whether it is autonomous or manual driving, whether there is a person in the driver's seat (seat 161) of vehicle 1, and the purpose of vehicle 1. This structure makes it easy to customize vehicle 1 to suit its intended use. Specifically, the ADK200 in this embodiment operates in any of the following driving modes: the first manual driving mode to the third manual driving mode, and the first autonomous driving mode to the fifth autonomous driving mode. The manual driving mode is the driving mode in which the basic vehicle 120 is under the control of a person (driver). The autonomous driving mode is the driving mode in which the basic vehicle 120 is under the control of ADK200.

[0051] The first manual driving mode is for personal use of vehicle 1, and is operated manually by a person seated in seat 161. The second manual driving mode is for passenger transport of vehicle 1, and is operated manually by a person seated in seat 161. The third manual driving mode is for logistics of vehicle 1, and is operated manually by a person seated in seat 161.

[0052] The first autonomous driving mode is a control mode in which vehicle 1 is used for personal purposes and is operated autonomously when there is a person in seat 161. The second autonomous driving mode is a control mode in which vehicle 1 is used for passenger transport and is operated autonomously when there is no one in seat 161. The third autonomous driving mode is a control mode in which vehicle 1 is used for passenger transport and is operated autonomously when there is a person in seat 161. The fourth autonomous driving mode is a control mode in which vehicle 1 is used for logistics and is operated autonomously when there is no one in seat 161. The fifth autonomous driving mode is a control mode in which vehicle 1 is used for logistics and is operated autonomously when there is a person in seat 161.

[0053] The Function Setting API is an API command that requests the saving of the function setting table for each control mode. The function setting table indicates the respective enabled / disabled functions of the base vehicle 120. The function setting table is equivalent to an example of the "function setting information" involved in this disclosure.

[0054] For example, the administrator generates a function setting table for each control mode and inputs the generated function setting tables for each control mode into the ADK200. The ADK200's storage device ( Figure 3 The function setting API distinguishes and stores the function setting table for each control mode by associating the identification information (mode ID) of the control mode with the corresponding function setting table. The function setting API includes the function setting tables for various control modes that ADK200 can operate in (e.g., the first to third manual driving modes and the first to fifth automatic driving modes mentioned above). Hereinafter, these function setting tables for each control mode (i.e., all function setting tables related to ADK200) are collectively referred to as "ADK setting information." Although details will be described later, VCIB110, upon receiving ADK setting information from ADK200, saves the ADK setting information. Subsequently, whenever a change in control mode is requested via the mode setting API, VCIB110 requests the activation or deactivation of each function from the base vehicle 120 based on the function setting table corresponding to the control mode shown by the mode setting API.

[0055] The directional acceleration command is an API command that requests a shift position (forward gear (forward) / reverse gear (reverse)). The acceleration command is an API command that indicates the vehicle's acceleration. The acceleration command requests acceleration (+) and deceleration (-) relative to the direction represented by the directional acceleration state described below. The front wheel steering angle command is an API command that requests the steering of the vehicle's front wheels. The staticization command is an API command that requests the application or destatication of staticization.

[0056] The D-seat door API is an API command that requests the locking or unlocking of the driver's side door (e.g., door 171). The P-seat door API is an API command that requests the locking or unlocking of the passenger side door (e.g., door 172). The first R-seat door API is an API command that requests the locking or unlocking of the door behind the driver's seat (e.g., door 173). The second R-seat door API is an API command that requests the locking or unlocking of the door behind the passenger side seat (e.g., door 174). The luggage compartment door API is an API command that requests the locking or unlocking of the luggage compartment door. The all-door API is an API command that requests the simultaneous locking or unlocking of all entry / exit doors and the luggage compartment door. In the following text, each of the D-seat door API, P-seat door API, first R-seat door API, second R-seat door API, and luggage compartment door API will be referred to as an "individual door API".

[0057] The front air conditioning drive command is an API command that requests the air conditioning of the front seats to be turned on or off. The rear air conditioning drive command is an API command that requests the air conditioning of the rear seats to be turned on or off. The front right-side air conditioning temperature setting command is an API command that indicates the set temperature of the air conditioning of the right-side front seat (e.g., seat 161). The front left-side air conditioning temperature setting command is an API command that indicates the set temperature of the air conditioning of the left-side front seat (e.g., seat 162). The rear right-side air conditioning temperature setting command is an API command that indicates the set temperature of the air conditioning of the right-side rear seat (e.g., seat 163). The rear left-side air conditioning temperature setting command is an API command that indicates the set temperature of the air conditioning of the left-side rear seat (e.g., seat 164). The front air conditioning airflow setting command and the rear air conditioning airflow setting command are API commands that indicate the airflow (fan level) of the air conditioning of the front seats and rear seats, respectively. The front air vent mode command is an API command that indicates the air vent mode for the front seats. The front seat air vent mode can be, for example, any of the following modes: airflow to the upper body and feet, airflow only to the upper body, airflow only to the feet, or airflow to the feet and the windshield (defogger). The rear air vent mode command is an API command that indicates the air vent mode for the rear seats. The rear seat air vent mode can be, for example, any of the following modes: airflow to the upper body and feet, airflow only to the upper body, or airflow only to the feet. The internal air recirculation setting command is an API command that requests a switch between air conditioning achieved by outside air intake and air conditioning achieved by internal air recirculation. In the following text, these air conditioning-related API commands will be collectively referred to as the "Air Conditioning API".

[0058] The above describes some of the API commands used in vehicle 1. In this embodiment, VCIB 110 is configured to mediate the exchange of signals between ADK 200 and base vehicle 120 (more specifically, the control system included in base vehicle 120). Specifically, VCIB 110 receives various API commands from ADK 200. When VCIB 110 receives an API command from ADK 200, it converts the API command into a signal form that the control system of base vehicle 120 can execute. Hereinafter, the API command converted into a signal form that the control system of base vehicle 120 can execute is also referred to as an "internal instruction". When VCIB 110 receives an API command from ADK 200, it outputs the internal instruction corresponding to the API command to base vehicle 120. In base vehicle 120, multiple control devices (e.g., Figure 1 as well as Figure 2 The control system is constructed by integrating the integrated control manager 130 shown and the control devices of each system.

[0059] Next, the API status will be explained. The ADK200 uses, for example, the API status described below to understand the status of the base vehicle 120.

[0060] The control mode status represents the API status of the current control mode of the base vehicle 120. The control mode status displays identification information of the control mode. For example, if the current control mode is the first manual driving mode, the second manual driving mode, the third manual driving mode, the first automatic driving mode, the second automatic driving mode, the third automatic driving mode, the fourth automatic driving mode, or the fifth automatic driving mode, the value of the control mode status can also be "1", "2", "3", "4", "5", "6", "7", or "8", respectively.

[0061] The forward direction state is the API state indicating the current shift position. The travel direction state is the API state indicating the vehicle's travel direction. The travel direction state 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 are at a speed of "0" for a certain period of time. The vehicle speed state is the API state indicating the vehicle's longitudinal speed. The vehicle speed state outputs the absolute value of the vehicle speed. The static state is the API state indicating the static state (e.g., the respective states of EPB device 123A and P-Lock device 123B).

[0062] The D-seat door status, P-seat door status, first R-seat door status, and second R-seat door status represent the API status (locked / unlocked) of the driver's seat, front passenger seat, the seat behind the driver's seat, and the seat behind the front passenger seat, respectively. The trunk door status represents the API status (locked / unlocked) of the trunk door.

[0063] The front and rear air conditioning drive statuses represent the API status of the air conditioning drive status (on / off) for the front and rear seats, respectively. The front right-side, front left-side, rear right-side, and rear left-side air conditioning temperature settings represent the API status of the set temperatures for the right-side front seat, left-side front seat, right-side rear seat, and left-side rear seat, respectively. The front and rear air conditioning fan level statuses represent the API status of the airflow (fan level) for the front and rear seats, respectively. The front and rear air vent mode statuses represent the API status of the air vent mode for the front and rear seats, respectively. The internal air recirculation status represents the API status of the air conditioning mode (external air intake / internal air recirculation).

[0064] The above describes some of the API states used in vehicle 1. VCIB 110 receives various sensor detection values ​​and state identification results from the base vehicle 120, and outputs various API states representing the state of the base vehicle 120 to ADK 200. VCIB 110 acquires API states with values ​​set to represent the state of the base vehicle 120, and outputs the acquired API states to ADK 200. For example, various API states are stored in the respective storage devices of VCI control units 110A and 110B, and are updated sequentially.

[0065] Figure 4 This diagram illustrates an overview of vehicle management as described in this embodiment. Figure 4 and Figures 1 to 3 Referring to the above, when ADK200 is installed in VP100, ADK200 (more specifically, ADSCOM211) executes process flow F10. The "S" in the flowchart represents a step. The control implemented by ADK200 is primarily executed by ADC211A. However, in the event of an exception in the main system, ADC211B performs the processes instead of ADC211A.

[0066] In processing flow F10, ADK200 sends a function setting API containing ADK setting information (e.g., the respective function setting tables for the first to third manual driving modes and the first to fifth automatic driving modes described above) to VCIB110 in S100. If VCIB110 is active, it can receive the function setting API sent from ADK200. Upon receiving the function setting API, VCIB110 processes the aforementioned ADK setting information (see description below). Figure 13 Save the data (S43). When the processing in S100 is executed, the processing flow F10 ends.

[0067] As described above, the VCIB110 is configured to receive and save the function setting tables for each control mode from the ADK200. In the following text, the term will be used... Figures 5 to 7 Here is an example of a function setting table for each control mode. Figures 5 to 7 The function setting tables shown represent any of the following functions: door locking / unlocking linkage function for getting in and out of the vehicle (hereinafter referred to as "door linkage function"), luggage compartment door locking / unlocking linkage function (hereinafter referred to as "luggage compartment linkage function"), door unlocking function when parked, safety alarm, manual air conditioning operation function, ADAS125 driver assistance functions and advanced driving functions, Safe Exit Assist (SEA), child lock function, and manual switching function between manual and automatic driving (hereinafter referred to as "driving mode switching function"), indicating whether any function is active (always on), active (can be manually switched on / off), or inactive (always off). Figures 5 to 7 In each of the tables, "Valid (Always On)" is displayed as "Valid", "Valid (Manually Switchable On / Off)" is displayed as "Valid (Manually Switchable)", and "Invalid (Always Off)" is displayed as "Invalid". Regarding the door linkage function and the luggage compartment linkage function, the respective control groups for the door locking device and the luggage compartment locking device are shown.

[0068] The door linkage function links the locking / unlocking of one access door with the locking / unlocking of other access doors. The luggage compartment linkage function links the locking / unlocking of the luggage compartment door with the locking / unlocking of the access doors. The parking door unlocking function unlocks the rear seat doors when the parking lock is engaged. The security alarm sounds an alarm when theft (unauthorized entry) is detected. The manual air conditioning operation function activates the air conditioning unit 180 according to user input. The ADAS 125 driver assistance function relates to the driver assistance system described above. The ADAS 125 advanced driving function relates to the advanced driving system described above. SEA (Self-Awareness Assist) informs the user of the presence of other vehicles approaching the vehicle while the user is exiting. The child lock function prevents the rear seat doors from being manually opened from inside the vehicle. The driving mode switching function switches between manual and automatic driving modes according to user input.

[0069] Hereinafter, the control mode for personal use of the vehicle will be referred to as "personal mode". Figure 5 This diagram illustrates an example of the function settings table in personal mode. Furthermore, the function settings table corresponding to the first manual driving mode is referred to as the "first personal settings table," and the function settings table corresponding to the first automatic driving mode is referred to as the "second personal settings table."

[0070] exist Figure 5 In the example shown, a function setting table is set up that is shared by the first manual driving mode and the first automatic driving mode. The first and second user function tables have the same settings for all functions. For example... Figure 5 As shown, the luggage compartment door 170 and doors 171 to 174 belong to different control groups (A, B, C, D, E), which means that both the door linkage function and the luggage compartment linkage function are "invalid" for all the doors used for getting in and out of the vehicle (doors 171 to 174). Therefore, in the first automatic driving mode, ADK200 can use the individual door API to implement the individual locking / unlocking control of the luggage compartment door 170 and doors 171 to 174. In addition, ADK200 can also use the full door API to implement the locking / unlocking control of the luggage compartment door 170 and doors 171 to 174 together. On the other hand, in the first manual driving mode, the driver can use the driver terminal to instruct the control system of the base vehicle 120 to lock or unlock the luggage compartment door 170 and doors 171 to 174 individually, or lock or unlock all doors together.

[0071] exist Figure 5In the function setting table shown, each of the following functions—parking door unlocking, safety alarm, driver assistance, advanced driving, SEA, and child lock—is set to "Enabled (manually toggle on / off)." Therefore, the driver can, for example, switch these functions on (operating) or off (non-operating) via the driver's terminal. Furthermore, the manual air conditioning operation function is set to "Enabled (Always On)." Therefore, the driver can, for example, change the set temperature of the air conditioning unit 180 by operating the driver's terminal. Additionally, the driving mode switching function is also set to "Enabled (Always On)." Although details will be described later, the driver can, for example, switch between a first manual driving mode and a first automatic driving mode by operating the driver's terminal (see reference). Figure 11 ).

[0072] The control mode where the vehicle is used for passenger transport will be referred to as the "taxi mode". Figure 6 This diagram illustrates an example of the function setting table in taxi mode. The function setting table corresponding to the second manual driving mode is referred to as the "first taxi function table," the function setting table corresponding to the second automatic driving mode is referred to as the "second taxi function table," and the function setting table corresponding to the third automatic driving mode is referred to as the "third taxi function table." Vehicle 1 in taxi mode is capable of operating taxi services.

[0073] like Figure 6 As shown, in each of the first and third taxi function tables, the control group (A) to which door 171 belongs differs from the control group (B) to which luggage compartment door 170 and doors 172 to 174 belong. Locking / unlocking control is implemented for each control group. Therefore, the locking / unlocking control of door 171 is implemented individually. On the other hand, the locking / unlocking control of luggage compartment door 170 and doors 172 to 174 is implemented together.

[0074] Furthermore, in the second taxi function table, the control groups (A) for doors 171 and 172, (B) for doors 173 and 174, and (C) for the luggage compartment door 170 are different. Therefore, the locking / unlocking controls for the front seat doors (doors 171 and 172) are implemented together. Additionally, the locking / unlocking controls for the rear seat doors (doors 173 and 174) are implemented together. However, the locking / unlocking control for the luggage compartment door 170 is implemented separately.

[0075] Furthermore, the fact that doors 171 and 172 belong to the same control group indicates that the "first function" involved in this disclosure is effective. The fact that door 171 belongs to the same control group as at least one of doors 173 and 174 indicates that the "second function" involved in this disclosure is effective. The fact that door 172 belongs to the same control group as at least one of doors 173 and 174 indicates that the "third function" involved in this disclosure is effective. The fact that luggage compartment door 170 belongs to the same control group as door 171 indicates that the "fourth function" involved in this disclosure is effective. The fact that luggage compartment door 170 belongs to the same control group as door 172 indicates that the "fifth function" involved in this disclosure is effective. The fact that luggage compartment door 170 belongs to the same control group as at least one of doors 173 and 174 indicates that the "sixth function" involved in this disclosure is effective. Figure 6 As shown, the first taxi function table illustrates the case where each of the third, fifth, and sixth functions is active, and each of the first, second, and fourth functions is inactive. The second taxi function table shows the case where the first function is active, and the case where each of the second through sixth functions is inactive.

[0076] During passenger transport, vehicle 1 keeps door 171 locked and operates as described below. Vehicle 1 unlocks the rear seat doors (doors 173 and 174) before passengers board. Then, vehicle 1 locks all doors (luggage door 170 and doors 171 to 174) at the start of travel. Afterwards, vehicle 1 unlocks the rear seat doors again when passengers alight. The instruction (lock / unlock command) for performing this passenger transport operation is issued by the driver in manual driving mode and by ADK200 in automatic driving mode. This controls the door locking devices and the luggage compartment locking devices.

[0077] In the second manual driving mode, the driver operates the driver terminal when passengers board, at the start of the journey, and when passengers alight to instruct the control system of the base vehicle 120 to lock or unlock the rear seat doors, or lock all doors. The control system of the base vehicle 120 implements locking / unlocking control for each of the two groups of doors, divided into the driver's seat door and the other doors, according to the aforementioned first taxi function table. When passengers board, the luggage compartment door 170 is unlocked in conjunction with doors 172 to 174. This allows passengers to sit in any of the seats 162 (front passenger seat) and 163 and 164 (rear seats). Furthermore, passengers can place their luggage in the luggage compartment 160 as needed. At the start of the journey, all doors are locked. Then, when passengers alight, the luggage compartment door 170 is unlocked again in conjunction with doors 172 to 174. This allows passengers to exit the vehicle or retrieve their luggage from the luggage compartment 160.

[0078] In the second autonomous driving mode, ADK200 instructs the control system of the base vehicle 120 to lock or unlock the rear seat doors, or lock all doors, for example, using the second R-seat door API or the all-door API, when a passenger boards, starts driving, or disembarks. The control system of the base vehicle 120 implements locking / unlocking control for each of the three groups—front seat doors, rear seat doors, and luggage compartment door—according to the aforementioned second taxi function table. The locking / unlocking of door 171 is linked to the locking / unlocking of door 172. Therefore, door 172 is also kept locked along with door 171. This prevents passengers from entering the front seats (driver's seat, front passenger seat) and thus prevents passengers from performing driving operations on the vehicle 1. When a passenger boards, doors 173 and 174 are unlocked. Therefore, boarding is only permitted through seats 163 and 164 (rear seats). At this point, the ADK200 determines whether to unlock the luggage compartment door 170. The ADK200 can also unlock the luggage compartment door 170 along with the rear seat doors only when predetermined conditions are met. Based on this structure, the administrator can allow only specific passengers to use the luggage compartment 160. For example, the administrator can also only allow passengers who have paid a pre-paid fee to use the luggage compartment 160. The administrator terminal can also manage each passenger's information by associating it with their identification information. The administrator can also issue instructions to the ADK200 through the administrator terminal. At the start of travel, all doors are locked via the full door API. Then, when passengers alight, doors 173 and 174 are unlocked again in conjunction. If the luggage compartment door 170 was unlocked when passengers boarded, the ADK200 will also unlock the luggage compartment door 170 when passengers alight.

[0079] In the third autonomous driving mode, ADK200 instructs the control system of the base vehicle 120 to lock or unlock the rear seat doors, or lock all doors, for example, using the second R-seat door API or the all-door API, when a passenger boards, when driving begins, and when a passenger alights. The control system of the base vehicle 120 implements locking / unlocking control for each of the two groups of doors, which are divided into the driver's seat door and the other doors, according to the aforementioned third taxi function table. When a passenger boards, the luggage compartment door 170 and doors 172 to 174 are unlocked in conjunction. This allows the passenger to sit in either the front passenger seat or the rear seats. Furthermore, the passenger can place luggage in the luggage compartment 160 as needed. At the start of driving, all doors are locked via the all-door API. Then, when a passenger alights, the luggage compartment door 170 and doors 172 to 174 are unlocked again in conjunction. This allows the passenger to exit the vehicle or retrieve luggage from the luggage compartment 160.

[0080] Based on the aforementioned second and third taxi function tables, the locking / unlocking control of each door during passenger transport can be altered according to the presence or absence of a person in the driver's seat, without changing the instructions from ADK200 to VCIB110. This enables the generalization of the control program (algorithm) across the various control modes of ADK200. Developers or suppliers of autonomous driving systems can easily customize vehicle control for each control mode by using function setting tables (function setting information).

[0081] like Figure 6As shown, the door unlocking function is set to "enabled (always on)" in the first taxi function table and "disabled" in each of the second and third taxi function tables. In automatic driving mode, by disabling the door unlocking function (always off) when parked, interference between the control implemented by ADK200 and the control implemented by the base vehicle 120 can be suppressed. The safety alarm is set to "enabled (always on)" in each of the first and third taxi function tables and "disabled" in the second taxi function table. By disabling the safety alarm (always off) when no one is in the driver's seat, situations that could cause passenger anxiety due to alarm malfunction can be prevented. The air conditioning manual operation function is set to "enabled (always on)" in each of the first and third taxi function tables and "disabled" in the second taxi function table. When the air conditioning manual operation function is off, ADK200 can control the air conditioning unit 180 using the air conditioning API described above. By disabling the manual air conditioning operation when no one is in the driver's seat (always off), the risk of increased power loss in vehicle 1 due to passenger-operated air conditioning is prevented. The driver assistance function is set to "enabled (always on)" in the first taxi menu and "disabled" in each of the second and third taxi menus. By disabling the driver assistance function in automatic driving mode (always off), malfunctions of the ADAS 125 driver assistance system are prevented. The advanced driving function is set to "enabled (always on)" in all three taxi menus. ADK200 enables vehicle 1 to perform advanced-level automatic driving by implementing automatic driving control based on advanced driving systems (such as VSC described above). Furthermore, the ADK200's automatic driving program is simplified. SEA is also set to "enabled (always on)" in all three taxi menus. Therefore, passengers can disembark with peace of mind. The child lock function is set to "Enabled (manually toggle on / off)" in both the first and third taxi menus, and "Disabled" in the second taxi menu. The driver can toggle the child lock function on / off based on whether the passenger includes a child. The driving mode switching function is set to "Disabled" in all three taxi menus. This prevents situations where the driving mode is switched against the manager's intentions based on driver or passenger actions.

[0082] Hereinafter, the control mode in which the vehicle is used for logistics will also be referred to as the "delivery mode". Figure 7 This diagram illustrates an example of a function setting table for delivery modes. The function setting table corresponding to the third manual driving mode is referred to as the "first delivery function table," the function setting table corresponding to the fourth automatic driving mode is referred to as the "second delivery function table," and the function setting table corresponding to the fifth automatic driving mode is referred to as the "third delivery function table." Vehicle 1 in delivery mode is capable of performing deliveries.

[0083] like Figure 7 As shown, in each of the first and third delivery function tables, the luggage compartment door 170 and doors 171 to 174 all belong to the same control group (A). Therefore, the locking / unlocking control of all doors is implemented together. On the other hand, in the second delivery function table, the control group (A) to which doors 171 and 172 belong is different from the control group (B) to which the luggage compartment door 170 and doors 173 and 174 belong. Therefore, the locking / unlocking control of the front seat doors (doors 171 and 172) is implemented together. Furthermore, the locking / unlocking control of the luggage compartment door 170 and doors 173 and 174 is implemented together.

[0084] During delivery (logistics), vehicle 1 operates as described below. Before loading, vehicle 1 unlocks the luggage compartment door and the rear seat doors. This allows goods to be loaded into the luggage compartment 160 and seats 163 and 164. Then, at the start of driving, vehicle 1 locks all doors (luggage compartment door 170 and doors 171 to 174). Afterwards, during unloading, vehicle 1 unlocks the luggage compartment door and the rear seat doors again. The instruction (lock / unlock command) for the vehicle to perform such delivery actions is issued by the driver in manual driving mode and by ADK200 in automatic driving mode. This controls the door locking devices and the luggage compartment locking devices.

[0085] In the third manual driving mode, the driver operates the driver terminal during loading, at the start of driving, and during unloading to instruct the control system of the base vehicle 120 to lock or unlock the rear seat doors, or lock all doors. The control system of the base vehicle 120 implements the locking / unlocking control of all doors simultaneously according to the aforementioned first delivery function table. During loading, all doors are unlocked in conjunction. Thus, the driver can sit in seat 161 (driver's seat) after loading cargo into the luggage compartment 160 and at least one of seats 163 and 164. At the start of driving, all doors are locked. Subsequently, during unloading, all doors are unlocked again in conjunction. Thus, the driver can exit the vehicle 1 and unload the cargo loaded on the vehicle 1.

[0086] In the fourth autonomous driving mode, ADK200 instructs the control system of the base vehicle 120 to lock or unlock the rear seat doors, or lock all doors, for example, using the second R-seat door API or the all-door API, during loading, the start of driving, and unloading. The control system of the base vehicle 120 implements lock / unlock control for each of the two groups divided into front seat doors and other doors, according to the aforementioned second delivery function table. During loading, the luggage compartment door 170 and doors 173 and 174 are unlocked in conjunction. Since the front seat doors remain locked, loading is only permitted into the luggage compartment 160 and seats 163 and 164. This prevents situations where cargo is loaded onto the front seats (driver's seat, front passenger seat) and the vehicle 1 is forced to operate due to cargo tipping over during driving. Furthermore, the delivery person can sit in the rear seats. At the start of driving, all doors are locked via the all-door API. Subsequently, during unloading, the luggage compartment door 170 and vehicle doors 173 and 174 are unlocked again through a linkage mechanism. This allows the delivery person to exit vehicle 1 and unload the goods loaded in vehicle 1.

[0087] In the fifth autonomous driving mode, ADK200 instructs the control system of the base vehicle 120 to lock or unlock the rear seat doors, or lock all doors, for example, using the second R-seat door API or the all-door API, during loading, the start of driving, and unloading. The control system of the base vehicle 120 simultaneously implements the locking / unlocking control of all doors according to the aforementioned third delivery function table. During loading, all doors are unlocked by linking them through the second R-seat door API. Thus, the delivery person can sit in seat 161 (driver's seat) after loading goods into the luggage compartment 160 and at least one of seats 163 and 164. At the start of driving, all doors are locked by linking them through the all-door API. Subsequently, during unloading, all doors are unlocked again by linking them through the second R-seat door API. Thus, the delivery person can get out of vehicle 1 and unload the goods loaded in vehicle 1.

[0088] Based on the aforementioned second and third delivery function tables, the locking / unlocking control of each door during delivery (logistics) can be changed according to the presence or absence of a person in the driver's seat, without altering the instructions from ADK200 to VCIB110. Furthermore, in the taxi and delivery modes described above, the locking / unlocking control of each door can be changed according to the intended use without changing the instructions from ADK200 to VCIB110. This enables the generalization of the control program (algorithm) across the various control modes of ADK200. Developers or suppliers of autonomous driving systems can easily customize vehicle control for each control mode by using function setting tables (function setting information).

[0089] like Figure 7 As shown, in the delivery mode function setting table, the parking door unlocking function, safety alarm, driver assistance function, advanced driving function, and driving mode switching function are set in the same manner as the taxi mode function setting table. However, the manual air conditioning operation function is set to "disabled" in all three delivery function tables. Therefore, the ADK200 can use the air conditioning API described above for cargo temperature management. The SEA is set to "enabled (manually switchable on / off)" in each of the first and third delivery function tables, and "disabled" in the second delivery function table. The driver can switch the SEA on / off based on the number of delivery personnel. The child lock function is set to "disabled" in all three delivery function tables. This prevents situations where the child lock hinders loading and unloading operations.

[0090] Administrators can use an administrator terminal to set control modes for the ADK200. Specifically, the administrator terminal is configured to run application software that selects one of several control modes from which the ADK200 can operate and sets it to that mode. This application software will be referred to as the "mode setting application." The mode setting application can be pre-installed on the administrator terminal or executed in the cloud. When the mode setting application is launched on the administrator terminal, the administrator terminal executes the processing flow F1 described below.

[0091] Figure 8 This is a flowchart illustrating the processes related to control mode settings executed via the administrator terminal. (See also...) Figure 8In process flow F1, the administrator terminal displays the mode setting screen in S11. In the following S12, the administrator terminal determines whether a control mode has been input for the displayed mode setting screen. During the period when no control mode has been input ("No" in S12), S11 and S12 are repeated, and the administrator terminal continues to display the mode setting screen in S11.

[0092] Figure 9 This is an example diagram of a screen used to display mode settings. (See reference...) Figure 9 Screen Sc1 is equivalent to a mode setting screen. Screen Sc1 includes operation units D11 to D13 for inputting information related to the control mode and a confirmation button D14. Each of the operation units D11 to D13 may also be, for example, a checkbox or a radio button.

[0093] Operation unit D11 accepts input regarding the control mode and the intended use of vehicle 1 (personal mode / taxi mode / delivery mode). Operation unit D12 accepts input regarding the control mode and whether there is someone in the driver's seat. However, when personal mode is selected via operation unit D11, it automatically selects that someone is in the driver's seat. Operation unit D13 accepts input regarding the control mode and the driving mode (manual driving mode / automatic driving mode). However, when no one is in the driver's seat is selected via operation unit D12, it automatically selects automatic driving mode.

[0094] Screen Sc1 is displayed, for example, on the touch panel display of the administrator's terminal. The administrator can select a control mode from the first to third manual driving modes and the first to fifth automatic driving modes described above by operating the operation units D11 to D13. When the administrator selects a control mode and operates the confirmation button D14, Figure 8 In S12, it is judged as "yes", and thus the process proceeds to S13.

[0095] Refer again Figure 8 In S13, the administrator terminal requests the ADK200 to switch to the control mode selected as described above. Therefore, the ADK200 requests the VCIB110 to use the mode setting API to set the control mode of the basic vehicle 120 to the control mode selected in S11 and S12. When the request to the VCIB110 is successful, the ADK200 replies with a request completion signal to the administrator terminal.

[0096] Next, in S14, the administrator terminal determines whether communication between ADK200 and VCIB110 has been established based on whether the aforementioned request completion signal has been received. If ADK200 and VCIB110 are properly connected, communication between them will be established. In this case, VCIB110 will receive the aforementioned mode setting API from ADK200. Then, it is determined to be "yes" in S14, and the process proceeds to S16. On the other hand, if communication between ADK200 and VCIB110 is not established ("no" in S14), the administrator terminal displays a message in S15 prompting the administrator to confirm the connection of ADK200. After that, the process returns to S13. During the period when communication is not established, S13 to S15 are repeatedly implemented.

[0097] As described above, ADK200 is configured to select a control mode from multiple control modes based on a request from the administrator terminal (the administrator's terminal for vehicle 1). Furthermore, when ADK200 is mounted on the base vehicle 120 via VCIB110 and a control mode is selected from the multiple control modes, ADK200 sends a mode setting API (mode signal) indicating the selected control mode to VCIB110. With this structure, the administrator of vehicle 1 can change the control mode via the administrator terminal. And, the changed control mode is notified to VCIB110 via the aforementioned mode setting API.

[0098] In S16, the administrator terminal determines whether the control mode selected in S11 and S12 is manual driving mode. If the selected control mode is manual driving mode ("Yes" in S16), the administrator terminal requests the driver terminal in S17 to launch the manual driving application software (hereinafter referred to as "manual driving application") corresponding to the purpose. The manual driving application can be pre-installed on the driver terminal or executed in the cloud. During the execution of the selected control mode, the driver can use the manual driving application. Specific examples of the manual driving application will be described later (see [reference]). Figure 11 ).

[0099] When the selected control mode is autonomous driving mode ("No" in S16), the administrator terminal requests the vehicle terminal to launch the autonomous driving application software (hereinafter referred to as "autonomous driving application") corresponding to the purpose in S18. In this embodiment, the integrated control manager 130 and HMI 150 work together to function as a vehicle terminal. The autonomous driving application can be pre-installed in the vehicle terminal or executed in the cloud. During the execution of the selected control mode, the autonomous driving application is executed in vehicle 1.

[0100] When processing S17 or S18 is executed, processing flow F1 ends. The driver terminal initiates the manual driving application in response to the request (S17) from the administrator terminal. When the manual driving application is initiated in the driver terminal, the driver terminal executes processing flow F2 as described below.

[0101] Figure 10 This is a flowchart illustrating the processes related to manual driving mode performed via the driver's terminal. (See also...) Figure 10 In processing flow F2, the driver terminal displays a manual driving screen corresponding to the intended use in S21. In the following S22, the driver terminal determines whether the driver has input the manual driving screen. If there is input from the driver ("Yes" in S22), the driver terminal requests control from the control system of the base vehicle 120 corresponding to the driver's input in S23. The control system of the base vehicle 120 then executes the control corresponding to the driver's input. The process then proceeds to S24. Conversely, if there is no input from the driver ("No" in S22), the process skips S23 and proceeds to S24. In S24, the driver terminal determines whether the driving mode of vehicle 1 has ended. For example, if the journey of vehicle 1 has ended, the driver terminal determines that the driving mode of vehicle 1 has ended. Specifically, the driver terminal may also determine that the driving mode of vehicle 1 has ended when the driver switches the start switch of the base vehicle 120 from on to off. Typically, the start switch is referred to as a "power switch" or "ignition switch," etc. Furthermore, if the control mode of the base vehicle 120 is changed, the driver terminal will also determine that the driving mode of vehicle 1 has ended.

[0102] If the driving mode of vehicle 1 continues ("No" in S24), the process returns to S21. On the other hand, if the driving mode of vehicle 1 has ended ("Yes" in S24), the driver terminal notifies the manager terminal in S25 that the driving mode of vehicle 1 (e.g., any one of the first manual driving mode to the third manual driving mode) has ended. When the process in S25 is executed, the processing flow F2 ends.

[0103] Figure 11 This diagram illustrates an example of a manual driving screen corresponding to its intended use (personal use / passenger transport / logistics). Figure 10 In S21, for example Figure 11 Any of the screens shown in Sc21 to Sc23 will be displayed on the touch panel display of the driver's terminal.

[0104] Reference Figure 11The screen Sc21 is the manual driving screen corresponding to the personal mode, which includes images D21 and D31 and operation units D20, D22, D30 and D32.

[0105] Image D21 shows the exterior of vehicle 1. When the driver slides on image D21, image D21 can be rotated (i.e., the orientation of the displayed vehicle is changed). When the driver touches a part of image D21, the driver terminal displays information related to that part. For example, when the driver touches the part corresponding to the battery storage device 190, the driver terminal displays information related to the battery storage device 190 (specifications, degradation, and remaining charge, etc.). However, the remaining charge of the battery storage device 190 is also displayed on the instrument panel. When the driver operates the control unit D22, the driver terminal displays information related to the equipment of vehicle 1 (e.g., specifications). When the driver operates the control unit D30, the driver terminal displays the operation screen of the air conditioning device 180. The driver can manually operate the air conditioning device 180 using the displayed operation screen.

[0106] The operation unit D20 accepts requests to change driving modes. The operation unit D20, for example, is a toggle switch, and accepts operations to switch between a first manual driving mode and a first automatic driving mode. For example, when the driver selects the first automatic driving mode via the operation unit D20, the driver terminal requests a switch to the first automatic driving mode from the control system of the base vehicle 120.

[0107] Image D31 shows a map of the surrounding area of ​​vehicle 1 and the current location of vehicle 1. Furthermore, when the driver operates the control unit D32, the driver terminal displays the navigation system's operating screen. The driver can use the displayed operating screen to utilize various functions of the navigation system.

[0108] Screen Sc22 is the manual driving screen corresponding to the taxi mode, and in addition to the aforementioned image D31 and operation units D30 and D32, it also includes operation units D41 to D44. In the second manual driving mode, the driver operates operation unit D41 when a passenger gets in the vehicle. As a result, the driver terminal requests the control system of the base vehicle 120 to unlock door 174, and the luggage compartment door 170 and doors 172 to 174 are unlocked in conjunction. Figure 10 (S23). When passengers have boarded, the driver operates the control unit D42. This requests the control system of the base vehicle 120 to lock all doors, thus locking all doors. Figure 10(S23). When the driver arrives at the destination with vehicle 1, the driver operates the operation unit D43. This requests the taxi fare from the passenger via the driver's terminal. The passenger can also use the driver's terminal to electronically settle the taxi fare. When the taxi fare payment is completed, the driver operates the operation unit D44. This requests the unlocking of door 174 from the control system of the base vehicle 120, thereby unlocking the luggage compartment door 170 and doors 172 to 174 in a coordinated manner. Figure 10 (S23).

[0109] Screen Sc23 is the manual driving screen corresponding to the delivery mode. In addition to the aforementioned image D31 and operation unit D32, it also includes operation units D51 to D53. In the third manual driving mode, the manual air conditioning operation function is "disabled" (see reference). Figure 7 Therefore, screen Sc23 does not display the operating unit D30. In the third manual driving mode, the driver operates the operating unit D51 while loading cargo. As a result, the driver terminal requests the unlocking of the doors 174 from the control system of the base vehicle 120, and all doors are unlocked in a coordinated manner. Figure 10 (S23). When loading is complete, the driver operates the control unit D52. This requests the control system of the base vehicle 120 to lock all doors, thus locking all doors. Figure 10 (S23). When the driver drives vehicle 1 to the destination, the driver operates the operation unit D53. This causes the driver terminal to request the unlocking of door 174 from the control system of the base vehicle 120, thereby triggering a linkage mechanism to unlock all doors again. Figure 10 (S23).

[0110] Figure 12 This is a flowchart illustrating the function setting-related processes performed via VCIB110. Upon startup, VCIB110 begins execution. Figure 12 The processing flow shown is F3. The VCIB110 can also start / stop in response to the on / off state of the start switch of the base vehicle 120. The VCIB110 has a function setting flag. The function setting flag indicates whether saving (adding or changing) the function setting table in the VCIB110 is allowed.

[0111] Reference Figure 12In S31, VCIB110 requests a function setting API from ADK200. ADK200 responds to this request by sending the function setting API to VCIB110. Next, in S32, VCIB110 determines whether communication between ADK200 and VCIB110 has been established. If communication has been established, VCIB110 receives the function setting API from ADK200. If VCIB110 receives the function setting API, it is determined as "yes" in S32, and VCIB110 sets the function setting flag to "allow" in the following S33. On the other hand, if VCIB110 does not receive the function setting API within a predetermined period, it is determined as "no" in S32, and VCIB110 sets the function setting flag to "disable" in the following S34. Thus, when communication between ADK200 and VCIB110 has not been established, saving the function setting table is disabled in VCIB110. This prevents the function setting table stored in VCIB110 from being overwritten by unauthorized communication (access from outside ADK200).

[0112] When the function setting flag is set via processing S33 or S34, the process proceeds to S40. In S40, VCIB110 executes... Figure 13 The processing flow shown is F4 (processing related to the management of the function setting table). Figure 13 A flowchart illustrating the details of S40.

[0113] Reference Figure 13 In S41, VCIB110 determines whether the function setting flag indicates "allowed". Furthermore, in S42, it determines whether VCIB110 has received a function setting API. If the function setting flag indicates "allowed" and VCIB110 has received a function setting API ("yes" in both S41 and S42), VCIB110 saves the ADK setting information included in the received function setting API in S43. The ADK setting information contains the function setting table for each control mode. VCIB110 may also have a storage device accessible to both VCI control units 110A and 110B (see [link to storage device]). Figure 4 The ADK setting information can also be stored in this storage device. Alternatively, the VCIB110 can also store the ADK setting information in the storage device of at least one of the VCI control units 110A and 110B. The VCIB110 distinguishes and manages the function setting table contained in the ADK setting information for each control mode.

[0114] When the S43 process is executed, the process enters... Figure 12S35. Furthermore, if the condition is determined to be "no" in S41 or S42, the processing will be skipped. Figure 13 S43 and entered Figure 12 The S35.

[0115] Refer again Figure 12 In S35, VCIB110 determines whether a VCIB stop request has been received. A VCIB stop request is issued, for example, by disconnecting the start switch of the base vehicle 120. If the VCIB110 continues its operating state ("No" in S35), the process returns to S32. On the other hand, when VCIB110 receives a VCIB stop request (including a sleep request), the processing flow F3 ends.

[0116] In this embodiment, if VCIB110 is in operation when ADK200 is installed in VP100, then through Figure 4 The S100's processing enables the VCIB110 to receive the function setting API from the ADK200, and in Figure 13 In S43, the function setting tables for each control mode are stored in the storage device of VCIB110. Furthermore, VCIB110 is configured to request ADK setting information (the function setting tables for each control mode) from ADK200 upon startup. Therefore, even if VCIB110 is not operating when ADK200 is installed on VP100, it can still access the ADK setting information upon subsequent startup of VCIB110. Figure 12 The S31 process allows the VCIB110 to also receive the function setting API from the ADK200, and... Figure 13 In S43, the function setting table for each control mode is saved in the storage device of VCIB110. According to this structure, whenever VCIB110 is started, the latest function setting information (function setting table) for each control mode of ADK200 can be saved in VCIB110. When VCIB110 is already started, Figure 14 The processing flow shown in F5 will also be related to Figure 12 The processing flow F3 shown begins execution in parallel. Figure 14 A flowchart illustrating the processes related to control mode transitions performed via VCIB110.

[0117] Reference Figure 14In processing flow F5, VCIB110 determines in S51 whether the function setting flag indicates "allowed". If the function setting flag indicates "allowed" ("yes" in S51), VCIB110 determines in S52 whether a mode change request has been received. For example, if the mode setting API received by VCIB110 from ADK200 indicates a control mode different from the current control mode (the control mode in operation), it will be determined as "yes" in S52. Furthermore, when the driver uses the operating unit D20 ( Figure 11 If the driving mode is changed, it will also be judged as "yes" in S52.

[0118] If VCIB110 does not receive a mode change request ("No" in S52), the processing after S53 is not executed, and the processing returns to the first step (S51). On the other hand, if the condition in S52 is "Yes", VCIB110 reads the function setting table corresponding to the control mode of the change target in S53 (see...). Figures 5 to 7 ). Change the target's control mode to the control mode requested via the mode setting API, or in screen Sc1 ( Figure 11 The system requests either the first manual driving mode or the first automatic driving mode. Then, in S54, VCIB110 determines whether vehicle 1 is parked. If vehicle 1 is moving ("No" in S54), the determination in S54 is repeated until vehicle 1 comes to a stop.

[0119] When vehicle 1 is parked ("Yes" in S54), VCIB110 in S55 requests multiple functions from each ECU in the control system of the base vehicle 120 based on the function setting table corresponding to the control mode of the change target (one of the selected control modes) (see reference). Figures 5 to 7 Each ECU can be enabled or disabled individually. Each ECU can also be configured to enable or disable each function (e.g., Figures 5 to 7 The flags can be saved using the items shown. For example, if the function setting table corresponding to the control mode of the change target shows a function set to "Invalid (always off)," "Valid (always on)," or "Valid (can be manually switched on / off)," the values ​​"0," "1," or "2" can be set as the flags for the corresponding functions, respectively. Furthermore, each ECU can control the corresponding function according to the values ​​of these flags.

[0120] Next, in S56, VCIB110 requests automatic driving control or manual driving control corresponding to the control mode of the target change from the control mode of the base vehicle 120. For example, if the target control mode is any one of the first manual driving mode to the third manual driving mode, VCIB110 requests manual driving control. If the target control mode is any one of the first automatic driving mode to the fifth automatic driving mode, VCIB110 requests automatic driving control. Thus, the change of control mode in the base vehicle 120 is completed. Afterwards, in S57, VCIB110 notifies ADK200 of information indicating that the change of control mode in the base vehicle 120 has been completed (mode change completion notification). In the mode change completion notification, VCIB110, for example, sends a control mode status indicating the changed control mode (the control mode of the target change) to ADK200.

[0121] As described above, in this embodiment, the control mode is changed while the vehicle 1 is parked. When a change in control mode is requested from the ADK200 during the movement of the vehicle 1, the VCIB110 changes the control mode after the vehicle 1 has stopped. Therefore, it is possible to suppress situations where the behavior of the vehicle 1 becomes unstable due to the change (transition) in control mode.

[0122] Following S57 (Mode transition complete notification), VCIB110 determines in S58 whether a VCIB stop request has been received. If the VCIB110 continues its operating state ("No" in S58), the process returns to the initial step (S51). On the other hand, when VCIB110 receives a stop request (including a sleep request), the processing flow ends at F5.

[0123] If the function setting indicator shows "prohibited" ("No" in S51), VCIB110 determines in S591 whether ADK200 has been removed from VP100. Although the function setting indicator shows "prohibited" before ADK200 is installed on VP100, VP100 is not removed. In this case, it is determined to be "No" in S591, and the process returns to the first step (S51). On the other hand, if it is determined that ADK200 has been removed from VP100 ("Yes" in S591), VCIB110 sets the control mode as the target mode for manual driving of vehicle 1 by the person in the driver's seat of vehicle 1 without changing the purpose of vehicle 1, and reads the function setting table corresponding to the target control mode. For example, if the current control mode is the second automatic driving mode or the third automatic driving mode, the second manual driving mode is set as the target control mode. Furthermore, if the current control mode is the fourth or fifth automatic driving mode, the third manual driving mode is set as the control mode to be switched to. Additionally, when ADK200 is removed from VP100, vehicle 1 is assumed to be parked.

[0124] In the following S593, VCIB110 requests multiple functions from each ECU in the control system of the base vehicle 120 (see reference) based on the function setting table corresponding to the control mode of the change target set in S592. Figures 5 to 7 Each of the following is either enabled or disabled. Next, VCIB110 requests manual driving control from the control system of the base vehicle 120 in S594. Afterwards, the processing flow ends in F5.

[0125] According to the processing described in S591 to S594, it becomes easier to perform appropriate vehicle control for a vehicle (VP100) where the ADK200 has been removed, depending on the intended use. Furthermore, according to the above structure, it is possible to prevent the vehicle with the ADK200 removed from being used for purposes other than those permitted by the administrator. This helps to prevent vehicle theft.

[0126] Figure 15 A flowchart illustrating the driving control-related processes performed by the base vehicle 120. Figure 15 The processing flow F6 shown is achieved through multiple control devices (e.g., ) provided by the base vehicle 120. Figure 1 , Figure 2 The control device in the integrated control manager 130 and the control devices of each system shown is repeatedly executed.

[0127] Reference Figure 15 In processing flow F6, the base vehicle 120 determines in S61 whether at least one function of ADAS 125 is valid. The functions of ADAS 125 are switched according to the control mode. Figure 14 (S55 or S593). If at least one function in ADAS 125 is active ("Yes" in S61), the base vehicle 120 performs control related to the active function of ADAS 125 in S62. Then, processing proceeds to S63. On the other hand, if all functions of ADAS 125 are inactive ("No" in S61), processing skips S62 and proceeds to S63.

[0128] In S63, the base vehicle 120 determines whether to execute driving control in manual driving mode. Driving mode (driving control) is determined, for example, based on a request from VCIB110 ( Figure 14 The process is modified (S56 or S594). When the base vehicle 120 performs driving control in manual driving mode ("Yes" in S63), the base vehicle 120 obtains driver operations related to driving the vehicle 1 in S64. Specifically, the base vehicle 120 obtains operation amounts for various operating parts (accelerator operation amount, brake operation amount, steering operation amount, etc.) and change operations (gear shifting operation, etc.) related to manual driving of the vehicle 1. Then, the base vehicle 120 performs manual driving control based on the obtained driver operations in S65. On the other hand, when the base vehicle 120 performs driving control in automatic driving mode ("No" in S63), the base vehicle 120 performs automatic driving control based on driving instructions from ADK200 in S70. When the processing of S65 or S70 is executed, the processing returns to the first step (S61). Thus, driving control continues (S65 or S70).

[0129] Figure 16 To indicate automatic driving control ( Figure 15 The flowchart details the process of S70. The base vehicle 120 executes processing flow F71, and the ADK200 executes processing flow F72. The VCIB110 performs signal conversion between the ADK200 and the base vehicle 120 to establish communication between them.

[0130] Reference Figure 16 In step S71 of processing flow F71, the detection results and state identification results of various sensors indicating the state of the base vehicle 120 are sent from the base vehicle 120 to the VCIB 110. Then, various API states corresponding to the state of the base vehicle 120 are sent from the VCIB 110 to the ADK 200. Thus, processing flow F72 implemented by the ADK 200 begins.

[0131] In S72, ADK200 receives various API states from VCIB110. Then, in S73, ADK200 creates a driving plan for autonomous driving based on the various API states obtained from VCIB110, as well as environmental and attitude information obtained by ADK200 itself. The driving plan is data representing the actions of vehicle 1 as the target within a predetermined period. ADK200 can also calculate the actions (attitude, etc.) of vehicle 1 and create a driving plan suitable for the control mode of vehicle 1 and the external environment. In the following S74, ADK200 determines various API commands (propulsion direction command, acceleration command, front wheel steering angle command, staticization command, etc.) for executing the control requested according to the created driving plan. The control requested according to the driving plan may be, for example, at least one of acceleration control, deceleration control, steering control, and parking control. ADK200 can also calculate the physical quantities (acceleration, tire steering angle, etc.) for the control requested according to the driving plan and determine various API commands based on the calculation results. In the following S75, the various API commands determined are sent from ADK200 to VCIB110. Then, various driving commands (internal instructions) corresponding to the various API commands are sent from VCIB110 to the base vehicle 120. Thus, processing flow F72 ends and transitions to processing flow F71. The driving commands are equivalent to automatic driving instructions issued from ADK200 to the control system of the base vehicle 120.

[0132] In processing flow F71, the base vehicle 120 receives various driving commands from VCIB110 in S76, and in the following S77, executes automated driving control based on these driving commands. Figure 15 In the S70, automatic driving control is performed, as described above.

[0133] As explained above, in this embodiment, VP100 corresponds to an example of a "vehicle capable of carrying an autonomous driving kit" as described in this disclosure. VP100 includes VCIB110 and a base vehicle 120. The control system built into the base vehicle 120 corresponds to an example of a "control system" as described in this disclosure. VP100 executes processing flows F3 to F6, F71 (… Figures 12 to 16 The ADK200 installed on the VP100 executes processing flows F10 and F72. Figure 4 and Figure 16 In this embodiment, each process is performed by executing a program stored in one or more memories using one or more processors. However, these processes can also be performed solely by hardware (circuit) without using software.

[0134] VCIB110 is configured to receive and store function setting information for various control modes from ADK200. The function setting information (e.g., a function setting table) indicates the activation / deactivation of various vehicle functions. VCIB110 is configured to request the activation or deactivation of various functions from the control system (base vehicle 120) based on the function setting information corresponding to a selected control mode. Thus, the activation / deactivation of various vehicle functions is switched according to a control mode selected from the various control modes. Therefore, signal exchange between ADK200 and VCIB110 can be suppressed. Thus, appropriate vehicle control can be performed in each of the various control modes while reducing the load on ADK200.

[0135] In the above implementation, during the installation of ADK200 ( Figure 4 ) or during the startup of VCIB110 ( Figure 12 as well as Figure 13 The ADK configuration information (the function configuration information for each of the various control modes) is saved in VCIB110. However, after the ADK configuration information is saved, the ADK200's program and function configuration information can sometimes be rewritten via the administrator terminal. The administrator terminal can also rewrite the ADK200's program and function configuration information via OTA (Over-The-Air). The ADK200 can also execute even after its function configuration information (ADK configuration information) has been rewritten. Figure 17 The processing flow shown is F20.

[0136] Figure 17 This is a flowchart illustrating the processes performed by ADK200 when its ADK settings are modified. (See attached diagram.) Figure 17 In process flow F20, ADK200 sends a function setting API containing updated ADK setting information to VCIB110 in S200. If VCIB110 is active, it can receive the function setting API sent from ADK200. VCIB110 rewrites the saved function setting tables for each control mode based on the received function setting API. Process flow F20 ends when the processing in S200 is executed. Even if VCIB110 is not active when the ADK setting information is rewritten, it will still update the function setting API upon startup. Figure 12 The S31 process enables the VCIB110 to receive the function setting API from the ADK200, and in Figure 13 In S43, the function setting tables for each control mode stored in VCIB110 are rewritten.

[0137] According to the above processing flow F20, when VCIB110 saves the ADK setting information received from ADK200 and then modifies the function setting information (ADK setting information) of ADK200, VCIB110 will again receive updated ADK setting information (function setting information for each control mode) from ADK200. Then, VCIB110 modifies the saved function setting information for each control mode based on the received ADK setting information. Thus, the latest function setting information of ADK200 is saved in VCIB110.

[0138] The number and types of vehicles 1 are not limited to their uses. Figures 5 to 7 The three uses shown are not interchangeable and can be appropriately modified. For example, it can replace at least one of personal use, passenger transport, and logistics, or be used for other purposes (selling vehicles, medical vehicles, mobile offices, etc.) based on these uses. Furthermore, vehicle 1 can be designated as a taxi-only vehicle, and only the first to third taxi function tables can be used. Figure 6 Furthermore, the items (functions) specified in the function setting tables for each control mode can also be appropriately changed. For example, this can also be done in... Figures 5 to 7 The project shown includes the addition of ventilation, massage, tilting, and in-vehicle refrigerator systems.

[0139] In the vehicle 1 described in the above embodiment, the manual driving controls (steering wheel, etc.) are maintained in a usable state in both automatic driving mode and manual driving mode. However, the manual driving controls can also be disabled (e.g., stored away in an inoperable manner) when switching from manual driving mode to automatic driving mode. In this type of vehicle, even if a passenger sits in the front seat, there is no need to worry about the passenger performing the driving operation. Therefore, in Figure 6 The second taxi function menu (unmanned / automatic) shown also allows for the locking / unlocking of doors 171 to 174 to be linked.

[0140] Although Figure 3 The example shown is a right-hand drive vehicle, but the various vehicle-related features described above can also be applied to left-hand drive vehicles. The vehicle is not limited to passenger cars; it can also be a bus, a truck, or a multi-purpose vehicle configured to allow for customization of its equipment according to its intended use.

[0141] The various vehicle-related features described above (the features explained in the implementation and modification examples) can also be applied in any combination.

[0142] While embodiments of the invention have been described, it should be understood that the embodiments disclosed herein are illustrative rather than restrictive in all respects. The scope of the invention is defined by the claims and is intended to include all modifications within the meaning and scope equivalent to the claims.

Claims

1. A vehicle capable of being equipped with an autonomous driving suite, wherein, The vehicle has a control system and a vehicle control interface box. The control system controls multiple functions of the vehicle, and the vehicle control interface box coordinates the signal exchange between the autonomous driving suite and the control system. The autonomous driving kit is configured to operate in one control mode selected from a variety of control modes. The vehicle control interface box is configured to receive and store the respective function setting information of the various control modes from the autonomous driving kit. The function setting information indicates whether each of the multiple functions is valid or invalid. The vehicle control interface box is configured to request the activation or deactivation of the plurality of functions from the control system based on the function setting information corresponding to the selected control mode.

2. The vehicle as claimed in claim 1, wherein, The autonomous driving suite is configured to select one control mode from a plurality of control modes based on a request from a terminal of the vehicle's administrator. When the autonomous driving kit is installed on the vehicle and a control mode is selected from the multiple control modes, the autonomous driving kit sends a mode signal indicating the selected control mode to the vehicle control interface box.

3. The vehicle as claimed in claim 2, wherein, The multiple control modes include at least one automatic driving mode and at least one manual driving mode. The vehicle control interface box is configured to, when the vehicle is parked and the mode signal received from the autonomous driving kit indicates a control mode different from the current control mode, request the activation or deactivation of the plurality of functions from the control system based on the function setting information corresponding to the control mode indicated by the mode signal, and request autonomous driving control or manual driving control corresponding to the control mode indicated by the mode signal from the control system.

4. The vehicle as claimed in claim 3, wherein, When the vehicle control interface box receives a mode signal from the autonomous driving kit while the vehicle is in motion, indicating a control mode different from the current control mode, after the vehicle stops, the vehicle control interface box is configured to request the activation or deactivation of the various functions from the control system based on the function setting information corresponding to the control mode indicated by the mode signal, and to request autonomous driving control or manual driving control corresponding to the control mode indicated by the mode signal from the control system.

5. The vehicle as claimed in claim 1, wherein, The vehicle control interface box is configured to request the respective function setting information of the various control modes from the autonomous driving suite upon startup.

6. The vehicle as claimed in claim 1, wherein, After the vehicle control interface box saves the function setting information for each of the multiple control modes, if the function setting information of the autonomous driving kit is rewritten, the vehicle control interface box is configured to receive the function setting information for each of the multiple control modes from the autonomous driving kit again, and rewrite the saved function setting information for each control mode based on the received function setting information for each control mode.

7. The vehicle as described in any one of claims 1 to 6, wherein, The vehicle also includes a driver's seat, a front passenger seat, rear seats, a first door located at the driver's seat, a second door located at the front passenger seat, and a third door located at the rear seats. The multiple functions include a first function that links the locking / unlocking of the first door with the locking / unlocking of the second door, a second function that links the locking / unlocking of the first door with the locking / unlocking of the third door, and a third function that links the locking / unlocking of the second door with the locking / unlocking of the third door.

8. The vehicle as claimed in claim 7, wherein, The vehicle also has a luggage compartment and a luggage compartment door located in the luggage compartment. The multiple functions also include a fourth function that links the locking / unlocking of the first door with the locking / unlocking of the luggage compartment door, a fifth function that links the locking / unlocking of the second door with the locking / unlocking of the luggage compartment door, and a sixth function that links the locking / unlocking of the third door with the locking / unlocking of the luggage compartment door.

9. The vehicle as claimed in any one of claims 1 to 6, wherein, The various control modes are distinguished based on whether it is autonomous or manual driving, whether there is a person in the driver's seat of the vehicle, and the purpose of the vehicle.

10. The vehicle as claimed in claim 9, wherein, The vehicle control interface box is configured to, when the autonomous driving kit is removed from the vehicle, request the activation or deactivation of the plurality of functions from the control system based on the function setting information corresponding to the manual driving mode, and request manual driving control from the control system, wherein the manual driving mode is a mode in which the manual driving of the vehicle is performed by a person in the driver's seat of the vehicle without changing the purpose of the vehicle.

11. The vehicle as claimed in any one of claims 1 to 6, wherein, The various control modes include: The first manual driving mode is a mode in which the vehicle is used for personal purposes and is manually driven by a person in the driver's seat of the vehicle. The second manual driving mode is a mode in which the purpose of the vehicle is passenger transport and the manual driving of the vehicle is performed by a person in the driver's seat of the vehicle. The first autonomous driving mode is a mode in which the vehicle is used for personal purposes and an autonomous driving control of the vehicle is performed when a person is in the driver's seat of the vehicle. The second autonomous driving mode is a mode in which the vehicle is used for passenger transport and the vehicle's autonomous driving control is performed when there is no one in the driver's seat.

12. The vehicle as claimed in claim 11, wherein, The vehicle also includes a driver's seat, a front passenger seat, rear seats, a first door located at the driver's seat, a second door located at the front passenger seat, and a third door located at the rear seats. The multiple functions also include a first function that links the locking / unlocking of the first door with the locking / unlocking of the second door, a second function that links the locking / unlocking of the first door with the locking / unlocking of the third door, and a third function that links the locking / unlocking of the second door with the locking / unlocking of the third door. The function setting information corresponding to the second manual driving mode indicates a situation where the third function is enabled, and each of the first and second functions is disabled. The function setting information corresponding to the second autonomous driving mode indicates a situation where the first function is effective and each of the second function and the third function is ineffective.

13. The vehicle as claimed in claim 12, wherein, The vehicle also has a luggage compartment and a luggage compartment door located in the luggage compartment. The multiple functions also include a fourth function that links the locking / unlocking of the first door with the locking / unlocking of the luggage compartment door; a fifth function that links the locking / unlocking of the second door with the locking / unlocking of the luggage compartment door; and a sixth function that links the locking / unlocking of the third door with the locking / unlocking of the luggage compartment door. The function setting information corresponding to the second manual driving mode also indicates that each of the fifth and sixth functions is active, and the fourth function is inactive. The function setting information corresponding to the second autonomous driving mode also indicates that each of the fourth, fifth, and sixth functions is in an invalid state.

14. The vehicle as claimed in claim 11, wherein, The vehicle also features a driver assistance system that implements driving assistance to reduce the driver's workload, provides reminders to the driver, or responds to driver malfunctions. The function setting information corresponding to the second manual driving mode indicates that the driver assistance system is active. The function setting information corresponding to the second autonomous driving mode indicates that the driver assistance system is inactive.

15. A vehicle control interface box, which can be mounted on a vehicle, wherein, The vehicle control interface box is configured to mediate and coordinate the exchange of signals between the autonomous driving suite installed on the vehicle and the control system built into the vehicle. The autonomous driving kit is configured to operate in one of a variety of control modes. The vehicle control interface box is configured to receive and store the respective function setting information of the various control modes from the autonomous driving kit. The function setting information refers to the information indicating whether each of the vehicle's multiple functions is enabled or disabled. The vehicle control interface box is configured to request the activation or deactivation of the plurality of functions from the control system based on the function setting information corresponding to the selected control mode.

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