Vehicle control program

Abstract

To prevent interference between retreat travel control of ICM and control corresponding to a control request from VCIB.SOLUTION: A vehicle control program is executed by VCIB connected to between DS, and VP performing an automatic drive following a command from the DS. The VCIB includes a memory for storing a program including predetermined API defined for each signal, and a processor for controlling the VP according to a command from the DS due to the execution of the program. The VCIB has a manual / automatic mode. The VP can receive a drive operation by a manual operation in a manual mode, and receive a command from the DS in an automatic mode. The vehicle control program makes the processor execute steps (S112, 3, 6) of executing processing for starting retreat travel by ICM different from the VCIB in a condition of communication failure between the VCIB and the DS, and steps (S121, 5) of switching from an automatic mode to a manual mode in a condition of the start of retreat travel by the ICM.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to a vehicle control program, and in particular to a vehicle control program executed in a vehicle control device connected between an autonomous driving system and a vehicle platform that performs autonomous driving in accordance with commands from the autonomous driving system. [Background technology]

[0002] There is a system in which a vehicle and an information processing device work together to perform autonomous driving (for example, see Patent Document 1). In this system, the information processing device automatically generates control information using autonomous driving control software and transmits it to the vehicle. The vehicle performs autonomous driving based on the received control information. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-177807 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the system of Patent Document 1, a vehicle control device that receives control information from an information processing device is provided. In addition to this vehicle control device, a driving control device that receives a command from the vehicle control device and controls the driving of the vehicle may be provided. When executing evacuation driving of the vehicle, it is considered that the driving control device controls the evacuation driving. During the control of the evacuation driving by this driving control device, it is considered that the control of the evacuation driving and the control in response to a control request from the vehicle control device interfere with each other.

[0005] This disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle control program that is capable of preventing interference between the control of evacuation driving by the driving control device and the control in response to a control request from the vehicle control device. [Means for solving the problem]

[0006] A vehicle control program according to the present disclosure is executed by a vehicle control device connected between an autonomous driving system and a vehicle platform that performs autonomous driving according to a command from the autonomous driving system. The vehicle control device includes a memory in which a program including a predetermined API defined for each signal is stored, and a processor that controls the vehicle platform according to a command from the autonomous driving system by executing the program. The vehicle control device has a manual driving mode and an autonomous driving mode as vehicle modes. The vehicle platform is capable of accepting manual driving operations in the manual driving mode, and is capable of accepting commands from the autonomous driving system in the autonomous driving mode. The vehicle control program causes the processor to execute a step of executing a process for starting evacuation driving by a driving control device different from the vehicle control device, on condition that communication between the vehicle control device and the autonomous driving system has become impossible, and a step of switching from the autonomous driving mode to the manual driving mode, on condition that evacuation driving by the driving control device has started.

[0007] According to this configuration, the vehicle mode of the vehicle control device is switched from the automatic driving mode to the manual driving mode on the condition that the driving control device has started the evacuation driving. Therefore, the vehicle control device no longer issues a control request to the driving control device. As a result, it is possible to provide a vehicle control program that can prevent interference between the evacuation driving control by the driving control device and the control in response to the control request from the vehicle control device. [Brief description of the drawings]

[0008] [Figure 1] 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 is a diagram showing a control system inside a vehicle. [Diagram 3] 13 is a flowchart showing the flow of a limp-aside related process executed by the VCIB. [Figure 4] 11 is a diagram for explaining the transition of steering angle control when communication between the DS and the VCIB is interrupted. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and their description will not be repeated.

[0010] FIG. 1 is a diagram showing a schematic configuration of a vehicle 1 according to an embodiment of this disclosure. Referring to FIG. 1, the vehicle 1 includes a VP (vehicle platform) 100 and an automatic driving module 200. The automatic driving module 200 functions as both an autonomous driving kit (ADK: Autonomous Driving Kit) for autonomous driving (i.e., automatic driving of the vehicle alone) and a remote driving kit (RDK: Remote Driving Kit) for remote driving (i.e., automatic driving based on a signal from outside the vehicle). In the autonomous driving, the vehicle 1 can run by itself. According to the autonomous driving, the vehicle 1 can run without receiving instructions from the outside of the vehicle 1 or from a person (driver) inside the vehicle. The autonomous driving may be an automatic driving generally referred to as "fully automatic driving". In the remote driving, the vehicle 1 can run without receiving instructions from a person (driver) inside the vehicle. The vehicle 1 during remote driving may run based on instructions from a device outside the vehicle, or may run based on remote operation by a person outside the vehicle. The driving plan for remote driving may be generated by the vehicle 1 based on a signal from outside the vehicle, or may be generated outside the vehicle 1 (for example, in the cloud CL). In this embodiment, in both the autonomous driving and the remote driving, the vehicle 1 generates a driving plan for automatic driving.

[0011] The control system for the vehicle 1 according to this embodiment includes a remote cockpit 500 outside the vehicle 1. The remote cockpit 500 includes a control device 510, a display device 520 that displays the environment of the vehicle 1 (for example, the surrounding scenery and the road on which the vehicle is traveling), and an input device 530 that accepts remote operations (for example, driving operations for traveling and body system operations). The remote cockpit 500 may have a driver's seat similar to that of a general vehicle. By using the remote cockpit 500, a user can monitor and operate the vehicle 1 from a remote location. The control device 510 of the remote cockpit 500 communicates with the vehicle 1 through a communication system (including a cloud CL). The cloud CL has a computer function and communicates with both the remote cockpit 500 and the vehicle 1. The cloud CL transmits a signal based on a remote operation of the input device 530 to the vehicle 1. The cloud CL also transmits a signal based on information from the vehicle 1 to the remote cockpit 500. In this embodiment, a user (person) operates the vehicle 1 through the input device 530. However, this is not limited to the above, and the vehicle 1 may be remotely operated from outside the vehicle by an AI (artificial intelligence) instead of a person. The cloud CL may hold the latest map information and traffic information. Edge computing technology may be used to reduce the amount of data processed by the cloud CL or to shorten the delay time in remote driving.

[0012] 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, the VP100 is formed to which the autonomous driving module 200 can be attached and detached. Then, the vehicle 1 is completed by attaching the autonomous driving module 200 to the VP100. The VCIB 110 is configured to communicate with both the base vehicle 120 and the autonomous driving module 200 via a communication bus. In this embodiment, the autonomous driving module 200 is attached to the roof top of the base vehicle 120. However, the attachment position of the autonomous driving module 200 can be changed as appropriate.

[0013] The base vehicle 120 is, for example, a commercially available xEV (electric vehicle). In this embodiment, a BEV (electric vehicle) is adopted as the base vehicle 120. However, the present invention is not limited to this, and the base vehicle 120 may be an xEV other than a BEV. The base vehicle 120 includes an integrated control manager (hereinafter referred to as an "ICM (Integrated Control Manager)") 130, various systems and various sensors (wheel speed sensors 127A, 127B, steering angle sensor 127C, etc.) for controlling the base vehicle 120, and an HMI (Human Machine Interface) 128. The ICM 130 functions as a control device. The ICM 130 integrates and controls various systems related to the operation of the base vehicle 120 based on the detection results of the on-board sensors. The HMI 128 includes an input device and an alarm device. The HMI 128 may include a navigation system.

[0014] Fig. 2 is a diagram showing an internal control system of the vehicle 1. Referring to Fig. 2 together with Fig. 1, the autonomous driving module 200 includes an autonomous driving system (hereinafter, abbreviated as "DS") 210 for autonomously driving the vehicle 1. The DS 210 includes a computer assembly (hereinafter, abbreviated as "DSCOM") 211, a recognition sensor 212, an attitude sensor 213, a sensor cleaner 216, and an HMI (Human Machine Interface) 218.

[0015] The DSCOM211 includes a first computer module (hereinafter, referred to as "first CM") 211A and a second computer module (hereinafter, referred to as "second CM") 211B. Each of the first CM211A and the second CM211B includes a processor and a storage device that stores autonomous driving software using an API described later, and is configured to be able to execute the autonomous driving software by the processor. The DSCOM211 switches between autonomous driving and remote driving according to the value of a driving ID described later. In detail, the DSCOM211 outputs a command related to autonomous driving if the value of the driving ID is "ADK", and outputs a command related to remote driving if the value of the driving ID is "RDK". The command from the DSCOM211 is sent to the VP100 via the VCIB110.

[0016] The recognition sensor 212 includes a sensor that acquires information (environmental information) indicating the external environment of the vehicle 1. The recognition sensor 212 may include at least one of a camera, a millimeter wave radar, and a lidar. The attitude sensor 213 acquires information (attitude information) regarding the attitude of the vehicle 1. The attitude sensor 213 may include various sensors that detect the acceleration, angular velocity, and position of the vehicle 1. The HMI 218 includes an input device and an alarm device.

[0017] The base vehicle 120 includes a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a body system 126. In this embodiment, each system includes an electronic control unit (hereinafter also referred to as "ECU").

[0018] In the vehicle 1, the control systems related to the behavior (running, stopping, turning) of the vehicle 1 have redundancy. The first CM 211A and the second CM 211B give instructions to the main control system and the sub-control system, respectively. The VCIB 110 includes a control unit (hereinafter referred to as the "first VCIB") 111A of the main control system and a control unit (hereinafter referred to as the "second VCIB") 111B of the sub-control system. Each control unit may include a computer having a processor and a storage device. The first VCIB 111A and the second VCIB 111B may communicate with each system directly or via the ICM 130 shown in FIG. 1.

[0019] The brake system 121 includes a braking mechanism, an operation unit that accepts a brake operation from the driver, and brake control units 121A and 121B. The steering system 122 includes a steering mechanism, an operation unit that accepts a steering operation from the driver, and steering control units 122A and 122B. The power train system 123 includes a shift device, a vehicle drive device, an EPB device, a P-Lock device, an EPB control unit 123A, a P-Lock control unit 123B, and a propulsion control unit 123C. "EPB" means an electric parking brake, and "P-Lock" means a parking lock. The shift device determines a shift range, and switches the propulsion direction and the shift mode of the base vehicle 120 according to the determined shift range. In addition to the shift mechanism, the shift device further includes an operation unit that accepts a shift operation from the driver. The vehicle drive device includes a battery, a drive motor that receives power from the battery, and an operation unit that accepts accelerator operation from the driver, and applies a propulsive force in the driving direction indicated by the shift range. The P-Lock device further includes an operation unit that accepts parking operations from the driver in addition to the parking lock mechanism and actuator.

[0020] The active safety system 125 includes a PCS (Pre Collision Safety) system. The PCS system prevents a collision when it is determined that there is a collision risk for the vehicle 1. The ECU of the active safety system 125 determines the possibility of a collision for the vehicle 1 while it is moving. The base vehicle 120 is equipped with a camera 129A and radar sensors 129B, 129C (FIG. 1) for detecting a collision risk. The ECU of the active safety system 125 determines whether there is a collision risk using signals received from the camera 129A and the radar sensors 129B, 129C. If it is determined that there is a collision risk, the ECU activates the PCS.

[0021] In this embodiment, signals defined by an API (Application Program Interface) (API signals) are used for communication between the DS210 and the VCIB110. The DS210 is configured to process various signals defined by the API. The DS210 outputs various commands to the VCIB110 in accordance with the API. Hereinafter, each of the various commands output from the DS210 to the VCIB110 is also referred to as an "API command." The DS210 also receives various signals indicating the state of the base vehicle 120 from the VCIB110 in accordance with the API. Hereinafter, each of the various signals received by the DS210 from the VCIB110 is also referred to as an "API status." Both the API command and the API status correspond to an API signal.

[0022] In this embodiment, the DS210 uses the API commands described below. The vehicle mode command is an API command that requests a transition to automatic mode or manual mode. The automatic mode and manual mode will be described later. The drive direction command is an API command that requests a change in the shift range (R / D). The acceleration command is an API command that indicates the acceleration of the vehicle. The acceleration command requests acceleration (+) and deceleration (-) in the direction indicated by the drive direction status, which will be described later. The immobilization command is an API command that requests application or release of immobilization. Application of immobilization means turning the EPB to the ON state (operated state) and setting the shift range to P (parking).

[0023] Some of the API commands used in the vehicle 1 have been described above. The VCIB 110 receives various API commands from the DS 210. When the VCIB 110 receives an API command from the DS 210, it converts the API command into a signal format executable by the control device of the base vehicle 120. Hereinafter, the API command converted into a signal format executable by the control device of the base vehicle 120 is also referred to as an "internal command." When the VCIB 110 receives an API command from the DS 210, it outputs an internal command corresponding to the API command to the base vehicle 120.

[0024] Next, the API status will be described. The DS 210 grasps the state of the base vehicle 120 by using, for example, the API status described below.

[0025] The vehicle mode status is an API status that indicates the vehicle mode state. The vehicle modes include manual mode and automatic mode. The manual mode is a vehicle mode in which the vehicle is under the control of the driver (human). The automatic mode is a vehicle mode in which the vehicle platform (including the base vehicle) is under the control of the autonomous driving kit. In the initial state, the vehicle mode is manual mode. The driver can select the desired vehicle mode through the in-vehicle HMI.

[0026] The driving direction status is an API status that indicates the current shift range. The driving direction status is an API status that indicates the direction in which the vehicle is moving. The vehicle speed status is an API status that indicates the longitudinal speed of the vehicle and outputs the absolute value of the vehicle speed. The immobilization status is an API status that indicates the immobilization state (e.g., the state of EPB and shift P).

[0027] The driving identification status (hereinafter referred to as "driving ID") is an API status that indicates whether the communication between the DS210 (DSCOM211) and the VCIB110 (first VCIB111A and second VCIB111B) is communication for autonomous driving or communication for remote driving. The driving ID outputs the value "ADK" during autonomous driving and the value "RDK" during remote driving. Such a driving ID makes it easier to achieve both autonomous driving and remote driving.

[0028] The above describes some of the API statuses used in the vehicle 1. The VCIB 110 receives various sensor detection values ​​and state determination results from the base vehicle 120, and outputs various API statuses indicating the state of the base vehicle 120 to the DS210. The VCIB 110 obtains an API status in which a value indicating the state of the base vehicle 120 is set, and outputs the obtained API status to the DS210.

[0029] The above-mentioned vehicle 1 is provided with a VCIB 110 that receives control information from the DS 210. Also, in addition to the VCIB 110, an ICM 130 is provided that receives commands from the VCIB 110 and controls the traveling of the vehicle. When the vehicle 1 is to perform evacuation traveling, it is considered that the ICM 130 controls the evacuation traveling. During the evacuation traveling control by the ICM 130, it is considered that the control of the evacuation traveling and the control in response to a control request from the VCIB 110 interfere with each other.

[0030] Therefore, the program for vehicle control executed by VCIB110 causes the processor of VCIB110 to execute the following steps: a step of executing processing to start evacuation driving by ICM130, which is different from VCIB110, on the condition that communication between VCIB110 and DS210 has become impossible; and a step of switching from automatic driving mode to manual driving mode on the condition that evacuation driving by ICM130 has started.

[0031] Thereby, on the condition that evacuation traveling has been started by the ICM 130, the vehicle mode of the VCIB 110 is switched from the automatic driving mode to the manual driving mode. Therefore, a control request is no longer issued from the VCIB 110 to the ICM 130. As a result, it is possible to prevent interference between the evacuation traveling control by the ICM 130 and the control in response to the control request from the VCIB 110.

[0032] Fig. 3 is a flow chart showing the flow of the limp-aside related processing executed by the VCIB 110. Referring to Fig. 3, the program of this processing is stored in the storage device of the first VCIB 111A, and is called from the upper processing at predetermined intervals and executed by the processor of the first VCIB 111A. Note that, although the program of this processing is executed by the first VCIB 111A here, it may be executed by the second VCIB 111B, or by both.

[0033] The processor of the first VCIB 111A judges whether or not the vehicle is in an automatic driving mode using the RDK (step S111). When the processor of the first VCIB 111A judges that the vehicle is not in an automatic driving mode using the RDK (NO in step S111), the processor of the first VCIB 111A returns the process to be executed to the upper process.

[0034] On the other hand, if it is determined that the vehicle is in the automatic driving mode using the RDK (YES in step S111), the processor of the first VCIB 111A determines whether or not communication between the DS210 and the first VCIB 111A has been interrupted (step S112). If it is determined that communication has been interrupted (YES in step S112), the processor determines whether or not communication between the DS210 and the second VCIB 111B has been interrupted (step S113).

[0035] If it is determined that communication between the DS210 and the first VCIB 111A has not been interrupted (NO in step S112), or if it is determined that communication between the DS210 and the second VCIB 111B has not been interrupted (NO in step S113), the processor of the first VCIB 111A controls the steering system 122 via the ICM 130 so that the first VCIB 111A and the second VCIB 111B perform steering angle control in accordance with commands from the RDK (step S117), and proceeds to processing in step S121.

[0036] When it is determined that the communication between the DS210 and the second VCIB111B has been interrupted (YES in step S113), the processor determines whether or not the RDK limp-aside control has not yet started (step S114). The RDK limp-aside control is a control for automatically stopping the vehicle 1 by appropriately evacuating it when the control of the RDK has failed. When it is determined that the RDK limp-aside control has not yet started (YES in step S114), the processor controls the steering system 122 via the ICM130 so that the first VCIB111A and the second VCIB111B maintain the final actual steering angle before the communication was interrupted (step S116), and the process to be executed proceeds to step S121. When it is determined that the RDK limp-aside control has not yet started (NO in step S114), the process to be executed proceeds to step S121.

[0037] FIG. 4 is a diagram for explaining the transition of steering angle control when communication between the DS210 and the VCIB110 is interrupted. FIG. 4(A) is a diagram showing a case where none of the control units performs steering angle control after communication is interrupted and before the RDK limp-aside control is started. FIG. 4(B) is a diagram showing a case where the VCIB110 performs steering angle control before the RDK limp-aside control is started after communication is interrupted. In FIG. 4(A) and FIG. 4(B), the horizontal axis is the time axis. In each of FIG. 4(A) and FIG. 4(B), the upper graph shows the change in steering angle, and the lower graph shows the value of the lateral ID indicating whether or not a steering command is output from the VCIB110. If the value of the lateral ID is 41, a steering command is output from the VCIB110, and if it is 0, a steering command is not output from the VCIB110. Among the graphs showing the change in steering angle, the upper graph shows the steering angle of the steering request from the RDK, and the lower graph shows the current actual steering angle.

[0038] Referring to FIG. 4(A), if communication is interrupted due to a disconnection (not an actual disconnection but a situation similar to a disconnection) between both buses connecting the DS210 and the VCIB110, and none of the control units controls the steering angle before the start of the RDK limp-aside control, the steering angle will return to the straight direction due to the self-centering action when the vehicle 1 is moving forward. In the figure, the steering angle returns slightly from the left to the center. However, as shown in the figure, the way in which the steering angle returns is not constant depending on the original steering angle and the vehicle speed. For this reason, it is difficult to decide what steering angle should be the first steering angle to be instructed when the steering angle control by the ICM130 is started. For example, if the steering angle to be instructed first by the ICM130 is the final actual steering angle at the time of communication interruption, the actual steering angle has already deviated from the final actual steering angle, and the vehicle 1's turning behavior will become awkward because the steering angle will be returned.

[0039] On the other hand, referring to Fig. 4(B), when the VCIB110 performs steering angle control before the start of RDK limp-aside control after communication is interrupted due to disconnection of both buses connecting the DS210 and the VCIB110, in this disclosure, the VCIB110 continues control by keeping the value of the lateral ID at 41. Then, the VCIB110 controls to maintain the final actual steering angle when communication is interrupted. For example, if the steering angle initially instructed when the steering angle control by the ICM130 is started is set to the final actual steering angle when communication is interrupted, the actual steering angle is maintained, so that the turning behavior of the vehicle 1 becomes smooth.

[0040] Returning to Fig. 3, the processor of the first VCIB 111A judges whether or not RDK limp-aside control is being performed (step S121). If it is judged that RDK limp-aside control is being performed (YES in step S121), the processor does not perform steering control (step S122). In other words, since the ICM 130 is performing limp-aside control regardless of the control from the VCIB 110, the VCIB 110 does not perform steering control in order not to interfere with the control.

[0041] Next, the processor determines whether or not the deceleration process is being performed by the ICM 130 (step S123). If it is determined that the deceleration process is not being performed by the ICM 130 (NO in step S123), the processor determines whether or not the vehicle stop maintenance process is being performed by the ICM 130 (step S124).

[0042] If the ICM 130 determines that the deceleration process is in progress (YES in step S123) or that the vehicle stop maintenance process is in progress (YES in step S124), the processor of the first VCIB 111A switches the vehicle mode from the automatic mode to the manual mode (step S125).

[0043] If it is determined that the RDK limp-aside control is not in progress (NO in step S121), if it is determined that the vehicle stop maintenance process is not in progress (NO in step S124), or after step S125, the processor of the first VCIB 111A returns the process to be executed to the upper process.

[0044] [Variations] (1) In the embodiment described above, the process from step S112 onward is executed when the RDK is in automatic mode, as shown in step S111 in Fig. 3. However, the present invention is not limited to this, and the process from step S112 onward may be executed when the ADK is in automatic mode.

[0045] (2) In the above-described embodiment, the ICM 130 executes the RDK limp-aside control. However, this is not limited to the above, and the above disclosure can be applied to the case where the RDK limp-aside control is executed by a control device other than the ICM 130 as long as the control device is other than the VCIB 110.

[0046] (3) In the embodiment described above, the final actual steering angle is maintained by the VCIB 110 before the RDK limp-aside control is started, as shown in step S115 of Fig. 3. However, the present invention is not limited to this, and the steering angle may be controlled according to a predetermined function by the VCIB 110. The predetermined function may be, for example, a function that reduces the steering angle in proportion to time.

[0047] [summary] (1) As shown in Fig. 1 to Fig. 3, the vehicle control program is executed by the VCIB 110 connected between the DS 210 and the VP 100 that performs automatic driving according to commands from the DS 210. As shown in Fig. 1 and Fig. 2, the VCIB 110 includes a memory that stores a program including a predetermined API defined for each signal, and a processor that controls the VP 100 according to commands from the DS 210 by executing the program. As shown in Fig. 2, the VCIB 110 has a manual mode and an automatic mode as vehicle modes. As shown in Fig. 2, the VP 100 can accept manual driving operations in the manual mode, and can accept commands from the DS 210 in the automatic mode. As shown in FIG. 3, the vehicle control program causes the processor to execute steps (e.g., steps S112, S113, and S116) of executing processing to start evacuation driving by ICM 130 other than VCIB 110, on the condition that communication between VCIB 110 and DS 210 has become impossible, and steps (e.g., steps S121 and S125) of switching from automatic mode to manual mode, on the condition that evacuation driving by ICM 130 has started.

[0048] Thereby, the vehicle mode of the VCIB 110 is switched from the automatic mode to the manual mode on the condition that the evacuation traveling has been started by the ICM 130. Therefore, a control request is no longer issued from the VCIB 110 to the ICM 130. As a result, it is possible to prevent interference between the evacuation traveling control by the ICM 130 and the control in response to the control request from the VCIB 110.

[0049] (2) As shown in FIG. 3, the vehicle control program may cause the processor to execute steps (e.g., steps S121 to S125) of switching from the automatic mode to the manual mode when evacuation driving by ICM130 has been started and deceleration processing is in progress or vehicle stop maintenance processing is in progress.

[0050] This causes the vehicle mode of the VCIB 110 to be switched from the automatic mode to the manual mode on the condition that evacuation travel by the ICM 130 is started and deceleration processing or vehicle stop maintenance processing is being performed. As a result, it is possible to more accurately prevent interference between the evacuation travel control by the ICM 130 and the control in response to a control request from the VCIB 110.

[0051] (3) As shown in FIG. 3, the vehicle control program may cause the processor to execute a step (e.g., step S115) in which the VCIB 110 executes steering angle control after the execution of processing for starting evacuation driving by the ICM 130, until the evacuation driving by the ICM 130 starts.

[0052] This makes it possible to avoid a state in which steering angle control is not appropriately performed during the period from when the process for starting evacuation traveling by ICM 130 is executed until when evacuation traveling by ICM 130 is started.

[0053] (4) As shown in FIG. 3, the vehicle control program may cause the processor to execute a step (e.g., step S115) of performing control to maintain the final actual steering angle as steering angle control to be performed until evacuation driving is started by ICM130 after executing processing to start evacuation driving.

[0054] As a result, after the process for starting evacuation traveling by the ICM 130 is executed, the steering angle can be maintained at the angle at which evacuation traveling is started until evacuation traveling is started by the ICM 130. As a result, a smooth transition to evacuation traveling can be made.

[0055] (5) As shown in FIG. 3, the vehicle control program may cause the processor to execute a step (for example, step S117) in which the VCIB 110 executes steering angle control when communication between the VCIB 110 and the DS 210 is possible.

[0056] As a result, when communication between the VCIB 110 and the DS 210 is possible, the VCIB 110 can appropriately execute steering angle control.

[0057] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the disclosure is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0058] 1 Vehicle, 100 VP, 110 VCIB, 111A 1st VCIB, 111B 2nd VCIB, 120 Base vehicle, 121 Brake system, 121A, 121B Brake control unit, 122 Steering system, 122A, 122B Steering control unit, 123 Power train system, 123A EPB control unit, 123B P-Lock control unit, 123C Propulsion control unit, 125 Active safety system, 126 Body system, 127A, 127B Wheel speed sensor, 127C Steering angle sensor, 128, 218 HMI, 129A Camera, 129B, 129C Radar sensor, 130 ICM, 200 Autonomous driving module, 210 DS, 211 DSCOM, 211A 1st CM, 211B 2nd CM, 212 Recognition sensor, 213 Attitude sensor, 216 sensor cleaner, 500 remote cockpit, 510 control device, 520 display device, 530 input device, CL cloud.

Claims

1. A vehicle control program executed by a vehicle control device connected between an autonomous driving system and a vehicle platform that performs autonomous driving according to a command from the autonomous driving system, The vehicle control device includes: A memory in which a program including a predetermined API defined for each signal is stored; a processor that executes the program to control the vehicle platform in response to a command from the autonomous driving system; The vehicle control device has a manual driving mode and an automatic driving mode as vehicle modes, The vehicle platform includes: In the manual driving mode, a manual driving operation can be accepted, A command from the autonomous driving system can be received in the autonomous driving mode, The vehicle control program includes: Executing a process for starting evacuation driving by a driving control device other than the vehicle control device, on the condition that communication between the vehicle control device and the autonomous driving system has become impossible; and a step of switching from the automatic driving mode to the manual driving mode on condition that the evacuation driving by the driving control device has been started.

2. The vehicle control program according to claim 1, further comprising a step of switching from the automatic driving mode to the manual driving mode under the condition that the evacuation driving by the driving control device has been started and a deceleration procedure or a vehicle stop maintenance procedure is being performed.

3. 2. The vehicle control program according to claim 1, wherein the vehicle control program causes the processor to execute a step of causing the vehicle control device to execute steering angle control after execution of a process for starting the evacuation traveling by the driving control device, until the evacuation traveling by the driving control device is started.

4. 4. The vehicle control program according to claim 3, wherein the vehicle control program causes the processor to execute a step of executing control to maintain a final actual steering angle as steering angle control to be executed until the driving control device starts the evacuation traveling after execution of a process for starting the evacuation traveling.

5. The vehicle control program according to claim 1 , wherein the vehicle control program causes the processor to execute a step of causing the vehicle control device to execute steering angle control when communication between the vehicle control device and the autonomous driving system is possible.

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