vehicle

Abstract

To appropriately switch between a manual mode and an automatic mode in a vehicle on which an automatic driving system can be mounted.SOLUTION: A VCIB 40 interfaces between an automatic driving system (ADS) 11 and a vehicular platform (VP) 20. A vehicle 1 has: a normal manual mode which is set when the VP 20 is activated; a manned manual mode in which the VP 20 is under the control of an operator; and a manned automatic mode in which the VP 20 is under the control of the ADS 11. The VCIB 40 includes a processor. The processor comprises; (1) receiving, from the ADS 11, an operator command for shifting the vehicle 1 from the normal manual mode to the manned manual mode; and (2) outputting an automatic driving ready signal, which indicates that automatic driving in the VP 20 is ready, to the ADS 11, and receiving from the ADS 11 an automatic driving request for shifting the vehicle 1 from the manned manual mode to the manned automatic mode.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to a vehicle control interface and a vehicle equipped with the same, an autonomous driving system and a vehicle equipped with the same, and a method for controlling a vehicle. [Background technology]

[0002] In recent years, the development of autonomous driving technology for vehicles has been progressing. For example, Japanese Patent Application Laid-Open Publication No. 2018-132015 (Patent Document 1) discloses an autonomous driving system that comprehensively executes autonomous driving control of a vehicle. This autonomous driving system includes a camera, a laser device, a radar device, an operation device, a gradient sensor, an autonomous driving device, and an autonomous driving ECU (Electronic Control Unit). It is equipped with. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2018-132015 A Summary of the Invention [Problem to be solved by the invention]

[0004] It is possible to mount the autonomous driving system externally on the vehicle itself. In this case, autonomous driving is achieved by the vehicle platform (described later) controlling the vehicle according to commands from the autonomous driving system.

[0005] A vehicle capable of being equipped with an automated driving system may have a manual mode in which the vehicle platform is under the control of an operator (e.g., a driver) and an automated mode in which the vehicle platform is under the control of the automated driving system. There is a need to gracefully switch between the manual mode and the automated mode.

[0006] The present disclosure has been made to solve the above-mentioned problems, and an object of the present disclosure is to appropriately switch between manual mode and automatic mode in a vehicle that can be equipped with an automatic driving system. [Means for solving the problem]

[0007] (1) A vehicle control interface according to an aspect of the present disclosure interfaces between an automated driving system and a vehicle platform that controls a vehicle according to a control request from the automated driving system. The vehicle has a first manual mode that is set when the vehicle platform is activated, a second manual mode in which an operator is in the vehicle platform and the vehicle platform is under the control of the operator, and an automated mode in which the vehicle platform is under the control of the automated driving system. The vehicle control interface includes a processor and a memory that stores a program executable by the processor. The processor is configured to receive an operator command from the automated driving system to transition the vehicle from the first manual mode to the second manual mode, output an automated driving preparation signal to the automated driving system indicating that the vehicle platform is ready for automated driving, and receive an automated driving request from the automated driving system to transition the vehicle from the second manual mode to the automated mode.

[0008] (2) The processor is configured to receive, in the automatic mode, an automatic driving request from the automatic driving system requesting to cancel the automatic mode.

[0009] (3) The vehicle further has a sleep mode in which the vehicle control interface is shut down. The processor is configured, in the second manual mode, to receive from the autonomous driving system a power mode request to transition the vehicle from the second manual mode to the sleep mode.

[0010] (4) The vehicle further has a maintenance mode for maintaining the vehicle. In a transition from the first manual mode to the maintenance mode, the processor is configured to output to the automated driving system a power mode status signal indicating that the vehicle platform is ignition-on, output to the automated driving system a drive direction status signal indicating that the shift range is in the P range, output to the automated driving system an actual movement direction signal indicating that the vehicle platform is stopped, and receive from the automated driving system a maintenance request requesting maintenance of the vehicle.

[0011] (5) When transitioning from the maintenance mode to the first manual mode, the processor is configured to output a power mode status signal to the automated driving system indicating that the vehicle platform is ignition on, output a driving direction status signal to the automated driving system indicating that the shift range is in P range, output an actual movement direction signal to the automated driving system indicating that the vehicle platform is stopped, and receive a maintenance request from the automated driving system not requesting maintenance of the vehicle.

[0012] (6) A vehicle according to another aspect of the present disclosure includes a vehicle platform including the vehicle control interface described above.

[0013] (7) An autonomous driving system according to yet another aspect of the present disclosure is an autonomous driving system that can be mounted on a vehicle. The vehicle includes a vehicle platform that controls the vehicle according to a control request from the autonomous driving system. The vehicle platform has a vehicle control interface that interfaces between the autonomous driving system and the vehicle platform. The vehicle has a first manual mode that is set when the vehicle platform is activated, a second manual mode in which an operator is in the vehicle platform and the vehicle platform is under the control of the operator, and an autonomous mode in which the vehicle platform is under the control of the autonomous driving system. The autonomous driving system includes a computer and a communication module configured to be able to communicate with the vehicle control interface. The computer is configured to output an operator command to the vehicle control interface for transitioning the vehicle from the first manual mode to the second manual mode, receive an autonomous driving preparation signal from the vehicle control interface indicating that the vehicle platform is ready for autonomous driving, and output an autonomous driving request to the vehicle control interface for transitioning the vehicle from the second manual mode to the autonomous mode.

[0014] (8) In the automatic mode, the computer is configured to output an automatic driving request to the vehicle control interface to request cancellation of the automatic mode.

[0015] (9) The autonomous driving system according to claim 7 or 8, wherein the vehicle further has a sleep mode in which the vehicle control interface is stopped. In the second manual mode, the computer is configured to output a power mode request to the vehicle control interface for transitioning the vehicle from the second manual mode to the sleep mode.

[0016] (10) The vehicle further has a maintenance mode for servicing the vehicle. In transitioning from the first manual mode to the maintenance mode, the computer transmits a power mode status signal indicating that the vehicle platform is ignition-on to the vehicle platform. The vehicle control interface is configured to receive from the control interface a drive direction status signal indicating that the shift range is in P range, receive from the vehicle control interface an actual movement direction signal indicating that the vehicle platform is stopped, and output a maintenance request to the vehicle control interface requesting maintenance of the vehicle.

[0017] (11) When transitioning from the maintenance mode to the first manual mode, the computer is configured to receive from the vehicle control interface a power mode status signal indicating that the vehicle platform is ignition on, receive from the vehicle control interface a drive direction status signal indicating that the shift range is P range, and receive from the vehicle control interface an actual movement direction signal indicating that the vehicle platform is stopped, and output a maintenance request to the vehicle control interface indicating that maintenance of the vehicle is not required.

[0018] (12) A vehicle according to yet another aspect of the present disclosure includes the above-described autonomous driving system and a vehicle platform.

[0019] (13) In yet another aspect of the present disclosure, there is provided a method for controlling a vehicle, the vehicle including a vehicle platform that controls the vehicle according to a control request from an automated driving system. The vehicle platform has a vehicle control interface that interfaces between the automated driving system and the vehicle platform. The control method includes a step of setting the vehicle to a first manual mode when the vehicle platform is activated, and a step of the vehicle transitioning from the first manual mode to an automated mode via a second manual mode. The second manual mode is a mode in which an operator is present in the vehicle platform and the vehicle platform is under the control of the operator. The automated mode is a mode in which the vehicle platform is under the control of the automated driving system.

[0020] (14) The control method further includes a step of transitioning the vehicle from the automatic mode to a second manual mode when an automatic driving request requesting cancellation of the automatic mode is output from the automatic driving system to the vehicle control interface.

[0021] (15) The vehicle further has a sleep mode in which the vehicle control interface is stopped. The control method further includes a step of transitioning from the second manual mode to the sleep mode when a power mode request for transitioning the vehicle from the second manual mode to the sleep mode is output from the autonomous driving system to the vehicle control interface.

[0022] (16) The vehicle further has a maintenance mode for vehicle maintenance. The control method further includes a step of transitioning the vehicle from the first manual mode to the maintenance mode when the first to fourth conditions are satisfied. The first condition is that a power mode status signal indicating that the vehicle platform is ignition-on is output from the vehicle control interface to the automated driving system. The second condition is that a driving direction status signal indicating that the shift range is the P range is output from the vehicle control interface to the automated driving system. The third condition is that an actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle control interface to the automated driving system. The fourth condition is that a maintenance request requesting maintenance of the vehicle is output from the automated driving system to the vehicle control interface.

[0023] (17) The control method further includes a step of transitioning the vehicle from the maintenance mode to the first manual mode when the fifth to eighth conditions are satisfied. The fifth condition is that a power mode status signal indicating that the vehicle platform is ignition-on is output from the vehicle control interface to the autonomous driving system. The sixth condition is The first condition is that a driving direction status signal indicating that the shift range is in the P range is output from the vehicle control interface to the automated driving system. The seventh condition is that a real movement direction signal indicating that the vehicle platform is stopped is output from the vehicle control interface to the automated driving system. The eighth condition is that a maintenance request indicating that maintenance of the vehicle is not required is output from the automated driving system to the vehicle control interface. Effect of the Invention

[0024] According to the present disclosure, in a vehicle capable of being equipped with an autonomous driving system, it is possible to appropriately switch between manual mode and autonomous mode. [Brief description of the drawings]

[0025] [Figure 1] 1 is a diagram showing an overview of a vehicle according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 is a diagram showing the configuration of ADS, VCIB and VP in more detail. [Diagram 3] This is a state machine that shows the mode transition of the VP. [Figure 4] FIG. 2 is a diagram showing the transmission directions of various signals related to transitions between modes. [Diagram 5] FIG. 13 is a diagram for explaining an operator command. [Figure 6] FIG. 13 is a diagram for explaining an operator feedback signal. [Figure 7] FIG. 11 is a diagram for explaining a power supply mode request. [Figure 8] FIG. 11 is a diagram for explaining a power supply mode status signal. [Figure 9] FIG. 2 is a diagram for explaining a VP automatic driving preparation signal. [Figure 10] FIG. 13 is a diagram for explaining an automatic driving request. [Figure 11] FIG. 2 is a diagram for explaining a VP automatic driving status signal. [Figure 12]FIG. 4 is a diagram for explaining a driving direction status signal. [Figure 13] FIG. 11 is a diagram for explaining an actual movement direction signal. [Figure 14] FIG. 11 is a diagram for explaining a maintenance request. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] 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 denoted by the same reference characters, and the description thereof will not be repeated.

[0027] [Embodiment Mode] FIG. 1 is a diagram illustrating an overview of a vehicle according to an embodiment of the present disclosure. The vehicle 1 includes an autonomous driving kit (ADK) 10 and a vehicle platform (VP) 20. The ADK 10 can be attached to the VP 20 (when the ADK 10 is installed in the vehicle 1). The ADK 10 and the VP 20 are configured to be able to communicate with each other via a vehicle control interface (the VCIB 40, which will be described later).

[0028] The VP20 can perform automatic driving according to control requests from the ADK10. Although the ADK10 is shown in a position separate from the VP20 in FIG. 1, the ADK10 is actually attached to the rooftop of the VP20 or the like. The ADK10 can also be removed from the VP20. When the ADK10 is removed, the VP20 performs driving control in manual mode (driving control according to user operation).

[0029] ADK10 is a system that supports the autonomous driving of vehicle 1 (ADS). The ADS 11 includes, for example, a vehicle driving plan. The ADS 11 outputs various control requests for driving the vehicle 1 according to the driving plan to the VP 20 according to an API (Application Program Interface) defined for each control request. Also, the ADS11 receives various signals indicating the vehicle status (VP20 status) from the VP20 according to the API defined for each signal. The ADS11 then transmits the vehicle status to the odometer. The detailed configuration of the ADS11 is explained in Figure 2.

[0030] The VP 20 includes a base vehicle 30 and a vehicle control interface box (VCIB) 40 .

[0031] The base vehicle 30 executes various vehicle controls in accordance with control requests from the ADK 10 (ADS 11). The base vehicle 30 includes various systems and sensors for controlling the base vehicle 30. More specifically, the base vehicle 30 includes an integrated control manager 31, a brake system 32, a steering system 33, a powertrain system 34, an active safety system 35, a body system 36, wheel speed sensors 51, 52, a pinion angle sensor 53, a camera 54, and radar sensors 55, 56.

[0032] The integrated control manager 31 includes a processor and a memory, and controls the above-mentioned systems related to the operation of the vehicle 1 (the brake system 32, the steering system 33, the powertrain system 34, the active safety system 35, and the body system 36) in an integrated manner.

[0033] The brake system 32 is configured to control a braking device provided on each wheel of the base vehicle 30. The braking device includes, for example, a disc brake system (not shown) that operates in response to hydraulic pressure adjusted by an actuator.

[0034] Wheel speed sensors 51, 52 are connected to the brake system 32. The wheel speed sensor 51 detects the rotation speed of the front wheels of the base vehicle 30 and outputs the detected rotation speed of the front wheels to the brake system 32. The wheel speed sensor 52 detects the rotation speed of the rear wheels of the base vehicle 30 and outputs the detected rotation speed of the rear wheels to the brake system 32. The brake system 32 outputs the rotation speed of each wheel to the VCIB 40 as one of the pieces of information included in the vehicle state. In addition, the brake system 32 generates a braking command for the braking device according to a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31. The brake system 32 controls the braking device using the generated braking command. The integrated control manager 31 can calculate the speed (vehicle speed) of the vehicle 1 based on the rotation speed of each wheel.

[0035] The steering system 33 is configured to be able to control the steering angle of the steering wheels of the vehicle 1 using a steering device. The steering device may be, for example, a rack and pinion type electric power steering (EPS) that is capable of adjusting the steering angle by an actuator. include.

[0036] A pinion angle sensor 53 is connected to the steering system 33. The pinion angle sensor 53 detects a rotation angle (pinion angle) of a pinion gear connected to a rotating shaft of the actuator, and outputs the detected pinion angle to the steering system 33. The steering system 33 outputs the pinion angle to the VCIB 40 as one piece of information included in the vehicle state. In addition, the steering system 33 generates a steering command for the steering device according to a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31. The steering system 33 controls the steering device using the generated steering command.

[0037] The power train system 34 includes an electric parking brake (EPB) system 341 provided on at least one of the wheels, a parking lock (P-Lock) system 342 provided on the transmission of the vehicle 1, and a propulsion system 343 including a shift device (not shown) configured to be able to select a shift range. A more detailed configuration of the powertrain system 34 will be described with reference to FIG.

[0038] The active safety system 35 detects obstacles (pedestrians, bicycles, parked vehicles, utility poles, etc.) in front or behind the vehicle 1 using the camera 54 and radar sensors 55, 56. The active safety system 35 determines whether there is a possibility that the vehicle 1 will collide with the obstacle based on the distance between the vehicle 1 and the obstacle and the moving direction of the vehicle 1. If the active safety system 35 determines that there is a possibility of a collision, it outputs a braking command to the brake system 32 via the integrated control manager 31 so as to increase the braking force.

[0039] The body system 36 is configured to control parts such as turn signals, a horn, and windshield wipers (none of which are shown) according to the driving state or environment of the vehicle 1. The body system 36 controls each of the above parts in accordance with a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31.

[0040] VCIB40 communicates with ADS11 via CAN (Controller Area Network) etc. The VCIB40 is configured to be able to receive various control requests from the ADS11 and output the vehicle state to the ADS11 by executing a predetermined API defined for each signal. When the VCIB40 receives a control request from the ADK202, it outputs a control command corresponding to the control request to a system corresponding to the control command via the integrated control manager 31. In addition, the VCIB40 acquires various information about the base vehicle 30 from various systems via the integrated control manager 31, and outputs the state of the base vehicle 30 to the ADS11 as the vehicle state.

[0041] The vehicle 1 can be used as one of the components of a MaaS (Mobility as a Service) system. The MaaS system includes, in addition to the vehicle 1, for example, a data server and a Mobility Service Platform (MSPF) (any of the above). (also not shown).

[0042] The MSPF is a unified platform to which various mobility services are connected. Autonomous driving-related mobility services are connected to the MSPF. In addition to autonomous driving-related mobility services, mobility services provided by ride-sharing operators, car-sharing operators, rental car operators, taxi operators, insurance companies, etc. can be connected to the MSPF.

[0043] Vehicle 1 is equipped with a DCM (Data Communication Module) that can wirelessly communicate with the data server. (not shown). The DCM outputs vehicle information such as speed, location, and autonomous driving status to the data server. The DCM also receives various data for managing the traveling of autonomous vehicles including vehicle 1 in an autonomous driving-related mobility service from the mobility service via the MSPF and the data server.

[0044] In MSPF, APIs for using various vehicle status and vehicle control data required for the development of ADS11 are published. Various mobility services can use the APIs published on MSPF to use various functions provided by MSPF according to the service content. For example, an autonomous driving-related mobility service can use the APIs published on MSPF to obtain vehicle 1's driving control data and information stored in a data server from MSPF. In addition, an autonomous driving-related mobility service can use the above APIs to send data for managing autonomous driving vehicles, including vehicle 1, to MSPF.

[0045] <Detailed configuration> 2 is a diagram showing in more detail the configuration of the ADS 11, the VCIB 40, and the VP 20. As shown in FIG. 2, the ADS 11 includes a computer 111, an HMI (Human Machine Interface) 112, a recognition sensor 113, a posture sensor 114, and a sensor cleaner 115. Includes 15 and 16.

[0046] During autonomous driving of the vehicle 1, the computer 111 acquires the environment of the vehicle 1, as well as the attitude, behavior, and position of the vehicle 1, using various sensors (described later), and also acquires the vehicle state from the VP 20 via the VCIB 40 to set the next operation of the vehicle 1 (acceleration, deceleration, turning, etc.). The computer 111 outputs various commands to the VCIB 40 to realize the next operation. The computer 111 includes communication modules 111A and 111B. Each of the communication modules 111A and 111B is configured to be able to communicate with the VCIB 40.

[0047] The HMI 112 presents information to the user and accepts user operations during automatic driving, during driving requiring user operation, during transition between automatic driving and driving requiring user operation, etc. The HMI 112 is configured to be connected to an input / output device (not shown) such as a touch panel display provided on the base vehicle 30, for example.

[0048] The recognition sensor 113 is a sensor for recognizing the environment of the vehicle 1. The recognition sensor 113 is, for example, a LIDAR (Laser Imaging Detection and Ranging) and a millimeter wave The LIDAR includes at least one of a radar and a camera (neither shown). The LIDAR measures the distance and direction of an object by emitting, for example, infrared pulsed laser light and detecting the reflected light of the laser light from the object. The millimeter wave radar measures the distance and direction of an object by emitting millimeter waves and detecting the millimeter wave reflected from the object. The camera is disposed, for example, behind the rear-view mirror, and captures an image of the area ahead of the vehicle 1.

[0049] The attitude sensor 114 is a sensor for detecting the attitude, behavior, and position of the vehicle 1. The attitude sensor 114 includes, for example, an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System) (neither shown). The IMU detects, for example, the acceleration in the forward / backward, left / right, and up / down directions of the vehicle 1, and the angular velocities in the roll, pitch, and yaw directions of the vehicle 1. The GPS detects the position of the vehicle 1 using information received from multiple GPS satellites orbiting the Earth.

[0050] The sensor cleaner 115 is configured to remove dirt adhering to the above-mentioned various sensors (camera lenses, laser light irradiation parts, etc.) while the vehicle 1 is traveling, using a cleaning liquid, a wiper, etc.

[0051] The VCIB 40 includes a VCIB 41 and a VCIB 42. Although not shown, each of the VCIBs 41 and 42 may include a processor such as a CPU (Central Processing Unit). The VCIB41 and the communication module 111A include memories such as a read only memory (ROM) and a random access memory (RAM). The memories store programs executable by the processor. The VCIB41 and the communication module 111A are connected to be able to communicate with each other. The VCIB42 and the communication module 111B are connected to be able to communicate with each other. Furthermore, the VCIB41 and the VCIB42 are connected to be able to communicate with each other.

[0052] Each of the VCIBs 41 and 42 relays control requests and vehicle information between the ADS 11 and the VP 20. More specifically, the VCIB 41 uses an API to generate control commands from control requests from the ADS 11. The control commands corresponding to the control requests supplied from the ADS 11 to the VCIB 40 include, for example, a propulsion direction command requesting switching of the shift range, a immobilization command requesting activation / deactivation of the EPB system 341 and the P-Lock system 342, an acceleration command requesting acceleration or deceleration of the vehicle 1, and a tire turning angle command requesting the tire turning angle of the steering wheels. A command for the wheel angle and a request to switch between autonomous and manual modes The VCIB41 outputs the generated control command to a corresponding system among the multiple systems included in the VP20. The VCIB41 also generates information indicating a vehicle state from vehicle information from each system of the VP20 using the API. The information indicating the vehicle state may be the same as the vehicle information, or may be information extracted from the vehicle information that is used for processing executed by the ADS11. The VCIB41 outputs the generated information indicating the vehicle state to the ADS11. The same applies to the VCIB42.

[0053] The brake system 32 includes brake systems 321 and 322. The steering system 33 includes steering systems 331 and 332. The powertrain system 34 includes an EPB system 341, a P-Lock system 342, and a propulsion system 343.

[0054] Although the VCIB41 and VCIB42 basically have the same functions, there are some differences between the VCIB41 and VCIB42 in the connections to the systems including the VP20. Specifically, the VCIB41, the brake system 321, the steering system 331, the EPB system 341, the P-Lock system 342, the propulsion system 343, and the body system 36 are connected to each other via a communication bus so as to be able to communicate with each other. The VCIB42, the brake system 322, the steering system 332, and the P-Lock system 342 are connected to each other via a communication bus so as to be able to communicate with each other.

[0055] In this way, the VCIB 40 includes the VCIBs 41 and 42 that have equivalent functions for some system operations (braking, steering, etc.), making the control system between the ADS 11 and the VP 20 redundant. Therefore, if any failure occurs in the system, the function of the VP 20 can be maintained by appropriately switching the control system or cutting off the control system in which the failure occurs.

[0056] Each of the brake systems 321 and 322 is configured to be able to control a brake device. The brake system 321 generates a braking command for the brake device according to a control request output from the ADS 11 via the VCIB 41. The brake system 322 generates a braking command for the brake device according to a control request output from the ADS 11 via the VCIB 42. The brake systems 321 and 322 may have equivalent functions. Alternatively, one of the brake systems 321 and 322 may be configured to be able to independently control the braking force of each wheel, and the other may be configured to be able to control the same braking force to be generated in each wheel. For example, the brake systems 321 and 322 may control the brake device using a braking command generated by one of the brake systems, and when an abnormality occurs in the brake system, control the brake device using a braking command generated by the other brake system.

[0057] Each of the steering systems 331 and 332 is configured to be able to control the steering angle of the steering wheels of the vehicle 1 using a steering device. The steering system 331 generates a steering command for the steering device according to a control request output from the ADS 11 via the VCIB 41. The steering system 332 generates a steering command for the steering device according to a control request output from the ADS 11 via the VCIB 42. The steering systems 331 and 332 may have equivalent functions. Alternatively, the steering systems 331 and 332 may control the steering device using a steering command generated by one of the steering systems, and when an abnormality occurs in the steering system, control the steering device using a steering command generated by the other steering system.

[0058] The EPB system 341 controls the EPB in accordance with a control request output from the ADS 11 via the VCIB 41. The EPB is provided separately from a braking device (such as a disc brake system) and fixes the wheels by operating an actuator. For example, the EPB fixes the wheels by operating drum brakes for parking brakes provided on some of the multiple wheels using an actuator, or fixes the wheels by operating the braking device using an actuator that can adjust the hydraulic pressure supplied to the braking device, separate from the brake systems 321 and 322.

[0059] In this embodiment, the EPB system 341 has a brake hold function and is configured to be able to switch between activation and release of the brake hold. The brake hold function of the EPB system 341 will be described in detail with reference to FIGS.

[0060] The P-Lock system 342 controls the P-Lock device in accordance with a control request output from the ADS 11 via the VCIB 41. For example, the P-Lock system 342 activates the P-Lock device when the control request includes a control request to set the shift range to a parking range (P range), and deactivates the P-Lock device when the control request includes a control request to set the shift range to a range other than the P range. The P-Lock device engages a protrusion at the tip of a parking lock pole, the position of which can be adjusted by an actuator, with the teeth of a gear (lock gear) that is connected to a rotating element in the transmission of the vehicle 1. This fixes the rotation of the output shaft of the transmission, and locks the wheels.

[0061] The propulsion system 343 switches the shift range of the shift device and controls the driving force from the driving source (motor generator, engine, etc.) in accordance with a control request output from the ADS 11 via the VCIB 41. In addition to the P range, the shift range includes, for example, a neutral range (N range), a forward driving range (D range), and a reverse driving range (R range).

[0062] The active safety system 35 is communicatively connected to the brake system 321. As described above, the active safety system 35 detects an obstacle ahead using the camera 54 and / or the radar sensor 55, and outputs a braking command to the brake system 321 to increase the braking force when it determines that there is a possibility of a collision.

[0063] The body system 36 controls components such as turn indicators, a horn, and wipers in accordance with a control request output from the ADS 11 via the VCIB 41.

[0064] In the vehicle 1, automatic driving is performed when the autonomous mode is selected by the user's operation on the HMI 112. As described above, the ADS 11 first creates a driving plan during automatic driving. Examples of driving plans include a plan to continue driving straight, a plan to turn left / right at a predetermined intersection along a predetermined driving route, and a plan to change the driving lane. The ADS 11 calculates control physical quantities (acceleration, deceleration, tire turning angle, etc.) required for the vehicle 1 to operate according to the created driving plan. The ADS 11 divides the physical quantities for each execution cycle of the API. The ADS 11 outputs a control request representing the divided physical quantities to the VCIB 40 using the API. Furthermore, the ADS 11 acquires the vehicle state (the actual moving direction of the vehicle 1, the state of immobilization of the vehicle, etc.) from the VP 20, and recreates a driving plan that reflects the acquired vehicle state. In this way, the ADS 11 enables automatic driving of the vehicle 1.

[0065] <Mode transition> FIG. 3 is a state machine showing mode transitions of the vehicle 1. In this example, the vehicle 1 The system has a sleep mode, two manual modes, one automatic mode, and a maintenance mode. The two manual modes are a normal manual mode and an attended manual mode. The automatic mode is an attended automatic mode.

[0066] <Sleep mode> Sleep mode is a mode in which most of the system, including the VCIB40, is stopped. Immediately after startup, the VP20 (including the VCIB40) is in sleep mode. In sleep mode, the ADS11 cannot output any control commands to the VP20. Device authentication by the VCIB40 for the ADS11 has not been performed either.

[0067] In the sleep mode, the integrated control manager 31 and the VCIB 40 are both stopped, so that the operator feedback signal, the power supply mode status signal, and the VP automatic operation state signal are not used. Each signal will be described in detail later.

[0068] <Normal manual mode> The normal manual mode is a mode similar to that of a normal vehicle (a vehicle not compatible with autonomous driving), i.e., a mode in which the VP20 is under the control of an operator (driver, passenger, etc.). In the normal manual mode, the operator may or may not be present in the vehicle cabin (inside the VP20). The normal manual mode corresponds to the "first manual mode" according to the present disclosure.

[0069] In normal manual mode, the operator feedback signal = "unknown". The power mode status signal = "ignition on" or "drive mode". The VP automatic operation status signal = "manual mode".

[0070] <Manned manual mode> The attended manual mode is a manual mode in which an operator is present in the vehicle cabin. In the attended manual mode, the VCIB 40 is authenticated and can communicate with the VP 20 (integrated control manager 31). However, the VP 20 is under the control of the operator, not the ADS 11. The attended manual mode corresponds to the "second manual mode" according to the present disclosure.

[0071] In attended manual mode, the operator feedback signal = "attended". The power mode status signal = "ignition on" or "drive mode". The VP automatic operation status signal = "manual mode".

[0072] It should be noted that whether an operator is in the vehicle can be determined by various known methods. For example, the presence / absence of an operator can be determined by analyzing images from a camera that captures the inside of the vehicle. Instead of or in addition to a camera, the presence / absence of an operator can be determined by analyzing the operation status of the HMI (Human Machine Interface) in the vehicle. Alternatively, the detection value of a load sensor provided on the seat, the fastening status of a seat belt, the opening and closing status of a door, etc. may be used.

[0073] <Manned automatic mode> The attended automatic mode is a mode in which the VP 20 is under the control of the ADS 11 and automatic driving of the vehicle 1 is possible. The attended automatic mode corresponds to the "automatic mode" according to the present disclosure.

[0074] In attended automatic mode, the operator feedback signal = "attended", the power mode status signal = "drive mode", and the VP automatic operation status signal = "automatic mode".

[0075] <Maintenance mode> The maintenance mode is a mode for servicing the vehicle 1. In the maintenance mode, the wheels are locked by the P-Lock system 342 to prevent the vehicle 1 from moving. Furthermore, the integrated control manager 31 rejects a power-on request even if the operator presses a start button (not shown). This is to prevent the engine from starting (which would result in the generation of exhaust gas indoors) if the vehicle 1 is a hybrid vehicle or the like.

[0076] A vehicle configuration having only one manual mode is also conceivable. In contrast, the vehicle 1 according to the present embodiment has two manual modes (normal manual mode and manned manual mode). The vehicle 1 transitions from the normal manual mode to the manned manual mode once, and then to the manned automatic mode. In other words, the vehicle 1 interposes the manned manual mode between the normal manual mode and the manned automatic mode. When directly transitioning from the normal manual mode to the manned automatic mode, it is required to determine whether or not an operator is present in the vehicle cabin. However, by interposing the manned manual mode, it is guaranteed that an operator is present in the vehicle cabin when determining whether or not to transition to the manned automatic mode. Thus, according to the present embodiment, switching from the manual mode to the automatic mode becomes smooth, and an appropriate mode transition can be realized.

[0077] Next, the transitions between the above five modes will be described in detail. Figure 4 is a diagram showing the transmission directions of various signals or commands related to the transitions between modes. During the mode transition, the VCIB 40 receives a power mode request, an operator command, an automatic operation request, or a maintenance request from the ADS 11. The VCIB 40 also outputs a power mode status signal, an operator feedback signal, a VP automatic operation state signal, a VP automatic operation preparation signal, a drive direction status signal, or an actual movement direction signal to the ADS 11.

[0078] 5 to 13 are diagrams for explaining signals or commands related to mode transitions. Transitions a to f, transition l, and transition m shown in FIG.

[0079] ≪Transition a≫ In the sleep mode, when an operator presses the start button with a physical key (not shown) such as a smart key being present inside the vehicle cabin, the vehicle 1 transitions from the sleep mode to the normal manual mode.

[0080] ≪Transition b≫ In the normal manual mode, when the operator presses the start button with the physical key present inside the vehicle cabin, the vehicle 1 transitions from the normal manual mode to the sleep mode.

[0081] ≪Transition c≫ In the normal manual mode, when (1) the VCIB 40 is authenticated by the VP 20 (integrated control manager 31) and (2) an operator is present in the vehicle cabin, the vehicle 1 transitions from the normal manual mode to the attended manual mode.

[0082] More specifically, the ADS 11 outputs an operator command, which indicates whether or not an operator is present in the vehicle cabin, to the VCIB 40. The VCIB 40 interfaces with the integrated control manager 31 for operator commands (or commands equivalent to the operator command). As shown in FIG. 5, the operator command indicates one of "no request", "attended", and "unattended". When the operator command = "attended", the integrated control manager 31 can determine that an operator is present in the vehicle cabin. The integrated control manager 31 feeds back the presence or absence of an operator in the vehicle cabin to the ADS 11 using an operator feedback signal (see FIG. (See 6.) When VP20 is started, the operator feedback signal is "unknown."

[0083] ≪Transition d≫ In the attended manual mode, (1) when VP20 transitions to the vehicle power off state (ReadyOFF), or (2) when the operator presses the start button with the physical key present in the vehicle cabin, the vehicle 1 transitions from the attended manual mode to the sleep mode.

[0084] More specifically, the ADS 11 outputs a power mode request to the VCIB 40 to control the power mode of the vehicle 1. The VCIB 40 interfaces with the integrated control manager 31 for the power mode request (or a request equivalent to the power mode request). As shown in FIG. 7, the power mode request indicates any one of "no request", "sleep" indicating a vehicle power off state (ReadyOFF), "wake" indicating that the VCIB 40 is running, "ignition on", and "drive mode" indicating a vehicle power on state (ReadyON). When the power mode request = "sleep", the integrated control manager 31 transitions the VP 20 to a vehicle power off state.

[0085] The VCIB 40 outputs a power mode status signal indicating the power mode of the vehicle 1 to the ADS 11 based on a signal from the integrated control manager 31. As shown in Fig. 8, the power mode status signal indicates one of "sleep", "wake", "ignition on", and "drive mode".

[0086] ≪Transition e≫ In the normal manual mode, when (1) the VP 20 is ready for automatic driving and (2) the ADS 11 requests the VCIB 40 to start automatic driving, the vehicle 1 transitions from the normal manual mode to the manned automatic mode.

[0087] More specifically, the VCIB 40 outputs a VP Autonomy Ready signal indicating whether the vehicle 1 can transition to the manned automatic mode to the ADS 11. The preparation signal is generated by the VCIB 40 based on a signal from the integrated control manager 31. As shown in FIG. 9, the VP automatic driving preparation signal is one of "Not Ready for Autonomy", "Ready for Autonomy", and "Invalid". It represents one of the following:

[0088] On the other hand, the ADS 11 outputs an autonomy request that controls the transition between the manual mode and the automatic mode to the VCIB 40. The VCIB 40 is an integrated control manager. The interface between the driver 31 and the vehicle 10 is an interface for an automatic driving request (or a request equivalent to an automatic driving request). As shown in FIG. 10, an automatic driving request is one of "No Request For Autonomy", "Request For Autonomy", and a "Deactivation Request" which is a request to transition to the manual mode. The VP automatic driving status signal indicates either the "manual mode" or the "automatic mode" (see FIG. 11).

[0089] Vehicle 1 transitions from normal manual mode to manned automatic mode when the VP automatic driving preparation signal = "automatic driving preparation complete" and the automatic driving request = "automatic driving requested".

[0090] ≪Transition f≫ In manned automatic mode, ADS11 is connected to the integrated control manager 3 via VCIB40. When a transition to the manual mode is requested by the driver 1, the vehicle 1 transitions from the manned automatic mode to the normal manual mode. More specifically, the vehicle 1 transitions from the manned automatic mode to the normal manual mode when the automatic driving request = "cancel request."

[0091] ≪Transition l≫ In the normal manual mode, vehicle 1 transitions from normal manual mode to maintenance mode when (1) VCIB40 is authenticated by VP20, (2) VP20 has its ignition turned on, (3) the shift range is in P range, (4) vehicle 1 is stopped, and (5) there is a maintenance request from ADS11.

[0092] More specifically, the VCIB 40 outputs a propulsion direction status signal (Propulsion Direction Status) indicating the current shift range to the ADS 11. is generated by the VCIB 40 based on a signal from the integrated control manager 31. As shown in Fig. 12, the driving direction status signal indicates one of "P range", "R range", "N range", "D range", "B range", and "invalid (shift range undefined)".

[0093] The VCIB 40 also outputs an actual moving direction signal (Actual Moving Direction) indicating the traveling direction of the vehicle 1 to the ADS 11. The actual moving direction signal is also received from the integrated control manager 31. The actual movement direction signal is generated by the VCIB 40 based on the signal. As shown in Fig. 13, the actual movement direction signal indicates one of "forward", "reverse", "standstill", and "undefined". The actual movement direction signal indicating "standstill" is output when the speed of the four wheels is 0 for a certain period of time.

[0094] On the other hand, the ADS 11 outputs a maintenance request indicating a request for maintenance of the vehicle 1 to the VCIB 40. The VCIB 40 interfaces with the integrated control manager 31 for the maintenance request (or a request equivalent to the maintenance request). As shown in Fig. 14, the maintenance request indicates either "no request" or "requested".

[0095] The vehicle 1 transitions from the normal manual mode to the maintenance mode when the driving direction status signal = "P range", the actual movement direction signal = "stopped", and the maintenance request = "requested".

[0096] ≪Transition m≫ In the maintenance mode, the vehicle 1 transitions from the maintenance mode to the normal manual mode when (1) the ignition of the VP 20 is on, (2) the shift range is in the P range, (3) the vehicle 1 is stopped, and (4) there is no maintenance request from the ADS 11. More specifically, the vehicle 1 transitions from the maintenance mode to the normal manual mode when the driving direction status signal = "P range", the actual movement direction signal = "stopped", and the maintenance request = "no request".

[0097] As described above, in this embodiment, the manned manual mode is used for transition from the manual mode to the automatic mode. The vehicle 1 transitions from the normal manual mode to the manned manual mode and then to the manned automatic mode. By interposing the manned manual mode between the normal manual mode and the manned automatic mode, it is ensured that an operator is present in the vehicle cabin when determining whether or not to transition to the manned automatic mode. Therefore, according to this embodiment, in the vehicle 1 capable of mounting the ADS11, switching from the manual mode to the automatic mode becomes smooth, and an appropriate mode transition can be realized.

[0098] In addition, the source of the transition to the maintenance mode in the vehicle 1 is the normal manual mode (transition l). This is because, unlike the manned automatic mode, the presence of an operator in the vehicle cabin is not required in the maintenance mode. If an attempt is made to realize the maintenance mode in a vehicle configuration that has only one manual mode, the conditions for determining whether the single manual mode can be transitioned to the automatic mode or whether the single manual mode can be transitioned to the maintenance mode become complicated, which may make the implementation of ADS11 complicated.

[0099] In contrast, in this embodiment, the manual mode is divided into a normal manual mode and a manned manual mode. This simplifies the conditions for determining whether or not a transition between the normal manual mode and the maintenance mode (transitions l and m) is possible, and also simplifies the conditions for determining whether or not a transition between the manned manual mode and the manned automatic mode (transitions e and f) is possible. This makes it possible to reduce the difficulty of implementing the ADS11.

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[0182] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present 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]

[0183] 1 vehicle, 10 autonomous driving kit (ADK), 11 autonomous driving system (ADS), 111 computer, 111A, 111B communication module, 113 recognition sensor, 1 14 attitude sensor, 115 sensor cleaner, 20 vehicle platform (VP), 30 base vehicle, 31 integrated control manager, 32, 321, 322 brake system, 33, 331, 332 steering system, 34 powertrain system, 341 EPB, 342 P-Lock system, 343 propulsion system, 35 active safety system, 36 body system, 40-42 vehicle control interface box (VCIB), 51, 52 wheel speed sensor, 53 pinion angle sensor, 54 camera, 55, 56 radar sensor.

Claims

1. A vehicle control interface that interfaces between an automated driving system and a vehicle platform that controls a vehicle according to a control request from the automated driving system, The vehicle is a first manual mode that is established when the vehicle platform is powered up; a second manual mode in which an operator is within the vehicle platform and the vehicle platform is under the control of the operator; an autonomous mode in which the vehicle platform is under control of the autonomous driving system; The vehicle control interface includes: A processor; a memory for storing a program executable by the processor; The processor, receiving an operator command from the automated driving system to transition the vehicle from the first manual mode to the second manual mode; a vehicle control interface configured to output an autonomous driving readiness signal to the autonomous driving system indicating that the vehicle platform is ready for autonomous driving, and to receive an autonomous driving request from the autonomous driving system to transition the vehicle from the second manual mode to the autonomous mode.

2. 2. The vehicle control interface of claim 1, wherein the processor is configured to, in the automatic mode, receive the automatic driving request from the automatic driving system requesting to cancel the automatic mode.

3. The vehicle further has a sleep mode in which the vehicle control interface is shut down; 3. The vehicle control interface of claim 1, wherein the processor is configured to receive, in the second manual mode, a power mode request from the automated driving system to transition the vehicle from the second manual mode to the sleep mode.

4. The vehicle further has a maintenance mode for servicing the vehicle; In transitioning from the first manual mode to the maintenance mode, the processor outputting a power mode status signal to the automated driving system indicating that the vehicle platform is ignited; outputting a driving direction status signal indicating that the shift range is in the P range to the automatic driving system; outputting an actual movement direction signal to the automated driving system indicating that the vehicle platform is stopped; The vehicle control interface according to any one of claims 1 to 3, configured to receive a maintenance request from the autonomous driving system requesting maintenance of the vehicle.

5. In transitioning from the maintenance mode to the first manual mode, the processor outputting the power mode status signal to the automated driving system indicating that the vehicle platform is ignited; outputting the driving direction status signal indicating that the shift range is the P range to the automated driving system; outputting the actual travel direction signal to the automated driving system indicating that the vehicle platform is stopped; 5. The vehicle control interface of claim 4, configured to receive the maintenance request from the automated driving system that does not request servicing of the vehicle.

6. A vehicle comprising a vehicle platform including a vehicle control interface according to any one of claims 1 to 5.

7. An automated driving system that can be installed in a vehicle, The vehicle includes a vehicle platform that controls the vehicle according to a control request from the automated driving system; the vehicle platform includes a vehicle control interface for interfacing between the automated driving system and the vehicle platform; The vehicle is a first manual mode that is established when the vehicle platform is powered up; a second manual mode in which an operator is within the vehicle platform and the vehicle platform is under the control of the operator; an autonomous mode in which the vehicle platform is under control of the autonomous driving system; The automated driving system includes: A computer, A communication module configured to be able to communicate with the vehicle control interface, The computer includes: outputting an operator command to the vehicle control interface to transition the vehicle from the first manual mode to the second manual mode; an autonomous driving system configured to receive an autonomous driving readiness signal from the vehicle control interface indicating that the vehicle platform is ready for autonomous driving, and to output an autonomous driving request to the vehicle control interface to transition the vehicle from the second manual mode to the autonomous mode.

8. The autonomous driving system according to claim 7 , wherein the computer is configured to, in the autonomous mode, output the autonomous driving request requesting cancellation of the autonomous mode to the vehicle control interface.

9. The vehicle further has a sleep mode in which the vehicle control interface is shut down; 9. The autonomous driving system according to claim 7, wherein the computer is configured to, in the second manual mode, output a power mode request to the vehicle control interface to transition the vehicle from the second manual mode to the sleep mode.

10. The vehicle further has a maintenance mode for servicing the vehicle; In transitioning from the first manual mode to the maintenance mode, the computer receiving a power mode status signal from the vehicle control interface indicating that the vehicle platform is ignited on; receiving a drive direction status signal from the vehicle control interface indicating that the shift range is P range; receiving an actual direction of travel signal from the vehicle control interface indicating that the vehicle platform is stopped; The autonomous driving system according to any one of claims 7 to 9, configured to output a maintenance request requesting maintenance of the vehicle to the vehicle control interface.

11. In transitioning from the maintenance mode to the first manual mode, the computer receiving the power mode status signal from the vehicle control interface indicating that the vehicle platform is ignited on; receiving the driving direction status signal indicating that the shift range is a P range from the vehicle control interface; receiving the actual direction of travel signal from the vehicle control interface indicating that the vehicle platform is stopped; The automated driving system of claim 10 , further configured to output the maintenance request to the vehicle control interface, the maintenance request not requesting servicing of the vehicle.

12. An automatic driving system according to any one of claims 7 to 11, and the vehicle platform.

13. A method for controlling a vehicle, comprising: The vehicle includes a vehicle platform that controls the vehicle according to a control request from an automated driving system; the vehicle platform includes a vehicle control interface for interfacing between the automated driving system and the vehicle platform; The control method includes: placing the vehicle in a first manual mode when the vehicle platform is powered up; transitioning the vehicle from the first manual mode through a second manual mode to an automatic mode; the second manual mode being a mode in which an operator is present within the vehicle platform and the vehicle platform is under the control of the operator; The method of controlling a vehicle, wherein the autonomous mode is a mode in which the vehicle platform is under the control of the autonomous driving system.

14. 14. The vehicle control method according to claim 13, further comprising a step of transitioning the vehicle from the automatic mode to the second manual mode when the automatic driving request requesting cancellation of the automatic mode is output from the automatic driving system to the vehicle control interface.

15. The vehicle further has a sleep mode in which the vehicle control interface is shut down; 15. The vehicle control method according to claim 13, further comprising the step of transitioning from the second manual mode to the sleep mode when a power mode request for transitioning the vehicle from the second manual mode to the sleep mode is output from the autonomous driving system to the vehicle control interface.

16. The vehicle further has a maintenance mode for servicing the vehicle; The control method further includes a step of transitioning the vehicle from the first manual mode to the maintenance mode when first to fourth conditions are satisfied, The first condition is to notify the automated driving system from the vehicle control interface of A power mode status signal indicating that the vehicle platform is ignited on is output. the second condition is a condition that a driving direction status signal indicating that the shift range is a P range is output from the vehicle control interface to the automated driving system; the third condition is a condition that an actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle control interface to the automated driving system; The vehicle control method according to any one of claims 13 to 15, wherein the fourth condition is a condition that a maintenance request requesting maintenance of the vehicle is output from the autonomous driving system to the vehicle control interface.

17. The method further includes a step of transitioning the vehicle from the maintenance mode to the first manual mode when fifth to eighth conditions are satisfied, the fifth condition is that the power mode status signal indicating that the vehicle platform is ignition-on is output from the vehicle control interface to the autonomous driving system; the sixth condition is a condition that the driving direction status signal indicating that the shift range is a P range is output from the vehicle control interface to the automated driving system; the seventh condition is that the actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle control interface to the automated driving system; 17. The vehicle control method according to claim 16, wherein the eighth condition is a condition that the maintenance request indicating no request for maintenance of the vehicle is output from the autonomous driving system to the vehicle control interface.

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