Vehicle

Abstract

To provide a vehicle that is configured so that a power supply mode can be changed on the basis of a command from an automatic operation kit, which enables the power supply mode of the vehicle to be easily changed in an appropriate situation.SOLUTION: The vehicle is provided with a vehicle platform configured to be able to receive a command concerning automatic operation from an automatic operation kit. The automatic operation kit is configured to transmit a wake command to require a power supply mode of the vehicle platform to be transferred to a wake mode to the vehicle platform. The power supply mode of the vehicle platform can be transferred to the wake mode by the wake command, only when a shift lever indicates parking and vehicle speed of the vehicle is 0 km / h.SELECTED DRAWING: Figure 6

Description

[Technical field]

[0001] The present disclosure relates to vehicles capable of autonomous driving. [Background technology]

[0002] JP 2019-177807 A (Patent Document 1) discloses a vehicle with an autonomous driving kit attached to the rooftop. [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] There are known vehicles whose power supply status changes depending on the power mode. For example, in one power mode, power may be supplied to all control devices mounted on the vehicle, and in another power mode, power may be supplied only to some of the control devices. A vehicle equipped with an autonomous driving kit can execute vehicle control according to commands from the autonomous driving kit. It is therefore possible to change the power mode of the vehicle according to commands from the autonomous driving kit. However, the autonomous driving kit does not always send correct commands. In a vehicle in which the power mode is changed based on commands from the autonomous driving kit, for example, if an incorrect command is sent from the autonomous driving kit due to a software malfunction (e.g., a bug) of the autonomous driving kit, the change in the power mode of the vehicle may be performed in an inappropriate situation.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to make it easier for a vehicle's power mode to be changed in an appropriate situation in a vehicle that can change its power mode based on commands from an autonomous driving kit. [Means for solving the problem]

[0006] A vehicle according to an embodiment of the present disclosure includes a vehicle platform configured to receive commands related to autonomous driving from an autonomous driving kit. The vehicle platform includes a base vehicle including a plurality of first control devices, and a vehicle control interface box including a second control device. The plurality of first control devices include at least one body system control device. The base vehicle further includes a shift lever. The autonomous driving kit includes a third control device. The second control device is configured to be able to communicate with both the first control device and the third control device. The power supply modes of the vehicle platform include a sleep mode, a wake mode, and a driving mode. The sleep mode is a state in which the plurality of first control devices and the second control device are powered off. The wake mode is a state in which the plurality of first control devices are not activated except for a predetermined body system control device, and the second control device is activated. The driving mode is a state in which the plurality of first control devices and the second control device are powered on. The autonomous driving kit is configured to transmit a wake command to the vehicle platform requesting that the power supply mode of the vehicle platform be transitioned to a wake mode. The vehicle platform transitions to the wake mode in response to a wake command only when the shift lever indicates parking and the vehicle speed is 0 km / h. Effect of the Invention

[0007] According to the present disclosure, in a vehicle capable of changing its power mode based on commands from an autonomous driving kit, the vehicle's power mode can be changed more easily in appropriate situations. [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 details of a control system for the vehicle shown in FIG. [Diagram 3] 1 is a diagram for explaining a power supply mode control method according to an embodiment of the present disclosure. [Figure 4]4 is a flowchart illustrating a power supply mode control method according to an embodiment of the present disclosure. [Diagram 5] 4 is a flowchart for explaining automatic driving control of a vehicle according to an embodiment of the present disclosure. [Figure 6] 10 is a flowchart illustrating a process of determining a value of a power supply mode command in a power supply mode control method according to an embodiment of the present disclosure. 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 according to an embodiment of the present disclosure. With reference to FIG. 1, the vehicle 1 includes a VP (vehicle platform) 100 and an ADK (autonomous driving kit) 200. The VP 100 includes a VCIB (vehicle control interface box) 110 and a base vehicle 120. By adding the VCIB 110 to the base vehicle 120, the VP 100 to which the ADK 200 can be detached is formed. Then, the vehicle 1 is completed by attaching the ADK 200 to the VP 100. In this embodiment, the ADK 200 is attached to the roof top of the base vehicle 120. However, the attachment position of the ADK 200 can be changed as appropriate.

[0011] 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 130, various systems and various sensors (wheel speed sensors 127A, 127B, steering angle sensor 127C, etc.) for controlling the base vehicle 120, and a camera 129A and radar sensors 129B, 129C for the active safety system 125 to detect a collision risk. The integrated control manager 130 functions as a control device. The integrated control manager 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.

[0012] Fig. 2 is a diagram showing details of the control system of the vehicle 1. Referring to Fig. 2 together with Fig. 1, the ADK 200 includes an automatic driving system (hereinafter, abbreviated as "ADS") 210 for performing automatic driving of the vehicle 1. The ADS 210 includes a computer assembly (hereinafter, abbreviated as "ADSCOM") 211, a recognition sensor 212, an attitude sensor 213, a sensor cleaner 216, and an HMI (Human Machine Interface) 218.

[0013] The ADSCOM 211 includes computer modules (hereinafter, referred to as "ADC") 211A, 211B. Each of the ADCs 211A, 211B 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 recognition sensor 212 acquires 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 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.

[0014] The base vehicle 120 includes a vehicle system 120a. The vehicle system 120a 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 an "ECU").

[0015] The VCIB 110 is configured to communicate with both the base vehicle 120 and the ADK 200 via a communication bus. These physical communications may be communications using a CAN (Controller Area Network). In the vehicle 1, the control systems related to the behavior (running, stopping, turning) of the vehicle 1 have redundancy. The ADCs 211A and 211B give instructions to the main control system and the sub-control system, respectively. The VCIB 110 includes a VCIB 111A (control unit of the main control system) and a VCIB 111B (control unit of the sub-control system). Each control unit may include a computer having a processor and a storage device. The VCIBs 111A and 111B may communicate with each system directly or via the integrated control manager 130 shown in FIG. 1.

[0016] 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 imparts a propulsive force in the propulsion direction indicated by the shift range. The vehicle drive device includes a main battery and a driving motor that receives power from the main battery. The vehicle drive device further includes an accelerator pedal operated by the driver to accelerate the vehicle 1. The P-Lock device further includes an operation unit that accepts a parking operation from the driver, in addition to the parking lock mechanism and the actuator.

[0017] The body system 126 includes body system components (e.g., turn signals, a horn, and wipers) and a body system control device (body system ECU) that controls the body system components. In manual mode, the body ECU controls the body system components according to user operations, and in automatic mode, the body ECU controls the body system components according to commands from the ADK 200. In this embodiment, the body system 126 includes multiple body system control devices (including body system ECUs 126a and 126b). However, the number of body system control devices is arbitrary and may be one.

[0018] In this embodiment, each control device included in the base vehicle 120 (vehicle system 120a) corresponds to an example of a "first control device" according to the present disclosure. Each of the VCIBs 111A and 111B functions as a "second control device" according to the present disclosure. Each of the ADCs 211A and 211B functions as a "third control device" according to the present disclosure.

[0019] FIG. 3 is a diagram for explaining a power supply mode control method according to this embodiment. In FIG. 3, a base vehicle 120 includes a vehicle system 120a, batteries 20A and 20B, switch circuits 21 to 23, a start switch 30, and a shift lever 40. The start switch 30 accepts a user operation for switching between operation and stop of the system. In general, the start switch of a vehicle is called a "power switch" or an "ignition switch". The shift lever 40 corresponds to the operation unit of the shift device described above. The shift lever 40 specifies a shift range according to a shift operation by the driver. The shift range of the vehicle 1 includes P (parking), R (reverse), N (neutral), and D (drive).

[0020] The battery 20A is a main battery included in the vehicle drive device described above. The battery 20B is an auxiliary battery. The capacity of the main battery is larger than the capacity of the auxiliary battery (sub-battery). Each control device included in the vehicle 1 according to this embodiment receives power supply from at least one of the battery 20A and the battery 20B. However, this power supply form is merely an example. For example, the ADCs 211A and 211B (third control device) may receive power supply from a power storage device mounted on the ADK 200.

[0021] The power modes of the VP100 include a sleep mode, a wake mode, and a driving mode.

[0022] In the sleep mode, the VP 100 is in a power-off state (vehicle power is off). In this state, the main battery (battery 20A) does not supply power to each system, and the VCIB and other ECUs are not activated. That is, in the sleep mode, all the control devices included in the vehicle system 120a and all the control devices included in the VCIB 110 are in a power-off state.

[0023] In the wake mode, the VCIB is activated. In this state, there is no power supply from the main battery (battery 20A), and ECUs other than the VCIB are not activated except for some body system ECUs. That is, in the wake mode, the control devices included in the vehicle system 120a are not activated except for some body system ECUs (predetermined body system control devices), and the control devices (VCIB 111A, 111B) included in the VCIB 110 are activated by power supply from the auxiliary battery (battery 20B). The predetermined body system control device may be the body system ECU 126a (FIG. 2), or may include a plurality of body system ECUs.

[0024] In the driving mode, the VP 100 is in a power-on state (vehicle power supply ON). In this state, power is supplied from the main battery (battery 20A) to the entire VP 100. That is, in the driving mode, all the control devices included in the vehicle system 120a and all the control devices included in the VCIB 110 are in a power-on state.

[0025] In the driving mode, the vehicle system 120a communicates with the ADK 200 via the VCIB 110. Signals (API signals) defined by an API (Application Program Interface) are used for communication between the ADK 200 and the VCIB 110. The ADK 200 is configured to process various signals defined by the API. The ADK 200 outputs various commands (API commands) defined by the API to the VCIB 110. The ADK 200 also receives various signals (API status) indicating the status of the base vehicle 120 from the VCIB 110. Both the API commands and the API status correspond to API signals.

[0026] In this embodiment, the ADK 200 uses the API commands described below.

[0027] The power mode command is an API command that requests control of the power mode of the VP100. The power mode command is set to one of the following values: "0" (first value) indicating no request, "2" (second value) requesting a transition to wake mode, and "6" (third value) requesting a transition to driving mode. Hereinafter, the power mode commands indicating the values ​​"2" and "6" are referred to as the "Wake command" and the "Drive command", respectively.

[0028] The vehicle mode command is an API command that requests a transition to automatic mode or manual mode. The driving direction command is an API command that requests a change in the shift range (R / D). The driving direction command is set to one of the following values: a value "0" that indicates no request, a value "2" that requests a change to the R (reverse) range, or a value "4" that requests a change to the D (drive) range. The shift range can be changed according to the driving direction command only when the driving direction status described later indicates a stop. The acceleration command is an API command that indicates the acceleration of the vehicle. The acceleration command requests an acceleration (+) and a deceleration (-) in the direction indicated by the driving direction status described later. The immobilization command is an API command that requests the application or release of immobilization. The application of immobilization means that the EPB is turned ON (operated) and the shift range is turned to P (parking).

[0029] Some of the API commands used in the vehicle 1 have been described above. The VCIB 110 receives various API commands from the ADK 200. When the VCIB 110 receives an API command from the ADK 200, 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 ADK 200, it outputs an internal command corresponding to the API command to the base vehicle 120.

[0030] Next, the API status will be described. The ADK 200 grasps the state of the base vehicle 120, for example, by using the API status described below.

[0031] The power mode status is an API status that indicates the state of the power mode of the VP 100. The power mode status is set to either the value "2" that indicates the wake mode or the value "6" that indicates the operating mode.

[0032] The vehicle mode status is an API status indicating the vehicle mode state. The vehicle modes include manual mode, automatic mode, and standby mode. The manual mode is a vehicle mode in which the vehicle is under the control of a driver (human). The automatic mode is a vehicle mode in which the vehicle platform (including the base vehicle) is under the control of an autonomous driving kit. The standby mode is a vehicle mode in which the vehicle is prohibited from moving. In the initial state, the vehicle mode is manual mode. The driver can select the desired vehicle mode through the in-vehicle HMI. The base vehicle 120 determines the vehicle mode taking into account the situation of the vehicle 1 and the driver's selection. The vehicle mode status outputs the corresponding values ​​"0", "1", and "2" when the current vehicle mode is manual mode, automatic mode, or standby mode, respectively.

[0033] The driving direction status is an API status that indicates the direction in which the vehicle is traveling. The driving direction status outputs a value of "0" when moving forward and a value of "1" when moving backward. If all wheels (4 wheels) show a vehicle speed of "0" for a certain period of time, the driving direction status outputs a value of "2" indicating a standstill. The vehicle speed status is an API status that indicates the longitudinal speed of the vehicle. The vehicle speed (longitudinal speed of the vehicle) may be an estimated value. The vehicle speed status outputs the absolute value of the vehicle speed. In other words, the vehicle speed status outputs a positive value even when moving backward.

[0034] The driving direction status is an API status indicating the current shift range. When the current shift range is P, R, N, or D, the driving direction status outputs the corresponding values ​​"1", "2", "3", or "4", respectively. When the current shift range is indefinite, the driving direction status outputs the value "7" (Invalid Value). The shift lever status is an API status indicating the state of the shift lever 40. When the current position of the shift lever 40 is P, R, N, or D, the shift lever status outputs the corresponding values ​​"1", "2", "3", or "4", respectively. When the current state of the shift lever 40 is indefinite, the shift lever status outputs the value "7" (Invalid Value). The shift lever intervention status is an API status indicating whether or not the driver has performed an operation to change the position of the shift lever 40. In the automatic mode, the shift lever operation by the driver is not accepted.

[0035] 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 ADK 200. 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 ADK 200.

[0036] Each of the switch circuits 21 to 23 is configured to switch between connection and disconnection of an electric path. Each of the switch circuits 21 to 23 may include an electromagnetic relay. Each of the switch circuits 21 to 23 may include a DC / DC converter. The battery 20B supplies power to the ADK 200 (ADCs 211A and 211B) via the switch circuit 21. The state (connection / disconnection) of the switch circuit 21 is switched according to the state (operation / stop) of the start switch 30. Even if each of the ADCs 211A and 211B is stopped, a start request from the start switch 30 acts on the switch circuit 21 by turning on the start switch 30, and the switch circuit 21 is switched from a disconnection state (open) to a connection state (closed). The battery 20B supplies power to a predetermined body system ECU (hereinafter referred to as a "wake ECU") that is started in a wake mode and to each of the VCIBs 111A and 111B via the switch circuit 22. Even if each of VCIBs 111A and 111B is stopped, switch circuit 22 is switched from a cut-off state (open) to a connected state (closed) in response to a Wake command from ADK 200. Battery 20A supplies power to vehicle system 120a via switch circuit 23. Even if vehicle system 120a is stopped, switch circuit 23 is switched from a cut-off state (open) to a connected state (closed) in response to a Drive command from ADK 200.

[0037] In the sleep mode, all of the switch circuits 21 to 23 are in the cut-off state. In the wake mode, the switch circuits 21, 22, 23 are in the connected, connected, and cut-off states, respectively. In the driving mode, all of the switch circuits 21 to 23 are in the connected state.

[0038] The state (operation / stop) of the start switch 30 is switched according to a user operation. Hereinafter, the state in which the start switch 30 indicates operation is referred to as "IG-ON", and the state in which the start switch 30 indicates stop is referred to as "IG-OFF". The IG-OFF state is established by a user operation (hereinafter referred to as "OFF operation") that sets the start switch 30 to the OFF state (stop). However, the OFF operation is valid only when a predetermined OFF condition is satisfied, and the OFF operation is invalid when the OFF condition is not satisfied. The OFF conditions include that the shift lever 40 specifies parking (hereinafter referred to as "first requirement"), the vehicle speed of the vehicle 1 is 0 km / h (hereinafter referred to as "second requirement"), and the shift range indicates parking (hereinafter referred to as "third requirement"). When the OFF condition is satisfied, if the user performs an OFF operation on the start switch 30, the IG-OFF state is established. Neither acceleration control nor shift change (change of shift range) of the vehicle 1 is performed in the IG-OFF state. Therefore, in IG-OFF, the first to third requirements are satisfied. A valid OFF operation of the start switch 30 causes the power supply mode of the VP100 to transition to the sleep mode.

[0039] When the start switch 30 indicates stop, the shift lever 40 indicates P (parking), and the vehicle speed of the vehicle 1 is 0 km / h, and the power supply mode of the VP100 is in sleep mode. When the start switch 30 indicates stop, no communication is performed between the ADK200 and the VCIB110. Then, when the start switch 30 switches from stop (IG-OFF) to operation (IG-ON), the ADK200 executes the process flow of S1 to S3. When the start switch 30 switches to operation, the first and second requirements are satisfied. This process flow is basically executed by the ADC211A. However, when an abnormality occurs in the ADC211A, the ADC211B may execute it instead of the ADC211A. Hereinafter, each step in the flowchart will be denoted as "S".

[0040] In S1, the ADK200 begins communication with the VCIB110. In IG-OFF, communication between the two is stopped, which prevents vehicle 1 from running out of power due to power consumption caused by communication. In the following S2, the ADK200 sends a Wake command to the VCIB110. In response to the Wake command from the ADK200, the VP100 transitions its power mode to Wake mode. In the following S3, the ADK200 sends a Drive command to the VCIB110. In response to the Drive command from the ADK200, the VP100 transitions its power mode to Driving mode.

[0041] Fig. 4 is a flowchart for explaining a method of controlling a power supply mode according to this embodiment. Referring to Fig. 4, in each of S2 and S3 shown in Fig. 3, the ADK 200 executes the process flow of S101 to S105. Furthermore, the VCIB 110 executes the process flow of S201 to S203. This process flow is basically executed by the VCIB 111A. However, if an abnormality occurs in the VCIB 111A, the VCIB 111B may execute the process flow instead of the VCIB 111A. Furthermore, a plurality of control devices (for example, the integrated control manager 130 and the control devices of each system shown in Figs. 1 and 2) provided in the base vehicle 120 execute the process flow of S301 to S303.

[0042] In S101, the ADK200 transmits a power mode command (S2: Wake command, S3: Drive command) to the VCIB110. When the ADK200 activates the VCIB110, the ADK200 may periodically transmit an NM (Network Management) frame via the CAN. When the VCIB110 receives the power mode command, the process flow of S201 to S203 is started. In S201, the VCIB110 executes a process according to the power mode command. In S202, the VCIB110 judges whether the power mode control according to the power mode command is completed or not. For example, the VCIB110 in the stopped state activates when it receives a Wake command. Then, when the VCIB110 activates (YES in S202), the VCIB110 transmits a power mode status indicating the wake mode (value "2") to the ADK200 in S203. On the other hand, when the VCIB 110 receives a Drive command in the wake mode, the VCIB 110 transmits an internal command corresponding to the Drive command to the base vehicle 120 (S201). When the base vehicle 120 receives this internal command, the process flow of S301 to S303 is started. In S301, the base vehicle 120 executes power mode control according to the power mode command. In S302, the base vehicle 120 determines whether the power mode control according to the power mode command is completed. When the transition from the wake mode to the driving mode is completed according to the Drive command (YES in S302), the base vehicle 120 transmits a completion signal indicating the completion of the power mode control to the VCIB 110 in S303. When the VCIB 110 receives this completion signal (YES in S202), the VCIB 110 transmits a power mode status indicating the driving mode (value "6") to the ADK 200 in S203.

[0043] After transmitting the power mode command in S101, the ADK200 judges whether the retry condition is satisfied in the following S102. In this embodiment, the retry condition is satisfied when the ADK200 does not receive a power mode status indicating that the power mode has been changed according to the power mode command even after a predetermined time (e.g., 4 seconds) has elapsed since the ADK200 transmitted the power mode command. If the retry condition is satisfied (YES in S102), the ADK200 sets the power mode command to a value of "0" in S103, then sets the power mode command to a value of "2" (S2) or a value of "6" (S3), and resends the power mode command (S2: Wake command, S3: Drive command) to the VCIB110 in S104. Then, the process proceeds to S105. If the retry condition is not satisfied (NO in S102), the process proceeds to S105 without executing a retry (S102 to S104).

[0044] In the above control, when the ADK 200 requests a power mode change but the power mode change is not executed, not only the transmission of the power mode command but also the setting of the command is retried. This makes it easier to transmit an accurate command to the base vehicle 120. According to the above control, it becomes possible to more reliably execute the power mode change requested by the ADK 200.

[0045] In S105, the ADK200 determines whether or not it has received a power mode status (S203) indicating that a power mode change has been made in accordance with the power mode command. If it is determined that the ADK200 has not received the power mode status (NO in S105), the process returns to S102. If it is determined that the ADK200 has received the power mode status (YES in S105), the process returns to the main routine (the process flow shown in FIG. 3).

[0046] 5 is a flowchart for explaining the automatic driving control of the vehicle 1 according to this embodiment. When the power supply mode of the VP 100 becomes the driving mode, a control device (first control device) included in the vehicle system 120a starts the process flow of S11 to S16.

[0047] 5, in S11, the base vehicle 120 acquires current vehicle information. In the following S12, the base vehicle 120 transmits the acquired vehicle information to the VCIB 110. The current vehicle information includes various sensor detection values ​​indicating the current state of the base vehicle 120, and a state determination result based on a user operation or the sensor detection values. After transmitting the vehicle information, the base vehicle 120 determines in S13 whether or not it has received a command (ADK command) from the ADK 200. While the base vehicle 120 does not receive the ADK command (NO in S13), S11 to S13 are repeated, and the process does not proceed to S14.

[0048] The process flow of S21 to S26 is executed by the VCIB 110 (VCIB 111A or 111B). When the VCIB 110 receives current vehicle information from the base vehicle 120, the process flow is started. In S21, the VCIB 110 acquires various API statuses indicating the current state of the base vehicle 120 based on the current vehicle information. The VCIB 110 may determine the values ​​of the various API statuses based on the detection values ​​of various sensors. In the following S22, the VCIB 110 transmits the various API statuses acquired in S21 to the ADK 200. Thereafter, in S23, the VCIB 110 waits for an API command while determining whether or not the API command has been received from the ADK 200. While the VCIB 110 does not receive an API command (NO in S23), the process does not proceed to S24.

[0049] The process flow of S31 to S35 is executed by the ADK200 (ADC211A or 211B). When the ADK200 receives the above API status from the VCIB110, the process flow is started. In S31, the ADK200 judges whether the received vehicle mode status indicates the automatic mode. If the vehicle mode status indicates the automatic mode (YES in S31), the ADK200 creates a driving plan in S32 based on the detection results of various sensors (e.g., environmental information and attitude information) and the API status acquired from the VCIB110. The driving plan is data indicating the target behavior of the vehicle 1 in a predetermined period. The ADK200 may calculate the behavior (vehicle speed, attitude, etc.) of the vehicle 1 and create a driving plan suitable for the state of the vehicle 1 and the external environment. In the following S33, the ADK200 extracts control-related physical quantities (acceleration, tire turning angle, etc.) from the driving plan created in S32. In the next S34, the ADK200 divides the physical quantities extracted in S33 for each API period. Then, based on the divided physical quantities, the ADK200 obtains an automatic driving command (values ​​of various API commands) for realizing the physical quantities according to the driving plan. Then, the process proceeds to S35. If the vehicle mode status does not indicate the automatic mode (NO in S31), the automatic driving command is not generated and the process proceeds to S35.

[0050] In S35, the ADK200 determines the value of an API command other than the autonomous driving command. Then, the ADK200 transmits various API commands to the VCIB110. The ADK200 determines the value of the power mode command based on the state of the vehicle 1. If the determined power mode command requests a power mode change, the ADK200 may execute a retry according to the processing flow of S101 to S105 shown in FIG. 4. The retry interval of the power mode command may be 4 seconds or more. The API command transmitted in S35 corresponds to a command for the base vehicle 120. In the autonomous mode, an API command indicating an autonomous driving command is determined in S32 to S34 and transmitted in S35. When the processing of S35 is executed, the processing flow of S31 to S35 ends. However, the processing flow is started every time the ADK200 receives an API status (S22).

[0051] When the VCIB110 receives the API command (YES in S23), it determines the value of the power mode command in S24. If the VCIB110 does not accept the power mode command from the ADK200, the VCIB110 changes the value of the power mode command set by the ADK200. FIG. 6 is a diagram showing the details of S24. Referring to FIG. 6, the VCIB110 determines whether or not a Wake command has been received from the ADK200 in S251. If the VCIB110 receives the Wake command (YES in S251), it determines whether or not the first requirement (shift lever=P) is met based on the shift lever status acquired in S21 in the following S252. If the first requirement is met (YES in S252), it determines whether or not the second requirement (vehicle speed=0 km / h) is met based on the vehicle speed status acquired in S21 in the following S253.

[0052] If both the first and second requirements are met (YES in both S252 and S253), the VCIB 110 accepts the Wake command (value "2") from the ADK 200. On the other hand, if at least one of the first and second requirements is not met, the VCIB 110 changes the power mode command from value "2" to value "0" (no request) in S254. Then, the process returns to the main routine (the process flow shown in FIG. 5).

[0053] 5 again, after the VCIB 110 determines the value of the power mode command in S24, in the following S25, it converts the various API commands received from the ADK 200 into internal commands. Through such signal conversion, an internal command corresponding to the API command is obtained. In the following S26, the VCIB 110 transmits the obtained internal command (ADK command) to the base vehicle 120. When the process of S26 is executed, the process flow of S21 to S26 ends. However, the process flow is started every time the VCIB 110 receives the latest vehicle information from the base vehicle 120.

[0054] When the base vehicle 120 receives various internal commands (ADK command) corresponding to various API commands from the VCIB 110 (YES in S13), in S14, the base vehicle 120 determines whether or not the received internal commands include an internal command corresponding to a Wake command. If the base vehicle 120 receives an internal command corresponding to a Wake command (YES in S14), in S16, the base vehicle 120 executes power mode control according to the Wake command according to the processing flow of S301 to S303 shown in FIG. 4. In S301, the power mode is changed from the driving mode to the wake mode. As a result, the multiple control devices included in the vehicle system 120a are stopped except for some body system ECUs (wake ECUs).

[0055] If the internal command (ADK command) received from VCIB110 does not include an internal command corresponding to the Wake command (NO in S14), base vehicle 120 executes vehicle control according to the ADK command in S15. In the automatic mode, base vehicle 120 executes automatic driving control according to the automatic driving command from ADK200. The power supply mode of VP100 is maintained in the driving mode. After that, the process returns to the first step (S11).

[0056] Lines L1 to L5 in FIG. 6 show an example of the operation of the vehicle 1 in the automatic mode. "t" in the time chart means timing. As shown by line L5, the vehicle 1 decelerates and stops in automatic driving. As shown by line L1, a Wake command is transmitted from the ADK200 to the VCIB110 in each of the periods t1 to t2 and t3 to t4. Since the first requirement is not satisfied in these periods, the value of the power mode command is changed by the processing of S254. As shown by line L3, the immobilization command is switched from release to application at t5. As a result, as shown by line L4, the shift lever status is switched from D to P at t6. In the automatic mode, the ADK200 moves the shift lever 40 to change the shift range. As a result, both the first requirement and the second requirement are satisfied. Therefore, when a Wake command is sent from the ADK 200 to the VCIB 110 at t7, the power supply mode status switches from the operating mode to the wake mode at t8 in response to this Wake command (line L2).

[0057] In the above embodiment, the ADK 200 moves the shift lever 40 to change the shift range. However, the present invention is not limited to this, and the shift lever 40 may not move in response to a command from the ADK 200, but may move only by manual operation by the driver. When the shift range is changed in response to a command from the ADK 200 and the propulsion direction status indicates P, the base vehicle 120 may request the driver to move the position of the shift lever 40 to P.

[0058] As described above, the vehicle 1 according to this embodiment includes the VP100 (vehicle platform) and the ADK200 (autonomous driving kit). The VP100 is configured to be able to receive commands related to autonomous driving from the ADK200. The ADK200 transmits a wake command to the VP100, requesting that the power supply mode of the VP100 be shifted to a wake mode. The VP100 shifts to the wake mode in response to the wake command only when the shift lever indicates parking and the vehicle speed is 0 km / h (see FIG. 6).

[0059] The vehicle 1 having the above configuration can change the power supply mode based on a Wake command from the autonomous driving kit. The transition from the driving mode to the wake mode stops a plurality of first control devices included in the base vehicle, except for some body control devices. Therefore, the transition to the wake mode may affect vehicle control. In this respect, in the above configuration, if at least one of the first requirement and the second requirement is not satisfied, the transition to the wake mode is not executed. Even if a wake command is sent from the ADK200 when at least one of the first requirement and the second requirement is not satisfied due to a software malfunction (e.g., a bug) of the ADK200, the VP100 does not accept it (see FIG. 6). Therefore, it is possible to suppress the transition to the wake mode from affecting the behavior of the vehicle 1. Therefore, the power supply mode of the vehicle 1 is easily changed in an appropriate situation.

[0060] When the VCIB110 receives a wake command from the ADK200 in the driving mode (YES in S251 in FIG. 6), the VCIB110 (second control device) judges whether or not both the first and second requirements are met at the same time (S252, S253 in FIG. 6). If it is judged that both requirements are met at the same time, the VCIB110 (second control device) requests the base vehicle 120 to change the power supply mode in accordance with the wake command (S26 in FIG. 5). The base vehicle 120 (first control device) changes the power supply mode of the VP100 in response to the request from the VCIB110 (S16 in FIG. 5). In this configuration, the VCIB110 judges whether or not the situation is suitable for transitioning to the wake mode. Then, when it is judged that the situation is suitable for transitioning to the wake mode, the VCIB110 requests the base vehicle 120 to transition to the wake mode. This makes it possible to prevent the base vehicle 120 from being requested to transition to the wake mode in an inappropriate situation.

[0061] 6, the VCIB110 may determine whether or not the third requirement (the shift range indicates parking) is satisfied instead of the first requirement (the shift lever indicates parking). If both the second and third requirements are satisfied, the VCIB110 may accept a Wake command from the ADK200. If at least one of the second and third requirements is not satisfied, the VCIB110 may change the power mode command from a value of "2" to a value of "0" (no request) in S254. That is, the VP100 may transition to the wake mode in response to a wake command only when the shift range indicates parking and the vehicle speed is 0 km / h.

[0062] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The technical 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]

[0063] 1 vehicle, 100 vehicle platform, 110 vehicle control interface box, 120 base vehicle, 120a vehicle system, 126 body system, 126a, 126b body ECU, 200 autonomous driving kit.

Claims

1. A vehicle including a vehicle platform configured to be able to receive commands related to autonomous driving from an autonomous driving kit, The vehicle platform includes a base vehicle including a plurality of first control devices and a vehicle control interface box including a second control device; the plurality of first control devices include at least one body system control device, The base vehicle further includes a shift lever, The autonomous driving kit includes a third control device, The second control device is configured to be able to communicate with both the first control device and the third control device, The power supply modes of the vehicle platform include a sleep mode in which the plurality of first control devices and the second control device are in a power-off state, a wake mode in which the plurality of first control devices are not activated except for a predetermined body system control device and the second control device is activated, and a driving mode in which the plurality of first control devices and the second control device are in a power-on state, The autonomous driving kit is configured to send a wake command to the vehicle platform requesting that a power mode of the vehicle platform transition to the wake mode; The vehicle platform transitions to the wake mode in response to the wake command only when the shift lever indicates parking and the vehicle speed is 0 km / h.

2. When the vehicle control interface box receives the wake command from the autonomous driving kit in the driving mode, the second control device determines whether or not both requirements, that the shift lever indicates parking and that the vehicle speed is 0 km / h, are met simultaneously, and if it is determined that both requirements are met simultaneously, the second control device requests the first control device to change the power supply mode in accordance with the wake command; The vehicle of claim 1 , wherein the first controller changes a power mode of the vehicle platform in response to a request from the second controller.

3. The vehicle further includes an activation switch configured to receive a user operation for switching between activation and deactivation of the system; When the start switch indicates stop, the shift lever indicates parking and the vehicle speed is 0 km / h, and the power supply mode of the vehicle platform is in the sleep mode; When the activation switch indicates a stop, no communication is performed between the autonomous driving kit and the vehicle control interface box; The vehicle of claim 1 , wherein when the activation switch is switched from stopped to activated, the autonomous driving kit starts communication with the vehicle control interface box and sends the wake command to the vehicle control interface box.

4. The vehicle of any one of claims 1 to 3, wherein the autonomous driving kit is further configured to send a drive command to the vehicle control interface box requesting that a power supply mode of the vehicle platform be transitioned to the driving mode.

5. The first control device is configured to transmit vehicle information regarding the base vehicle to the second control device; An API signal defined by an API (Application Program Interface) is used for communication between the second control device and the third control device, The API signal includes an API command indicating an instruction to the base vehicle and an API status indicating a state of the base vehicle, The second control device is configured to convert the API command from the third control device into a signal executable by the first control device and transmit the converted signal to the first control device; The second control device is configured to acquire the API status by using the vehicle information from the first control device and transmit the acquired API status to the third control device; The API commands include power mode commands related to power mode control of the vehicle platform; The power mode command is a first value that does not require a change in a power mode of the vehicle platform; a second value corresponding to the wake command; and A third value corresponding to the drive command; and Indicates either 5. The vehicle according to claim 4, wherein if a power mode change is not made in accordance with the power mode command even after a predetermined time has elapsed since the third control device transmitted the power mode command indicating the second value or the third value to the second control device, the third control device sets the power mode command to the first value and then again transmits the power mode command with the second value or the third value set to the second control device.

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