vehicle

Abstract

To make it possible to set properly depending on the area while traveling and other circumstances whether or not to operate a horn and / or a hazard lamp during execution of deceleration control.SOLUTION: VP 100 is configured so as to execute deceleration control when abnormal communication is caused between VCIB 110 and ADK 200. VCIB 110 is configured so as to receive command from ADK 200 on whether or not to execute horn control which operates the horn of the VP 100 when executing the deceleration control or hazard lamp control which operates a hazard lamp of VP 100 when executing the deceleration control .SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle equipped with an automated driving system. [Background technology]

[0002] Japanese Patent Application Laid-Open Publication No. 2018-132015 (Patent Document 1) discloses a vehicle equipped with an autonomous driving system. This vehicle is equipped with a power system, a power supply system, and an autonomous driving system. The power system comprehensively manages the power of the vehicle. The power supply system comprehensively manages the power supply of the vehicle. The autonomous driving system comprehensively executes autonomous driving control of the vehicle. The ECUs (Electronic Control Units) of the power system, power supply system, and autonomous driving system are connected to each other so that they can communicate with each other via an in-vehicle network (see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-132015 Summary of the Invention [Problem to be solved by the invention]

[0004] It is possible to attach an autonomous driving system (autonomous driving kit) externally to the vehicle body (vehicle platform). In this case, the autonomous driving kit is connected to the vehicle platform via communication, and autonomous driving is achieved by controlling the vehicle according to commands from the autonomous driving kit. If an abnormality occurs in the communication between the autonomous driving kit and the vehicle platform during autonomous driving, deceleration control is executed on the vehicle platform to stop the vehicle.

[0005] While deceleration control is being performed, it is conceivable to activate the horn and hazard lights to alert those around the vehicle. However, the use of horns is prohibited on freeways in some states in North America, for example, and unconditional activation of the horn may be illegal. Furthermore, turning on hazard lights while driving may impair the effectiveness of brake lights (regulatory light effect), and unconditional activation of hazard lights may also be illegal.

[0006] The present disclosure has been made to solve such problems, and the purpose of the present disclosure is to make it possible to appropriately set whether or not to activate the horn and / or hazard lights during deceleration control, which is performed when an abnormality occurs in communication with the autonomous driving kit during autonomous driving, depending on the area in which the vehicle is traveling and other conditions. [Means for solving the problem]

[0007] The vehicle disclosed herein is a vehicle configured to be able to mount an autonomous driving kit (ADK), and includes a base vehicle that controls the vehicle, and a vehicle control interface box (VCIB) that communicates with the ADK. The vehicle is configured to execute deceleration control when an abnormality occurs in communication between the VCIB and the ADK. The VCIB is configured to receive a command from the ADK as to whether to execute horn control, which activates the vehicle's horn when the deceleration control is executed, or hazard lamp control, which activates the vehicle's hazard lamps when the deceleration control is executed.

[0008] With this configuration, whether to execute horn control or hazard lamp control when deceleration control is executed in the event of an abnormality in communication with the ADK can be set from the ADK, which allows the ADK to appropriately set whether to activate the horn or hazard lamps when deceleration control is executed depending on the region in which the vehicle is traveling and other conditions.

[0009] The VCIB may be configured to receive a command from the ADK instructing a horn operation pattern in the horn control.

[0010] The VCIB may also be configured to receive from the ADK a command instructing the timing for ending the operation of the horn in the horn control.

[0011] The command to indicate the timing to end the horn operation may include a command to indicate that the operation should end when the vehicle is stationary, or a command to indicate that the operation should end when the vehicle system is turned off.

[0012] The base vehicle may be configured to be able to accept a request from the vehicle user to stop the hazard lights when the hazard light control is executed. [Effects of the Invention]

[0013] According to the vehicle of the present disclosure, when deceleration control is performed in the event of an abnormality in communication with the ADK during autonomous driving, it is possible to appropriately switch whether or not to activate the horn and / or hazard lights depending on the area in which the vehicle is traveling and other conditions. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment. [Figure 2] FIG. 1 is a diagram illustrating a schematic configuration of a communication system of a vehicle. [Figure 3] FIG. 2 is a diagram showing an example of an API command used in a vehicle. [Figure 4] 10 is a flowchart showing an example of a procedure for horn control executed during deceleration control. [Figure 5] FIG. 11 is a diagram showing an API command for requesting turning on hazard lamps during deceleration control in the second embodiment. [Figure 6] 10 is a flowchart showing an example of a procedure for hazard lamp control executed during deceleration control. DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. While several embodiments will be described below, it was originally intended that the configurations described in each embodiment be combined as appropriate. Note that identical or corresponding parts in the drawings will be designated by the same reference numerals, and their description will not be repeated.

[0016] [Embodiment 1] Fig. 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment. Referring to Fig. 1, vehicle 1 includes a VP (vehicle platform) 100 and an ADK (autonomous driving kit) 200. VP 100 includes a VCIB (vehicle control interface box) 110 and a base vehicle 120. By adding VCIB 110 to base vehicle 120, VP 100 to which ADK 200 can be attached and detached is configured, and vehicle 1 is configured by attaching ADK 200 to VP 100.

[0017] The base vehicle 120 is, for example, a commercially available xEV (electric vehicle), and in this embodiment, it is assumed to be a BEV (electric vehicle), but it may be an xEV other than a BEV. In this embodiment, the ADK 200 is attached to the rooftop of the base vehicle 120. Note that the attachment position of the ADK 200 relative to the base vehicle 120 may be elsewhere.

[0018] The ADK 200 includes an autonomous driving system (ADS) 210 that executes various processes related to autonomous driving. The ADS 210 includes a computer assembly 211, a recognition sensor 212, an attitude sensor 213, a sensor cleaner 216, and an HMI (Human Machine Interface) 218.

[0019] The computer assembly 211 includes a processor and a storage device that stores autonomous driving software that utilizes an API (Application Program Interface) described below, and is configured so that the autonomous driving software can be executed by the processor. The recognition sensor 212 includes a sensor that acquires information indicating the external environment of the vehicle 1. The recognition sensor 212 may include at least one of a camera, a millimeter-wave radar, and a lidar. The attitude sensor 213 acquires information 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.

[0020] The base vehicle 120 includes a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a body system 126. In this embodiment, each system includes an ECU.

[0021] The VCIB 110 is configured to communicate with both the base vehicle 120 and the ADK 200 via a communication bus. The physical communication may be communication 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 VCIB 110 includes a VCIB 111A (VCIB1) of a main control system and a VCIB 111B (VCIB2) of a sub-control system.

[0022] 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. 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.

[0023] The powertrain 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" stands for electric parking brake, and "P-Lock" stands for parking lock. The shift device includes an operation unit that accepts shift operations from the driver and determines the vehicle's shift range. The vehicle drive device includes a drive battery and a traction motor that receives power from the drive battery, and applies propulsion force in the propulsion direction indicated by the shift range. In addition to a parking lock mechanism and an actuator, the P-Lock device further includes an operation unit that accepts parking operations from the driver.

[0024] The active safety system 125 performs vehicle control to avoid collisions or reduce damage using a camera / radar (not shown). The active safety system 125 is connected to the brake system 121A so that it can communicate with the brake system 121A. For example, the active safety system 125 detects obstacles (obstacles or people) ahead using the camera / radar, and when it determines that there is a possibility of a collision based on the distance to the obstacle, it outputs a braking command to the brake system 121A to increase the braking force.

[0025] The body system 126 is configured to be able to control components such as turn signals, a horn, hazard lights, and wipers according to the vehicle's driving state or driving environment. The body system 126 can control each of the above components in accordance with a predetermined control command received from the ADK 200 via the VCIB 110.

[0026] Fig. 2 is a diagram showing a schematic configuration of the communication system of the vehicle 1. Referring to Fig. 2, the computer assembly 211 (Fig. 1) of the ADK 200 includes a main computer module 211A and a sub-computer module 211B (hereinafter, the computer module 211A will be referred to as "ADK211A" or "ADK1," and the computer module 211B will be referred to as "ADK211B" or "ADK2"). Each of the ADKs 211A and 211B includes a processor and a storage device that stores autonomous driving software that uses an API.

[0027] The VCIBs 111A and 111B are configured to communicate with the ADKs 211A and 211B via CAN communication through the communication buses, respectively. The VCIBs 111A and 111B are also configured to be able to communicate with each other.

[0028] In this vehicle 1, various commands for automatic driving are normally transmitted from the ADK211A of the main system to the VCIB111A, and various commands are transmitted to the base vehicle 120. If an abnormality occurs in the communication between the ADK211A and the VCIB111A (including a failure of the ADK211A), a command to execute evacuation running is transmitted from the ADK211B of the sub system to the VCIB111B, and the base vehicle 120 executes evacuation running in accordance with the command.

[0029] If an abnormality occurs in communication between ADK211A and VCIB111A as well as in communication between ADK211B and VCIB111B (including a failure of ADK211B), deceleration control is executed in VP100 to stop the vehicle (hereinafter, "deceleration control" refers to deceleration control executed when an abnormality occurs in communication with both ADK211A and 211B).

[0030] In this embodiment, the deceleration control is performed by the VCIB 110 (for example, the VCIB 111A). That is, the VCIB 110 is designed (programmed) to perform the deceleration control when an abnormality occurs in communication with both the ADKs 211A and 211B. Note that the deceleration control may be performed in the base vehicle 120 (for example, using the brake system 121 and the active safety system 125 (FIG. 1)) instead of the VCIB 110.

[0031] While this deceleration control is being performed, it is conceivable to activate the horn of base vehicle 120 in order to alert those around the vehicle. However, as mentioned above, depending on the region in which the vehicle is traveling, activating the horn unconditionally may be illegal.

[0032] Therefore, in the first embodiment, a command as to whether or not to execute horn control for activating the horn when deceleration control is executed is provided, and such a command is given from the ADK200 to the VCIB110 of the VP100 (hereinafter, "horn control" means control for activating the horn when deceleration control is executed). That is, the VCIB110 (VCIB111A) is configured to receive a command as to whether or not to execute horn control from the ADK200 (ADK211A).

[0033] The ADK211A periodically transmits a command to the VCIB111A to instruct the execution of horn control depending on the area the vehicle 1 is traveling in. For example, when the vehicle 1 is traveling in an area where the use of horns is not prohibited, the ADK211A periodically transmits a command to the VCIB111A requesting the horn to be sounded during deceleration control. On the other hand, when the vehicle 1 is traveling on a freeway in an area where the use of horns on freeways is prohibited, the ADK211A transmits a command to the VCIB111A not requesting the horn to be sounded during deceleration control.

[0034] Furthermore, with regard to the horn, it is necessary to consider the degree to which it alerts those in the vicinity and the impact that the sound of the horn has on the surrounding environment, and therefore in the first embodiment, a command to indicate the horn operation pattern in the horn control and a command to indicate the timing to end the horn operation in the horn control are further provided, and these commands are given from the ADK200 to the VCIB 110. In other words, the VCIB 110 (VCIB 111A) is configured to receive from the ADK200 (ADK211A) the command to indicate the horn operation pattern in the horn control and the command to indicate the timing to end the horn operation in the horn control.

[0035] In the first embodiment, the horn operation pattern can be set to either a pattern in which the horn sounds continuously or a pattern in which the horn sounds intermittently. For the latter, a plurality of patterns with different intervals between horn sounds may be prepared. The horn operation pattern may be set appropriately depending on, for example, the region or time period in which the vehicle 1 is traveling, or may be set at the time of manufacture or by a dealer, etc.

[0036] In addition, in the first embodiment, the timing for ending the horn operation can be set to when the vehicle is locked (when the EPB device or P-Lock device is activated) or when IG-OFF is turned on (when the VP100 system is off). The timing for ending the horn operation may also be set appropriately depending on, for example, the area or time period in which the vehicle 1 is traveling, or may be set at the time of manufacture or by a dealer, etc.

[0037] Signals defined by the API (API signals) are used for communication between the ADK 200 and the VCIB 110. The ADK 200 outputs various commands to the VCIB 110 in accordance with the API, and the VCIB 110 receives various commands from the ADK 200 in accordance with the API. Hereinafter, the various commands output from the ADK 200 to the VCIB 110 are also referred to as "API commands."

[0038] 3A and 3B are diagrams showing examples of API commands used in the vehicle 1. FIG. 3A shows an API command that requests sounding of the horn during deceleration control. That is, this API command is used by the ADK 200 to instruct the VP 100 whether or not to execute horn control during deceleration control. If the value of this API command is 1, sounding of the horn is requested during deceleration control, and if the value is 0, sounding of the horn is not requested during deceleration control.

[0039] Figure 3(b) shows an API command requesting the horn operation pattern for horn control. In other words, this API command is used to instruct the horn operation pattern for horn control from the ADK200 to the VP100. A value of 1 for this API command requests continuous horn operation, while a value of 2 requests intermittent horn operation.

[0040] Figure 3(c) shows an API command requesting the timing of stopping the horn during horn control. In other words, this API command is used to instruct the VP100 on the timing of stopping the horn during horn control from the ADK200. If the value of this API command is 1, it requests that the horn be stopped when the vehicle is locked (when the EPB device or P-Lock device is activated), and if the value is 2, it requests that the horn be stopped when IG-OFF is activated (when the VP100 system is off).

[0041] 4 is a flowchart showing an example of a procedure for horn control executed during deceleration control. The series of processes shown in this flowchart is started when an abnormality in communication with both the ADKs 211A and 211B is detected.

[0042] Referring to FIG. 4, when an abnormality in communication with both the ADKs 211A and 211B is detected, the VCIB 110 executes deceleration control to stop the vehicle 1 (step S10).

[0043] Next, the VCIB 110 determines whether or not execution of horn control to activate the horn during deceleration control has been requested (step S20). Specifically, the VCIB 110 determines whether or not the value of the API command (FIG. 3(a)) requesting sounding of the horn during deceleration control, which was received from the ADK 200 before the abnormality in communication with the ADK 200 occurred, is 1. If it is determined that the value is not 1 (NO in step S20), the subsequent series of processes are not executed and the process proceeds to END.

[0044] If it is determined in step S20 that the value of the API command is 1 (YES in step S20), the VCIB 110 determines that execution of horn control is requested, and checks the horn operation pattern in the horn control (step S30). Specifically, the VCIB 110 checks the value of the API command (FIG. 3(b)) that requests the horn operation pattern in the horn control, which was received from the ADK 200 before the communication abnormality with the ADK 200 occurred.

[0045] If it is determined in step S30 that the value of the API command is 1 ("1" in step S30), the VCIB 110 outputs a command to sound the horn continuously to the body system 126 (FIG. 1) of the base vehicle 120 (step S40). On the other hand, if it is determined in step S30 that the value of the API command is 2 ("2" in step S30), the VCIB 110 outputs a command to sound the horn intermittently to the body system 126 (step S50).

[0046] Next, the VCIB 110 checks the timing of stopping the horn in the horn control (step S60). Specifically, the VCIB 110 checks the value of the API command (FIG. 3(c)) that was received from the ADK 200 before the communication abnormality with the ADK 200 occurred, and that requests the timing of stopping the horn in the horn control.

[0047] If it is determined in step S60 that the value of the API command is 1 ("1" in step S60), the VCIB 110 determines whether or not the immobilization of the vehicle 1 is complete (step S70). Then, when the immobilization of the vehicle 1 is complete (for example, the EPB device or the P-Lock device is activated) (YES in step S70), the VCIB 110 outputs a command to the body system 126 to stop the horn (step S90).

[0048] On the other hand, if it is determined in step S60 that the value of the API command is 2 ("2" in step S60), the VCIB 110 determines whether the state of the vehicle system is IG-OFF (step S80). If it is determined that the state is IG-OFF (YES in step S80), the VCIB 110 proceeds to step 90 and outputs a command to the body system 126 to stop the horn.

[0049] As described above, according to this embodiment 1, whether or not to activate the horn during deceleration control when an abnormality occurs in communication with ADK200 can be appropriately set from ADK200 depending on the region in which the vehicle is traveling and other conditions.

[0050] Furthermore, according to this embodiment 1, the horn operation pattern and operation end timing in horn control can be appropriately set from ADK200 depending on the region and other conditions, taking into consideration the degree of attention to those in the vicinity and the impact of the horn sound on the surrounding environment.

[0051] [Embodiment 2] In the first embodiment, the horn control during deceleration control has been described. On the other hand, it is also possible to activate the hazard lights of the base vehicle 120 during deceleration control in order to alert people around the vehicle. However, as mentioned above, depending on the region in which the vehicle is traveling, it may be illegal to activate the hazard lights unconditionally.

[0052] In this second embodiment, a command as to whether or not to execute hazard lamp control for activating hazard lamps when deceleration control is executed is provided, and such a command is given from the ADK200 to the VCIB110 of the VP100 (hereinafter, "hazard lamp control" refers to control for activating hazard lamps when deceleration control is executed). That is, the VCIB110 (VCIB111A) is configured to receive a command as to whether or not to execute hazard lamp control from the ADK200 (ADK211A).

[0053] The ADK211A periodically transmits a command to the VCIB111A to instruct the execution of hazard lamp control depending on the region the vehicle 1 is traveling in. For example, if the vehicle 1 is traveling in a region where turning on hazard lamps during deceleration is not prohibited, the ADK211A periodically transmits a command to the VCIB111A requesting turning on hazard lamps during deceleration control. On the other hand, if the vehicle 1 is traveling in a region where turning on hazard lamps during deceleration is prohibited, the ADK211A transmits a command to the VCIB111A not requesting turning on hazard lamps during deceleration control.

[0054] 5 is a diagram showing an API command for requesting the turning on of hazard lamps during deceleration control in embodiment 2. Referring to FIG. 5, this API command is for the ADK200 to instruct the VP100 whether or not to execute hazard lamp control during deceleration control. If the value of this API command is 1, the turning on of hazard lamps during deceleration control is requested, and if the value is 0, the turning on of hazard lamps during deceleration control is not requested.

[0055] 6 is a flowchart showing an example of a procedure for hazard lamp control executed during deceleration control. The series of processes shown in this flowchart is started when an abnormality in communication with both the ADKs 211A and 211B is detected.

[0056] 6, when an abnormality in communication with both of the ADKs 211A and 211B is detected, the VCIB 110 executes deceleration control to stop the vehicle 1 (step S110). As described in the first embodiment, this deceleration control may be executed in the base vehicle 120 (for example, by using the brake system 121 and the active safety system 125) without relying on the VCIB 110.

[0057] Next, the VCIB 110 determines whether or not execution of hazard lamp control for turning on the hazard lamps during deceleration control has been requested (step S120). Specifically, the VCIB 110 determines whether or not the value of the API command (FIG. 5) requesting the turning on of the hazard lamps during deceleration control, which was received from the ADK 200 before the abnormality in communication with the ADK 200 occurred, is 1. If it is determined that the value is not 1 (NO in step S120), the subsequent series of processes are not executed and the process proceeds to END.

[0058] If it is determined in step S120 that the value of the API command is 1 (YES in step S120), the VCIB 110 determines that execution of hazard lamp control is requested, and outputs a command to turn on the hazard lamps to the body system 126 (FIG. 1) of the base vehicle 120 (step S130).

[0059] Next, when the vehicle 1 stops (YES in step S140), the VCIB 110 determines whether or not the driver has performed an operation to turn off the hazard lights (step S150). If the driver has performed the operation (YES in step S150), the VCIB 110 outputs a command to turn off the hazard lights to the body system 126 (FIG. 1) of the base vehicle 120 (step S160).

[0060] As described above, according to this embodiment 2, whether or not to activate the hazard lights during deceleration control when an abnormality occurs in communication with ADK200 can be appropriately set from ADK200 depending on the region in which the vehicle is traveling and other conditions.

[0061] Furthermore, according to this embodiment 2, when hazard lamp control is executed in accordance with a command from ADK200, the vehicle user can turn off the hazard lamps, thereby avoiding a situation in which the hazard lamps remain activated until communication with ADK200 is restored, and the hazard lamps can be turned off at the user's discretion.

[0062] The embodiments disclosed herein are intended to be combined as appropriate within the scope of any technical inconsistency. 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 the description of the above-described embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0063] 1 Vehicle, 100 VP, 110 VCIB, 120 Base vehicle, 121 Brake system, 122 Steering system, 123 Powertrain system, 125 Active safety system, 126 Body system, 200 ADK, 210 ADS, 211 Computer assembly, 211A, 211B Computer module.

Claims

1. A vehicle configured to be able to mount an autonomous driving kit that generates commands for autonomous driving, a base vehicle that performs vehicle control in accordance with the command from the autonomous driving kit; and A vehicle control interface box that communicates with the autonomous driving kit is provided. The vehicle is configured to perform deceleration control when an abnormality occurs in communication between the vehicle control interface box and the autonomous driving kit, The vehicle control interface box is configured to receive from the autonomous driving kit an instruction as to whether to perform horn control, which activates the horn of the base vehicle when the deceleration control is performed, or hazard lamp control, which activates the hazard lamps of the base vehicle when the deceleration control is performed.

2. The vehicle of claim 1 , wherein the vehicle control interface box is configured to receive, from the autonomous driving kit, a command instructing an activation pattern of the horn in the horn control.

3. The vehicle according to claim 1 or 2, wherein the vehicle control interface box is configured to receive, from the autonomous driving kit, a command instructing a timing for ending operation of the horn in the horn control.

4. The vehicle according to claim 3 , wherein the command indicating the operation end timing includes a command indicating that the operation end timing is when the vehicle is fixed, or a command indicating that the operation end timing is when the system of the vehicle is turned off.

5. The vehicle according to claim 1 , wherein the base vehicle is configured to be able to accept an operation to stop the hazard lamps by a user of the vehicle when the hazard lamp control is executed.

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