vehicle

Abstract

To perform proper steering when a failure occurs in communication with an automatic operation system.SOLUTION: A VCIB executes processing including: a step (S100) of determining whether a communication abnormality occurs between the VCIB and an ADK; a step (S102) of determining whether there is a steering request of the ADK when it is determined that a communication abnormality occurs between the VCIB and the ADK (YES at S100); and a step (S104) of disabling the steering request of the ADK when it is determined that there is a steering request of the ADK (YES at S102).SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to vehicles. [Background technology]

[0002] In recent years, autonomous driving systems that allow vehicles to travel without receiving user operations have been developed. For example, autonomous driving systems may be provided separately from the vehicle via an interface so that they can be installed in existing vehicles.

[0003] Regarding autonomous driving systems, for example, Patent Publication No. 2021-123140 (Patent Document 1) discloses a technology in which a vehicle platform is steered according to tire rotation angle commands received from an autonomous driving system via a vehicle control interface. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-123140 Summary of the Invention [Problem to be solved by the invention]

[0005] In the above-described vehicle, if an abnormality occurs in communication with the autonomous driving system, an abnormality may occur in the control of the vehicle by the autonomous driving system. When such an abnormality occurs, the vehicle platform takes over control of the vehicle from the autonomous driving system. In this case, it is required to perform appropriate steering between the time when the abnormality occurs in the control of the vehicle by the autonomous driving system and the time when the vehicle platform takes over control of the vehicle.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle that performs appropriate steering when an abnormality occurs in communication with an autonomous driving system. [Means for solving the problem]

[0007] According to an aspect of the present disclosure, a vehicle includes an automated driving system, a vehicle platform that executes vehicle control in accordance with commands from the automated driving system, and a vehicle control interface that interfaces between the vehicle platform and the automated driving system. When a communication abnormality occurs between the automated driving system and the vehicle control interface, the vehicle control interface does not accept a steering request made before the communication abnormality occurred.

[0008] In this way, when a communication abnormality occurs and the autonomous driving system is unable to control the vehicle platform, steering control according to the steering request made before the communication abnormality occurs is suppressed, so that subsequent control (e.g., avoidance control) can be performed without interference from the steering request.

[0009] In one embodiment, the vehicle control interface continues control corresponding to the accelerator-off state in the event of a communication abnormality.

[0010] In this way, the control corresponding to the accelerator-off state that is performed after the communication abnormality occurs can be executed without being interfered with by the steering request that was received before the communication abnormality occurred.

[0011] In yet another embodiment, the vehicle platform includes a steering actuator, and the vehicle control interface turns off steering control using the steering actuator in the event of a communication abnormality.

[0012] In this way, the steering control can be turned off without being interfered with by the steering request received before the communication abnormality occurred.

[0013] Additionally, in some embodiments, the automated driving system is configured to be detachable from the vehicle platform.

[0014] In this way, appropriate steering can be performed if an abnormality occurs in communication with an automatic driving system that is configured to be detachable from the vehicle platform. [Effects of the Invention]

[0015] According to the present disclosure, it is possible to provide a vehicle that performs appropriate steering when an abnormality occurs in communication with an autonomous driving system. [Brief explanation of the drawings]

[0016] [Figure 1] 1 is a diagram illustrating an overview of a vehicle according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a diagram for explaining in detail the configurations of ADS, VCIB, and VP. [Figure 3] 10 is a flowchart illustrating an example of processing executed by the VCIB. [Figure 4] FIG. 10 is a diagram for explaining an example of the operation of the VCIB. DETAILED DESCRIPTION OF THE INVENTION

[0017] 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 numerals, and description thereof will not be repeated.

[0018] Fig. 1 is a diagram illustrating an overview of a vehicle 10 according to an embodiment of the present disclosure. Referring to Fig. 1, the vehicle 10 includes an autonomous driving kit (hereinafter referred to as an "ADK (Autonomous Driving Kit)") 200 and a vehicle platform (hereinafter referred to as a "VP (Vehicle Platform)") 120. The ADK 200 and the VP 120 are configured to be able to communicate with each other via a vehicle control interface.

[0019] The vehicle 10 can perform automatic driving in accordance with control requests (commands) from the ADK200 attached to the VP120. Although the VP120 and the ADK200 are shown in separate locations in FIG. 1, the ADK200 is actually attached to the rooftop or the like of the base vehicle 100, which will be described later. The ADK200 is configured to be detachable from the VP120. Therefore, the ADK200 can be removed from the VP120. When the ADK200 is detached, the VP120 can be driven by the user. In this case, the VP120 performs driving control in manual mode (driving control according to user operation).

[0020] The ADK 200 includes an autonomous driving system (hereinafter referred to as "ADS (Autonomous Driving System)") 202 for autonomously driving the vehicle 10. The ADS 202, for example, creates a driving plan for the vehicle 10 and outputs various commands (control requests) to the VP 120 for driving the vehicle 10 in accordance with the created driving plan, in accordance with an API (Application Program Interface) defined for each command. The ADS 202 also receives various signals indicating the state of the VP 120 (vehicle state) from the VP 120 in accordance with an API defined for each signal, and reflects the received vehicle state in the creation of the driving plan. The detailed configuration of the ADS 202 will be described later.

[0021] The VP 120 includes a base vehicle 100 and a vehicle control interface box (hereinafter referred to as a "VCIB (Vehicle Control Interface Box)") 111 that is provided in the base vehicle 100 and that realizes a vehicle control interface.

[0022] The VCIB 111 can communicate with the ADK 200 via a CAN (Controller Area Network) or the like. The VCIB 111 executes a predetermined API defined for each communicated signal to receive various commands from the ADK 200 and also outputs the status of the VP 120 to the ADK 200. That is, when the VCIB 111 receives a control request from the ADK 200, it outputs a control command corresponding to the control request to a system corresponding to the control command via the integrated control manager 115. The VCIB 111 also acquires various pieces of information about the base vehicle 100 from various systems via the integrated control manager 115 and outputs the status of the base vehicle 100 to the ADK 200 as a vehicle status.

[0023] The VP 120 includes various systems and sensors for controlling the base vehicle 100. The VP 120 executes various vehicle controls in accordance with control requests from the ADK 200 (specifically, the ADS 202), thereby performing automatic driving of the vehicle 10. The VP 120 includes, for example, a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a body system 126.

[0024] The brake system 121 is configured to be able to control a plurality of braking devices provided on each wheel of the base vehicle 100. The braking devices include, for example, a disc brake system that operates using hydraulic pressure adjusted by an actuator.

[0025] Wheel speed sensors 127A and 127B, for example, are connected to the brake system 121. Wheel speed sensor 127A is provided, for example, on the front wheels of base vehicle 100 and detects the rotational speed of the front wheels. Wheel speed sensor 127A outputs the rotational speed of the front wheels to brake system 121. Wheel speed sensor 127B is provided, for example, on the rear wheels of base vehicle 100 and detects the rotational speed of the rear wheels. Wheel speed sensor 127B outputs the rotational speed of the rear wheels to brake system 121. Wheel speed sensors 127A and 127B output pulse signals as output values ​​(pulse values). The rotational speed can be calculated using the number of pulses in the pulse signal. Brake system 121 outputs the rotational speed of each wheel to VCIB 111 as one piece of information included in the vehicle state.

[0026] The brake system 121 generates a braking command for the braking device in accordance with a predetermined control request output from the ADK 200 via the VCIB 111 and the integrated control manager 115, and controls the braking device using the generated braking command.

[0027] The steering system 122 is configured to be able to use a steering device to control the steering angle of the steering wheels of the vehicle 10. The steering device includes, for example, a rack and pinion type EPS (Electric Power Steering) that is capable of adjusting the steering angle using an actuator.

[0028] A pinion angle sensor 128 is connected to the steering system 122. The pinion angle sensor 128 detects the rotation angle (pinion angle) of a pinion gear connected to a rotary shaft of an actuator that constitutes the steering device. The pinion angle sensor 128 outputs the detected pinion angle to the steering system 122. The steering system 122 outputs the pinion angle to the VCIB 111 as one piece of information included in the vehicle state.

[0029] The steering system 122 generates a steering command for the steering device in accordance with a predetermined control request (steering request) output from the ADK 200 via the VCIB 111 and the integrated control manager 115. The steering system 122 controls the steering device using the generated steering command.

[0030] The powertrain system 123 controls an EPB (Electric Parking Brake) provided on at least one of a plurality of wheels provided on the vehicle 10, a parking lock (hereinafter referred to as P-Lock) device provided on the transmission of the vehicle 10, a shift device configured to be able to select one of a plurality of shift ranges, and a drive source of the vehicle 10. A detailed description will be given later.

[0031] The active safety system 125 uses a camera 129A and radar sensors 129B, 129C to detect obstacles (objects or people) in front or behind the vehicle, and if it determines that there is a possibility of a collision based on the distance to the obstacle or the direction of movement of the vehicle 10, it outputs a braking command to the brake system 121 via the integrated control manager 115 to increase the braking force.

[0032] The body system 126 is configured to be able to control components such as turn signals, a horn, or wipers in accordance with the driving state or driving environment of the vehicle 10. The body system 126 controls the above-mentioned components in accordance with a predetermined control request output from the ADK 200 via the VCIB 111 and the integrated control manager 115.

[0033] Vehicle 10 may be employed as one component of a MaaS (Mobility as a Service) system. In addition to vehicle 10, the MaaS system may further include, for example, a data server, a Mobility Service Platform (MSPF), and an autonomous driving-related mobility service (none of which are shown).

[0034] Vehicle 10 further includes a DCM (Data Communication Module) (not shown) as a communication I / F (interface) for wireless communication with the data server described above. The DCM outputs various vehicle information, such as speed, position, and autonomous driving status, to the data server. The DCM also receives various data for managing the travel of autonomously driven vehicles, including vehicle 10, from the mobility service via the MSPF and the data server, for example, in an autonomous driving-related mobility service.

[0035] MSPF is a unified platform to which various mobility services are connected. In addition to autonomous driving-related mobility services, various mobility services (not shown) (for example, various mobility services provided by ride-sharing operators, car-sharing operators, insurance companies, rental car operators, taxi operators, etc.) are connected to MSPF. Various mobility services, including the above, can use the APIs published on MSPF to use the various functions provided by MSPF according to the service content.

[0036] The autonomous driving-related mobility service provides a mobility service using autonomous driving vehicles including vehicle 10. The mobility service can use an API published on the MSPF to obtain, for example, driving control data of vehicle 10 that communicates with a data server, information stored in the data server, and the like from the MSPF. The mobility service also uses the API to transmit, for example, data for managing autonomous driving vehicles including vehicle 10 to the MSPF.

[0037] MSPF has also made public an API for accessing various vehicle status and vehicle control data required for ADS development, and ADS operators can use the vehicle status and vehicle control data stored on the data server as the API required for ADS development.

[0038] 2 is a diagram for explaining in detail the configuration of the ADS 202, the VCIB 111, and the VP 120. As shown in FIG. 2, the ADS 202 includes a computer 210, an HMI (Human Machine Interface) 230, a recognition sensor 260, an attitude sensor 270, and a sensor cleaner 290.

[0039] During autonomous driving of the vehicle 10, the computer 210 acquires information about the environment around the vehicle, the attitude, behavior, and position of the vehicle using various sensors described below, and also acquires information about the vehicle state from the VP 120 described below via the VCIB 111 to set the next operation of the vehicle 10 (acceleration, deceleration, turning, etc.). The computer 210 outputs various commands to the VCIB 111 to realize the set next operation of the vehicle 10. The computer 210 includes communication modules 210A and 210B. Each of the communication modules 210A and 210B is configured to be able to communicate with the VCIB 111.

[0040] The HMI 230 presents information to the user and accepts operations during automatic driving, during driving requiring user operation, or during transition between automatic driving and driving requiring user operation. The HMI 230 is configured to be connectable to input / output devices such as a touch panel display provided on the base vehicle 100, a display device, and an operation device.

[0041] The recognition sensor 260 includes a sensor for recognizing the environment around the vehicle 10, and is configured by, for example, at least one of a LIDAR (Laser Imaging Detection and Ranging), a millimeter wave radar, and a camera.

[0042] LIDAR is a distance measurement device that emits pulsed laser light (infrared light) and measures distance based on the time it takes for the light to reflect off an object and return. Millimeter-wave radar is a distance measurement device that emits short-wavelength radio waves toward an object and detects the radio waves returning from the object to measure the distance and direction to the object. The camera is placed, for example, behind the rearview mirror inside the vehicle and is used to capture images of the area ahead of the vehicle. Information acquired by the recognition sensor 260 is output to the computer 210. Image processing of the images and videos captured by the camera using artificial intelligence (AI) and an image processing processor makes it possible for the vehicle to recognize other vehicles, obstacles, or people ahead.

[0043] The attitude sensor 270 includes a sensor that detects the attitude, behavior, or position of the vehicle, and is configured by, for example, an IMU (Inertial Measurement Unit) or a GPS (Global Positioning System).

[0044] The IMU detects, for example, the acceleration in the longitudinal, lateral, and vertical directions of the vehicle, and the angular velocities in the roll, pitch, and yaw directions of the vehicle. The GPS detects the position of the vehicle 10 using information received from multiple GPS satellites orbiting the Earth. The information acquired by the attitude sensor 270 is output to the computer 210.

[0045] Sensor cleaner 290 is configured to remove dirt that adheres to various sensors while the vehicle is traveling. For example, sensor cleaner 290 removes dirt from camera lenses, laser and radio wave emitting parts, etc., using cleaning fluid, wipers, etc.

[0046] The VCIB 111 includes a VCIB 111A and a VCIB 111B. The VCIB 111A and the VCIB 111B each have a built-in CPU (Central Processing Unit) and memory (including, for example, a ROM (Read Only Memory), a RAM (Random Access Memory), etc.), both of which are not shown. The VCIB 111A has the same functions as the VCIB 111B, but the connections to the multiple systems that make up the VP 120 are partially different.

[0047] The VCIB 111A and the VCIB 111B are communicatively connected to the communication module 210A and the communication module 210B, respectively, of the computer 210. Furthermore, the VCIB 111A and the VCIB 111B are communicatively connected to each other.

[0048] Each of the VCIBs 111A and 111B relays various commands corresponding to control requests from the ADS 202 and outputs them as control commands to the corresponding systems of the VP 120. More specifically, each of the VCIBs 111A and 111B uses information such as programs stored in memory (for example, APIs) to generate control commands used to control the corresponding systems of the VP 120 using various command commands output from the ADS 202, and outputs the control commands to the corresponding systems. Each of the VCIBs 111A and 111B also relays vehicle information output from each system of the VP 120 and outputs it to the ADS 202 as a vehicle status. Note that the information indicating the vehicle status may be the same information as the vehicle information, or may be information extracted from the vehicle information to be used in processing executed by the ADS 202.

[0049] By providing VCIB111A and VCIB111B, which have equivalent functions for the operation of some systems (for example, braking and steering), the control system between ADS202 and VP 120 is made redundant. Therefore, when a failure occurs in part of the system, the function of VP 120 (turning, stopping, etc.) can be maintained by switching the control system as appropriate or by shutting off the control system where the failure occurred.

[0050] The brake system 121 includes brake systems 121A and 121B. The steering system 122 includes steering systems 122A and 122B. The powertrain system 123 includes an EPB system 123A, a P-Lock system 123B, and a propulsion system 124. The VCIB 111A, and among the multiple systems of the VP 120, the brake system 121A, the steering system 122A, the EPB system 123A, the P-Lock system 123B, the propulsion system 124, and the body system 126 are connected to each other via a communication bus so as to be able to communicate with each other. Furthermore, the VCIB 111B, and among the multiple systems of the VP 120, the brake system 121B, the steering system 122B, and the P-Lock 123B are connected to each other via a communication bus so as to be able to communicate with each other.

[0051] Both brake systems 121A and 121B are configured to be able to control multiple braking devices provided on each wheel of the vehicle. Brake system 121A may have the same function as brake system 121B, or, for example, one of them may be configured to be able to independently control the braking force of each wheel when the vehicle is traveling, and the other may be configured to be able to control so that the same braking force is generated on each wheel when the vehicle is traveling.

[0052] The brake systems 121A and 121B generate braking commands for the brake devices in accordance with control requests output from the ADS 202 via the VCIB 111A and VCIB 111B, respectively. Either of the brake systems 121A and 121B is used to control the brake devices, and if an abnormality occurs in one of the brake systems, the other is used to control the brake device.

[0053] Both the steering systems 122A and 122B are configured to be able to use a steering device to control the steering angle of the steering wheels of the vehicle 10. The steering system 122A has similar functions as the steering system 122B.

[0054] The steering systems 122A and 122B generate steering commands for the steering devices in accordance with control requests output from the ADS 202 via the VCIB 111A and VCIB 111B, respectively. Either of the steering systems 122A and 122B is used to control the steering devices, and if an abnormality occurs in one of the steering systems, the other is used to control the steering device.

[0055] The EPB system 123A is configured to be able to control the EPB. The EPB fixes the wheels by operating the actuator. The EPB system 123A controls the EPB in accordance with a control request output from the ADS 202 via the VCIB 111A.

[0056] The P-Lock system 123B is configured to be able to control the P-Lock device. The P-Lock system 123B controls the P-Lock device in accordance with a control request output from the ADS 202 via the VCIB 111A. For example, the P-Lock system 123B activates the P-Lock device when the control request output from the ADS 202 via the VCIB 111A includes a control request to change the shift range to a parking range (hereinafter referred to as the P range), and deactivates the P-Lock device when the control request includes a control request to change the shift range to a range other than the P range.

[0057] The propulsion system 124 is configured to be capable of switching the shift range using a shift device and to be capable of controlling the driving force of the vehicle 10 in the direction of movement of the vehicle 10 using a driving source. The switchable shift ranges include, for example, a P range, a neutral range (hereinafter referred to as an N range), a forward driving range (hereinafter referred to as a D range), and a reverse driving range (hereinafter referred to as an R range). The driving source includes, for example, a motor generator, an engine, etc.

[0058] The propulsion system 124 controls the shift device and the drive source in accordance with the control request output from the ADS 202 via the VCIB 111A. For example, when the control request output from the ADS 202 via the VCIB 111A includes a control request to change the shift range to P range, the propulsion system 124 controls the shift device so that the shift range is set to P range.

[0059] The active safety system 125 is connected to the brake system 121A so as to be able to communicate with it. As described above, the active safety system 125 detects obstacles (objects or people) ahead using the camera 129A and the radar sensor 129B, 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.

[0060] The body system 126 controls components such as a turn signal, a horn, or a wiper in accordance with a control request output from the ADS 202 via the VCIB 111A.

[0061] Note that an operating device that allows the user to manually operate the above-mentioned braking device, steering device, EPB, P-Lock device, shift device, drive source, etc. may be provided separately.

[0062] The various commands corresponding to the control requests output from ADS202 to VCIB111 include a propulsion direction command requesting a change in the shift range, a stationary command requesting activation or deactivation of the EPB or P-Lock device, an acceleration command requesting acceleration or deceleration of the vehicle 10, a tire turning angle command requesting the tire turning angle of the steering wheels, a vehicle mode command requesting a change in the vehicle mode state between the automatic driving mode and the manual mode, and a stop command requesting the vehicle to be held stationary or the vehicle to be released from the stationary state.

[0063] In the vehicle 10 having the above configuration, for example, when the autonomous driving mode is selected as the vehicle mode state by a user's operation on the HMI 230, autonomous driving is performed. As described above, the ADS 202 first creates a driving plan during autonomous driving. The driving plan includes a plurality of plans for the operation of the vehicle 10, such as a plan to continue driving straight, a plan to turn left or right at a predetermined intersection along a predetermined driving route, or a plan to change the driving lane to a lane different from the lane in which the vehicle is driving.

[0064] The ADS202 extracts control physical quantities (e.g., acceleration or deceleration, tire turning angle, etc.) required for the vehicle 10 to operate in accordance with the created driving plan. The ADS202 divides the physical quantities for each execution cycle of the API. The ADS202 executes the API using the divided physical quantities and outputs various commands to the VCIB111. Furthermore, the ADS202 acquires vehicle states (e.g., the actual moving direction of the vehicle 10, the vehicle immobilization state, etc.) from the VP120 and recreates a driving plan that reflects the acquired vehicle states. In this way, the ADS202 enables the vehicle 10 to be driven autonomously.

[0065] For example, when a tire turning angle command is output to the VCIB 111 in accordance with a driving plan to turn right in the ADS 202, the VCIB 111 instructs the steering system 122 that the steering control is on, and outputs the input tire turning angle command. When the steering control is instructed to be on, the steering system 122 controls the torque generated in the steering actuator so that the tire turning angle instructed by the tire turning angle command is achieved. Note that when the steering system 122 is instructed to be off, the torque generated in the steering actuator is reduced, and steering becomes free.

[0066] If a communication abnormality occurs between the ADS 202 and the VCIB 111 during autonomous driving of the vehicle 10, resulting in a communication abnormality state (for example, a communication cutoff state) between the ADS 202 and the VCIB 111, autonomous driving control cannot be continued. Therefore, if a communication abnormality occurs with the ADS 202, the VCIB 111 takes over control of the vehicle 10. In this case, the VCIB 111 performs evacuation driving control, such as safely stopping the vehicle 10 on the shoulder of the road.

[0067] However, after the communication abnormality occurs, while control of the vehicle 10 is being taken over by the VCIB 111, control of the vehicle 10 may be executed in accordance with the steering request that was accepted before the communication abnormality occurred. Therefore, when the evacuation travel control is subsequently executed, the steering request may interfere with the evacuation travel control.

[0068] Therefore, in this embodiment, when a communication abnormality occurs between the ADS 202 and the VCIB 111, the VCIB 111 does not accept a steering request made before the communication abnormality occurred.

[0069] In this way, if a communication abnormality occurs and the ADS 202 is unable to control the VP 120, steering control according to the steering request received before the communication abnormality occurs is suppressed, so that subsequent control (e.g., evacuation control) can be executed without being interfered with by the steering request.

[0070] The processing executed by the VCIB 111 (more specifically, the VCIB 111A) will be described below with reference to Fig. 3. Fig. 3 is a flowchart showing an example of the processing executed by the VCIB 111. The VCIB 111 repeatedly executes the following processing for each execution cycle of the API, for example.

[0071] In step (hereinafter, step will be abbreviated as S) 100, the VCIB 111 determines whether an abnormality has occurred in communication with the ADK 200. For example, if the VCIB 111A does not receive various signals from the communication module 210A for a predetermined period of time, the VCIB 111A determines that communication with the communication module 210A is abnormal. In this case, the VCIB 111B attempts communication with the communication module 210B. Then, if the VCIB 111B does not receive various signals from the communication module 210B for a predetermined period of time, the VCIB 111B determines that communication with the communication module 210B is abnormal. If it is determined that communication with both the communication module 210A and the communication module 210B is abnormal, the VCIB 111 determines that an abnormality has occurred in communication with the ADK 200.

[0072] When the VCIB 111 receives a signal different from the various signals that are normally received from the communication module 210A or 210B, the VCIB 111 may determine that an abnormality has occurred in communication with the ADK 200. When it is determined that an abnormality has occurred in communication with the ADK 200 (YES in S100), the process proceeds to S102.

[0073] In S102, the VCIB 111 determines whether or not there is a steering request from the ADK 200. The VCIB 111 determines whether or not a steering request has been received from the ADK 200 within a predetermined period before it is determined that the communication is abnormal. The VCIB 111 extracts information received from the ADK 200 within the predetermined period from a memory such as a buffer, and determines whether or not there is information corresponding to the steering request. If it is determined that there is a steering request from the ADK 200 (YES in S102), the process proceeds to S104.

[0074] In S104, the VCIB 111 invalidates the steering request of the ADK 200. The VCIB 111 may, for example, invalidate the steering request by requesting the steering system 122 to turn off steering control. Alternatively, the VCIB 111 may, for example, not transmit a tire turning angle command based on the steering request to the steering system 122. The VCIB 111 may also execute evacuation travel control in addition to invalidating the steering request. The evacuation travel control may, for example, include at least one of control to put the VP 120 into an accelerator-off state and steering control to steer the vehicle 10 so as to pull over to the edge of the road surface, such as a road shoulder. The process then ends.

[0075] If no abnormality occurs in communication with the ADK 200 (NO in S100) or if there is no steering request from the ADK 200 (NO in S102), this process ends.

[0076] The operation of the VCIB 111 based on the above-described structure and flowchart will be described with reference to Fig. 4. Fig. 4 is a diagram for explaining the operation of the VCIB 111.

[0077] Hereinafter, it is assumed that during autonomous driving, after a steering request is made from the ADK 200 to the VCIB 111 as shown in (A) of Fig. 4, a communication abnormality occurs between the ADK 200 and the VCIB 111 as shown in (B) of Fig. 4. If the VCIB 111 continues not to receive various signals from the ADK 200 until a predetermined period has elapsed, it is determined that a communication abnormality has occurred with the ADK 200 (YES in S100).

[0078] At this time, if there is a history of receiving a steering request within a predetermined period prior to the time the communication abnormality occurs, it is determined that a steering request exists (YES in S102), and the steering request received from ADK200 is invalidated (S104), as shown in (C) of Figure 4.

[0079] Then, the VCIB 111 executes the evacuation travel control as shown in FIG. 4(D). Therefore, as shown in FIG. 4(E), a control request to put the accelerator into the off state is sent to the powertrain system 123. As a result, if the vehicle 10 is traveling, the vehicle enters a coasting state. Note that if the vehicle 10 is traveling at an extremely low speed, a driving force equivalent to creep torque may be applied. At this time, if the brake system 121 is in an inoperative state, the vehicle 10 maintains the extremely low speed traveling state.

[0080] Furthermore, when the VCIB 111 executes the evacuation travel control, it transmits a control request to the steering system 122 to turn off the steering control, as shown in (F) of FIG. 4. When the steering control is turned off, the torque of the steering actuator gradually decreases, and the steering becomes free. In this case, the steering request received before the communication abnormality occurs is invalidated, and therefore the steering control is performed without interference from the steering request received before the communication abnormality occurred.

[0081] As described above, in the vehicle 10 according to the present embodiment, when a communication abnormality occurs with the detachable ADK 200, causing the ADS 202 to be unable to control the VP 120, steering control according to a steering request received before the communication abnormality occurs is suppressed. Therefore, subsequent control (e.g., accelerator-off control or evacuation driving control such as turning off steering control) can be executed without interference from the steering request. Therefore, it is possible to provide a vehicle that performs appropriate steering when a communication abnormality occurs with the autonomous driving system.

[0082] Modifications will be described below. In the above-described embodiment, an example has been described in which the torque of the steering actuator is gradually reduced by turning off the steering control during the evacuation traveling control. However, during the evacuation traveling control, the torque of the steering actuator may be gradually reduced by gradually changing the requested value of the turning angle of the steered wheels from the VCIB 111 to the steering system 122 so that it becomes neutral (zero turning angle).

[0083] Furthermore, in the above-described embodiment, an example was described in which a driving force equivalent to creep torque is applied when the accelerator is released during the evacuation driving control, but it is also possible to apply a braking force (regenerative braking force or braking force by hydraulic brakes) to stop the vehicle 10 during the evacuation driving control.

[0084] The above-described modifications may be implemented in whole or in part in appropriate combination. The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0085] 10 Vehicle, 100 Base vehicle, 111, 111A, 111B VCIB, 115 Integrated control manager, 120 VP, 121, 121A, 121B Brake system, 122, 122A, 122B Steering system, 123 Powertrain system, 123A EPB system, 123B P-Lock system, 124 Propulsion system, 125 Active safety system, 126 Body system, 127A, 127B Wheel speed sensor, 128 Pinion angle sensor, 129A Camera, 129B, 129C Radar sensor, 200 ADK, 202 ADS, 210 Computer, 210A, 210B Communication module, 260 Recognition sensor, 270 Attitude sensor, 290 Sensor cleaner.

Claims

1. Autonomous driving systems and a vehicle platform that controls the vehicle in accordance with commands from the automated driving system; a vehicle control interface that interfaces between the vehicle platform and the automated driving system; A vehicle in which, when a communication abnormality occurs between the autonomous driving system and the vehicle control interface, the vehicle control interface does not accept a steering request made before the communication abnormality occurred.

2. The vehicle according to claim 1 , wherein the vehicle control interface continues control corresponding to an accelerator-off state when the communication abnormality occurs.

3. the vehicle platform includes a steering actuator; The vehicle according to claim 1 , wherein the vehicle control interface turns off steering control using the steering actuator when the communication abnormality occurs.

4. The vehicle of claim 1 , wherein the automated driving system is configured to be detachable from the vehicle platform.

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