vehicle

Abstract

To isolate a factor of failure occurring between an automatic operation system and a vehicle.SOLUTION: A VCIB executes processing including: a step (S102) of storing a normal determination result in a storage region capable of externally outputting when receiving the normal determination result of a vehicle-side device (YES at S100); and a step (S108) of transitioning to a state of capable of automatic operation when it is determined that a normal decision result is received from an ADK (YES at S104) and also it is determined that there is a request for a state of capable of automatic operation (YES at S106).SELECTED DRAWING: Figure 4

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] As an example of such an autonomous driving system, Japanese Patent Publication No. 2018-132015 (Patent Document 1) discloses a technology that enables autonomous driving functions to be added to existing vehicle platforms without making major changes by separating the control device that manages the vehicle's power from the control device for autonomous driving. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2018-132015 Summary of the Invention [Problem to be solved by the invention]

[0005] In vehicles such as those described above, an automated driving system from a manufacturer different from the vehicle itself may be combined. Therefore, when vehicle parts other than the automated driving system are manufactured, it is necessary to verify whether the vehicle parts not equipped with the automated driving system are in a state where they can normally perform automated driving. This is because, if a malfunction occurs after an automated driving system from a different manufacturer is installed in a vehicle part, it becomes difficult to determine whether the cause of the malfunction is in the vehicle part or the automated driving system.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle that makes it possible to isolate the cause of a malfunction that occurs between the autonomous driving system and the vehicle platform. [Means for solving the problem]

[0007] A vehicle according to an aspect of the present disclosure includes a vehicle platform that executes vehicle control in accordance with commands from the autonomous driving system when the vehicle is in an on-board state with the autonomous driving system installed, and a vehicle control interface that interfaces between the vehicle platform and the autonomous driving system when the vehicle is in an on-board state. When the vehicle is not in an on-board state, the vehicle control interface stores a determination result of whether equipment used for autonomous driving on the vehicle platform is in a state where autonomous driving can be performed in a storage area that can be output externally.

[0008] In this way, when an autonomous driving system is not installed, it is possible to check whether the equipment used for autonomous driving on the vehicle platform is in a state where autonomous driving can be performed using the determination results stored in the storage area. Therefore, if a malfunction occurs after the autonomous driving system is installed, it becomes possible to easily identify the cause of the malfunction.

[0009] In one embodiment, when the vehicle control interface is installed and receives a determination result from each of the equipment and the autonomous driving system indicating that autonomous driving is possible, the vehicle control interface transitions to a state in which autonomous driving is possible.

[0010] In this way, when the equipment used for autonomous driving on the vehicle platform and the autonomous driving system are both in a state where autonomous driving can be performed, the vehicle will transition to a state where autonomous driving is possible, allowing autonomous driving to be performed normally.

[0011] Additionally, in some embodiments, the automated driving system is configured to be detachable from the vehicle platform.

[0012] This makes it possible to easily isolate the cause of any malfunctions that occur even when autonomous driving systems and vehicle platforms from different manufacturers are combined. [Effects of the Invention]

[0013] According to the present disclosure, a vehicle can be provided that can isolate the cause of a malfunction that occurs between an autonomous driving system and a vehicle platform. [Brief explanation of the drawings]

[0014] [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] FIG. 10 is a diagram illustrating an example of the configuration of a VP before an ADK is installed. [Figure 4] 10 is a flowchart illustrating an example of processing executed by the VCIB. DETAILED DESCRIPTION OF THE INVENTION

[0015] 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.

[0016] 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.

[0017] 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).

[0018] The ADK 200 includes an autonomous driving system (hereinafter referred to as "ADS (Autonomous Driving System)") 202 for performing autonomous driving of the vehicle 10. The ADS 202 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 the API defined for each signal, and reflects the received vehicle state in creating the driving plan. Details of the ADS 202 will be described later.

[0019] 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.

[0020] 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.

[0021] 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 a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a body system 126.

[0022] 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 a disc brake system that operates using hydraulic pressure adjusted by an actuator.

[0023] Wheel speed sensors 127A and 127B are connected to the brake system 121. Wheel speed sensor 127A is provided on the front wheels of the 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 the brake system 121. Wheel speed sensor 127B is provided on the rear wheels of the 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 the 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. The brake system 121 outputs the rotational speed of each wheel to the VCIB 111 as one piece of information included in the vehicle state.

[0024] 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.

[0025] 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 a rack and pinion type EPS (Electric Power Steering) that is capable of adjusting the steering angle using an actuator.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] The active safety system 125 uses the camera 129A and the radar sensors 129B and 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.

[0030] The body system 126 is configured to be able to control parts 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 parts in accordance with a predetermined control request output from the ADK 200 via the VCIB 111 and the integrated control manager 115.

[0031] 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.

[0032] 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.

[0033] The HMI 230 presents information to the user and accepts operations during autonomous driving, during driving requiring user operation, or during transition between autonomous 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.

[0034] The recognition sensor 260 includes a sensor for recognizing the environment around the vehicle 10, and is configured by at least one of a LIDAR (Laser Imaging Detection and Ranging), a millimeter wave radar, and a camera.

[0035] 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 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.

[0036] The attitude sensor 270 includes a sensor that detects the attitude, behavior, or position of the vehicle 10, and is configured by an IMU (Inertial Measurement Unit), a GPS (Global Positioning System), or the like. The IMU detects the acceleration in the longitudinal, lateral, and vertical directions of the vehicle 10, and the angular velocities in the roll, pitch, and yaw directions of the vehicle 10. 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.

[0037] The sensor cleaner 290 is configured to remove dirt that adheres to various sensors while the vehicle 10 is traveling. The sensor cleaner 290 removes dirt from the camera lens, laser and radio wave emitting parts, etc., using cleaning fluid, wipers, etc.

[0038] The VCIB 111 includes a VCIB 111A and a VCIB 111B. The VCIB 111A and the VCIB 111B each include a built-in CPU (Central Processing Unit) (not shown) and memories 112A and 112B (including ROM (Read Only Memory), RAM (Random Access Memory), etc.). The VCIB 111A has equivalent functions to the VCIB 111B, but differs in some of the connections to the multiple systems that make up the VP 120. Furthermore, the VCIB 111 includes an external output terminal 113 that can be connected to devices such as diagnostic tools. Each of the memories 112A and 112B includes a storage area that can be read by devices connected to the external output terminal 113.

[0039] 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.

[0040] 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 as the vehicle information, or may be information extracted from the vehicle information to be used in processing executed by the ADS 202. The vehicle information also includes various diagnostic information (information indicating the determination result of whether the equipment of each system is normal or not, output from each system of the VP 120). Each of the VCIB 111A and VCIB 111B stores various diagnostic information included in the vehicle information in memories 112A and 112B, respectively.

[0041] 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.

[0042] 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.

[0043] Brake systems 121A and 121B are both configured to be able to control a plurality of braking devices provided on each wheel of vehicle 10. Brake system 121A may have the same function as brake system 121B, or 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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. 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 the parking range (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.

[0049] 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 a P range, a neutral range (N range), a forward driving range (D range), and a reverse driving range (R range). The driving source includes a motor generator, an engine, etc.

[0050] 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. 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] In the vehicle 10 having the above configuration, 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 creates a driving plan during autonomous driving. The driving plan includes multiple plans for the operation of the vehicle 10, such as a plan to continue driving straight, a plan to turn left 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.

[0056] 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.

[0057] The above-described vehicle 10 may be combined with an autonomous driving kit 200 including an ADS202 from a manufacturer different from the VP120, which corresponds to the vehicle part of the vehicle 10. FIG. 3 is a diagram showing an example of the configuration of the VP120 before the ADK200 is installed. As shown in FIG. 3, assume that the VP120, which is a vehicle part other than the ADK200, has been manufactured. In this case, it is required to confirm whether the VP120 is in a state where autonomous driving can be performed normally before the ADK200 is installed. This is because, if a malfunction occurs after the ADK200, which includes an ADS202 from a different manufacturer, is installed in the VP120, it becomes difficult to determine whether the cause of the malfunction is the VP120 or the ADK200.

[0058] Therefore, in this embodiment, when ADK200 is not installed in VP120, VCIB111 stores the determination result of whether the equipment used for automatic operation of VP120 is in a state where automatic operation can be performed in a memory area (specifically, a specified memory area of ​​memories 112A and 112B) that can be output externally.

[0059] In this way, when the ADK 200 is not installed, it is possible to check whether the equipment used for autonomous driving in the VP 120 is in a state where autonomous driving can be performed, using the determination results stored in the storage area. Therefore, if a malfunction occurs after the ADK 200 is installed, it is possible to easily identify the cause of the malfunction.

[0060] The processing executed by the VCIB 111 (more specifically, the VCIB 111A) will be described below with reference to Fig. 4. Fig. 4 is a flowchart showing an example of the processing executed by the VCIB 111. The following processing is repeatedly executed for each execution cycle of the API.

[0061] In step (hereinafter, step S) 100, the VCIB 111 determines whether or not it has received a normality determination result from the device on the VP 120 side. In a system used for autonomous driving among the various systems included in the VP 120, a diagnostic process to determine whether or not the system is in a normal state is executed when a predetermined execution condition is met. The systems used for autonomous driving may include all of the above-mentioned systems, or at least one of the above-mentioned systems may be omitted. Furthermore, the predetermined condition may include a condition that a predetermined time has elapsed since the last time the diagnostic process was executed, or a condition that the VP 120 system has been started (IG turned on). Well-known techniques may be used for the diagnostic process to determine whether or not the system is in a normal state. The system may be determined to be in a normal state when, for example, a sensor output value is within a predetermined range, the voltage or current supplied from the power supply is within a predetermined range, or at least one error code is not output. If the system used for autonomous driving is determined to be in a normal state, a determination result indicating the normal state is sent to the VCIB 111. Each system may transmit the judgment result only to the VCIB 111A, or may transmit the judgment result to at least one of the connected VCIBs 111A and 111B. The judgment results may also be shared between the VCBs 111A and 111B. The VCB 111 determines that it has received a normal judgment result from the equipment on the VP 120 side when it receives a judgment result indicating a normal state from each of the systems used for autonomous driving. Note that if it has not received a judgment result from at least one of the multiple systems used for autonomous driving within a predetermined time from the time the execution condition is met, it determines that it has not received a normal judgment result from the equipment on the VP 120 side. If it is determined that it has received a normal judgment result from the equipment on the VP 120 side (YES in S100), the process proceeds to S102.

[0062] In S102, the VCIB 111 stores the normal judgment result in a storage area that can be output to the outside. The storage area that can be output to the outside includes at least one of a storage area that can be read by a diagnostic tool when the diagnostic tool is connected to the external output terminal 113 of the VP 120, a storage area that can be read by an external terminal when the VP 120 is in a state where it can communicate with the external terminal, and a storage area from which information to be displayed on a display device or information to turn on a warning light when the VP 120 is equipped with a display device or warning light (not shown) is read. In this embodiment, the storage area that can be output to the outside is set in a predetermined storage area of ​​the memories 112A and 112B. Then, the process proceeds to S104.

[0063] In S104, the VCIB 111 determines whether or not it receives a normality determination result from the ADK 200. When predetermined execution conditions are met, the ADK 200 determines whether or not each device in the ADK 200 is in a normal state. The predetermined execution conditions include a condition that the VP 120 is started up while mounted on the VP 120 and receives power supply from the VP 120. The ADK 200 executes a diagnostic process to determine whether or not each device in the ADK 200 is in a normal state. The diagnostic process is similar to the diagnostic process of the system described above, and therefore a detailed description thereof will not be repeated. If the ADK 200 determines that each device in the ADK 200 is in a normal state, it transmits the normality determination result of the ADK 200 to the VCIB 111. The ADK 200 transmits the normality determination result of the ADK 200 to at least one of the VCIBs 111A and 111B. If the VCIB 111 does not receive a normal judgment result within a predetermined time period after startup, it determines that it has not received a normal judgment result from the ADK 200. If it determines that it will receive a normal judgment result from the ADK 200 (YES in S104), the process proceeds to S106.

[0064] In S106, the VCIB 111 determines whether there is a request for a state in which automatic driving is possible. If the automatic driving mode is selected as the driving mode by an operation on the HMI 230, etc., it determines that there is a request for a state in which automatic driving is possible. If it is determined that there is a request for a state in which automatic driving is possible (YES in S106), the process proceeds to S108.

[0065] In S108, the VCIB 111 transitions to a state where autonomous driving is possible. When the VCIB 111 transitions to a state where autonomous driving is possible, it transmits control requests corresponding to various commands received from the ADK 200 to the systems to be controlled, and transmits vehicle information received from each system to the ADK 200. Note that this process ends when it is determined that a normal determination result has not been received from the vehicle-side device (NO in S100), when it is determined that a normal determination result has not been received from the ADK 200 (NO in S104), or when it is determined that there is no request for a state where autonomous driving is possible (NO in S106).

[0066] The operation of the VCIB 111 based on the above-described structure and flowchart will now be described. Assume that the VP 120 is started by a user without the ADK 200 installed. At this time, a diagnostic process is executed to determine whether each system, including the devices used for the automatic operation of the VP 120, is in a normal state. If each system is diagnosed as being in a normal state, the system transmits a normality determination result to the VCIB 111. When the VCIB 111 receives a normality determination result from each system (YES in 100), the normality determination result is stored in a storage area (memories 112A and 112B) that can be output externally (S102). When an external tool such as a diagnostic tool is connected to the external output terminal 113 of the VP 120, information indicating that a normality determination result has been received is output from each system. If the ADK 200 is then installed in the VP 120, the ADK 200 executes a diagnostic process to determine whether the devices in the ADK 200 are in a normal state when power is supplied from the VP 120 and the ADK 200 is started up. If the devices in the ADK 200 are diagnosed as being in a normal state, the ADK 200 transmits a normality determination result to the VCIB 111. When the VCIB 111 receives the normality determination result from the ADK 200 (YES in S104) and an automatic operation mode is selected by a user operation on the HMI 230, it is determined that there is a request for a state in which automatic operation is possible (YES in S106), and the state is transitioned to a state in which automatic operation is possible (S108).

[0067] As described above, in the vehicle 10 according to the present embodiment, when the ADK 200 is not installed in the VP 120, it is possible to check whether the equipment used for autonomous driving in the VP 120 is in a state where autonomous driving can be performed, using the determination result stored in the storage area. Therefore, if a malfunction occurs after the ADK 200 is installed, it is possible to easily isolate the cause of the malfunction. Therefore, it is possible to provide a vehicle that can isolate the cause of a malfunction that occurs between the autonomous driving system and the vehicle platform.

[0068] Furthermore, automatic operation can be performed normally because automatic operation can be performed only when the equipment on the VP120 side and the ADK200 are both in a state where automatic operation is possible.

[0069] Furthermore, because the ADK200 is configured to be detachable from the VP120, it becomes possible to easily isolate the cause of any malfunctions that occur even when autonomous driving systems and vehicle platforms from different manufacturers are combined.

[0070] Modifications will be described below. In the above embodiment, the normality judgment results of each system of VP120 are stored in a memory area that can be output externally, and the results can be read out as needed by a diagnostic tool or the like connected to external output terminal 113. However, the external output may be connected to a display device or the like within VP120. In this way, information about the normality judgment results stored in the memory area can be displayed on the display device at all times. This eliminates the need to connect a diagnostic tool or the like and set a specific display mode to display the normality judgment results.

[0071] Furthermore, in the above-described embodiment, memories 112A and 112B have been described as examples of storage areas capable of external output, but storage areas capable of external output are not limited to memories 112A and 112B, and may be stored in an external storage device (for example, a hard disk or a memory card) connected to VCIB 111.

[0072] Furthermore, in the above-described embodiment, it has been described that the determination result indicating that the equipment used for autonomous driving is in a normal state is stored in memories 112A and 112B, but it is also possible to store the determination result indicating that the equipment used for autonomous driving is in an abnormal state in memories 112A and 112B.

[0073] Furthermore, in the above-described embodiment, it has been described that the determination results indicating that the equipment used for autonomous driving is in a normal state are stored in the memories 112A and 112B, but the memories 112A and 112B may each store determination results at different times, or the memory 112A may store the determination results of the system connected to the VCIB 111A, and the memory 112B may store the determination results of the system connected to the VCIB 111B, or the same information may be synchronized between the VCIBs 111A and 111B and stored in the memories 112A and 112B.

[0074] 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]

[0075] 10 Vehicle, 100 Base vehicle, 111, 111A, 111B VCIB, 112A, 112B Memory, 113 External output terminal, 115 Integrated control manager, 120 VP, 121, 121A, 121B Brake system, 122, 122A, 122B Steering system, 123 Power train 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. a vehicle platform that controls the vehicle in accordance with commands from the automated driving system when the automated driving system is installed; a vehicle control interface that interfaces between the vehicle platform and the automated driving system when the vehicle is in the on-board state; A vehicle in which the vehicle control interface stores the determination result of whether the equipment used for autonomous driving on the vehicle platform is in a state in which the autonomous driving can be performed in a memory area that can be output externally when the vehicle control interface is not in the installed state.

2. The vehicle of claim 1, wherein the vehicle control interface transitions to a state in which autonomous driving is possible when, while in the mounted state, it obtains a determination result from each of the equipment and the autonomous driving system indicating that the autonomous driving is possible.

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

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