vehicle

Abstract

To execute appropriate control based on a command from an automatic driving system and a request of a user.SOLUTION: VCIB executes a process including: a step (S106) of deleting a command history when it is determined that there is a ReadyON command (YES in S100), a vehicle is in a state where ReadyON is possible (YES in S102), and the command is a command by a user operation (YES in S106); a step (S114) of setting a manual mode when there is no command history of ReadyON (NO in S110); a step (S108) of storing the command history when there is no command by a user operation (NO in S104); and a step (S112) of setting a standby mode when there is a ReadyON command history (YES in S110).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. 2021-123135 (Patent Document 1) discloses a technology for setting various power supply modes. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-123135 Summary of the Invention [Problem to be solved by the invention]

[0005] In a vehicle equipped with an autonomous driving system such as the one described above, it is conceivable that, from the perspective of energy conservation, the vehicle may enter a standby mode in which it is immobilized and waits for instructions from the autonomous driving system upon receiving a ReadyON (power ON) command from the autonomous driving system. However, if the vehicle cannot enter the standby mode because it is being charged using an external power source, and there is a history of receiving a ReadyON command from the autonomous driving system, when the ReadyON operation is received by the user after charging, the history may cause the vehicle to enter the standby mode contrary to the user's intention.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle that performs appropriate control based on commands from an autonomous driving system and user requests. [Means for solving the problem]

[0007] According to an aspect of the present disclosure, a vehicle includes an autonomous driving system that performs autonomous driving of the vehicle, a vehicle platform that controls the vehicle according to one of a plurality of driving modes including a standby mode that restricts movement of the vehicle and an autonomous driving mode that performs autonomous driving using the autonomous driving system, and a vehicle control interface that interfaces between the vehicle platform and the autonomous driving system. The vehicle control interface sets the standby mode when it receives a transition command from the autonomous driving system to transition to a first state in which driving by the vehicle platform is possible, and deletes the history when it receives a transition command by user operation while there is a history of receiving transition commands from the autonomous driving system.

[0008] In this way, when a transition command is received by a user operation, the history of transition commands received from the autonomous driving system is deleted, which prevents the standby mode from being set due to the history remaining. Therefore, the driving mode can be set in accordance with the transition command received by the user operation.

[0009] In one embodiment, the vehicle control interface stores a history of when a transition command to the first state is received from the automated driving system when the vehicle control interface is unable to transition to the first state.

[0010] In this way, if it is not possible to transition to the first state and a transition command is received from the autonomous driving system, a history is stored, so that if a transition command is received by means other than user operation, standby mode can be set according to the history.

[0011] Furthermore, in one embodiment, the vehicle control interface sets the standby mode when a transition command to the first state is received from the automated driving system when there is a history.

[0012] In this way, if a transition command is received from the automatic driving system when there is a history and it is possible to transition to the first state, standby mode is set, so that the vehicle can wait for instructions from the automatic driving system.

[0013] Furthermore, in one embodiment, when the standby mode is set, the vehicle control interface waits until it receives a control command from the automated driving system while restricting the movement of the vehicle.

[0014] In this way, when the standby mode is set, the vehicle waits in a state where its movement is restricted until it receives a control command from the autonomous driving system, thereby reducing energy consumption. [Effects of the Invention]

[0015] According to the present disclosure, it is possible to provide a vehicle that performs appropriate control based on commands from an automated driving system and user requests. [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] 10 is a timing chart 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 autonomous 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 of the base vehicle 100, which will be described later. The ADK200 is configured to be detachable from the VP120, and can also be removed from the VP120. When the ADK200 is detached, the VP120 can be driven by the user. In this case, the VP120 executes 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 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 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.

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

[0025] 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.

[0026] The brake system 121 controls 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 .

[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 controls the steering device in accordance with a predetermined control request output from the ADK 200 via the VCIB 111 and the integrated control manager 115 .

[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] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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).

[0040] 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.

[0041] 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.

[0042] 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) and a RAM (Random Access Memory)), both of which are not shown. The VCIB 111A includes a memory 112A. The VCIB 111B includes a memory 112B. 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. The memory contents of the memory 112A and the memory 112B may be synchronized and shared.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] Note that an operating device (not shown) that allows the user to manually operate the above-mentioned braking device, steering device, EPB, P-Lock device, shift device, drive source, etc. is provided separately.

[0058] 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 to one of the automatic driving mode, manual mode, and standby mode, and a stop command requesting the vehicle to be held stationary or to be released from the stationary state.

[0059] 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.

[0060] 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.

[0061] When the standby mode is selected as the vehicle mode state, vehicle control is executed so that the vehicle 10 is immobilized. More specifically, when the shift range is changed to the P range, the P-Lock device is activated, and the EPB is activated, and the vehicle is in a standby state until it receives an instruction from the ADS 202.

[0062] In the vehicle 10 equipped with the ADK 200 described above, after arriving at a destination by autonomous driving, the vehicle 10 may receive a ReadyON (power ON) command from the ADS 202 and enter a standby mode in which the vehicle 10 is immobilized and waits for instructions from the ADS 202. By entering the standby mode, the vehicle 10 becomes immobile, and therefore can maintain a power-saving state while waiting for instructions from the ADS 202.

[0063] However, if the vehicle 10 cannot transition to the standby mode because it is being charged using an external power source, a history of receipt of a ReadyON command from the ADS 202 remains. In such a case, when a ReadyON operation such as an IG operation by the user is received after charging is completed, the history may cause the vehicle 10 to transition to the standby mode contrary to the user's intention.

[0064] Therefore, in this embodiment, when VCIB111 receives a ReadyON command from ADS202 to transition to a ReadyON state where operation by VP120 is possible, standby mode is set, and when a ReadyON command is received by user operation when there is a history of receiving a transition command from ADS202, that history is deleted.

[0065] In this way, when a ReadyON command is received by user operation, the history of the ReadyON command received from the ADS 202 is deleted, which prevents the standby mode from being set due to the history remaining. Therefore, the operation mode (specifically, manual mode) can be set according to the ReadyON command received by user operation.

[0066] 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.

[0067] In step (hereinafter, step will be abbreviated as S) 100, the VCIB 111 determines whether or not a ReadyON command has been issued. The VCIB 111 determines that a ReadyON command has been issued when it receives a control request indicating a ReadyON command from the ADS 202 or when it accepts a ReadyON operation such as an IG ON operation by a user. If it is determined that a ReadyON command has been issued (YES in S100), the process proceeds to S102.

[0068] In S102, the VCIB 111 determines whether ReadyON is possible. For example, if the vehicle 10 is not being charged using an external power source, the VCIB 111 determines that ReadyON is possible. Also, for example, if the vehicle 10 is being charged, the VCIB 111 determines that ReadyON is not possible. If it is determined that ReadyON is possible (YES in S102), the process proceeds to S104.

[0069] In S104, the VCIB 111 determines whether a command by a user operation has been received. For example, the VCIB 111 determines that a command by a user operation has been received if the state of the flag that is set to the ON state when a ReadyON command is received by a user operation is ON. If it is determined that a command by a user operation has been received (YES in S104), the process proceeds to S106.

[0070] In S106, the VCIB 111 deletes the command history. The VCIB 111 deletes the command history, for example, by erasing information indicating the command history stored in a predetermined storage area of ​​the memory of the VCIB 111 (for example, memory 112A). Thereafter, the process proceeds to S110. Note that if it is determined that no command has been received by user operation (NO in S104), the process proceeds to S108.

[0071] In S108, the VCIB 111 stores the command history. The VCIB 111 stores the command history in a predetermined storage area. The command history may include, for example, information on the command source, the command content, time, and other information. Thereafter, the process proceeds to S110.

[0072] In S110, the VCIB 111 determines whether or not there is a ReadyON command history. The VCIB 111 determines that there is a ReadyON command history if the command history is stored in a predetermined storage area. If it is determined that there is a ReadyON command history (YES in S110), the process proceeds to S112.

[0073] In S112, the VCIB 111 sets the operation mode to the standby mode. The VCIB 111 keeps the vehicle 10 immobile and waits until it receives a control command from the ADS 202. If it is determined that there is no ReadyON command history (NO in S110), the process proceeds to S114.

[0074] In S114, the VCIB 111 sets the driving mode to manual mode. At this time, the VCIB 111 executes vehicle control in accordance with the user's operation. Then, the process ends. If it is determined that ReadyON is not possible (NO in S102), the process proceeds to S116.

[0075] In S116, the VCIB 111 determines whether the command is a transition command from the ADK 200. For example, the VCIB 111 determines that the command is a transition command from the ADK 200 when a flag that is set to an ON state when a ReadyON command is received by a user operation is in an OFF state. If it is determined that the command is a transition command from the ADK 200 (YES in S116), the process proceeds to S118.

[0076] In S118, the VCIB 111 stores the command history. Then, the process ends. Note that if it is determined that the transition command is not from the ADK 200 (NO in S116) or if it is determined that there is no ReadyON command (NO in S100), this process ends.

[0077] The operation of the VCIB 111 based on the above-described structure and flowchart will now be described. FIG. 4 is a timing chart for explaining an example of the operation of the VCIB 111. LN1 in FIG. 4 indicates a change in whether external charging is being performed. LN2 in FIG. 4 indicates a change in whether a ReadyON command has been issued from the ADK 200. LN3 and LN4 in FIG. 4 indicate a change in whether a command history has been stored. LN5 in FIG. 4 indicates a change in whether a ReadyON command has been issued by a user operation. LN6 and LN7 in FIG. 4 indicate a change in the operation mode.

[0078] Assume that the vehicle 10 is stopped and undergoing external charging. At time T(0), when a ReadyON command is received from the ADK 200 (YES in S100) as shown in LN2 of Fig. 4, it is determined that ReadyON is not possible because the vehicle is currently charging (NO in S102) as shown in LN1 of Fig. 4. Therefore, it is determined that a command has been received from the ADK 200 (YES in S116), and the command history is stored as shown in LN3 of Fig. 4.

[0079] As shown in LN1 of Fig. 4, external charging ends at time T(1), and as shown in LN5 of Fig. 4, if a ReadyON command is issued by a user at time T(2) (YES in S100), ReadyON is possible (YES in S102) and the command is issued by a user (YES in S104), so the command history is deleted (S106) as shown in LN3 of Fig. 4. Because it is determined that there is no command history (NO in S110), manual mode is set as the operation mode (S114) as shown in LN6 of Fig. 4.

[0080] In this way, the standby mode is prevented from being set as shown in LN7 in FIG. 4 due to the command history remaining as shown in LN4 in FIG.

[0081] As described above, in the vehicle 10 according to the present embodiment, when a ReadyON command is received by a user operation, the history of the ReadyON command received from the ADS 202 is deleted, thereby preventing the standby mode from being set due to the history remaining. Therefore, the driving mode (manual mode) can be set in accordance with the ReadyON command by a user operation. Therefore, it is possible to provide a vehicle that executes appropriate control based on commands from the autonomous driving system and user requests.

[0082] Furthermore, if a transition command is received from ADK200 when ReadyON is not possible, a history is stored, so that if a transition command is received by means other than user operation, standby mode can be set according to the history.

[0083] Furthermore, if a transition command is received from ADS202 while there is a history, standby mode is set, so the system can wait for instructions for automatic operation.

[0084] Modifications will be described below.

[0085] In the above embodiment, it has been described that ReadyON is determined to be impossible when external charging is in progress, but it may also be determined that ReadyON is impossible, for example, when the vehicle 10 is being transported or during a predetermined time period when ReadyON is prohibited.

[0086] Furthermore, in the above-described embodiment, if there is a history, standby mode is set when a ReadON command that is not a command issued by user operation is received, but standby mode may be set only when a ReadON command is received from ADK200.

[0087] The above-described modifications may be implemented in whole or in part in appropriate combination.

[0088] 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]

[0089] 10 Vehicle, 100 Base vehicle, 111, 111A, 111B VCIB, 112A, 112B Memory, 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. An autonomous driving system that performs autonomous driving of a vehicle; a vehicle platform that controls the vehicle according to one of a plurality of driving modes, including a standby mode that restricts movement of the vehicle and an autonomous driving mode that performs the autonomous driving using the autonomous driving system; a vehicle control interface that interfaces between the vehicle platform and the automated driving system; The vehicle control interface setting the standby mode when a transition command to transition to a first state in which driving by the vehicle platform is possible is received from the automatic driving system; A vehicle that deletes a history of receiving the transition command from the autonomous driving system when the transition command is received by a user operation while the history exists.

2. The vehicle according to claim 1 , wherein the vehicle control interface stores the history when the transition command is received from the autonomous driving system when the transition to the first state is not possible.

3. 3. The vehicle according to claim 2, wherein the vehicle control interface sets the standby mode when the transition command is received from the autonomous driving system when the vehicle can transition to the first state in the state where the history exists.

4. The vehicle according to claim 1 , wherein when the standby mode is set, the vehicle control interface waits until it receives a control command from the automated driving system while restricting movement of the vehicle.

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