vehicle

Abstract

To perform an appropriate operation in response to a request from an automatic operation system.SOLUTION: A VCIB executes processing includes steps of: determining whether a Wake instruction is received (S251); determining whether a shift lever is at parking (S252): determining whether a vehicle speed is 0 km / h (S253); determining whether an automatic mode is engaged (S254); and setting a power source command at "No Request" (S255), in a case where the shift lever is not at parking (No for S252), or the vehicle speed is not at 0 km / h (No for S253), or the automatic mode is engaged (Yes for S254).SELECTED DRAWING: Figure 6

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 the above-mentioned autonomous driving system, when autonomous driving is terminated in an autonomous mode where autonomous driving is possible, a request may be made to activate some of the devices used to resume autonomous driving on the vehicle side and to stop other devices in preparation for resuming autonomous driving. However, if the other devices are stopped in accordance with a request from the autonomous driving system, communication may be cut off in each of the other devices, which may be determined to be in a faulty state, making it impossible to resume autonomous driving.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle that operates appropriately in response to requests from an automated driving system. [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 and a vehicle platform capable of receiving commands related to autonomous driving from the autonomous driving system. The vehicle platform includes a base vehicle including multiple control devices and a vehicle control interface that interfaces between the vehicle platform and the autonomous driving system. When the vehicle control interface receives a wake command from the autonomous driving system during autonomous driving, the wake command requests transition to a power mode that stops some of the multiple control devices of the vehicle platform and activates the vehicle control interface, the vehicle control interface disables the wake command.

[0008] In this way, even if a wake command is received from the autonomous driving system while autonomous driving is being performed, the wake command is disabled in the base vehicle, which prevents some of the multiple control devices from being stopped. This prevents some of the multiple control devices from being stopped, which could result in communication being cut off and being determined to be in a fault state. This makes it possible to quickly resume autonomous driving.

[0009] In one embodiment, when the base vehicle receives a wake command from the vehicle control interface, it activates the vehicle control interface and the body control devices among the multiple control devices, and stops the other control devices.

[0010] In this way, when the base vehicle receives a wake command, it can transition to a power mode in which the body system control device among the multiple control devices is activated and the other control devices are deactivated.

[0011] In yet another embodiment, the vehicle further includes an operating member that accepts an operation to switch between starting the vehicle and stopping the vehicle. When the operating member accepts an operation to stop the vehicle, the vehicle platform assumes that a wake command has been accepted, and activates the vehicle control interface and the body control devices among the plurality of control devices, and stops the other control devices.

[0012] In this way, when an operation to stop the vehicle is received using the operating member, the vehicle can transition to a power mode in which the body system control devices among the multiple control devices are activated and the other control devices are stopped.

[0013] In yet another embodiment, when the vehicle platform receives a wake command while the shift position is in the parking position, the vehicle is stopped, and the base vehicle is being manually driven by a user, the vehicle platform activates a body control device among the multiple control devices and deactivates the other control devices.

[0014] In this way, when the vehicle is stopped and in the parking position, it is possible to transition to a power supply mode in which the body system control device among the multiple control devices is activated and the other control devices are deactivated. [Effects of the Invention]

[0015] According to the present disclosure, it is possible to provide a vehicle that operates appropriately in response to requests from an automated driving system. [Brief explanation of the drawings]

[0016] [Figure 1] 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a diagram showing details of a vehicle control system. [Figure 3] FIG. 10 is a diagram illustrating an example of a method for controlling a power supply mode. [Figure 4]10 is a flowchart illustrating an example of a method for controlling a power supply mode. [Figure 5] 1 is a flowchart for explaining an example of automatic driving control of a vehicle. [Figure 6] 10 is a flowchart illustrating an example of a process for determining a power mode command. 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 a schematic configuration of a vehicle according to an embodiment of the present disclosure. Referring to FIG. 1, vehicle 1 includes a vehicle platform (VP) 100 and a detachable autonomous driving kit (ADK) 200. VP 100 includes a vehicle control interface box (VCIB) 110 and a base vehicle 120. Mounting ADK 200 at a predetermined location (e.g., the rooftop) of VP 100 configures vehicle 1 capable of autonomous driving. Base vehicle 120 is an electric vehicle such as an electric vehicle or a hybrid vehicle. Base vehicle 120 includes an integrated control manager 130, various systems and sensors (e.g., wheel speed sensors 127A, 127B, steering angle sensor 127C) for controlling base vehicle 120, and a camera 129A and radar sensors 129B, 129C for an active safety system 125 to detect collision risks. Integrated control manager 130 integrates and controls various systems related to the operation of base vehicle 120 based on the detection results of the onboard sensors.

[0019] Fig. 2 is a diagram showing details of the control system of the vehicle 1. With reference to Fig. 1 and Fig. 2, the ADK 200 includes an autonomous driving system (hereinafter referred to as "ADS") 210 for autonomously driving the vehicle 1. The ADS 210 includes a computer assembly (hereinafter referred to as "CA") 211, a recognition sensor 212, an attitude sensor 213, a sensor cleaner 216, and an HMI (Human Machine Interface) 218.

[0020] The CA 211 includes computer modules (hereinafter referred to as "ADC") 211A and 211B. Each of the ADCs 211A and 211B includes a processor and a storage device that stores autonomous driving software that utilizes the API described below, and is configured so that the processor can execute the autonomous driving software. The recognition sensor 212 acquires environmental information that indicates the external environment of the vehicle 1. The recognition sensor 212 may include at least one of a camera, a millimeter-wave radar, and a lidar. The attitude sensor 213 acquires attitude information related to the attitude of the vehicle 1. The attitude sensor 213 may include various sensors that detect the acceleration, angular velocity, and position of the vehicle 1. The HMI 218 includes an input device and an alarm device.

[0021] Base vehicle 120 includes vehicle system 120a. Vehicle system 120a includes brake system 121, steering system 122, powertrain system 123, active safety system 125, and body system 126. In this embodiment, each system includes an electronic control unit (hereinafter also referred to as "ECU").

[0022] The VCIB 110 is configured to communicate with both the base vehicle 120 and the ADK 200 via a communication bus, such as via CAN (Controller Area Network) communication. In the vehicle 1, the control systems related to the vehicle 1's behavior (running, stopping, turning) are redundant. The ADCs 211A and 211B issue instructions to the main control system and the sub-control system, respectively. The VCIB 110 includes a VCIB 111A (controller for the main control system) and a VCIB 111B (controller for the sub-control system). Each control unit may include a computer equipped with a processor and a storage device. The VCIBs 111A and 111B may communicate with each system directly or via the integrated control manager 130 shown in FIG. 1.

[0023] The brake system 121 includes a braking device, a brake pedal, and brake control units 121A and 121B. The steering system 122 includes a steering device, a steering wheel, and steering control units 122A and 122B. The powertrain system 123 includes a shift device, a vehicle drive device, an EPB (Electric Parking Brake) device, a parking lock device (P-Lock device), an EPB control unit 123A, a P-Lock control unit 123B, and a propulsion control unit 123C. The shift device determines a shift range and switches the propulsion direction and gear change mode of the vehicle 1 according to the determined shift range. The shift device includes a gear change device and a shift lever. The vehicle drive device applies propulsion force in the propulsion direction indicated by the shift range. The vehicle drive device includes a main battery, a traction motor powered by the main battery, and an accelerator pedal that accepts acceleration operations. The P-Lock device further includes an actuator that operates a parking lock mechanism and an operation unit that accepts parking operations.

[0024] The body system 126 includes body system components (e.g., turn signals, a horn, and wipers) and a body system control device (body system ECU) that controls the body system components. In manual mode, the body ECU controls the body system components according to user operations, and in automatic mode, it controls the body system components according to commands from the ADK 200. In this embodiment, the body system 126 includes multiple body system control devices (including body system ECUs 126a and 126b). However, the number of body system control devices is arbitrary and may be one.

[0025] FIG. 3 is a diagram illustrating an example of a method for controlling a power supply mode. In FIG. 3, a base vehicle 120 includes a vehicle system 120a, a main battery 20A, a sub-battery 20B, switch circuits 21 to 23, a start switch 30, and a shift lever 40. The start switch 30 is an operation unit such as a "power switch" or "ignition switch" that accepts a user operation for switching the system on / off. The shift lever 40 is an operation unit of the shift device described above. The shift lever 40 specifies a shift range according to a shift operation. The shift ranges of the vehicle 1 include P (parking), R (reverse), N (neutral), and D (drive).

[0026] The main battery 20A is included in the vehicle drive device. The sub-battery 20B is an auxiliary battery. Each control device included in the vehicle 1 receives power supply from at least one of the main battery 20A and the sub-battery 20B. Note that the ADCs 211A and 211B may receive power supply from a power storage device mounted on the ADK 200.

[0027] The power supply modes of the VP 100 include a wake mode and a driving mode. In the wake mode, the VCIB is activated. In this state, there is no power supply from the main battery 20A, and ECUs other than the VCIB are not activated except for some body system ECUs, and each control device (VCIB 111A, 111B) included in the VCIB 110 is activated by power supply from the sub-battery 20B. The predetermined body system control device may be the body system ECU 126a, or may include multiple body system ECUs.

[0028] In driving mode, power is supplied from the main battery 20A to the entire VP100 (all control devices included in the vehicle system 120a and all control devices included in the VCIB 110), and the power is ON (vehicle power ON). In driving mode, the vehicle system 120a communicates with the ADK200 via the VCIB 110. Signals (API signals) defined by an API (Application Program Interface) are used for communication between the ADK200 and the VCIB 110. The ADK200 is configured to process various signals defined by the API. The ADK200 outputs various commands defined by the API (API commands described below) to the VCIB 110. The ADK200 receives various signals (API status) indicating the status of the base vehicle 120 from the VCIB 110. Both the API commands and the API status correspond to API signals.

[0029] The power mode command is an API command that requests control of the power mode of the VP100. The power mode command is set to one of the following values: "0" indicating no request, "2" requesting a transition to wake mode, or "6" requesting a transition to driving mode. Below, the power mode commands that indicate the values ​​"2" and "6" are referred to as "Wake command" and "Drive command," respectively.

[0030] The vehicle mode command is an API command that requests a transition to automatic mode or manual mode. The driving direction command is an API command that requests a change in the shift range (R / D). Changing the shift range according to the driving direction command is only possible when the driving direction status, which will be described later, indicates that the vehicle is stopped. The acceleration command is an API command that indicates the acceleration of the vehicle. The acceleration command requests acceleration (+) and deceleration (-) in the direction indicated by the driving direction status, which will be described later. The immobilization command is an API command that requests the application or release of immobilization. Applying immobilization means turning the EPB to the ON state (activated state) and setting the shift range to P (parking).

[0031] When the VCIB 110 receives various API commands from the ADK 200, it converts the API commands into a signal format that can be executed in the base vehicle 120. The VCIB 110 outputs the converted API commands (hereinafter referred to as internal commands) to the base vehicle 120.

[0032] The ADK 200 grasps the state of the base vehicle 120 using various API statuses (power mode status, vehicle mode status, driving direction status, vehicle speed status, propulsion direction status, shift lever status, shift lever intervention status, etc.) received from the VCIB 110. The power mode status indicates the state of the power mode of the VP 100, and the wake mode or driving mode is set as the power mode status.

[0033] The vehicle mode status indicates the vehicle mode state. The vehicle modes include manual mode, automatic mode, and standby mode. Manual mode is a vehicle mode in which the vehicle is under the control of a driver (human). Automatic mode is a vehicle mode in which the vehicle platform (including the base vehicle) is under the control of an autonomous driving kit. Standby mode is a vehicle mode in which the vehicle is prohibited from moving. In the initial state, the vehicle mode is manual mode. The driver can select the desired vehicle mode through the in-vehicle HMI. The base vehicle 120 determines the vehicle mode taking into account the situation of the vehicle 1 and the driver's selection. As the vehicle mode status, a status corresponding to the current mode is output.

[0034] The driving direction status indicates the direction of travel of the vehicle, and one of forward, reverse, and standstill states is output. The vehicle speed status indicates the longitudinal speed of the vehicle (absolute value). The vehicle speed (longitudinal speed of the vehicle) may be an estimated value. The propulsion direction status indicates the current shift range. As the propulsion direction status, a value corresponding to the current shift range (P, R, N, D, or indefinite) is output.

[0035] The shift lever status indicates the state of the shift lever 40. As the shift lever status, a value corresponding to the current position of the shift lever 40 (P, R, N, D, or indefinite) is output. The shift lever intervention status indicates whether or not the driver has performed an operation to change the position of the shift lever 40. Note that in automatic mode, shift lever operation by the driver is not accepted.

[0036] The VCIB 110 receives various sensor detection values ​​and state determination results from the base vehicle 120, and outputs various API statuses to the ADK 200. The VCIB 110 outputs the API status acquired from the base vehicle 120 to the ADK 200.

[0037] Each of the switch circuits 21-23 is configured to switch between a connected state (closed) and a disconnected state (open) of an electric circuit using an electromagnetic relay or the like. The sub-battery 20B supplies power to the ADK 200 (ADCs 211A and 211B) via the switch circuit 21. The state (connected / disconnected) of the switch circuit 21 is switched depending on the state (activated / deactivated) of the start switch 30. Even if each of the ADCs 211A and 211B is deactivated, when the start switch 30 is turned on, a start request from the start switch 30 acts on the switch circuit 21, and the switch circuit 21 switches from the disconnected state to the connected state. The sub-battery 20B supplies power via the switch circuit 22 to a predetermined body system ECU (hereinafter referred to as the "wake ECU") that is activated in wake mode and to the VCIBs 111A and 111B. Even if each of the VCIBs 111A and 111B is stopped, the switch circuit 22 is brought into a connected state in response to a Wake command from the ADK 200. The main battery 20A supplies power to the vehicle system 120a via the switch circuit 23. Even if the vehicle system 120a is stopped, the switch circuit 23 is switched from a disconnected state to a connected state in response to a Drive command from the ADK 200.

[0038] In the wake mode, the switch circuits 21, 22, and 23 are in the connected, connected, and disconnected states, respectively. In the driving mode, all of the switch circuits 21 to 23 are in the connected state.

[0039] The state of the start switch 30 (on / off) changes in response to user operation. Hereinafter, the state in which the start switch 30 indicates operation will be referred to as "IG-ON," and the state in which the start switch 30 indicates deactivation will be referred to as "IG-OFF." The start switch 30 is set to IG-OFF by a user operation (hereinafter referred to as an "OFF operation") that sets the start switch 30 to the OFF state (deactivation). However, the OFF operation is only valid when a specific OFF condition is met, and is invalid if the OFF condition is not met. A valid OFF operation on the start switch 30 transitions the power mode of the VP100 to wake mode.

[0040] FIG. 4 is a flowchart illustrating an example of a method for controlling the power supply mode. Hereinafter, each step in the flowchart will be referred to as "S." Referring to FIG. 4, the ADK 200 executes the processing flow of S101 to S105. The VCIB 110 executes the processing flow of S201 to S203. This processing flow is executed by the VCIB 111A or, when an abnormality occurs in the VCIB 111A, by the VCIB 111B. Multiple control devices provided in the base vehicle 120 (for example, the integrated control manager 130 and the control devices of each system shown in FIGS. 1 and 2) execute the processing flow of S301 to S303.

[0041] In S101, the ADK 200 transmits a power mode command (Wake command or Drive command) to the VCIB 110. When the VCIB 110 receives the power mode command, the process flow of S201 to S203 is started. In S201, the VCIB 110 executes processing according to the power mode command. In S202, the VCIB 110 determines whether the power mode control according to the power mode command has been completed. For example, when the VCIB 110 is in a stopped state, it starts up upon receiving a Wake command. When the VCIB 110 starts up (YES in S202), the VCIB 110 transmits a power mode status indicating the wake mode to the ADK 200 in S203. On the other hand, when the VCIB 110 receives a Drive command in the wake mode, the VCIB 110 transmits an internal command corresponding to the Drive command to the base vehicle 120 (S201). When the base vehicle 120 receives this internal command, the process flow of S301 to S303 is started. In S301, the base vehicle 120 executes power mode control in accordance with the power mode command. In S302, the base vehicle 120 determines whether the power mode control in accordance with the power mode command has been completed. When the transition from wake mode to driving mode has been completed in accordance with the Drive command (YES in S302), the base vehicle 120 transmits a completion signal indicating the completion of power mode control to the VCIB 110 in S303. When the VCIB 110 receives this completion signal (YES in S202), the VCIB 110 transmits a power mode status indicating the driving mode to the ADK 200 in S203.

[0042] After sending the power mode command in S101, the ADK 200 determines whether the retry condition is met in the following S102. For example, the retry condition is met when a predetermined time (e.g., 4 seconds) has elapsed since the ADK 200 sent the power mode command, but the ADK 200 does not receive a power mode status indicating that the power mode has been changed in accordance with the power mode command. If the retry condition is met (YES in S102), the ADK 200 sets the value "0" to the power mode command in S103, then sets the power mode command again, and resends the power mode command to the VCIB 110 in S104. Then, processing proceeds to S105. If the retry condition is not met (NO in S102), processing proceeds to S105.

[0043] In S105, the ADK 200 determines whether it has received a power mode status (S203) indicating that a power mode change has been made in accordance with the power mode command. If it is determined that the ADK 200 has not received the power mode status (NO in S105), the process returns to S102. If it is determined that the ADK 200 has received the power mode status (YES in S105), this process ends.

[0044] FIG. 5 is a flowchart for explaining an example of automatic driving control of vehicle 1. When the power supply mode of VP 100 changes to driving mode, a control device included in vehicle system 120a starts a processing flow of S11 to S16. Referring to FIG. 5, in S11, base vehicle 120 acquires current vehicle information. In S12, base vehicle 120 transmits the acquired vehicle information to VCIB 110. The current vehicle information includes various sensor detection values ​​indicating the current state of base vehicle 120 and a state determination result based on user operation or sensor detection values. After transmitting the vehicle information, base vehicle 120 determines in S13 whether or not it has received a command (ADK command) from ADK 200. While base vehicle 120 does not receive an ADK command (NO in S13), S11 to S13 are repeated, and the processing does not proceed to S14.

[0045] The processing flow of S21 to S26 is executed by the VCIB 110 (VCIB 111A or 111B). The VCIB 110 starts the processing flow when it receives current vehicle information from the base vehicle 120. In S21, the VCIB 110 acquires various API statuses indicating the current state of the base vehicle 120 based on the current vehicle information. The VCIB 110 may determine the values ​​of the various API statuses based on the detected values ​​of various sensors. In the following S22, the VCIB 110 transmits the various API statuses acquired in S21 to the ADK 200. Thereafter, in S23, the VCIB 110 waits for an API command while determining whether or not the API command has been received from the ADK 200. While the VCIB 110 has not received an API command (NO in S23), the processing does not proceed to S24.

[0046] The processing flow of S31 to S35 is executed by the ADK200 (ADC211A or 211B). The ADK200 starts the processing flow when it receives the above API status from the VCIB110. In S31, the ADK200 determines whether the received vehicle mode status indicates automatic mode. If the vehicle mode status indicates automatic mode (YES in S31), the ADK200 creates a driving plan in S32 based on the detection results of various sensors (e.g., environmental information and attitude information) and the API status acquired from the VCIB110. The driving plan is data indicating the target behavior of the vehicle 1 over a predetermined period. The ADK200 may calculate the behavior of the vehicle 1 (vehicle speed, attitude, etc.) and create a driving plan suitable for the state of the vehicle 1 and the external environment. In the following S33, the ADK200 extracts control-related physical quantities (acceleration, tire turning angle, etc.) from the driving plan created in S32. In the following S34, the ADK200 divides the physical quantities extracted in S33 for each API period. Based on the divided physical quantities, the ADK200 calculates an autonomous driving command (values ​​of various API commands) for realizing the physical quantities according to the driving plan. Then, the process proceeds to S35. If the vehicle mode status does not indicate the autonomous mode (NO in S31), no autonomous driving command is generated, and the process proceeds to S35.

[0047] In S35, the ADK200 determines the value of an API command other than an autonomous driving command. The ADK200 transmits various API commands to the VCIB110. The ADK200 determines the value of the power mode command based on the state of the vehicle 1. If the determined power mode command requests a power mode change, the ADK200 may execute a retry according to the processing flow of S101 to S105 shown in FIG. 4. The retry interval for the power mode command may be four seconds or more. The API command transmitted in S35 corresponds to a command to the base vehicle 120. In the autonomous mode, an API command indicating an autonomous driving command is determined in S32 to S34 and transmitted in S35. When the processing of S35 is executed, the processing flow of S31 to S35 ends. However, this processing flow is started each time the ADK200 receives an API status (S22). When the VCIB110 receives the above API command (YES in S23), it determines the value of the power mode command in S24. If the VCIB 110 does not accept the power mode command from the ADK 200, the VCIB 110 changes the value of the power mode command set by the ADK 200.

[0048] After determining the value of the power mode command in S24, the VCIB 110 converts the various API commands received from the ADK 200 into internal commands in the following S25. Through this signal conversion, an internal command corresponding to the API command is obtained. In the following S26, the VCIB 110 transmits the obtained internal command (ADK command) to the base vehicle 120. When the processing of S26 is executed, the processing flow of S21 to S26 ends. However, this processing flow is started every time the VCIB 110 receives the latest vehicle information from the base vehicle 120.

[0049] When the base vehicle 120 receives various internal commands (ADK commands) corresponding to various API commands from the VCIB 110 (YES in S13), the base vehicle 120 determines in S14 whether the received internal commands include an internal command corresponding to a Wake command. If the base vehicle 120 receives an internal command corresponding to a Wake command (YES in S14), in S16 the base vehicle 120 executes power supply mode control according to the Wake command according to the processing flow of S301 to S303 shown in FIG. 4. In S301, the power supply mode is changed from the driving mode to the wake mode. As a result, the multiple control devices included in the vehicle system 120a are stopped except for some body ECUs (wake ECUs).

[0050] If the internal command (ADK command) received from the VCIB 110 does not include an internal command corresponding to the Wake command (NO in S14), the base vehicle 120 executes vehicle control in accordance with the ADK command in S15. In the automatic mode, the base vehicle 120 executes automatic driving control in accordance with the automatic driving command from the ADK 200. The power supply mode of the VP 100 is maintained in the driving mode. Then, the process returns to the first step (S11).

[0051] In the vehicle 1 that operates as described above, when autonomous driving is terminated in the autonomous mode, if a Wake command is sent to the VP 100 via the VCIB 110 in preparation for resuming autonomous driving, the multiple control devices included in the vehicle system 120a are stopped, except for some body-related ECUs. Therefore, communication is also cut off for each of the multiple control devices, except for some body-related ECUs. As a result, at least one of the multiple control devices, except for some body-related ECUs, may be determined to be in a fault state due to communication being cut off. As a result, even if a Drive command is subsequently received, the control devices may not be able to recover from the stopped state, and autonomous driving may not be able to be resumed.

[0052] Therefore, in this embodiment, when the VCIB 110 receives a Wake command from the ADK 200 in the automatic mode, the VCIB 110 invalidates the Wake command.

[0053] In this way, even if a wake command is received from the ADK200 during automatic mode, the wake command is disabled, thereby preventing some of the multiple control devices from going into a stopped state. This prevents some of the multiple control devices from going into a stopped state, causing communication to be cut off and being determined to be in a fault state. This makes it possible to quickly resume automatic operation.

[0054] An example of processing executed by the VCIB 110 will be described below with reference to FIG. 6. FIG. 6 is a flowchart showing an example of processing for determining a power mode command. FIG. 6 shows details of the processing of S24 in FIG. 5. In S251, the VCIB 110 determines whether or not a Wake command has been received from the ADK 200. If the VCIB 110 has received a Wake command (YES in S251), the VCIB 110 determines in the following S252, based on the shift lever status acquired in S21, whether or not the shift lever is in a position corresponding to parking. If the shift lever is in a position corresponding to parking (YES in S252), the VCIB 110 determines in the following S253, based on the vehicle speed status acquired in S21, whether or not the vehicle speed is 0 km / h. If the vehicle speed is 0 km / h (YES in S253), the VCIB 110 determines in S254 whether or not the vehicle mode is automatic mode. If the vehicle mode is not automatic mode (NO in S254), the VCIB 110 accepts the Wake command (value "2") from the ADK 200. On the other hand, if the shift lever is not in a position corresponding to parking (NO in S252), the vehicle speed is not 0 km / h (NO in S253), or the vehicle mode is automatic mode (YES in S254), the VCIB 110 changes the power mode command from value "2" to value "0" (no request) in S255. Then, the process returns to the main routine (processing flow in FIG. 5).

[0055] Lines L1 to L7 within the dashed-dotted frame in Figure 6 show an example of the operation of the vehicle 1. "t" within the dashed-dotted frame indicates time. As shown by line L7, the vehicle 1 decelerates and stops in automatic mode. As shown by line L2, assume that a Wake command is sent from the ADK200 to the VCIB110 during the period from t1 to t2 and the period from t3 to t4. Because the shift lever is not in a position corresponding to parking during these periods, the power mode command is changed by processing in S255. When the immobilization command switches from release to application at t5 as shown by line L5, the shift lever status switches from D to P at t6 as shown by line L6. In automatic mode, the ADK200 moves the shift lever 40 to change the shift range. At this time, for example, even if a Wake command is sent from the ADK 200 to the VCIB 110 at t7, the power mode command indicating the Wake command is invalidated by the processing of S255 because the vehicle is in automatic mode, even if the shift lever is in the parking position and the vehicle speed is 0 km / h. Therefore, transition to wake mode is suppressed at t8 as shown by dashed line L4, and driving mode is maintained as shown by line L3. This causes each control device other than the body ECU to enter a stopped state, preventing it from being determined to be in a fault state, making it possible to resume automatic driving thereafter.

[0056] As described above, in the vehicle according to this embodiment, even if a wake command is received from the ADK 200 during the automatic mode, the wake command is disabled, thereby preventing control devices other than the body ECU from being stopped among the multiple control devices. This prevents some of the multiple control devices from being stopped, resulting in communication being cut off and being determined to be in a failure state. This makes it possible to quickly resume automatic driving. Therefore, it is possible to provide a vehicle that operates appropriately in response to requests from the automatic driving system.

[0057] In addition, when the VCIB 110 receives a wake command from the ADK 200 in the driving mode (YES in S251 in FIG. 6), if the VCIB 110 determines that the shift lever is in a position corresponding to parking, the vehicle speed is 0 km / h, and the mode is not automatic, the VCIB 110 requests the base vehicle 120 to change the power supply mode in accordance with the wake command (S26 in FIG. 5). The base vehicle 120 changes the power supply mode of the VP 100 in response to the request from the VCIB 110 (S16 in FIG. 5). In this way, the VCIB 110 determines whether the situation is suitable for transitioning to the wake mode, and if it determines that the situation is suitable for transitioning to the wake mode, the VCIB 110 requests the base vehicle 120 to transition to the wake mode. This makes it possible to prevent the base vehicle 120 from being requested to transition to the wake mode in an inappropriate situation.

[0058] 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]

[0059] 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. An autonomous driving system that automatically drives a vehicle; a vehicle platform capable of receiving commands related to the autonomous driving from the autonomous driving system; The vehicle platform includes a base vehicle including a plurality of control devices and a vehicle control interface that interfaces between the vehicle platform and the automated driving system; A vehicle in which, when the vehicle control interface receives a wake command from the autonomous driving system during execution of the autonomous driving, the wake command requests a transition to a power mode in which some of the multiple control devices of the vehicle platform are stopped and the vehicle control interface is activated, the vehicle control interface disables the wake command.

2. 2. The vehicle of claim 1, wherein when the base vehicle receives the wake command from the vehicle control interface, the base vehicle activates the vehicle control interface and a body control device among the plurality of control devices, and activates the other control devices.

3. the vehicle further includes an operating member that accepts an operation for switching between starting the vehicle and stopping the vehicle; 2. The vehicle according to claim 1, wherein when the vehicle platform receives an operation to stop the vehicle via the operating member, the vehicle platform assumes that the wake command has been received, and activates the vehicle control interface and a body control device among the plurality of control devices, and places the other control devices in the stopped state.

4. 2. The vehicle of claim 1, wherein when the vehicle platform receives the wake command while the shift position is in the parking position, the vehicle is stopped, and the base vehicle is being manually driven by a user, the vehicle platform activates a body system control device among the plurality of control devices and puts the other control devices into the stopped state.

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