vehicle

Abstract

To prevent misdetection of brake pedal (hereinafter referred to as "BP") depression. [Solution] The vehicle is configured to enable autonomous driving by allowing the ADK, which issues instructions for autonomous driving, to be attached and detached. The vehicle includes a VP, a BP that receives braking operations from the driver of the VP, a brake system that brakes the VP according to the braking operation received by the BP or braking instructions from the ADK, a driver presence detection unit that detects whether or not a driver is in the vehicle, and a VCIB that relays control communication between the ADK and the brake system. The VCIB determines whether or not a driver is in the vehicle using the detection result from the driver presence detection unit (S112), and if it determines that a driver is in the vehicle, it outputs a BP intervention signal to the ADK with a value (0, 1, 2) corresponding to the braking operation received by the BP (S114~119, 121), and if it determines that a driver is not in the vehicle, it outputs a BP intervention signal to the ADK with a value (3) indicating that there is no braking operation (S113, 121).

Description

Technical Field

[0001] This disclosure relates to a vehicle, and particularly to a vehicle configured to be capable of autonomous driving with a detachable autonomous driving kit for giving an instruction for autonomous driving.

Background Art

[0002] Conventionally, there has been a vehicle configured to be capable of autonomous driving with a detachable autonomous driving kit (hereinafter referred to as "ADK (Autonomous Driving Kit)") (see, for example, Patent Document 1). In this vehicle, a vehicle control interface box (hereinafter referred to as "VCIB (Vehicle Control Interface Box)") transmits an intervention signal of the brake pedal by the driver of the vehicle to the ADK.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In Patent Document 1, the presence or absence of depression of the brake pedal is determined from the amount of depression of the brake pedal. However, the brake pedal may move due to factors other than the driver's operation. Therefore, there is a possibility of misjudging the depression of the brake pedal.

[0005] This disclosure has been made to solve the above - described problems, and an object thereof is to provide a vehicle capable of preventing misjudgment of depression of the brake pedal.

Means for Solving the Problems

[0006] The vehicle relating to this disclosure is configured to enable autonomous driving by attaching and detaching an autonomous driving kit that issues instructions for autonomous driving. The vehicle comprises a vehicle platform, a brake pedal that receives braking operations from the driver of the vehicle platform, a braking function unit that brakes the vehicle platform according to the braking operations received by the brake pedal or braking instructions from the autonomous driving kit, a driver detection unit that detects whether or not a driver is on board, and a vehicle control interface box that relays control communication between the autonomous driving kit and the braking function unit. The vehicle control interface box determines whether or not a driver is on board using the detection result from the driver detection unit, and if it determines that a driver is on board, it outputs a brake pedal intervention signal to the autonomous driving kit with a value corresponding to the braking operation received by the brake pedal, and if it determines that a driver is not on board, it outputs a brake pedal intervention signal with a first value indicating that there is no braking operation to the autonomous driving kit.

[0007] With this configuration, if the driver is not in the vehicle, a brake pedal intervention signal indicating no braking operation is output to the autonomous driving kit, regardless of whether or not a braking operation has been registered via the brake pedal. As a result, it is possible to provide a vehicle that can prevent misjudging whether the brake pedal has been pressed.

[0008] The vehicle control interface box may, if it determines that a driver is on board and there is no braking operation, output a brake pedal intervention signal to the autonomous driving kit with a second value, which is different from the first value and indicates that no braking operation has been performed.

[0009] With this configuration, it is possible to distinguish between when a driver is on board and when they are not, and communicate this to the autonomous driving kit.

[0010] The vehicle control interface box may output a second brake pedal intervention signal to the autonomous driving kit if it determines that a driver is in the vehicle and the amount of brake pedal operation is less than a threshold.

[0011] With this configuration, the autonomous driving kit can be properly informed that the brake pedal is not being pressed when a driver is present in the vehicle.

[0012] The vehicle control interface box may output a brake pedal intervention signal of a third value indicating that braking has occurred to the autonomous driving kit if it determines that a driver is on board, the amount of brake pedal operation is greater than a threshold, and the deceleration request corresponding to the amount of brake pedal operation is lower than the system deceleration request including a braking instruction. Alternatively, if it determines that a driver is on board, the amount of brake pedal operation is greater than a threshold, and the deceleration request corresponding to the amount of brake pedal operation is higher than the system deceleration request including a braking instruction, it may output a brake pedal intervention signal of a fourth value indicating that the deceleration request due to braking exceeds the system deceleration request.

[0013] With this configuration, when a driver is present, it is possible to distinguish between deceleration requests due to the driver's braking operation and system deceleration requests and communicate these to the autonomous driving kit.

[0014] The vehicle control interface box may also output a brake pedal position signal to the autonomous driving kit, corresponding to the amount of brake pedal operation performed by the driver.

[0015] This configuration allows the amount of brake pedal operation performed by the driver to be appropriately transmitted to the autonomous driving kit. [Effects of the Invention]

[0016] This disclosure makes it possible to provide a vehicle that can prevent misjudging whether the brake pedal has been pressed. [Brief explanation of the drawing]

[0017] [Figure 1] This figure shows an overview of a MaaS system in which a vehicle according to an embodiment of this disclosure is used. [Figure 2] It is a diagram showing the configuration of the vehicle in more detail. [Figure 3] It is a functional block diagram regarding brake pedal control in a vehicle. [Figure 4] It is a diagram for explaining the brake pedal intervention signal. [Figure 5] It is a time chart showing an example of the transition of the brake pedal intervention signal in a vehicle. [Figure 6] It is a flowchart showing the flow of the brake pedal intervention process executed by VCIB in this embodiment.

Mode for Carrying Out the Invention

[0018] Hereinafter, this embodiment will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

[0019] In the following embodiment, an example in which the ADK is mounted on a MaaS vehicle (Mobility as a Service Vehicle) will be described. The autonomous driving kit is a tool that integrates a set of hardware and software for realizing autonomous driving, and is one embodiment of an autonomous driving system (ADS: Autonomous Driving System). Note that the type of vehicle on which the autonomous driving kit can be mounted is not limited to MaaS vehicles. The autonomous driving kit can be applied to all vehicles capable of implementing autonomous driving.

[0020] <Overall Configuration> FIG. 1 is a diagram showing an overview of a MaaS system in which a vehicle 1 according to an embodiment of this disclosure is used. Referring to FIG. 1, this MaaS system includes a vehicle 1. The vehicle 1 includes a vehicle body 2 and an autonomous driving kit (ADK) 3. The vehicle body 2 includes a vehicle control interface 4, a vehicle platform (VP), and a DCM (Data Communication Module) 6. In addition to the vehicle 1, the MaaS system includes a data server 7, a mobility service platform (MSPF) 600, and an autonomous driving-related mobility service 9.

[0021] The vehicle 1 can perform autonomous driving according to commands from the ADK 3 attached to the vehicle body 2. In FIG. 1, the vehicle body 2 and the ADK 3 are shown at separate positions, but in reality, the ADK 3 is attached to the rooftop or the like of the vehicle body 2.

[0022] Note that the ADK 3 can also be removed from the vehicle body 2. When the ADK 3 is removed, the vehicle body 2 can travel by the driver's operation. In this case, the VP 5 executes driving control in manual mode (driving control according to driver operation).

[0023] The vehicle control interface 4 can communicate with the ADK 3 through CAN (Controller Area Network) or the like. The vehicle control interface 4 receives various commands from the ADK 3 and outputs the state of the vehicle body 2 to the ADK 3 by executing a predetermined API (Application Program Interface) defined for each communicated signal.

[0024] When the vehicle control interface 4 receives a command from ADK3, it outputs a corresponding control command to VP5. The vehicle control interface 4 also obtains various information about the vehicle body 2 from VP5 and outputs the status of the vehicle body 2 to ADK3. The configuration of the vehicle control interface 4 will be explained in detail later.

[0025] VP5 includes various systems and sensors for controlling the vehicle body 2. VP5 performs vehicle control according to commands instructed from ADK3 through the vehicle control interface 4. In other words, the vehicle 1 is driven automatically by VP5 performing vehicle control according to commands from ADK3. The configuration of VP5 will be described in detail later.

[0026] ADK3 is a type of automated driving system (ADS) for autonomous driving of vehicle 1. For example, ADK3 creates a driving plan for vehicle 1 and outputs various commands to the vehicle control interface 4 according to the API defined for each command, in order to drive vehicle 1 according to the created driving plan. ADK3 also receives various signals indicating the status of the vehicle body 2 from the vehicle control interface 4 according to the API defined for each signal, and reflects the received vehicle status in the creation of the driving plan. The configuration of ADK3 (ADS) will be explained later.

[0027] The DCM6 includes a communication interface for the vehicle body 2 to communicate wirelessly with the data server 7. The DCM6 outputs various vehicle information, such as speed, location, and autonomous driving status, to the data server 7. The DCM6 also receives various data from the mobility service 9, such as the MSPF8 and the data server 7, for managing the operation of the autonomous vehicle, including vehicle 1, in the autonomous driving-related mobility service 9.

[0028] The data server 7 is configured to enable wireless communication with various autonomous vehicles, including vehicle 1, and is also configured to communicate with MSPF 8. The data server 7 stores various data (vehicle status and vehicle control data) for managing the operation of autonomous vehicles.

[0029] MSPF8 is a unified platform to which various mobility services are connected. In addition to autonomous driving-related mobility services 9, various other mobility services (for example, various mobility services provided by ride-sharing companies, car-sharing companies, insurance companies, rental car companies, taxi companies, etc.) can be connected to MSPF8. Various mobility services, including mobility services 9, can use the various functions provided by MSPF8 according to the service content by using APIs published on MSPF8.

[0030] Autonomous driving-related mobility service 9 provides mobility services using autonomous vehicles, including vehicle 1. Mobility service 9 can obtain, for example, driving control data of vehicle 1 communicating with data server 7, and / or information stored in data server 7 from MSPF8 using APIs exposed on MSPF8. Mobility service 9 also uses the above APIs to send, for example, data for managing autonomous vehicles, including vehicle 1, to MSPF8.

[0031] Furthermore, MSPF8 has published an API for utilizing various vehicle status and vehicle control data necessary for ADS development. ADS operators can use the vehicle status and vehicle control data necessary for ADS development, stored in data server 7, as the above API.

[0032] <Vehicle configuration> Figure 2 is a diagram showing the configuration of vehicle 1 in more detail. Referring to Figure 2, ADK3 includes a computer 31, a recognition sensor 32, a posture sensor 33, an HMI (Human Machine Interface) 34, and a sensor cleaner 35.

[0033] During the autonomous driving of vehicle 1, computer 31 uses various sensors (described later) to acquire information about the environment around the vehicle, as well as the attitude, behavior, and position of vehicle 1. Computer 31 also acquires the state of vehicle 1 from VP5 via vehicle control interface 4 and sets the next action for vehicle 1 (accelerate, decelerate, turn, etc.). Computer 31 outputs commands to vehicle control interface 4 to implement the set next action.

[0034] The recognition sensor 32 recognizes the environment around the vehicle. Specifically, the recognition sensor 32 includes, for example, at least one of LIDAR (Laser Detection and Ranging), millimeter-wave radar, and a camera.

[0035] Lidar measures the distance to an object (such as a person, another vehicle, or an obstacle) by emitting pulsed infrared laser light and measuring the time it takes for the emitted light to reflect off the object and return. Millimeter-wave radar measures the distance to an object and / or the direction of the object by emitting millimeter waves and detecting the millimeter-wave radio waves reflected by the object. A camera is placed, for example, behind the rearview mirror inside the vehicle and captures an image of the area in front of vehicle 1. Images captured by the camera can be processed using an image processing processor equipped with artificial intelligence (AI). Information acquired by the recognition sensor 32 is output to the computer 31.

[0036] The attitude sensor 33 detects the attitude, behavior, and position of the vehicle 1. Specifically, the attitude sensor 33 may include, for example, an inertial measurement unit (IMU) and a global positioning system (GPS).

[0037] The IMU detects, for example, the deceleration of vehicle 1 in the longitudinal, lateral, and vertical directions, as well as the angular velocity of vehicle 1 in the roll, pitch, and yaw directions. The GPS detects the position of vehicle 1 using information received from multiple GPS satellites orbiting the Earth. Information acquired by the attitude sensor 33 is also output to the computer 31.

[0038] HMI34 includes, for example, a display device, an audio output device, and an operating device. Specifically, HMI34 may include a touch panel display and / or a smart speaker (AI speaker). HMI34 provides information to the user and accepts user input when vehicle 1 is in autonomous driving mode, driving in manual mode, or when transitioning between modes.

[0039] The sensor cleaner 35 is configured to remove dirt adhering to each sensor. More specifically, the sensor cleaner 35 removes dirt from the camera lens, laser irradiation unit, or millimeter-wave irradiation unit using a cleaning solution or a wiper.

[0040] The vehicle control interface 4 includes VCIB41 and 42. VCIB41 and 42 each contain a processor such as a CPU (Central Processing Unit) and memory such as ROM (Read Only Memory) and RAM (Random Access Memory). Each of VCIB41 and 42 is connected to the computer 31 of ADK3 in a communicative manner. Furthermore, VCIB41 and 42 are connected to each other in a communicative manner.

[0041] Each of the VCIB41 and VCIB42 relays various commands from the ADK3 and outputs them to the VP5 as control commands. More specifically, each of the VCIB41 and VCIB42 uses programs stored in memory to convert the various commands output from the ADK3 into control commands used to control each system in the VP5, and outputs those control commands to the connected system. In addition, each of the VCIB41 and VCIB42 processes (including relaying) the vehicle information output from the VP5 as appropriate and outputs it to the ADK3 as the vehicle status.

[0042] VCIB41 and VCIB42 have essentially equivalent functions, although their connection destinations to the various systems that make up VP5 differ slightly. Because VCIB41 and VCIB42 have equivalent functions regarding the operation of the brake system and steering system, the control system between ADK3 and VP5 is made redundant (duplicated). Therefore, even if some failure occurs in part of the above system, the functions of VP5 (steering, braking, etc.) can be maintained by switching control systems or shutting off the failed control system.

[0043] VP5 includes a brake pedal 50, brake systems 511, 512, wheel speed sensors 52, steering systems 531, 532, pinion angle sensors 541, 542, an EPB (Electric Parking Brake) system 551, a P-lock system 552, a propulsion system 56, a PCS (Pre-Collision System) 57, a camera / radar 58, and a body system 59.

[0044] VCIB41 is interconnected via a communication bus to the brake system 512, steering system 531, and P-lock system 552, which are among the multiple systems of VP5. VCIB42 is interconnected via a communication bus to the brake systems 511, 512, steering system 532, EPB system 551, P-lock system 552, propulsion system 56, and body system 59, which are among the multiple systems of VP5.

[0045] The brake pedal 50 accepts driver input (pressing motion). The brake pedal 50 is equipped with a brake position sensor that detects the amount of pressure applied to the brake pedal 50.

[0046] Brake systems 511 and 512 are configured to control a plurality of braking devices provided on each wheel of vehicle 1. These braking devices may include disc brake systems that operate using hydraulic pressure adjusted by actuators. Brake systems 511 and 512 may be configured to have equivalent functions. Alternatively, one of brake systems 511 and 512 may be configured to independently control the braking force of each wheel during vehicle travel, while the other may be configured to control the generation of the same braking force at each wheel during vehicle travel.

[0047] Each of the brake systems 511 and 512 generates a braking command to the braking device according to a predetermined control command transmitted from the ADK3 via the vehicle control interface 4. The brake systems 511 and 512 also control the braking device using the braking command generated by either one of them, for example. Furthermore, if a malfunction occurs in either of the brake systems 511 or 512, the brake system 511 or 512 controls the braking device using the braking command generated by the other.

[0048] In this example, the wheel speed sensor 52 is connected to the brake system 512. The wheel speed sensor 52 is installed on each wheel of the vehicle 1, for example. The wheel speed sensor 52 detects the rotational speed of each wheel and outputs the detected rotational speed to the brake system 512. The brake system 512 outputs the rotational speed of each wheel to the VCIB 41 as one of the pieces of information included in the vehicle information.

[0049] The steering systems 531 and 532 are configured to control the steering angle of the steering wheels of the vehicle 1 using a steering device. The steering device includes, for example, a rack-and-pinion type EPS (Electric Power Steering) in which the steering angle can be adjusted by an actuator.

[0050] The steering systems 531 and 532 have equivalent functions. Each of the steering systems 531 and 532 generates steering commands to the steering device according to predetermined control commands output from the ADK3 via the vehicle control interface 4. The steering systems 531 and 532 control the steering device using the steering commands generated by either one of them. In addition, if a malfunction occurs in either of the steering systems 531 or 532, the steering device is controlled using the braking commands generated by the other.

[0051] The pinion angle sensor 541 is connected to the steering system 531. The pinion angle sensor 542 is connected to the steering system 532. Each of the pinion angle sensors 541 and 542 detects the rotation angle (pinion angle) of the pinion gear connected to the rotation axis of the actuator and outputs the detected pinion angle to the steering system 531 and 532, respectively.

[0052] The EPB system 551 is configured to control the EPB (Electronic Parking Brake) provided on the wheels of vehicle 1. The EPB is provided separately from the braking devices of the brake systems 511 and 512, and locks the wheels by the operation of an actuator. This actuator may be adjustable in terms of the hydraulic pressure supplied to the braking devices separately from the brake systems 511 and 512. The EPB locks the wheels by, for example, acting on a drum brake for the parking brake using the actuator.

[0053] The P-lock system 552 is configured to control a P-lock device provided in the transmission of vehicle 1. More specifically, a gear (lock gear) is provided to connect to a rotating element within the transmission. Furthermore, a parking lock pawl is provided whose position can be adjusted by an actuator relative to the teeth of this lock gear. The P-lock device fixes the rotation of the transmission's output shaft by engaging a projection located at the tip of the parking lock pawl.

[0054] The propulsion system 56 is configured to allow switching of the shift range using a shift device and to control the driving force of the vehicle 1 in the direction of travel using a drive source. The shift device is configured to allow selection of any of a plurality of shift ranges. The drive source may include a motor generator and an engine.

[0055] PCS57 uses a camera / radar 58 to perform controls to avoid or mitigate collisions with vehicle 1. More specifically, PCS57 is connected to a brake system 512. PCS57 uses the camera / radar 58 to detect objects ahead and determines whether there is a possibility of collision with vehicle 1 based on the distance to the object. If a collision is deemed possible, PCS57 outputs a braking command to the brake system 512 to increase the braking force.

[0056] The body system 59 is configured to control various components (such as turn signals, horns, or wipers) depending on the driving conditions or driving environment of the vehicle 1, for example.

[0057] Systems other than the brake systems 511, 512 and the steering systems 531, 532 are also configured to control corresponding devices according to predetermined control commands transmitted from the ADK3 via the vehicle control interface 4. Specifically, the EPB system 551 receives control commands from the ADK3 via the vehicle control interface 4 and controls the EPB according to those commands. The P-lock system 552 receives control commands from the ADK3 via the vehicle control interface 4 and controls the P-lock device according to those commands. The propulsion system 56 receives control commands from the ADK3 via the vehicle control interface 4 and controls the shift device and drive source according to those commands. The body system 59 receives control commands from the ADK3 via the vehicle control interface 4 and controls the above-mentioned components according to those commands.

[0058] Furthermore, the aforementioned braking system, steering system, EPB, P-lock, shift system, and drive source may be provided with separate operating devices that allow for manual operation by the user.

[0059] <Brake pedal control> Figure 3 is a functional block diagram relating to brake pedal control in vehicle 1. Referring to Figures 2 and 3, the brake system 511 includes a position calculation unit 511A, a deceleration arbitration unit 511B, and an intervention decision unit 511C. For space limitations, the brake system 511 is used as an example here, but the brake system 512 may have similar functions to the brake system 511.

[0060] The position calculation unit 511A receives a signal from the brake position sensor indicating the amount the driver depresses the brake pedal 50, and outputs a brake pedal position signal indicating the amount the brake pedal is depressed to the VCIB 41 and the intervention decision unit 511C. The position calculation unit 511A also outputs a deceleration request to the deceleration arbitration unit 511B according to the amount the driver depresses the brake pedal 50.

[0061] The deceleration arbitration unit 511B receives deceleration requests from the position calculation unit 511A and from various systems, and arbitrates these two deceleration requests. More specifically, the deceleration arbitration unit 511B adds the two deceleration values. The deceleration arbitration unit 511B outputs the arbitration result of the two deceleration requests (in this example, the sum of the two deceleration values) to the intervention decision unit 511C.

[0062] In the following, deceleration requests from the position calculation unit 511A will be referred to as "driver deceleration requests," and deceleration requests from various systems will be referred to as "system deceleration requests" to distinguish between the two.

[0063] The source of the system deceleration request is, for example, ADK3, but is not limited to this; it could also be, for example, PCS57. When the source of the system deceleration request is ADK3, the deceleration arbitration unit 511B receives the system deceleration request via the vehicle control interface 4.

[0064] The intervention decision unit 511C receives a brake pedal position signal from the position calculation unit 511A and a mediation result from the deceleration mediation unit 511B. Based on the brake pedal position signal and the mediation result, the intervention decision unit 511C generates a brake pedal intervention signal and outputs the generated brake pedal intervention signal to the VCIB41.

[0065] VCIB41 includes a brake pedal position processing unit 411 and a brake pedal intervention processing unit 412. Although only VCIB41 is shown in Figure 3, the other redundant VCIB42 has equivalent functionality.

[0066] The brake pedal position processing unit 411 receives a brake pedal position signal from the brake system 511 (position calculation unit 511A) and performs predetermined processing on the brake pedal position signal. The brake pedal position processing unit 411 outputs the processed brake pedal position signal to the ADK3.

[0067] The brake pedal position signal output to ADK3 provides a brake pedal depression amount corresponding to the value detected by the brake position sensor when vehicle 1 is functioning normally. The brake pedal depression amount is represented by a value within the range of 0% to 100%. However, due to assembly errors in the brake pedal and / or brake position sensor, the brake pedal depression amount may exceed 100%.

[0068] On the other hand, the brake pedal position signal output to ADK3 provides a fail-safe value in the event of an abnormality in vehicle 1, specifically in the event of a brake position sensor failure. This fail-safe value corresponds to a brake pedal depression amount of 100%, and is, for example, 0xFF.

[0069] The brake pedal intervention processing unit 412 receives a brake pedal intervention signal from the intervention decision unit 511C and performs predetermined processing on the brake pedal intervention signal. The brake pedal intervention processing unit 412 outputs the processed brake pedal intervention signal to the ADK3. However, the intervention decision unit 511C may perform the processing, and the brake pedal intervention processing unit 412 may simply relay the brake pedal intervention signal from the intervention decision unit 511C to the ADK3.

[0070] <Brake pedal intervention> The following explains what the brake pedal intervention signal represents. Figure 4 is a diagram illustrating the brake pedal intervention signal. Referring to Figure 4, the brake pedal intervention signal takes one of the values ​​0, 1, and 2.

[0071] When the brake pedal intervention signal value is 0, the brake pedal intervention signal indicates that the brake pedal 50 is not pressed. When the brake pedal intervention signal value is 1, the brake pedal intervention signal indicates that the brake pedal 50 is pressed. When the brake pedal intervention signal value is 2, the brake pedal intervention signal indicates that the deceleration request due to pressing the brake pedal 50 (driver deceleration request) exceeds the deceleration request from ADK3, etc. (system deceleration request). This state is called "Beyond autonomy deceleration".

[0072] Figure 5 is a time chart showing an example of the progression of the brake pedal intervention signal in vehicle 1. In Figure 5, the horizontal axis represents elapsed time. The vertical axis, from top to bottom, represents the deceleration request and the amount of brake pedal depression.

[0073] Referring to Figure 5, at the initial time t0, the brake pedal pressure is 0%. In this case, the value of the brake pedal intervention signal is 0, indicating that the brake pedal 50 is not depressed.

[0074] At time t1, the driver begins to press the brake pedal 50. At the following time t2, the amount of brake pedal depression exceeds a predetermined threshold (BRK_INTV). This threshold is a value that allows for some "play" in the brake pedal 50, and is set to, for example, a few percent. When the amount of brake pedal depression exceeds the threshold BRK_INTV, the value of the brake pedal intervention signal changes from 0 to 1. At this time, the brake pedal intervention signal indicates that the brake pedal 50 has been pressed.

[0075] At time t3, the brake pedal depression amount (driver deceleration request) corresponding to the amount the brake pedal 50 is pressed becomes higher than the system deceleration request. Consequently, the value of the brake pedal intervention signal changes from 1 to 2. At this point, the brake pedal intervention signal indicates excessive automatic deceleration.

[0076] [Problems and Solutions] In MaaS vehicles, both scenarios with and without a driver are anticipated, so it is determined whether the brake pedal 50 has been operated regardless of whether a driver is present. However, in scenarios where there is no driver, information on whether the brake pedal 50 has been operated is unnecessary. In the configuration described above, the presence or absence of brake pedal depression is determined from the amount of brake pedal depression. However, the brake pedal 50 may move due to factors other than driver operation. For example, if the deceleration request from ADK3 is large, the brake pedal 50 may move slightly due to the inertia acting on it. In addition to inertia, the brake pedal 50 may also experience instantaneous changes in brake pressure due to responsiveness issues with the brake valve, which can lead to a misjudgment that the brakes have been pressed. Thus, there is a possibility of misjudging the depression of the brake pedal 50 in scenarios where it is not necessary to determine whether the brake pedal 50 has been operated.

[0077] Therefore, Vehicle 1 is configured to enable autonomous driving by allowing the ADK3, which issues instructions for autonomous driving, to be attached and detached, and includes a VP5, a brake pedal 50 that receives braking operations from the driver of the VP5, brake systems 511 and 512 that brake the VP5 according to the braking operations received by the brake pedal 50 or braking instructions from the ADK3, a driver presence detection unit 413 that detects whether or not a driver is in the vehicle, and VCIBs 41 and 42 that relay control communication between the ADK3 and the brake systems 511 and 512. The VCIBs 41 and 42 determine whether or not a driver is in the vehicle using the detection result from the driver presence detection unit 413, and if it is determined that a driver is in the vehicle, they output a brake pedal intervention signal to the ADK3 with a value corresponding to the braking operation received by the brake pedal 50, and if it is determined that a driver is not in the vehicle, they output a brake pedal intervention signal to the ADK3 with a first value indicating that there is no braking operation.

[0078] As a result, if the driver is not in the vehicle, a brake pedal intervention signal indicating no braking operation is output to the ADK3, regardless of whether or not a braking operation has been registered with the brake pedal 50. Consequently, it is possible to prevent misjudgment of whether the brake pedal 50 has been pressed.

[0079] Returning to Figure 3, VP5 further includes a driver presence detection unit 413. The driver presence detection unit 413 detects whether or not a driver is sitting in the driver's seat. In this embodiment, the driver presence detection unit 413 is composed of a seating sensor that detects whether or not a driver is sitting in the driver's seat. The driver presence detection unit 413 outputs information indicating whether or not a driver is sitting in the driver's seat to the brake pedal intervention processing unit 412.

[0080] Returning to Figure 4, the brake pedal intervention signal can take one of the following values: 0, 1, 2, or 3. When the brake pedal intervention signal value is 3, it indicates that the driver is not sitting in the driver's seat (absent) and the brake pedal 50 is not pressed. Note that when the brake pedal intervention signal value is 0, 1, or 2 as described above, it indicates that the driver is sitting in the driver's seat.

[0081] Figure 6 is a flowchart showing the flow of the brake pedal intervention process performed by VCIB41 and 42 in this embodiment. Referring to Figure 6, this brake pedal intervention process is called and executed by the processors of VCIB41 and 42 at predetermined intervals from higher-level processing. Each step included in this flowchart is basically implemented by software processing by the vehicle 1 (VP5 or vehicle control interface 4), but may also be implemented by dedicated hardware (electrical circuits) created within the VP5 or vehicle control interface 4.

[0082] The processors in VCIB41 and 42 determine whether or not they have received a brake pedal intervention signal from the brake system 511 (step S111). If they determine that they have not received a brake pedal intervention signal (NO in step S111), the processors in VCIB41 and 42 return the processing to the higher-level processing that called this process.

[0083] On the other hand, if it is determined that a brake pedal intervention signal has been received (YES in step S111), the processors of VCIB41 and 42 use the information from the driver presence detection unit 413 to determine whether or not the driver is in the driver's seat (step S112). If it is determined that the driver is not in the driver's seat (NO in step S112), the processors of VCIB41 and 42 set the value of the brake pedal intervention signal to 3 to indicate that the driver is not in the driver's seat (absent) and that the brake pedal 50 is not pressed (step S113).

[0084] If it is determined that the driver is in the driver's seat (YES in step S112), the VCIB41,42 processors acquire the brake depression amount indicated by the brake pedal position signal (step S114).

[0085] The VCIB41 and 42 processors determine whether the brake pedal pressure exceeds the threshold BRK_INTV (step S115). If they determine that the brake pedal pressure is less than or equal to the threshold BRK_INTV (NO in step S115), the VCIB41 and 42 processors set the value of the brake pedal intervention signal to 0 to indicate that the driver is in the driver's seat but the brake pedal 50 is not pressed (step S116).

[0086] On the other hand, if it is determined that the brake pedal depression amount exceeds the threshold BRK_INTV (YES in step S115), the VCIB41,42 processors determine whether the driver deceleration request based on the brake pedal depression amount exceeds the system deceleration request (step S117). If it is determined that the driver deceleration request does not exceed the system deceleration request (NO in step S117), the VCIB41,42 processors set the value of the brake pedal intervention signal to 1 to indicate that the driver is in the driver's seat and the brake pedal 50 has been depressed (step S118).

[0087] On the other hand, if the VCIB41,42 processor determines that the driver's deceleration request exceeds the system's deceleration request (YES in step S117), the VCIB41,42 processor sets the value of the brake pedal intervention signal to 2 to indicate that the driver is in the driver's seat and that excessive automatic deceleration has occurred (step S119).

[0088] After step S113, step S116, step S118, or step S119, the VCIB41,42 processor outputs a brake pedal intervention signal set to one of 0, 1, 2, and 3 to ADK3 (step S121). Then the VCIB41,42 processor returns the processing to be performed to the higher-level processing that called this process.

[0089] [Differentiation] (1) In the embodiment described above, the driver presence detection unit 413 is configured as a seat sensor, as shown in Figure 3. However, it is not limited to this, and the driver presence detection unit 413 may have other configurations as long as it can detect whether or not a driver is sitting in the driver's seat. For example, it may be a driver monitor camera that photographs the driver sitting in the driver's seat, or a grip sensor that detects whether or not the driver is holding the steering wheel.

[0090] (2) The embodiments described above can be interpreted as disclosures of vehicles 1, VP5 or VCIB41,42, or as disclosures of control methods or control programs executed by vehicles 1, VP5 or VCIB41,42.

[0091] [summary] (1) As shown in Figures 1 and 2, the vehicle 1 is configured to enable autonomous driving by allowing the ADK3, which issues instructions for autonomous driving, to be attached and detached. As shown in Figures 1 to 3, the vehicle 1 includes a VP5, a brake pedal 50 that receives braking operations from the driver of the VP5, brake systems 511 and 512 that brake the VP5 according to the braking operations received by the brake pedal 50 or braking instructions from the ADK3, a driver presence detection unit 413 that detects whether or not a driver is in the vehicle, and VCIBs 41 and 42 that relay control communication between the ADK3 and the brake systems 511 and 512. As shown in Figures 3 to 6, VCIB41 and 42 use the detection result from the driver presence detection unit 413 to determine whether or not a driver is in the vehicle (for example, step S112). If it is determined that a driver is in the vehicle, it outputs a brake pedal intervention signal to ADK3 with a value corresponding to the braking operation received by the brake pedal 50 (for example, 0, 1, or 2) (for example, steps S114 to S119 and S121). If it is determined that a driver is not in the vehicle, it outputs a brake pedal intervention signal to ADK3 with a first value indicating that there is no braking operation (for example, 3) (for example, steps S113 and S121).

[0092] As a result, if the driver is not in the vehicle, a brake pedal intervention signal indicating no braking operation is output to the ADK3, regardless of whether or not a braking operation has been registered with the brake pedal 50. Consequently, it is possible to prevent misjudgment of whether the brake pedal 50 has been pressed.

[0093] (2) As shown in Figures 3 to 6, if VCIB41,42 determines that a driver is in the vehicle and there is no braking operation, it may output a brake pedal intervention signal to ADK3 of a second value (for example, 0) that is different from the first value and indicates that there is no braking operation (for example, step S116, step S121).

[0094] This allows the system to distinguish between when the driver is in the vehicle and when they are not, and communicate this to the ADK3.

[0095] (3) As shown in Figures 3 to 6, VCIB41,42 may output a brake pedal intervention signal of a second value to the autonomous driving kit if it determines that a driver is in the vehicle and the amount of operation of the brake pedal 50 is less than a threshold (for example, steps S114 to S116, step S121).

[0096] This allows the ADK3 to be properly informed that the brake pedal 50 is not being operated when the driver is in the vehicle.

[0097] (4) As shown in Figures 3 to 6, VCIB41,42 may output a brake pedal intervention signal of a third value (e.g., 1) indicating that a braking operation has occurred to ADK3 if it determines that a driver is in the vehicle, the amount of operation of the brake pedal 50 is greater than a threshold, and the deceleration request corresponding to the amount of operation of the brake pedal 50 is lower than the system deceleration request including a braking instruction (e.g., steps S114, S115, S117, S118). Alternatively, if it determines that a driver is in the vehicle, the amount of operation of the brake pedal 50 is greater than a threshold, and the deceleration request corresponding to the amount of operation of the brake pedal 50 is higher than the system deceleration request including a braking instruction, VCIB41,42 may output a brake pedal intervention signal of a fourth value (e.g., 2) indicating that the deceleration request due to the braking operation exceeds the system deceleration request (e.g., steps S114, S115, S117, S119).

[0098] This allows the system to distinguish between deceleration requests initiated by the driver's braking actions and system deceleration requests when a driver is present, and communicate these to the ADK3.

[0099] (5) As shown in Figure 3, VCIB41 and 42 may further output a brake pedal position signal to ADK3 corresponding to the amount of operation of the brake pedal 50 by the driver.

[0100] This allows the amount of pressure applied to the brake pedal 50 by the driver to be appropriately transmitted to the ADK3.

[0101] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0102] 1 Vehicle, 2 Vehicle body, 3 ADK, 4 Vehicle control interface, 5 VP, 7 Data server, 9 Mobility services, 31 Computer, 32 Recognition sensor, 33 Attitude sensor, 34 HMI, 35 Sensor cleaner, 41,42 VCIB, 50 Brake pedal, 52 Wheel speed sensor, 56 Propulsion system, 57 PCS, 58 Camera / Radar, 59 Body system, 411 Brake pedal position processing unit, 412 Brake pedal intervention processing unit, 413 Driver presence / absence detection unit, 511,512 Brake system, 511A Position calculation unit, 511B Deceleration arbitration unit, 511C Intervention decision unit, 531,532 Steering system, 541,542 Pinion angle sensor, 551 EPB system, 552 P-lock system.

Claims

1. A vehicle configured to enable autonomous driving by allowing the attachment and detachment of an autonomous driving kit that issues instructions for autonomous driving, Vehicle platform and The aforementioned vehicle platform includes a brake pedal that accepts braking input from the driver, A braking function unit that brakes the vehicle platform in accordance with a braking operation received by the brake pedal or a braking instruction from the automatic driving kit, A driver detection unit that detects whether or not the aforementioned driver is in the vehicle, The vehicle includes a vehicle control interface box that relays control communication between the automatic driving kit and the braking function unit, The aforementioned vehicle control interface box is Using the detection results from the driver detection unit, it is determined whether or not the driver is in the vehicle. If it is determined that the driver is in the vehicle, a brake pedal intervention signal corresponding to the braking operation received by the brake pedal is output to the automatic driving kit. A vehicle that, if it determines that the aforementioned driver is not in the vehicle, outputs a brake pedal intervention signal of a first value indicating that the aforementioned braking operation has not been performed to the autonomous driving kit.

2. The vehicle according to claim 1, wherein the vehicle control interface box, when it determines that the driver is in the vehicle and there is no braking operation, outputs a brake pedal intervention signal to the automatic driving kit of a second value different from the first value, indicating that there is no braking operation.

3. The vehicle according to claim 2, wherein the vehicle control interface box outputs a brake pedal intervention signal of the second value to the autonomous driving kit when it determines that the driver is in the vehicle and the amount of operation of the brake pedal is less than a threshold.

4. The aforementioned vehicle control interface box is If it is determined that the driver is in the vehicle, and the amount of brake pedal operation is greater than the threshold, and the deceleration request corresponding to the amount of brake pedal operation is lower than the system deceleration request including the braking instruction, a brake pedal intervention signal of a third value indicating that braking has occurred is output to the automatic driving kit. The vehicle according to claim 3, wherein if it is determined that the driver is in the vehicle, and the amount of operation of the brake pedal is greater than the threshold, and the deceleration request corresponding to the amount of operation of the brake pedal is higher than the system deceleration request including the braking instruction, a brake pedal intervention signal of a fourth value (for example, 2) indicating that the deceleration request due to the braking operation exceeds the system deceleration request is output to the autonomous driving kit.

5. The vehicle according to any one of claims 1 to 4, wherein the vehicle control interface box further outputs a brake pedal position signal to the autonomous driving kit corresponding to the amount of operation of the brake pedal by the driver.

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