vehicle

Abstract

This prevents misinterpretation of the brake pedal (hereinafter referred to as "BP") being pressed. [Solution] The vehicle is configured to enable autonomous driving by detaching the ADK which issues instructions for autonomous driving, and includes a VP, a BP which receives braking operations from the driver, a PCS which assists the driver with regard to vehicle braking, a brake system which brakes the VP according to the braking operations received by the BP and braking instructions from the ADK or PCS, and a VCIB which relays control communication between the ADK and the brake system. The VCIB outputs a BP operation signal to the ADK with a value corresponding to the braking operation received by the brake pedal (S133, S155, S156), and when it is the determination period (T1) from the time the requested deceleration due to the braking instruction becomes greater than the first threshold until the first period (Ta) has elapsed, it prohibits outputting a BP operation signal indicating that a braking operation has been performed to the ADK (in S155, it outputs a BP operation absence signal to the ADK).

Description

Technical Field

[0001] This disclosure relates to a vehicle, and more particularly to a vehicle configured to be able to attach and detach an autonomous driving kit that gives instructions for autonomous driving and to be capable of autonomous driving.

Background Art

[0002] Conventionally, there has been a vehicle configured to be able to attach and detach an autonomous driving kit (hereinafter referred to as "ADK (Autonomous Driving Kit)") and to be capable of autonomous driving (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 a brake pedal by a 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 operation of the driver. 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 on the vehicle platform, a driver assistance system that assists the driver with regard to vehicle braking, a braking function unit that brakes the vehicle platform according to the braking operations received by the brake pedal, braking instructions from the autonomous driving kit or the driver assistance system, 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 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 prohibits outputting a brake pedal intervention signal with a specific value indicating that a braking operation has occurred to the autonomous driving kit when it is a determination period from when the requested deceleration due to a braking instruction becomes greater than a first threshold until the first period has elapsed.

[0007] With this configuration, during sudden deceleration, if the judgment period is still in effect until the first period has elapsed, it is possible to suppress the output to the autonomous driving kit indicating that braking has occurred even though the driver has not operated 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 determine that a braking operation is in operation if the fluctuation value related to the amount of braking operation is greater than or equal to a second threshold, and if the operation state continues for two periods or longer during the determination period, it may output a brake pedal intervention signal of a specific value to the autonomous driving kit.

[0009] With this configuration, during sudden deceleration, if the judgment period is until the first period has elapsed, and the fluctuation value related to the amount of braking operation remains above the second threshold for the second period or longer, a brake pedal intervention signal of a specific value indicating that braking operation has occurred is output to the autonomous driving kit. As a result, even if sudden deceleration is performed in accordance with braking instructions from the autonomous driving kit or driver assistance system, it is possible to appropriately determine whether there has been intervention by the driver in the form of braking operation.

[0010] The vehicle control interface box may, during the judgment period, output a brake pedal intervention signal to the autonomous driving kit with a value different from a specific value, indicating that no braking operation was performed, if the operational state has not continued for two or more periods.

[0011] With this configuration, during sudden deceleration, if the judgment period is until the first period has elapsed, and the state in which the fluctuation value related to the amount of braking operation is equal to or greater than the second threshold does not continue for two periods or longer, a brake pedal intervention signal indicating that there is no braking operation is output to the autonomous driving kit. As a result, when sudden deceleration is performed in accordance with braking instructions from the autonomous driving kit or driver assistance system, it is possible to appropriately determine that there is no intervention by the driver in the form of braking operation.

[0012] The vehicle control interface box may also be configured to output a brake pedal intervention signal of a specific value to the autonomous driving kit when it is determined that an operation has been performed, even when it is not within the judgment period.

[0013] With this configuration, in the event of sudden deceleration, if the judgment period until the first period has elapsed is not yet complete, and the fluctuation value related to the amount of braking operation is equal to or greater than the second threshold, a brake pedal intervention signal of a specific value indicating that braking operation has occurred is output to the autonomous driving kit. As a result, even when sudden deceleration is performed in accordance with braking instructions from the autonomous driving kit or driver assistance system, it is possible to appropriately determine whether there has been intervention by the driver in the form of braking operation.

[0014] The variable value is a value that changes according to the amount the brake pedal is operated, and it changes not only when braking is performed, but also when braking is performed in accordance with braking instructions. [Effects of the Invention]

[0015] 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]

[0016] [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] This diagram shows the vehicle's configuration in more detail. [Figure 3] This is a schematic diagram showing the configuration of the hydraulic circuit of the brake system. [Figure 4] This is a first flowchart showing the flow of the brake pedal intervention process performed by VCIB in this embodiment. [Figure 5] This is a second flowchart showing the flow of the brake pedal intervention process performed by VCIB in this embodiment. [Figure 6] This figure shows a timing chart for determining the operation of the brake pedal in this embodiment. [Modes for carrying out the invention]

[0017] This embodiment will be described in detail below 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.

[0018] In the following embodiments, an example in which an ADK is installed in a MaaS vehicle (Mobility as a Service Vehicle) will be described. An autonomous driving kit is a tool that aggregates a set of hardware and software for realizing autonomous driving, and is an embodiment of an autonomous driving system (ADS: Autonomous Driving System). Note that the types of vehicles that can mount the autonomous driving kit are not limited to MaaS vehicles. The autonomous driving kit can be applied to all vehicles capable of implementing autonomous driving.

[0019] <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: Vehicle Platform) 5, 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: Mobility Service Platform) 600, and an autonomous driving-related mobility service 9.

[0020] 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 separated positions, but actually the ADK 3 is attached to the roof of the vehicle body 2 or the like.

[0021] 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).

[0022] The vehicle control interface 4 can communicate with the ADK3 via CAN (Controller Area Network) or the like. The vehicle control interface 4 receives various commands from the ADK3 and outputs the status of the vehicle body 2 to the ADK3 by executing a predetermined API (Application Program Interface) defined for each signal being communicated.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] Furthermore, MSPF8 has published APIs for accessing 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 described above via these APIs.

[0031] <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.

[0032] 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.

[0033] 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.

[0034] 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.

[0035] 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).

[0036] 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.

[0037] 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.

[0038] 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.

[0039] The vehicle control interface 4 includes VCIB41 and 42. VCIB41 and 42 each incorporate 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.

[0040] 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.

[0041] 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.

[0042] VP5 includes a brake pedal 50, brake systems 511, 512, wheel speed sensors 53, 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] In this example, the wheel speed sensor 53 is connected to the brake system 512. The wheel speed sensor 53 is installed on each wheel of the vehicle 1, for example. The wheel speed sensor 53 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] Figure 3 shows a schematic diagram of the hydraulic circuit configuration of brake systems 511 and 512. Referring to Figure 3, the hydraulic circuit includes a reservoir tank 515 for storing brake fluid, an upstream unit 51, a downstream unit 52, wheel cylinders 520R and 520L for the front wheels, and wheel cylinders 529R and 529L for the rear wheels. The upstream unit 51 includes a master cylinder 514, an input piston 522, an output piston 521, a stroke simulator 516, a power supply unit, a stroke sensor 513, hydraulic sensors 519 and 523, a piston clearance holding valve 524, and a simulator release valve 525. The power supply unit includes a gear pump 517, a brushless motor 518, normally open linear valves 526 and 528, and a check valve 527. The downstream unit 52 includes an ESC (Electronic Stability Control) unit.

[0059] The input piston 522 and output piston 521 are inserted into the master cylinder 514. The input piston 522 is linked to the brake pedal 50. The master cylinder 514 has a separation chamber 5144, a servo chamber 5143, a reaction force chamber 5142, and a master chamber 5141. A piston clearance holding valve 524 is provided in the fluid passage connecting the separation chamber 5144 and the reaction force chamber 5142. This fluid passage is connected to the reservoir tank 515 via a simulator release valve 525. When the brake systems 511 and 512 are operated, the piston clearance holding valve 524 is opened and the simulator release valve 525 is closed.

[0060] When the brake pedal 50 is operated, the brake fluid in the separation chamber 5144 is compressed, so that the stroke simulator 516 connected to the reaction chamber 5142 generates an operating force for the brake pedal 50.

[0061] The power supply unit activates when braking is requested. In the power supply unit, two linear valves 526 and 528 are arranged in series with respect to the circulating flow of brake fluid generated by the gear pump 517. Independent control of the front and rear wheels is achieved by individually controlling the two linear valves 526 and 528. The circulating flow is connected to the servo chamber 5143 between the two linear valves 526 and 528. The master chamber 5141, opposite the servo chamber 5143, is connected to the wheel cylinders 520R and 520L for the front wheels. The circulating flow is connected to the wheel cylinders 529R and 529L for the rear wheels between the discharge section of the gear pump 517 and the linear valve 528.

[0062] When a braking request is made, the Electronic Control Unit (ECU) of the brake systems 511 and 512 controls the brushless motor 518 and linear valves 526 and 528. In the brake systems 511 and 512, the ECU determines target values ​​for the hydraulic pressure of the brake fluid for the front and rear wheels based on the amount of brake pedal operation detected by the stroke sensor 513. The ECU drives the brushless motor 518 and linear valves 526 and 528 so that the hydraulic pressure of the front and rear wheels, detected by the hydraulic pressure sensors 523 and 519, matches the target values.

[0063] [Problems and Solutions] In the configuration described above, the presence or absence of depression of the brake pedal 50 is determined from the amount of depression of the brake pedal 50. However, during rapid deceleration in autonomous driving by ADK3, the back pressure of the master cylinder 514 and other components changes due to the rapid change in hydraulic pressure in the hydraulic circuits of the brake systems 511 and 512, which may cause the input piston 522 and output piston 521 to move. As a result, there is a possibility of misjudging that the brake pedal 50 has been depressed by the driver even though there has been no operation of the brake pedal 50 by the driver.

[0064] Therefore, VCIB41 and 42 output a brake pedal operation signal to ADK3 with a value corresponding to the braking operation received by the brake pedal 50. When the determination period is from the time the requested deceleration due to the braking instruction exceeds the first threshold until the first period has elapsed, they prohibit the output of a brake pedal operation signal with a specific value indicating that a braking operation has occurred to ADK3.

[0065] This prevents the ADK3 from outputting an indication that braking has occurred using the brake pedal 50, even if the driver has not operated the brake pedal 50, during the judgment period until the first period has elapsed in the event of sudden deceleration. As a result, it is possible to prevent misjudging whether the brake pedal 50 has been pressed.

[0066] Figures 4 and 5 are first and second flowcharts, respectively, showing the flow of the brake pedal intervention process performed by the VCIB in this embodiment. Referring to Figures 4 and 5, this brake pedal intervention process is called and executed by the processors of VCIB 41 and 42 from higher-level processing at predetermined intervals. 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.

[0067] The processors of VCIB41 and 42 determine whether the requested deceleration indicated by a braking request from a system such as ADK3 or a driver assistance system (e.g., PCS57) is less than a predetermined first threshold (step S111). If it is determined that the requested deceleration is less than the predetermined first threshold (YES in step S111), the processors of VCIB41 and 42 change the emergency brake pre-determination flag to the ON state (step S112). The emergency brake pre-determination flag is a flag that indicates whether the requested deceleration from the system is less than a predetermined first threshold. On the other hand, if it is determined that the requested deceleration is not less than the predetermined first threshold (NO in step S111), the processors of VCIB41 and 42 change the emergency brake pre-determination flag to the OFF state (step S113).

[0068] After step S112 or step S113, the processors of VCIB41 and 42 determine whether the emergency brake determination flag is in the ON state (step S121). The emergency brake determination flag is a flag that indicates whether or not it is the period in which it is being determined whether or not there is operation of the brake pedal 50, which begins when the requested deceleration indicated by the braking request from the system falls below a predetermined first threshold. If it is determined that the emergency brake determination flag is in the OFF state (NO in step S121), the processors of VCIB41 and 42 determine whether or not the emergency brake pre-determination flag is in the ON state (step S122).

[0069] If the emergency brake pre-determination flag is determined to be ON (YES in step S122), the processors of VCIB41 and VCIB42 change the emergency brake determination flag to the ON state (step S123). Next, the processors of VCIB41 and VCIB42 start counting up the emergency brake determination period T1 (step S124). The emergency brake determination period is a period during which it is determined whether operation of the brake pedal 50 has been detected, which begins when the requested deceleration indicated by the braking request from the system falls below a predetermined first threshold.

[0070] On the other hand, if it is determined that the emergency braking judgment flag is in the ON state (YES in step S121), the processors of VCIB41 and 42 determine whether the emergency braking judgment period T1 has exceeded a predetermined period Ta (step S125). If it is determined that the emergency braking judgment period T1 has not exceeded a predetermined period Ta (NO in step S125), the processors of VCIB41 and 42 continue to count up the emergency braking judgment period T1 (step S126). On the other hand, if it is determined that the emergency braking judgment period T1 has exceeded a predetermined period Ta (YES in step S125), the processors of VCIB41 and 42 change the emergency braking judgment flag and the BP operation flag to the OFF state (step S127). The BP operation flag is a flag that indicates that operation of the brake pedal 50 has been detected during the emergency braking judgment period. Next, the processors of VCIB41 and 42 reset the emergency braking judgment period T1 to 0 (step S128).

[0071] If it is determined that the emergency brake detection flag is not in the ON state (NO in step S122), then after step S124, after step S126, or after step S128, the processors of VCIB41 and 42 determine whether the emergency brake detection flag is in the ON state (step S131). If it is determined that the emergency brake detection flag is not in the ON state (NO in step S131), the processors of VCIB41 and 42 use the brake operation amount signal, which indicates the amount of operation of the brake pedal 50 and is input from the stroke sensor 513 of the brake pedal 50, to determine whether or not the brake pedal 50 has been operated (step S132).

[0072] If it is determined that the brake pedal 50 has not been operated (NO in step S132), the VCIB41,42 processor outputs a BP operation no signal to ADK3 indicating that the brake pedal 50 has not been operated (step S133). On the other hand, if it is determined that the brake pedal 50 has been operated (YES in step S132), the VCIB41,42 processor outputs a BP operation present signal to ADK3 indicating that the brake pedal 50 has been operated (step S156).

[0073] On the other hand, if the emergency braking judgment flag is determined to be ON (YES in step S131), the processors of VCIB41 and 42 determine whether the BP operation flag is ON or OFF (step S141). If the BP operation flag is determined not to be ON (NO in step S141), the processors of VCIB41 and 42 use the brake operation amount signal, which is input from the stroke sensor 513 of the brake pedal 50 and indicates the amount of operation of the brake pedal 50, to determine whether or not the brake pedal 50 has been operated (step S142).

[0074] If it is determined that the brake pedal 50 has been operated (YES in step S142), the processors of VCIB41 and 42 change the BP operation flag to the ON state (step S143). Next, the processors of VCIB41 and 42 start counting up the BP operation determination period T2 (step S144). The BP operation determination period is the period during which the operation of the brake pedal 50 is detected before the emergency braking determination period T1 reaches a predetermined period Ta.

[0075] On the other hand, if the BP operation flag is determined to be in the ON state (YES in step S141), the VCIB41,42 processors use the brake operation amount signal, which is input from the stroke sensor 513 of the brake pedal 50 and indicates the amount of operation of the brake pedal 50, to determine whether or not the brake pedal 50 has been operated (step S151). If the VCIB41,42 processors determine that the brake pedal 50 has not been operated (NO in step S151), they change the BP operation flag to the OFF state (step S152).

[0076] On the other hand, if it is determined that the brake pedal 50 has been operated (YES in step S151), the processors of VCIB41 and 42 determine whether the BP operation determination period T2 has become longer than or equal to a predetermined period Tb (step S153). If it is determined that the BP operation determination period T2 has not become longer than or equal to a predetermined period Tb (NO in step S153), the processors of VCIB41 and 42 continue to count up the BP operation determination period T2 (step S154). Next, the processors of VCIB41 and 42 output a BP operation no signal to ADK3, similar to step S133 (step S155).

[0077] On the other hand, if it is determined that the BP operation determination period T2 has become longer than or equal to a predetermined period Tb (YES in step S153), the processors of VCIB41 and 42 output a BP operation signal to ADK3, as described in step S156 above (step S156).

[0078] If it is determined that there is no brake pedal operation (NO in step S142), after step S144, after step S152, after step S155, or after step S156, the VCIB41,42 processors return the processing to the higher-level processing that called this brake pedal intervention process. Note that the predetermined periods Ta,Tb are, for example, shorter than 1 second.

[0079] Figure 6 is a timing chart relating to the determination of brake pedal operation in this embodiment. Referring to Figure 6(A), in this example, the requested deceleration from the system becomes a value greater than 0 to the first threshold at time t1, and a value less than the first threshold at time t3. The actual deceleration follows this requested deceleration with a slight delay, but may overshoot slightly. The actual deceleration is roughly proportional to the hydraulic pressure applied to the wheel cylinders 520R, 520L, 529R, and 529L of the hydraulic circuits of the brake systems 511 and 512.

[0080] Here, the emergency braking judgment period T1 is defined as the period during which the required deceleration exceeds the first threshold, that is, the period from time t1 to time t3. In this case, due to the increased actual deceleration, the back pressure of the master cylinder 514 of the brake systems 511 and 512 increases. As a result, the brake operation amount signal, which indicates the amount of operation of the brake pedal 50 input from the stroke sensor 513, increases or decreases in accordance with the actual deceleration from around time t2 between time t1 and time t3, and becomes 0 at time t4. Therefore, a brake pedal operation signal, indicating that the brake pedal 50 has been operated, is output to ADK3 from time t3 to time t4.

[0081] As shown in Figures 4 and 5 of this embodiment, if a predetermined period Ta is set for the emergency braking determination period T1, even if a brake operation amount signal is input, the processing in Figures 4 and 5 is executed until time t5 when the emergency braking determination period T1 reaches the predetermined period Ta. This determines that the input is due to the deceleration request from the system, and prevents the ADK3 from outputting a brake pedal operation signal between time t3 and time t4.

[0082] Figure 6(A) shows the case where the BP operation determination period T2, during which the brake operation amount signal is input, is less than the predetermined period Tb. Figure 6(B) shows the case where the BP operation determination period T2, during which the brake operation amount signal is input, is greater than or equal to Tb. Referring to Figure 6(B), the BP operation determination period T2 reaches the predetermined period Tb at time t6. The brake operation amount signal increases or decreases from time t2 according to the actual deceleration, and becomes 0 at time t7, which is after time T6. As a result of the processing in Figures 4 and 5, after time t6, when the BP operation determination period T2 reaches the predetermined period Tb, it is determined that the brake operation amount signal is input in response to the driver's operation, rather than being input due to a deceleration request from the system. For this reason, a brake pedal operation signal is output to ADK3 from time t6 until time t7, when the brake operation amount signal becomes 0.

[0083] [Differentiation] (1) In the embodiments described above, the driver assistance system that assists the driver with regard to vehicle braking is assumed to be PCS57. However, it is not limited to this, and any other driver assistance system may be used, for example, PKSB (Parking Support Brake).

[0084] (2) In the embodiment described above, as shown in steps S132, S142, and S151 of Figure 5 and in Figure 6, if the brake operation amount signal from the stroke sensor 513 is 0 or greater, it is determined that the brake pedal 50 has been operated. However, the system is not limited to this, and the condition for determining that the brake pedal 50 has been operated is that the fluctuation value related to the brake operation amount is 1 or greater than or equal to the second threshold. For example, the fluctuation value related to the brake operation amount may be a value other than the value of the brake operation amount signal from the stroke sensor 513, and may be the deceleration value determined by the brake operation amount, or the pressure of the brake fluid in the hydraulic circuit of the brake systems 511 and 512. Also, the second threshold may be a value other than "0".

[0085] (3) 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.

[0086] [summary] (1) As shown in Figures 1 and 2, the vehicle 1 is configured to enable autonomous driving by attaching and detaching the ADK3 which issues instructions for autonomous driving. As shown in Figures 1 to 3, the vehicle 1 includes a VP5, a brake pedal 50 which receives braking operations from the driver of the VP5, a driver assistance system (for example, PCS57) which assists the driver with respect to braking the vehicle 1, brake systems 511, 512 which brake the VP5 according to braking operations received by the brake pedal 50 and braking instructions from the ADK3 or the driver assistance system, and VCIB41, 42 which relay control communication between the ADK3 and the brake systems 511, 512. As shown in Figures 4 to 6, VCIB41 and 42 output brake pedal intervention signals to ADK3 with values ​​corresponding to the braking operation received by the brake pedal 50 (for example, in steps S133, S155, and S156). When it is the determination period (for example, T1) from the time the requested deceleration due to the braking instruction exceeds the first threshold until the first period (for example, Ta) has elapsed, VCIB41 and 42 prohibit the output of a specific value brake pedal intervention signal (for example, a BP operation signal) indicating that a braking operation has occurred to ADK3 (for example, in step S155, a no-brake operation signal is output to ADK3).

[0087] This prevents the ADK3 from outputting an indication that braking has occurred using the brake pedal 50, even if the driver has not operated the brake pedal 50, during the judgment period until the first period has elapsed in the event of sudden deceleration. As a result, it is possible to prevent misjudging whether the brake pedal 50 has been pressed.

[0088] (2) As shown in Figures 4 to 6, VCIB41 and 42 may determine that a braking operation is in operation when the fluctuation value related to the amount of braking operation (for example, the value of the brake operation amount signal from the stroke sensor 513) is greater than or equal to a second threshold (for example, 0) (for example, steps S132, S142, and S151), and if it is within the judgment period, they may output a brake pedal intervention signal of a specific value to ADK3 if the operation state continues for a second period (for example, Tb) or longer (for example, step S156).

[0089] As a result, during sudden deceleration, if the determination period is until the first period has elapsed, and the fluctuation value related to the amount of braking operation remains above the second threshold for two or more periods, a brake pedal intervention signal of a specific value indicating that braking operation has occurred is output to the ADK3. Consequently, even when sudden deceleration is performed in accordance with braking instructions from the ADK3 or the driver assistance system, it is possible to appropriately determine whether the driver has intervened with braking operation.

[0090] (3) As shown in Figures 4 to 6, VCIB41 and 42 may output a brake pedal intervention signal (for example, a BP no operation signal) to ADK3 with a value different from a specific value that indicates there is no braking operation, if the operation state has not continued for two periods or more during the judgment period (for example, step S155).

[0091] As a result, during sudden deceleration, if the determination period is until the first period has elapsed, and the fluctuation value related to the amount of braking operation is not above the second threshold for two or more periods, a brake pedal intervention signal indicating no braking operation is output to the ADK3. Consequently, when sudden deceleration is performed in accordance with a braking instruction from the ADK3 or the driver assistance system, it can be appropriately determined that there is no intervention by the driver in the form of braking operation.

[0092] (4) When it is not the judgment period (for example, when it is judged as NO in step S131), VCIB41 and 42 may output a brake pedal intervention signal of a specific value to ADK3 (for example, in step S156) when it is judged that an operation has been performed (for example, when it is judged as YES in step S132).

[0093] As a result, in the event of sudden deceleration, if the judgment period until the first period has elapsed is not yet complete, and the fluctuation value related to the amount of braking operation is equal to or greater than the second threshold, a brake pedal intervention signal of a specific value indicating that braking operation has occurred is output to the ADK3. Consequently, even when sudden deceleration is performed in accordance with braking instructions from the ADK3 or the driver assistance system, it is possible to appropriately determine whether the driver has intervened with braking operation.

[0094] (5) The variable value is a value that changes according to the amount of operation of the brake pedal 50, and changes not only when there is a braking operation (for example, operation of the brake pedal 50 by the driver), but also when braking is performed in accordance with a braking instruction (for example, a braking instruction from ADK3 or the driver assistance system).

[0095] 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]

[0096] 1 Vehicle, 2 Vehicle body, 3 ADK, 4 Vehicle control interface, 5 VP, 7 Data server, 9 Mobility services, 31 Computer, 32 Recognition sensors, 33 Attitude sensors, 34 HMI, 35 Sensor cleaner, 41, 42 VCIB, 50 Brake pedal, 51 Upstream unit, 52 Downstream unit, 53 Wheel speed sensor, 56 Propulsion system, 57 PCS, 58 Camera / Radar, 59 Body system, 511, 512 Brake system, 513 Stroke sensor, 514 Master cylinder, 515 Reservoir tank, 516 Stroke simulator, 517 Gear pump, 518 Brushless motor, 519, 523 Hydraulic sensors, 520L, 520R, 529L, 529R Wheel cylinder, 521 Output piston, 522 Input piston, 524 Piston clearance holding valve, 525 Simulator open valve, 526, 528 Linear valve, 527 Check valve, 531, 532 Steering system, 541, 542 Pinion angle sensor, 551 EPB system, 552 P-lock system, 5141 Master chamber, 5142 Reaction chamber, 5143 Servo chamber, 5144 Separation chamber.

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 driver assistance system that assists the driver with respect to braking the vehicle, A braking function unit that brakes the vehicle platform in accordance with braking operations received by the brake pedal, braking instructions from the automatic driving kit or the driver assistance system, 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 The brake pedal intervention signal corresponding to the braking operation received by the brake pedal is output to the automatic driving kit. A vehicle that, when the determination period is from the time the requested deceleration due to the braking instruction becomes greater than a first threshold until the first period has elapsed, prohibits the output of a brake pedal intervention signal of a specific value indicating that the braking operation has occurred to the automatic driving kit.

2. The aforementioned vehicle control interface box is If the fluctuation value related to the amount of the braking operation is greater than or equal to the second threshold, it is determined that the braking operation is in operation. The vehicle according to claim 1, wherein, during the determination period, if the operation state continues for a second period or longer, a brake pedal intervention signal of the specified value is output to the automatic driving kit.

3. The vehicle according to claim 2, wherein, when the determination period is in effect, the vehicle control interface box outputs a brake pedal intervention signal to the automatic driving kit that is different from the specified value and indicates that there is no braking operation, if the operation state has not continued for a second period or longer.

4. The vehicle according to claim 2 or 3, wherein the vehicle control interface box outputs a brake pedal intervention signal of a specific value to the automatic driving kit when it is determined that the operation is in progress, when it is not during the determination period.

5. The vehicle according to claim 2 or 3, wherein the aforementioned variable value is a value that changes according to the amount of operation of the brake pedal, and changes not only when the braking operation is performed, but also when braking is performed in accordance with the braking instruction.

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