Autonomous driving kit

Abstract

To ensure that the vehicle performs an appropriate escape maneuver according to the remaining propulsion capabilities. [Solution] The ADK issues instructions for autonomous driving and is detachable from the VP, which is configured to enable autonomous driving. The VP comprises a base vehicle, a propulsion function unit (propulsion system, brake system) that propels the base vehicle according to propulsion instructions from the ADK, and a VCIB that relays control communication between the ADK and the propulsion function unit. The ADK receives abnormal information from the VCIB indicating an abnormality in the propulsion function by the propulsion function unit (step S111), and upon receiving abnormal information, transmits an instruction to the VCIB to move to safety, provided that the abnormality indicated in the abnormal information requires stopping (steps S112 to S143). As a result, the ADK can transmit an instruction to the VCIB to move to safety, provided that the abnormality in the base vehicle's propulsion function requires stopping.

Description

【Technical Field】 【0001】 This disclosure relates to an autonomous driving kit, and more particularly to an autonomous driving kit that gives instructions for autonomous driving. 【Background Art】 【0002】 Conventionally, there has been a vehicle platform (hereinafter referred to as "VP (Vehicle Platform)") that can be equipped with an autonomous driving kit (hereinafter referred to as "ADK (Autonomous Driving Kit)"), and includes a base vehicle and a vehicle control interface box (hereinafter referred to as "VCIB (Vehicle Control Interface Box)") that interfaces between the base vehicle and an autonomous driving system through a communication bus. (See, for example, Patent Document 1). In this VP, fault diagnosis is performed on each system such as a braking system and a steering system, and fault information is transmitted to the VCIB. Then, information regarding the presence or absence of a defect indicated by the fault information is transmitted from the VCIB to the ADK. 【Prior Art Documents】 【Patent Documents】 【0003】 【Patent Document 1】 Japanese Patent Application Laid-Open No. 2024-053730 【Summary of the Invention】 【Problems to be Solved by the Invention】 【0004】 In Patent Document 1, there is a signal that notifies the ADK from the VCIB of a decrease in the function related to the propulsion function (see, for example, 3.5.2.4 Performance deterioration of Propulsion system in paragraph 【0172】). However, since the details of the remaining capacity are not known on the ADK side, it is difficult to perform an appropriate evacuation driving according to the remaining capacity. 【0005】 This disclosure is made to solve the aforementioned problems, and its purpose is to provide an autonomous driving kit that can appropriately perform evasive maneuvers according to the remaining capacity of the propulsion function. [Means for solving the problem] 【0006】 The autonomous driving kit described in this disclosure issues autonomous driving instructions and is detachable from a vehicle configured to enable autonomous driving. The vehicle comprises a vehicle platform, a propulsion function unit that propels the vehicle platform according to propulsion instructions from the autonomous driving kit, and a vehicle control interface box that relays control communication between the autonomous driving kit and the propulsion function unit. The autonomous driving kit receives abnormal information from the vehicle control interface box indicating an abnormality in the propulsion function by the propulsion function unit. Upon receiving abnormal information, the autonomous driving kit transmits an instruction to the vehicle control interface box to move to an escape route, provided that the abnormality indicated in the abnormal information requires stopping. 【0007】 With this configuration, the autonomous driving kit can send an instruction to the vehicle control interface box to take an evasive maneuver, provided that the abnormality in the vehicle platform's propulsion function is such that it requires stopping. As a result, it is possible to provide an autonomous driving kit that can appropriately execute an evasive maneuver depending on the remaining capacity of the propulsion function. 【0008】 The autonomous driving kit may, upon receiving abnormal information, transmit a required acceleration corresponding to the surrounding conditions of the vehicle platform to the propulsion function unit via the vehicle control interface box, receive the response content from the propulsion function unit corresponding to the required acceleration via the vehicle control interface box, and, further conditional on receiving the response content, transmit an instruction to the vehicle control interface box to take evasive action depending on whether the response content is appropriate or not. 【0009】 With this configuration, when the autonomous driving kit receives abnormal information from the vehicle control interface box, it transmits a required acceleration to the propulsion function unit according to the conditions around the vehicle platform. The autonomous driving kit receives the response from the propulsion function unit in response to the required acceleration and can transmit an instruction for evasive driving to the vehicle control interface box depending on whether the response is appropriate or not. As a result, evasive driving can be performed more appropriately according to the remaining capacity of the propulsion function. 【0010】 The required acceleration is the acceleration that increases or maintains the forward speed of the vehicle platform, and the response may indicate whether or not the propulsion function unit is generating the propulsion force that causes the vehicle platform to accelerate or maintain a constant speed at the required acceleration. 【0011】 With this configuration, when the autonomous driving kit receives abnormal information from the vehicle control interface box, it transmits a requested acceleration to the propulsion function unit to increase or maintain the forward speed of the vehicle platform, depending on the surrounding conditions of the vehicle platform. The autonomous driving kit receives a response indicating whether the propulsion function unit is generating the propulsive force necessary for the vehicle platform to accelerate or maintain a constant speed at the requested acceleration, and can transmit an instruction for evasive driving to the vehicle control interface box depending on whether the response is appropriate. As a result, evasive driving can be performed more appropriately depending on the remaining capacity of the propulsion function. 【0012】 The vehicle further includes a predetermined function unit that performs a predetermined function different from the propulsion function unit, and the vehicle control interface box further relays control communication between the autonomous driving kit and the predetermined function unit. The autonomous driving kit receives abnormal information indicating an abnormality in the propulsion function by the propulsion function unit or an abnormality in the predetermined function by the predetermined function unit, and upon receiving abnormal information, it may transmit an instruction to the vehicle control interface box to take evasive action according to the content of the abnormality indicated by the abnormal information, provided that the abnormality indicated by the abnormal information requires stopping. 【0013】 With this configuration, the autonomous driving kit can transmit an instruction to the vehicle control interface box to take evasive action according to the nature of the abnormality indicated by the abnormality information, provided that the abnormality in the vehicle platform's propulsion function or a predetermined function different from the propulsion function is an abnormality that requires stopping. As a result, evasive action can be performed more appropriately according to the remaining capacity of the propulsion function or the predetermined function. [Effects of the Invention] 【0014】 According to this disclosure, it is possible to provide an autonomous driving kit that can appropriately perform evasive maneuvers according to the remaining capacity of the propulsion function. [Brief explanation of the drawing] 【0015】 [Figure 1] This is a diagram showing an overview of the vehicle according to the embodiment of this disclosure. [Figure 2] This diagram shows in detail the configurations of ADK, VCIB, and VP according to this embodiment. [Figure 3] This flowchart shows the processing flow performed by the ADK, VCIB, and each control system in the first embodiment. [Figure 4] This flowchart shows the processing flow performed by the ADK, VCIB, and each control system in the second embodiment. [Modes for carrying out the invention] 【0016】 The embodiments of this disclosure will be described in detail below with reference to the drawings. The same or corresponding parts in the drawings are denoted by the same reference numerals and their descriptions will not be repeated. 【0017】 Figure 1 is a diagram showing an overview of vehicle 1 according to an embodiment of this disclosure. Figure 2 is a diagram showing in detail the configuration of ADK10, VCIB40, and VP20 according to this embodiment. Referring to Figures 1 and 2, vehicle 1 comprises ADK10 and VP20. ADK10 is configured to be attachable to VP20 (mountable on vehicle 1). ADK10 and VP20 are configured to communicate with each other via VCIB40. 【0018】 The VP20 can perform autonomous driving in accordance with control requests from the ADK10. Although Figure 1 shows the ADK10 in a position separate from the VP20, the ADK10 is actually mounted on the rooftop of the VP20, etc. It is also possible to remove the ADK10 from the VP20. When the ADK10 is removed, the VP20 performs driving control in manual mode (manual driving mode) (driving control according to user operation). 【0019】 ADK10 includes an Autonomous Driving System (ADS) 11 for autonomous driving of vehicle 1. For example, ADS 11 creates a driving plan for vehicle 1. ADS 11 outputs various control requests to VP 20 according to the API (Application Program Interface) defined for each control request, in order to drive vehicle 1 according to the driving plan. ADS 11 also receives various signals indicating the vehicle status (status of VP 20) from VP 20 according to the API defined for each signal. ADS 11 then reflects the vehicle status in the driving plan. 【0020】 VP20 includes a base vehicle 30 and a VCIB 40. The base vehicle 30 executes various vehicle controls according to control requests from ADK10 (ADS11). The base vehicle 30 includes various in-vehicle systems and various sensors for controlling the base vehicle 30. More specifically, the base vehicle 30 includes an integrated control manager 31, a brake system 32, a steering system 33, a power train system 34, an active safety system 35, a body system 36, wheel speed sensors 51, 52, a pinion angle sensor 53, a camera 54, and radar sensors 55, 56. 【0021】 The integrated control manager 31 includes a processor such as a CPU (Central Processing Unit) and a memory such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and integrates and controls the above-mentioned systems (brake system 32, steering system 33, power train system 34, active safety system 35, body system 36) related to the operation of the vehicle 1. 【0022】 The brake system 32 is configured to control a braking device provided on each wheel of the base vehicle 30. The braking device includes, for example, a disc brake system that operates according to hydraulic pressure adjusted by an actuator. 【0023】 Wheel speed sensors 51 and 52 are connected to the brake system 32. The wheel speed sensors 51 and 52 detect the rotational speed of the front and rear wheels of the base vehicle 30, respectively, and output the detected front and rear wheel rotational speeds to the brake system 32. The brake system 32 outputs the rotational speed of each wheel to the VCIB 40 as one of the pieces of information included in the vehicle state. The brake system 32 also generates a braking command for the braking device according to a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31. The brake system 32 controls the braking device using the generated braking command. The integrated control manager 31 can calculate the speed of the vehicle 1 (vehicle speed) based on the rotational speed of each wheel. 【0024】 The steering system 33 is configured to control the steering angle (tire turning angle) of the steering wheels of the vehicle 1 using a steering device. The steering device includes, for example, a rack-and-pinion type electric power steering (EPS) in which the steering angle can be adjusted by an actuator. 【0025】 A pinion angle sensor 53 is connected to the steering system 33. The pinion angle sensor 53 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 33. The steering system 33 outputs the pinion angle to the VCIB 40 as one of the pieces of information included in the vehicle state. The steering system 33 also generates steering commands for the steering device according to predetermined control requests output from the ADS 11 via the VCIB 40 and the integrated control manager 31. The steering system 33 controls the steering device using the generated steering commands. 【0026】 The powertrain system 34 controls vehicle locking systems 341 and 342 that control an electric parking brake (EPB) provided on at least one of the wheels and a parking lock (P-Lock) device provided on the transmission of vehicle 1, and a propulsion system 343 that includes a shift device configured to allow selection of the shift range. 【0027】 The active safety system 35 uses a camera 54 and radar sensors 55, 56 to detect obstacles in front of or behind the vehicle (pedestrians, bicycles, parked vehicles, utility poles, etc.). Based on the distance between the vehicle 1 and the obstacle, and the direction of movement of the vehicle 1, the active safety system 35 determines whether the vehicle 1 is likely to collide with the obstacle. If the active safety system 35 determines that a collision is likely, it outputs a braking command to the brake system 32 via the integrated control manager 31 to increase the braking force. 【0028】 The body system 36 is configured to control components such as turn signals (turn lamps, hazard lamps), horns, wipers, headlights, and brake lights, for example, depending on the driving conditions or environment of the vehicle 1. The body system 36 controls each of the above components according to predetermined control requests output from the ADS 11 via the VCIB 40 and the integrated control manager 31. 【0029】 The VCIB40 is configured to communicate with the ADS11 via CAN (Controller Area Network) or the like. The VCIB40 receives various control requests from the ADS11 and outputs vehicle status to the ADS11 by executing predetermined APIs defined for each signal. When the VCIB40 receives a control request from the ADK10, it outputs a control command corresponding to that control request to the system corresponding to that control command via the integrated control manager 31. The VCIB40 also acquires various information about the base vehicle 30 from various systems via the integrated control manager 31 and outputs the status of the base vehicle 30 as vehicle status to the ADS11. 【0030】 Vehicle 1 can be used as part of a Mobility as a Service (MaaS) system. In addition to Vehicle 1, the MaaS system includes, for example, a data server and a Mobility Service Platform (MSPF). 【0031】 MSPF is a unified platform that connects various mobility services. Autonomous driving-related mobility services are connected to MSPF. In addition to autonomous driving-related services, MSPF may also connect mobility services provided by ride-sharing companies, car-sharing companies, rental car companies, taxi companies, insurance companies, and others. 【0032】 Vehicle 1 is further equipped with a Data Communication Module (DCM) capable of wireless communication with a data server. The DCM outputs vehicle information, such as speed, location, and autonomous driving status, to the data server. The DCM also receives various data from mobility services, such as the MSPF and data server, for managing the operation of autonomous vehicles, including Vehicle 1, in autonomous driving-related mobility services. 【0033】 MSPF provides APIs for accessing various vehicle status and control data necessary for ADS11 development. Various mobility services can use the APIs published on MSPF to utilize the various functions provided by MSPF according to their service content. For example, autonomous driving-related mobility services can use the APIs published on MSPF to obtain driving control data for vehicle 1, information stored on the data server, etc. from MSPF. In addition, autonomous driving-related mobility services can use the above APIs to send data for managing autonomous vehicles, including vehicle 1, to MSPF. 【0034】 The ADS11 includes a computer 111, an HMI (Human Machine Interface) 112, a recognition sensor 113, a posture sensor 114, and a sensor cleaner 115. 【0035】 Computer 111 includes a processor 101 such as a CPU and memory 102 such as ROM and RAM. Memory 102 stores programs that can be executed by the processor 101. During the automatic driving of vehicle 1, computer 111 uses various sensors (described later) to acquire the environment of vehicle 1, as well as the attitude, behavior, and position of vehicle 1, and acquires the vehicle state from VP20 via VCIB40 to set the next action of vehicle 1 (acceleration, deceleration, turning, etc.). Computer 111 outputs various commands to VCIB40 to realize the next action. Computer 111 further includes communication modules 111A and 111B. Each of communication modules 111A and 111B is configured to communicate with VCIB40. 【0036】 The HMI112 presents information to the user and accepts user input during autonomous driving, manual driving requiring user intervention, and transitions between autonomous driving and manual driving requiring user intervention. The HMI112 includes, for example, an input / output device such as a touch panel display provided on the base vehicle 30. 【0037】 The recognition sensor 113 is a sensor for recognizing the environment of vehicle 1. The recognition sensor 113 includes, for example, at least one of LIDAR (Laser Imaging Detection and Ranging), millimeter-wave radar, and camera. LIDAR measures the distance and direction of an object by, for example, emitting infrared pulsed laser light and detecting the reflected light from the object. Millimeter-wave radar measures the distance and direction of an object by emitting millimeter waves and detecting the reflected waves from the object. Camera is, for example, positioned behind the rearview mirror and captures an image of the area in front of vehicle 1. 【0038】 The attitude sensor 114 is a sensor for detecting the attitude, behavior, and position of vehicle 1. The attitude sensor 114 includes, for example, an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System). The IMU detects, for example, the acceleration of vehicle 1 in the longitudinal, lateral, and vertical directions, and 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. 【0039】 The sensor cleaner 115 is configured to remove dirt that adheres to the various sensors (camera lenses, laser beam irradiation parts, etc.) while the vehicle 1 is in motion, using a cleaning solution, wipers, etc. 【0040】 VCIB40 includes a main VCIB41 and a sub-VCIB42. VCIB41 and VCIB42 each include processors such as a CPU 411 and 421, and memory such as ROM and RAM 412 and 422, respectively. Memory 412 and 422 each store programs executable by processors 411 and 421 and data processed by those programs. The main VCIB41 and communication module 111A are connected to each other via communication bus 43 (main bus). The sub-VCIB42 and communication module 111B are connected to each other via communication bus 44 (sub-bus). Furthermore, the main VCIB41 and sub-VCIB42 are connected to each other in a communication manner. 【0041】 Each of the VCIBs, 41 and 42, relays control requests and vehicle information between the ADS11 and the VP20. The VCIBs 41 and 42 interface between the base vehicle 30 and the ADS11 via communication buses 43 and 44. The VCIBs 41 and 42 generate control commands from control requests received from the ADS11 using APIs. 【0042】 The control commands supplied from ADS11 to VCIB40 in response to control requests include, for example, a propulsion direction command requesting a shift range change, a stationary command requesting activation / deactivation of the EPB and P-Lock devices, an acceleration command requesting acceleration or deceleration of vehicle 1, a steering angle command requesting the steering wheel angle, an autonomization command requesting switching between autonomous mode and manual mode, and a stop command requesting the vehicle to be stopped or released from being stopped. 【0043】 VCIB41 and 42 then output the generated control commands to the corresponding systems among the multiple systems included in VP20. Furthermore, VCIB41 and 42 use an API to generate vehicle status information from vehicle information received from each system of VP20. This vehicle status information may be identical to the vehicle information, or it may be information extracted from the vehicle information for use in processing performed by ADS11. VCIB41 and 42 then output the generated vehicle status information to ADS11. 【0044】 Brake system 32 includes brake systems 321 and 322. Steering system 33 includes steering systems 331 and 332. Powertrain system 34 includes vehicle fixing system 340 and propulsion system 343. Vehicle fixing system 340 includes vehicle fixing systems 341 and 342. 【0045】 VCIB41 and 42 have essentially equivalent functions, but there are some differences in how they connect to the in-vehicle systems included in VP20. Specifically, the main VCIB41 is connected to the brake system 321, steering system 331, vehicle fixing systems 341 and 342, propulsion system 343, and body system 36 via a communication bus, enabling them to communicate with each other. The sub-VCIB42 is connected to the brake system 322, steering system 332, and vehicle fixing systems 341 and 342 via a communication bus, enabling them to communicate with each other. 【0046】 Thus, by including VCIB40 with VCIB41 and VCIB42, which have equivalent functions for the operation of some systems (such as brakes and steering), the control system between ADS11 and VP20 is made redundant. Therefore, if any failure occurs in the system, the functionality of VP20 can be maintained by appropriately switching control systems or shutting off the failed control system. 【0047】 Brake systems 321 and 322 each include a processor 3211 and 3221, such as a CPU, and memory 3212 and 3222, such as ROM and RAM. Each of the brake systems 321 and 322 is configured to control the braking device. Brake systems 321 and 322 each generate braking commands for the braking device in accordance with control requests output from ADS 11 via VCIB 41 and 42. Brake systems 321 and 322 may have equivalent functions. Alternatively, one of the brake systems 321 and 322 may be configured to independently control the braking force of each wheel, while the other is configured to control the generation of the same braking force on each wheel. Brake systems 321 and 322 may, for example, control the braking device using braking commands generated by one of the brake systems, and if a malfunction occurs in that brake system, control the braking device using braking commands generated by the other brake system. 【0048】 The steering systems 331 and 332 each include a processor 3311 and 3321, such as a CPU, and memory 3312 and 3322, such as ROM and RAM. Each of the steering systems 331 and 332 is configured to control the steering angle of the steering wheels of the vehicle 1 using a steering device. The steering systems 331 and 332 each generate steering commands for the steering device in accordance with control requests output from the ADS 11 via VCIB 41 and 42. The steering systems 331 and 332 may have equivalent functions. Alternatively, the steering systems 331 and 332 may, for example, control the steering device using steering commands generated by one of the steering systems, and if a malfunction occurs in that steering system, control the steering device using steering commands generated by the other steering system. 【0049】 The vehicle locking systems 341 and 342 each include a processor such as a CPU 3411 and 3421, and memory such as ROM and RAM 3412 and 3422, respectively. The vehicle locking systems 341 and 342 control the EPB and P-Lock devices according to control requests output from the ADS 11 via VCIB 41 and 42. The EPB is provided separately from the braking system (such as a disc brake system) and locks the wheels by the operation of an actuator. For example, the EPB locks the wheels by using an actuator to operate a drum brake for a parking brake provided on some of the wheels, or by using an actuator that can adjust the hydraulic pressure supplied to the braking system separately from the brake systems 321 and 322 to lock the wheels. The vehicle locking systems 341 and 342 have a brake hold function and are configured to allow switching between operating and releasing the brake hold. 【0050】 The vehicle locking systems 341 and 342 activate the P-Lock device when, for example, a control request includes a request to set the shift range to the parking range (P range), and deactivate the P-Lock device when a control request includes a request to set the shift range to a range other than the P range. The P-Lock device engages the projection at the tip of a parking lock pawl, whose position can be adjusted by an actuator, with the teeth of a gear (lock gear) connected to a rotating element in the transmission of the vehicle 1. This fixes the rotation of the output shaft of the transmission and locks the wheels. 【0051】 The propulsion system 343 includes a processor 3431 such as a CPU and memory 3432 such as ROM and RAM. The propulsion system 343 also includes a direction control system and a propulsion force system. The direction control system is connected to the VCIB 40. The direction control system controls the direction of travel (forward or reverse) of the VP20 by switching the shift range of the shift device according to control requests output from the ADS 11 via the VCIB 41. The shift range includes a P range and a neutral range (N range), as well as a forward driving range (D range) and a reverse driving range (R range). The propulsion force system is connected to the VCIB 40. The propulsion force system controls the propulsion force (e.g., acceleration and deceleration) of the VP20 by controlling the driving force from a drive source (motor generator, engine, etc.). 【0052】 The active safety system 35 includes a processor 351 such as a CPU and memory 352 such as ROM and RAM. The active safety system 35 is communicatively connected to the brake system 321. As described above, the active safety system 35 uses the camera 54 and / or radar sensor 55 to detect obstacles ahead and outputs a braking command to the brake system 321 to increase the braking force when it determines that a collision is possible. 【0053】 The body system 36 includes a processor 361 such as a CPU and memory 362 such as ROM and RAM. The body system 36 controls components such as turn signals, horns, and wipers according to control requests output from the ADS 11 via the VCIB 41. 【0054】 In vehicle 1, autonomous driving is performed when, for example, the user's operation on the HMI 112 selects the autonomous mode (autonomous driving mode). As mentioned above, during autonomous driving, ADS 11 first creates a driving plan. Examples of driving plans include a plan to continue driving straight, a plan to turn left / right at a predetermined intersection along a predetermined driving route, and a plan to change driving lanes. ADS 11 calculates the controllable physical quantities (acceleration, deceleration, tire steering angle, etc.) necessary for vehicle 1 to operate according to the created driving plan. ADS 11 divides the physical quantities for each API execution cycle. ADS 11 uses the API to output control requests representing the divided physical quantities to VCIB 40. Furthermore, ADS 11 obtains the vehicle state (actual direction of movement of vehicle 1, vehicle fixation state, etc.) from VP 20 and recreates the driving plan reflecting the obtained vehicle state. In this way, ADS 11 enables autonomous driving of vehicle 1. 【0055】 In the VP20 described above, fault diagnosis is performed in each system, such as the brake systems 321 and 322 and the steering systems 331 and 332, and fault information is transmitted to VCIB41 and 42. Then, information regarding whether or not there is a failure, as indicated in the fault information, is transmitted from VCIB41 and 42 to ADK10. 【0056】 Traditionally, the VP20 has had a signal from VCIB41 and VCIB42 to ADK10 indicating a decrease in propulsion capabilities. However, because the ADK10 does not know the details of the remaining capacity, it is difficult to perform appropriate evasive maneuvers according to the remaining capacity. 【0057】 Therefore, ADK10 receives abnormal information from VCIB41 and 42 indicating an abnormality in the propulsion function of the propulsion system 343. Upon receiving abnormal information, ADK10 sends an instruction to VCIB41 and 42 to move to an escape route, provided that the abnormality indicated in the abnormal information requires stopping. 【0058】 This allows ADK10 to send an instruction to VCIB41,42 to take evasive action, provided that the abnormality in VP20's propulsion function is such that it requires stopping. As a result, evasive action can be appropriately performed according to the remaining capacity of the propulsion function. 【0059】 [First Embodiment] Figure 3 is a flowchart showing the processing flow performed by the ADK10, VCIB41,42 and each control system in the first embodiment. Referring to Figure 3, each control system process is called from a higher-level process at predetermined intervals by the processors of the control systems of the base vehicle 30 (for example, the processor 3431 for the propulsion system 343, the processors 3211,3221 for the brake systems 321,322, the processors 3311,3321 for the steering systems 331,332, and the processors 3411,3421 for the vehicle fixing systems 341,342). The VCIB process is called from a higher-level process at predetermined intervals by the processors 411,421 of the VCIB41,42. The ADK process is called from a higher-level process at predetermined intervals by the processor 101 of the computer 111 of the ADS11. 【0060】 In the base vehicle 30, the processor of each control system monitors the abnormal condition of the base vehicle 30 and detects an abnormality (step S311). If it is determined that an abnormality has been detected (YES in step S311), the processor of each control system classifies the detected abnormality into one of the following: propulsion system, steering system / braking system, or other, and transmits the classification of the abnormality and the details of the abnormality, such as the abnormality state, to VCIB41,42 (step S312). 【0061】 Propulsion system malfunctions include, for example, engine and motor malfunctions. Steering system malfunctions include, for example, steering malfunctions. Braking system malfunctions include, for example, brake and ABS malfunctions. Other malfunctions include those that require going to a repair shop or a place where maintenance can be performed, such as your home, and other malfunctions. Malfunctions that require going to a place where maintenance can be performed include, for example, those that require maintenance after a certain distance (specifically, 5,000 km), those that require maintenance due to dirt on the camera 54 or radar sensors 55, 56, etc., and those that require maintenance on systems used before moving the vehicle, such as smart entry. Other malfunctions include, for example, airbag malfunctions. 【0062】 If it is determined that no abnormality has been detected (NO in step S311), or after step S312, the processor of each control system returns the processing to be executed to the higher-level processing that called the control system processing. 【0063】 In VCIB41 and 42, processors 411 and 421 determine whether or not they have received an error message from each control system (step S411). If they determine that an error message has been received (YES in step S411), processors 411 and 421 determine whether or not the error indicated by the received error message is an error that needs to be notified to ADK10 (step S412). Errors that need to be notified include, for example, an error in the propulsion system, an error in the steering system, an error in the braking system, an error that requires going to a place where maintenance is possible, and an airbag error. 【0064】 If it is determined that the ADK10 is notified of an anomaly (YES in step S412), processors 411 and 421 send the anomaly details to the ADK10 (step S413). If it is determined that the anomaly details have not been received (NO in step S411), or if it is determined that the ADK10 is not notified of an anomaly (NO in step S412), or after step S413, processors 411 and 421 return the processing to be executed to the higher-level processing that called this VCIB process. 【0065】 In ADK10, the processor 101 of the computer 111 of ADS11 determines whether or not it has received an abnormality message from VCIB41,42 using the communication modules 111A,111B (step S111). If it determines that an abnormality message has been received (YES in step S111), the processor 101 determines whether or not the abnormality indicated by the received abnormality message is an abnormality that requires the vehicle to stop safely (step S112). Abnormalities that require the vehicle to stop safely include, for example, abnormalities in the propulsion system, abnormalities in the steering system, abnormalities in the braking system, and some other abnormalities (for example, safety-related abnormalities such as airbag malfunctions). 【0066】 If the processor determines that there is an abnormality requiring a safe stop (YES in step S112), it determines whether the abnormality indicated by the received abnormality information is a "driving" abnormality, that is, an abnormality in the propulsion system (step S121). If it determines that there is a "driving" abnormality (YES in step S121), the processor 101 controls the communication modules 111A and 111B to send an instruction to pull over to VCIB 41 and 42 (step S124). The instruction to pull over here is, for example, an instruction to pull over to a nearby shoulder of the road. 【0067】 If the processor determines that there is no abnormality in "driving" (NO in step S121), it determines whether the abnormality indicated by the received abnormality information is an abnormality in "turning," that is, an abnormality in the steering system (step S131). If it determines that there is an abnormality in "turning" (YES in step S131), the processor 101 controls the communication modules 111A and 111B to send an instruction to pull over to VCIB 41 and 42 (step S132). The instruction to pull over here is, for example, an instruction to drive to a relatively nearby place where parking is possible, such as the next service area (SA), and stop. 【0068】 If the processor determines that the abnormality is not related to "turning" (NO in step S131), it determines whether the abnormality indicated by the received abnormality information is related to "stopping", that is, an abnormality in the braking system (step S141). If it determines that the abnormality is related to "stopping" (YES in step S141), the processor controls the communication modules 111A and 111B to send an instruction to pull over to VCIB 41 and 42 (step S142). The instruction to pull over here is, for example, an instruction to drive with sufficient distance between vehicles to a relatively nearby parking location such as the next service area (SA) and then stop. 【0069】 If the processor determines that there is no abnormality in the "stop" state (NO in step S141), the processor 101 controls the communication modules 111A and 111B to send an instruction to move to safety via VCIB 41 and 42 (step S143). This instruction to move to safety via evacuate could be, for example, an instruction to drive to home or a repair shop and stop there. 【0070】 If it is determined that no abnormality information has been received (NO in step S111), or if it is determined that the abnormality does not require a safe stop (NO in step S112), then after step S124, after step S132, after step S142, or after step S143, the processor 101 returns the processing to be executed to the higher-level processing that called this ADK process. 【0071】 When VCIB41,42 receives an instruction to move to safety in step S124, step S132, step S142, or step S143, it transmits a control signal for moving to safety to each control system. Each control system then performs the operation for moving to safety in accordance with the control signal for moving to safety. 【0072】 By executing the process shown in Figure 3, an abnormality is classified as belonging to either the propulsion system, steering system, or deceleration system. Furthermore, the abnormality details, including the classification, are stratified into driving, turning, and stopping categories and notified to the ADK10. As a result, safer evasive maneuvers can be initiated. 【0073】 [Second Embodiment] The second embodiment modifies the process in step S124 of the ADK process in Figure 3 of the first embodiment when there is an abnormality in the "run" phase, and adds a process to the VCIB process that corresponds to the modification of the ADK process. The second embodiment will explain the parts that have been changed from the first embodiment. 【0074】 Figure 4 is a flowchart showing the processing flow performed in the ADK10, VCIB41,42 and each control system of the second embodiment. Referring to Figure 4, if the ADK10 determines that there is an abnormality in "driving" (YES in step S121), the processor 101 of the computer 111 of the ADS11 controls the communication modules 111A and 111B to transmit the required acceleration corresponding to the surrounding conditions to the VCIB41 and 42 in order to acquire the conditions around the vehicle 1 and confirm the propulsion response of the vehicle 1 (step S122). 【0075】 The surrounding circumstances include, for example, a first situation in which safety can be maintained even if vehicle 1 accelerates slightly, a second situation in which safety can be maintained if vehicle 1 is traveling at a constant speed, and a third situation in which consideration is necessary to maintain the safety of vehicle 1. The first situation is a situation in which there are few other vehicles and people in the surroundings, for example, when driving on a highway and there are relatively few other vehicles in the surroundings. The second situation is a situation in which there are more other vehicles and people in the surroundings compared to the first situation, for example, when driving on a highway and there are more other vehicles in the surroundings compared to the first situation, or when driving on a general road and there are few or no other vehicles and people in the surroundings. The third situation is a situation in which there are more other vehicles and people in the surroundings compared to the second situation, for example, when driving on a highway and there is congestion with many other vehicles in the surroundings compared to the second situation, or when driving on a general road and there are many other vehicles and people in the surroundings compared to the second situation. 【0076】 The requested acceleration to be transmitted is, if the surrounding conditions of vehicle 1 are in the first condition, the acceleration that causes vehicle 1 to accelerate slightly in order to confirm its propulsion response; if the surrounding conditions of vehicle 1 are in the second condition, the acceleration that causes vehicle 1 to travel at a constant speed in order to confirm its propulsion response; and if the surrounding conditions of vehicle 1 are in the third condition, the requested acceleration is not changed in order to confirm the propulsion response of vehicle 1. 【0077】 If VCIB41 and 42 determine that they have not received any abnormal information (NO in step S411), or if they determine that the abnormality does not require notification to ADK10 (NO in step S412), or after step S413, processors 411 and 421 determine whether or not they have received the requested acceleration from ADK10 (step S421). 【0078】 If the processors 411 and 421 determine that they have received the requested acceleration (YES in step S421), they transmit control signals corresponding to the requested acceleration to the propulsion system 343 and the brake systems 321 and 322, and other control systems (step S422). 【0079】 Subsequently, processors 411 and 421 acquire control signal responses (for example, the actual speed and actual acceleration of vehicle 1) from each control system (step S423). The responses are detected by, for example, wheel speed sensors 51 and 52, G sensors, cameras 54, radar sensors 55 and 56, and lidar. Processors 411 and 421 transmit the contents of the acquired responses to ADK 10 (step S424). The contents of the responses indicate whether the propulsion system 343 and control systems such as brake systems 321 and 322 are generating a propulsive force that will cause vehicle 1 to accelerate or maintain a constant speed at the requested acceleration. 【0080】 If it is determined that the requested acceleration has not been received (NO in step S421), or after step S424, processors 411 and 421 return the processing to be executed to the higher-level processing that called this VCIB process. 【0081】 In ADK10, the processor 101 of the computer 111 of ADS11 receives the content of the response to the requested acceleration from the communication modules 111A and 111B and determines whether the response indicated in the response content is valid (step S123). For example, if the actual acceleration (or change in actual velocity) is within a predetermined error range for the requested acceleration, the processor 101 determines that the response is valid. 【0082】 If the processor determines that the response is invalid (NO in step S123), it executes the process of step S124 as described in the first embodiment. On the other hand, if the processor determines that the response is valid (YES in step S123), it controls the communication modules 111A and 111B to send an instruction to pull over to VCIB 41 and 42 (step S125). The instruction to pull over here is, for example, an instruction to drive to a relatively nearby place where parking is possible, such as the next service area (SA), and stop there. After step S125, the processor returns the processing to be executed to the higher-level processing that called this ADK process. 【0083】 By executing the process shown in Figure 4, an abnormality is classified as belonging to either the propulsion system, steering system, or deceleration system. The abnormality details, including the classification, are then stratified into driving, turning, and stopping categories and notified to the ADK10. This allows the ADK10 to actively perform input tests for propulsion, steering, and deceleration according to the surrounding conditions (environment), thereby actively checking the remaining functions depending on the abnormal state. As a result, safer evasive maneuvers can be achieved. 【0084】 [Differentiation] (1) In the embodiments described above, as shown in Figures 3 and 4, the ADK10 is configured to acquire not only abnormalities in the propulsion function but also abnormalities in the steering function and braking function. However, it is not limited to this, and the ADK10 may acquire only abnormalities in the propulsion function, or it may acquire abnormalities in the propulsion function and steering function, or it may acquire abnormalities in the propulsion function and braking function. 【0085】 (2) The embodiments described above can be interpreted as disclosures of devices such as Vehicle 1, ADK10, ADS11, VP20, Base Vehicle 30, or VCIB41,42, or as disclosures of control methods or control programs for these devices. 【0086】 [summary] (1) As shown in Figures 1 and 2, the ADK10 issues instructions for automatic driving and is detachable from the VP20 which is configured to enable automatic driving. As shown in Figures 1 and 2, the VP20 comprises a base vehicle 30, a propulsion function unit (e.g., propulsion system 343, brake systems 321, 322) that propels the base vehicle 30 according to propulsion instructions from the ADK10, and VCIB41, 42 that relay control communication between the ADK10 and the propulsion function unit. As shown in Figures 3 and 4, the ADK10 receives abnormal information from VCIB41, 42 indicating an abnormality in the propulsion function by the propulsion function unit (e.g., step S111), and when it receives abnormal information, it sends an instruction to evacuate to VCIB41, 42, provided that the abnormality indicated in the abnormal information is an abnormality that requires stopping (e.g., steps S112 to S143). 【0087】 As a result, ADK10 can send an instruction to VCIB41,42 to take evasive action, provided that the abnormality in the base vehicle 30's propulsion function is such that it requires stopping. Consequently, evasive action can be appropriately performed according to the remaining capacity of the propulsion function. 【0088】 (2) As shown in Figure 4, when ADK10 receives abnormal information, it may transmit a required acceleration corresponding to the surrounding conditions of vehicle 1 to the propulsion function unit via VCIB41 and 42 (for example, step S122), receive the response content of the propulsion function unit corresponding to the required acceleration via VCIB41 and 42 (for example, step S123), and, further conditional on receiving the response content, transmit an instruction to evasive drive to VCIB41 and 42 depending on whether the response content is valid or not (for example, steps S124 and S125). 【0089】 As a result, when ADK10 receives abnormal information from VCIB41,42, it transmits a required acceleration corresponding to the surrounding conditions of vehicle 1 to the propulsion function unit. ADK10 receives the response content from the propulsion function unit corresponding to the required acceleration and can transmit an instruction for evasive driving to VCIB41,42 depending on whether the response content is appropriate or not. As a result, evasive driving can be performed more appropriately according to the remaining capacity of the propulsion function. 【0090】 (3) As shown in steps S122, S423 and S424 of Figure 4, the requested acceleration is the acceleration that increases or maintains the forward speed of the vehicle 1, and the response content may be an indication of whether or not the propulsion function unit is generating a propulsive force that causes the vehicle 1 to accelerate or travel at a constant speed at the requested acceleration. 【0091】 As a result, when ADK10 receives abnormal information from VCIB41,42, it transmits a requested acceleration to the propulsion function unit to increase or maintain the forward speed of vehicle 1, according to the conditions around vehicle 1. ADK10 receives a response indicating whether the propulsion function unit is generating the propulsion force necessary for vehicle 1 to accelerate or maintain a constant speed at the requested acceleration, and can transmit an instruction for evasive driving to VCIB41,42 depending on whether the response is appropriate. As a result, evasive driving can be performed more appropriately according to the remaining capacity of the propulsion function. 【0092】 (4) As shown in Figures 1 and 2, the VP20 further includes predetermined function units (for example, brake systems 321, 322, steering systems 331, 332) that perform predetermined functions different from the propulsion function unit (for example, braking function, steering function). As shown in Figures 1 and 2, the VCIBs 41 and 42 further relay control communication between the ADK10 and the predetermined function units. As shown in Figures 3 and 4, the ADK10 may receive abnormal information indicating an abnormality in the propulsion function by the propulsion function unit or an abnormality in a predetermined function by the predetermined function unit (for example, step S111), and if abnormal information is received, the ADK10 may transmit an instruction to evasive drive according to the content of the abnormality indicated by the abnormal information to the VCIBs 41 and 42 (for example, steps S112 to S143), provided that the abnormality indicated by the abnormal information is an abnormality that requires stopping. 【0093】 As a result, ADK10 can send instructions to VCIB41 and 42 to take evasive action according to the nature of the abnormality indicated in the abnormality information, provided that the abnormality in the propulsion function of VP20 or a predetermined function other than the propulsion function is an abnormality that requires stopping. Consequently, evasive action can be performed more appropriately according to the remaining capacity of the propulsion function or the predetermined function. 【0094】 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] 【0095】 1 Vehicle, 10 ADK, 11 ADS, 20 VP, 30 Base Vehicle, 31 Integrated Control Manager, 32, 321, 322 Brake System, 33, 331, 332 Steering System, 34 Powertrain System, 35 Active Safety System, 36 Body System, 40, 41, 42 VCIB, 43, 44 Communication Bus, 51, 52 Wheel Speed ​​Sensor, 53 Pinion Angle Sensor, 54 Camera, 55, 56 Radar Sensor, 101, 351, 361, 411, 421, 3211, 3221, 3311, 3321, 3411, 3421, 3431 Processor, 102, 352, 362, 412, 422, 3212, 3222, 3312, 3322, 3412, 3422, 3432 Memory, 111 Computer, 111A, 111B Communication module, 112 HMI, 113 Recognition sensor, 114 Attitude sensor, 115 Sensor cleaner, 340, 341, 342 Vehicle fixing system, 343 Propulsion system.

Claims

[Claim 1] It is an autonomous driving kit that gives instructions for autonomous driving, The aforementioned autonomous driving kit is detachable from a vehicle configured to enable autonomous driving. The aforementioned vehicle is Vehicle platform and A propulsion function unit that propels the vehicle platform in accordance with propulsion instructions from the aforementioned autonomous driving kit, The vehicle includes a vehicle control interface box that relays control communication between the aforementioned automatic driving kit and the aforementioned propulsion function unit, The aforementioned autonomous driving kit is The vehicle control interface box receives abnormal information indicating an abnormality in the propulsion function by the propulsion function unit. An autonomous driving kit that, upon receiving the aforementioned abnormal information, transmits an instruction to the vehicle control interface box to take evasive action, provided that the abnormality indicated in the abnormal information requires the vehicle to stop. [Claim 2] The aforementioned autonomous driving kit is When the aforementioned abnormal information is received, the required acceleration corresponding to the conditions around the vehicle platform is transmitted to the propulsion function unit via the vehicle control interface box. The response content of the propulsion function unit corresponding to the requested acceleration is received via the vehicle control interface box. The automated driving kit according to claim 1, further provided that the response content has been received, transmits an instruction to the vehicle control interface box to take evasive action depending on whether the response content is valid or not. [Claim 3] The requested acceleration is an acceleration that increases or maintains the forward speed of the vehicle platform. The autonomous driving kit according to claim 2, wherein the response content indicates whether or not the propulsion function unit is generating a propulsive force that causes the vehicle platform to accelerate or maintain a constant speed at the requested acceleration. [Claim 4] The vehicle further comprises a predetermined function unit that performs a predetermined function different from the propulsion function unit, The vehicle control interface box further relays control communication between the automatic driving kit and the predetermined function unit. The aforementioned autonomous driving kit is Upon receiving the abnormal information indicating an abnormality in the propulsion function by the propulsion function unit or an abnormality in the predetermined function by the predetermined function unit, The automatic driving kit according to any one of claims 1 to 3, wherein, upon receiving the aforementioned abnormal information, and provided that the abnormality indicated by the abnormal information is an abnormality requiring stopping, an instruction for evasive driving corresponding to the content of the abnormality indicated by the abnormal information is transmitted to the vehicle control interface box.

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