Vehicle and vehicle control interface box

Abstract

The system reduces the load on the autonomous driving kit (autonomous driving system) while performing appropriate vehicle control in each of the multiple control modes. [Solution] A vehicle capable of being equipped with ADK (Autonomous Driving Kit) 200 comprises a control system (base vehicle 120) that controls multiple functions of the vehicle, and a VCIB (Vehicle Control Interface Box) 110 that mediates the exchange of signals between ADK 200 and the control system. ADK 200 is configured to operate in one control mode selected from among several types of control modes. VCIB 110 is configured to receive and store function setting information for each of the multiple control modes from ADK 200. The function setting information is information indicating whether each of the above multiple functions is enabled or disabled. VCIB 110 is configured to request the control system to enable or disable each of the multiple functions based on the function setting information corresponding to the selected control mode.

Description

Technical Field

[0001] The present disclosure relates to a vehicle capable of mounting an automatic driving kit and a vehicle control interface box.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2023-070099 (Patent Document 1) discloses a technique for obtaining the automatic driving level being executed by an automatic driving system and the automatic driving level planned to be executed, and ending the reclining state of the backrest of the driver's seat when the automatic driving level decreases.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the technique described in Patent Document 1, it is required that the reclining control unit of the vehicle constantly checks the automatic driving level with the automatic driving system. Basically, signals for reclining control are exchanged between the reclining control unit and the automatic driving system. The automatic driving system is required to transmit a signal for reclining control to the reclining control unit even while executing automatic driving control. In such control, the burden on the automatic driving system increases. Also, in an automatic driving system that operates in one control mode selected from a plurality of types of control modes, a single reclining control may not be suitable for all control modes. In the vehicle described in Patent Document 1, since the part other than the automatic driving system (reclining control unit) mainly executes reclining control, it is difficult for the developer or vendor of the automatic driving system to customize the reclining control for each control mode of the automatic driving system.

[0005] This disclosure was made to solve the above-mentioned problems, and its purpose is to reduce the load on the autonomous driving kit (autonomous driving system) while performing appropriate vehicle control in each of the multiple control modes. [Means for solving the problem]

[0006] According to the first aspect of this disclosure, the following vehicle is provided: The vehicle is configured to be equipped with an autonomous driving kit. The vehicle comprises a control system that controls several functions of the vehicle and a vehicle control interface box that mediates the exchange of signals between the autonomous driving kit and the control system. The autonomous driving kit is configured to operate in one control mode selected from several control modes. The vehicle control interface box is configured to receive and store function setting information for each of the several control modes from the autonomous driving kit. The function setting information is information indicating whether each of the above functions is enabled or disabled. The vehicle control interface box is configured to request the control system to enable or disable each of the multiple functions based on the function setting information corresponding to the selected control mode.

[0007] A second aspect of this disclosure provides a vehicle control interface box, which is configured to be mounted on a vehicle. The vehicle control interface box is configured to mediate the exchange of signals between an autonomous driving kit mounted on the vehicle and a control system built into the vehicle. The autonomous driving kit is configured to operate in one control mode selected from several control modes. The vehicle control interface box is configured to receive and store the function setting information for each of the several control modes from the autonomous driving kit. The function setting information is information indicating whether each of the vehicle's functions is enabled or disabled. The vehicle control interface box is configured to request the control system to enable or disable each of the multiple functions based on the function setting information corresponding to the selected control mode. [Effects of the Invention]

[0008] According to this disclosure, it becomes possible to reduce the load on the autonomous driving kit (autonomous driving system) while performing appropriate vehicle control in each of the multiple control modes. [Brief explanation of the drawing]

[0009] [Figure 1] This figure shows the schematic configuration of a vehicle according to an embodiment of the present disclosure. [Figure 2] This diagram shows the details of the vehicle system shown in Figure 1. [Figure 3] This is a diagram illustrating the vehicle management system according to this embodiment. [Figure 4] This diagram shows an overview of vehicle management according to this embodiment. [Figure 5] This figure shows an example of a function settings table used in personal mode. [Figure 6] This figure shows an example of a function setting table used in taxi mode. [Figure 7] This figure shows an example of a function setting table used in delivery mode. [Figure 8] This flowchart shows the control mode setting process according to this embodiment. [Figure 9] This figure shows the mode setting screen according to this embodiment. [Figure 10] This flowchart shows the processing related to the manual operation mode of this embodiment. [Figure 11] This figure shows examples of manual operation screens depending on the application. [Figure 12] This is a flowchart showing the function setting process according to this embodiment. [Figure 13] This is a flowchart showing the management process for function setting information in this embodiment. [Figure 14] This flowchart shows the control mode transition process according to this embodiment. [Figure 15]It is a flowchart showing the processing related to the operation control of the present embodiment. [Figure 16] It is a flowchart showing the details of the automatic driving control shown in FIG. 15. [Figure 17] It is a flowchart showing an example of the processing executed when the function setting information is rewritten in the automatic driving kit shown in FIG. 2.

Mode for Carrying Out the Invention

[0010] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0011] FIG. 1 is a diagram showing a schematic configuration of a vehicle according to this embodiment. Referring to FIG. 1, the vehicle 1 includes a VP (Vehicle Platform) 100 and an ADK (Automatic Driving Kit) 200. The VP 100 includes a Vehicle Control Interface Box (hereinafter referred to as "VCIB") 110 and a base vehicle 120. By adding the VCIB 110 to the base vehicle 120, a VP 100 to which the ADK 200 can be attached and detached is formed. The VCIB 110 is configured to communicate with both the base vehicle 120 and the ADK 200 via a communication bus. The VCIB 110 may function as a gateway. The vehicle 1 is completed by attaching the ADK 200 to the VP 100. In this embodiment, the ADK 200 is attached to the rooftop of the base vehicle 120. However, the attachment position of the ADK 200 can be changed as appropriate.

[0012] The base vehicle 120 is, for example, a commercially available xEV (electric vehicle). In this embodiment, a BEV (battery electric vehicle) is adopted as the base vehicle 120. However, it is not limited to this, and the base vehicle 120 may be an xEV other than a BEV. The base vehicle 120 includes an integrated control manager 130, an HMI (Human Machine Interface) 150, various systems for controlling the base vehicle 120, and various sensors (wheel speed sensors 127A and 127B, a steering angle sensor 127C, a camera 129A, radar sensors 129B and 129C, etc.). The integrated control manager 130 functions as a control device. The integrated control manager 130 integrally controls various systems related to the operation of the base vehicle 120 based on the detection results of in-vehicle sensors. The integrated control manager 130 and the HMI 150 are communicably connected. The HMI 150 includes an input device and a notification device. Examples of the notification device include a display and a speaker. The HMI 150 may include a touch panel display.

[0013] FIG. 2 is a diagram showing details of the system of vehicle 1. Referring to FIGS. 1 and 2 together, the ADK 200 includes an autonomous driving system (hereinafter referred to as "ADS") 210 for performing autonomous driving of vehicle 1. The ADS 210 includes a computer assembly (hereinafter referred to as "ADSCOM") 211, a recognition sensor 212, an attitude sensor 213, a sensor cleaner 216, and an HMI (Human Machine Interface) 218.

[0014] ADSCOM211 includes computer modules (hereinafter referred to as "ADC") 211A and 211B. Each of ADC211A and 211B includes a processor and a storage device for storing autonomous driving software using the API described later, and is configured so that the autonomous driving software can be executed by the processor. Recognition sensors 212 include sensors that acquire information indicating the external environment of vehicle 1 (hereinafter also referred to as "environmental information"). Recognition sensors 212 may include at least one of a camera, millimeter-wave radar, and lidar. Attitude sensors 213 acquire information regarding the attitude of vehicle 1 (hereinafter also referred to as "attitude information"). Attitude sensors 213 may include various sensors that detect the acceleration, angular velocity, and position of vehicle 1. HMI218 includes input devices and notification devices.

[0015] The base vehicle 120 includes a brake system 121, a steering system 122, a powertrain system 123, an ADAS (Advanced Driver-Assistance System) 125, and a body system 126. In this embodiment, each system is equipped with an electronic control unit (hereinafter also referred to as "ECU").

[0016] In vehicle 1, the control system for the vehicle's behavior (driving, stopping, turning) has redundancy. Specifically, ADC211A and 211B give instructions to the main system and sub-system, respectively. VCIB110 includes a VCI control unit 110A for the main system and a VCI control unit 110B for the sub-system. Each of the VCI control units 110A and 110B may be a computer equipped with a processor and memory. The VCI control units 110A and 110B may communicate directly with each system, or they may communicate via the integrated control manager 130 shown in Figure 1.

[0017] The brake system 121 includes a brake device, an operating unit (e.g., a brake pedal) that receives brake operations from the user, a main brake control unit 121A, and a sub-brake control unit 121B. In the brake system 121, each of the brake control units 121A and 121B is configured to control the brake device. The brake device is configured to decelerate the vehicle 1. The brake device may be a hydraulic disc brake device. The brake device functions as a service brake. The brake device may have a brake hold function. In a vehicle 1 being driven manually, the brake control unit 121A or 121B controls the brake device in response to brake operations by the user (driver). The brake device applies braking force to the wheels of the vehicle 1. For example, the user (driver) can bring the vehicle 1 to a stop by decelerating the moving vehicle 1 by pressing the brake pedal.

[0018] The steering system 122 includes a steering device, an operating unit (e.g., a steering wheel) that receives steering input from the user, a main steering control unit 122A, and a sub-steering control unit 122B. The powertrain system 123 includes a shift device (not shown), an EPB device 123A, a P-Lock device 123B, and a propulsion system 123C. "EPB" stands for electric parking brake, and "P-Lock" stands for parking lock.

[0019] The shift device determines the shift range and switches the propulsion direction and gear shift mode of the base vehicle 120 according to the determined shift range. The shift device comprises a gear shift mechanism and an operating unit (e.g., a shift lever) that receives shift operations from the user. The shift device may perform gear changes using a shift-by-wire system. The propulsion system 123C comprises a vehicle drive unit, an operating unit (e.g., an accelerator pedal) that receives accelerator operations from the user, and a propulsion control unit that controls the vehicle drive unit. The vehicle drive unit applies propulsion force to the wheels in the propulsion direction indicated by the shift range. This propulsion force accelerates the base vehicle 120. The vehicle drive unit comprises a battery and a drive motor that receives power from the battery.

[0020] The EPB device 123A includes, for example, a parking brake mechanism, an electric actuator, and an operating unit (e.g., an EPB switch) for receiving EPB requests from the user. The EPB device 123A may be configured to apply braking force to the wheels using an electric actuator (e.g., a motor) to fix (immobilize) the wheels. The P-Lock device 123B includes, for example, a parking lock mechanism, an actuator, and an operating unit (e.g., a parking switch) for receiving parking operations from the user. The P-Lock device 123B may be configured to mechanically fix the rotational position of the transmission output shaft with a parking lock pole that can be driven by an actuator.

[0021] ADAS125 includes, for example, an active safety system. ADAS125 may also include a system that reduces the driving burden on the person driving the base vehicle 120 (hereinafter referred to as the "driver"). In this embodiment, the systems included in ADAS125 are broadly classified into driver assistance systems and driving systems other than driver assistance systems (hereinafter referred to as "advanced driving systems"). Driver assistance systems are systems that reduce the driving burden on the driver, alert the driver, or respond to driver abnormalities.

[0022] ADAS125 may include at least one of the following driver assistance systems: driver's seat belt reminder (D-seat PSBR), clearance sonar (CSR), rear camera direction (RCD), blind spot monitor (BSM), rear cross-traffic alert (RTCA), and driver abnormality response system (EDSS). The D-seat PSBR alerts the driver if the driver's seat belt is not fastened. The CSR alerts the driver when the vehicle is approaching an obstacle. The RCD informs the driver of the presence of pedestrians behind the vehicle when reversing. The BSM informs the driver of the presence of other vehicles in the blind spot area. The RTCA informs the driver of other vehicles approaching from the rear left or right when reversing. The EDSS automatically slows down and stops the vehicle if it detects a driver abnormality while the vehicle is in motion.

[0023] ADAS125 may include at least one of the following advanced driver-assistance systems: VSC (Vehicle Stability Control), Parking Support Brake (PKSB), and Pre-Collision Safety System (PCS). VSC enhances driving stability by suppressing vehicle skidding. PKSB applies the brakes to avoid collisions during low-speed driving, such as when parking. PKSB also applies the brakes if it detects that the accelerator has been pressed instead of the brake while driving at low speeds. PCS applies the brakes to avoid or mitigate collisions before they occur, over a wider speed range than PKSB.

[0024] Figure 3 is a diagram illustrating the vehicle management system according to this embodiment.

[0025] Referring to Figure 3, the vehicle management system includes mobile terminals 500A and 500B and a stationary terminal 600. Terminal 600 is, for example, a server equipped with a display device and an input device. Each of the mobile terminals 500A and 500B is, for example, a smartphone equipped with a touch panel display and a speaker. The smartphone has a built-in computer. However, the configuration of each terminal can be changed as appropriate.

[0026] Terminal 600, mobile terminal 500A, and ADK200's HMI218 (see Figure 2) each function as an administrator terminal. Specifically, HMI218 functions as an administrator terminal in conjunction with ADSCOM211. The administrator of vehicle 1 (hereinafter simply referred to as "administrator") has the right to operate the administrator terminal. The administrator terminal is configured to be operable by the administrator. Terminal 600 and mobile terminal 500A are each configured to communicate with ADK200 via the communication network NW. Mobile terminal 500A is carried by the administrator.

[0027] On the other hand, the mobile terminal 500B and the HMI 150 of the base vehicle 120 (see Figure 1) each function as a driver terminal. More specifically, the HMI 150 functions as a driver terminal in cooperation with the integrated control manager 130. The driver (the person driving the base vehicle 120) has the right to operate the driver terminal. The driver terminal is configured to be operable by the driver. The mobile terminal 500B is configured to communicate with the base vehicle 120. The mobile terminal 500B is carried by the driver. In this embodiment, the driver terminal and the administrator terminal are configured to communicate with each other.

[0028] As shown in the lower part of Figure 3, the base vehicle 120 further includes seats 161-164 and doors 171-174. Seat 161 is the D (driver) seat (driver's seat: first front seat). Near seat 161 are various controls for manual driving (e.g., steering wheel, shift lever, accelerator pedal, brake pedal, EPB switch, and parking switch) and the HMI 150 (e.g., instrument panel, center display, and navigation system). Seat 162 is the P (passenger) seat (front passenger seat: second front seat). Seat 163 is the R (rear) seat (first rear seat) on the right side (behind the driver's seat). Seat 164 is the R seat (second rear seat) on the left side (behind the front passenger seat). Doors 171, 172, 173, and 174 are passenger doors located at seats 161, 162, 163, and 164, respectively. Each of doors 171 through 174 is equipped with a door locking device that switches the corresponding door lock / unlock. When the door locking device closes and locks the door, the door remains closed. When the door locking device unlocks the door, it is permitted to open the door. Doors 171 and 172 correspond to examples of the “first door” and “second door” as described in this disclosure, respectively. Doors 173 and 174 each correspond to examples of the “third door” as described in this disclosure.

[0029] The base vehicle 120 further includes a cargo compartment 160 and a cargo compartment door 170 provided on the cargo compartment 160. In this embodiment, a sealed cargo compartment (e.g., a trunk) is used as the cargo compartment 160. Therefore, when the cargo compartment door 170 is closed, the cargo compartment 160 is sealed. When the cargo compartment door 170 is opened, the cargo compartment 160 is opened. However, it is not limited to this, and an open cargo compartment (e.g., a luggage space) may also be used as the cargo compartment 160. Examples of the cargo compartment door 170 include a back door, a rear hatch door, and a tailgate. The cargo compartment door 170 is provided with a cargo compartment locking device that switches between locking and unlocking the cargo compartment door 170. When the cargo compartment locking device closes and locks the cargo compartment door 170, the cargo compartment door 170 remains closed. When the cargo compartment locking device unlocks the cargo compartment door 170, it is permitted to open the cargo compartment door 170.

[0030] The base vehicle 120 is further equipped with an air conditioning unit 180. The air conditioning unit 180 is configured to provide air conditioning for the interior space, including seats 161-164 (for example, adjusting the temperature, humidity, cleanliness, and at least one of the airflow parameters). The energy storage unit 190 shown in Figure 3 functions as the battery for the aforementioned vehicle drive system. The energy storage unit 190 supplies power not only to the traction motor but also to the air conditioning unit 180 and an auxiliary battery (not shown).

[0031] The body system 126 shown in Figure 2 includes an entry / exit ECU that controls the door locking devices of each of the doors 171 to 174, a cargo compartment ECU that controls the cargo compartment locking device, and an air conditioning ECU that controls the air conditioning system 180.

[0032] In this embodiment, signals defined by the API (Application Program Interface) (API signals) are used for communication between ADK200 and VCIB110. ADK200 is configured to process various signals defined by the API. ADK200 outputs various commands to VCIB110 according to the API. Hereinafter, each of the above commands output from ADK200 to VCIB110 will also be referred to as an "API command". ADK200 also receives various signals from VCIB110 indicating the status of the base vehicle 120 according to the API. Hereinafter, each of the above signals received by ADK200 from VCIB110 will also be referred to as an "API status". Both API commands and API statuses correspond to API signals.

[0033] In this embodiment, the ADK200 uses the API commands described below.

[0034] The mode setting API is an API command that requests a transition to a predetermined control mode. More specifically, the ADK200 in this embodiment is configured to operate in one control mode selected from among several control modes. The mode setting API corresponds to a mode signal that indicates the selected control mode.

[0035] In this embodiment, the multiple control modes performed by the ADK200 are distinguished based on whether it is automatic driving or manual driving, whether there is a person in the driver's seat (seat 161) of the vehicle 1, and the intended use of the vehicle 1. This configuration makes it easier to customize the vehicle 1 to suit its intended use. Specifically, the ADK200 in this embodiment operates in one of the first to third manual driving modes and the first to fifth automatic driving modes described below. The manual driving mode is a driving mode in which the base vehicle 120 is under the control of a human (driver). The automatic driving mode is a driving mode in which the base vehicle 120 is under the control of the ADK200.

[0036] The first manual driving mode is a control mode in which the vehicle 1 is used for personal use and the vehicle 1 is manually driven by a person in seat 161. The second manual driving mode is a control mode in which the vehicle 1 is used for passenger transport and the vehicle 1 is manually driven by a person in seat 161. The third manual driving mode is a control mode in which the vehicle 1 is used for logistics and the vehicle 1 is manually driven by a person in seat 161.

[0037] The first automated driving mode is a control mode in which automated driving control of vehicle 1 is performed when vehicle 1 is used for personal use and there are people in seat 161. The second automated driving mode is a control mode in which automated driving control of vehicle 1 is performed when vehicle 1 is used for passenger transport and there are no people in seat 161. The third automated driving mode is a control mode in which automated driving control of vehicle 1 is performed when vehicle 1 is used for passenger transport and there are people in seat 161. The fourth automated driving mode is a control mode in which automated driving control of vehicle 1 is performed when vehicle 1 is used for logistics and there are no people in seat 161. The fifth automated driving mode is a control mode in which automated driving control of vehicle 1 is performed when vehicle 1 is used for logistics and there are people in seat 161.

[0038] The function setting API is an API command that requests the saving of a function setting table for each control mode. The function setting table indicates whether each of the multiple functions of the base vehicle 120 is enabled or disabled. The function setting table is an example of the "function setting information" relating to this disclosure.

[0039] For example, an administrator creates a function setting table for each control mode and inputs the created function setting table for each control mode into the ADK200. The ADK200's storage device (Figure 3) distinguishes and stores the function setting tables for each control mode by linking the control mode identification information (mode ID) with the function setting table corresponding to that control mode. The function setting API includes the function setting tables for each of the multiple control modes on which the ADK200 can operate (for example, the first to third manual driving modes and the first to fifth automatic driving modes described above). Hereafter, these function setting tables for each control mode (i.e., all function setting tables related to the ADK200) will be collectively referred to as "ADK setting information". As will be described in detail later, the VCIB110, upon receiving the ADK setting information from the ADK200, stores the ADK setting information. Subsequently, whenever a transition of control mode is requested by the mode setting API, the VCIB110 requests the base vehicle 120 to enable or disable each function based on the function setting table corresponding to the control mode indicated by the mode setting API.

[0040] The propulsion direction command is an API command that requests a change in the shift range (drive (forward) / reverse (reverse)). The acceleration command is an API command that specifies the vehicle's acceleration. The acceleration command requests acceleration (+) and deceleration (-) in the direction indicated by the propulsion direction status, which will be described later. The front wheel steering angle command is an API command that requests steering of the vehicle's front wheels. The immobilization command is an API command that requests the application or release of immobilization.

[0041] The D-seat door API is an API command that requests the locking or unlocking of the driver's door (e.g., door 171). The P-seat door API is an API command that requests the locking or unlocking of the passenger-side door (e.g., door 172). The 1st rear-seat door API is an API command that requests the locking or unlocking of the rear seat door (e.g., door 173). The 2nd rear-seat door API is an API command that requests the locking or unlocking of the rear seat door (e.g., door 174). The luggage compartment door API is an API command that requests the locking or unlocking of the luggage compartment door. The all-door API is an API command that requests the simultaneous locking or unlocking of all passenger doors and the luggage compartment door. Hereinafter, the D-seat door API, P-seat door API, 1st rear-seat door API, 2nd rear-seat door API, and luggage compartment door API will also be referred to as "individual door APIs".

[0042] The front row air conditioning drive command is an API command that requests the ON or OFF of the air conditioning for the front seats. The rear row air conditioning drive command is an API command that requests the ON or OFF of the air conditioning for the rear seats. The front row right air conditioning temperature setting command is an API command that specifies the set temperature of the air conditioning for the right front seat (e.g., seat 161). The front row left air conditioning temperature setting command is an API command that specifies the set temperature of the air conditioning for the left front seat (e.g., seat 162). The rear row right air conditioning temperature setting command is an API command that specifies the set temperature of the air conditioning for the right rear seat (e.g., seat 163). The rear row left air conditioning temperature setting command is an API command that specifies the set temperature of the air conditioning for the left rear seat (e.g., seat 164). The front row air conditioning airflow setting command and the rear row air conditioning airflow setting command are API commands that specify the airflow (fan level) of the air conditioning for the front seats and rear seats, respectively. The front vent mode command is an API command that specifies the vent mode for the front seats (for example, a mode where air flows to the upper body and feet, a mode where air flows only to the upper body, a mode where air flows only to the feet, or a mode where air flows to the feet and the windshield (defogger)). The rear vent mode command is an API command that specifies the vent mode for the rear seats (for example, a mode where air flows to the upper body and feet, a mode where air flows only to the upper body, or a mode where air flows only to the feet). The recirculation setting command is an API command that requests a switch between air conditioning using outside air intake and air conditioning using recirculation. Hereafter, these air conditioning API commands will be collectively referred to as "air conditioning APIs".

[0043] The above describes some of the API commands used in vehicle 1. In this embodiment, VCIB110 is configured to mediate the exchange of signals between ADK200 and the base vehicle 120 (more specifically, the control system included in the base vehicle 120). Specifically, VCIB110 receives various API commands from ADK200. When VCIB110 receives an API command from ADK200, it converts the API command into a signal format that the control system of the base vehicle 120 can execute. Hereinafter, the API command converted into a signal format that the control system of the base vehicle 120 can execute will also be referred to as an "internal command". When VCIB110 receives an API command from ADK200, it outputs an internal command corresponding to that API command to the base vehicle 120. In the base vehicle 120, the control system is constructed by multiple control devices (for example, the integrated control manager 130 and the control devices of each system shown in Figures 1 and 2).

[0044] Next, let's discuss API status. ADK200 uses API status, as described below, to understand the status of the base vehicle 120.

[0045] The control mode status is an API status that indicates the current control mode of the base vehicle 120. The control mode status indicates the identification information of the control mode. For example, if the current control mode is the first manual driving mode, the second manual driving mode, the third manual driving mode, the first automatic driving mode, the second automatic driving mode, the third automatic driving mode, the fourth automatic driving mode, or the fifth automatic driving mode, the value of the control mode status may be "1", "2", "3", "4", "5", "6", "7", or "8", respectively.

[0046] The propulsion direction status is an API status indicating the current shift range. The direction of travel status is an API status indicating the direction of travel of the vehicle. The direction of travel status outputs a value of "0" when the vehicle is moving forward, a value of "1" when the vehicle is moving backward, and a value of "2 (Stop: Standstill)" when all wheels (4 wheels) show a speed of "0" for a certain period of time. The vehicle speed status is an API status indicating the longitudinal speed of the vehicle. The vehicle speed status outputs the absolute value of the vehicle speed. The immobilization status is an API status indicating the immobilization state (for example, the state of the EPB device 123A and the P-Lock device 123B).

[0047] The D-seat door status, P-seat door status, 1st rear-seat door status, and 2nd rear-seat status are API statuses indicating the door status (locked / unlocked) of the driver's seat, passenger seat, the seat behind the driver's seat, and the seat behind the passenger seat, respectively. The cargo door status is an API status indicating the status (locked / unlocked) of the cargo door.

[0048] The Front Row Air Conditioning Drive Status and Rear Row Air Conditioning Drive Status are API statuses indicating the drive status (ON / OFF) of the air conditioning for the front and rear seats, respectively. The Front Right Air Conditioning Set Temperature Status, Front Left Air Conditioning Set Temperature Status, Rear Right Air Conditioning Set Temperature Status, and Rear Left Air Conditioning Set Temperature Status are API statuses indicating the set temperature of the air conditioning for the right front seat, left front seat, right rear seat, and left rear seat, respectively. The Front Row Air Conditioning Fan Level Status and Rear Row Air Conditioning Fan Level Status are API statuses indicating the airflow (fan level) of the air conditioning for the front and rear seats, respectively. The Front Vent Mode Status and Rear Vent Mode Status are API statuses indicating the vent mode for the front and rear seats, respectively. The Recirculation Status is an API status indicating the air conditioning mode (outside air intake / recirculation).

[0049] The above describes some of the API statuses used in vehicle 1. The VCIB110 receives various sensor detection values ​​and status determination results from the base vehicle 120 and outputs various API statuses indicating the status of the base vehicle 120 to the ADK200. The VCIB110 acquires an API status in which a value indicating the status of the base vehicle 120 is set and outputs the obtained API status to the ADK200. The various API statuses are stored in the respective storage devices of the VCI control units 110A and 110B, for example, and are updated sequentially.

[0050] Figure 4 is a diagram illustrating the overview of vehicle management according to this embodiment. Referring to Figures 1 to 3 and Figure 4, when the ADK200 is attached to the VP100, the ADK200 (more specifically, the ADSCOM211) executes the processing flow F10. In the flowchart, "S" means step. Control by the ADK200 is basically performed by the ADC211A. However, if an abnormality occurs in the main system, the ADC211B will perform each process instead of the ADC211A.

[0051] In processing flow F10, ADK200 sends a function setting API to VCIB110 in S100, which includes ADK setting information (for example, the function setting tables for the first to third manual driving modes and the first to fifth automatic driving modes as described above). If VCIB110 is operational, VCIB110 can receive the function setting API sent from ADK200. Upon receiving the function setting API, VCIB110 saves the ADK setting information (see S43 in Figure 13, described later). Once the process in S100 is executed, processing flow F10 ends.

[0052] As described above, the VCIB110 is configured to receive and save the function setting tables for each control mode from the ADK200. Below, an example of the function setting tables for each control mode will be explained using Figures 5 to 7. The function setting tables shown in Figures 5 to 7 indicate whether each of the following functions is enabled (always ON), enabled (ON / OFF manual switching possible), or disabled (always OFF): the lock / unlock linked function for passenger doors (hereinafter referred to as the "door linked function"), the lock / unlock linked function for cargo doors (hereinafter referred to as the "cargo linked function"), the parking door unlock function, the security alarm, the manual air conditioning operation function, the driver assistance functions and advanced driving functions of ADAS125, the safe exit assist (SEA), the child lock function, and the manual switching function for manual driving / autonomous driving (hereinafter referred to as the "driving mode switching function"). In the tables shown in Figures 5 to 7, "Enabled (Always ON)" is displayed as "Enabled," "Enabled (Manual ON / OFF Switchable)" is displayed as "Enabled (Manual Switchable)," and "Disabled (Always OFF)" is displayed as "Disabled." Furthermore, regarding the door-linked function and the cargo area-linked function, the control groups for the door lock device and the cargo area lock device are shown.

[0053] The door linkage function links the locking / unlocking of one passenger door to that of another. The cargo area linkage function links the locking / unlocking of the cargo area door to that of the passenger doors. The parking door unlock function unlocks the rear passenger doors when the parking lock is engaged. The security alarm sounds an alarm when it detects theft (intrusion by another person into the vehicle). The manual air conditioning operation function operates the air conditioning unit 180 according to user input. The ADAS125 driver assistance function relates to the aforementioned driver assistance system. The ADAS125 advanced driving function relates to the aforementioned advanced driving system. SEA is a function that alerts the user to the presence of other vehicles approaching the vehicle when the user is exiting the vehicle. The child lock function prevents the rear passenger doors from being opened manually from inside the vehicle. The driving mode switching function switches between manual driving mode and automatic driving mode according to user input.

[0054] Hereafter, the control mode in which the vehicle is intended for personal use will also be referred to as "Personal Mode." Figure 5 shows an example of a function setting table in Personal Mode. Furthermore, the function setting table corresponding to the first manual driving mode will be referred to as the "First Personal Function Table," and the function setting table corresponding to the first automatic driving mode will be referred to as the "Second Personal Function Table."

[0055] In the example shown in Figure 5, a common function setting table is configured for both the first manual driving mode and the first automatic driving mode. The first personal function table and the second personal function table have the same setting values ​​for all functions. As shown in Figure 5, the fact that the cargo door 170 and doors 171-174 belong to different control groups (A, B, C, D, E) means that both the door interlocking function and the cargo interlocking function are "disabled" for all passenger doors (doors 171-174). Therefore, in the first automatic driving mode, the ADK200 can individually control the lock / unlock of the cargo door 170 and doors 171-174 using the individual door API. Alternatively, the ADK200 can also control the lock / unlock of the cargo door 170 and doors 171-174 all at once using the all-door API. On the other hand, in the first manual driving mode, the driver can use a driver terminal to instruct the control system of the base vehicle 120 to individually lock or unlock the cargo door 170 and doors 171-174 as specified by the driver, or to lock or unlock all doors at once.

[0056] In the function setting table shown in Figure 5, the following functions are set to "Enabled (Manual ON / OFF switching possible)": parking door unlock function, security alarm, driver assistance function, advanced driving function, SEA, and child lock function. Therefore, the driver can switch these functions ON (operated) / OFF (inactive), for example, using the driver terminal. The manual air conditioning operation function is also set to "Enabled (Always ON)". Therefore, the driver can change the set temperature of the air conditioning unit 180, for example, by operating the driver terminal. The driving mode switching function is also set to "Enabled (Always ON)". As will be described in detail later, the driver can switch between the first manual driving mode and the first automatic driving mode, for example, by operating the driver terminal (see Figure 11).

[0057] Hereafter, the control mode in which the vehicle's purpose is passenger transport will also be referred to as "taxi mode." Figure 6 shows an example of a function setting table in taxi mode. The function setting table corresponding to the second manual driving mode is called the "first taxi function table," the function setting table corresponding to the second automated driving mode is called the "second taxi function table," and the function setting table corresponding to the third automated driving mode is called the "third taxi function table." Vehicle 1 in taxi mode can perform taxi services.

[0058] As shown in Figure 6, in each of the first and third taxi function tables, the control group (A) to which door 171 belongs and the control group (B) to which the cargo door 170 and doors 172-174 belong are different. Lock / unlock control is performed for each control group. Therefore, the lock / unlock control of door 171 is performed individually. On the other hand, the lock / unlock control of the cargo door 170 and doors 172-174 is performed together.

[0059] Furthermore, in the second taxi function table, the control group (A) to which doors 171 and 172 belong, the control group (B) to which doors 173 and 174 belong, and the control group (C) to which the cargo door 170 belongs are all different. As a result, the lock / unlock control of the front passenger doors (doors 171 and 172) is performed collectively. Similarly, the lock / unlock control of the rear passenger doors (doors 173 and 174) is also performed collectively. In addition, the lock / unlock control of the cargo door 170 is performed individually.

[0060] Furthermore, if door 171 and door 172 belong to the same control group, it means that the “first function” of this disclosure is effective. If door 171 and at least one of doors 173 or 174 belong to the same control group, it means that the “second function” of this disclosure is effective. If door 172 and at least one of doors 173 or 174 belong to the same control group, it means that the “third function” of this disclosure is effective. If cargo door 170 and door 171 belong to the same control group, it means that the “fourth function” of this disclosure is effective. If cargo door 170 and door 172 belong to the same control group, it means that the “fifth function” of this disclosure is effective. If cargo door 170 and at least one of doors 173 or 174 belong to the same control group, it means that the “sixth function” of this disclosure is effective. As shown in Figure 6, the first taxi function table indicates that the third, fifth, and sixth functions are each enabled, and the first, second, and fourth functions are each disabled. The second taxi function table indicates that the first function is enabled, and the second through sixth functions are each disabled.

[0061] In passenger transport, vehicle 1 maintains the doors 171 locked and operates as described below, for example. Before passengers board vehicle 1, vehicle 1 unlocks the rear passenger doors (doors 173 and 174). Then, when vehicle 1 starts moving, it locks all doors (luggage compartment door 170 and doors 171-174). After that, when passengers alight, vehicle 1 unlocks the rear passenger doors again. Instructions (lock / unlock commands) to cause the vehicle to perform these passenger transport operations are issued by the driver in manual driving mode and by the ADK200 in automatic driving mode. This controls the door locking device and the luggage compartment locking device.

[0062] In the second manual driving mode, the driver operates the driver terminal to instruct the control system of the base vehicle 120 to lock or unlock the rear passenger doors, or lock all doors, when a passenger boards, starts driving, and alights. The control system of the base vehicle 120 performs lock / unlock control for each of the two groups distinguished by the first taxi function table described above: the driver's side door and the other doors. When a passenger boards, the cargo door 170 and doors 172-174 are unlocked in conjunction. This allows the passenger to sit in either seat 162 (passenger seat) or seats 163, 164 (rear seats). The passenger can also place luggage in the cargo area 160 as needed. All doors are locked when driving starts. Afterwards, when a passenger alights, the cargo door 170 and doors 172-174 are unlocked again in conjunction. This allows the passenger to alight from vehicle 1 or retrieve luggage from the cargo area 160.

[0063] In the second autonomous driving mode, the ADK200 instructs the base vehicle 120's control system to lock or unlock the rear passenger doors, or lock all doors, using, for example, the second rear passenger door API or the all-door API, when a passenger boards, when the vehicle starts moving, and when a passenger alights. The base vehicle 120's control system performs lock / unlock control for each of the three groups distinguished by the second taxi function table described above: the front passenger doors, the rear passenger doors, and the cargo area doors. Since the lock / unlock of door 171 and the lock / unlock of door 172 are linked, door 172 is kept locked along with door 171. This prevents passengers from entering the front seats (driver's seat, passenger seat) and, consequently, from operating the vehicle 1. When a passenger boards, doors 173 and 174 are unlocked in conjunction. This allows passengers to board only seats 163 and 164 (rear seats). In this case, the ADK200 determines whether or not to unlock the cargo door 170. The ADK200 may unlock the cargo door 170 together with the rear passenger doors only if certain conditions are met. With this configuration, the administrator can allow only specific customers to use the cargo area 160. For example, the administrator may allow only customers who have paid a predetermined fee to use the cargo area 160. The administrator terminal may manage customer-specific information linked to customer identification information. The administrator may issue instructions to the ADK200 through the administrator terminal. At the start of driving, all doors are locked by the All Doors API. Subsequently, when a customer alights, doors 173 and 174 are unlocked again in conjunction. If the cargo door 170 was unlocked when a customer got in, the ADK200 will also unlock the cargo door 170 when the customer alights.

[0064] In the third autonomous driving mode, the ADK200 instructs the control system of the base vehicle 120 to lock or unlock the rear passenger doors, or lock all doors, using, for example, the second rear passenger door API or the all-door API, when a passenger boards, when the vehicle starts moving, and when a passenger alights. The control system of the base vehicle 120 performs lock / unlock control for each of the two groups distinguished by the third taxi function table described above: the driver's door and the other doors. When a passenger boards, the luggage compartment door 170 and doors 172-174 are unlocked in conjunction. This allows the passenger to sit in either the front passenger seat or the rear passenger seat. The passenger can also place luggage in the luggage compartment 160 as needed. When the vehicle starts moving, all doors are locked by the all-door API. Subsequently, when a passenger alights, the luggage compartment door 170 and doors 172-174 are unlocked again in conjunction. This allows the passenger to alight from the vehicle 1 or retrieve luggage from the luggage compartment 160.

[0065] According to the second and third taxi function tables described above, the lock / unlock control of each door in passenger transport can be changed depending on whether or not a person is in the driver's seat, without changing the commands from ADK200 to VCIB110. This makes it possible to standardize the control program (algorithm) across multiple control modes of ADK200. Developers or vendors of autonomous driving systems can easily customize vehicle control for each control mode by using the function setting tables (function setting information).

[0066] As shown in Figure 6, the parking door unlock function is set to "enabled (always ON)" in the first taxi function table and to "disabled" in the second and third taxi function tables, respectively. By disabling the parking door unlock function in automatic driving mode, interference between the control by ADK200 and the control by the base vehicle 120 is suppressed. The security alarm is set to "enabled (always ON)" in the first and third taxi function tables, respectively, and to "disabled" in the second taxi function table. By disabling the security alarm when there is no one in the driver's seat, it is possible to prevent passengers from becoming anxious due to false alarms. The manual air conditioning operation function is set to "enabled (always ON)" in the first and third taxi function tables, respectively, and to "disabled" in the second taxi function table. When the manual air conditioning operation function is OFF, ADK200 can control the air conditioning unit 180 using the air conditioning API described above. When there is no one in the driver's seat, the manual air conditioning control function is disabled (always OFF), preventing the risk of vehicle 1 running out of power due to passenger operation of the air conditioning. The driver assistance function is set to "enabled (always ON)" in the first taxi function table, and to "disabled" in the second and third taxi function tables, respectively. By disabling the driver assistance function (always OFF) in autonomous driving mode, malfunctions of the ADAS125 driver assistance system can be prevented. Advanced driving functions are set to "enabled (always ON)" in all of the first to third taxi function tables. By having ADK200 execute autonomous driving control based on the premise of using advanced driving systems (such as the aforementioned VSC), vehicle 1 can perform autonomous driving at a high level of technology. In addition, the autonomous driving program of ADK200 can be simplified. SEA is also set to "enabled (always ON)" in all of the first to third taxi function tables. Therefore, passengers can disembark with peace of mind. The child lock function is set to "Enabled (manual ON / OFF switching possible)" in the first and third taxi function tables, respectively, and to "Disabled" in the second taxi function table.The person in the driver's seat can switch the child lock function ON or OFF depending on whether or not there are children among the passengers. The driving mode switching function is set to "disabled" in all of the first to third taxi function tables. This prevents the driving mode from being switched against the administrator's intentions based on the actions of the driver or passenger.

[0067] Hereafter, the control mode in which the vehicle's purpose is logistics will also be referred to as the "delivery mode." Figure 7 shows an example of a function setting table in delivery mode. The function setting table corresponding to the third manual driving mode is called the "first delivery function table," the function setting table corresponding to the fourth automatic driving mode is called the "second delivery function table," and the function setting table corresponding to the fifth automatic driving mode is called the "third delivery function table." Vehicle 1 in delivery mode can perform deliveries.

[0068] As shown in Figure 7, in both the first and third delivery function tables, all cargo doors 170 and doors 171-174 belong to the same control group (A). Therefore, lock / unlock control of all doors is performed collectively. On the other hand, in the second delivery function table, the control group (A) to which doors 171 and 172 belong is different from the control group (B) to which cargo doors 170 and doors 173 and 174 belong. Therefore, lock / unlock control of the front passenger doors (doors 171 and 172) is performed collectively. Also, lock / unlock control of cargo doors 170 and doors 173 and 174 is performed collectively.

[0069] In delivery (logistics), vehicle 1 operates as described below, for example. Before loading, vehicle 1 unlocks the cargo compartment door and the rear passenger doors. This allows loading of goods into the cargo compartment 160 and passenger compartments 163 and 164. Then, vehicle 1 locks all doors (cargo compartment door 170 and doors 171-174) when starting to drive. Afterwards, when unloading, vehicle 1 unlocks the cargo compartment door and the rear passenger doors again. Instructions (lock / unlock commands) to cause the vehicle to perform these delivery operations are issued by the driver in manual driving mode and by ADK200 in automatic driving mode. This controls the door locking device and the cargo compartment locking device.

[0070] In the third manual driving mode, the driver operates a driver terminal to instruct the base vehicle 120's control system to lock or unlock the rear passenger doors, or lock all doors, when loading, starting to drive, and unloading. The base vehicle 120's control system controls the lock / unlock of all doors collectively using the first delivery function table described above. When loading, all doors are unlocked in conjunction. This allows the driver to load cargo into the cargo compartment 160 and at least one of the seats 163, 164, and then get into seat 161 (driver's seat). When starting to drive, all doors are locked. Then, when unloading, all doors are unlocked again in conjunction. This allows the driver to get out of vehicle 1 and unload the cargo loaded into vehicle 1.

[0071] In the fourth automated driving mode, the ADK200 instructs the base vehicle 120's control system to lock or unlock the rear passenger doors, or lock all doors, using, for example, the second rear passenger door API or the all-door API, when loading, starting to drive, and unloading. The base vehicle 120's control system performs lock / unlock control for each of the two groups distinguished by the second delivery function table above: the front passenger doors and the other doors. When loading, the cargo compartment door 170 and doors 173 and 174 are unlocked in conjunction. Since the front passenger doors remain locked, loading is permitted only into the cargo compartment 160 and seats 163 and 164. This prevents loading into the front seats (driver's seat and passenger seat), and consequently, prevents the vehicle 1 from being driven due to cargo shifting during driving. In addition, the delivery person can ride in the rear seats. When starting to drive, all doors are locked by the all-door API. Subsequently, when unloading, the cargo compartment doors 170 and 173 and 174 are unlocked again in conjunction. This allows the delivery person to get out of vehicle 1 and unload the cargo loaded into vehicle 1.

[0072] In the fifth autonomous driving mode, the ADK200 instructs the base vehicle 120's control system to lock or unlock the rear passenger doors, or lock all doors, using, for example, the second rear passenger door API or the all-door API, when loading, starting to drive, and unloading cargo. The base vehicle 120's control system controls the lock / unlock of all doors collectively using the third delivery function table described above. When loading cargo, all doors are unlocked in conjunction by the second rear passenger door API. This allows the delivery person to load cargo into the cargo compartment 160 and at least one of the seats 163, 164, and then get into seat 161 (driver's seat). When starting to drive, all doors are locked by the all-door API. Then, when unloading cargo, all doors are unlocked again in conjunction by the second rear passenger door API. This allows the delivery person to get out of vehicle 1 and unload the cargo loaded into vehicle 1.

[0073] According to the second and third delivery function tables described above, the lock / unlock control of each door during delivery (logistics) can be changed depending on whether or not a person is present in the driver's seat, without changing the commands from ADK200 to VCIB110. Furthermore, the lock / unlock control of each door can be changed according to the application without changing the commands from ADK200 to VCIB110 between the aforementioned taxi mode and delivery mode. This makes it possible to standardize the control program (algorithm) across multiple control modes of the ADK200. Developers or vendors of autonomous driving systems can easily customize vehicle control for each control mode by using the function setting table (function setting information).

[0074] As shown in Figure 7, in the function setting table for delivery mode, the parking door unlock function, security alarm, driver assistance function, advanced driving function, and driving mode switching function are set in a manner similar to the function setting table for taxi mode. However, the manual air conditioning operation function is set to "disabled" in all of the first to third delivery function tables. This allows the ADK200 to manage the temperature of the cargo using the aforementioned air conditioning API. SEA is set to "enabled (manual ON / OFF switching possible)" in both the first and third delivery function tables, and to "disabled" in the second delivery function table. The person in the driver's seat can switch SEA ON / OFF based on the number of delivery personnel. The child lock function is set to "disabled" in all of the first to third delivery function tables. This prevents the child lock from hindering loading and unloading operations.

[0075] The administrator can set the control mode of the ADK200 using the administrator terminal. Specifically, the administrator terminal is configured to run application software (hereinafter referred to as the "mode setting app") for setting the ADK200 to one of several control modes on which the ADK200 can operate. The mode setting app may be pre-installed on the administrator terminal or run on the cloud. When the mode setting app is launched on the administrator terminal, the administrator terminal executes the processing flow F1 described below.

[0076] Figure 8 is a flowchart illustrating the process for setting the control mode, which is performed by the administrator terminal. Referring to Figure 8, in processing flow F1, the administrator terminal displays a mode setting screen in S11. In the following S12, the administrator terminal determines whether or not a control mode has been entered for the displayed mode setting screen. As long as no control mode is entered (NO in S12), S11 and S12 are repeated, and the administrator terminal continues to display the mode setting screen in S11.

[0077] Figure 9 shows an example of a mode setting screen. Referring to Figure 9, screen Sc1 is a mode setting screen and includes operation sections D11 to D13 (e.g., checkboxes or radio buttons) for inputting information about the control mode, and an OK button D14.

[0078] Control unit D11 accepts input regarding the control mode, specifying the intended use of vehicle 1 (personal mode / taxi mode / delivery mode). Control unit D12 accepts input regarding the control mode, specifying whether or not there is a person in the driver's seat. However, if personal mode is selected by control unit D11, the presence of a person in the driver's seat is automatically selected. Control unit D13 accepts input regarding the control mode, specifying the driving mode (manual driving mode / automatic driving mode). However, if the absence of a person in the driver's seat is selected by control unit D12, automatic driving mode is automatically selected.

[0079] Screen Sc1 is displayed, for example, on the touch panel display of the administrator terminal. The administrator can select one control mode from the first to third manual operation modes and the first to fifth automatic operation modes mentioned above by operating the operation units D11 to D13. When the administrator selects a control mode and operates the confirmation button D14, it is determined to be YES in S12 of Figure 8, and the process proceeds to S13.

[0080] Referring again to Figure 8, in S13, the administrator terminal requests ADK200 to transition to the control mode selected as described above. ADK200 then requests VCIB110 to use the mode setting API to set the control mode of the base vehicle 120 to the control mode selected in S11 and S12. If the request to VCIB110 is successful, ADK200 sends a request completion signal back to the administrator terminal.

[0081] Next, in S14, the administrator terminal determines whether communication between ADK200 and VCIB110 has been established based on whether or not it received the request completion signal mentioned above. If ADK200 and VCIB110 are properly connected, communication between them will be established. In this case, VCIB110 receives the mode setting API mentioned above from ADK200. Then, in S14, it is determined to be YES, and the process proceeds to S16. On the other hand, if communication between ADK200 and VCIB110 is not established (NO in S14), the administrator terminal displays a message in S15 prompting the administrator to check the connection of ADK200. After that, the process returns to S13. While communication is not established, steps S13 to S15 are repeated.

[0082] As described above, the ADK200 is configured to select one control mode from several types based on a request from the administrator terminal (the administrator terminal of vehicle 1). Furthermore, when the ADK200 is installed on the base vehicle 120 via the VCIB110 and one control mode is selected from several types, the ADK200 sends a mode setting API (mode signal) to the VCIB110 indicating the selected control mode. With this configuration, the administrator of vehicle 1 can change the control mode via the administrator terminal. The changed control mode is then notified to the VCIB110 via the mode setting API.

[0083] In S16, the administrator terminal determines whether the control mode selected in S11 and S12 is manual driving mode. If the selected control mode is manual driving mode (YES in S16), the administrator terminal requests the driver terminal in S17 to launch manual driving application software appropriate for the application (hereinafter referred to as "manual driving app"). The manual driving app may be pre-installed on the driver terminal or run on the cloud. The driver can use the manual driving app while the selected control mode is running. Specific examples of manual driving apps will be described later (see Figure 11).

[0084] If the selected control mode is the autonomous driving mode (NO in S16), the administrator terminal requests the in-vehicle terminal in S18 to launch autonomous driving application software (hereinafter referred to as the "autonomous driving app") appropriate for the application. In this embodiment, the integrated control manager 130 and HMI 150 work together to function as the in-vehicle terminal. The autonomous driving app may be pre-installed on the in-vehicle terminal or it may be run on the cloud. The autonomous driving app runs in vehicle 1 while the selected control mode is being executed.

[0085] When processing S17 or S18 is executed, processing flow F1 terminates. The driver terminal launches the manual driving application in response to a request from the administrator terminal (S17). Once the manual driving application is launched on the driver terminal, the driver terminal executes processing flow F2, which is described below.

[0086] Figure 10 is a flowchart showing the processing related to the manual driving mode executed by the driver terminal. Referring to Figure 10, in processing flow F2, the driver terminal displays a manual driving screen according to the application in S21. In the following S22, the driver terminal determines whether or not the driver has made an input to the manual driving screen. If there is input from the driver (YES in S22), the driver terminal requests the control system of the base vehicle 120 to perform control according to the input from the driver in S23. As a result, the control system of the base vehicle 120 performs control according to the input from the driver. After that, the process proceeds to S24. On the other hand, if there is no input from the driver (NO in S22), the process skips S23 and proceeds to S24. In S24, the driver terminal determines whether or not the driving mode of vehicle 1 has ended. For example, when the trip of vehicle 1 ends, the driver terminal determines that the driving mode of vehicle 1 has ended. Specifically, the driver terminal may determine that the driving mode of vehicle 1 has ended when the driver switches the start switch of the base vehicle 120 from ON to OFF. Generally, the start switch is referred to as a "power switch" or "ignition switch." Furthermore, if the control mode of the base vehicle 120 is changed, the driver terminal will determine that the driving mode of vehicle 1 has ended.

[0087] If the driving mode of vehicle 1 is still active (NO in S24), the process returns to S21. On the other hand, if the driving mode of vehicle 1 ends (YES in S24), the driver terminal notifies the administrator terminal in S25 that the driving mode of vehicle 1 (for example, one of the 1st to 3rd manual driving modes) has ended. Once the process in S25 is executed, the processing flow F2 ends.

[0088] Figure 11 shows examples of manual driving screens according to their intended use (personal use / passenger transport / logistics). In S21 of Figure 10, for example, one of the screens Sc21 to Sc23 shown in Figure 11 is displayed on the driver terminal's touch panel display.

[0089] Referring to Figure 11, screen Sc21 is a manual operation screen corresponding to personal mode, and includes images D21 and D31, and operation units D20, D22, D30, and D32.

[0090] Image D21 shows the exterior of vehicle 1. The driver can rotate image D21 by swiping it (i.e., change the orientation of the displayed vehicle). When the driver touches a part of image D21, the driver terminal displays information about that part. For example, when the driver touches the part corresponding to the energy storage device 190, the driver terminal displays information about the energy storage device 190 (specifications, degradation level, and remaining charge, etc.). However, the remaining charge of the energy storage device 190 is also displayed on the meter panel. When the driver operates control unit D22, the driver terminal displays information about the equipment of vehicle 1 (e.g., specifications). When the driver operates control unit D30, the driver terminal displays the operation screen for the air conditioning unit 180. The driver can manually operate the air conditioning unit 180 using the displayed operation screen.

[0091] The control unit D20 receives requests to change the driving mode. The control unit D20 is, for example, a toggle switch and accepts operations to switch between a first manual driving mode and a first automatic driving mode. For example, when the driver selects the first automatic driving mode using the control unit D20, the driver terminal requests the control system of the base vehicle 120 to transition to the first automatic driving mode.

[0092] Image D31 shows a map of the area surrounding vehicle 1 and the current location of vehicle 1. When the driver operates the control unit D32, the driver terminal displays the navigation system's operation screen. The driver can then use the displayed operation screen to utilize various functions of the navigation system.

[0093] Screen Sc22 is a manual driving screen corresponding to taxi mode, and includes the aforementioned image D31 and control units D30, D32, as well as control units D41 to D44. In the second manual driving mode, the driver operates control unit D41 when a passenger boards. This causes the driver terminal to request the control system of the base vehicle 120 to unlock the door 174, and the cargo door 170 and doors 172 to 174 are unlocked in conjunction (S23 in Figure 10). Once the passenger has boarded, the driver operates control unit D42. This causes the driver terminal to request the control system of the base vehicle 120 to lock all doors, and all doors are locked (S23 in Figure 10). When the driver drives vehicle 1 to the destination, the driver operates control unit D43. This causes the driver terminal to request the passenger to pay the taxi fare. The passenger may also use the driver terminal to make an electronic payment for the taxi fare. Once the payment of the taxi fare is complete, the driver operates control unit D44. As a result, the driver terminal requests the control system of the base vehicle 120 to unlock the door 174, and the cargo door 170 and doors 172-174 are unlocked in conjunction (S23 in Figure 10).

[0094] Screen Sc23 is a manual driving screen corresponding to the delivery mode, and includes the aforementioned image D31 and control unit D32, as well as control units D51 to D53. In the third manual driving mode, the manual air conditioning operation function is "disabled" (see Figure 7). Therefore, screen Sc23 does not display control unit D30. In the third manual driving mode, the driver operates control unit D51 when loading cargo. This causes the driver terminal to request the control system of the base vehicle 120 to unlock the doors 174, and all doors are unlocked in conjunction (S23 in Figure 10). Once loading is complete, the driver operates control unit D52. This causes the driver terminal to request the control system of the base vehicle 120 to lock all doors, and all doors are locked (S23 in Figure 10). When the driver drives vehicle 1 to the destination, the driver operates control unit D53. As a result, the driver terminal requests the control system of the base vehicle 120 to unlock the door 174, and all doors are unlocked again in conjunction (S23 in Figure 10).

[0095] Figure 12 is a flowchart showing the process related to function setting performed by VCIB110. When VCIB110 is started, it starts the processing flow F3 shown in Figure 12. VCIB110 may be started / stopped depending on the ON / OFF status of the base vehicle 120's start switch. VCIB110 holds a function setting flag. The function setting flag indicates whether or not saving (adding or modifying) the function setting table in VCIB110 is permitted.

[0096] Referring to Figure 12, in S31, VCIB110 requests a function configuration API from ADK200. ADK200 responds to this request and sends the function configuration API to VCIB110. Subsequently, in S32, VCIB110 determines whether communication between ADK200 and VCIB110 has been established. If communication has been established, VCIB110 receives the function configuration API from ADK200. If VCIB110 has received the function configuration API, S32 is determined to be YES, and VCIB110 sets the function configuration flag to "allowed" in the following S33. On the other hand, if VCIB110 does not receive the function configuration API within a predetermined period, S32 is determined to be NO, and VCIB110 sets the function configuration flag to "prohibited" in the following S34. In this way, when communication between ADK200 and VCIB110 has not been established, saving the function configuration table is prohibited in VCIB110. This prevents the VCIB110's function configuration table from being overwritten by unauthorized communication (access from sources other than the ADK200).

[0097] If the function setting flag is set by the processing in S33 or S34, the process proceeds to S40. In S40, VCIB110 executes the processing flow F4 (processing related to the management of the function setting table) shown in Figure 13. Figure 13 is a flowchart detailing S40.

[0098] Referring to Figure 13, in S41, VCIB110 determines whether the function setting flag indicates "permission". In S42, it determines whether VCIB110 has received a function setting API. If the function setting flag indicates "permission" and VCIB110 has received a function setting API (YES in both S41 and S42), VCIB110 saves the ADK setting information (function setting tables for each control mode) contained in the received function setting API in S43. VCIB110 may have a storage device (see Figure 4) accessible by both VCI control units 110A and 110B, and may store the ADK setting information in this storage device. Alternatively, VCIB110 may store the ADK setting information in the storage device of at least one of the VCI control units 110A and 110B. VCIB110 manages each function setting table contained in the ADK setting information separately for each control mode.

[0099] When process S43 is executed, the process proceeds to S35 in Figure 12. Also, if NO is determined in S41 or S42, the process skips S43 in Figure 13 and proceeds to S35 in Figure 12.

[0100] Referring again to Figure 12, in S35, it is determined whether VCIB110 has received a VCIB stop request. A VCIB stop request is issued, for example, by turning OFF the start switch of the base vehicle 120. If VCIB110 continues to operate (NO in S35), the process returns to S32. On the other hand, if VCIB110 receives a VCIB stop request (including a sleep request), the processing flow F3 ends.

[0101] In this embodiment, if the VCIB110 is operational when the ADK200 is attached to the VP100, the VCIB110 receives a function setting API from the ADK200 through the process in S100 of Figure 4, and the function setting tables for each control mode are saved to the VCIB110's storage device in S43 of Figure 13. Furthermore, the VCIB110 is configured to request ADK setting information (function setting tables for each control mode) from the ADK200 when it starts up. Therefore, even if the VCIB110 is not operational when the ADK200 is attached to the VP100, when the VCIB110 is started up afterward, the VCIB110 receives a function setting API from the ADK200 through the process in S31 of Figure 12, and the function setting tables for each control mode are saved to the VCIB110's storage device in S43 of Figure 13. With this configuration, it becomes possible to save the latest function setting information (function setting tables) for each control mode of the ADK200 to the VCIB110 each time the VCIB110 starts up.

[0102] When VCIB110 is started, processing flow F5 shown in Figure 14 is started in parallel with processing flow F3 shown in Figure 12. Figure 14 is a flowchart showing the processing related to control mode transitions performed by VCIB110.

[0103] Referring to Figure 14, in processing flow F5, VCIB110 determines in S51 whether the function setting flag indicates "permission". If the function setting flag indicates "permission" (YES in S51), VCIB110 determines in S52 whether a mode transition request has been received. For example, if the mode setting API received by VCIB110 from ADK200 indicates a control mode different from the current control mode (operating control mode), S52 is determined to be YES. Also, if the driver changes the operating mode using the operation unit D20 (Figure 11), S52 is determined to be YES.

[0104] If VCIB110 has not received a mode transition request (NO in S52), the processing from S53 onwards is not executed, and the process returns to the first step (S51). On the other hand, if it is determined to be YES in S52, VCIB110 reads the function setting table corresponding to the destination control mode (see Figures 5 to 7) in S53. The destination control mode is the control mode requested by the mode setting API, or the first manual driving mode or first automatic driving mode requested on screen Sc1 (Figure 11). Subsequently, in S54, VCIB110 determines whether vehicle 1 is stationary or not. If vehicle 1 is moving (NO in S54), the determination in S54 is repeated until vehicle 1 comes to a stop.

[0105] If vehicle 1 is stationary (YES in S54), VCIB110, in S55, requests each ECU in the base vehicle 120's control system to enable or disable each of the multiple functions (see Figures 5 to 7) in the base vehicle 120, based on the function setting table corresponding to the destination control mode (the selected control mode). Each ECU may have a flag for each function (for example, for each item shown in Figures 5 to 7). For example, if the setting value of a function shown in the function setting table corresponding to the destination control mode is "disabled (always OFF)", "enabled (always ON)", or "enabled (ON / OFF manual switching possible)", the values ​​"0", "1", or "2" may be set as the flag for the corresponding function, respectively. Each ECU may then control the corresponding function according to the value of these flags.

[0106] Next, in S56, VCIB110 requests the control system of the base vehicle 120 to perform either automatic or manual driving control corresponding to the destination control mode. For example, if the destination control mode is one of the first to third manual driving modes, VCIB110 requests manual driving control. If the destination control mode is one of the first to fifth automatic driving modes, VCIB110 requests automatic driving control. This completes the transition of the control mode in the base vehicle 120. Subsequently, in S57, VCIB110 notifies ADK200 that the transition of the control mode in the base vehicle 120 has been completed (mode transition completion notification). In the mode transition completion notification, VCIB110 sends a control mode status to ADK200, for example, indicating the changed control mode (the destination control mode).

[0107] As described above, in this embodiment, the control mode is changed while vehicle 1 is stopped. If VCIB110 receives a request from ADK200 to change the control mode while vehicle 1 is in motion, it will change the control mode after vehicle 1 has stopped. This suppresses instability in the behavior of vehicle 1 caused by changes (transitions) in the control mode.

[0108] After S57 (Mode transition completion notification), VCIB110 determines in S58 whether or not it has received a VCIB stop request. If VCIB110 continues to operate (NO in S58), the process returns to the first step (S51). On the other hand, if VCIB110 receives a stop request (including a sleep request), the processing flow F5 terminates.

[0109] If the function setting flag indicates "prohibited" (NO in S51), VCIB110 determines in S591 whether or not the ADK200 has been removed from the VP100. Before the ADK200 is attached to the VP100, the function setting flag indicates "prohibited," but the VP100 has not been removed. In this case, S591 determines NO, and the process returns to the first step (S51). On the other hand, if it is determined that the ADK200 has been removed from the VP100 (YES in S591), VCIB110 sets the manual driving mode, in which the vehicle 1 is manually driven by a person in the driver's seat of vehicle 1 without changing the purpose of vehicle 1, as the destination control mode in S592, and reads the function setting table corresponding to the destination control mode. For example, if the current control mode is the second automatic driving mode or the third automatic driving mode, the second manual driving mode is set as the destination control mode. Furthermore, if the current control mode is the 4th automatic driving mode or the 5th automatic driving mode, the 3rd manual driving mode is set as the next control mode to transition to. Note that when ADK200 is removed from VP100, vehicle 1 is considered to be stationary.

[0110] In the subsequent S593, VCIB110 requests each ECU in the base vehicle 120's control system to enable or disable each of several functions (see Figures 5 to 7) in the base vehicle 120, based on the function setting table corresponding to the destination control mode set in S592. Subsequently, in S594, VCIB110 requests manual driving control from the base vehicle 120's control system. After that, processing flow F5 ends.

[0111] According to the processes in S591 to S594 described above, even for vehicles (VP100) with the ADK200 removed, appropriate vehicle control can be performed according to the intended use. Furthermore, with the above configuration, it is possible to prevent vehicles with the ADK200 removed from being used for purposes other than those authorized by the administrator. This helps to deter vehicle theft.

[0112] Figure 15 is a flowchart showing the process related to driving control performed by the base vehicle 120. The processing flow F6 shown in Figure 15 is repeatedly executed by one of the multiple control devices provided by the base vehicle 120 (for example, the integrated control manager 130 and the control devices of each system shown in Figures 1 and 2).

[0113] Referring to Figure 15, in processing flow F6, the base vehicle 120 determines in S61 whether at least one function of ADAS 125 is enabled. Each function of ADAS 125 is switched according to the control mode (S55 or S593 in Figure 14). If at least one function of ADAS 125 is enabled (YES in S61), the base vehicle 120 performs control related to the enabled function of ADAS 125 in S62. The process then proceeds to S63. On the other hand, if all functions of ADAS 125 are disabled (NO in S61), the process skips S62 and proceeds to S63.

[0114] In S63, the base vehicle 120 determines whether or not to perform driving control in manual driving mode. The driving mode (driving control) is changed, for example, according to a request from VCIB110 (S56 or S594 in Figure 14). If the base vehicle 120 performs driving control in manual driving mode (YES in S63), the base vehicle 120 acquires driver operations related to the driving of vehicle 1 in S64. Specifically, the base vehicle 120 acquires the operation amounts (accelerator operation amount, brake operation amount, steering operation amount, etc.) and change operations (shift change operation, etc.) for various control parts related to the manual driving of vehicle 1. Subsequently, in S65, the base vehicle 120 performs manual driving control based on the acquired driver operations. On the other hand, if the base vehicle 120 performs driving control in automatic driving mode (NO in S63), the base vehicle 120 performs automatic driving control based on driving commands from ADK200 in S70. Once processing S65 or S70 is completed, the process returns to the first step (S61). This allows the operation control (S65 or S70) to continue.

[0115] Figure 16 is a flowchart detailing the automatic driving control (S70 in Figure 15). The base vehicle 120 executes processing flow F71, and the ADK200 executes processing flow F72. The VCIB110 performs signal conversion between the ADK200 and the base vehicle 120 to enable communication between them.

[0116] Referring to Figure 16, in step S71 of processing flow F71, the detection results and state determination results from various sensors indicating the state of the base vehicle 120 are transmitted from the base vehicle 120 to the VCIB110, and the various API statuses corresponding to the state of the base vehicle 120 are transmitted from the VCIB110 to the ADK200. This initiates processing flow F72 by the ADK200.

[0117] In S72, the ADK200 receives various API statuses from the VCIB110, and in the following S73, it creates a driving plan for autonomous driving based on the various API statuses obtained from the VCIB110 and the environmental and attitude information obtained by the ADK200 itself. The driving plan is data that shows the target behavior of vehicle 1 over a predetermined period. The ADK200 may calculate the behavior of vehicle 1 (attitude, etc.) and create a driving plan suitable for the control mode of vehicle 1 and the external environment. In the following S74, the ADK200 determines various API commands (propulsion direction command, acceleration command, front wheel steering angle command, immobilization command, etc.) to execute the control required by the created driving plan (e.g., at least one of acceleration control, deceleration control, steering control, and parking control). The ADK200 may calculate the control physical quantities (acceleration, tire steering angle, etc.) required by the driving plan and determine the various API commands based on the calculation results. In the subsequent S75, the determined API commands are sent from ADK200 to VCIB110, and the corresponding driving commands (internal commands) are sent from VCIB110 to the base vehicle 120. This completes processing flow F72, and the process moves to processing flow F71. The driving commands correspond to automatic driving commands from ADK200 to the control system of the base vehicle 120.

[0118] In the processing flow F71, the base vehicle 120 receives various driving commands from the VCIB 110 in S76, and then in S77 executes automatic driving control based on those driving commands. In S70 of Figure 15, for example, automatic driving control is executed as described above.

[0119] As described above, in this embodiment, VP100 corresponds to an example of a "vehicle capable of mounting an autonomous driving kit" according to this disclosure. VP100 includes VCIB110 and a base vehicle 120. The control system built into the base vehicle 120 corresponds to an example of a "control system" according to this disclosure. VP100 executes processing flows F3 to F6, F71 (Figures 12 to 16). ADK200 attached to VP100 executes processing flows F10, F72 (Figures 4 and 16). In this embodiment, each process is executed by one or more processors executing programs stored in one or more memories. However, these processes may be executed by hardware (electronic circuits) alone without using software.

[0120] The VCIB110 is configured to receive and store function setting information for each of the multiple control modes from the ADK200. The function setting information (e.g., a function setting table) indicates whether each of the multiple functions of the vehicle is enabled or disabled. The VCIB110 is configured to request the control system (base vehicle 120) to enable or disable each of the multiple functions based on the function setting information corresponding to one selected control mode. As a result, the enable / disable status of each of the multiple functions of the vehicle is switched according to one control mode selected from among the multiple control modes. Therefore, the exchange of signals between the ADK200 and the VCIB110 is suppressed. This makes it possible to perform appropriate vehicle control in each of the multiple control modes while reducing the load on the ADK200.

[0121] In the above embodiment, ADK setting information (function setting information for each of the multiple control modes) is saved in VCIB110 when ADK200 is installed (Figure 4) or when VCIB110 is started (Figures 12 and 13). However, after the ADK setting information is saved, the program and function setting information of ADK200 may be rewritten by the administrator terminal. The administrator terminal may rewrite the program and function setting information of ADK200 via OTA (Over The Air). If the function setting information (ADK setting information) is rewritten, ADK200 may execute the processing flow F20 shown in Figure 17.

[0122] Figure 17 is a flowchart showing the processes that ADK200 executes when ADK configuration information is overwritten. Referring to Figure 17, in processing flow F20, ADK200 sends a function configuration API containing the updated ADK configuration information to VCIB110 in S200. If VCIB110 is operational, VCIB110 can receive the function configuration API sent from ADK200. Based on the received function configuration API, VCIB110 rewrites the function configuration tables for each control mode that are stored. Once the process in S200 is executed, processing flow F20 ends. Even if VCIB110 is not operational when the ADK configuration information is overwritten, when VCIB110 is started up afterward, the process in S31 in Figure 12 causes VCIB110 to receive the function configuration API from ADK200, and in S43 in Figure 13, the function configuration tables for each control mode stored in VCIB110 are rewritten.

[0123] According to the above processing flow F20, if the function setting information (ADK setting information) of ADK200 is overwritten after VCIB110 has saved the ADK setting information received from ADK200, VCIB110 will receive the updated ADK setting information (function setting information for each control mode) again from ADK200. Then, VCIB110 will overwrite the saved function setting information for each control mode based on the received ADK setting information. As a result, the latest function setting information of ADK200 is saved in VCIB110.

[0124] The number and types of uses for Vehicle 1 are not limited to the three uses shown in Figures 5 to 7 and can be changed as appropriate. For example, other uses (such as sales vehicles, medical vehicles, or mobile offices) may be adopted in place of, or in addition to, at least one of personal use, passenger transport, or logistics. Alternatively, Vehicle 1 may be made a dedicated taxi vehicle, and only the first to third taxi function tables (Figure 6) may be used. Furthermore, the items (functions) defined in the function setting tables for each control mode can also be changed as appropriate. For example, ventilation functions, massage functions, reclining functions, and in-car refrigerator systems may be added to the items shown in Figures 5 to 7.

[0125] In the vehicle 1 according to the above embodiment, the controls for manual driving (such as the steering wheel) are kept in a usable state in both the automatic driving mode and the manual driving mode. However, the controls for manual driving may be disabled (for example, retracted so that they cannot be operated) when switching from manual driving mode to automatic driving mode. In this type of vehicle, there is no risk of the passengers operating the vehicle even if they are in the front seats. For this reason, the locking and unlocking of doors 171-174 may be linked in the second taxi function table (unmanned / automatic) shown in Figure 6.

[0126] Figure 3 illustrates a right-hand drive vehicle, but the various vehicle characteristics described above may also apply to left-hand drive vehicles. The vehicle is not limited to a passenger car; it may be a bus, a truck, or a multi-purpose vehicle whose equipment can be customized according to its intended use.

[0127] The various features of the vehicle described above (each feature described in the embodiments and modifications) may be applied in any combination.

[0128] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention 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]

[0129] 1 vehicle, 100 vehicle platforms, 110 vehicle control interface boxes, 120 base vehicles, 200 autonomous driving kits.

Claims

1. A vehicle capable of being equipped with an autonomous driving kit, The vehicle comprises a control system that controls multiple functions of the vehicle, and a vehicle control interface box that mediates the exchange of signals between the autonomous driving kit and the control system. The aforementioned autonomous driving kit is configured to operate in one control mode selected from among several control modes. The vehicle control interface box is configured to receive and store the function setting information for each of the multiple control modes from the autonomous driving kit. The function setting information is information indicating whether each of the multiple functions is enabled or disabled. A vehicle in which the vehicle control interface box is configured to request the control system to enable or disable each of the plurality of functions based on the function setting information corresponding to the selected control mode.

2. The autonomous driving kit is configured to select one control mode from among the multiple control modes based on a request from the vehicle administrator's terminal. The vehicle according to claim 1, wherein the autonomous driving kit is installed in the vehicle, and when one control mode is selected from the plurality of control modes, the autonomous driving kit transmits a mode signal indicating the selected control mode to the vehicle control interface box.

3. The aforementioned multiple control modes include at least one automatic driving mode and at least one manual driving mode. The vehicle according to claim 2, wherein the vehicle control interface box is configured to, when the mode signal received from the automatic driving kit while the vehicle is stopped indicates a control mode different from the current control mode, request the control system to enable or disable each of the plurality of functions based on the function setting information corresponding to the control mode indicated by the mode signal, and to request the control system to perform automatic driving control or manual driving control corresponding to the control mode indicated by the mode signal.

4. The vehicle according to claim 3, wherein, if the mode signal received by the vehicle control interface box from the automatic driving kit while the vehicle is in motion indicates a control mode different from the current control mode, the vehicle control interface box is configured to, after the vehicle has stopped, request the control system to enable or disable each of the plurality of functions based on the function setting information corresponding to the control mode indicated by the mode signal, and to request the control system to perform automatic driving control or manual driving control corresponding to the control mode indicated by the mode signal.

5. The vehicle according to claim 1, wherein the vehicle control interface box is configured to request the autonomous driving kit to provide the function setting information for each of the plurality of control modes when the vehicle is started.

6. The vehicle according to claim 1, wherein if the function setting information of the autonomous driving kit is rewritten after the vehicle control interface box has saved the function setting information for each of the plurality of control modes, the vehicle control interface box is configured to receive the function setting information for each of the plurality of control modes again from the autonomous driving kit and to rewrite the saved function setting information for each control mode based on the received function setting information for each control mode.

7. The vehicle further comprises a driver's seat, a passenger seat, a rear seat, a first door provided on the driver's seat, a second door provided on the passenger seat, and a third door provided on the rear seat. The vehicle according to any one of claims 1 to 6, wherein the plurality of functions include a first function that links the locking / unlocking of the first door with the locking / unlocking of the second door, a second function that links the locking / unlocking of the first door with the locking / unlocking of the third door, and a third function that links the locking / unlocking of the second door with the locking / unlocking of the third door.

8. The aforementioned vehicle further comprises a cargo compartment and a cargo compartment door provided in the cargo compartment. The vehicle according to claim 7, wherein the plurality of functions further include a fourth function that links the locking / unlocking of the first door with the locking / unlocking of the cargo door, a fifth function that links the locking / unlocking of the second door with the locking / unlocking of the cargo door, and a sixth function that links the locking / unlocking of the third door with the locking / unlocking of the cargo door.

9. The vehicle according to any one of claims 1 to 6, wherein the plurality of control modes are distinguished based on whether they are automatic driving or manual driving, whether or not there is a person in the driver's seat of the vehicle, and the intended use of the vehicle.

10. The vehicle according to claim 9, wherein the vehicle control interface box is configured to request the control system to enable or disable each of the plurality of functions and to request manual driving control from the control system, based on the function setting information corresponding to a manual driving mode in which the vehicle is manually driven by a person in the driver's seat of the vehicle without changing the use of the vehicle, when the autonomous driving kit is removed from the vehicle.

11. The aforementioned multiple types of control modes are: The vehicle is intended for personal use, and the vehicle is manually driven by a person in the driver's seat in a first manual driving mode, The vehicle's purpose is passenger transport, and a second manual driving mode is in which the vehicle is manually driven by a person in the driver's seat of the vehicle. A first automatic driving mode in which the automatic driving control of the vehicle is performed when the vehicle is for personal use and a person is present in the driver's seat of the vehicle, A second automatic driving mode in which the vehicle's purpose is passenger transport and the automatic driving control of the vehicle is performed when there is no person in the driver's seat of the vehicle, A vehicle according to any one of claims 1 to 6, including the vehicle described in any one of claims 1 to 6.

12. The vehicle further comprises a driver's seat, a passenger seat, a rear seat, a first door provided on the driver's seat, a second door provided on the passenger seat, and a third door provided on the rear seat. The aforementioned plurality of functions further include a first function that links the locking / unlocking of the first door with the locking / unlocking of the second door, a second function that links the locking / unlocking of the first door with the locking / unlocking of the third door, and a third function that links the locking / unlocking of the second door with the locking / unlocking of the third door. The function setting information corresponding to the second manual operation mode indicates that the third function is enabled and that the first function and the second function are each disabled. The vehicle according to claim 11, wherein the function setting information corresponding to the second automatic driving mode indicates that the first function is enabled and that the second function and the third function, respectively, are disabled.

13. The aforementioned vehicle further comprises a cargo compartment and a cargo compartment door provided in the cargo compartment. The aforementioned plurality of functions further include a fourth function that links the locking / unlocking of the first door with the locking / unlocking of the cargo door, a fifth function that links the locking / unlocking of the second door with the locking / unlocking of the cargo door, and a sixth function that links the locking / unlocking of the third door with the locking / unlocking of the cargo door. The function setting information corresponding to the second manual operation mode further indicates that the fifth function and the sixth function are enabled, and that the fourth function is disabled. The vehicle according to claim 12, wherein the function setting information corresponding to the second automatic driving mode further indicates that each of the fourth function, the fifth function, and the sixth function is disabled.

14. The aforementioned vehicle is further equipped with a driver assistance system that provides driving assistance to reduce the driver's burden, alerts the driver, or responds to driver abnormalities. The function setting information corresponding to the second manual driving mode indicates that the driver assistance system is enabled. The vehicle according to claim 11, wherein the function setting information corresponding to the second autonomous driving mode indicates that the driver assistance system is disabled.

15. A vehicle control interface box that can be mounted on a vehicle, The vehicle control interface box is configured to mediate the exchange of signals between the autonomous driving kit installed in the vehicle and the control system built into the vehicle. The aforementioned autonomous driving kit is configured to operate in one control mode selected from among several control modes. The vehicle control interface box is configured to receive and store the function setting information for each of the multiple control modes from the autonomous driving kit. The aforementioned function setting information is information indicating whether each of the multiple functions of the vehicle is enabled or disabled. The vehicle control interface box is configured to request the control system to enable or disable each of the plurality of functions based on the function setting information corresponding to the selected control mode.

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