Autonomous driving systems and vehicles

Abstract

To enable appropriate autonomous driving according to a control request from an autonomous driving system when CAN communication between a vehicle and the autonomous driving system becomes congested.SOLUTION: A VP 120 can be mounted with an ADS 202. The VP 120 includes a base vehicle 100 and a VCIB 111. The VCIB 111 interfaces between the base vehicle 100 and the ADS 202 by CAN communication. The VCIB 111 includes a reception unit 405, an index value calculation unit 437, and a transmission unit 420. The reception unit 405 receives a control request CR to the base vehicle 100 from the ADS 202. The index value calculation unit 437 calculates an index value IND indicating the degree of congestion of the CAN communication. The transmission unit 420 transmits the index value IND to the ADS 202.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present disclosure relates to a vehicle platform configured to be equipped with an autonomous driving system, a vehicle control interface box that provides an interface between the vehicle platform and the autonomous driving system equipped on the vehicle platform, and an autonomous driving system configured to be equipped on the vehicle platform. [Background technology]

[0002] JP 2018-132015 A (Patent Document 1) discloses a vehicle equipped with an autonomous driving system. This vehicle is equipped with a power system, a power supply system, and an autonomous driving system. The power system comprehensively manages the power of the vehicle. The power supply system comprehensively manages the charging and discharging power of the battery installed in the vehicle and the power supply to various on-board devices. The autonomous driving system comprehensively executes autonomous driving control of the vehicle. An engine ECU (Electronic Control Unit) of the power system, a power supply ECU of the power supply system, and an autonomous driving ECU of the autonomous driving system are connected to be able to communicate with each other via an on-board network (see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2018-132015 A Summary of the Invention [Problem to be solved by the invention]

[0004] It is possible that an autonomous driving system developed by an autonomous driving system provider will be externally installed on a vehicle. In this case, autonomous driving will be realized by vehicle control being executed according to control requests from the external autonomous driving system to the vehicle.

[0005] In such vehicles, the interface for various commands and signals exchanged between the external automated driving system and the vehicle is important. Such an interface is sometimes implemented using CAN (Controller Area Network) communication.

[0006] When CAN communication becomes congested, a situation may occur in which the above-mentioned various commands and signals are not properly transmitted to the vehicle through the interface. Since the external autonomous driving system is not built into the vehicle, it may not be able to detect such a situation. Therefore, even after CAN communication becomes congested, the autonomous driving system may continue to output control requests in the same way as before CAN communication became congested, and the above situation may not improve. As a result, the autonomous driving of the vehicle may not be properly performed according to the control requests from the autonomous driving system.

[0007] The present disclosure has been made to solve the above problems, and its purpose is to enable appropriate autonomous driving in accordance with control requests from an autonomous driving system in a vehicle platform equipped with an autonomous driving system when CAN communication between the vehicle and the autonomous driving system becomes congested.

[0008] Another object of the present disclosure is to enable appropriate autonomous driving in accordance with control requests from the autonomous driving system when CAN communication between the vehicle and the autonomous driving system becomes congested in a vehicle control interface box that interfaces between the vehicle platform and the autonomous driving system mounted on the vehicle platform.

[0009] Another object of the present disclosure is to enable appropriate autonomous driving in accordance with control requests from an autonomous driving system mounted on a vehicle platform when CAN communication between the vehicle and the autonomous driving system becomes congested. [Means for solving the problem]

[0010] The vehicle platform of the present disclosure is configured to be capable of mounting an autonomous driving system. The vehicle platform includes a vehicle and a vehicle control interface box. The vehicle control interface box provides an interface between the vehicle and the autonomous driving system mounted on the vehicle through CAN communication. The vehicle control interface box includes a first receiving unit, a calculating unit, and a first transmitting unit. The first receiving unit receives a control request for the vehicle from the autonomous driving system. The calculating unit calculates an index value indicating the degree of congestion of the CAN communication. The first transmitting unit transmits the index value to the autonomous driving system.

[0011] With the above configuration, the index value is transmitted to the autonomous driving system. Therefore, the autonomous driving system can be notified of the degree of congestion of the CAN communication. As a result, appropriate autonomous driving of the vehicle can be achieved in accordance with a control request from the autonomous driving system to the vehicle.

[0012] Preferably, the index value includes a first communication delay time and a second communication delay time. The first communication delay time is a delay time of communication from the automated driving system to the vehicle through the vehicle control interface box. The second communication delay time is a delay time of communication from the vehicle to the automated driving system through the vehicle control interface box.

[0013] With the above configuration, the delay time of communication between the autonomous driving system and the vehicle is reflected in the index value, so that the index value can be calculated appropriately.

[0014] Preferably, the communication line through which the CAN communication is performed includes a first communication line connecting the autonomous driving system and a vehicle control interface box. The vehicle control interface box further includes a second transmission unit that transmits a vehicle control command generated based on the control request to the vehicle. The first communication delay time includes a reception delay time and a processing delay time. The reception delay time occurs when the first reception unit receives the control request through the first communication line. The processing delay time occurs in processing during the period from when the first reception unit receives the control request to when the second transmission unit transmits the control command.

[0015] With the above configuration, the reception delay time and processing delay time of the control request for the CAN communication from the autonomous driving system to the vehicle via the vehicle control interface box are reflected in the index value, which makes it possible to more appropriately calculate the index value.

[0016] Preferably, the communication line through which the CAN communication is performed includes a second communication line connecting the vehicle control interface box and the vehicle. The vehicle control interface box further includes a second receiving unit that receives a vehicle state signal representing a state of the vehicle from the vehicle. When the second receiving unit receives the vehicle state signal, the first transmitting unit transmits a signal generated based on the vehicle state signal to the autonomous driving system. The second communication delay time includes a reception delay time and a processing delay time. The reception delay time occurs when the second receiving unit receives the vehicle state signal through the second communication line. The processing delay time occurs in processing during the period from when the second receiving unit receives the vehicle state signal to when the first transmitting unit transmits the signal generated based on the vehicle state signal.

[0017] With the above configuration, the reception delay time and processing delay time of the vehicle state signal for the CAN communication from the vehicle to the autonomous driving system via the vehicle control interface box are reflected in the index value, which makes it possible to more appropriately calculate the index value.

[0018] The vehicle control interface box of the present disclosure provides an interface between a vehicle platform and an autonomous driving system mounted on the vehicle platform through CAN communication. The vehicle platform includes a vehicle. The vehicle control interface box includes a first receiving unit, a calculating unit, and a first transmitting unit. The first receiving unit receives a control request for the vehicle from the autonomous driving system. The calculating unit calculates an index value indicating the degree of congestion of the CAN communication. The first transmitting unit transmits the index value to the autonomous driving system.

[0019] Preferably, the index value includes a first communication delay time and a second communication delay time. The first communication delay time is a delay time of communication from the automated driving system to the vehicle through the vehicle control interface box. The second communication delay time is a delay time of communication from the vehicle to the automated driving system through the vehicle control interface box.

[0020] Preferably, the communication line through which the CAN communication is performed includes a first communication line connecting the autonomous driving system and a vehicle control interface box. The vehicle control interface box further includes a second transmission unit that transmits a vehicle control command generated based on the control request to the vehicle. The first communication delay time includes a reception delay time and a processing delay time. The reception delay time occurs when the first reception unit receives the control request through the first communication line. The processing delay time occurs in processing during the period from when the first reception unit receives the control request to when the second transmission unit transmits the control command.

[0021] Preferably, the communication line through which the CAN communication is performed includes a second communication line connecting the vehicle control interface box and the vehicle. The vehicle control interface box further includes a second receiving unit that receives a vehicle state signal representing a state of the vehicle from the vehicle through the second communication line. When the second receiving unit receives the vehicle state signal, the first transmitting unit transmits a signal generated based on the vehicle state signal to the autonomous driving system. The second communication delay time includes a reception delay time and a processing delay time. The reception delay time occurs when the second receiving unit receives the vehicle state signal. The processing delay time occurs in processing during the period from when the second receiving unit receives the vehicle state signal to when the first transmitting unit transmits the signal generated based on the vehicle state signal.

[0022] The autonomous driving system of the present disclosure is configured to be mountable on a vehicle platform. The vehicle platform includes a vehicle and a vehicle control interface box. The vehicle control interface box provides an interface between the vehicle and the autonomous driving system mounted on the vehicle through CAN communication. The autonomous driving system includes a computer and a communication module. The communication module communicates with the vehicle control interface box through CAN communication. The computer is programmed to receive an index value indicating a degree of congestion in the CAN communication from the vehicle control interface box through the communication module, to transmit a control request for the vehicle to the vehicle control interface box through the communication module, and to set a transmission plan for the control request according to the priority of the control request in the CAN communication and the index value.

[0023] With the above configuration, the control request is appropriately transmitted from the autonomous driving system to the vehicle control interface box. This reduces the degree of congestion in the CAN communication. As a result, appropriate autonomous driving of the vehicle can be achieved in accordance with the control request from the autonomous driving system to the vehicle.

[0024] Preferably, the control requests are classified into a plurality of groups according to priority, the plurality of groups including a first group having a high priority and a second group having a lower priority than the first group, and the computer sets the transmission plan such that when the index value is high, the transmission period of the control requests classified into the second group is longer than when the index value is low.

[0025] Preferably, the control requests are classified into a plurality of groups according to priority, the plurality of groups including a first group having a higher priority and a second group having a lower priority than the first group, the computer sets a transmission standby time for the control requests classified into the second group so that a transmission period for the control requests classified into the second group does not overlap a transmission period for the control requests classified into the first group, and sets a transmission plan such that the transmission standby time is longer when the index value is high than when the index value is low.

[0026] With the above configuration, when the CAN communication is congested, the frequency of transmission of the control requests classified into the second group is lower than when the CAN communication is not congested. This makes it possible to reduce the degree of congestion in the CAN communication while continuing transmission of the control requests classified into the first group, which has a higher priority, in the same manner as before the CAN communication was congested. Effect of the Invention

[0027] According to the present disclosure, when CAN communication between a vehicle and an autonomous driving system becomes congested, appropriate autonomous driving can be enabled in accordance with control requests from the autonomous driving system to the vehicle. [Brief description of the drawings]

[0028] [Figure 1] FIG. 1 is a diagram showing an overview of a vehicle according to a first embodiment. [Diagram 2] 2 is a diagram showing in more detail the configuration of the ADK (ADS) and VP shown in FIG. 1. [Diagram 3]13 is a diagram showing data representing a transmission plan of a CAN signal (control request) transmitted from an ADS to a VCIB through a CAN communication line. FIG. [Figure 4] 13 is a diagram showing a reception schedule of a CAN signal received by a VCIB and a transmission schedule of a CAN signal transmitted by the VCIB. FIG. [Diagram 5] FIG. 2 is a functional block diagram of a VCIB according to the first embodiment. [Figure 6] 13 is a flowchart illustrating an example of a process executed by the VCIB. [Figure 7] FIG. 13 is a diagram for explaining the timing of transmission of a control request from an ADS to a VCIB in the comparative example. [Figure 8] FIG. 11 is a diagram for explaining an example of the transmission timing of a control request from an ADS to a VCIB in the second embodiment. [Figure 9] 11 is a flowchart showing an example of processing executed by a computer of the ADS according to the second embodiment. [Figure 10] FIG. 13 is a diagram for explaining another example of the transmission timing of a control request from an ADS to a VCIB in the modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0029] [Embodiment 1] Hereinafter, the first embodiment will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and their description will not be repeated.

[0030] FIG. 1 is a diagram showing an overview of a vehicle 10 according to a first embodiment. With reference to FIG. 1, the vehicle 10 includes an autonomous driving kit (hereinafter referred to as an "ADK (Autonomous Driving Kit)") 200 and a vehicle platform (hereinafter referred to as a "VP (Vehicle Platform)") 120. The ADK 200 is configured to be attachable (mountable) to the VP 120. The ADK 200 and the VP 120 are configured to be able to communicate with each other via a vehicle control interface box 111 (described later) mounted on the VP 120.

[0031] The VP120 can perform automatic driving according to a control request from the ADK200. Although the VP120 and the ADK200 are shown in FIG. 1 at separate locations, the ADK200 is actually attached to the rooftop or the like of a base vehicle 100 (described later) that constitutes the VP120. The ADK200 can also be removed from the VP120. When the ADK200 is removed, the VP120 can be driven by the user. In this case, the VP120 executes driving control in manual mode (driving control according to user operation).

[0032] The ADK200 includes an autonomous driving system (hereinafter, referred to as "ADS (Autonomous Driving System)") 202 for autonomous driving of the vehicle 10. The ADS202 creates, for example, a driving plan for the vehicle 10. The ADS202 then outputs various control requests for driving the vehicle 10 according to the created driving plan to the VP120 according to an API (Application Program Interface) defined for each request. The ADS202 also receives various signals indicating the state of the VP120 (vehicle state) from the VP120 according to an API defined for each signal. The ADS202 then reflects the received vehicle state in the creation of the driving plan. A detailed configuration of the ADS202 will be described later.

[0033] The VP 120 includes a base vehicle 100 and a vehicle control interface box (hereinafter, referred to as a “VCIB (Vehicle Control Interface Box)”) 111.

[0034] The base vehicle 100 executes various vehicle controls in accordance with control requests from the ADK 200 (ADS 202). The base vehicle 100 includes various systems and sensors for controlling the vehicle. Specifically, the base vehicle 100 includes an integrated control manager 115, a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, a body system 126, wheel speed sensors 127A and 127B, a pinion angle sensor 128, a camera 129A, and radar sensors 129B and 129C.

[0035] The integrated control manager 115 includes a processor and a memory, and controls the above-mentioned systems related to the operation of the vehicle (the brake system 121, the steering system 122, the power train system 123, the active safety system 125, and the body system 126). Each system includes an ECU.

[0036] The brake system 121 is configured to control a braking device provided on each wheel. The braking device includes, for example, a disc brake system (not shown) that operates using hydraulic pressure regulated by an actuator.

[0037] Wheel speed sensors 127A and 127B are connected to the brake system 121. The wheel speed sensor 127A detects the rotation speed of the front wheels and outputs the detected value to the brake system 121. The wheel speed sensor 127B detects the rotation speed of the rear wheels and outputs the detected value to the brake system 121.

[0038] Furthermore, the brake system 121 generates a braking command for the braking device according to a predetermined control request (control command) output from the ADK 200 via the VCIB 111 and the integrated control manager 115. Then, the brake system 121 controls the braking device using the generated braking command. The integrated control manager 115 can calculate the vehicle speed (vehicle speed) based on the rotation speed of each wheel.

[0039] The steering system 122 is configured to control the steering angle of the steering wheels of the vehicle using a steering device. The steering device includes, for example, a rack-and-pinion type electric power steering (EPS) that can adjust the steering angle by an actuator.

[0040] A pinion angle sensor 128 is connected to the steering system 122. The pinion angle sensor 128 detects a rotation angle (pinion angle) of a pinion gear connected to a rotating shaft of an actuator that constitutes a steering device, and outputs the detected value to the steering system 122.

[0041] In addition, the steering system 122 generates a steering command for the steering device in accordance with a predetermined control request output from the ADK 200 via the VCIB 111 and the integrated control manager 115. Then, the steering system 122 controls the steering device using the generated steering command.

[0042] The powertrain system 123 controls an electric parking brake (EPB) system provided on at least one of the wheels, a parking lock (P-Lock) system provided on the transmission of the base vehicle 100, and a propulsion system including a shift device for selecting a shift range. A detailed configuration of the powertrain system 123 will be described later with reference to FIG. 2.

[0043] The active safety system 125 detects obstacles (pedestrians, bicycles, parked vehicles, utility poles, etc.) in front of or behind the vehicle using the camera 129A and the radar sensors 129B, 129C. The active safety system 125 determines whether there is a possibility that the vehicle 10 will collide with the obstacle based on the distance between the vehicle 10 and the obstacle and the moving direction of the vehicle 10. If the active safety system 125 determines that there is a possibility of a collision, it outputs a braking command to the brake system 121 via the integrated control manager 115 so as to increase the braking force of the vehicle.

[0044] The body system 126 is configured to control components such as turn signals, a horn, and windshield wipers (none of which are shown) in accordance with, for example, the driving state or environment of the vehicle 10. The body system 126 controls each of the above components in accordance with a predetermined control request output from the ADK 200 via the VCIB 111 and the integrated control manager 115.

[0045] The VCIB111 is configured to be able to communicate with the ADS202 of the ADK200 through a CAN (Controller Area Network) communication line. The VCIB111 executes a predetermined API defined for each communicated signal to receive various control requests from the ADS202 and also outputs the state of the VP120 to the ADS202. When the VCIB111 receives a control request from the ADS202, it outputs a control command corresponding to the control request to a system corresponding to the control command via the integrated control manager 115. In addition, the VCIB111 acquires various information of the base vehicle 100 from each system via the integrated control manager 115 and outputs the state of the base vehicle 100 to the ADS202 as a vehicle state.

[0046] The vehicle 10 may be used as one of the components of a MaaS (Mobility as a Service) system. In addition to the vehicle 10, the MaaS system further includes, for example, a data server and a mobility service platform (MSPF) (neither of which is shown).

[0047] The MSPF is a unified platform to which various mobility services are connected. Autonomous driving-related mobility services are connected to the MSPF. In addition to autonomous driving-related mobility services, mobility services provided by ride-sharing operators, car-sharing operators, rental car operators, taxi operators, insurance companies, etc. can be connected to the MSPF. Various mobility services, including mobility services, can use the APIs published on the MSPF to use the various functions provided by the MSPF according to the content of the service.

[0048] The VP 120 further includes a Data Communication Module (DCM) (not shown) as a communication I / F (interface) for wireless communication with a data server of the MaaS system. The DCM outputs various vehicle information such as speed, position, and autonomous driving state to the data server. The DCM also receives various data for managing the travel of autonomous vehicles including the vehicle 10 in an autonomous driving-related mobility service from the mobility service through the MSPF and the data server.

[0049] In the MSPF, an API for using various data on vehicle status and vehicle control required for the development of an ADK is published. Various mobility services can use various functions provided by the MSPF according to the service content by using the API published on the MSPF. For example, an autonomous driving-related mobility service can obtain driving control data of an autonomous driving vehicle that communicates with a data server and information stored in the data server from the MSPF by using the API published on the MSPF. In addition, the autonomous driving-related mobility service can transmit data for managing autonomous driving vehicles including the vehicle 10 to the MSPF by using the above API.

[0050] Fig. 2 is a diagram showing in more detail the configuration of the ADK200 (ADS202) and the VP120 shown in Fig. 1. Referring to Fig. 2, the ADS202 of the ADK200 includes a computer 210, an HMI (Human Machine Interface) 230, a recognition sensor 260, a posture sensor 270, and a sensor cleaner 290.

[0051] The computer 210 includes communication modules 209A, 209B, a memory 208, and a processor 207.

[0052] The communication modules 209A and 209B are configured to be able to communicate with the VCIB 111. Hereinafter, the communication modules 209A and 209B may be collectively referred to as "communication module 209." The communication module 209 communicates with the VCIB 111 via CAN communication.

[0053] The memory 208 includes a read only memory (ROM) and a random access memory (RAM). The ROM stores data and programs used for processing executed by the processor 207. The RAM functions as a working memory. Specific examples of data stored in the memory 208 will be described later.

[0054] During autonomous driving of the vehicle 10, the computer 210 uses various sensors (described later) to acquire information about the environment around the vehicle, as well as the attitude, behavior, and position of the vehicle 10, and also acquires the vehicle state from the VP 120 via the VCIB 111 to set the next operation (acceleration, deceleration, turning, etc.) of the vehicle 10. Then, the computer 210 outputs various control requests to the VCIB 111 of the VP 120 to realize the set next operation.

[0055] The HMI 230 presents information to the user and accepts user operations during automatic driving, during driving requiring user operation, during transition between automatic driving and driving requiring user operation, etc. The HMI 230 is configured to be connectable to an input / output device (not shown) such as a touch panel display provided in the VP 120, for example.

[0056] The recognition sensor 260 is a sensor for recognizing the environment around the vehicle. The recognition sensor 260 includes at least one of a LIDAR (Laser Imaging Detection and Ranging), a millimeter wave radar, and a camera, for example.

[0057] LIDAR is a distance measurement device that irradiates a pulsed laser light (infrared light) and measures the distance based on the time it takes for the light to reflect off an object and return. Millimeter wave radar is a distance measurement device that irradiates an object with a short wavelength radio wave, detects the radio wave returned from the object, and measures the distance and direction to the object. The camera is disposed, for example, behind the rear-view mirror in the vehicle cabin, and is used to capture images in front of the vehicle 10. By performing image processing using artificial intelligence (AI) and an image processing processor on the images and videos captured by the camera, other vehicles, obstacles, people, etc. in front of the vehicle 10 can be recognized. Information acquired by the recognition sensor 260 is output to the computer 210.

[0058] The attitude sensor 270 is a sensor for detecting the attitude, behavior, and position of the vehicle 10. The attitude sensor 270 includes, for example, an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System).

[0059] The IMU detects, for example, acceleration in the forward / backward, left / right, and up / down directions of the vehicle 10, and angular velocities in the roll, pitch, and yaw directions of the vehicle 10. The GPS detects the position of the vehicle 10 using information received from multiple GPS satellites orbiting the Earth. The information acquired by the attitude sensor 270 is output to the computer 210.

[0060] Sensor cleaner 290 is configured to remove dirt adhering to various sensors. For example, sensor cleaner 290 removes dirt adhering to a camera lens, a laser or radio wave irradiation unit, etc., using a cleaning liquid, a wiper, etc.

[0061] The VCIB 111 includes a VCIB 111A and a VCIB 111B. The VCIB 111A includes an ECU 112A and a communication device 113A. The VCIB 111B includes an ECU 112B and a communication device 113B. Each of the ECUs 112A and 112B includes a processor such as a central processing unit (CPU) (not shown) and a memory (ROM and RAM). The ROM stores a program executable by the processor. The processor executes various processes according to the program stored in the ROM. The RAM functions as a working memory. The ECUs 112A and 112B are processing devices that control the VCIBs 111A and 111B, respectively. The communication devices 113A and 113B are configured to communicate with the ADS 202 and the base vehicle 100. The communication devices 113A and 113B operate according to instructions from the ECUs 112A and 112B, respectively.

[0062] The VCIB 111A is connected to the communication module 209A of the ADS 202 via the communication device 113A and the CAN communication line (CAN bus) 300A so that they can communicate with each other. The CAN communication line 300A connects the VCIB 111A to the ADS 202. The VCIB 111A is connected to the base vehicle 100 via the communication device 113A and the CAN communication line 350A so that they can communicate with each other. The CAN communication line 350A connects the VCIB 111A to the base vehicle 100.

[0063] The VCIB 111B is connected to the communication module 209B of the ADS 202 via the communication device 113B and the CAN communication line 300B so that they can communicate with each other. The CAN communication line 300B connects the VCIB 111B and the ADS 202. The VCIB 111B is connected to the base vehicle 100 via the communication device 113B and the CAN communication line 350B so that they can communicate with each other. The CAN communication line 350B connects the VCIB 111B and the base vehicle 100.

[0064] Hereinafter, the ECUs 112A and 112B may be collectively referred to as "ECU 112", and the communication devices 113A and 113B may be collectively referred to as "communication devices 113". The CAN communication lines 300A and 300B may be collectively referred to as "CAN communication lines 300", and the CAN communication lines 350A and 350B may be collectively referred to as "CAN communication lines 350". Signals transmitted through the CAN communication lines 300 and 350 may also be referred to as "CAN signals". The CAN signals correspond to the above-mentioned control requests or control commands, and are mainly used for controlling the base vehicle 100 or for transmitting signals indicating the state of the base vehicle 100. The VCIB 111 provides an interface between the base vehicle 100 and the ADS 202 by CAN communication using the CAN signals.

[0065] The VCIB 111A and VCIB 111B are also connected so that they can communicate with each other. The VCIB 111B has the same functions as the VCIB 111A, but the connections to the multiple systems that make up the VP 120 are partially different.

[0066] Each of the VCIBs 111A and 111B relays control requests and vehicle states between the ADS 202 and the VP 120. More specifically, to explain the VCIB 111A as a representative example, the VCIB 111A receives various control requests output from the ADS 202 according to an API defined for each control request. The VCIB 111A then generates a command corresponding to the received control request and outputs the command to the system of the base vehicle 100 corresponding to the control request (including the ECU of the system). In the first embodiment, the control requests received by the VCIB 111 from the ADS 202 include a drive control request, a steering control request, and a power supply state control request for the base vehicle 100.

[0067] Furthermore, the VCIB111A receives vehicle information output from each system of the VP120 through the CAN communication line 350A, and transmits information indicating the vehicle state of the VP120 to the ADS202 according to an API defined for each vehicle state. The information indicating the vehicle state transmitted to the ADS202 may be the same as the vehicle information output from each system of the VP120, or information used in the processing executed by the ADS202 may be extracted from the above vehicle information. In the first embodiment, the vehicle state transmitted to the ADS202 includes a response result to a control request from the ADS202.

[0068] By providing VCIB111A and VCIB111B that have equivalent functions for the operation of some systems (e.g., braking and steering), the control system between ADS202 and VP120 is made redundant. This makes it possible to maintain the functions of VP120 (turning, stopping, etc.) by switching the control system appropriately or cutting off the control system where the failure occurred, if any failure occurs in part of the system.

[0069] The brake system 121 includes brake systems 121A and 121 B. The steering system 122 includes steering systems 122A and 122 B. The power train system 123 includes an EPB system 123A, a P-Lock system 123B, and a propulsion system 124.

[0070] The VCIB 111A, the brake system 121A, the steering system 122A, the EPB system 123A, the P-Lock system 123B, the propulsion system 124, and the body system 126 are connected to each other so as to be able to communicate with each other via a CAN communication line 350A. Also, the VCIB 111B, the brake system 121B, the steering system 122B, and the P-Lock 123 are connected to each other so as to be able to communicate with each other via a CAN communication line 350B.

[0071] Brake systems 121A and 121B are configured to be capable of controlling a plurality of braking devices provided on each wheel. Brake system 121B may have the same function as brake system 121A, or one of them may be configured to be capable of independently controlling the braking force of each wheel when the vehicle is traveling, and the other may be configured to be capable of controlling the same braking force to be generated on each wheel when the vehicle is traveling.

[0072] The brake systems 121A and 121B generate braking commands for the brake devices in accordance with a control request received from the ADS 202 via the VCIB 111. For example, the brake systems 121A and 121B control the brake devices using the braking command generated in one of the brake systems, and when an abnormality occurs in the brake system, control the brake devices using the braking command generated in the other brake system.

[0073] The steering systems 122A and 122B are configured to be able to use a steering device to control the steering angle of the steering wheels of the vehicle 10. The steering system 122B has the same functions as the steering system 122A.

[0074] The steering systems 122A and 122B generate steering commands for the steering devices in accordance with a control request received from the ADS 202 via the VCIB 111. For example, the steering systems 122A and 122B control the steering devices using the steering commands generated in one steering system, and when an abnormality occurs in the steering system, control the steering devices using the steering commands generated in the other steering system.

[0075] The EPB system 123A is configured to be able to control the EPB. The EPB is provided separately from the braking device, and fixes the wheels by the operation of an actuator. For example, the EPB fixes the wheels by operating drum brakes for parking brakes provided on some of the wheels with an actuator, or fixes the wheels by operating the braking device using an actuator that can adjust the hydraulic pressure supplied to the braking device, separate from the brake systems 121A and 121B.

[0076] The EPB system 123A controls the EPB according to a control request received from the ADS 202 via the VCIB 111.

[0077] The P-Lock system 123B is configured to be able to control the P-Lock device. The P-Lock device fits a protrusion provided at the tip of a parking lock pole, the position of which is adjusted by an actuator, into the teeth of a gear (lock gear) that is connected to a rotating element in the transmission of the base vehicle 100. This fixes the rotation of the output shaft of the transmission and fixes the wheels.

[0078] The P-Lock system 123B controls the P-Lock device in accordance with a control request received from the ADS 202 via the VCIB 111. The P-Lock system 123B activates the P-Lock device when the control request from the ADS 202 includes a request to set the shift range to the parking range (P range), and releases the operation of the P-Lock device when the control request includes a request to set the shift range to a range other than the P range.

[0079] The propulsion system 124 is configured to be capable of switching the shift range using a shift device, and to be capable of controlling the driving force of the vehicle 10 in the moving direction of the vehicle 10 using a driving source. Examples of the switchable shift range include a P range, a neutral range (N range), a forward driving range (D range), and a reverse driving range (R range). Examples of the driving source include a motor generator, an engine, etc.

[0080] The propulsion system 124 controls the shifting device and the drive source according to control requests received from the ADS 202 via the VCIB 111 .

[0081] The active safety system 125 is connected to the brake system 121A so as to be able to communicate with it. As described above, the active safety system 125 detects obstacles (obstacles or people) in front of the vehicle using the camera 129A and the radar sensor 129B, and when it determines that there is a possibility of a collision based on the distance to the obstacle, it outputs a braking command to the brake system 121A so as to increase the braking force.

[0082] The body system 126 controls components such as turn signals, a horn, or windshield wipers according to control requests received from the ADS 202 via the VCIB 111 .

[0083] In the vehicle 10 having the above configuration, for example, when an autonomous mode (autonomous driving mode) is selected as an autonomous state by a user's operation on the HMI 230, autonomous driving is performed. As described above, the ADS 202 first creates a driving plan during autonomous driving. Examples of the driving plan include a plan to continue going straight, a plan to turn left / right at a predetermined intersection in a predetermined driving route, a plan to change the driving lane, and the like.

[0084] The ADS202 calculates control physical quantities (acceleration, deceleration, tire turning angle, etc.) required for the vehicle 10 to operate according to the created driving plan. The ADS202 divides the physical quantities for each execution cycle of the API. The ADS202 outputs a control request representing the divided physical quantities to the VCIB111 using the API. Furthermore, the ADS202 acquires the vehicle state (actual moving direction of the vehicle, vehicle immobilization state, etc.) from the VP120, and recreates a driving plan that reflects the acquired vehicle state. In this way, the ADS202 enables the vehicle 10 to be driven autonomously.

[0085] FIG. 3 is a diagram showing data representing a transmission plan of a CAN signal (control request) transmitted from the ADS 202 to the VCIB 111 through a CAN communication line 300. As shown in FIG.

[0086] 3, the transmission plan data 212 is stored in the memory 208 of the ADS 202. The transmission plan data 212 includes a label, a signal content, a priority, a transmission period, a data size, and an offset.

[0087] A label is information for identifying a CAN signal. A label is associated with a signal content, a priority, a transmission period, a data size, and an offset. In this example, two labels are shown, but the transmission plan data 212 further includes various information of CAN signals having other labels.

[0088] The signal content indicates the specific content of the control in which the CAN signal is used. In this example, the signal content is drive control or wiper control of the base vehicle 100, but is not limited thereto. The transmission plan data 212 further includes various information of the CAN signal with content different from the content of the three CAN signals shown in the figure (for example, steering control of the base vehicle 100, collision detection, power supply control, air conditioner control, or other control content).

[0089] The priority indicates whether a CAN signal is prioritized over other CAN signals. For example, the transmission start time of each CAN signal is set so that the transmission start time of a CAN signal having a high priority (e.g., 1) is earlier than the transmission start time of a CAN signal having a low priority (e.g., 0) so that the transmission start times of multiple CAN signals do not overlap. The priority of a CAN signal for drive control of the base vehicle 100 is higher than the priority of a CAN signal for wiper control of the base vehicle 100.

[0090] The control requests for the base vehicle 100 transmitted from the ADS 202 to the VCIB 111 are classified into two groups according to priority. Specifically, the control requests are classified into a first group having a high priority, or a second group having a lower priority than the first group. The control requests may be classified into three or more groups according to priority. For example, the control requests may be classified into a group having a "high" priority, a group having a "medium" priority, and a group having a "low" priority.

[0091] The transmission period is the time interval between the start of transmission of a CAN signal and the start of transmission of the next CAN signal for multiple CAN signals having the same label. The shorter the transmission period of a CAN signal, the more frequently the CAN signal is transmitted. On the other hand, the longer the transmission period, the less frequently the CAN signal is transmitted.

[0092] The data size indicates the data size of the CAN signal. The larger the data size, the longer the processing time for the CAN signal in the ECU 112 when the CAN signal is received by the VCIB 111.

[0093] The offset is the amount of shift (time interval) by which the transmission period of one of the CAN signals having a certain label is shifted backward in time so that the transmission period of the CAN signal having the other label does not overlap. The transmission period is the period from the transmission start time to the transmission end time. When the offset is determined, the transmission period of the CAN signal is determined. The ADS202 sets the offset time of the control request having a relatively low priority so that the transmission period of the control request having a relatively low priority does not overlap with the transmission period of the control request having a relatively high priority.

[0094] FIG. 4 is a diagram showing a reception schedule of the CAN signals received by the VCIB 111 and a transmission schedule of the CAN signals transmitted by the VCIB 111. In FIG.

[0095] 4, it is assumed that the reception plan data 432 and 434 and the transmission plan data 433 and 435 are stored in the memory of the VCIB 111 (storage unit 430).

[0096] The reception plan data 432 indicates, for each label, various types of information of the CAN signal (control request) that the VCIB 111 receives from the ADS 202 through the CAN communication line 300. In this example, the various types of information are the signal contents, the designed reception cycle, and the data size.

[0097] In the reception plan data 432, the labels, signal contents, and data sizes are the same as those shown in Figure 3. In this example, two labels are shown, but the reception plan data 432 further includes various information about CAN signals with other labels.

[0098] Information indicating the designed reception cycle is shown as reception cycle information DRC1. The designed reception cycle is the reception cycle of the control request when the CAN communication line 300 is not congested. In this case, the transmission cycle of the control request (FIG. 3) coincides with the designed reception cycle. The reception cycle is the time interval between the reception start time of a CAN signal and the reception start time of the CAN signal transmitted next to this CAN signal, for multiple CAN signals having the same label. On the other hand, when the CAN communication line 300 is congested, the control request from the ADS202 is piled up in the stack, and the VCIB111 may not be able to fully execute the reception process of the control request. As a result, the actual reception cycle of the control request may be longer than the designed reception cycle.

[0099] The transmission plan data 433 indicates, for each label, various types of information of the CAN signal (control command) transmitted by the VCIB 111 to the base vehicle 100 through the CAN communication line 350. In this example, the various types of information are signal content, transmission cycle, data size, and offset. Information indicating the offset is indicated as offset information OI1. The control command from the VCIB 111 to the base vehicle 100 corresponds to the control request from the ADS 202 to the VCIB 111. Therefore, the transmission plan data 433 corresponds to the transmission plan data 212 (FIG. 3).

[0100] The reception plan data 434 indicates, for each label, various types of information on the CAN signals (vehicle status signals) that the VCIB 111 receives from the base vehicle 100 through the CAN communication line 350. In this example, the various types of information are signal content, designed reception cycle, and data size. As an example of a vehicle status signal, a signal indicating the moving direction of the base vehicle 100 is shown. Information indicating the designed reception cycle is shown as reception cycle information DRC2. The reception plan data 434 further includes various types of information on CAN signals having other labels (for example, signals whose signal content indicates the speed, position, or surrounding obstacles of the base vehicle 100).

[0101] The transmission plan data 435 indicates, for each label, various types of information of the CAN signal transmitted by the VCIB 111 to the ADS 202 through the CAN communication line 300. In this example, the various types of information are signal content, transmission cycle, data size, and offset. Information indicating the offset is indicated as offset information OI2. The CAN signal transmitted from the VCIB 111 to the ADS 202 corresponds to the CAN signal received by the VCIB 111 from the base vehicle 100. Therefore, the transmission plan data 435 corresponds to the reception plan data 434.

[0102] 2 again, when CAN communication in CAN communication lines 300, 350 becomes congested, a situation may occur in which a control command (control request) is not properly transmitted from ADS202 to base vehicle 100 via VCIB111. Since ADS202 is not built into base vehicle 100, it may not be able to detect such a situation. Therefore, if ADS202 continues to output control requests after CAN communication becomes congested in the same way as before CAN communication becomes congested, the above situation may not improve. As a result, automatic driving of base vehicle 100 may not be properly performed according to the control request from ADS202.

[0103] Therefore, the VCIB 111 according to the first embodiment calculates an index value indicating the degree of congestion of the CAN communications on the CAN communication lines 300 and 350, and transmits the index value to the ADS 202.

[0104] With the above configuration, the index value is transmitted to the ADS202. Thus, the degree of congestion in the CAN communication can be notified to the ADS202. The ADS202 is configured to reduce the degree of congestion in the CAN communication line 300 when the CAN communication is congested (for example, when the index value is greater than a threshold value) (described in detail later). Thus, after notifying the ADS202, the degree of congestion in the CAN communication between the ADS202 and the base vehicle 100 can be reduced. As a result, appropriate automatic driving of the base vehicle 100 can be enabled in accordance with a control request from the ADS202.

[0105] Fig. 5 is a functional block diagram of the VCIB 111A according to the first embodiment. In this example, the functional block diagram of the VCIB 111A is representatively shown, but the functional block diagram of the VCIB 111B is also similar to the functional block diagram of the VCIB 111A, except that the CAN communication lines 300A and 350A are replaced by CAN communication lines 300B and 350B, respectively. In the following description, Fig. 4 will be referred to as appropriate.

[0106] 5, the VCIB 111 includes a storage unit 430, a receiving unit 405, a transmitting unit 410, a receiving unit 415, and a transmitting unit 420.

[0107] The storage unit 430 corresponds to the memory of the VCIB 111. The functions of the receiving unit 405, the transmitting unit 410, the receiving unit 415, and the transmitting unit 420 are achieved by the ECU 112 and the communication device 113 of the VCIB 111 operating in cooperation with each other. The functions of the receiving units 405 and 415 and the transmitting units 410 and 420 may be achieved using an API provided by the manufacturer of the VCIB 111.

[0108] The receiver 405 receives a control request CR for the base vehicle 100 from the ADS 202 through the CAN communication line 300A. The control request CR is transmitted from the transmission buffer area 231 (corresponding to the memory 208) of the ADS 202. When the control request CR is received by the receiver 405, it is temporarily stored in the buffer area 431 of the storage unit 430 of the VCIB 111.

[0109] The transmitting unit 410 transmits a control command CC for the base vehicle 100 corresponding to the control request CR to the base vehicle 100 through the CAN communication line 350A. The control command CC is generated by the transmitting unit 410 based on the control request CR. For example, the control command CC may be the same as the control request CR, or may be generated using information extracted from the control request CR for processing executed on the base vehicle 100. The transmitting unit 410 acquires the control request CR from the buffer area 431 and transmits the control command CC to the base vehicle 100 in accordance with the transmission plan data 433.

[0110] The receiving unit 415 receives the vehicle state signal VIS from the base vehicle 100 through the CAN communication line 350A. The vehicle state signal VIS is a CAN signal that indicates various states of the base vehicle 100, such as the vehicle speed or the moving direction. A label is assigned to each type of vehicle state signal VIS (reception plan data 434 in FIG. 4). After the receiving unit 415 receives the vehicle state signal VIS, various information included in the vehicle state signal VIS is temporarily stored in the buffer area 431.

[0111] The transmitting unit 420 obtains various information included in the vehicle state signal VIS from the buffer area 431, and transmits the vehicle state signal VISA to the ADS 202. The vehicle state signal VISA corresponds to the vehicle state signal VIS, and is generated by the transmitting unit 420 based on the vehicle state signal VIS. For example, the vehicle state signal VISA may be the same as the vehicle state signal VIS, or may be generated using information extracted from the vehicle state signal VIS for processing executed in the ADS 202. The transmitting unit 420 transmits the vehicle state signal VISA to the ADS 202 through the CAN communication line 300A in accordance with the transmission plan data 435.

[0112] The VCIB 111 further includes label extraction units 423 and 424 , a receiving period determination unit 425 , and an index value calculation unit 437 .

[0113] The functions of the label extraction units 423 and 424 and the function of the reception period determination unit 425 are achieved by cooperation between the ECU 112 and the communication device 113 of the VCIB 111. The function of the index value calculation unit 437 is achieved by the ECU 112 executing a program stored in the memory of the VCIB 111.

[0114] The label extraction unit 423 extracts a label (FIG. 4) from the control request CR transmitted through the CAN communication line 300A. Similarly, the label extraction unit 424 extracts a label from the vehicle state signal VIS transmitted through the CAN communication line 350A. Each of the label extraction units 423, 424 outputs the extracted label to the index value calculation unit 437.

[0115] The reception cycle determination unit 425 determines the reception cycle of the control request CR and the vehicle state signal VIS. For example, the reception cycle determination unit 425 determines the start time and end time of reception of the control request CR by the receiver 405 according to the voltage level of the CAN communication line 300A. The reception cycle determination unit 425 determines the actual reception period of the control request CR for each label (FIG. 4) according to the start time and end time. The reception cycle determination unit 425 determines (calculates) the actual reception period of the control request CR based on the determination results of the reception periods of multiple control requests CR having the same label. The actual reception period of the control request CR is determined for each label of the control request CR. This determination result is output to the index value calculation unit 437.

[0116] Similarly, the receiving cycle determination unit 425 determines the start and end times of the reception of the vehicle state signal VIS by the receiver 415 according to the voltage level of the CAN communication line 350A, and determines the receiving period of the vehicle state signal VIS. The receiving cycle determination unit 425 determines the actual receiving cycle of the vehicle state signal VIS for each label based on the determination result of the receiving period of the vehicle state signal VIS. This determination result is output to the index value calculation unit 437.

[0117] The index value calculation unit 437 calculates an index value IND that indicates the degree of congestion of the CAN communications on the CAN communication lines 300A and 350A.

[0118] The index value IND includes a first communication delay time which is a delay time of communication from the ADS 202 to the base vehicle 100 through the VCIB 111. The first communication delay time includes a reception delay time of the control request CR and an internal processing delay time in the ECU 112 for the control request CR.

[0119] The index value IND also includes a second communication delay time, which is a delay time of communication from the base vehicle 100 to the ADS 202 through the VCIB 111. The second communication delay time includes a reception delay time of the vehicle state signal VIS and an internal processing delay time in the ECU 112 for the vehicle state signal VIS.

[0120] In the first embodiment, as described above, the delay time of communication between the ADS 202 and the base vehicle 100 is reflected in the index value IND. As a result, the index value IND can be calculated appropriately.

[0121] The index value calculation unit 437 includes a reception delay calculation unit 440 and an internal processing delay calculation unit 445. The reception delay calculation unit 440 calculates the reception delay time included in each of the first communication delay time and the second communication delay time.

[0122] The index value calculation unit 437 calculates, for example, a reception delay time that occurs when the receiving unit 405 receives the control request CR through the CAN communication line 300A. More specifically, the reception delay calculation unit 440 calculates the reception delay time of the control request CR by subtracting the design reception cycle from the actual reception cycle of the control request CR. This reception delay time may be calculated as an average value of the reception delay of the control request CR over a period having a unique length determined for each label of the control request CR. The reception delay calculation unit 440 acquires reception cycle information DRC1 (FIG. 4) indicating the design reception cycle of the control request CR from the reception plan data 432. The reception delay calculation unit 440 receives the actual reception cycle of the control request CR from the reception cycle determination unit 425.

[0123] Similarly, the index value calculation unit 437 calculates a reception delay time that occurs when the receiving unit 415 receives the vehicle state signal VIS through the CAN communication line 350A. More specifically, the reception delay calculation unit 440 calculates the reception delay time of the vehicle state signal VIS by subtracting the designed reception period from the actual reception period of the vehicle state signal VIS. This reception delay time may be calculated as an average value of the reception delay of the vehicle state signal VIS over a period having a unique length determined for each label of the vehicle state signal VIS. The reception delay calculation unit 440 acquires reception period information DRC2 (FIG. 4) indicating the designed transmission period of the vehicle state signal VIS from the reception plan data 434. The reception delay calculation unit 440 receives the actual reception period of the vehicle state signal VIS from the reception period determination unit 425.

[0124] The internal processing delay calculation unit 445 calculates an internal processing delay time which is a delay time occurring in processing within the ECU 112 of the VCIB 111. The internal processing delay time included in the above-mentioned first communication delay time is a processing delay time occurring in processing during the period from when the receiving unit 405 receives the control request CR to when the transmitting unit 410 transmits the control command CC. The internal processing delay time included in the above-mentioned second communication delay time is a processing delay time occurring in processing during the period from when the receiving unit 415 receives the vehicle state signal VIS to when the transmitting unit 420 transmits the vehicle state signal VISA.

[0125] The internal processing delay time includes the execution time of the processing by the ECU 112 and the transmission standby time required for the transmission standby process for communication arbitration in the CAN communication. This transmission standby time corresponds to the offset time described above (FIG. 4).

[0126] The execution time of the processing by ECU 112 is determined according to the performance of the processor included in ECU 112 and the data size (FIG. 4) of the CAN signal (specifically, the control request CR, the control command CC, the vehicle state signal VIS, or the vehicle state signal VISA) processed by ECU 112. Information indicating the performance of the processor is stored in advance in storage unit 430.

[0127] The internal processing delay calculation unit 445 calculates (acquires) the above-mentioned transmission standby time in accordance with the transmission plan data 433, 435. Specifically, the internal processing delay calculation unit 445 calculates the transmission standby time in accordance with the offset information OI1, OI2 (FIG. 4) and the labels output from the label extraction units 423, 424.

[0128] The index value calculation unit 437 calculates the index value IND according to the reception delay time of the control request CR or the vehicle state signal VIS and the internal processing delay time in the ECU 112. Specifically, the index value calculation unit 437 calculates the sum of the reception delay time of the control request CR and the internal processing delay time for the control request CR in the ECU 112 as the total delay time for each control request CR. Similarly, the index value calculation unit 437 calculates the sum of the reception delay time of the vehicle state signal VIS and the internal processing delay time for the vehicle state signal VIS in the ECU 112 as the total delay time for each vehicle state signal VIS.

[0129] The index value calculation unit 437 calculates an average of the total delay time calculated for each control request CR as a first index value IND1, and calculates an average of the total delay time calculated for each vehicle state signal VIS as a second index value IND2. The first index value IND1 corresponds to the above-mentioned first communication delay time. The second index value IND2 corresponds to the above-mentioned second communication delay time. Each of the first index value IND1 and the second index value IND2 is output to the transmission unit 420 and then transmitted to the ADS202.

[0130] Each of these index values ​​IND indicates that the communication relating to that index value IND is congested when it is equal to or greater than a threshold value. The threshold value is appropriately determined in advance through prior testing.

[0131] For example, when the first index value IND1 is equal to or greater than the threshold value, communication from the ADS 202 to the base vehicle 100 via the VCIB 111 is so congested that the transmission delay of the control request CR and the control command CC cannot be ignored in practical terms.

[0132] Similarly, when the second indicator value IND2 is equal to or greater than the threshold value, communication from the base vehicle 100 to the ADS 202 via the VCIB 111 is so congested that the transmission delay of the vehicle status signal VIS and the vehicle status signal VISA cannot be ignored in practical terms.

[0133] On the other hand, if the index value IND is less than the threshold value, it indicates that the communication relating to that index value IND is not congested.

[0134] For example, when the first index value IND1 is less than the threshold value, communication from the ADS 202 to the base vehicle 100 via the VCIB 111 is not congested. Therefore, no transmission delay of the control request CR and the control command CC occurs, or the delay is so small that it can be ignored from a practical standpoint.

[0135] Similarly, when the second indicator value IND2 is less than the threshold value, communication from the base vehicle 100 to the ADS 202 through the VCIB 111 is not congested. Therefore, no transmission delay occurs in the vehicle status signal VIS and the vehicle status signal VISA, or the delay is so small that it can be ignored from a practical standpoint.

[0136] 6 is a flowchart showing an example of processing executed by the VCIB 111. The processing of this flowchart is started when the mode of the vehicle 10 (base vehicle 100) is switched from the manual mode to the autonomous driving mode by a user operation using the HMI 230.

[0137] 6, the VCIB 111 determines whether or not a CAN signal has been received from the ADS 202 or the base vehicle 100 (step S5). Specifically, the VCIB 111 determines whether or not a control request CR from the ADS 202 or a vehicle state signal VIS from the base vehicle 100 has been received.

[0138] If the VCIB 111 has not received a CAN signal (NO in step S5), the process proceeds to step S35. On the other hand, if the VCIB 111 has received a CAN signal (YES in step S5), the process proceeds to step S7. If the VCIB 111 has received multiple CAN signals in step S5, the process proceeds to steps S7 to S20 for each received CAN signal.

[0139] Next, the VCIB 111 extracts the labels (FIG. 4) of the received CAN signals (step S7). Specifically, the VCIB 111 extracts the labels of the control request CR and the vehicle state signal VIS.

[0140] Next, the VCIB 111 calculates the reception delay time of the CAN signal (control request CR or vehicle state signal VIS) by subtracting the designed reception period from the actual reception period of the CAN signal (step S10). Specifically, the VCIB 111 obtains the designed reception period of the CAN signal by using the extracted label and the reception plan data 432, 434. For example, the VCIB 111 calculates the reception delay time of the control request CR by subtracting the designed reception period from the actual reception period of the control request CR. Alternatively, the VCIB 111 calculates the reception delay time of the vehicle state signal VIS by subtracting the designed reception period from the actual reception period of the vehicle state signal VIS.

[0141] Next, the VCIB 111 calculates an internal processing delay time in the ECU 112 for the CAN signal (step S15). Specifically, the VCIB 111 uses the extracted label to acquire the data size of the CAN signal according to the transmission plan data 433, 435. The VCIB 111 calculates an execution time of the processing by the ECU 112 for the CAN signal according to the acquired data size. Furthermore, the VCIB 111 uses the extracted label to calculate a transmission wait time of the CAN signal. Then, the VCIB 111 calculates the sum of the execution time of the processing by the ECU 112 and the transmission wait time as the internal processing delay time.

[0142] Next, the VCIB 111 calculates the sum of the reception delay time and the internal processing delay time as a total delay time (step S20). For example, the VCIB 111 calculates the total delay time for each control request CR or calculates the total delay time for each vehicle state signal VIS.

[0143] Next, the VCIB 111 calculates the average of the total delay times as an index value IND (step S25). For example, the VCIB 111 calculates the average of the total delay times for a plurality of control requests CR as a first index value IND1, or calculates the average of the total delay times for a plurality of vehicle state signals VIS as a second index value IND2.

[0144] Next, the VCIB 111 transmits the index value IND to the ADS 202 (step S30). For example, the VCIB 111 transmits the first index value IND1 and the second index value IND2 to the ADS 202.

[0145] Next, the VCIB 111 judges whether a predetermined condition indicating that the base vehicle 100 has stopped normally is satisfied (step S35). This predetermined condition is, for example, that the base vehicle 100 is parked in an area within a partition line in a parking lot. Whether the base vehicle 100 has been parked in this area is judged according to a known image processing technique using an image captured by a camera of the active safety system 125 of the base vehicle 100. The VCIB 111 executes the judgment process of step S35 according to the vehicle state signal VIS that includes information on this image.

[0146] If the above-mentioned predetermined condition is not satisfied (NO in step S35), the base vehicle 100 is still traveling on the road in the autonomous driving mode. In this case, the VCIB 111 returns the process to step S5. On the other hand, if the above-mentioned predetermined condition is satisfied (YES in step S35), the VCIB 111 notifies the ADS 202 that the predetermined condition is satisfied by using the vehicle state signal VISA (step S40). After that, the ADS 202 transmits a request to end the autonomous driving of the base vehicle 100 as a control request CR to the VCIB 111 through the communication module 209 (FIG. 2).

[0147] Next, the VCIB 111 receives a request to end the autonomous driving of the base vehicle 100 as a control request CR from the ADS 202 (step S45).

[0148] Next, in response to receiving the request to end the autonomous driving, the VCIB 111 transmits an autonomous driving end command to the base vehicle 100 as a control command CC (step S50). This switches the mode of the vehicle 10 from the autonomous driving mode to the manual mode, and the process in FIG. 7 ends.

[0149] As described above, the VCIB 111 according to the first embodiment includes the receiver 405, the index value calculator 437, and the transmitter 420. The receiver 405 receives a control request CR for the base vehicle 100 from the ADS 202. The index value calculator 437 calculates an index value IND indicating the degree of congestion in the CAN communication. The transmitter 420 transmits the index value IND to the ADS 202.

[0150] With this configuration, the index value IND is transmitted to the ADS202. Thus, the degree of congestion in the CAN communication can be notified to the ADS202. Thus, after the notification to the ADS202, the degree of congestion in the CAN communication between the ADS202 and the base vehicle 100 can be reduced. As a result, appropriate automatic driving of the base vehicle 100 can be enabled in accordance with the control request CR from the ADS202. [Embodiment 2] As previously mentioned, the ADS 202 is configured to reduce the amount of congestion on the CAN communication line 300 when the CAN communication is congested (eg, when the indicator value IND is greater than a threshold value).

[0151] In this second embodiment, a process will be described in which the computer 210 of the ADS 202 (more specifically, the processor 207 in FIG. 2) executes a process when it receives an index value IND from the VCIB 111 via the communication module 209. Specifically, the computer 210 sets a transmission plan for the control request CR according to the priority of the control request CR in the CAN communication (FIG. 3) and the index value IND.

[0152] With this configuration, the control request CR is appropriately transmitted from the ADS 202 to the VCIB 111 (details will be described later). This reduces the degree of congestion in the CAN communication on the CAN communication line 300. As a result, it is possible to enable appropriate automatic driving of the base vehicle 100 in accordance with the control request CR.

[0153] In the above, setting a transmission plan of the control request CR according to the indicator value IND means setting a transmission plan according to at least one of the first indicator value IND1 and the second indicator value IND2. For example, the case where the indicator value IND is equal to or greater than a threshold value may be either the case where either one of the first indicator value IND1 and the second indicator value IND2 is equal to or greater than a threshold value, or the case where both the first indicator value IND1 and the second indicator value IND2 are equal to or greater than a threshold value.

[0154] Before describing in detail the processing by the ADS 202 according to the second embodiment, a comparative example will be described in which the processing described below is not performed by the ADS 202.

[0155] FIG. 7 is a diagram for explaining the transmission timing of a control request CR from the ADS to the VCIB 111 in the comparative example.

[0156] 7, a timing chart 500 shows the transmission timing of a control request CR having a relatively high priority (in other words, classified into the above-mentioned first group). In this example, a control request CR1 for drive control of the base vehicle 100 is shown as an example of such a control request CR.

[0157] The timing chart 505 shows the transmission timing of a control request CR having a relatively low priority (in other words, classified into the above-mentioned second group). In this example, a control request CR2 for wiper control of the base vehicle 100 is shown as an example of such a control request CR.

[0158] The ADS of the comparative example sets the transmission timings of the control requests CR1 and CR2 (more specifically, the transmission period and offset) independently of the index value IND as follows: In this example, it is assumed that both the control requests CR1 and CR2 are stored in the transmission buffer area 231 of the ADS 202 immediately before time t1.

[0159] At time t1, transmission of the control request CR1 is started with priority. That is, since the priority of the control request CR1 is higher than that of the control request CR2, the control request CR1 is output from the transmission buffer area 231 to the VCIB 111 with priority over the control request CR2. On the other hand, the control request CR2 is not transmitted during a period P1 from time t1 to time t2 (the period indicated by the dashed dotted line) and is offset. In the comparative example, the amount of offset is Oa2-1 (FIG. 3).

[0160] The ADS starts transmitting the control request CR1 at time t1, and then ends the transmission at time t2. Thereafter, the transmission of the control request CR1 is repeated in the transmission cycle of Ta1-1 (for example, a period P2 from time t5 to time t6, and a period P3 from time t9 to time t10).

[0161] At time t3, which is later than time t2, the ADS starts transmitting the control request CR2. After that, the ADS executes the transmission of the control request CR2 during a period P11 from time t3 to time t4. Thereafter, the transmission of the control request CR2 is repeated in a transmission cycle of Ta2-1 (which is equal to Ta1-1 in this example) (for example, a period P12 from time t7 to time t8, and a period P13 from time t11 to time t12).

[0162] In this comparative example, the time interval INT from the end to the start of transmission of the CAN signal (control requests CR1, CR2) by the ADS is related to the time interval from the end to the start of reception of the CAN signal by the VCIB. Therefore, if the CAN signal is output continuously from the ADS so that the VCIB 111 cannot adequately process the reception of the CAN signal (the time interval INT is short), a delay in reception of the control requests CR1, CR2 may occur. As a result, in autonomous driving, relatively important vehicle control such as drive control of the base vehicle 100 may be delayed.

[0163] FIG. 8 is a diagram for explaining an example of the transmission timing of the control request CR from the ADS 202 to the VCIB 111 in the second embodiment.

[0164] 8, times t1A to t6A correspond to times t1 to t6 (FIG. 7), respectively. Times t9A to t12A correspond to times t9 to t12, respectively. Periods P1A, P2A, P3A, P11A, and P13A correspond to periods P1, P2, P3, P11, and P13, respectively.

[0165] Timing chart 500 is the same as that in Fig. 7. Timing chart 510 is similar to timing chart 505 (Fig. 7) in that it indicates the transmission timing of control request CR2. On the other hand, timing chart 510 differs from timing chart 505 in that the transmission cycle of control request CR2 is set (changed) to Ta2-11 (≠ Ta2-1).

[0166] The ADS202 sets the transmission timing of the control requests CR1 and CR2 according to the index value IND and the priorities of the control requests CR1 and CR2. In this example, it is assumed that both the control requests CR1 and CR2 are stored in the transmission buffer area 231 of the ADS202 immediately before time t1. Furthermore, it is assumed that the index value IND exceeds the threshold immediately before time t1A. It is assumed that the transmission period of the control request CR2 is Ta2-1 (FIGS. 3 and 7) before the index value IND exceeds the threshold.

[0167] As in the comparative example, the control request CR1 is preferentially output from the transmission buffer area 231 to the VCIB 111 during the period P1A, while the control request CR2 is offset. Then, the control request CR2 is output from the transmission buffer area 231 to the VCIB 111 during the period P11A.

[0168] In this second embodiment, since the index value IND is equal to or greater than the threshold value after time t1A, the ADS202 changes the transmission period of the control request CR2 from Ta2-1 to Ta2-11 (>Ta2-1). More specifically, the ADS202 rewrites the transmission plan data 212 (FIG. 3) so that the transmission period of the control request CR1 is maintained at Ta1-1 and the transmission period of the control request CR2 is changed from Ta2-1 to Ta2-11 (>Ta2-1). Therefore, after the period P11A, the control request CR2 is not transmitted from the ADS202 until the time t11A (period P13A) arrives.

[0169] This prevents a CAN signal from being transmitted during the time interval INTA (>INT) from the end of transmission of the control request CR1 to the start of transmission of the next control request CR1. This makes it possible to avoid a situation in which a CAN signal is continuously output from the ADS 202 to the VCIB 111 through the CAN communication line 300. As a result, it is possible to avoid a delay in receiving the control requests CR1 and CR2 caused by the VCIB 111 being unable to adequately execute the reception process of the CAN signal.

[0170] From another perspective, the transmission frequency of the control request CR2 is reduced as a result of the longer transmission period of the control request CR2. This reduces congestion on the CAN communication line 300, thereby reducing congestion in communication from the ADS 202 to the base vehicle 100 via the VCIB 111.

[0171] As described above, the ADS202 sets a transmission plan for the control requests CR such that the transmission period of the control requests classified into the second group (a group with a relatively low priority) is longer when the index value IND is high than when the index value IND is low. With this configuration, it is possible to temporarily postpone the transmission of the control request CR2 with a low priority, while continuing the transmission of the control request CR1 with a high priority in the same manner as before the congestion of the CAN communication. As a result, it is possible to avoid a situation in which important vehicle control, such as drive control of the base vehicle 100, is delayed during autonomous driving.

[0172] 9 is a flowchart showing an example of processing executed by the computer 210 of the ADS 202 according to the embodiment 2. The processing of this flowchart is started when a user operation for switching the mode of the vehicle 10 (base vehicle 100) from the manual mode to the autonomous driving mode is performed using the HMI 230.

[0173] 9, the ADS 202 receives the index value IND (in this example, the first index value IND1 and the second index value IND2) from the VCIB 111 through the CAN communication line 300 (step S105).

[0174] Next, the ADS202 sets a transmission plan for the control request CR according to the priority of the control request CR in the CAN communication (FIG. 3) and the index value IND (step S110). For example, when the index value IND is equal to or greater than a threshold value, the ADS202 sets (changes) the transmission plan for the control request CR so as to reduce congestion on the CAN communication line 300. Specifically, as in the example of FIG. 8, the ADS202 rewrites the transmission plan data 212 so as to extend the transmission period of a control request CR with a relatively low priority (for example, a control request CR2 for wiper control of the base vehicle 100).

[0175] Next, the ADS 202 determines whether the above-mentioned predetermined condition indicating that the base vehicle 100 has stopped normally is satisfied (step S115). Specifically, the ADS 202 determines whether a notification indicating that the predetermined condition is satisfied is received from the VCIB 111. If the predetermined condition is satisfied (NO in step S115), the ADS 202 returns the process to step S105. On the other hand, if the predetermined condition is satisfied (YES in step S115), the ADS 202 proceeds to step S120.

[0176] Next, the ADS 202 transmits a request to end the autonomous driving of the base vehicle 100 as a control request CC to the VCIB 111. Then, the process in FIG. 9 ends.

[0177] In the above series of processes, if the ADS 202 rewrites the transmission plan data 212 in step 110, after the process of step 115 and before the process of step 120, the ADS 202 may restore the transmission plan data 212 to the data before the rewrite. [Modification of the second embodiment] The ADS 202 may set the transmission plan so that the transmission wait time (offset) of the control request CR2 in the CAN communication is longer when the index value IND is high than when the index value IND is low.

[0178] FIG. 10 is a diagram for explaining another example of the transmission timing of the control request CR from the ADS 202 to the VCIB 111 in this modified example.

[0179] 10, times t1B, t2B, t5B, t6B, and t9B to t12B correspond to times t1, t2, t5, t6, and t9 to t12 (FIG. 7), respectively. Periods P1B, P2B, P3B, and P11B correspond to periods P1, P2, P3, and P11, respectively.

[0180] Timing chart 500 is the same as that in Fig. 7. Timing chart 515 is similar to timing chart 505 (Fig. 7) in that it shows the transmission timing of control request CR2. On the other hand, timing chart 515 differs from timing chart 505 in that the offset of control request CR2 is set (changed) to Oa2-11 (≠ Oa2-1).

[0181] The ADS202 sets a transmission plan for the control request CR so that period P11B, which is the transmission period for the control request CR2, does not overlap with periods P1B, P2B, and P3B, which are the transmission periods for the control request CR1. In this example, it is assumed that both control requests CR1 and CR2 are stored in the transmission buffer area 231 of the ADS202 immediately before time t1B. Furthermore, it is assumed that the index value IND exceeds the threshold value immediately before time t1B. It is assumed that the offset of the control request CR2 is Oa2-1 (FIGS. 3 and 7) before the index value IND exceeds the threshold value.

[0182] In response to the index value IND exceeding the threshold, the ADS 202 changes the offset of the control request CR2 from Oa2-1 to Oa2-11 (>Oa2-1). More specifically, the ADS 202 rewrites the transmission plan data 212 (FIG. 3) so that the offset of the control request CR2 is changed from Oa2-1 to Oa2-11.

[0183] As in the comparative example (FIG. 7), the control request CR1 is preferentially output from the transmission buffer area 231 to the VCIB 111 during the period P1B, while the control request CR2 is offset. In this modified example, since the offset is changed to Oa2-11, the control request CR2 is not transmitted from the ADS 202 after the period P1B until the time t11B (period P11B) arrives.

[0184] As a result, no CAN signal is transmitted during the time interval INTB (>INT) between periods P1B and P2B and the time interval INTB (>INT) between periods P2B and P3B. As a result, the degree of congestion on the CAN communication line 300 is reduced (resolved), and the degree of congestion in communication from the ADS 202 to the base vehicle 100 via the VCIB 111 is reduced. Thus, as in the second embodiment, the transmission of the control request CR2 with a low priority can be temporarily postponed, while the transmission of the control request CR1 with a high priority can be continued in the same manner as before the congestion in the CAN communication. [Other Modifications of the First and Second Embodiments] In the above-described first and second embodiments, the first index value IND1 is an average value of the total delay time calculated for each control request CR, but it may be a discrete value calculated by the VCIB 111 according to this average value. For example, the first index value IND1 may be 1 when this average value is equal to or greater than a threshold value (when CAN communication is congested), and may be 0 when this average value is less than the threshold value (when CAN communication is not congested).

[0185] Similarly, the second index value IND2 may be a discrete value calculated according to an average value of the total delay time calculated for each vehicle state signal VIS. For example, the second index value IND2 may be 1 when the average value is equal to or greater than a threshold value, and may be 0 when the average value is less than the threshold value.

[0186] In this modification as well, the VCIB 111 can notify the ADS 202 of the degree of congestion in the CAN communication (more specifically, whether or not the CAN communication is congested). [Other variations] The CAN signals classified into the first group with high priority may be signals used for, in addition to the driving control of the base vehicle 100, for example, steering control of the base vehicle 100, collision detection, stop maintenance control, power supply control, control for safety functions, or control for abnormality notification.

[0187] CAN signals classified into the second group having a lower priority may be signals used for controlling the wipers of the base vehicle 100, for example, for controlling the interior lights, air conditioning, or windows of the base vehicle 100. [Appendix 1] The first receiving unit is configured to receive a plurality of said control requests; The calculation unit is Calculating a sum of the reception delay time and the processing delay time for each of the control requests; A first average value, which is an average value of the totals calculated for the respective control requests, is calculated as the index value. [Appendix 2] The second receiving unit is configured to receive a plurality of said vehicle condition signals; The calculation unit is A sum of the reception delay time and the processing delay time is calculated for each of the vehicle state signals; A second average value, which is an average value of the totals calculated for each of the vehicle state signals, is calculated as the index value.

[0188] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims, not the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0189] 10 vehicle, 100 base vehicle, 111 vehicle control interface box, 113, 113A, 113B communication device, 207 processor, 208 memory, 209, 209A, 209B communication module, 210 computer, 212, 433, 435 transmission plan data, 300, 300A, 300B, 350, 350A, 350B CAN communication line, 405, 415 receiving unit, 410, 420 transmitting unit, 425 receiving cycle determination unit, 430 memory unit, 432, 434 receiving plan data, 437 index value calculation unit, 440 receiving delay calculation unit, 445 internal processing delay calculation unit, CR, CR1, CR2 control request, DRC1, DRC2 receiving cycle information, IND index value, IND1 first index value, IND2 Second index value, OI1, OI2 offset information, VIS, VISA vehicle status signal.

Claims

1. An automated driving system configured to be mounted on a vehicle platform, The vehicle platform includes: The base vehicle and a vehicle control interface box that provides an interface between the base vehicle and the autonomous driving system mounted on the base vehicle through CAN communication; The automated driving system includes: A computer, a communication module that communicates with the vehicle control interface box through the CAN communication, The computer includes: a program for receiving an indicator value indicating a degree of congestion of the CAN communication from the vehicle control interface box through the communication module; a control module configured to transmit a control request for the base vehicle to the vehicle control interface box through the communication module; a control request transmission plan is set according to the priority of the control request in the CAN communication and the index value; The control requests are classified into a plurality of groups according to the priority level; the plurality of groups includes a first group having a higher priority and a second group having a lower priority than the first group, the computer sets the transmission plan such that a transmission cycle of the control requests classified into the second group is longer when the index value is high than when the index value is low; An autonomous driving system, wherein when setting the transmission plan so that the transmission period of the control requests classified into the second group is longer, the computer maintains the transmission period of the control requests classified into the first group at the transmission period before the transmission plan was set.

2. The index value is A first communication delay time which is a delay time of communication from the autonomous driving system to the base vehicle through the vehicle control interface box; The autonomous driving system of claim 1 , further comprising a second communication delay time which is a delay time of communication from the base vehicle to the autonomous driving system through the vehicle control interface box.

3. The communication line through which the CAN communication is performed includes a first communication line connecting the autonomous driving system and the vehicle control interface box, The vehicle control interface box includes a first receiving unit that receives the control request from the autonomous driving system through the first communication line, and a first transmitting unit that transmits a control command for the base vehicle generated based on the control request to the base vehicle, The first communication delay time is a reception delay time that occurs when the first receiving unit receives the control request through the first communication line; The autonomous driving system according to claim 2 , further comprising a processing delay time that occurs in processing during a period from when the first receiving unit receives the control request to when the first transmitting unit transmits the control command.

4. the communication line through which the CAN communication is performed includes a second communication line connecting the vehicle control interface box and the base vehicle; The vehicle control interface box further includes a second transmitting unit that transmits the index value to the autonomous driving system, and a second receiving unit that receives a vehicle state signal representing a state of the base vehicle from the base vehicle, When the second receiving unit receives the vehicle state signal, the second transmitting unit transmits a signal generated based on the vehicle state signal to the autonomous driving system; The second communication delay time is a reception delay time that occurs when the second receiving unit receives the vehicle state signal through the second communication line; The autonomous driving system according to claim 2 or 3, further comprising a processing delay time that occurs during processing during a period from when the second receiving unit receives the vehicle state signal to when the second transmitting unit transmits a signal generated based on the vehicle state signal.

5. The automatic driving system according to any one of claims 1 to 4, and the vehicle platform.

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