Autonomous driving systems, vehicle control interfaces and vehicles

Abstract

To stop a vehicle safely during automatic operation.SOLUTION: An ADS 11 can be mounted on a vehicle 1. The vehicle 1 includes a VP 20 that controls the vehicle 1 following a control request from the ADS 11. The VP 20 has an EPB system 341 configured to be able to switch between starting of brake hold and releasing of the brake hold, and a VCIB 40 that performs interface between the ADS 11 and the VP 20. The VCIB 40 is configured to output a stopping-status signal to the ADS 11. The stopping-status signal includes an application value indicating starting of the brake hold and a releasing value indicating releasing of the brake hold. The ADS 11 comprises a computer 111 and communication modules 111A, 111B configured to be communicable with the VCIB 40. The computer 111, when requesting the VP 20 to start the brake hold, requests the VP 20 to decelerate until the stopping status signal is switched from the releasing value to the application value.SELECTED DRAWING: Figure 8

Description

[Technical field]

[0001] The present disclosure relates to an automated driving system, a vehicle control interface, and a vehicle. [Background technology]

[0002] In recent years, the development of autonomous driving technology for vehicles has progressed. For example, JP 2018-132015 A (Patent Document 1) discloses an autonomous driving system that comprehensively executes autonomous driving control of a vehicle. This autonomous driving system includes a camera, a laser device, a radar device, an operation device, a gradient sensor, an autonomous driving device, and an autonomous driving ECU (Electronic Control Unit). [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 to attach the autonomous driving system to the vehicle itself. In this case, autonomous driving is achieved by the vehicle platform (described later) controlling the vehicle according to control requests from the autonomous driving system. During autonomous driving, the vehicle must be able to stop safely.

[0005] In order to properly link the autonomous driving system and the vehicle platform, it is desirable to provide an appropriate interface between the autonomous driving system and the vehicle platform. The importance of such an interface can be particularly prominent when the developer of the autonomous driving system is different from the developer of the vehicle platform.

[0006] The present disclosure has been made to solve the above-mentioned problems, and an objective of the present disclosure is to safely stop a vehicle during autonomous driving by providing an appropriate interface between an autonomous driving system and a vehicle platform. [Means for solving the problem]

[0007] (1) An autonomous driving system according to an aspect of the present disclosure can be mounted on a vehicle. The vehicle includes a vehicle platform that controls the vehicle in accordance with a control request from the autonomous driving system. The vehicle platform has an electric parking brake system configured to be able to switch between activation and release of a brake hold, and a vehicle control interface that interfaces between the autonomous driving system and the vehicle platform. The vehicle control interface is configured to output a stop status signal to the autonomous driving system. The stop status signal includes an application value indicating that the brake hold has been activated, and a release value indicating that the brake hold has been released. The autonomous driving system includes a computer and a communication module configured to be able to communicate with the vehicle control interface. When requesting the vehicle platform to activate the brake hold, the computer requests the vehicle platform to decelerate until the stop status signal switches from the release value to the application value.

[0008] (2) The computer continues to request the vehicle platform to decelerate during the period that the brake hold is active after the stop status signal switches to an applied value.

[0009] (3) The computer causes the vehicle platform to switch the stop status signal from the apply value to the release value by requesting the vehicle platform to accelerate when the stop status signal is at the apply value.

[0010] (4) A vehicle according to another aspect of the present disclosure includes the above-described autonomous driving system. (5) A vehicle control interface according to yet another aspect of the present disclosure interfaces between an autonomous driving system and a vehicle platform that controls a vehicle in accordance with a control request from the autonomous driving system. The vehicle platform includes an electric parking brake system that is configured to be able to switch between activation and release of a brake hold. The vehicle control interface includes a processor and a memory that stores a program executable by the processor. The processor outputs a stop status signal to the autonomous driving system, the stop status signal including an application value indicating that the brake hold has been activated and a release value indicating that the brake hold has been released. The processor continues to accept deceleration requests from the autonomous driving system even after the vehicle has stopped until the stop status signal switches from the release value to the application value.

[0011] (6) After the stop status signal switches to the applied value, the processor continues to accept deceleration requests from the automated driving system even while the brake hold is active.

[0012] (7) When the stop status signal is at an applied value, the processor switches the stop status signal from the applied value to a released value in response to an acceleration request from the autonomous driving system.

[0013] (8) The vehicle platform enables the brake hold switching function when the stop command output from the autonomous driving system to the vehicle platform is at a predetermined application value.

[0014] (9) A vehicle according to yet another aspect of the present disclosure includes the vehicle control interface described above.

[0015] (10) The vehicle further includes the above-mentioned autonomous driving system. Effect of the Invention

[0016] According to the present disclosure, a vehicle can be stopped safely during autonomous driving. [Brief description of the drawings]

[0017] [Figure 1] 1 is a diagram showing an overview of a vehicle according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 is a diagram showing the configuration of ADS, VCIB and VP in more detail. [Diagram 3] FIG. 13 is a diagram for explaining a stop command. [Figure 4] FIG. 11 is a diagram for explaining a stop status signal. [Diagram 5] FIG. 2 is a diagram for explaining a driving direction signal. [Figure 6] 4 is a time chart showing control relating to brake hold of a vehicle. [Figure 7] 5 is a flowchart showing a processing procedure relating to a use condition of a brake hold function. [Figure 8] 5 is a flowchart showing a processing procedure for control regarding the operation of a brake hold. [Figure 9] 5 is a flowchart showing a procedure for controlling release of a brake hold; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference characters, and the description thereof will not be repeated.

[0019] [Embodiment Mode] <Overall composition> 1 is a diagram showing an overview of a vehicle according to an embodiment of the present disclosure. The vehicle 1 includes an autonomous driving kit (ADK) 10 and a vehicle platform (VP) 20. The ADK 10 is configured to be attachable to the VP 20 (to be mounted on the vehicle 1). The ADK 10 and the VP 20 are configured to be able to communicate with each other via a vehicle control interface (VCIB 40 described later).

[0020] The VP20 can perform automatic driving according to control requests from the ADK10. Although the ADK10 is shown in a position separate from the VP20 in FIG. 1, the ADK10 is actually attached to the rooftop of the VP20 or the like. The ADK10 can also be removed from the VP20. When the ADK10 is removed, the VP20 performs driving control in manual mode (driving control according to user operation).

[0021] The ADK10 includes an autonomous driving system (ADS) 11 for autonomously driving the vehicle 1. The ADS11 creates, for example, a driving plan for the vehicle 1. The ADS11 outputs various control requests for driving the vehicle 1 according to the driving plan to the VP20 according to an API (Application Program Interface) defined for each control request. The ADS11 also receives various signals indicating the vehicle state (state of the VP20) from the VP20 according to an API defined for each signal. The ADS11 then reflects the vehicle state in the driving plan. A detailed configuration of the ADS11 will be described with reference to FIG. 2.

[0022] The VP 20 includes a base vehicle 30 and a vehicle control interface box (VCIB) 40 .

[0023] The base vehicle 30 executes various vehicle controls in accordance with control requests from the ADK 10 (ADS 11). The base vehicle 30 includes various systems and sensors for controlling the base vehicle 30. More specifically, the base vehicle 30 includes an integrated control manager 31, a brake system 32, a steering system 33, a powertrain system 34, an active safety system 35, a body system 36, wheel speed sensors 51, 52, a pinion angle sensor 53, a camera 54, and radar sensors 55, 56.

[0024] The integrated control manager 31 includes a processor and a memory, and controls the above-mentioned systems related to the operation of the vehicle 1 (the brake system 32, the steering system 33, the powertrain system 34, the active safety system 35, and the body system 36) in an integrated manner.

[0025] The brake system 32 is configured to control a braking device provided on each wheel of the base vehicle 30. The braking device includes, for example, a disc brake system (not shown) that operates in response to hydraulic pressure adjusted by an actuator.

[0026] Wheel speed sensors 51, 52 are connected to the brake system 32. The wheel speed sensor 51 detects the rotation speed of the front wheels of the base vehicle 30 and outputs the detected rotation speed of the front wheels to the brake system 32. The wheel speed sensor 52 detects the rotation speed of the rear wheels of the base vehicle 30 and outputs the detected rotation speed of the rear wheels to the brake system 32. The brake system 32 outputs the rotation speed of each wheel to the VCIB 40 as one of the pieces of information included in the vehicle state. In addition, the brake system 32 generates a braking command for the braking device according to a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31. The brake system 32 controls the braking device using the generated braking command. The integrated control manager 31 can calculate the speed (vehicle speed) of the vehicle 1 based on the rotation speed of each wheel.

[0027] The steering system 33 is configured to be able to use a steering device to control the steering angle of the steering wheels of the vehicle 1. The steering device includes, for example, a rack-and-pinion type electric power steering (EPS) that is capable of adjusting the steering angle by an actuator.

[0028] A pinion angle sensor 53 is connected to the steering system 33. The pinion angle sensor 53 detects a rotation angle (pinion angle) of a pinion gear connected to a rotating shaft of the actuator, and outputs the detected pinion angle to the steering system 33. The steering system 33 outputs the pinion angle to the VCIB 40 as one piece of information included in the vehicle state. In addition, the steering system 33 generates a steering command for the steering device according to a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31. The steering system 33 controls the steering device using the generated steering command.

[0029] The powertrain system 34 controls an electric parking brake (EPB) system 341 provided on at least one of the wheels, a parking lock (P-Lock) system 342 provided on the transmission of the vehicle 1, and a propulsion system 343 including a shift device (not shown) configured to be able to select a shift range. A more detailed configuration of the powertrain system 34 will be described with reference to FIG. 2.

[0030] The active safety system 35 detects obstacles (pedestrians, bicycles, parked vehicles, utility poles, etc.) in front or behind the vehicle 1 using the camera 54 and radar sensors 55, 56. The active safety system 35 determines whether there is a possibility that the vehicle 1 will collide with the obstacle based on the distance between the vehicle 1 and the obstacle and the moving direction of the vehicle 1. If the active safety system 35 determines that there is a possibility of a collision, it outputs a braking command to the brake system 32 via the integrated control manager 31 so as to increase the braking force.

[0031] The body system 36 is configured to control parts such as turn signals, a horn, and windshield wipers (none of which are shown) according to the driving state or environment of the vehicle 1. The body system 36 controls each of the above parts in accordance with a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31.

[0032] The VCIB40 is configured to be able to communicate with the ADS11 via a CAN (Controller Area Network) or the like. The VCIB40 executes a predetermined API defined for each signal to receive various control requests from the ADS11 and output a vehicle state to the ADS11. When the VCIB40 receives a control request from the ADK202, it outputs a control command corresponding to the control request to a system corresponding to the control command via the integrated control manager 31. In addition, the VCIB40 acquires various information about the base vehicle 30 from various systems via the integrated control manager 31, and outputs the state of the base vehicle 30 to the ADS11 as a vehicle state.

[0033] The vehicle 1 can be used as one of the components of a MaaS (Mobility as a Service) system. In addition to the vehicle 1, the MaaS system includes, for example, a data server and a mobility service platform (MSPF) (neither of which is shown).

[0034] 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.

[0035] Vehicle 1 further includes a Data Communication Module (DCM) (not shown) capable of wireless communication with a data server. The DCM outputs vehicle information such as speed, position, and autonomous driving state to the data server. In addition, the DCM receives various data for managing the traveling of autonomous vehicles including vehicle 1 in an autonomous driving-related mobility service from the mobility service via the MSPF and the data server.

[0036] In MSPF, APIs for using various vehicle status and vehicle control data required for the development of ADS11 are published. Various mobility services can use the APIs published on MSPF to use various functions provided by MSPF according to the service content. For example, an autonomous driving-related mobility service can use the APIs published on MSPF to obtain vehicle 1's driving control data and information stored in a data server from MSPF. In addition, an autonomous driving-related mobility service can use the above APIs to send data for managing autonomous driving vehicles, including vehicle 1, to MSPF.

[0037] <Detailed configuration> Fig. 2 is a diagram showing in more detail the configurations of the ADS 11, the VCIB 40, and the VP 20. As shown in Fig. 2, the ADS 11 includes a computer 111, an HMI (Human Machine Interface) 112, a recognition sensor 113, an attitude sensor 114, and a sensor cleaner 115.

[0038] During autonomous driving of the vehicle 1, the computer 111 acquires the environment of the vehicle 1, as well as the attitude, behavior, and position of the vehicle 1, using various sensors (described later), and also acquires the vehicle state from the VP 20 via the VCIB 40 to set the next operation of the vehicle 1 (acceleration, deceleration, turning, etc.). The computer 111 outputs various commands to the VCIB 40 to realize the next operation. The computer 111 includes communication modules 111A and 111B. Each of the communication modules 111A and 111B is configured to be able to communicate with the VCIB 40.

[0039] The HMI 112 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 112 is configured to be connected to an input / output device (not shown) such as a touch panel display provided on the base vehicle 30, for example.

[0040] The recognition sensor 113 is a sensor for recognizing the environment of the vehicle 1. The recognition sensor 113 includes at least one of, for example, a LIDAR (Laser Imaging Detection and Ranging), a millimeter wave radar, and a camera (none of which are shown). The LIDAR measures the distance and direction of an object by, for example, emitting infrared pulse laser light and detecting the reflected light of the laser light from the object. The millimeter wave radar measures the distance and direction of an object by emitting millimeter waves and detecting the reflected wave of the millimeter waves from the object. The camera is, for example, disposed behind the rear-view mirror, and captures an image of the area ahead of the vehicle 1.

[0041] The attitude sensor 114 is a sensor for detecting the attitude, behavior, and position of the vehicle 1. The attitude sensor 114 includes, for example, an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System) (neither shown). The IMU detects, for example, the acceleration in the forward / backward, left / right, and up / down directions of the vehicle 1, and the angular velocities in the roll, pitch, and yaw directions of the vehicle 1. The GPS detects the position of the vehicle 1 using information received from multiple GPS satellites orbiting the Earth.

[0042] The sensor cleaner 115 is configured to remove dirt adhering to the above-mentioned various sensors (camera lenses, laser light irradiation parts, etc.) while the vehicle 1 is traveling, using a cleaning liquid, a wiper, etc.

[0043] The VCIB40 includes a VCIB41 and a VCIB42. Although neither of the VCIB41 and VCIB42 is shown, each of the VCIB41 and VCIB42 includes a processor such as a CPU (Central Processing Unit) and a memory such as a ROM (Read Only Memory) and a RAM (Random Access Memory). The memory stores a program executable by the processor. The VCIB41 and the communication module 111A are connected to each other so as to be able to communicate with each other. The VCIB42 and the communication module 111B are connected to each other so as to be able to communicate with each other. Furthermore, the VCIB41 and the VCIB42 are connected to each other so as to be able to communicate with each other.

[0044] Each of the VCIBs 41 and 42 relays control requests and vehicle information between the ADS 11 and the VP 20. More specifically, the VCIB 41 uses an API to generate control commands from control requests from the ADS 11. The control commands corresponding to the control requests supplied from the ADS 11 to the VCIB 40 include, for example, a propulsion direction command requesting switching of the shift range, a stationary command requesting activation / deactivation of the EPB system 341 and the P-Lock system 342, an acceleration command requesting acceleration or deceleration of the vehicle 1, a tire turning angle command requesting the tire turning angle of the steered wheels, and an autonomous ( Autonomous The control command includes an autonomous command requesting switching between a manual mode and a vehicle control mode. The VCIB41 outputs the generated control command to a corresponding system among the multiple systems included in the VP20. The VCIB41 also generates information indicating a vehicle state from vehicle information from each system of the VP20 using an API. The information indicating the vehicle state may be the same as the vehicle information, or may be information extracted from the vehicle information that is used for processing executed by the ADS11. The VCIB41 outputs the generated information indicating the vehicle state to the ADS11. The same applies to the VCIB42.

[0045] The brake system 32 includes brake systems 321 and 322. The steering system 33 includes steering systems 331 and 332. The powertrain system 34 includes an EPB system 341, a P-Lock system 342, and a propulsion system 343.

[0046] VCIB41 and VCIB42 basically have the same functions, but between VCIB41 and VCIB42, VP20 To The connections to the included systems are partially different. Specifically, the VCIB 41, the brake system 321, the steering system 331, the EPB system 341, the P-Lock system 342, the propulsion system 343, and the body system 36 are connected to each other via a communication bus so as to be able to communicate with each other. The VCIB 42, the brake system 322, the steering system 332, and the P-Lock system 342 are connected to each other via a communication bus so as to be able to communicate with each other.

[0047] In this way, the VCIB 40 includes the VCIBs 41 and 42 that have equivalent functions for some system operations (braking, steering, etc.), making the control system between the ADS 11 and the VP 20 redundant. Therefore, if any failure occurs in the system, the function of the VP 20 can be maintained by appropriately switching the control system or cutting off the control system in which the failure occurs.

[0048] Each of the brake systems 321 and 322 is configured to be able to control a brake device. The brake system 321 generates a braking command for the brake device according to a control request output from the ADS 11 via the VCIB 41. The brake system 322 generates a braking command for the brake device according to a control request output from the ADS 11 via the VCIB 42. The brake systems 321 and 322 may have equivalent functions. Alternatively, one of the brake systems 321 and 322 may be configured to be able to independently control the braking force of each wheel, and the other may be configured to be able to control the same braking force to be generated in each wheel. For example, the brake systems 321 and 322 may control the brake device using a braking command generated by one of the brake systems, and when an abnormality occurs in the brake system, control the brake device using a braking command generated by the other brake system.

[0049] Each of the steering systems 331 and 332 is configured to be able to control the steering angle of the steering wheels of the vehicle 1 using a steering device. The steering system 331 generates a steering command for the steering device according to a control request output from the ADS 11 via the VCIB 41. The steering system 332 generates a steering command for the steering device according to a control request output from the ADS 11 via the VCIB 42. The steering systems 331 and 332 may have equivalent functions. Alternatively, the steering systems 331 and 332 may control the steering device using a steering command generated by one of the steering systems, and when an abnormality occurs in the steering system, control the steering device using a steering command generated by the other steering system.

[0050] The EPB system 341 controls the EPB in accordance with a control request output from the ADS 11 via the VCIB 41. The EPB is provided separately from a braking device (such as a disc brake system) and fixes the wheels by operating an actuator. For example, the EPB fixes the wheels by operating drum brakes for parking brakes provided on some of the multiple wheels using 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 321 and 322.

[0051] In this embodiment, the EPB system 341 has a brake hold function and is configured to be able to switch between activation and release of the brake hold. The brake hold function of the EPB system 341 will be described in detail with reference to Figs.

[0052] The P-Lock system 342 controls the P-Lock device in accordance with a control request output from the ADS 11 via the VCIB 41. For example, the P-Lock system 342 activates the P-Lock device when the control request includes a control request to set the shift range to a parking range (P range), and deactivates the P-Lock device when the control request includes a control request to set the shift range to a range other than the P range. The P-Lock device engages a protrusion at the tip of a parking lock pole, the position of which can be adjusted by an actuator, with the teeth of a gear (lock gear) that is connected to a rotating element in the transmission of the vehicle 1. This fixes the rotation of the output shaft of the transmission, and locks the wheels.

[0053] The propulsion system 343 switches the shift range of the shift device and controls the driving force from the driving source (motor generator, engine, etc.) in accordance with a control request output from the ADS 11 via the VCIB 41. In addition to the P range, the shift range includes, for example, a neutral range (N range), a forward driving range (D range), and a reverse driving range (R range).

[0054] The active safety system 35 is communicatively connected to the brake system 321. As described above, the active safety system 35 detects an obstacle ahead using the camera 54 and / or the radar sensor 55, and outputs a braking command to the brake system 321 to increase the braking force when it determines that there is a possibility of a collision.

[0055] The body system 36 controls components such as turn indicators, a horn, and wipers in accordance with a control request output from the ADS 11 via the VCIB 41.

[0056] In the vehicle 1, automatic driving is performed when the autonomous mode is selected by the user's operation on the HMI 112. As described above, the ADS 11 first creates a driving plan during automatic driving. Examples of driving plans include a plan to continue driving straight, a plan to turn left / right at a predetermined intersection along a predetermined driving route, and a plan to change the driving lane. The ADS 11 calculates control physical quantities (acceleration, deceleration, tire turning angle, etc.) required for the vehicle 1 to operate according to the created driving plan. The ADS 11 divides the physical quantities for each execution cycle of the API. The ADS 11 outputs a control request representing the divided physical quantities to the VCIB 40 using the API. Furthermore, the ADS 11 acquires the vehicle state (the actual moving direction of the vehicle 1, the state of immobilization of the vehicle, etc.) from the VP 20, and recreates a driving plan that reflects the acquired vehicle state. In this way, the ADS 11 enables automatic driving of the vehicle 1.

[0057] <Brake hold> Next, a description will be given of a stopping sequence of the vehicle 1 regarding the brake hold of the EPB system 341. First, a description will be given of various commands and signals used when applying / releasing the brake hold.

[0058] 3 is a diagram for explaining the standstill command. The standstill command is output from the ADS 11 to the VP 20. The standstill command can be used only when the autonomous mode is selected.

[0059] The stop command takes one of the values ​​0, 1, or 2. When the value of the stop command is 0, it indicates that ADS11 is not requesting VP20 to apply / release brake hold (in other words, to hold / release the vehicle stopped). When the value of the stop command is 1, it indicates that ADS11 is requesting VP20 to apply brake hold (the brake hold function is available). When the value of the stop command is 2, it indicates that ADS11 is requesting VP20 to release brake hold.

[0060] 4 is a diagram for explaining the standstill status signal (Standstill Status). The standstill status signal is output from the VP 20 to the ADS 11.

[0061] The stop status signal takes one of the values ​​0 to 3. When the stop status signal is 0, it indicates that the stop of vehicle 1 has been released (vehicle 1 is not stopped). When the stop status signal is 1, it indicates that the stop of vehicle 1 has been applied (vehicle 1 is stopped). Stop status signal = 0 is the released value. Stop status signal = 1 is the applied value. Stop status signal = 2 is a reserve value. Stop status signal = 3 is an invalid value.

[0062] 5 is a diagram for explaining the traveling direction signal. The traveling direction signal is output from the VP 20 to the ADS 11.

[0063] The driving direction signal takes one of the values ​​0 to 3. When the driving direction signal is 0, the driving direction signal indicates that the vehicle 1 is driving forward. When the driving direction signal is 1, the driving direction signal indicates that the vehicle 1 is driving backward. When the driving direction signal is 2, the driving direction signal indicates that the vehicle 1 is stopped. A driving direction signal of 3 is undefined. The driving direction signal indicates that the vehicle is "stopped" (value = 2 ) becomes.

[0064] Fig. 6 is a time chart showing control related to brake hold of the vehicle 1. In Fig. 6, the horizontal axis represents elapsed time, and the vertical axis represents, from the top, the vehicle speed, the acceleration command, the stop command, the driving direction signal, and the stop status signal.

[0065] First, the control for activating the brake hold will be described. 6 In the example shown in FIG. 1, at the initial time t0, the vehicle speed is a positive value. The driving direction signal indicates that the vehicle 1 is driving forward. The acceleration command is 0. The stop command is "applied", i.e., brake hold application is requested. The stop status signal is "released", i.e., the vehicle 1 is not stopped.

[0066] At time t1, the acceleration command becomes a value (negative value) requesting deceleration, and the vehicle speed begins to decrease. At time t2, vehicle 1 stops. However, ADS11 continues to request vehicle 1 to decelerate by setting the acceleration command to a negative value thereafter. At time t3, a certain amount of time has passed since vehicle 1 stopped (time t2), the driving direction signal switches from "forward" to "stop". After that, at time t4, the stop status signal switches from "released" to "applied". This enables ADS11 to know that brake hold is operating.

[0067] It is also conceivable to set the acceleration command to 0 when the vehicle 1 stops (the vehicle speed decreases to 0), and to stop the deceleration request to the vehicle 1. However, in that case, the vehicle 1 may move in the short period from the stop of the deceleration request to the actual activation of the brake hold. In this embodiment, even after the vehicle 1 stops (i.e., the period from time t2 when the vehicle speed becomes 0 to time t4 when the stop status signal switches to "applied"), the acceleration command is always a negative value, and the deceleration of the vehicle 1 continues to be requested. This makes it possible to more reliably maintain the vehicle 1 in a stopped state even during the period until the brake hold is activated, compared to the case where the acceleration command is set to 0. Therefore, according to this embodiment, the vehicle 1 can be safely stopped in the autonomous mode.

[0068] Next, the control for releasing the brake hold will be described. At time t5, the acceleration command switches from a negative value to a positive value, requesting acceleration of the vehicle 1. At time t6, the stop status signal switches from "applied" to "released." This allows the ADS 11 to understand that the brake hold has been released. After that, at time t7, the vehicle speed starts to increase, and the driving direction signal switches from "stop" to "forward."

[0069] <Processing flow> Fig. 7 is a flowchart showing a processing procedure related to the conditions for using the brake hold function. This flowchart is called from a main routine (not shown) and executed when a predetermined condition is satisfied or at each predetermined calculation cycle. Each step included in the flowcharts shown in Fig. 7 and Figs. 8 and 9 described later is realized by software processing by the ADS11 or VP20 (integrated control manager 31 or VCIB40), but may also be realized by hardware (electrical circuitry) arranged in the ADS11 or VP20. Hereinafter, steps are abbreviated as S.

[0070] In S11, the VP 20 determines whether the vehicle 1 is in the autonomous mode. The vehicle mode state is selected, for example, by a user's operation on the HMI 112. If the vehicle 1 is in the manual mode (NO in S11), the subsequent processing is not executed. If the vehicle 1 is in the autonomous mode (YES in S11), the VP 20 advances the processing to S12.

[0071] In S12, the VP 20 judges the contents of the stop command received from the ADS 11. If the stop command is "apply", the VP 20 enables the brake hold function (S13). On the other hand, if the stop command is "release", the VP 20 disables the brake hold function (S14).

[0072] 8 is a flowchart showing a procedure for controlling the operation of the brake hold function. This flowchart is executed when the stop command is "applied" and the brake hold function is available. In the figure, ADS The process performed by 11 is shown on the left, and the process performed by VP20 is shown on the right. Yo The series of processes executed by the process is shown on the right side. The same applies to Figure 9 described later.

[0073] In S21, ADS 11 continuously outputs a deceleration request to VP20. ADS While a deceleration request is being received from the control unit 11 (YES in S31), the following processing is executed.

[0074] In S32, the VP 20 judges whether the vehicle 1 has been stopped for a certain period of time (whether the vehicle speed is 0 for a certain period of time). The VP 20 waits until the certain period of time has elapsed since the vehicle speed became 0 (NO in S32), and when the certain period of time has elapsed (YES in S32), the process proceeds to S33.

[0075] At S33, VP20 switches the driving direction signal to "Stop" and changes the driving direction signal representing "Stop" to ADSThe VP 20 outputs the result to the EPB system 341. Furthermore, the VP 20 activates the brake hold of the EPB system 341 (S34). Note that the order of the processes of S33 and S34 can be reversed.

[0076] In S35, the VP20 switches the stop status signal to "apply" and sets the stop status signal representing "apply" ADS Output to 11.

[0077] 9 is a flowchart showing a procedure for controlling the release of the brake hold. ADS 11 outputs an acceleration request to VP20. VP20 requests the driver to accelerate when the brake hold function is activated. ADS When an acceleration request is received from the vehicle speed controller 11 (YES in S51), the following process is executed.

[0078] In S52, the VP 20 releases the brake hold of the EPB system 341. Furthermore, the VP 20 switches the stop status signal to "release" and sets the stop status signal indicating "release" to ADS The processing order of S52 and S53 can be reversed.

[0079] At S54, VP20 switches the driving direction signal to "forward" and changes the driving direction signal representing "forward" to ADS Output to 11.

[0080] As described above, in this embodiment, from time t2 when the vehicle speed becomes 0, the acceleration command is maintained at a negative value until the brake hold is activated and the stop status signal switches to "applied", and deceleration of the vehicle 1 continues to be requested. This ensures that the vehicle 1 is reliably maintained in a stopped state. Therefore, according to this embodiment, the vehicle 1 can be safely stopped in the autonomous mode. In addition, since the acceleration command is maintained at a negative value even while the brake hold is activated (from time t4 onwards), it is possible to ensure that the vehicle 1 is maintained in a stopped state even more reliably.

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[0163] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0164] 1 Vehicle, 10 Autonomous Driving Kit (ADK), 11 Autonomous Driving System (ADS), 111 Computer, 111A, 111B Communication Module, 113 Recognition Sensor, 114 Attitude Sensor, 115 Sensor Cleaner, 20 Vehicle Platform (VP), 30 Base Vehicle, 31 Integrated Control Manager, 32, 321, 322 Brake System, 33, 331, 332 Steering System, 34 Power Train System, 341 EPB, 342 P-Lock System, 343 Propulsion System, 35 Active Safety System, 36 Body System, 40-42 Vehicle Control Interface Box (VCIB), 51, 52 Wheel Speed ​​Sensor, 53 Pinion Angle Sensor, 54 Camera, 55, 56 Radar Sensor.

Claims

1. An automated driving system that can be installed in a vehicle, The vehicle includes a vehicle platform that controls the vehicle according to a control request from the automated driving system; The vehicle platform includes: An electric parking brake system configured to be able to switch between activation and release of a brake hold; a vehicle control interface for interfacing between the automated driving system and the vehicle platform; the vehicle control interface is configured to output a stop status signal to the automated driving system; the stop status signal includes a first applied value indicating that the brake hold has been activated and a first released value indicating that the brake hold has been released, The automated driving system includes: A computer, A communication module configured to be able to communicate with the vehicle control interface, the computer is configured to output a stop command to the vehicle platform via the vehicle control interface; the stop command includes a second application value indicating that the brake hold is available and a second release value indicating that the automated driving system is requesting the vehicle platform to release the brake hold; When requesting the vehicle platform to activate the brake hold, the computer enabling the brake hold switching function by setting the stop command to the second application value even when the speed of the vehicle is not zero; and requesting the vehicle platform to decelerate until the stop status signal switches from the first release value to the first apply value.

2. 2. The automated driving system of claim 1, wherein the computer continues to request the vehicle platform to decelerate during the period when the brake hold is active after the stop status signal switches to the first applied value.

3. 3. The automated driving system of claim 1, wherein the computer causes the vehicle platform to switch the stop status signal from the first application value to the first release value by requesting the vehicle platform to accelerate when the stop status signal is at the first application value.

4. A vehicle comprising the automatic driving system according to any one of claims 1 to 3.

5. A vehicle control interface that interfaces between an automated driving system and a vehicle platform that controls a vehicle according to a control request from the automated driving system, The vehicle platform includes an electric parking brake system configured to be able to switch between activation and release of a brake hold, The vehicle control interface includes: A processor; a memory for storing a program executable by the processor; The processor, outputting, to the automated driving system, a stop status signal including a first application value indicating that the brake hold has been activated and a first release value indicating that the brake hold has been released; outputting a stop command to the vehicle platform, the stop command including a second application value indicating that the brake hold is available and a second release value indicating that the automated driving system is requesting the vehicle platform to release the brake hold; When the automatic driving system requests the vehicle platform to operate the brake hold, By receiving the stop command set to the second application value from the autonomous driving system even when the speed of the vehicle is not zero, the brake hold switching function is enabled; A vehicle control interface that accepts a deceleration request from the autonomous driving system even after the vehicle has stopped until the stop status signal switches from the first release value to the first application value.

6. 6. The vehicle control interface of claim 5, wherein the processor continues to accept a request for deceleration from the automated driving system during a period in which the brake hold is active after the stop status signal switches to the first application value.

7. 7. The vehicle control interface of claim 5, wherein the processor switches the stop status signal from the first applied value to the first release value in response to an acceleration request from the automated driving system when the stop status signal is at the first applied value.

8. A vehicle comprising a vehicle control interface according to any one of claims 5 to 7.

9. The vehicle of claim 8 , further comprising the automated driving system.

Images