vehicle

Abstract

Provided is a vehicle 1 comprising a towing vehicle 2 and a vessel 3. The vessel 3 includes a ROM 23 which stores vessel information including a vessel model and a plurality of first external world sensors 8 which detect objects in a periphery of the vessel 3. The towing vehicle 2 includes an ADAS ECU 10 which acquires the vessel model from the vessel 3 and carries out driving assistance for the vehicle 1 on the basis of the acquired vessel model and a plurality of second external world sensors 9 which detect objects in a periphery of the towing vehicle 2. The ADAS ECU 10 converts acquired detection data of each first external world sensor 8 in a sensor coordinate system of each first external world sensor to that in a vessel coordinate system, further converts the detection data in the vessel coordinate system to that in a towing vehicle coordinate system to thereby unify the detection data of the first external world sensors 8 and detection data of the second external world sensors 9 into the data in the towing vehicle coordinate system, and calculates a relative position and a relative speed of each of the detected objects on the bases of the unified detection data.

Description

[Technical field]

[0001] The present invention relates to a vehicle having a towing vehicle and a cargo bed. This application claims priority based on Japanese Patent Application No. 2021-165770, filed on October 7, 2021, the contents of which are incorporated herein by reference. [Background technology]

[0002] Vehicles with a towing vehicle (tractor) and a loading platform (trailer) are connected to each other via a coupler provided on the towing vehicle and a kingpin provided on the loading platform. Depending on the size of the loading platform, the vehicle may be a large or extra-large vehicle. Accidents involving large trucks or extra-large vehicles include entrapment accidents at intersections, accidents caused by changing lanes, and rollover accidents while traveling around curves, but entrapment accidents at intersections have the highest occurrence rate.

[0003] In order to prevent the above-mentioned accidents, recently, an increasing number of vehicles are equipped with a blind spot warning function. Also, as disclosed in Patent Document 1, a technology has been developed that realizes safe driving of a vehicle by installing an external sensor such as a camera or a radar on a vehicle intrusion prevention device (Mansfield bar) arranged at the rear end of the loading platform to prevent a passenger car from slipping under the loading platform, and detecting obstacles behind the loading platform. Furthermore, as shown in Patent Document 2, a technology has also been developed in which multiple cameras that capture images of the area around the loading platform are installed on the loading platform, and when parking backwards, parking assistance is performed using the images of the area around the loading platform captured by the cameras. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] US Patent Application Publication No. 2019 / 0235519 [Patent Document 2] US Patent Application Publication No. 2017 / 0341583 Summary of the Invention [Problem to be solved by the invention]

[0005] However, such vehicles require flexibility to accommodate different beds with different lengths, widths, weights, number of tires, number of external sensors, and brake systems with one towing vehicle. Since the vehicle condition changes significantly depending on the type of bed to be towed, the technology disclosed in the above patent documents cannot accommodate different types of beds, and there are limitations to safe driving. For example, the technology disclosed in Patent Document 1 has a problem that it cannot be applied to cases where external sensors are installed on the sides and front of the bed, since the installation location of the external sensor on the bed side is limited to the vehicle intrusion prevention device. On the other hand, the technology disclosed in Patent Document 2 allows any number of cameras to be installed at any location on the bed, but since the installation location of the camera on the bed side is unknown, it is necessary to determine the relative positions of the rear camera and each camera on the bed side by performing calibration to compare the image of the rear camera installed in the towing vehicle with the feature points of the image of each camera on the bed side.

[0006] The present invention has been made to solve such technical problems, and has an object to provide a vehicle that can realize appropriate driving assistance in response to different types of cargo beds. [Means for solving the problem]

[0007] The vehicle of the present invention is characterized in that, in a vehicle in which a towing vehicle and a cargo bed are connected via a coupling part, the cargo bed is equipped with a memory part that stores at least a cargo bed model indicating the type of the cargo bed, and the towing vehicle is equipped with a control part that acquires the cargo bed model from the cargo bed and provides driving assistance for the vehicle based on the acquired cargo bed model.

[0008] In the vehicle according to the present invention, the towing vehicle is equipped with a control unit that acquires the bed type from the bed and performs driving assistance for the vehicle based on the acquired bed type, so that driving assistance can be performed according to the state of the bed, thereby realizing appropriate driving assistance corresponding to different types of beds. Effect of the Invention

[0009] According to the present invention, appropriate driving assistance can be realized in response to different types of cargo beds. [Brief description of the drawings]

[0010] [Figure 1] 1 is a side view showing a vehicle according to an embodiment. [Figure 2A] 13 is an example showing a mounting position of a first external sensor on a loading platform. [Figure 2B] 13 is an example showing a mounting position of a first external sensor on a loading platform. [Figure 2C] 13 is an example showing a mounting position of a first external sensor on a loading platform. [Diagram 3] This is an example showing 360-degree sensing in a vehicle. [Figure 4] 1 is a block diagram showing a vehicle according to an embodiment. [Diagram 5] FIG. 2 is a block diagram showing a fusion unit. [Figure 6] 13 is an example of a data conversion table. [Figure 7] FIG. 4 is a block diagram showing an input validation unit. [Figure 8] 13 is a flowchart showing loading platform information acquisition. [Figure 9] 1 is a flowchart showing acquisition of CAN database information (CANDB information). [Figure 10] 10 is a flowchart showing the deletion of loading platform information and loading platform CAN database information (CANDB information). [Figure 11] 13 is a flowchart showing coordinate system integration. [Figure 12] FIG. 4 is a diagram showing the braking distance when the automatic emergency brake is activated. [Figure 13] FIG. 2 is a block diagram showing an automatic emergency braking control unit. [Figure 14] FIG. 2 is a block diagram showing an automatic emergency braking warning braking table. [Figure 15] 4 is a flowchart showing an automatic emergency brake control. [Figure 16]FIG. 2 is a diagram showing the distance between a vehicle and a following vehicle when changing lanes. [Figure 17] 4 is a block diagram showing a lane change collision mitigation control unit; FIG. [Figure 18] FIG. 4 is a block diagram showing a steering control table. [Figure 19] 4 is a flowchart showing a lane change collision mitigation control; [Figure 20] Curve warning deceleration control is an example where this is appropriate. [Figure 21] FIG. 4 is a block diagram showing a curve warning deceleration control unit. [Figure 22] FIG. 4 is a block diagram showing a curve warning braking table. [Diagram 23] 11 is a flowchart showing curve warning deceleration control. [Figure 24] FIG. 1 is a block diagram showing a vehicle management system using OTA. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, an embodiment of a vehicle according to the present invention will be described with reference to the drawings. In the following description, the left / right and front / rear directions and positions are based on the line of sight of the vehicle driver. In addition, to avoid complicating the description, the "first external sensor" and the "second external sensor" may be collectively referred to as the "external sensor".

[0012] FIG. 1 is a side view showing a vehicle according to an embodiment. The vehicle 1 of this embodiment includes a towing vehicle 2 and a cargo bed 3. The towing vehicle 2 and the cargo bed 3 are connected via a connecting portion 4 consisting of a coupler (not shown) provided on the towing vehicle 2 and a kingpin (not shown) provided on the cargo bed 3. In addition, connectors 6 are provided on the towing vehicle 2 and the cargo bed 3, respectively. These connectors 6 are electrically connected by a harness 5 provided on the cargo bed 3 side. Through the connectors 6, 6 and the harness 5, power on the towing vehicle 2 side is supplied to the cargo bed 3, and signals are also transmitted and received between the towing vehicle 2 and the cargo bed 3.

[0013] In addition, the loading platform 3 is equipped with a management ECU (Electronic Control Unit) 20 that manages loading platform information including the loading platform type, etc., as well as loading platform CAN data, etc., and the towing vehicle 2 is equipped with an ADAS (Advanced Driver Assistance Systems) ECU 10 that provides driving assistance for the vehicle 1.

[0014] The ADAS ECU 10 corresponds to the "controller" described in the claims, and is configured by a microcomputer that combines, for example, a CPU (Central Processing Unit) that executes calculations, a ROM (Read Only Memory) as a secondary storage device that records programs for the calculations, and a RAM (Random Access Memory) as a temporary storage device that stores the calculation process and temporary control variables, and controls the vehicle 1 by executing the stored programs. For example, the ADAS ECU 10 realizes driving assistance by sensing the surroundings of the vehicle 1 360 degrees via external sensors attached to the towing vehicle 2 and the loading platform 3, while providing driving assistance that takes into account the conditions of different types of loading platforms 3.

[0015] Here, the first external sensor 8 attached to the loading platform 3 will be described with reference to Figures 2A to 2C. Figure 2A shows a loading platform 3 having a relatively small size, Figure 2C shows a loading platform 3 having a relatively large size, and Figure 2B shows a loading platform 3 having a size between those of Figures 2A and 2C.

[0016] As shown in Figures 2A to 2C, a plurality of first external sensors 8 are attached to each loading platform 3. The first external sensors 8 are, for example, cameras, radars, sonars, etc., and detect objects present around the loading platform 3 (more specifically, on both the left and right sides and behind the loading platform 3). Objects present around the loading platform 3 include, for example, other vehicles, pedestrians, roads, road markings, road signs, traffic signals, guardrails, median strips, road facilities, utility poles, buildings, and other obstacles.

[0017] The number of first external sensors 8 may be, for example, three (FIG. 2A), five (FIG. 2B), seven (FIG. 2C), etc., depending on the size of the loading platform 3. In FIG. 2A to FIG. 2C, the relative distance of each first external sensor 8 to the connecting portion 4 (i.e., the distance from the connecting portion 4 to the mounting position of the first external sensor 8) is shown as relative coordinates 8a.

[0018] FIG. 3 is an example showing 360-degree sensing of a vehicle, and in FIG. 3, the loading platform 3 shown in FIG. 2C is used. As shown in FIG. 3, seven first external sensors 8 are attached to the loading platform 3, and three second external sensors 9 are attached to the towing vehicle 2. The second external sensors 9 are composed of a camera, radar, sonar, etc., like the first external sensor 8, and detect objects present around the towing vehicle 2 (more specifically, in front and on both the left and right sides of the towing vehicle 2). In addition, a rear camera 7 is attached to the rear of the towing vehicle 2 for detecting the relative angle θ between the towing vehicle 2 and the loading platform 3 at the coupling portion 4. The rear camera 7, together with a loading platform angle detection unit 162 described later, constitutes the "angle detection unit" described in the claims. Note that the angle detection unit is not limited to the rear camera.

[0019] 3, the relative distance of each second external sensor 9 to the connecting part 4 (i.e., the distance from the connecting part 4 to the mounting position of the second external sensor 9) is shown as relative coordinates 9a. Moreover, fan-shaped areas 8b, 9b indicate the field of view (FOV) of the first external sensor 8 and the second external sensor 9, i.e., the detection ranges (detection angle and detection distance) of the first external sensor 8 and the second external sensor 9. Furthermore, fan-shaped area 7b indicates the field of view (FOV) of the rear camera 7, i.e., the detection area of ​​the rear camera 7.

[0020] In this manner, in the vehicle 1 in which the towing vehicle 2 and the cargo bed 3 are connected via the connecting portion 4, there are three coordinate systems: a sensor coordinate system based on the mounting positions of each external sensor, a cargo bed coordinate system based on the connecting portion 4, and a towing vehicle coordinate system based on the connecting portion 4. Therefore, in order to realize 360-degree sensing of the vehicle 1, the detection data of each of the first external sensor 8 and the second external sensor 9 must be converted from the independent sensor coordinate systems to a common coordinate system (here, the towing vehicle coordinate system). Therefore, for the detection data of each of the second external sensors 9 attached to the towing vehicle 2, coordinate conversion is performed directly from the sensor coordinate system of each of the second external sensors 9 to the towing vehicle coordinate system.

[0021] On the other hand, the detection data of each of the first external sensors 8 attached to the loading platform 3 must undergo a two-stage coordinate transformation: first, the sensor coordinate system of each of the first external sensors 8 is transformed into the loading platform coordinate system, and then the loading platform coordinate system is transformed into the towing vehicle coordinate system. When transforming from the sensor coordinate system of each of the first external sensors 8 into the loading platform coordinate system, the relative coordinates 8a of each of the first external sensors 8 with respect to the coupling section 4 are used. When transforming from the loading platform coordinate system to the towing vehicle coordinate system, the relative angle θ between the towing vehicle 2 and the loading platform 3 at the coupling section 4 is used.

[0022] FIG. 4 is a block diagram showing a vehicle according to the embodiment. As shown in FIG. 4, in the vehicle 1, the towing vehicle 2 and the loading platform 3 are connected to each other so as to be able to communicate with each other via a CAN bus 50. In addition to the above-mentioned ADAS ECU 10, the plurality of (a to z) second external sensors 9, and the rear camera 7, the towing vehicle 2 is equipped with a plurality of CAN buses 51, 52, and 53, a central gateway (CGW) 30 having a gateway function for transferring CAN data to an appropriate CAN bus, a communication unit (TCU: Tele-Communication Unit) 44 for communicating with an external server or the like, a map unit (MPU: MAP Processing Unit) 45 for handling map information such as lanes and intersections, a human machine interface (HMI) 46 for displaying information to the driver by voice or on a screen, a brake control ECU 41, a steering control ECU 42, and a driving force control ECU 43. The brake control ECU 41, the steering control ECU 42, and the driving force control ECU 43 are actuator controlled.

[0023] The ADAS ECU 10 further has an interface unit (IF unit) 15 that interfaces with the CAN bus 51, a fusion unit 16, a control application unit 11, a platform information storage unit 18 that stores platform information acquired from the platform 3, and a platform CAN database (platform CANDB) 17 that stores platform CAN data acquired from the platform 3. The control application unit 11 has, but is not limited to, an automatic emergency braking control unit 12, a lane change collision mitigation control unit 13, and a curve warning deceleration control unit 14 as applications. The CGW 30 has a bus management unit 31, a relay unit 32, an OTA (Over-the-air) management unit 33, a platform information storage unit 34, and a platform CANDB 35.

[0024] On the other hand, as described above, the loading platform 3 includes the management ECU 20 and a plurality of (1 to n) first external sensors 8. The management ECU 20 includes a processing unit 21 that performs various processes for the loading platform 3, an IF unit 22 that interfaces with the CAN bus 50, and a ROM 23. The ROM 23 corresponds to a "storage unit" as defined in the claims, and is made of a non-volatile memory. The ROM 23 stores loading platform information and loading platform CAN data.

[0025] Examples of the loading platform information stored in the ROM 23 include that shown in Table 1. That is, the loading platform information includes the loading platform model, a loading platform information readout diagnostic command for reading out the loading platform information, loading platform size information, information on the first external sensor 8, and CAN database information for interpreting (decoding) the meaning of the loading platform CAN data. Although not shown in Table 1, the loading platform information further includes the number of tires, the braking system of the loading platform 3, etc.

[0026] The platform type indicates the type of platform 3. The platform information readout diagnostic command contains a dedicated CANID to read out platform information. The towing side transmits a CAN message with this CANID, and the platform side receives it, and the platform management ECU returns the platform information. The size information of the platform 3 includes the platform length, platform width, platform weight, kingpin height, and overall connection length. The sensor information includes the number of first external sensors 8 attached to the platform 3, the identifiers of each of the first external sensors 8, the coordinates of the attachment positions of each of the first external sensors 8 (i=1 to N) relative to the connection part 4, and the FOV of each of the first external sensors 8. Note that i (i=1 to N) is the identifier of each of the first external sensors 8. These pieces of sensor information are necessary to realize 360-degree sensing of the vehicle 1. On the other hand, the CAN database information includes the format of the CAN database of the platform 3, and a diagnostic command to read out the platform CAN database (CANDB information).

[0027] The size information of the loading platform 3, the first external sensor information, and the CAN database information for interpreting (decoding) the semantics of the CAN data of the loading platform do not necessarily have to be stored in the ROM 23, and if the loading platform model is known, these pieces of information may be acquired from an external server such as a data center based on the loading platform model. Also, the diagnostic command for reading loading platform information and the diagnostic command for reading loading platform CAN data do not necessarily have to be stored in the ROM 23, and if the type of CAN data is known, these commands may be acquired from an external server such as a data center based on the type of the CAN data.

[0028] [Table 1]

[0029] Table 2 shows an example of the platform CAN database information (platform CANDB) stored in ROM 23. The platform CAN database information is information that allows the semantic interpretation (decoding) of all CAN data output from the platform. It is a table that describes the CANID of the platform CAN data, where the data (payload) is stored, and what unit the data is in. By using this table, necessary data can be extracted from the platform CAN data. For example, it describes how each of multiple (j=1...N) first external sensors 8 is stored in the CAN data, and the CANID and data format of the first external sensors are known, so the IF unit 15 of the ADAS ECU 10 can separate or extract information of each first external sensor 8 from this platform CAN data.

[0030] [Table 2]

[0031] The fusion unit 16 first converts the acquired detection data of each first external sensor 8 from the sensor coordinate system of each first external sensor 8 to the loading platform coordinate system, and further converts it from the loading platform coordinate system to the towing vehicle coordinate system, thereby integrating the detection data of the first external sensor 8 and the detection data of the second external sensor 9 into the towing vehicle coordinate system. Next, the fusion unit 16 organizes the detection data of the first external sensor 8 and the detection data of the second external sensor 9 in the common towing vehicle coordinate system, and further rearranges these data so as to follow a rule such as a time series. After that, the fusion unit 16 determines whether the detected objects detected by the multiple first external sensors 8 and the second external sensor 9 are the same or not, and outputs the relative coordinates and relative speed of the detected object with respect to the vehicle 1. The relative coordinates of the detected object indicate the relative position of the detected object.

[0032] Fig. 5 is a block diagram showing the fusion unit 16. As shown in Fig. 5, the fusion unit 16 includes a plurality of data conversion tables 160, a multiplexer (MUX) 161, a platform angle detection unit 162, a platform coordinate conversion unit 163, a towing vehicle coordinate conversion unit 164, an input validation unit 165, and an integrated calculation unit 166.

[0033] The data conversion table 160 is a table for converting the data format of the detection data of each first external sensor 8 so that it matches the data format of the fusion unit 16. The data conversion table 160 is created for each platform model. The data conversion table 160 is downloaded from an external server, such as a data center, via OTA (Over-the-air) based on the platform model, and is stored in the fusion unit 16. Since the data conversion tables differ depending on the type of platform, each data conversion table 160 is independent. Note that FIG. 5 shows data conversion tables for three platform models (platform A, platform B, and platform C).

[0034] 6 is an example of a data conversion table. The inputs to the data conversion table 160 are the detection data of each of the first external sensors 8 attached to the loading platform 3, which are separated by the IF unit 15, and include the identification ID of each of the first external sensors 8, the type of detected object detected by each of the first external sensors 8, the relative coordinates and relative speed of the detected object detected by each of the first external sensors 8, and the relative position of each of the first external sensors 8 with respect to the connecting part 4. The inputs to the data conversion table 160 are periodically performed.

[0035] In the data conversion table 160, calculations for unit conversion and rearrangement of the detection data are performed on the input data so as to be compatible with subsequent calculations in the fusion unit 16. As a result, the detection data of each first external sensor 8 is unit converted and rearranged, for example, in ascending order. On the other hand, examples of outputs from the data conversion table 160 include the identification IDs of the i first external sensors 8, the types of detected objects detected by the i first external sensors 8, the relative coordinates and relative speeds of the detected objects detected by the i first external sensors 8, and the relative positions of the i first external sensors 8 with respect to the connecting unit 4.

[0036] The number of first external sensors 8 attached varies depending on the type of platform 3 (in other words, platform model), but since it is unknown which platform 3 will be connected to the towing vehicle 2, the number of first external sensors 8 that will be valid for the integrated calculation unit 166 is unknown. Therefore, the integrated calculation unit 166 performs integrated calculations on the premise that information from the maximum number of first external sensors 8 is always input. An input validation unit 165 is provided upstream of the integrated calculation unit 166, and if the number of first external sensors 8 is less than the maximum number, the surplus sensors are treated as invalid IDs.

[0037] FIG. 7 is a block diagram showing the input validation unit. The input validation unit 165 has a sensor activation setting unit 1651 and a multiplexer (MUX) 1652. The inputs to the input validation unit 165 are the identification IDs of each of the first external sensors 8, which have been coordinate-converted by the platform coordinate conversion unit 163, and the relative coordinates and relative speeds of the detected objects detected by each of the first external sensors 8. Here, information on the number of connected first external sensors in the platform information is used. For example, if the number of first external sensors 8 of the platform 3 is five, the sorting of the first external sensors 8 in ascending order is completed by the data conversion table 160, so that among the N inputs of the first external sensors 8, only the identification IDs 1 to 5 in ascending order pass through the MUX 1652, and the identification IDs of 6 to N are output as invalid IDs and zero is output, so that they are excluded from the calculation as invalid IDs in the subsequent integration calculation unit 166.

[0038] As described above, the towing vehicle 2 and the bed 3 are electrically connected by the harness 5. Then, for example, when the driver of the vehicle 1 turns on the ignition, the towing vehicle 2 acquires bed information and the like from the bed 3. The acquired bed information is stored in the bed information storage unit 18, which is a non-volatile memory, so that it is retained even if the power is cut off. Below, the process of acquiring bed information will be explained with reference to FIG. 8.

[0039] Fig. 8 is a flowchart showing how to obtain platform information. As shown in Fig. 8, first, in step S10, the vehicle 1 determines whether the harness 5 of the platform 3 is electrically connected to the connector 6 of the towing vehicle 2. If it is determined that the harness 5 of the platform 3 is electrically connected, the vehicle 1 notifies the CGW 30 that it is electrically connected. The determination process in step S10 is repeated until it is determined that the harness 5 is electrically connected.

[0040] In step S11 following step S10, the bus management unit 31 of the CGW 30 confirms that the CAN bus 50 of the platform 3 is connected to the CGW 30 through the harness 5. This makes it possible to transmit CAN data from the platform 3 to the CGW 30.

[0041] In step S12 following step S11, the management ECU 20 of the platform 3 first reads out the platform model from the platform information stored in the ROM 23. Next, the management ECU 20 transmits a CAN message to the CGW 30, in which the platform model is described in a data field of a specific CANID (e.g., 0x0). This CAN message containing the platform model corresponds to the "CAN data of the first identifier" described in the claims. In this case, the CGW 30 has the bus management unit 31 decode the received CAN message containing the platform model, acquires the platform model, and stores the acquired platform model while transmitting it to the ADAS ECU 10.

[0042] In step S13 following step S12, the management ECU 20 transmits a CAN message to the CGW 30, in which a diagnostic command for reading platform information is described in the data field of a specific CANID (e.g., 0x1). This CAN message containing the diagnostic command for reading platform information corresponds to the "CAN data of the second identifier" described in the claims. Here, the diagnostic command for reading platform information contains a dedicated CANID in order to read platform information. The towing side transmits a CAN message containing this CANID, and the platform side receives it, and the management ECU for the platform replies with the platform information.

[0043] In step S14 following step S13, the CGW 30 causes the bus management unit 31 to decode the received CAN message, and transmits a diagnostic command for reading out cargo platform information to the management ECU 20 of the cargo platform 3.

[0044] In step S15 following step S14, the management ECU 20 of the loading platform 3 reads out the loading platform information stored in the ROM 23 based on the received loading platform information reading diagnostic command, and transmits the read loading platform information to the CGW 30.

[0045] In step S16 following step S15, the CGW 30 receives the platform information transmitted from the platform 3, and stores it in the platform information storage unit .

[0046] In step S17 following step S16, the CGW 30 transmits the platform information stored in the platform information storage unit 34 to the ADAS ECU 10. When the vehicle 1 is started, the CGW 30 periodically receives and decodes a platform connection diagnosis command from the ADAS ECU 10. When the harness 5 of the platform 3 is electrically connected to the connector 6 of the towing vehicle 2, the CGW 30 transmits the platform information received from the platform 3 and stored in the platform information storage unit 34 to the ADAS ECU 10 as a response to the platform connection diagnosis command. On the other hand, when the harness 5 of the platform 3 is not electrically connected to the connector 6 of the towing vehicle 2, the CGW 30 transmits to the ADAS ECU 10 as a response to the platform connection diagnosis command that there is no platform information.

[0047] In step S18 following step S17, the ADAS ECU 10 receives the platform information transmitted from the CGW 30, and stores the received platform information in the platform information storage unit 18. This ends the processing related to obtaining platform information.

[0048] When the towing vehicle 2 acquires the loading platform information from the loading platform 3, it further acquires the CAN database information (DB information) of the loading platform 3 in order to establish vehicle communication of the loading platform information. The CAN database information (CANDB information) is used in the IF section to interpret (decode) the meaning of all CAN data output from the loading platform and extract appropriate information (signals) from the CAN data. For example, as CAN data from the loading platform, the detection data of the first external sensor 8 is packed into the corresponding CAN data, but by decoding using the CAN database information, the packed data can be decomposed and signals such as the relative speed and relative coordinates of the detected object detected by the first external sensor 8 can be extracted. Other CAN data is also decoded in the same manner. FIG. 9 illustrates a method of storing the CAN database information (CANDB information) in the ADAS ECU 10.

[0049] 9 is a flowchart showing how to obtain CAN database information (CANDB information). The CAN database information (CANDB information) is stored in the ROM 23, which is a non-volatile memory in the ECU for managing the loading platform, so that it is retained even when the power is cut off, just like the loading platform information.

[0050] 9, first, in step S20, the ADAS ECU 10 transmits to the CGW 30 a diagnostic command for reading a CAN database (CANDB information) included in the loading platform information stored in the loading platform information storage unit 18. The diagnostic command for reading a CAN database (CANDB information) is a CAN message for diagnostic purposes for reading the CAN database (CANDB information). Information required to generate the diagnostic command for reading a CAN database (CANDB information) is stored in the loading platform information storage unit 18.

[0051] In step S21 following step S20, the CGW 30 first reads out the CAN database information (CANDB information) from the loading platform information storage unit 34, and causes the relay unit 32 to execute data relay settings. Then, the CGW 30 interprets that the diagnostic command for reading the CAN database information (CANDB information) is intended for the loading platform, and relays the diagnostic command for reading the CAN data to the CAN bus 50 of the loading platform 3.

[0052] In step S22 following step S21, the management ECU 20 of the loading platform 3 receives a diagnostic command for reading CAN database information (CANDB information), reads the CAN database information (CANDB information) from the ROM 23, and transmits it to the CGW 30 via the CAN bus 50.

[0053] In step S23 following step S22, the CGW 30 relays the CAN database information (CANDB information) transmitted from the loading platform 3 to the ADAS ECU 10. The ADAS ECU 10 acquires the relayed CAN database information (CANDB information) and stores it in the loading platform CANDB 17.

[0054] This completes the acquisition and storage of CAN database information (CANDB information) in the ADAS ECU 10.

[0055] When the electrical connection between the connector 6 of the towing vehicle 2 and the harness 5 of the bed 3 is released, it is necessary to erase the bed information and bed CAN database information (CANDB information) stored on the towing vehicle 2 side. The bed information and bed CAN database information (CANDB information) are stored in the non-volatile memory of the CGW 30 and the ADAS ECU 10 (i.e., the bed information storage unit 34 and bed CANDB 35 of the CGW 30, and the bed information storage unit 18 and bed CANDB 17 of the ADAS ECU 10), respectively, which can be retained even when the power is cut off, so by performing an erasure process on both, the data is erased from the non-volatile memory. The process related to erasing the bed information and bed CAN data will be explained below with reference to FIG. 10.

[0056] Fig. 10 is a flowchart showing the deletion of loading platform information and loading platform CAN database information (CANDB information). As shown in Fig. 10, first, in step S30, the vehicle 1 determines whether or not the electrical connection between the connector 6 of the towing vehicle 2 and the harness 5 of the loading platform 3 has been released. The determination process of step S30 is repeated until it is determined that the connection has been released. Then, when it is determined that the electrical connection between the connector 6 of the towing vehicle 2 and the harness 5 of the loading platform 3 has been released, the vehicle 1 notifies the CGW 30 that the connection has been released.

[0057] In step S31 following step S30, the CGW 30 transmits to the ADAS ECU 10 a CAN message for deleting the loading platform information and the loading platform CAN database information (CANDB information).

[0058] In step S32 following step S31, the ADAS ECU 10 receives the CAN message from the CGW 30, and erases the platform information stored in the platform information storage unit 18 and the platform CAN database information (CANDB information) stored in the platform CANDB 17.

[0059] In step S33 following step S32, the CGW 30 erases the platform information stored in the platform information storage unit 34 and the platform CAN database information (CANDB information) stored in the platform CANDB 35. This completes the erasure of the platform information and platform CAN database information (CANDB information). By erasing the platform information and platform CAN database information (CANDB information) stored in the ADAS ECU 10 and the CGW 30 in this manner when the electrical connection between the connector 6 of the towing vehicle 2 and the harness 5 of the platform 3 is released, it is possible to avoid using erroneous platform information and platform CAN database information (CANDB information) the next time another platform is electrically connected, and therefore erroneous information of the platform to which the towing vehicle 2 is connected will not be used.

[0060] 8 and 9, the ADAS ECU 10 stores the loading platform information and loading platform CAN database information (CANDB information), and the ADAS ECU 10 can interpret (decode) the meaning of the CAN data from the loading platform using the loading platform CAN database information (CANDB information). For example, by decoding using the loading platform CAN database information (CANDB information), information such as the relative speed and relative coordinates of the detected object detected by the first external sensor 8 is obtained from the CAN data including the information of the first external sensor 8, and information such as the number of the first external sensors 8 and the relative coordinates of the first external sensor 8 with respect to the connecting part 4 is obtained based on the loading platform information.

[0061] Below, with reference to Figure 11, it will be explained how the fusion unit 16 realizes 360-degree sensing by integrating the detection data of each of the first external sensors 8 attached to the cargo bed 3 and the detection data of each of the second external sensors 9 attached to the towing vehicle 2 from their respective sensor coordinate systems into a common towing vehicle coordinate system (hereinafter referred to as coordinate system integration).

[0062] Fig. 11 is a flowchart showing the coordinate system integration. As shown in Fig. 11, first, in step S40, each of the second external sensors 9 attached to the towing vehicle 2 and each of the first external sensors 8 attached to the loading platform 3 periodically transmits their detection data to the CGW 30 via the CAN buses 50 and 53.

[0063] In step S41 following step S40, the IF unit 15 of the ADAS ECU 10 decodes the CAN message using the CAN data of the loading platform 3 and the towing vehicle 2, and creates signals of the detection data of the first external sensor 8 and the detection data of the second external sensor 9. The signals here refer to the relative coordinates and relative speeds of the detected objects detected by the first external sensor 8 and the second external sensor 9, respectively, and are based on the respective sensor coordinate systems.

[0064] In step S42 following step S41, the towing vehicle coordinate conversion unit 164 converts the detection data of the second external sensor 9 of the towing vehicle 2 from the sensor coordinate system to towing vehicle coordinates. The converted detection data is input to the integration calculation unit 166.

[0065] In step S43 following step S42, the detection data of the first external sensor 8 of the loading platform 3 is converted into the data format of the towing vehicle 2 side by a data conversion table 160 created for each loading platform type (in other words, the data format is converted), and is further selected by MUX 161 based on the loading platform type.

[0066] In step S44 following step S43, the bed angle detection unit 162 detects the relative angle θ between the towing vehicle 2 and the bed 3 based on the image captured by the rear camera 7.

[0067] In step S45 following step S44, the platform coordinate conversion unit 163 performs two-stage coordinate conversion on the detection data of the first external sensor 8 converted into the data format in step S43. In the first stage, conversion is performed from the sensor coordinate system of the first external sensor 8 to the platform coordinate system using the relative position of the first external sensor 8 with respect to the coupling part 4. In the second stage, conversion is performed from the platform coordinate system to the towing vehicle coordinate system using the relative angle θ between the towing vehicle 2 and the platform 3.

[0068] In step S46 following step S45, the input validation unit 165 determines whether the first external sensors 8 are valid or invalid based on the number of first external sensors 8 connected to the loading platform 3, and further outputs an invalid ID for an invalid first external sensor 8. Note that, although not particularly limited, when the detection results of the first external sensors 8 are sorted in ascending order from valid as the output of the data conversion table 160, for example, if the total detection results of i first external sensors 8 are k, 1 to k are output as valid IDs, and the rest are output as invalid IDs.

[0069] In step S47 following step S46, the input validation unit 165 outputs the valid detection data of the first external sensor 8 converted into the towing vehicle coordinate system to the integration calculation unit 166 as information on the loading platform 3 side.

[0070] In step S48 following step S47, the integration calculation unit 166 uses the valid detection data of the first external sensor 8 output from the input validation unit 165 and the detection data of the second external sensor 9 converted into the towing vehicle coordinate system by the towing vehicle coordinate conversion unit 164 to rearrange these detection data in chronological order, determine the identity of the detected objects, and calculate integrated recognition data. This completes the coordinate system integration.

[0071] In the vehicle 1 of this embodiment, the towing vehicle 2 acquires the platform type from the platform 3, and realizes 360-degree sensing based on the acquired platform type. For different types of platforms, 360-degree sensing is performed using sensor information attached to each platform. Specifically, the fusion unit 16 of the towing vehicle 2 integrates the detection data of each first external sensor 8 of the platform 3 and the detection data of each second external sensor 9 of the towing vehicle 2 into a common towing vehicle coordinate system, thereby realizing 360-degree sensing of the vehicle 1.

[0072] Furthermore, by realizing 360-degree sensing of the vehicle 1, various advanced driving assistance applications can be realized in the vehicle 1. In this case, the vehicle 1 needs to change the control characteristics when connecting the loading platform, taking into consideration the characteristics of different types of loading platforms 3. Hereinafter, examples of advanced driving assistance applications will be described, including automatic emergency braking assistance, lane change collision mitigation assistance, and curve warning deceleration assistance.

[0073] [About Automatic Emergency Braking Assist] Fig. 12 is a diagram showing the braking distance when the automatic emergency brake is activated. In Fig. 12, the left side shows the case where there is only a towing vehicle 2, and the right side shows the case where a cargo bed 3 is coupled to the towing vehicle 2 (hereinafter referred to as "cargo bed coupled"). As shown in Fig. 12, the braking distance for a pedestrian 60 when traveling at the same speed differs between the case where there is only a towing vehicle 2 and the case where the cargo bed is coupled. In other words, compared with the braking distance 61 when there is only a towing vehicle 2, the braking distance 62 when the cargo bed is coupled is longer.

[0074] Even when the loading platform is connected, the braking distance varies depending on the size of the loading platform 3 and the brake system. For this reason, in the automatic emergency brake control, it is necessary to change the warning activation time and the brake control method depending on whether the loading platform 3 is connected or not and the loading platform information.

[0075] Fig. 13 is a block diagram showing the automatic emergency brake control unit. As shown in Fig. 13, the automatic emergency brake control unit 12 has a trajectory prediction unit 121, a time to collision (TTC: Time to Collision) calculation unit 122, a plurality of automatic emergency brake warning braking tables 120, and an MUX 123. The trajectory prediction unit 121 predicts the trajectory of the vehicle 1 based on the vehicle speed, steering angle, and yaw rate of the vehicle 1.

[0076] The TTC calculation unit 122 calculates the time to collision (TTC) with a detected object based on the trajectory predicted by the trajectory prediction unit 121 and the relative speed and relative coordinates of the detected object (e.g., a pedestrian in front of the vehicle) calculated by the fusion unit 16. The automatic emergency braking warning braking table 120 is a table for issuing warning instructions and braking instructions suitable for the size and braking system of each loading platform 3, and is created for each loading platform type. The MUX 123 corresponds to the "first multiplexer" recited in the claims, and selects the automatic emergency braking warning braking table 120 based on the loading platform type.

[0077] Fig. 14 is a block diagram showing an automatic emergency braking warning braking table. As shown in Fig. 14, the automatic emergency braking warning braking table 120 has a deceleration request calculation unit 1201, a warning instruction unit 1202, and a brake instruction unit 1203. The deceleration request calculation unit 1201 calculates a control mode and a deceleration request based on the time to collision (TTC), the vehicle speed and the load of the vehicle 1. The control modes include a warning mode, a pre-braking mode, an emergency braking mode, and the like. The calculated control mode and deceleration request are also used as inputs for the next calculation.

[0078] When the warning instruction unit 1202 receives information indicating that the vehicle is in the warning mode, it outputs a warning instruction. In the preliminary braking mode or the emergency braking mode, the brake instruction unit 1203 issues an appropriate brake instruction to the brake systems of the towing vehicle 2 and the loading platform 3 based on the respective deceleration request and vehicle speed. The brake instructions include a hydraulic brake instruction, an air brake instruction, an exhaust brake instruction, and a retarder brake instruction, but are not limited to these.

[0079] 15 is a flowchart showing the automatic emergency brake control. As shown in FIG 15, first, in step S50, the trajectory prediction unit 121 predicts the trajectory of the vehicle 1 based on the vehicle speed, steering angle, and yaw rate of the vehicle 1.

[0080] In step S51 following step S50, the TTC calculation unit 122 calculates the time to collision (TTC) with the nearest object on the predicted trajectory based on the trajectory predicted in step S50 and the relative velocity and relative coordinates of the detected object calculated by the fusion unit 16.

[0081] In step S52 following step S51, the automatic emergency braking warning braking table 120 outputs a warning instruction and a braking instruction to the MUX 123 based on the TTC calculated in step S52 and the vehicle speed of the vehicle 1.

[0082] In step S53 following step S52, the MUX 123 selects an automatic emergency brake warning braking table 120 corresponding to the bed type based on the bed type.

[0083] In step S54 following step S53, the automatic emergency brake control unit 12 outputs a warning command and a brake command corresponding to the cargo bed type using the selected automatic emergency brake warning braking table 120. This completes the processing related to the automatic emergency brake control.

[0084] In this way, 360-degree sensing of the vehicle 1 can be realized, and more appropriate automatic emergency braking assistance can be performed by using the automatic emergency braking warning braking table 120 suitable for the cargo bed type.

[0085] [Collision mitigation assistance when changing lanes] Fig. 16 is a diagram showing the distance between the vehicle and the following vehicle when changing lanes. In Fig. 16, the left side shows the case where there is only a towing vehicle 2, and the right side shows the case where a cargo bed is connected. As shown in Fig. 16, when traveling at the same speed, the permissible distance between the vehicle and the following vehicle 63 when changing lanes changes depending on whether or not there is a cargo bed. That is, compared with the permissible distance 64 when there is only a towing vehicle 2, the permissible distance 65 when the cargo bed is connected is longer. Also, even when the cargo bed is connected, the acceleration of the vehicle 1 changes depending on the size of the cargo bed, so it is also necessary to take into account the time required to change lanes.

[0086] The allowable distance d from the following vehicle when changing lanes is calculated using the following formula (1). d=(T T +T L )·V r (1)

[0087] In formula (1), T T is the collision margin time (unit: sec), T L is the lane change time (unit: sec), V r indicates the relative speed (unit: m / s) with respect to the following vehicle in the adjacent lane. And, T L is a variable parameter since it is related to the length of the platform.

[0088] Fig. 17 is a block diagram showing the lane-changing collision mitigation control unit 13. As shown in Fig. 17, the lane-changing collision mitigation control unit 13 includes a lane-changing trajectory prediction unit 131, an adjacent lane TTC calculation unit 132, an allowable distance calculation unit 133, a lane-changing determination unit 134, a return path calculation unit 136, a plurality of steering control tables 130, and a MUX 135.

[0089] The lane change trajectory prediction unit 131 predicts the trajectory of the lane change based on the turn signal information, vehicle speed, steering angle, yaw rate, and lane detection information of the vehicle 1. The lane detection information is obtained, for example, from detection data of the second external sensor 9 attached to the front of the towing vehicle 2. The adjacent lane TTC calculation unit 132 calculates the time to collision (TTC) with the following vehicle in the adjacent lane based on the trajectory predicted by the lane change trajectory prediction unit 131, the relative speed and relative coordinates of the detected object (here, the following vehicle) calculated by the fusion unit 16, and the turn signal information of the vehicle 1.

[0090] The allowable distance calculation unit 133 calculates the allowable distance d based on the trajectory predicted by the lane change trajectory prediction unit 131, the TTC calculated by the adjacent lane TTC calculation unit 132, the vehicle speed of vehicle 1, the relative speed of the following vehicle in the adjacent lane to vehicle 1, and the bed length.

[0091] The lane change determination unit 134 determines whether or not the vehicle 1 can change lanes based on the allowable distance d calculated by the allowable distance calculation unit 133, depending on whether or not the relative position of the following vehicle in the adjacent lane with respect to the vehicle 1 is greater than the allowable distance d. If it is determined that the lane change is not possible, the lane change determination unit 134 issues a warning and issues a steering instruction to prevent the driver from steering to change lanes when the lane change is not possible. If it is determined that the lane change is not possible, the return path calculation unit 136 calculates a return turning radius for returning to the lane.

[0092] The steering control table 130 is created for each type of loading platform. This steering control table 130 is a table for issuing steering instructions suitable for the size and brake system of each loading platform 3 when issuing steering instructions to prevent the vehicle from changing lanes when the lane change determination unit 134 determines that the lane change is not possible. The MUX 135 corresponds to the "second multiplexer" described in the claims, and selects the steering control table 130 based on the loading platform type.

[0093] Fig. 18 is a block diagram showing the steering control table. As shown in Fig. 18, the steering control table 130 has a target steering angle calculation unit 1301 and an instructed steering angle calculation unit 1302. The target steering angle calculation unit 1301 calculates a target steering angle based on the vehicle speed, steering angle, lane change impossibility determination information, and return turning radius information of the vehicle 1 so as to satisfy the return turning radius for returning the vehicle to parallel with the lane when it is determined that the lane change is impossible. The instructed steering angle calculation unit 1302 calculates an instructed steering angle so as to issue an appropriate steering instruction to the steering systems of the towing vehicle 2 and the loading platform 3.

[0094] Fig. 19 is a flowchart showing lane-changing collision mitigation control. As shown in Fig. 19, first, in step S60, the lane-changing trajectory prediction unit 131 predicts the trajectory of the vehicle 1 relative to the lane based on the vehicle speed, steering angle, yaw rate, lane detection information, and blinker information of the vehicle 1.

[0095] In step S61 following step S60, the adjacent lane TTC calculation unit 132 calculates the time to collision (TTC) with the following vehicle traveling in the adjacent lane on the side indicated by the turn signal based on the relative speed and relative coordinates of the detected object (here, the following vehicle) calculated by the fusion unit 16 when the turn signal is activated.

[0096] In step S62 following step S61, the allowable distance calculation unit 133 calculates the allowable distance d based on the time to collision (TTC) with the following vehicle, the lane change time from the predicted trajectory, and the relative speed of the following vehicle.

[0097] In step S63 following step S62, the lane change determination unit 134 determines whether the relative position of the following vehicle in the adjacent lane is greater than the allowable distance d. If the relative position of the following vehicle is greater than the allowable distance d, the lane change determination unit 134 determines that the lane change is possible, and the process ends. On the other hand, if the relative position of the following vehicle is equal to or less than the allowable distance d, the lane change determination unit 134 determines that the lane change is not possible.

[0098] In step S64 following step S63, the lane change determination unit 134 outputs an alarm instruction, calculates a turning radius for returning to the lane, and further outputs the lane change impossibility and the return turning radius to the steering control table 130.

[0099] In step S65 following step S64, the MUX 135 selects the steering control table 130 corresponding to the platform type based on the platform type.

[0100] In step S66 following step S65, the lane-changing collision mitigation control unit 13 outputs a steering command corresponding to the bed type using the selected steering control table 130. This ends the processing related to the lane-changing collision mitigation control.

[0101] In this way, 360-degree sensing of the vehicle 1 can be realized, and by using the steering control table 130 suited to the type of cargo bed, more appropriate collision mitigation assistance during lane changes can be performed.

[0102] [Curve warning and deceleration assistance] The curve warning deceleration support is a system that issues a warning to the driver when the vehicle speed at the entrance to a curve is too fast according to the radius R of the curve, and performs deceleration control support if the driver still does not decelerate sufficiently. Since the situation changes depending on the presence or absence of a cargo bed, the size of the cargo bed, and the brake system, it is necessary to change the method of warning and deceleration control for each cargo bed type.

[0103] Fig. 20 shows an example where the curve warning deceleration control is applied. As shown in Fig. 20, the vehicle 1 is traveling near the entrance of a curve, and other vehicles 66, 67, and 68 are traveling on the curve ahead. The curve warning deceleration control unit 14 obtains the radius R of the curve from the MPU 45, calculates the ideal speed at the entrance of the curve based on the radius R of the curve and the size of the cargo bed, etc., and issues an alarm or controls deceleration so that the current vehicle speed becomes the ideal speed.

[0104] Fig. 21 is a block diagram showing the curve warning deceleration control unit. As shown in Fig. 21, the curve warning deceleration control unit 14 has an ideal speed calculation unit 141, a deceleration calculation unit 142, a plurality of curve warning braking tables 140, and an MUX 143. The ideal speed calculation unit 141 calculates an ideal speed at the entrance of the curve based on the radius R of the curve acquired from the MPU 45, and the load weight and load length included in the load information. The deceleration calculation unit 142 calculates the deceleration at every moment based on the ideal speed calculated by the ideal speed calculation unit 141 and the current vehicle speed.

[0105] The curve warning braking table 140 is created for each platform type. This curve warning braking table 140 is a table for performing warning and driving force control suitable for the size and brake system of each platform 3 based on the deceleration calculated by the deceleration calculation unit 142, the distance to the curve entrance acquired from the MPU 45, and the load of the vehicle 1. The MUX 143 corresponds to the "third multiplexer" recited in the claims, and selects the curve warning braking table 140 based on the platform type. The driving force control of the curve warning braking table performs brake control. The brake control may include accelerator control as engine brake control.

[0106] 22 is a block diagram showing the curve warning braking table. The curve warning braking table 140 has a deceleration request calculation unit 1401, a warning instruction unit 1402, and a brake instruction unit 1403. The deceleration request calculation unit 1401 calculates a control mode and a deceleration request based on the vehicle speed of the vehicle 1, the deceleration calculated by the deceleration calculation unit 142, the load of the vehicle 1, and the distance to the curve entrance. The control modes include a warning mode, a pre-braking mode, and an emergency braking mode. The calculated control mode and deceleration request are also used as inputs for the next calculation.

[0107] The warning instruction unit 1402 outputs a warning instruction when it is input that the system is in the warning mode. The brake instruction unit 1403 issues an appropriate brake instruction to the brake systems of the towing vehicle 2 and the loading platform 3 based on the deceleration request and vehicle speed in the preliminary braking mode and the emergency braking mode. The brake instructions include a hydraulic brake instruction, an air brake instruction, an exhaust brake instruction, and a retarder brake instruction, but are not limited to these.

[0108] Fig. 23 is a flowchart showing the curve warning deceleration control. As shown in Fig. 23, first, in step S70, the ideal speed calculation unit 141 calculates the ideal speed at the curve entrance based on the radius R of the curve acquired from the MPU 45 and the load weight and load length included in the load information.

[0109] In step S71 following step S70, the deceleration calculation unit 142 calculates the deceleration based on the difference between the speed of the vehicle 1 and the ideal speed calculated in step S70.

[0110] In step S72 following step S71, the curve warning braking table 140 outputs a warning command and a braking command based on the vehicle speed, deceleration, and load of the vehicle 1, and the distance to the curve entrance.

[0111] In step S73 following step S72, the MUX 143 selects the curve warning braking table 140 corresponding to the bed type based on the bed type.

[0112] In step S74 following step S73, the curve warning deceleration control unit 14 outputs a warning instruction and a brake instruction corresponding to the bed type using the selected curve warning braking table 140. This ends the processing related to the curve warning deceleration control.

[0113] In this way, 360-degree sensing of the vehicle 1 can be realized, and more appropriate curve warning deceleration assistance can be performed by using the curve warning braking table 140 suited to the type of cargo bed.

[0114] In the above-described embodiment, each table is switched for each platform type, but these tables may be registered in the database of the data center for each platform type together with the platform information. In this case, the vehicle 1 may specify the platform type and table format, request the data center to transmit the platform information and table via OTA, and obtain the platform information and write the data to the table in the vehicle 1. The following is an explanation based on FIG. 24.

[0115] Fig. 24 is a block diagram showing a vehicle management system using OTA. As shown in Fig. 24, the vehicle management system 100 includes a vehicle 1, a data center 80, and a communication base station 85. The data center 80 includes a cargo bed information service unit 81, a cargo bed information database 82, an OTA service unit 83, and an OTA program database 84 that stores an OTA program, customer information, vehicle information, and the like.

[0116] The loading platform information service unit 81 generates a table program by referring to a database using the loading platform model and table format. The OTA service unit 83 configures the table program as an OTA service by referring to an OTA program database 84 based on customer information and vehicle information. The OTA service unit 83 also distributes the table program to the vehicle 1 as an OTA. The table here refers to the above-mentioned data conversion table 160, automatic emergency braking warning braking table 120, steering control table 130, and curve warning braking table 140.

[0117] Then, the vehicle 1 transmits customer information, vehicle information, platform model, and table format to the data center 80 via the TCU 44 having a communication function, and receives an OTA program from the data center 80. The OTA management unit 33 of the CGW 30 then decodes the received OTA program, and writes data for each of the tables 120, 130, 140, and 160 to a determined address in the non-volatile memory of the ADAS ECU 10. Although the tables are distributed in the figure, they may be arranged in a single non-volatile memory. This allows data to be written to each table from the data center 80 via OTA, making it easy to obtain table data.

[0118] At this time, it is preferable to obtain the platform information and platform CAN data corresponding to the platform type by OTA writing, instead of using a table, to the platform CANDB 17 and platform information storage unit 18 of the ADAS ECU 10. In addition, since the platform information may be the minimum necessary information such as the platform type, the minimum necessary information may be obtained from a barcode attached to the platform 3.

[0119] In this way, data for each table, platform information, and platform CAN data can be easily obtained from the data center 80 as required.

[0120] Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various design modifications can be made without departing from the spirit of the present invention as described in the claims. [Explanation of symbols]

[0121] 1: vehicle, 2: towing vehicle, 3: cargo bed, 4: connection part, 5: harness, 6: connector, 7: rear camera, 8: first external sensor, 9: second external sensor, 10: ADAS ECU, 11: control application section, 12: automatic emergency braking control section, 13: lane change collision mitigation control section, 14: curve warning deceleration control section, 15: IF section, 16: fusion section, 17: cargo bed CANDB, 18: cargo bed information storage section, 20: management ECU, 21: processing section, 22: IF section, 23: ROM, 30: CGW, 31: bus management section, 32: relay section, 33: OTA management section, 34: cargo bed information storage section, 35: cargo bed CANDB, 41: brake control ECU, 42: steering control ECU, 43: driving force control ECU, 44: TCU, 45: MPU, 46: HMI, 50, 51, 52, 53: CAN bus

Claims

1. In a vehicle in which a towing vehicle and a loading platform are connected via a coupling part, The loading platform includes a storage unit that stores at least a loading platform model number indicating a type of the loading platform, The towing vehicle includes a control unit that acquires the bed type from the bed and performs driving assistance for the vehicle based on the acquired bed type, A plurality of first external sensors are attached to the loading platform to detect objects around the loading platform, The storage unit of the loading platform stores loading platform information including at least the loading platform type, the size information of the loading platform, the information of the first external sensor, and the brake system of the loading platform; The control unit acquires the loading platform information, and performs driving assistance for the vehicle based on the acquired loading platform information, The control unit further includes a curve warning deceleration control unit, The curve warning deceleration control unit is an ideal speed calculation unit that calculates an ideal speed at the entrance of the curve based on the radius of the curve and the load-carrying weight and load-carrying length included in the load-carrying information; a deceleration calculation unit that calculates a deceleration of the vehicle based on the ideal speed calculated by the ideal speed calculation unit and a vehicle speed of the vehicle; A curve warning and braking table is created for each of the platform types, and is used to give warning instructions and brake instructions; a third multiplexer for selecting the curve warning braking table based on the platform type; A vehicle comprising:

2. The towing vehicle further includes a plurality of second external sensors that detect objects around the towing vehicle, and an angle detection unit that detects a relative angle between the towing vehicle and the loading platform, 2. The vehicle according to claim 1, wherein the control unit acquires detection data of each of the first external sensors and each of the second external sensors, converts the acquired detection data of each of the second external sensors from a sensor coordinate system based on the mounting position of each of the second external sensors to a towing vehicle coordinate system based on the connecting portion, converts the acquired detection data of each of the first external sensors from the sensor coordinate system based on the mounting position of each of the first external sensors to a loading platform coordinate system based on the connecting portion, and further converts from the loading platform coordinate system to the towing vehicle coordinate system based on the relative angle detected by the angle detection unit, thereby integrating the detection data of the first external sensors and the detection data of the second external sensor into the towing vehicle coordinate system, and calculates a relative position and a relative speed of the detected object with respect to the vehicle based on the integrated detection data.

3. 3. The vehicle according to claim 2, wherein the control unit has a data conversion table, which is created for each of the platform models, for converting a data format of the detection data from the first external sensor into a data format in the towing vehicle coordinate system.

4. The carrier further includes a harness for electrically connecting the carrier to the towing vehicle. The towing vehicle further includes a gateway for communicating via a plurality of CAN buses; A vehicle as described in any one of claims 1 to 3, wherein when the harness is electrically connected to the towing vehicle, the gateway receives CAN data of a first identifier from the loading platform, decodes the CAN data of the first identifier to obtain the loading platform model, stores the obtained loading platform model, and transmits it to the control unit.

5. The vehicle described in claim 4, wherein when the harness is electrically connected to the towing vehicle, the gateway receives CAN data of a second identifier from the loading platform, decodes the CAN data of the second identifier to obtain a diagnostic command for reading loading platform information to read out the loading platform information, obtains the loading platform information based on the obtained diagnostic command for reading loading platform information, stores the obtained loading platform information and transmits it to the control unit.

6. 6. The vehicle of claim 5, wherein the gateway erases the stored cargo bed information when the harness is electrically disconnected from the towing vehicle.

7. The control unit transmits a diagnosis command for a loading platform connection to the gateway, 6. The vehicle of claim 5, wherein the gateway decodes the bed connection diagnostic command, and when the harness is not electrically connected to the towing vehicle, transmits to the control unit a notification that the bed information is absent as a response to the bed connection diagnostic command, and when the harness is electrically connected to the towing vehicle, transmits to the control unit the bed information as a response to the bed connection diagnostic command.

8. The control unit further includes an automatic emergency braking control unit, The automatic emergency brake control unit is a trajectory prediction unit that predicts a trajectory of the vehicle based on a vehicle speed, a steering angle, and a yaw rate of the vehicle; a collision margin time calculation unit that calculates a collision margin time with the detected object based on the trajectory predicted by the trajectory prediction unit and the relative position and relative speed of the detected object calculated by the control unit; An automatic emergency brake warning and braking table that is created for each of the platform types and that issues a warning instruction and a brake instruction; a first multiplexer that selects the automatic emergency brake warning braking table based on the bed type; 3. The vehicle of claim 2, comprising:

9. The control unit further includes a lane change collision mitigation control unit, The lane change collision mitigation control unit is a lane change trajectory prediction unit that predicts a lane change trajectory based on turn signal information, a vehicle speed, a steering angle, a yaw rate, and lane detection information of the vehicle; an adjacent lane collision margin time calculation unit that calculates a collision margin time with a following vehicle in an adjacent lane based on the trajectory predicted by the lane change trajectory prediction unit, the relative position and relative speed of the detected object calculated by the control unit, and turn signal information of the vehicle; an allowable distance calculation unit that calculates an allowable distance based on the trajectory predicted by the lane change trajectory prediction unit, the collision margin time calculated by the adjacent lane collision margin time calculation unit, the vehicle speed of the vehicle, the relative speed of a following vehicle in the adjacent lane with respect to the vehicle, and a bed length included in the bed information; a lane change determination unit that determines whether or not a lane change is possible based on the allowable distance calculated by the allowable distance calculation unit and a relative position of the following vehicle in an adjacent lane with respect to the vehicle; a steering control table that is created for each of the platform types and that issues a steering command to prevent the vehicle from changing lanes when the lane change determination unit determines that the vehicle is unable to change lanes; and a second multiplexer for selecting the steering control table based on the platform type; 3. The vehicle of claim 2, comprising:

10. 9. The vehicle according to claim 8, wherein the control unit acquires data of the automatic emergency brake warning braking table corresponding to the cargo bed type from an external server communicably connected to the vehicle.

11. The vehicle according to claim 9 , wherein the control unit acquires the data of the steering control table corresponding to the bed type from an external server communicably connected to the vehicle.

12. The vehicle according to claim 1 , wherein the control unit acquires data of the curve warning braking table corresponding to the bed type from an external server communicably connected to the vehicle.

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