Autonomous driving systems and vehicles

Abstract

To notify an automatic driving system that transfer of a power supply state of a vehicle is completed by input by a driver, when the transfer is performed irrelevantly to control by the automatic driving system, while the automatic driving system controls a power supply mode of a vehicle platform.SOLUTION: A VP 120 is configured so that an ADS 202 can be mounted thereon. The VP 120 comprises a base vehicle 100 and a VCIB 111. The VCIB 111 establishes an interface between the base vehicle 100 and the ADS 202. Further, the VCIB 111 outputs to the ADS 202 a signal S1 showing an input by a driver to a start / stop button 130 for switching starting and stoppage of the base vehicle 100.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

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

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

[0004] It is possible that an autonomous driving system developed by an autonomous driving system provider will be externally installed on a vehicle. In this case, autonomous driving will be performed by controlling the vehicle according to commands from the external autonomous driving system.

[0005] In such vehicles, the interface of various commands and signals exchanged between the external autonomous driving system and the vehicle is important. If a driver input (user operation) for switching between starting and stopping the vehicle is performed while the external autonomous driving system is controlling the power mode of the vehicle platform, the vehicle's power state may transition independently of the control by the autonomous driving system. In such cases, unintended malfunctions may occur.

[0006] The present disclosure has been made to solve the above-mentioned problems, and a purpose of the present disclosure is to prevent unintended malfunctions from occurring in a vehicle platform equipped with an autonomous driving system when the vehicle's power state transitions independently of the control of the autonomous driving system while the autonomous driving system is controlling the power mode of the vehicle platform.

[0007] Another object of the present disclosure is to prevent unintended malfunctions from occurring in a vehicle control interface box that interfaces between a vehicle platform and an autonomous driving system installed on the vehicle platform, when the vehicle's power state transitions independently of control by the autonomous driving system while the autonomous driving system is controlling the power mode of the vehicle platform.

[0008] Another object of the present disclosure is to prevent unintended malfunctions from occurring in an autonomous driving system mounted on a vehicle platform when the vehicle's power state transitions independently of control by the autonomous driving system while the autonomous driving system is controlling the power mode of the vehicle platform. [Means for solving the problem]

[0009] The vehicle platform of the present disclosure is configured to be capable of mounting an autonomous driving system. The vehicle platform includes a vehicle and a vehicle control interface box. The vehicle control interface box interfaces between the vehicle and the autonomous driving system. The vehicle control interface box outputs a signal to the autonomous driving system indicative of a driver input of a button for switching between starting and stopping the vehicle.

[0010] With the above configuration, a signal indicating the driver's input to the button is transmitted to the automated driving system. This signal indicates that the transition of the vehicle's power state has been caused by the driver's input. Therefore, it is possible to notify the automated driving system that the transition of the vehicle's power state has been caused by the driver's input.

[0011] The vehicle control interface box of the present disclosure provides an interface between the autonomous driving system and a vehicle constituting a vehicle platform configured to be able to mount the autonomous driving system. The vehicle control interface box includes a processor and a memory. The memory stores a program executed by the processor. The processor outputs a signal indicating a driver input of a button for switching between starting and stopping the vehicle to the autonomous driving system according to the program.

[0012] The autonomous driving system of the present disclosure is configured to be mounted on a vehicle platform. The vehicle platform includes a vehicle and a vehicle control interface box that interfaces between the vehicle and the autonomous driving system. The autonomous driving system includes a computer and a communication module. The communication module communicates with the vehicle control interface box. The computer is programmed to receive a signal from the vehicle control interface box through the communication module, the signal being indicative of a driver input of a button for switching between starting and stopping the vehicle.

[0013] The computer may determine that the button is being held when the computer receives a signal indicative of a driver input a predetermined number of times or more within a predetermined time period.

[0014] With the above configuration, the vehicle platform can notify the autonomous driving system that the button is being held. Effect of the Invention

[0015] According to the present disclosure, when the vehicle's power state transitions independently of control by the autonomous driving system while the autonomous driving system is controlling the power mode of the vehicle platform, the autonomous driving system can be notified that the transition was made by driver input. [Brief description of the drawings]

[0016] [Figure 1] FIG. 1 is a diagram showing an overview of a vehicle 10 according to an embodiment of the present disclosure. [Diagram 2] 2 is a diagram showing in more detail the configuration of the ADK (ADS) and VP shown in FIG. 1. [Diagram 3] 5A and 5B are diagrams for explaining possible values ​​of a driver input signal. [Figure 4] 11A and 11B are diagrams illustrating an example of how the value of a driver input signal changes. [Diagram 5] 11 is a flowchart showing an example of a process executed when a start / stop button is pressed. [Figure 6] 11 is a diagram showing how the value of the driver input signal SS changes when the driver presses the start / stop button a predetermined number of times or more within a predetermined time while the start / stop button is held. FIG. [Figure 7] FIG. 11 is a diagram showing an example of a process executed when the start / stop button is held. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] 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 designated by the same reference characters and their description will not be repeated.

[0018] [Embodiment Mode] FIG. 1 is a diagram showing an overview of a vehicle 10 according to an embodiment of the present disclosure. With reference to FIG. 1, the vehicle 10 includes an autonomous driving kit (hereinafter referred to as an "ADK (Autonomous Driving Kit)") 200 and a vehicle platform (hereinafter referred to as a "VP (Vehicle Platform)") 120. The ADK 200 is configured to be attachable (mountable) to the VP 120. The ADK 200 and the VP 120 are configured to be able to communicate with each other via a vehicle control interface box 111 (described later) mounted on the VP 120.

[0019] The VP120 can perform automatic driving according to a control request (command) from the ADK200. Although the VP120 and the ADK200 are shown in FIG. 1 at separate locations, the ADK200 is actually attached to the rooftop or the like of a base vehicle 100 (described later) that constitutes the VP120. The ADK200 can also be removed from the VP120. When the ADK200 is removed, the VP120 can be driven by a driver (user). In this case, the VP120 executes driving control in manual mode (driving control according to user operation).

[0020] The ADK200 includes an autonomous driving system (hereinafter, referred to as "ADS (Autonomous Driving System)") 202 for autonomous driving of the vehicle 10 (base vehicle 100). The ADS202 creates, for example, a driving plan for the vehicle 10. The ADS202 then outputs various commands (control requests) for driving the vehicle 10 according to the created driving plan to the VP120 according to an API (Application Program Interface) defined for each command. The ADS202 also receives various signals indicating the state of the VP120 (vehicle state) from the VP120 according to an API defined for each signal. The ADS202 then reflects the received vehicle state in the creation of the driving plan. A detailed configuration of the ADS202 will be described later.

[0021] The VP 120 includes a base vehicle 100 and a vehicle control interface box (hereinafter, referred to as a “VCIB (Vehicle Control Interface Box)”) 111.

[0022] The base vehicle 100 executes various vehicle controls in accordance with control requests from the ADK 200 (ADS 202). The base vehicle 100 includes various systems and sensors for controlling the vehicle. Specifically, the base vehicle 100 includes an integrated control manager 115, a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, a body system 126, wheel speed sensors 127A and 127B, a pinion angle sensor 128, a camera 129A, and radar sensors 129B and 129C.

[0023] The integrated control manager 115 includes a processor and a memory, and controls the above-mentioned systems (the brake system 121, the steering system 122, the power train system 123, the active safety system 125, and the body system 126) related to the operation of the vehicle in an integrated manner.

[0024] The brake system 121 is configured to control a braking device provided on each wheel. The braking device includes, for example, a disc brake system (not shown) that operates using hydraulic pressure regulated by an actuator.

[0025] Wheel speed sensors 127A and 127B are connected to the brake system 121. The wheel speed sensor 127A detects the rotation speed of the front wheels and outputs the detected value to the brake system 121. The wheel speed sensor 127B detects the rotation speed of the rear wheels and outputs the detected value to the brake system 121.

[0026] Furthermore, the brake system 121 generates a braking command for the braking device in accordance with a predetermined control request output from the ADK 200 via the VCIB 111 and the integrated control manager 115. Then, the brake system 121 controls the braking device using the generated braking command. The integrated control manager 115 can calculate the vehicle speed (vehicle speed) based on the rotation speed of each wheel.

[0027] The steering system 122 is configured to control the steering angle of the steering wheels of the vehicle using a steering device. The steering device includes, for example, a rack-and-pinion type electric power steering (EPS) that can adjust the steering angle by an actuator.

[0028] A pinion angle sensor 128 is connected to the steering system 122. The pinion angle sensor 128 detects a rotation angle (pinion angle) of a pinion gear connected to a rotating shaft of an actuator that constitutes a steering device, and outputs the detected value to the steering system 122.

[0029] In addition, the steering system 122 generates a steering command for the steering device in accordance with a predetermined control request output from the ADK 200 via the VCIB 111 and the integrated control manager 115. Then, the steering system 122 controls the steering device using the generated steering command.

[0030] The powertrain system 123 controls an electric parking brake (EPB) system provided on at least one of the wheels, a parking lock (P-Lock) system provided on the transmission of the base vehicle 100, and a propulsion system including a shift device for selecting a shift range. A detailed configuration of the powertrain system 123 will be described later with reference to FIG. 2.

[0031] The active safety system 125 detects obstacles (pedestrians, bicycles, parked vehicles, utility poles, etc.) in front of or behind the vehicle using the camera 129A and the radar sensors 129B, 129C. The active safety system 125 determines whether there is a possibility that the vehicle 10 will collide with the obstacle based on the distance between the vehicle 10 and the obstacle and the moving direction of the vehicle 10. If the active safety system 125 determines that there is a possibility of a collision, it outputs a braking command to the brake system 121 via the integrated control manager 115 so as to increase the braking force of the vehicle.

[0032] The body system 126 is configured to control components such as turn signals, a horn, and windshield wipers (none of which are shown) in accordance with, for example, the driving state or environment of the vehicle 10. The body system 126 controls each of the above components in accordance with a predetermined control request output from the ADK 200 via the VCIB 111 and the integrated control manager 115.

[0033] The VCIB111 is configured to be able to communicate with the ADS202 of the ADK200 via a CAN (Controller Area Network) or the like. The VCIB111 executes a predetermined API defined for each communicated signal to receive various control requests from the ADS202 and also outputs the state of the VP120 to the ADS202. When the VCIB111 receives a control request from the ADS202, it outputs a control command corresponding to the control request to a system corresponding to the control command via the integrated control manager 115. In addition, the VCIB111 acquires various information of the base vehicle 100 from each system via the integrated control manager 115 and outputs the state of the base vehicle 100 to the ADS202 as a vehicle state.

[0034] The vehicle 10 may be used as one of the components of a MaaS (Mobility as a Service) system. In addition to the vehicle 10, the MaaS system further includes, for example, a data server and a mobility service platform (MSPF) (neither of which is shown).

[0035] The MSPF is a unified platform to which various mobility services are connected. Autonomous driving-related mobility services are connected to the MSPF. In addition to autonomous driving-related mobility services, mobility services provided by ride-sharing operators, car-sharing operators, rental car operators, taxi operators, insurance companies, etc. can be connected to the MSPF. Various mobility services, including mobility services, can use the APIs published on the MSPF to use the various functions provided by the MSPF according to the content of the service.

[0036] The VP 120 further includes a Data Communication Module (DCM) (not shown) as a communication I / F (interface) for wireless communication with a data server of the MaaS system. The DCM outputs various vehicle information such as speed, position, and autonomous driving state to the data server. The DCM also receives various data for managing the travel of autonomous vehicles including the vehicle 10 in an autonomous driving-related mobility service from the mobility service through the MSPF and the data server.

[0037] In the MSPF, an API for using various data on vehicle status and vehicle control required for the development of an ADK is published. Various mobility services can use various functions provided by the MSPF according to the service content by using the API published on the MSPF. For example, an autonomous driving-related mobility service can obtain driving control data of an autonomous driving vehicle that communicates with a data server and information stored in the data server from the MSPF by using the API published on the MSPF. In addition, the autonomous driving-related mobility service can transmit data for managing autonomous driving vehicles including the vehicle 10 to the MSPF by using the above API.

[0038] Fig. 2 is a diagram showing in more detail the configuration of the ADK200 (ADS202) and the VP120 shown in Fig. 1. Referring to Fig. 2, the ADS202 of the ADK200 includes a computer 210, an HMI (Human Machine Interface) 230, a recognition sensor 260, a posture sensor 270, and a sensor cleaner 290.

[0039] The computer 210 includes a memory, a processor, and communication modules 210A and 210B. The memory stores a program executable by the processor. The processor executes various processes according to the program stored in the memory. The communication modules 210A and 210B are configured to be able to communicate with the VCIB 111. During the autonomous driving of the vehicle 10, the computer 210 uses various sensors (described later) to acquire the environment around the vehicle, as well as the attitude, behavior, and position of the vehicle 10, and acquires the vehicle state from the VP 120 via the VCIB 111, and sets the next operation (acceleration, deceleration, turning, etc.) of the vehicle 10. Then, the computer 210 outputs various commands to the VCIB 111 of the VP 120 to realize the set next operation. When the ADK 200 is attached to the VP 120, the computer 210 is configured to control the power mode of the VP 120. Although the power mode of the VP 120 is not necessarily the same as the power state of the base vehicle 100, it is consistent with the power state of the base vehicle 100 when no driver input is made using the start / stop button 130 (described below).

[0040] The HMI 230 presents information to the user and accepts user operations during automatic driving, during driving requiring user operation, during transition between automatic driving and driving requiring user operation, etc. The HMI 230 is configured to be connectable to an input / output device (not shown) such as a touch panel display provided in the VP 120, for example.

[0041] The recognition sensor 260 is a sensor for recognizing the environment around the vehicle. The recognition sensor 260 includes at least one of a LIDAR (Laser Imaging Detection and Ranging), a millimeter wave radar, and a camera, for example.

[0042] LIDAR is a distance measurement device that irradiates a pulsed laser light (infrared light) and measures the distance based on the time it takes for the light to reflect off an object and return. Millimeter wave radar is a distance measurement device that irradiates an object with a short wavelength radio wave, detects the radio wave returned from the object, and measures the distance and direction to the object. The camera is disposed, for example, behind the rear-view mirror in the vehicle cabin, and is used to capture images in front of the vehicle 10. By performing image processing using artificial intelligence (AI) and an image processing processor on the images and videos captured by the camera, other vehicles, obstacles, people, etc. in front of the vehicle 10 can be recognized. Information acquired by the recognition sensor 260 is output to the computer 210.

[0043] The attitude sensor 270 is a sensor for detecting the attitude, behavior, and position of the vehicle 10. The attitude sensor 270 includes, for example, an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System).

[0044] The IMU detects, for example, acceleration in the forward / backward, left / right, and up / down directions of the vehicle 10, and angular velocities in the roll, pitch, and yaw directions of the vehicle 10. The GPS detects the position of the vehicle 10 using information received from multiple GPS satellites orbiting the Earth. The information acquired by the attitude sensor 270 is output to the computer 210.

[0045] Sensor cleaner 290 is configured to remove dirt adhering to various sensors. For example, sensor cleaner 290 removes dirt adhering to a camera lens, a laser or radio wave irradiation unit, etc., using a cleaning liquid, a wiper, etc.

[0046] The VCIB 111 provides an interface between the base vehicle 100 and the ADS 202. The VCIB 111 includes a VCIB 111A and a VCIB 111B. Each of the VCIBs 111A and 111B is configured by an ECU (Electronic Control Unit). The ECU includes a processor such as a CPU (Central Processing Unit) (not shown) and memories (Read Only Memory (ROM) and Random Access Memory (RAM)). The ROM stores programs that can be executed by the processor. The processor executes various processes according to the programs stored in the ROM.

[0047] The VCIB111A and 111B are connected to the communication modules 210A and 210B of the ADS 202 so as to be able to communicate with each other. The VCIB111A and VCIB111B are also connected to be able to communicate with each other. The VCIB111B has the same functions as the VCIB111A, but the connection destinations for the multiple systems constituting the VP120 are partially different.

[0048] Each of the VCIBs 111A and 111B relays a control request and a vehicle state between the ADS 202 and the VP 120. Specifically, to explain the VCIB 111A as a representative example, the VCIB 111A receives various control requests output from the ADS 202 according to an API defined for each control request. The VCIB 111A then generates a command corresponding to the received control request and outputs the command to the system of the base vehicle 100 corresponding to the control request. The control request (control command) that the VCIB 111A receives from the ADS 202 includes a power mode command that the ADS 202 outputs to control the power mode of the VP 120. The ADS 202 can control the power mode of the VP 120 using this power mode command.

[0049] Furthermore, the VCIB 111A receives vehicle information output from each system of the VP 120, and transmits (outputs) information (signals) indicating the vehicle state of the VP 120 to the ADS 202 according to an API defined for each vehicle state. The information indicating the vehicle state transmitted to the ADS 202 may be the same information as the vehicle information output from each system of the VP 120, or information used in the processing executed by the ADS 202 may be extracted from the above vehicle information. In this embodiment, the vehicle state transmitted by the VCIB 111 to the ADS 202 includes the state of the start / stop button 130 (described later). This vehicle state may include the power supply state of the base vehicle 100.

[0050] By providing VCIB111A and VCIB111B that have equivalent functions for the operation of some systems (e.g., braking and steering), the control system between ADS202 and VP120 is made redundant. This makes it possible to maintain the functions of VP120 (turning, stopping, etc.) by switching the control system appropriately or cutting off the control system where the failure occurred, if any failure occurs in part of the system.

[0051] The brake system 121 includes brake systems 121A and 121 B. The steering system 122 includes steering systems 122A and 122 B. The power train system 123 includes an EPB system 123A, a P-Lock system 123B, and a propulsion system 124.

[0052] The VCIB 111A, the brake system 121A, the steering system 122A, the EPB system 123A, the P-Lock system 123B, the propulsion system 124, the body system 126, and the start / stop button 130 are connected to each other via a communication bus so as to be able to communicate with each other. B , and the start / stop button 130 are communicatively connected to each other via a communication bus.

[0053] Brake systems 121A and 121B are configured to be capable of controlling a plurality of braking devices provided on each wheel. Brake system 121B may have the same function as brake system 121A, or one of them may be configured to be capable of independently controlling the braking force of each wheel when the vehicle is traveling, and the other may be configured to be capable of controlling the same braking force to be generated on each wheel when the vehicle is traveling.

[0054] The brake systems 121A and 121B generate braking commands for the brake devices in accordance with a control request received from the ADS 202 via the VCIB 111. For example, the brake systems 121A and 121B control the brake devices using the braking command generated in one of the brake systems, and when an abnormality occurs in the brake system, control the brake devices using the braking command generated in the other brake system.

[0055] The steering systems 122A and 122B are configured to be able to use a steering device to control the steering angle of the steering wheels of the vehicle 10. The steering system 122B has the same functions as the steering system 122A.

[0056] The steering systems 122A and 122B generate steering commands for the steering devices in accordance with a control request received from the ADS 202 via the VCIB 111. For example, the steering systems 122A and 122B control the steering devices using the steering commands generated in one steering system, and when an abnormality occurs in the steering system, control the steering devices using the steering commands generated in the other steering system.

[0057] The EPB system 123A is configured to be able to control the EPB. The EPB is provided separately from the braking device, and fixes the wheels by the operation of an actuator. For example, the EPB fixes the wheels by operating drum brakes for parking brakes provided on some of the wheels with an actuator, or fixes the wheels by operating the braking device using an actuator that can adjust the hydraulic pressure supplied to the braking device, separate from the brake systems 121A and 121B.

[0058] The EPB system 123A controls the EPB according to a control request received from the ADS 202 via the VCIB 111.

[0059] The P-Lock system 123B is configured to be able to control the P-Lock device. The P-Lock device fits a protrusion provided at the tip of a parking lock pole, the position of which is adjusted by an actuator, into the teeth of a gear (lock gear) that is connected to a rotating element in the transmission of the base vehicle 100. This fixes the rotation of the output shaft of the transmission and fixes the wheels.

[0060] The P-Lock system 123B controls the P-Lock device in accordance with a control request received from the ADS 202 via the VCIB 111. The P-Lock system 123B activates the P-Lock device when the control request from the ADS 202 includes a request to set the shift range to the parking range (P range), and releases the operation of the P-Lock device when the control request includes a request to set the shift range to a range other than the P range.

[0061] The propulsion system 124 is configured to be capable of switching the shift range using a shift device, and to be capable of controlling the driving force of the vehicle 10 in the moving direction of the vehicle 10 using a driving source. Examples of the switchable shift range include a P range, a neutral range (N range), a forward driving range (D range), and a reverse driving range (R range). Examples of the driving source include a motor generator, an engine, etc.

[0062] The propulsion system 124 controls the shifting device and the drive source according to control requests received from the ADS 202 via the VCIB 111 .

[0063] The active safety system 125 is connected to the brake system 121A so as to be able to communicate with it. As described above, the active safety system 125 detects obstacles (obstacles or people) in front of the vehicle using the camera 129A and the radar sensor 129B, and when it determines that there is a possibility of a collision based on the distance to the obstacle, it outputs a braking command to the brake system 121A so as to increase the braking force.

[0064] The body system 126 controls components such as turn signals, a horn, or windshield wipers according to control requests received from the ADS 202 via the VCIB 111 .

[0065] The start / stop button 130 is a button (switch) for switching between starting and stopping the base vehicle 100 (in other words, switching the power state of the base vehicle 100). The start / stop button 130 is also called a "power switch" or an "ignition switch." The start / stop button 130 is mounted on the base vehicle 100 as a button that is pressed by the driver (user).

[0066] The states of the start / stop button 130 include an on state and an off state. The on state is a state in which the start / stop button 130 is pressed by a driver (pressed state). In other words, the on state is a state in which there is a driver input to this button. The off state is a state in which the start / stop button 130 is not pressed by a driver (non-pressed state). In other words, the off state is a state in which there is no driver input to this button. A signal SA indicating the state of the start / stop button 130 is output from the start / stop button 130 to the VCIB 111. Specifically, the signal SA is an H level (logical high) signal when the start / stop button 130 is in the on state. On the other hand, the signal SA is an L level (logical low) signal when the start / stop button 130 is in the off state.

[0067] In this embodiment, it is assumed that the vehicle 10 (base vehicle 100) is driven autonomously at level 4 or lower. During such autonomous driving, the driver input (press) of the start / stop button 130 is enabled. Therefore, this driver input, which is performed at the driver's discretion, transitions (changes) the power state of the base vehicle 100. As a result, while the ADS202 is controlling the power mode of the VP120, the power state of the base vehicle 100 may transition independently of the control by the ADS202.

[0068] On the other hand, during so-called level 5 autonomous driving (fully autonomous driving) of the vehicle 10, the driver input of the start / stop button 130 is disabled. That is, the start / stop button 130 is held. Therefore, during fully autonomous driving of the vehicle 10, this driver input does not transition the power state of the base vehicle 100. The case where the start / stop button 130 is held will be described later in a modified example of the embodiment.

[0069] In the vehicle 10 having the above configuration, for example, when an autonomous mode (autonomous driving mode) is selected as an autonomous state by a user's operation on the HMI 230, autonomous driving is performed. As described above, the ADS 202 first creates a driving plan during autonomous driving. Examples of the driving plan include a plan to continue going straight, a plan to turn left / right at a predetermined intersection in a predetermined driving route, a plan to change the driving lane, and the like.

[0070] The ADS202 calculates control physical quantities (acceleration, deceleration, tire turning angle, etc.) required for the vehicle 10 to operate according to the created driving plan. The ADS202 divides the physical quantities for each execution cycle of the API. The ADS202 outputs a control request representing the divided physical quantities to the VCIB111 using the API. Furthermore, the ADS202 acquires the vehicle state (actual moving direction of the vehicle, vehicle immobilization state, etc.) from the VP120, and recreates a driving plan that reflects the acquired vehicle state. In this way, the ADS202 enables the vehicle 10 to be driven autonomously.

[0071] When the ADS202 (ADK200) is externally attached to the VP120, vehicle control is executed according to commands from the computer 210 of the ADS202, whereby the vehicle 10 (base vehicle 100) is driven autonomously.

[0072] While the ADS202 is controlling the power mode of the VP120, if a driver input (pressing the start / stop button 130) is made to switch between starting and stopping the base vehicle 100, the power state of the base vehicle 100 may transition regardless of the control by the ADS202. In such a case, the power mode of the VP120 and the power state of the base vehicle 100 will no longer be consistent, which may cause an unintended malfunction. Therefore, it is desirable to notify the ADS202 that the transition of the power state of the base vehicle 100 has been made by a driver input (i.e., this transition is based on the driver's intention).

[0073] Therefore, the VCIB 111 according to this embodiment outputs a driver input signal SS indicating the state of the start / stop button 130 to the ADS 202. Specifically, the processor of the VCIB 111 outputs the driver input signal SS to the ADS 202 in accordance with a program stored in the memory of the VCIB 111. The computer 210 of the ADS 202 is programmed to receive the driver input signal SS from the VCIB 111 through the communication modules 210A and 210B.

[0074] The driver input signal SS includes a signal S0 indicating the absence of a driver input to the start / stop button 130 (pressing this button), and a signal S1 indicating a driver input to the start / stop button 130. In this embodiment, for the sake of simplicity, it is assumed that the driver input signal SS is the same as the signal SA output from the start / stop button 130 to the VCIB 111. Specifically, the signal S0 is the same as the signal SA at an L level, and the signal S1 is the same as the signal SA at an H level.

[0075] With the above configuration, when a driver input is made to the start / stop button 130, a signal S1 is transmitted to the ADS 202. The signal S1 indicates that a transition in the power state of the base vehicle 100 has been made by a driver input to the start / stop button 130. Therefore, it is possible to notify the ADS 202 that a transition in the power state of the base vehicle 100 has been made by a driver input.

[0076] 3 is a diagram for explaining possible values ​​of the driver input signal SS. With reference to Fig. 3, the driver input signal SS can take any value from 0 to 2. These values ​​are set by the VCIB 111.

[0077] The value 0 indicates that the start / stop button 130 is off (not pressed). When the value of the driver input signal SS is 0, the driver input signal SS is the signal S0.

[0078] The value 1 indicates that the start / stop button 130 is turned on (depressed). When the value of the driver input signal SS is 1, the driver input signal SS is the signal S1.

[0079] A value of 2 indicates that some unhealthy condition has occurred in the power supply of the VP 120. In the following description, it is assumed that this unhealthy condition has not occurred and the value of the driver input signal SS is either 0 or 1.

[0080] Fig. 4 is a diagram showing an example of how the value of the driver input signal SS changes, in which the vertical axis indicates the value of the driver input signal SS and the horizontal axis indicates time.

[0081] 4, during the period from time t0 to time t1, the start / stop button 130 is in the OFF state, so the value of the driver input signal SS is 0 (signal S0).

[0082] At time t1, when the start / stop button 130 is pressed by the driver (ON operation), the state of the start / stop button 130 switches from the OFF state to the ON state. As a result, the value of the driver input signal SS switches from 0 to 1.

[0083] During the period from time t1 to time t2, the driver presses the start / stop button 130. During this period, the value of the driver input signal SS is maintained at 1 (signal S1).

[0084] When the start / stop button 130 is pressed in this manner, it is considered that the driver desires a transition in the power supply state of the base vehicle 100. Therefore, the driver input signal SS (signal S1) having a value of 1 indicates that the driver desires a transition in the power supply state of the base vehicle 100.

[0085] Therefore, when the signal S1 is output, the ADS202 may estimate the power state of the base vehicle 100 desired by the driver, and control the power mode of the VP120 so as to match the estimated power state. As an example, when the signal S1 is output in a situation where the base vehicle 100 is in a Ready-ON state, the ADS202 estimates that the driver wants the power state of the base vehicle 100 to transition to a power-stopped state. The power-stopped state is a state in which each system (ECU) of the base vehicle 100 is stopped. Then, the ADS202 controls the power mode of the VP120 to a sleep mode so as to match the power state (power-stopped state) after the transition of the base vehicle 100.

[0086] At time t2, when the start / stop button 130 is no longer pressed by the driver, the state of the start / stop button 130 switches from the on state to the off state. Therefore, the value of the driver input signal SS switches from 1 to 0. After that, in this example, the value of the driver input signal SS is kept at 0 (signal S0).

[0087] FIG. 5 is a flowchart showing an example of a process executed when the start / stop button 130 is pressed.

[0088] 5, the processor of the VCIB 111 determines whether the start / stop button 130 is turned on or not according to the signal SA from the start / stop button 130 (step S10). The processor It is determined whether the level of the signal SA output from the start / stop button 130 to the VCIB 111 is the L level or the H level.

[0089] If the start / stop button 130 is turned off (NO in step S10), the processor of the VCIB 111 outputs a signal S0 indicating that there is no driver input to the start / stop button 130 to the ADS 202 (step S15). In this embodiment, the signal S0 is the same as the signal SA having an L level, and is a signal that is output to the ADS 202 during the period from time t0 to time t1 in FIG. 4 and during the period after time t2.

[0090] On the other hand, when the start / stop button 130 is turned on (YES in step S10), the processor of the VCIB 111 outputs a signal S1 indicating the driver input of the start / stop button 130 to the ADS 202 (step S20). In this embodiment, the signal S1 is the same as the signal SA having an H level, and is a signal that is output to the ADS 202 in the period from time t1 to time t2 in FIG.

[0091] The computer 210 of the ADS 202 receives the signal S0 or S1 from the VCIB 111 through the communication modules 210A and 210B (step S40). Which of these signals the computer 210 receives depends on the branching result of the process in step S10.

[0092] If ADS202 receives signal S1 in step S40, it may control the power mode of VP120 to match the post-transition power state of base vehicle 100.

[0093] As described above, the VP 120 according to this embodiment includes the base vehicle 100 and the VCIB 111. The VCIB 111 outputs a signal S1 indicating a driver input of the start / stop button 130 to the ADS 202.

[0094] With the above configuration, when the driver inputs (presses) the start / stop button 130, a signal S1 is transmitted to the ADS202. The signal S1 indicates that the transition of the power state of the base vehicle 100 has been caused by the driver input. Therefore, when the power state of the base vehicle 100 transitions independently of the control by the ADS202 while the ADS202 is controlling the power mode of the VP120, it is possible to notify the ADS202 that the transition of the power state of the base vehicle 100 has been caused by the driver input. Then, the ADS202 can determine that the transition of the power state of the base vehicle 100 has been caused by the driver input.

[0095] When the power mode of VP120 and the power state of base vehicle 100 are not consistent, an unintended malfunction may occur. In contrast, in this embodiment, even in a situation where they are not consistent, ADS202 can determine that the transition of the power state of base vehicle 100 has been made by driver input (i.e., based on the driver's intention). Then, ADS202 can execute various controls (for example, control to change the power mode of VP120 so that they are consistent, giving top priority to the driver's intention) so as to prevent the above malfunction from occurring.

[0096] Furthermore, the ADS202 can verify that there are no security issues, such as hacking of the power state of the base vehicle 100 from outside the vehicle 10, according to the above determination results.

[0097] [Modification of the embodiment] While ADS 202 is controlling the power mode of VP 120, the start / stop button 130 may be held (e.g., during fully autonomous driving) so that the power state of the base vehicle 100 is not affected by driver input of the start / stop button 130. In such cases, computer 210 of ADS 202 is preferably capable of determining that the start / stop button 130 is being held.

[0098] In the above embodiment, the value of the driver input signal SS (FIG. 3) is any one of 0 to 2 (more specifically, 0 or 1). And, which of these values ​​the driver input signal SS has does not indicate whether the start / stop button 130 is held or not.

[0099] In this modification, the computer 210 of the ADS 202 determines that the start / stop button 130 is being held when the computer 210 receives the signal S1 a predetermined number of times or more within a predetermined time. This point will be described in detail below.

[0100] FIG. 6 is a diagram showing how the value of the driver input signal SS changes when the start / stop button 130 is pressed by the driver a predetermined number of times or more within a predetermined time while the start / stop button 130 is being held.

[0101] 6, during the period from time t10 to time t11, the start / stop button 130 is turned off, so the value of the driver input signal SS remains at 0 (signal S0).

[0102] At time t11, when the start / stop button 130 is pressed by the driver (ON operation), the value of the driver input signal SS switches from 0 to 1 (signal S0 switches to signal S1). Meanwhile, in this example, since the start / stop button 130 is held, even though the driver has pressed the start / stop button 130, the power supply state of the base vehicle 100 does not transition (change).

[0103] Between time t11 and time t12, the driver performs an on operation, and at time t12, this operation ends (signal S1 switches to signal S0). During this time as well, the power supply state of base vehicle 100 does not transition.

[0104] Therefore, in this example, the driver attempts to change the power supply state of the base vehicle 100 of his own volition even after time t12. Specifically, the driver presses the start / stop button 130 many times during the period from time t12 to time t14, and during the period from time t14 to time t16, as well as during the period from time t10 to time t12. As a result, the VCIB 111 receives the signal S1 three times (corresponding to N times in the figure) within the predetermined time PP. In this embodiment, the above-mentioned predetermined number of times is two times. Therefore, three times is more than the above-mentioned predetermined number of times.

[0105] The computer 210 of the ADS 202 determines that it has received the signal S1 a predetermined number of times or more within the predetermined time PP. The computer 210 then determines that the reason for receiving the signal S1 multiple times is that the driver input of the start / stop button 130 was performed multiple times in a situation where this driver input did not change the power state of the base vehicle 100. Therefore, the computer 210 determines that the start / stop button 130 is being held.

[0106] FIG. 7 is a diagram showing an example of a process that is executed when the start / stop button 130 is held.

[0107] 7, the computer 210 of the ADS 202 determines whether or not the signal S1 has been received a predetermined number of times or more within a predetermined time PP (step S105).

[0108] If computer 210 has not received signal S1 the predetermined number of times or more (NO in step S105), computer 210 ends the processing in Fig. 7. On the other hand, if computer 210 has received signal S1 the predetermined number of times or more (YES in step S105), computer 210 determines that start / stop button 130 is being held (step S110).

[0109] As described above, in this modified example, when the computer 210 of the ADS 202 receives the signal S1 a predetermined number of times or more within the predetermined time PP, the computer 210 determines that the start / stop button 130 is being held.

[0110] This allows VP 120 to notify ADS 202 that start / stop button 130 is being held. Even if driver input signal SS does not have another value (a value other than 0 or 1 in FIG. 3) indicating whether start / stop button 130 is being held, computer 210 can determine that start / stop button 130 is being held. EXAMPLES

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[0193] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims, not 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]

[0194] 10 vehicle, 100 base vehicle, 111 vehicle control interface box, 120 vehicle platform, 130 start / stop button, 200 autonomous driving kit, 202 autonomous driving system, 210 computer, 210A, 210B communication module, S0, S1, SA signal, SS driver input signal.

Claims

1. An autonomous driving system configured to be mounted on a vehicle platform and to control a power mode of the vehicle platform, The vehicle platform includes: The base vehicle and a vehicle control interface box that interfaces between the base vehicle and the autonomous driving system; The base vehicle includes a button for switching between starting and stopping the base vehicle, When no driver input of the button is provided, the base vehicle power state is consistent with the power mode; When the driver input is performed, the power state transitions regardless of the power mode; The automated driving system includes: A computer, a communication module for communicating with the vehicle control interface box; the computer is programmed to receive a signal indicative of the driver input from the vehicle control interface box through the communication module; An autonomous driving system, wherein when the computer receives the signal, the computer controls the power mode so that the power mode matches the power state after the transition.

2. The automated driving system according to claim 1 ; and the vehicle platform.

Images