vehicle

Abstract

To appropriately switch between a manual mode and an automatic mode in a vehicle on which an automatic driving system can be mounted.SOLUTION: A VCIB 40 interfaces between an automatic driving system (ADS) 11 and a vehicular platform (VP) 20. A vehicle 1 has: a normal manual mode which is set when the VP 20 is activated; a manned manual mode in which the VP 20 is under the control of an operator; and a manned automatic mode in which the VP 20 is under the control of the ADS 11. The VCIB 40 includes a processor. The processor comprises; (1) receiving, from the ADS 11, an operator command for shifting the vehicle 1 from the normal manual mode to the manned manual mode; and (2) outputting an automatic driving ready signal, which indicates that automatic driving in the VP 20 is ready, to the ADS 11, and receiving from the ADS 11 an automatic driving request for shifting the vehicle 1 from the manned manual mode to the manned automatic mode.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] This disclosure is in the vehicle Regarding. [Background technology]

[0002] In recent years, development of autonomous driving technology for vehicles has been progressing. For example, Japanese Patent Application Laid-Open Publication No. 2018-132015 (Patent Document 1) discloses an autonomous driving system that comprehensively executes autonomous driving control of a vehicle. This autonomous driving system includes a camera, a laser device, a radar device, an operating device, a gradient sensor, an autonomous driving device, and an autonomous driving ECU (Electronic Control Unit). It is equipped with: [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-132015 Summary of the Invention [Problem to be solved by the invention]

[0004] It is possible to mount the autonomous driving system externally on the vehicle itself, in which case autonomous driving will be achieved by the vehicle platform (described below) controlling the vehicle in accordance with commands from the autonomous driving system.

[0005] A vehicle capable of being equipped with an automated driving system may have a manual mode in which the vehicle platform is under the control of an operator (e.g., a driver) and an automated mode in which the vehicle platform is under the control of the automated driving system. There is a need to be able to switch between the manual mode and the automated mode appropriately.

[0006] The present disclosure has been made to solve the above-mentioned problems, and the purpose of the present disclosure is to appropriately switch between manual mode and automatic mode in a vehicle that can be equipped with an automatic driving system. [Means for solving the problem]

[0007] (1) Relating to certain aspects of the present disclosure The vehicle includes a vehicle platform capable of mounting an automated driving system. The vehicle platform includes a base vehicle equipped with an integrated control manager, a brake system, a steering system, and a powertrain system, and a vehicle control interface that interfaces with the automated driving system. The vehicle platform sets a first manual mode when the vehicle platform is activated without requiring an operator to be present within the vehicle platform, transitions from the first manual mode to a second manual mode when an operator is present within the vehicle platform, and transitions from the second manual mode to an automated mode when the vehicle platform is ready for automated driving and receives an automated driving request from the automated driving system via the vehicle control interface. The second manual mode is a mode in which an operator is required to be present within the vehicle platform and the vehicle platform is under the control of the operator. The automated mode is a mode in which the vehicle platform is under the control of the automated driving system.

[0008] (2) The vehicle platform transitions from the automatic mode to the second manual mode when it receives an automatic driving request from the automatic driving system via the vehicle control interface, requesting that the automatic mode be cancelled.

[0009] (3) The vehicle platform further includes a sleep mode that shuts down the vehicle control interface, and the vehicle platform transitions from the second manual mode to the sleep mode when a power mode request for controlling a mode of the vehicle platform is received from the automated driving system via the vehicle control interface.

[0010] (4) The vehicle platform further has a maintenance mode for maintenance of the vehicle platform. The vehicle platform transitions from the first manual mode to the maintenance mode when first to fourth conditions are met. The first condition is that a power mode status signal indicating that the ignition of the vehicle platform is on is output from the vehicle platform to the automated driving system via the vehicle control interface. The second condition is that a driving direction status signal indicating that the shift range is in P range is output from the vehicle platform to the automated driving system via the vehicle control interface. The third condition is that an actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle platform to the automated driving system via the vehicle control interface. The fourth condition is that a maintenance request requesting maintenance of the vehicle platform is output from the automated driving system to the vehicle platform via the vehicle control interface.

[0011] (5) The vehicle platform transitions from the maintenance mode to the first manual mode when the fifth to eighth conditions are met. The fifth condition is that a power mode status signal indicating that the ignition of the vehicle platform is on is output from the vehicle platform to the automated driving system via the vehicle control interface. The sixth condition is that a driving direction status signal indicating that the shift range is in P range is output from the vehicle platform to the automated driving system via the vehicle control interface. The seventh condition is that an actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle platform to the automated driving system via the vehicle control interface. The eighth condition is that a maintenance request indicating that maintenance of the vehicle platform is not required is output from the automated driving system to the vehicle platform via the vehicle control interface.

[0012] (6) A vehicle according to another aspect of the present disclosure includes: The vehicle platform includes an automated driving system and a vehicle platform. The vehicle platform includes a base vehicle equipped with an integrated control manager, a brake system, a steering system, and a powertrain system, and a vehicle control interface that interfaces with the automated driving system. The vehicle platform sets a first manual mode when the vehicle platform is activated without requiring an operator to be present within the vehicle platform, transitions from the first manual mode to a second manual mode when the operator is present within the vehicle platform, and transitions from the second manual mode to an automated mode when the vehicle platform is ready for automated driving and receives an automated driving request from the automated driving system via the vehicle control interface. The second manual mode is a mode in which an operator is required to be present within the vehicle platform and the vehicle platform is under the control of the operator. The automated mode is a mode in which the vehicle platform is under the control of the automated driving system.

[0013] (7) The vehicle platform transitions from the automatic mode to the second manual mode when it receives an automatic driving request from the automatic driving system via the vehicle control interface, requesting that the automatic mode be cancelled.

[0014] (8) The vehicle platform further includes a sleep mode that shuts down the vehicle control interface, and the vehicle platform transitions from the second manual mode to the sleep mode when a power mode request for controlling a mode of the vehicle platform is received from the automated driving system via the vehicle control interface.

[0015] (9) The vehicle platform further has a maintenance mode for maintenance of the vehicle platform. The vehicle platform transitions from the first manual mode to the maintenance mode when first to fourth conditions are met. The first condition is that a power mode status signal indicating that the ignition of the vehicle platform is on is output from the vehicle platform to the automated driving system via the vehicle control interface. The second condition is that a driving direction status signal indicating that the shift range is in P range is output from the vehicle platform to the automated driving system via the vehicle control interface. The third condition is that an actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle platform to the automated driving system via the vehicle control interface. The fourth condition is that a maintenance request requesting maintenance of the vehicle platform is output from the automated driving system to the vehicle platform via the vehicle control interface.

[0016] (10) The vehicle platform transitions from the maintenance mode to the first manual mode when the fifth to eighth conditions are met. The fifth condition is that a power mode status signal indicating that the ignition of the vehicle platform is on is output from the vehicle platform to the automated driving system via the vehicle control interface. The sixth condition is that a driving direction status signal indicating that the shift range is in P range is output from the vehicle platform to the automated driving system via the vehicle control interface. The seventh condition is that an actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle platform to the automated driving system via the vehicle control interface. The eighth condition is that a maintenance request indicating that maintenance of the vehicle platform is not required is output from the automated driving system to the vehicle platform via the vehicle control interface.

[0017] (11) When transitioning from the maintenance mode to the first manual mode, the computer is configured to receive from the vehicle control interface a power mode status signal indicating that the vehicle platform is ignition-on, receive from the vehicle control interface a drive direction status signal indicating that the shift range is in P range, receive from the vehicle control interface an actual movement direction signal indicating that the vehicle platform is stopped, and output to the vehicle control interface a maintenance request indicating that the vehicle does not require maintenance.

[0018] (12) A vehicle according to yet another aspect of the present disclosure includes the above-described autonomous driving system and a vehicle platform.

[0019] (13) In yet another aspect of the present disclosure, there is provided a method for controlling a vehicle, wherein the vehicle includes a vehicle platform that controls the vehicle in accordance with a control request from an automated driving system. The vehicle platform has a vehicle control interface that interfaces between the automated driving system and the vehicle platform. The control method includes the steps of setting the vehicle to a first manual mode when the vehicle platform is activated, and transitioning the vehicle from the first manual mode to an automated mode via a second manual mode. The second manual mode is a mode in which an operator is present in the vehicle platform and the vehicle platform is under the control of the operator. The automated mode is a mode in which the vehicle platform is under the control of the automated driving system.

[0020] (14) The control method further includes a step of transitioning the vehicle from the automatic mode to a second manual mode when an automatic driving request requesting cancellation of the automatic mode is output from the automatic driving system to the vehicle control interface.

[0021] (15) The vehicle further has a sleep mode in which the vehicle control interface is stopped. The control method further includes transitioning from the second manual mode to the sleep mode when a power mode request for transitioning the vehicle from the second manual mode to the sleep mode is output from the autonomous driving system to the vehicle control interface.

[0022] (16) The vehicle further has a maintenance mode for vehicle maintenance. The control method further includes a step of transitioning the vehicle from the first manual mode to the maintenance mode when first to fourth conditions are met. The first condition is that a power mode status signal indicating that the ignition of the vehicle platform is on is output from the vehicle control interface to the automated driving system. The second condition is that a driving direction status signal indicating that the shift range is in P range is output from the vehicle control interface to the automated driving system. The third condition is that an actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle control interface to the automated driving system. The fourth condition is that a maintenance request requesting vehicle maintenance is output from the automated driving system to the vehicle control interface.

[0023] (17) The control method further includes a step of transitioning the vehicle from the maintenance mode to the first manual mode when the fifth to eighth conditions are met. The fifth condition is that a power mode status signal indicating that the vehicle platform is ignition-on is output from the vehicle control interface to the autonomous driving system. The sixth condition is The first condition is that a driving direction status signal indicating that the shift range is in P range is output from the vehicle control interface to the automated driving system. The seventh condition is that a real movement direction signal indicating that the vehicle platform is stopped is output from the vehicle control interface to the automated driving system. The eighth condition is that a maintenance request indicating that the vehicle platform is not required to be serviced is output from the automated driving system to the vehicle control interface. [Effects of the Invention]

[0024] According to the present disclosure, a vehicle that can be equipped with an autonomous driving system can appropriately switch between manual mode and automatic mode. [Brief explanation of the drawings]

[0025] [Figure 1] 1 is a diagram illustrating an overview of a vehicle according to an embodiment of the present disclosure. [Figure 2] FIG. 1 is a diagram showing the configuration of ADS, VCIB, and VP in more detail. [Figure 3] This is a state machine that shows the mode transition of the VP. [Figure 4] 10A and 10B are diagrams illustrating the transmission directions of various signals related to transitions between modes. [Figure 5] FIG. 10 is a diagram for explaining an operator command. [Figure 6] FIG. 10 is a diagram for explaining an operator feedback signal. [Figure 7] FIG. 10 is a diagram for explaining a power supply mode request. [Figure 8] FIG. 10 is a diagram for explaining a power supply mode status signal. [Figure 9] FIG. 10 is a diagram for explaining a VP automatic driving preparation signal. [Figure 10] FIG. 10 is a diagram for explaining an automatic driving request. [Figure 11] FIG. 10 is a diagram for explaining a VP automatic driving state signal. [Figure 12] FIG. 10 is a diagram for explaining a driving direction status signal. [Figure 13] FIG. 10 is a diagram for explaining an actual movement direction signal. [Figure 14] FIG. 10 is a diagram for explaining a maintenance request. DETAILED DESCRIPTION OF THE INVENTION

[0026] 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 numerals, and description thereof will not be repeated.

[0027] [Embodiment Mode] FIG. 1 is a diagram illustrating an overview of a vehicle according to an embodiment of the present disclosure. The vehicle 1 includes an autonomous driving kit (ADK) 10 and a vehicle platform (VP) 20. The ADK 10 can be attached to the VP 20 (when the ADK 10 is attached to the vehicle 1). The ADK 10 and the VP 20 are configured to be able to communicate with each other via a vehicle control interface (VCIB 40, which will be described later).

[0028] The VP20 can perform automatic driving in accordance with control requests from the ADK10. Although the ADK10 is shown in a position separate from the VP20 in FIG. 1, the ADK10 is actually attached to the rooftop of the VP20 or the like. The ADK10 can also be detached from the VP20. When the ADK10 is detached, the VP20 performs driving control in manual mode (driving control according to user operation).

[0029] ADK10 is an autonomous driving system (ADS) for autonomous driving of vehicle 1. The ADS 11 includes, for example, a driving plan for the vehicle 1. The ADS 11 outputs various control requests for driving the vehicle 1 according to the driving plan to the VP 20 in accordance with an API (Application Program Interface) defined for each control request. The ADS11 also receives various signals indicating the vehicle status (status of the VP20) from the VP20 according to the API defined for each signal. The ADS11 then transmits the vehicle status to the odometer. The detailed configuration of the ADS11 is explained in Figure 2.

[0030] The VP 20 includes a base vehicle 30 and a vehicle control interface box (VCIB) 40 .

[0031] The base vehicle 30 executes various vehicle controls in accordance with control requests from the ADK 10 (ADS 11). The base vehicle 30 includes various systems and sensors for controlling the base vehicle 30. More specifically, the base vehicle 30 includes an integrated control manager 31, a brake system 32, a steering system 33, a powertrain system 34, an active safety system 35, a body system 36, wheel speed sensors 51 and 52, a pinion angle sensor 53, a camera 54, and radar sensors 55 and 56.

[0032] The integrated control manager 31 includes a processor and a memory, and controls the above-mentioned systems (brake system 32, steering system 33, powertrain system 34, active safety system 35, and body system 36) involved in the operation of the vehicle 1 in an integrated manner.

[0033] The brake system 32 is configured to control braking devices provided on each wheel of the base vehicle 30. The braking devices include, for example, a disc brake system (not shown) that operates in response to hydraulic pressure adjusted by an actuator.

[0034] Wheel speed sensors 51 and 52 are connected to the brake system 32. The wheel speed sensor 51 detects the rotational speed of the front wheels of the base vehicle 30 and outputs the detected rotational speed of the front wheels to the brake system 32. The wheel speed sensor 52 detects the rotational speed of the rear wheels of the base vehicle 30 and outputs the detected rotational speed of the rear wheels to the brake system 32. The brake system 32 outputs the rotational speed of each wheel to the VCIB 40 as one piece of information included in the vehicle state. In addition, the brake system 32 generates a braking command for the braking device in accordance with a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31. The brake system 32 controls the braking device using the generated braking command. The integrated control manager 31 can calculate the speed (vehicle speed) of the vehicle 1 based on the rotational speed of each wheel.

[0035] The steering system 33 is configured to be able to control the steering angle of the steering wheels of the vehicle 1 using a steering device. The steering device may be, for example, a rack and pinion type electric power steering (EPS) that can adjust the steering angle using an actuator. include.

[0036] A pinion angle sensor 53 is connected to the steering system 33. The pinion angle sensor 53 detects the rotation angle (pinion angle) of a pinion gear connected to the rotary shaft of the actuator, and outputs the detected pinion angle to the steering system 33. The steering system 33 outputs the pinion angle to the VCIB 40 as one piece of information included in the vehicle state. In addition, the steering system 33 generates a steering command for the steering device in accordance with a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31. The steering system 33 controls the steering device using the generated steering command.

[0037] The powertrain system 34 includes an electric parking brake (EPB) system 341 provided on at least one of the wheels, a parking lock (P-Lock) system 342 provided on the transmission of the vehicle 1, and a propulsion system 343 including a shift device (not shown) configured to be able to select a shift range. A more detailed configuration of the powertrain system 34 will be described with reference to FIG.

[0038] The active safety system 35 detects obstacles (pedestrians, bicycles, parked vehicles, utility poles, etc.) in front or behind the vehicle 1 using the camera 54 and radar sensors 55, 56. The active safety system 35 determines whether there is a possibility that the vehicle 1 will collide with the obstacle based on the distance between the vehicle 1 and the obstacle and the direction of movement of the vehicle 1. If the active safety system 35 determines that there is a possibility of a collision, it outputs a braking command to the brake system 32 via the integrated control manager 31 to increase braking force.

[0039] The body system 36 is configured to control components such as turn signals, a horn, and wipers (none of which are shown) in accordance with the driving state or environment of the vehicle 1. The body system 36 controls each of the above components in accordance with a predetermined control request output from the ADS 11 via the VCIB 40 and the integrated control manager 31.

[0040] VCIB40 communicates with ADS11 via CAN (Controller Area Network) etc. The VCIB 40 executes a predetermined API defined for each signal to receive various control requests from the ADS 11 and output the vehicle status to the ADS 11. When the VCIB 40 receives a control request from the ADK 202, it outputs a control command corresponding to the control request to a system corresponding to the control command via the integrated control manager 31. The VCIB 40 also acquires various pieces of information about the base vehicle 30 from various systems via the integrated control manager 31 and outputs the status of the base vehicle 30 to the ADS 11 as the vehicle status.

[0041] The vehicle 1 can be used as one of the components of a MaaS (Mobility as a Service) system. The MaaS system includes, in addition to the vehicle 1, for example, a data server and a Mobility Service Platform (MSPF) (either (also not shown).

[0042] MSPF is a unified platform that connects various mobility services. Autonomous driving-related mobility services will be connected to 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 also be connected to MSPF.

[0043] Vehicle 1 is equipped with a DCM (Data Communication Module) that can communicate wirelessly with the data server. (not shown). The DCM outputs vehicle information such as speed, location, and autonomous driving status to the data server. The DCM also receives various data for managing the travel of autonomously driven vehicles, including vehicle 1, from the mobility service via the MSPF and the data server in an autonomous driving-related mobility service.

[0044] MSPF has published APIs for accessing various vehicle status and vehicle control data required for the development of ADS11. Various mobility services can use the APIs published on MSPF to utilize the various functions provided by MSPF according to the content of the service. For example, an autonomous driving-related mobility service can use the APIs published on MSPF to obtain vehicle 1's driving control data and information stored in the data server from MSPF. Furthermore, an autonomous driving-related mobility service can use the above APIs to send data for managing autonomous driving vehicles, including vehicle 1, to MSPF.

[0045] <Detailed configuration> 2 is a diagram showing in more detail the configuration of the ADS 11, the VCIB 40, and the VP 20. As shown in FIG. 2, the ADS 11 includes a computer 111, an HMI (Human Machine Interface) 112, a recognition sensor 113, a posture sensor 114, and a sensor cleaner 115. Includes 15 and.

[0046] During autonomous driving of the vehicle 1, the computer 111 uses various sensors (described later) to acquire information about the environment of the vehicle 1, as well as the attitude, behavior, and position of the vehicle 1, and also acquires vehicle status information from the VP 20 via the VCIB 40 to set the next operation (acceleration, deceleration, turning, etc.) of the vehicle 1. The computer 111 outputs various commands to the VCIB 40 to realize the next operation. The computer 111 includes communication modules 111A and 111B. Each of the communication modules 111A and 111B is configured to be able to communicate with the VCIB 40.

[0047] The HMI 112 presents information to the user and accepts user operations during automatic driving, during driving requiring user operation, during transition between automatic driving and driving requiring user operation, etc. The HMI 112 is configured to be connected to an input / output device (not shown), such as a touch panel display, provided on the base vehicle 30, for example.

[0048] The recognition sensor 113 is a sensor for recognizing the environment of the vehicle 1. The recognition sensor 113 is, for example, a LIDAR (Laser Imaging Detection and Ranging) and a millimeter wave The vehicle 1 includes at least one of a radar and a camera (neither of which is shown). The LIDAR measures the distance and direction of an object by emitting, for example, infrared pulsed laser light and detecting the light reflected from the object. The millimeter-wave radar measures the distance and direction of an object by emitting millimeter waves and detecting the millimeter-wave waves reflected from the object. The camera is placed, for example, behind the rearview mirror, and captures an image of the area ahead of the vehicle 1.

[0049] The attitude sensor 114 is a sensor for detecting the attitude, behavior, and position of the vehicle 1. The attitude sensor 114 includes, for example, an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System) (neither of which are shown). The IMU detects, for example, the acceleration in the forward / backward, left / right, and up / down directions of the vehicle 1, and the angular velocities in the roll, pitch, and yaw directions of the vehicle 1. The GPS detects the position of the vehicle 1 using information received from multiple GPS satellites orbiting the Earth.

[0050] The sensor cleaner 115 is configured to remove dirt adhering to the above-mentioned various sensors (camera lenses, laser light irradiation parts, etc.) while the vehicle 1 is traveling, using a cleaning liquid, a wiper, etc.

[0051] The VCIB 40 includes a VCIB 41 and a VCIB 42. Each of the VCIBs 41 and 42 is connected to a processor such as a CPU (Central Processing Unit), although neither is shown. The VCIB 41 includes memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory). The memories store programs executable by the processor. The VCIB 41 and communication module 111A are connected to each other so that they can communicate with each other. The VCIB 42 and communication module 111B are connected to each other so that they can communicate with each other. Furthermore, the VCIB 41 and VCIB 42 are connected to each other so that they can communicate with each other.

[0052] Each of the VCIBs 41 and 42 relays control requests and vehicle information between the ADS 11 and the VP 20. More specifically, the VCIB 41 uses the API to generate control commands from control requests from the ADS 11. The control commands corresponding to the control requests supplied from the ADS 11 to the VCIB 40 include, for example, a propulsion direction command requesting a shift range change, a stationary command requesting activation / deactivation of the EPB system 341 and the P-Lock system 342, an acceleration command requesting acceleration or deceleration of the vehicle 1, and a timing command requesting the tire turning angle of the steered wheels. Wheel angle command and request to switch between Autonomous mode and Manual mode The VCIB 41 then outputs the generated control command to a corresponding system among the multiple systems included in the VP 20. The VCIB 41 also uses the API to generate information indicating the vehicle state from the vehicle information from each system of the VP 20. The information indicating the vehicle state may be the same information as the vehicle information, or may be information extracted from the vehicle information that is used for processing executed by the ADS 11. The VCIB 41 outputs the generated information indicating the vehicle state to the ADS 11. The same applies to the VCIB 42.

[0053] The brake system 32 includes brake systems 321 and 322. The steering system 33 includes steering systems 331 and 332. The powertrain system 34 includes an EPB system 341, a P-Lock system 342, and a propulsion system 343.

[0054] The VCIB41 and VCIB42 basically have the same functions, but the connections to the systems including the VP20 differ between the VCIB41 and VCIB42. Specifically, the VCIB41, brake system 321, steering system 331, EPB system 341, P-Lock system 342, propulsion system 343, and body system 36 are interconnected via a communication bus so as to be able to communicate with each other. The VCIB42, brake system 322, steering system 332, and P-Lock system 342 are interconnected via a communication bus so as to be able to communicate with each other.

[0055] In this way, the VCIB 40 includes the VCIBs 41 and 42, which have equivalent functions for some system operations (braking, steering, etc.), making the control system between the ADS 11 and the VP 20 redundant. Therefore, if any failure occurs in the system, the function of the VP 20 can be maintained by appropriately switching the control system or shutting off the control system in which the failure occurred.

[0056] Each of the brake systems 321 and 322 is configured to be able to control a braking device. The brake system 321 generates a braking command for the braking device in accordance with a control request output from the ADS 11 via the VCIB 41. The brake system 322 generates a braking command for the braking device in accordance with a control request output from the ADS 11 via the VCIB 42. The brake systems 321 and 322 may have equivalent functions. Alternatively, one of the brake systems 321 and 322 may be configured to be able to independently control the braking force of each wheel, and the other may be configured to be able to control the same braking force for each wheel. For example, the brake systems 321 and 322 may control the braking device using a braking command generated by one of the brake systems, and if an abnormality occurs in the first brake system, the brake system may be controlled using a braking command generated by the other brake system.

[0057] Each of the steering systems 331, 332 is configured to be able to control the steering angle of the steering wheels of the vehicle 1 using a steering device. The steering system 331 generates a steering command for the steering device in accordance with a control request output from the ADS 11 via the VCIB 41. The steering system 332 generates a steering command for the steering device in accordance with a control request output from the ADS 11 via the VCIB 42. The steering systems 331 and 332 may have equivalent functions. Alternatively, the steering systems 331, 332 may, for example, control the steering device using a steering command generated by one of the steering systems, and if an abnormality occurs in the steering system, control the steering device using a steering command generated by the other steering system.

[0058] The EPB system 341 controls the EPB in accordance with a control request output from the ADS 11 via the VCIB 41. The EPB is provided separately from a braking device (such as a disc brake system) and fixes the wheels by operating an actuator. For example, the EPB fixes the wheels by using an actuator to activate drum brakes for parking brakes provided on some of the wheels, or by using an actuator that is separate from the brake systems 321 and 322 and can adjust the hydraulic pressure supplied to the braking device to activate the braking device and fix the wheels.

[0059] In this embodiment, the EPB system 341 has a brake hold function and is configured to be able to switch between activation and deactivation of the brake hold. The brake hold function of the EPB system 341 will be described in detail with reference to FIGS.

[0060] The P-Lock system 342 controls the P-Lock device in accordance with a control request output from the ADS 11 via the VCIB 41. For example, the P-Lock system 342 activates the P-Lock device when the control request includes a control request to set the shift range to parking range (P range), and deactivates the P-Lock device when the control request includes a control request to set the shift range to a range other than P. The P-Lock device engages a protrusion at the tip of a parking lock pole, the position of which can be adjusted by an actuator, with the teeth of a gear (lock gear) connected to a rotating element in the transmission of the vehicle 1. This fixes the rotation of the output shaft of the transmission, and locks the wheels.

[0061] The propulsion system 343 switches the shift range of the shift device and controls the driving force from the driving source (motor generator, engine, etc.) in accordance with a control request output from the ADS 11 via the VCIB 41. In addition to the P range, the shift range includes, for example, a neutral range (N range), a forward driving range (D range), and a reverse driving range (R range).

[0062] The active safety system 35 is communicatively connected to the brake system 321. As described above, the active safety system 35 detects an obstacle ahead using the camera 54 and / or radar sensor 55, and outputs a braking command to the brake system 321 to increase the braking force if it determines that there is a possibility of a collision.

[0063] The body system 36 controls components such as turn signals, a horn, and wipers in accordance with control requests output from the ADS 11 via the VCIB 41.

[0064] In the vehicle 1, autonomous driving is performed, for example, when the autonomous mode is selected by a user's operation on the HMI 112. As described above, during autonomous driving, the ADS 11 first creates a driving plan. Examples of driving plans include a plan to continue driving straight, a plan to turn left or right at a predetermined intersection along a predetermined driving route, and a plan to change driving lanes. The ADS 11 calculates control physical quantities (acceleration, deceleration, tire turning angle, etc.) required for the vehicle 1 to operate according to the created driving plan. The ADS 11 divides the physical quantities for each execution cycle of the API. The ADS 11 uses the API to output control requests representing the divided physical quantities to the VCIB 40. Furthermore, the ADS 11 acquires vehicle states (such as the actual moving direction of the vehicle 1 and the vehicle's immobilization state) from the VP 20 and recreates a driving plan that reflects the acquired vehicle states. In this way, the ADS 11 enables autonomous driving of the vehicle 1.

[0065] <Mode transition> Figure 3 is a state machine showing the mode transitions of vehicle 1. In this example, vehicle 1 The system has a sleep mode, two manual modes, one automatic mode, and a maintenance mode. The two manual modes are a normal manual mode and an attended manual mode. The one automatic mode is an attended automatic mode.

[0066] <Sleep mode> Sleep mode is a mode in which most of the system, including the VCIB40, is stopped. Immediately after startup, the VP20 (including the VCIB40) is in sleep mode. In sleep mode, the ADS11 cannot output any control commands to the VP20. Device authentication by the VCIB40 for the ADS11 has not been performed.

[0067] In the sleep mode, the integrated control manager 31 and the VCIB 40 are both stopped, so the operator feedback signal, the power supply mode status signal, and the VP automatic operation state signal are not used. Details of each signal will be described later.

[0068] <Normal manual mode> The normal manual mode is a mode similar to that of a normal vehicle (a vehicle that does not support autonomous driving), i.e., a mode in which the VP20 is under the control of an operator (driver, passenger, etc.). In the normal manual mode, the operator may or may not be present in the vehicle cabin (inside the VP20). The normal manual mode corresponds to the "first manual mode" according to the present disclosure.

[0069] In normal manual mode, the operator feedback signal = "unknown", the power mode status signal = "ignition on" or "drive mode", and the VP automatic operation status signal = "manual mode".

[0070] <Manned manual mode> The attended manual mode is a manual mode in which an operator is present in the vehicle cabin. In the attended manual mode, the VCIB 40 is authenticated and can communicate with the VP 20 (integrated control manager 31). However, the VP 20 is under the control of the operator, not the ADS 11. The attended manual mode corresponds to the "second manual mode" according to the present disclosure.

[0071] In attended manual mode, the operator feedback signal = "attended". The power mode status signal = "ignition on" or "drive mode". The VP automatic operation status signal = "manual mode".

[0072] It is possible to determine whether an operator is inside the vehicle using various known methods. For example, it is possible to determine whether an operator is inside the vehicle by analyzing images taken by a camera that captures the inside of the vehicle. Alternatively, or in addition to a camera, it is possible to determine whether an operator is inside the vehicle by analyzing the operation status of the HMI (Human Machine Interface) inside the vehicle. Alternatively, the detected value of a load sensor provided on the seat, the state of fastening a seat belt, the opening and closing state of a door, etc. may be used.

[0073] <Manned automatic mode> The attended automatic mode is a mode in which the VP 20 is under the control of the ADS 11 and allows automatic driving of the vehicle 1. The attended automatic mode corresponds to the "automatic mode" according to the present disclosure.

[0074] In attended automatic mode, the operator feedback signal = "attended", the power mode status signal = "drive mode", and the VP automatic operation status signal = "automatic mode".

[0075] <Maintenance Mode> The maintenance mode is a mode for performing maintenance on the vehicle 1. In the maintenance mode, the wheels are locked by the P-Lock system 342 to prevent the vehicle 1 from moving. Furthermore, the integrated control manager 31 rejects a power-on request even if the operator presses a start button (not shown). This is to prevent the engine from starting (and the associated generation of exhaust gas indoors) if the vehicle 1 is a hybrid vehicle or the like.

[0076] A vehicle configuration having only one manual mode is also conceivable. In contrast, the vehicle 1 according to this embodiment has two manual modes (normal manual mode and manned manual mode). The vehicle 1 transitions from the normal manual mode to the manned manual mode first, and then to the manned automatic mode. In other words, the vehicle 1 interposes the manned manual mode between the normal manual mode and the manned automatic mode. When transitioning directly from the normal manual mode to the manned automatic mode, it is required to determine whether an operator is present in the vehicle cabin. However, by interposing the manned manual mode, it is ensured that an operator is present in the vehicle cabin when determining whether to transition to the manned automatic mode. Therefore, according to this embodiment, switching from the manual mode to the automatic mode is smooth, and an appropriate mode transition can be achieved.

[0077] Next, the transitions between the above five modes will be described in detail. Figure 4 is a diagram showing the transmission direction of various signals or commands related to the transitions between modes. During a mode transition, the VCIB 40 receives a power mode request, an operator command, an automatic operation request, or a maintenance request from the ADS 11. The VCIB 40 also outputs a power mode status signal, an operator feedback signal, a VP automatic operation status signal, a VP automatic operation preparation signal, a drive direction status signal, or an actual movement direction signal to the ADS 11.

[0078] 5 to 13 are diagrams for explaining signals or commands related to mode transitions. Transitions a to f, transition l, and transition m shown in FIG. 3 will be described in detail below.

[0079] ≪Transition a≫ In the sleep mode, when the operator presses the start button with a physical key (not shown) such as a smart key present inside the vehicle, the vehicle 1 transitions from the sleep mode to the normal manual mode.

[0080] ≪Transition b≫ In the normal manual mode, when the operator presses the start button with the physical key present inside the vehicle, the vehicle 1 transitions from the normal manual mode to the sleep mode.

[0081] ≪Transition c≫ In the normal manual mode, the vehicle 1 transitions from the normal manual mode to the manned manual mode when (1) the VCIB 40 is authenticated by the VP 20 (integrated control manager 31) and (2) an operator is present in the vehicle cabin.

[0082] More specifically, the ADS 11 outputs an operator command indicating whether or not an operator is present in the vehicle cabin to the VCIB 40. The VCIB 40 interfaces with the integrated control manager 31 for operator commands (or commands equivalent to the operator command). As shown in FIG. 5, the operator command indicates one of "no request," "attended," and "unattended." The integrated control manager 31 can determine that an operator is present in the vehicle cabin when the operator command = "attended." The integrated control manager 31 feeds back the presence or absence of an operator in the vehicle cabin to the ADS 11 using an operator feedback signal (see FIG. (See 6.) When VP20 is started, the operator feedback signal is "Unknown."

[0083] ≪Transition d≫ In the manned manual mode, the vehicle 1 transitions from the manned manual mode to the sleep mode when (1) the VP20 transitions to the vehicle power off state (ReadyOFF), or (2) the operator presses the start button while the physical key is present in the vehicle cabin.

[0084] More specifically, the ADS 11 outputs a power mode request (Power Mode Request) to the VCIB 40 to control the power mode of the vehicle 1. The VCIB 40 interfaces with the integrated control manager 31 for the power mode request (or a request equivalent to the power mode request). As shown in FIG. 7, the power mode request indicates one of "no request," "sleep" indicating that the vehicle power is off (ReadyOFF), "wake," "ignition on," indicating that the VCIB 40 is running, and "drive mode" indicating that the vehicle power is on (ReadyON). When the power mode request is "sleep," the integrated control manager 31 transitions the VP 20 to the vehicle power off state.

[0085] The VCIB 40 outputs a power supply mode status signal indicating the power supply mode of the vehicle 1 to the ADS 11 based on a signal from the integrated control manager 31. As shown in Fig. 8, the power supply mode status signal indicates one of "sleep", "wake", "ignition on", and "drive mode".

[0086] ≪Transition e≫ In the normal manual mode, when (1) the VP 20 is ready for automatic driving and (2) the ADS 11 requests the VCIB 40 to drive automatically, the vehicle 1 transitions from the normal manual mode to the manned automatic mode.

[0087] More specifically, the VCIB 40 outputs a VP Autonomy Ready signal indicating whether the vehicle 1 can transition to the manned automatic mode to the ADS 11. The preparation signal is generated by the VCIB 40 based on a signal from the integrated control manager 31. As shown in Fig. 9, the VP automatic driving preparation signal can be one of "Not Ready For Autonomy", "Ready For Autonomy", and "Invalid". represents one of the following:

[0088] On the other hand, the ADS 11 outputs an Autonomy Request, which controls the transition between the manual mode and the automatic mode, to the VCIB 40. The VCIB 40 is an integrated control manager. The automatic driving request (or a request equivalent to the automatic driving request) is interfaced with the server 31. As shown in FIG. 10, the automatic driving request is one of "No Request For Autonomy", "Request For Autonomy", and "Deactivation Request", which is a request to transition to manual mode. The VP automatic driving status signal indicates either "manual mode" or "automatic mode" (see FIG. 11).

[0089] Vehicle 1 transitions from normal manual mode to manned automatic mode when the VP automatic driving preparation signal = "automatic driving preparation complete" and the automatic driving request = "automatic driving requested."

[0090] ≪Transition f≫ In manned automatic mode, ADS11 is connected to the Integrated Control Manager 3 via VCIB40. When a transition to manual mode is requested by vehicle 1, vehicle 1 transitions from manned automatic mode to normal manual mode. More specifically, vehicle 1 transitions from manned automatic mode to normal manual mode when automatic driving request = "cancellation request."

[0091] ≪Transition l≫ In the normal manual mode, vehicle 1 transitions from normal manual mode to maintenance mode when (1) VCIB40 is authenticated by VP20, (2) VP20 is ignition-on, (3) the shift range is P range, (4) vehicle 1 is stopped, and (5) there is a maintenance request from ADS11.

[0092] More specifically, the VCIB 40 outputs a propulsion direction status signal indicating the current shift range to the ADS 11. is generated by the VCIB 40 based on a signal from the integrated control manager 31. As shown in Fig. 12, the driving direction status signal indicates one of "P range," "R range," "N range," "D range," "B range," and "Invalid (shift range undefined)."

[0093] The VCIB 40 also outputs an actual moving direction signal (Actual Moving Direction) indicating the traveling direction of the vehicle 1 to the ADS 11. The actual moving direction signal is also received from the integrated control manager 31. The actual movement direction signal is generated by the VCIB 40 based on the signal. As shown in Fig. 13, the actual movement direction signal indicates one of "forward", "backward", "standstill", and "undefined". The actual movement direction signal indicating "standstill" is output when the speed of the four wheels is 0 for a certain period of time.

[0094] Meanwhile, the ADS 11 outputs a maintenance request indicating a request for maintenance of the vehicle 1 to the VCIB 40. The VCIB 40 interfaces with the integrated control manager 31 for the maintenance request (or a request equivalent to the maintenance request). As shown in Fig. 14, the maintenance request indicates either "no request" or "requested."

[0095] The vehicle 1 transitions from the normal manual mode to the maintenance mode when the driving direction status signal is "P range", the actual movement direction signal is "stopped", and the maintenance request is "requested".

[0096] ≪Transition m≫ In the maintenance mode, the vehicle 1 transitions from the maintenance mode to the normal manual mode when (1) the ignition of the VP 20 is on, (2) the shift range is in the P range, (3) the vehicle 1 is stopped, and (4) there is no maintenance request from the ADS 11. More specifically, the vehicle 1 transitions from the maintenance mode to the normal manual mode when the drive direction status signal is "P range," the actual movement direction signal is "stopped," and the maintenance request is "not requested."

[0097] As described above, in this embodiment, the manned manual mode is used to transition from the manual mode to the automatic mode. The vehicle 1 transitions from the normal manual mode to the manned manual mode and then to the automatic mode. By interposing the manned manual mode between the normal manual mode and the manned automatic mode, it is ensured that an operator is present in the vehicle cabin when determining whether to transition to the automatic mode. Therefore, according to this embodiment, in a vehicle 1 that can be equipped with the ADS 11, switching from the manual mode to the automatic mode is smooth, and an appropriate mode transition can be achieved.

[0098] Furthermore, the source of the transition to maintenance mode in vehicle 1 is normal manual mode (transition 1). This is because, unlike manned automatic mode, maintenance mode does not require the presence of an operator inside the vehicle cabin. If an attempt is made to implement maintenance mode in a vehicle configuration that has only one manual mode, the conditions for determining whether the single manual mode can be transitioned to automatic mode, or whether the single manual mode can be transitioned to maintenance mode, become complicated, which can make the implementation of ADS11 cumbersome.

[0099] In contrast, in this embodiment, the manual mode is divided into a normal manual mode and a manned manual mode. This simplifies the conditions for determining whether a transition between the normal manual mode and the maintenance mode (transitions l and m) is possible, and also simplifies the conditions for determining whether a transition between the manned manual mode and the manned automatic mode (transitions e and f) is possible. This makes it possible to reduce the difficulty of implementing the ADS11.

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[0182] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0183] 1 vehicle, 10 autonomous driving kit (ADK), 11 autonomous driving system (ADS), 111 computer, 111A, 111B communication module, 113 recognition sensor, 1 14 Attitude sensor, 115 Sensor cleaner, 20 Vehicle platform (VP), 30 Base vehicle, 31 Integrated control manager, 32, 321, 322 Brake system, 33, 331, 332 Steering system, 34 Powertrain system, 341 EPB, 342 P-Lock system, 343 Propulsion system, 35 Active safety system, 36 Body system, 40-42 Vehicle control interface box (VCIB), 51, 52 Wheel speed sensor, 53 Pinion angle sensor, 54 Camera, 55, 56 Radar sensor.

Claims

1. A vehicle platform capable of mounting an automated driving system, The vehicle platform includes: A base vehicle equipped with an integrated control manager, braking system, steering system and powertrain system; a vehicle control interface that interfaces with the automated driving system; The vehicle platform includes: establishing a first manual mode when the vehicle platform is activated without requiring an operator to be within the vehicle platform; transitioning from the first manual mode to a second manual mode when the operator is within the vehicle platform in the first manual mode; transitioning from the second manual mode to an automatic mode when the vehicle platform is ready for automatic driving in the second manual mode and an automatic driving request is received from the automatic driving system via the vehicle control interface; the second manual mode is a mode in which the operator is required to be within the vehicle platform and the vehicle platform is under the control of the operator; The vehicle, wherein the autonomous mode is a mode in which the vehicle platform is under the control of the automated driving system.

2. A vehicle as described in claim 1, wherein the vehicle platform transitions from the automatic mode to the second manual mode when it receives an automatic driving request from the automatic driving system via the vehicle control interface requesting that the automatic mode be deactivated.

3. the vehicle platform further includes a sleep mode that shuts down the vehicle control interface; 3. The vehicle of claim 1, wherein the vehicle platform transitions from the second manual mode to the sleep mode when a power mode request for controlling a mode of the vehicle platform is received from the automated driving system via the vehicle control interface.

4. the vehicle platform further having a maintenance mode for servicing the vehicle platform; the vehicle platform transitions from the first manual mode to the maintenance mode when first to fourth conditions are met; the first condition is a condition in which a power mode status signal indicating that the vehicle platform is ignition-on is output from the vehicle platform to the automated driving system via the vehicle control interface; the second condition is a condition that a driving direction status signal indicating that the shift range is P range is output from the vehicle platform to the automated driving system via the vehicle control interface; the third condition is a condition that an actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle platform to the automated driving system via the vehicle control interface; The vehicle described in any one of claims 1 to 3, wherein the fourth condition is a condition in which a maintenance request requesting maintenance of the vehicle platform is output from the autonomous driving system to the vehicle platform via the vehicle control interface.

5. The vehicle platform transitions from the maintenance mode to the first manual mode when fifth to eighth conditions are met, the fifth condition is that the power mode status signal indicating that the vehicle platform is ignition-on is output from the vehicle platform to the automated driving system via the vehicle control interface; the sixth condition is a condition that the driving direction status signal indicating that the shift range is a P range is output from the vehicle platform to the automated driving system via the vehicle control interface; the seventh condition is that the actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle platform to the automated driving system via the vehicle control interface; and 5. The vehicle of claim 4, wherein the eighth condition is that the maintenance request indicating that maintenance of the vehicle platform is not required is output from the automated driving system to the vehicle platform via the vehicle control interface.

6. An automated driving system; a vehicle platform; The vehicle platform includes: A base vehicle equipped with an integrated control manager, braking system, steering system and powertrain system; a vehicle control interface that interfaces with the automated driving system; The vehicle platform includes: establishing a first manual mode when the vehicle platform is activated without requiring an operator to be within the vehicle platform; transitioning from the first manual mode to a second manual mode when the operator is within the vehicle platform in the first manual mode; transitioning from the second manual mode to an automatic mode when the vehicle platform is ready for automatic driving in the second manual mode and an automatic driving request is received from the automatic driving system via the vehicle control interface; the second manual mode is a mode in which the operator is required to be within the vehicle platform and the vehicle platform is under the control of the operator; The vehicle, wherein the autonomous mode is a mode in which the vehicle platform is under the control of the automated driving system.

7. A vehicle as described in claim 6, wherein the vehicle platform transitions from the automatic mode to the second manual mode when it receives an automatic driving request from the automatic driving system via the vehicle control interface requesting that the automatic mode be cancelled.

8. The vehicle platform further includes a sleep mode that shuts down the vehicle control interface; 8. The vehicle of claim 6, wherein the vehicle platform transitions from the second manual mode to the sleep mode when a power mode request for controlling a mode of the vehicle platform is received from the automated driving system via the vehicle control interface.

9. The vehicle platform further includes a maintenance mode for servicing the vehicle platform; the vehicle platform transitions from the first manual mode to the maintenance mode when first to fourth conditions are met; the first condition is a condition in which a power mode status signal indicating that the vehicle platform is ignition-on is output from the vehicle platform to the automated driving system via the vehicle control interface; the second condition is a condition that a driving direction status signal indicating that the shift range is P range is output from the vehicle platform to the automated driving system via the vehicle control interface; the third condition is a condition that an actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle platform to the automated driving system via the vehicle control interface; The vehicle described in any one of claims 6 to 8, wherein the fourth condition is a condition in which a maintenance request requesting maintenance of the vehicle platform is output from the autonomous driving system to the vehicle platform via the vehicle control interface.

10. The vehicle platform transitions from the maintenance mode to the first manual mode when fifth to eighth conditions are met, the fifth condition is that the power mode status signal indicating that the vehicle platform is ignition-on is output from the vehicle platform to the automated driving system via the vehicle control interface; the sixth condition is a condition that the driving direction status signal indicating that the shift range is a P range is output from the vehicle platform to the automated driving system via the vehicle control interface; the seventh condition is that the actual movement direction signal indicating that the vehicle platform is stopped is output from the vehicle platform to the automated driving system via the vehicle control interface; and 10. The vehicle of claim 9, wherein the eighth condition is a condition in which the maintenance request indicating that maintenance of the vehicle platform is not required is output from the automated driving system to the vehicle platform via the vehicle control interface.

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