Vehicle, vehicle control method, and vehicle control interface box

Abstract

To cancel rotation fixation of wheels at an appropriate timing during automatic driving.SOLUTION: An ADS executes processing which includes a step (S55) for implementing EPB release control, and a step (S56) for setting an immobility status to '00', in the case that an immobility command is determined to be 'No request' (YES in S51), an EPB is determined to be in an on-state (YES in S52), an acceleration request is determined to exist (YES in S53), and the ADS is determined to be normal (YES in S54).SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present disclosure relates to controlling a vehicle during automated driving. [Background technology]

[0002] In recent years, autonomous driving systems that allow vehicles to travel without receiving user operations have been developed. For example, autonomous driving systems may be provided separately from the vehicle via an interface so that they can be installed in existing vehicles.

[0003] As an example of such an autonomous driving system, Patent Publication No. 2019-177808 (Patent Document 1) discloses a technology that enables the addition of autonomous driving functions without making major changes to an existing vehicle platform by independently installing an information processing device for autonomous driving separate from the ECU (Electronic Control Unit) that manages the vehicle's power. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2019-177808 Summary of the Invention [Problem to be solved by the invention]

[0005] However, since no user operations are performed during automatic driving of a vehicle, when starting the vehicle after parking, it is necessary to release the parking brake, parking lock, etc., which are used to lock the wheels, at the appropriate time.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle, a vehicle control method, and a vehicle control interface box that can be equipped with an autonomous driving system and that releases the lock on wheel rotation at an appropriate timing during autonomous driving. [Means for solving the problem]

[0007] A vehicle according to an aspect of the present disclosure is a vehicle that can be equipped with an automated driving system. The vehicle includes a vehicle platform that performs vehicle control according to commands from the automated driving system. The vehicle platform includes a base vehicle that includes an electric parking brake, and a vehicle control interface box that interfaces between the automated driving system and the base vehicle. The automated driving system transmits an immobilization command to the vehicle control interface box, the immobilization command including one of a first value that requests immobilization of the vehicle, a second value that requests release of immobilization of the vehicle, and a third value that does not request immobilization. The vehicle platform receives the immobilization command including the third value, and, if the electric parking brake is activated, releases the electric parking brake when acceleration of the vehicle is requested.

[0008] In this way, when immobilization of the vehicle is not required, the electric parking brake remains activated until acceleration of the vehicle is required, thereby preventing unintended movement of the vehicle when parked on an uphill road, etc. Furthermore, when acceleration of the vehicle is required, the electric parking brake is released, allowing the vehicle to start moving quickly.

[0009] In one embodiment, the automated driving system further transmits an acceleration command to the vehicle control interface box, in addition to the immobility command, requesting acceleration of the vehicle. When the vehicle platform receives the immobility command including the third value and the acceleration command if the electric parking brake is in an activated state, the vehicle platform releases the electric parking brake.

[0010] In this way, the electric parking brake is released when an acceleration command is received, allowing the vehicle to start moving quickly.

[0011] In yet another embodiment, the vehicle platform receives an immobilization command including the third value and, if the electric parking brake is in an applied state, releases the electric parking brake upon receiving an acceleration operation.

[0012] In this way, the electric parking brake is released when an acceleration operation is received, allowing the vehicle to start moving quickly.

[0013] In yet another embodiment, the base vehicle further includes a parking lock device. When the vehicle platform receives an immobilization command including a first value, it immobilizes the vehicle by activating each of the electric parking brake and the parking lock device. When the vehicle platform receives an immobilization command including a second value while immobilizing the vehicle, it deactivates the parking lock device.

[0014] In this way, immobilization of the vehicle is implemented, and thus movement of the vehicle can be prevented by the parking lock device and the electric parking brake. Furthermore, if the parking lock device is released by receiving an immobilization command including the second value while the vehicle is immobilized, the electric parking brake remains activated until acceleration of the vehicle is requested, thereby preventing unintended movement of the vehicle.

[0015] A vehicle control method according to another aspect of the present disclosure is a control method for a vehicle that can be equipped with an autonomous driving system. The vehicle includes a vehicle platform that performs vehicle control in accordance with commands from the autonomous driving system. The vehicle platform includes a base vehicle that includes an electric parking brake, and a vehicle control interface box that interfaces between the autonomous driving system and the base vehicle. The method includes the steps of: transmitting, from the autonomous driving system, to the vehicle control interface box, an immobilization command that includes one of a first value requesting immobilization of the vehicle, a second value requesting release of immobilization of the vehicle, and a third value indicating no request; and receiving the immobilization command that includes the third value and, if the electric parking brake is in an activated state, releasing the electric parking brake when acceleration of the vehicle is requested.

[0016] According to yet another aspect of the present disclosure, there is provided a vehicle control interface box that interfaces between an automated driving system and a vehicle having a vehicle platform that can mount the automated driving system and that executes vehicle control in accordance with commands from the automated driving system. The vehicle platform includes a base vehicle that includes an electric parking brake. The vehicle control interface box receives an immobilization command from the automated driving system, the immobilization command including one of a first value requesting immobilization of the vehicle, a second value requesting release of immobilization of the vehicle, and a third value indicating no request. The vehicle platform receives the immobilization command including the third value and, if the electric parking brake is activated, releases the electric parking brake when acceleration of the vehicle is requested. [Effects of the Invention]

[0017] According to the present disclosure, it is possible to provide a vehicle, a vehicle control method, and a vehicle control interface box that can be equipped with an autonomous driving system and that releases the lock on wheel rotation at an appropriate time during autonomous driving. [Brief explanation of the drawings]

[0018] [Figure 1] 1 is a diagram illustrating an overview of a vehicle according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a diagram for explaining in detail the configurations of ADS, VCIB, and VP. [Figure 3] 10 is a flowchart illustrating an example of processing executed by the ADS. [Figure 4] 10 is a flowchart illustrating an example of processing executed by the VCIB. [Figure 5] 10 is a flow chart illustrating an example of the processing performed by the ADS when vehicle immobilization is requested. [Figure 6] 10 is a flowchart illustrating an example of a process executed by the VCIB when a request is made to release the vehicle from immobilization. [Figure 7] 10 is a flowchart showing an example of a process executed by the VCIB when a stopped vehicle starts moving. [Figure 8] 10 is a timing chart for explaining the operation of ADS and VP. DETAILED DESCRIPTION OF THE INVENTION

[0019] 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.

[0020] Fig. 1 is a diagram illustrating an overview of a vehicle 10 according to an embodiment of the present disclosure. Referring 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 and the VP 120 are configured to be able to communicate with each other via a vehicle control interface.

[0021] The vehicle 10 can perform automatic driving in accordance with control requests (commands) from the ADK200 attached to the VP120. Although the VP120 and the ADK200 are shown in separate locations in FIG. 1, the ADK200 is actually attached to the rooftop or the like of the base vehicle 100, which will be described later. The ADK200 can also be detached from the VP120. When the ADK200 is detached, the VP120 can be driven by the user. In this case, the VP120 performs driving control in manual mode (driving control according to user operation).

[0022] The ADK 200 includes an autonomous driving system (hereinafter referred to as "ADS (Autonomous Driving System)") 202 for autonomously driving the vehicle 10. The ADS 202, for example, creates a driving plan for the vehicle 10 and outputs various commands (control requests) to the VP 120 for driving the vehicle 10 in accordance with the created driving plan, in accordance with an API (Application Program Interface) defined for each command. The ADS 202 also receives various signals indicating the state of the VP 120 (vehicle state) from the VP 120 in accordance with an API defined for each signal, and reflects the received vehicle state in the creation of the driving plan. The detailed configuration of the ADS 202 will be described later.

[0023] 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 that is provided in the base vehicle 100 and that realizes a vehicle control interface.

[0024] The VCIB 111 can communicate with the ADK 200 via a CAN (Controller Area Network) or the like. The VCIB 111 receives various commands from the ADK 200 by executing a predetermined API defined for each communicated signal, and also outputs the status of the VP 120 to the ADK 200. That is, when the VCIB 111 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 115. The VCIB 111 also acquires various pieces of information about the base vehicle 100 from various systems via the integrated control manager 115, and outputs the status of the base vehicle 100 to the ADK 200 as a vehicle status.

[0025] The VP 120 includes various systems and sensors for controlling the base vehicle 100. The VP 120 executes various vehicle controls in accordance with control requests from the ADK 200 (more specifically, the ADS 202), thereby performing automatic driving of the vehicle 10. The VP 120 includes, for example, a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a body system 126.

[0026] The brake system 121 is configured to be able to control a plurality of braking devices provided on each wheel of the base vehicle 100. The braking devices include, for example, a disc brake system that operates using hydraulic pressure adjusted by an actuator.

[0027] Wheel speed sensors 127A and 127B, for example, are connected to the brake system 121. Wheel speed sensor 127A is provided, for example, on the front wheels of base vehicle 100 and detects the rotation speed of the front wheels. Wheel speed sensor 127A outputs the rotation speed of the front wheels to brake system 121. Wheel speed sensor 127B is provided, for example, on the rear wheels of base vehicle 100 and detects the rotation speed of the rear wheels. Wheel speed sensor 127B outputs the rotation speed of the rear wheels to brake system 121. Wheel speed sensors 127A and 127B output pulse signals as output values ​​(pulse values). The rotation speed can be calculated using the number of pulses in the pulse signal. Brake system 121 outputs the rotation speed of each wheel to VCIB 111 as one piece of information included in the vehicle state.

[0028] 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, and controls the braking device using the generated braking command.

[0029] The steering system 122 is configured to be able to use a steering device to control the steering angle of the steering wheels of the vehicle 10. The steering device includes, for example, a rack and pinion type EPS (Electric Power Steering) that is capable of adjusting the steering angle using an actuator.

[0030] A pinion angle sensor 128 is connected to the steering system 122. The pinion angle sensor 128 detects the rotation angle (pinion angle) of a pinion gear connected to a rotary shaft of an actuator that constitutes the steering device. The pinion angle sensor 128 outputs the detected pinion angle to the steering system 122. The steering system 122 outputs the pinion angle to the VCIB 111 as one piece of information included in the vehicle state.

[0031] 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. The steering system 122 controls the steering device using the generated steering command.

[0032] The powertrain system 123 controls an EPB (Electric Parking Brake) provided on at least one of a plurality of wheels provided on the vehicle 10, a parking lock (hereinafter referred to as P-Lock) device provided on the transmission of the vehicle 10, a shift device configured to be able to select one of a plurality of shift ranges, and a drive source of the vehicle 10. A detailed description will be given later.

[0033] The active safety system 125 uses a camera 129A and radar sensors 129B, 129C to detect obstacles (objects or people) in front or behind the vehicle, and if it determines that there is a possibility of a collision based on the distance to the obstacle or the direction of movement of the vehicle 10, it outputs a braking command to the brake system 121 via the integrated control manager 115 to increase the braking force.

[0034] The body system 126 is configured to be able to control components such as turn signals, a horn, or wipers in accordance with the driving state or driving environment of the vehicle 10. The body system 126 controls the above-mentioned components in accordance with a predetermined control request output from the ADK 200 via the VCIB 111 and the integrated control manager 115.

[0035] Vehicle 10 may be employed as one component of a MaaS (Mobility as a Service) system. In addition to vehicle 10, the MaaS system may further include, for example, a data server, a mobility service platform (hereinafter referred to as "MSPF (Mobility Service Platform)"), and an autonomous driving-related mobility service (none of which are shown).

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

[0037] MSPF is a unified platform to which various mobility services are connected. In addition to autonomous driving-related mobility services, various mobility services (not shown) (for example, various mobility services provided by ride-sharing operators, car-sharing operators, insurance companies, rental car operators, taxi operators, etc.) are connected to MSPF. Various mobility services, including the above, can use the APIs published on MSPF to use the various functions provided by MSPF according to the service content.

[0038] The autonomous driving-related mobility service provides a mobility service using autonomous driving vehicles including vehicle 10. The mobility service can use an API published on the MSPF to obtain, for example, driving control data of vehicle 10 that communicates with a data server, information stored in the data server, and the like from the MSPF. The mobility service also uses the API to transmit, for example, data for managing autonomous driving vehicles including vehicle 10 to the MSPF.

[0039] MSPF has also made public an API for accessing various vehicle status and vehicle control data required for ADS development, and ADS operators can use the vehicle status and vehicle control data stored on the data server as the API required for ADS development.

[0040] 2 is a diagram for explaining in detail the configuration of the ADS 202, the VCIB 111, and the VP 120. As shown in FIG. 2, the ADS 202 includes a computer 210, an HMI (Human Machine Interface) 230, a recognition sensor 260, an attitude sensor 270, and a sensor cleaner 290.

[0041] During autonomous driving of the vehicle, the computer 210 acquires information about the environment around the vehicle, the attitude, behavior, and position of the vehicle using various sensors described below, and also acquires information about the vehicle state from the VP 120 described below via the VCIB 111 to set the next operation of the vehicle 10 (such as acceleration, deceleration, or turning). The computer 210 outputs various commands to the VCIB 111 to realize the set next vehicle operation. The computer 210 includes communication modules 210A and 210B. Each of the communication modules 210A and 210B is configured to be able to communicate with the VCIB 111.

[0042] The HMI 230 presents information to the user and accepts operations during automatic driving, during driving requiring user operation, or during transition between automatic driving and driving requiring user operation. The HMI 230 is configured to be connectable to input / output devices such as a touch panel display provided on the base vehicle 100, a display device, and an operation device.

[0043] The recognition sensor 260 includes a sensor for recognizing the environment around the vehicle 10, and is configured by, for example, at least one of a LIDAR (Laser Imaging Detection and Ranging), a millimeter wave radar, and a camera.

[0044] LIDAR is a distance measurement device that emits pulsed laser light (infrared light) and measures 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 emits short-wavelength radio waves toward an object and detects the radio waves returning from the object to measure the distance and direction to the object. The camera is placed, for example, behind the rearview mirror inside the vehicle and is used to capture images of the area ahead of the vehicle. Information acquired by the recognition sensor 260 is output to the computer 210. Image processing of the images and videos captured by the camera using artificial intelligence (AI) and an image processing processor makes it possible for the vehicle to recognize other vehicles, obstacles, or people ahead.

[0045] The attitude sensor 270 includes a sensor that detects the attitude, behavior, or position of the vehicle, and is configured by, for example, an IMU (Inertial Measurement Unit) or a GPS (Global Positioning System).

[0046] The IMU detects, for example, the acceleration in the longitudinal, lateral, and vertical directions of the vehicle, and the angular velocities in the roll, pitch, and yaw directions of the vehicle. 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.

[0047] Sensor cleaner 290 is configured to remove dirt that adheres to various sensors while the vehicle is traveling. For example, sensor cleaner 290 removes dirt from camera lenses, laser and radio wave emitting parts, etc., using cleaning fluid, wipers, etc.

[0048] The VCIB 111 includes a VCIB 111A and a VCIB 111B. Both the VCIB 111A and the VCIB 111B incorporate a central processing unit (CPU) and memory (including, for example, a read-only memory (ROM) and a random access memory (RAM)), both of which are not shown. The VCIB 111A has the same functions as the VCIB 111B, but the connections to the multiple systems that make up the VP 120 are partially different.

[0049] The VCIB 111A and the VCIB 111B are communicatively connected to the communication module 210A and the communication module 210B, respectively, of the computer 210. Furthermore, the VCIB 111A and the VCIB 111B are communicatively connected to each other.

[0050] Each of the VCIBs 111A and 111B relays various commands corresponding to control requests from the ADS 202 and outputs them as control commands to the corresponding systems of the VP 120. More specifically, each of the VCIBs 111A and 111B uses information such as programs stored in memory (for example, APIs) to generate control commands used to control the corresponding systems of the VP 120 using various command commands output from the ADS 202, and outputs the control commands to the corresponding systems. Each of the VCIBs 111A and 111B also relays vehicle information output from each system of the VP 120 and outputs it to the ADS 202 as a vehicle status. Note that the information indicating the vehicle status may be the same information as the vehicle information, or may be information extracted from the vehicle information to be used in processing executed by the ADS 202.

[0051] By providing VCIB111A and VCIB111B, which have equivalent functions for the operation of some systems (for example, braking and steering), the control system between ADS202 and VP 120 is made redundant. Therefore, when a failure occurs in part of the system, the function of VP 120 (turning, stopping, etc.) can be maintained by switching the control system as appropriate or by shutting off the control system where the failure occurred.

[0052] The brake system 121 includes brake systems 121A and 121B. The steering system 122 includes steering systems 122A and 122B. The powertrain system 123 includes an EPB system 123A, a P-Lock system 123B, and a propulsion system .

[0053] The VCIB 111A and the brake system 121A, steering system 122A, EPB system 123A, P-Lock system 123B, propulsion system 124, and body system 126, which are among the multiple systems of the VP 120, are communicatively connected to each other via a communication bus.

[0054] Furthermore, the VCIB 111B, and the brake system 121B, steering system 122B, and P-Lock 123B among the multiple systems of the VP 120 are connected to each other via a communication bus so as to be able to communicate with each other.

[0055] Both brake systems 121A and 121B are configured to be able to control multiple braking devices provided on each wheel of the vehicle. Brake system 121A may have the same function as brake system 121B, or, for example, one of them may be configured to be able to independently control the braking force of each wheel when the vehicle is traveling, and the other may be configured to be able to control so that the same braking force is generated on each wheel when the vehicle is traveling.

[0056] The brake systems 121A and 121B generate braking commands for the braking devices in accordance with control requests output from the ADS 202 via the VCIB 111A and VCIB 111B, respectively. In addition, for example, the brake systems 121A and 121B control the braking devices using the braking command generated in one of the brake systems, and when an abnormality occurs in one of the brake systems, control the braking device using the braking command generated in the other brake system.

[0057] Both of 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 122A has similar functions as the steering system 122B.

[0058] The steering systems 122A and 122B generate steering commands for the steering devices in accordance with control requests output from the ADS 202 via the VCIB 111A and VCIB 111B, respectively. Also, for example, the steering systems 122A and 122B control the steering devices using the steering command generated in one of the steering systems, and when an abnormality occurs in one of the steering systems, control the steering device using the steering command generated in the other steering system.

[0059] The EPB system 123A is configured to be able to control the EPB. The EPB locks the wheels by operating an actuator. For example, the EPB locks the wheels by using an actuator to activate drum brakes for parking brakes provided on some of the wheels of the vehicle 10, or locks the wheels by operating a braking device using an actuator that can adjust the hydraulic pressure supplied to the braking device, separate from the brake systems 121A and 121B.

[0060] The EPB system 123A controls the EPB in accordance with a control request output from the ADS 202 via the VCIB 111A.

[0061] 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 vehicle 10. This fixes the rotation of the output shaft of the transmission, and fixes the rotation of the drive wheels (hereinafter also referred to as "wheel fixation").

[0062] The P-Lock system 123B controls the P-Lock device in accordance with a control request output from the ADS 202 via the VCIB 111A. For example, the P-Lock system 123B activates the P-Lock device when the control request output from the ADS 202 via the VCIB 111A includes a control request to set the shift range to the parking range (hereinafter referred to as the P range), and deactivates the P-Lock device when the control request includes a control request to set the shift range to a range other than the P range.

[0063] 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 direction of movement of the vehicle 10 using a driving source. The switchable shift ranges include, for example, a P range, a neutral range (hereinafter referred to as an N range), a forward driving range (hereinafter referred to as a D range), and a reverse driving range (hereinafter referred to as an R range). The driving source includes, for example, a motor generator, an engine, etc.

[0064] The propulsion system 124 controls the shift device and the drive source in accordance with the control request output from the ADS 202 via the VCIB 111A. For example, when the control request output from the ADS 202 via the VCIB 111A includes a control request to change the shift range to P range, the propulsion system 124 controls the shift device so that the shift range is set to P range.

[0065] 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 (objects or people) ahead 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 to increase the braking force.

[0066] The body system 126 controls components such as a turn signal, a horn, or a wiper in accordance with a control request output from the ADS 202 via the VCIB 111A.

[0067] Note that an operating device that allows the user to manually operate the above-mentioned braking device, steering device, EPB, P-Lock device, shift device, drive source, etc. may be provided separately.

[0068] The various commands corresponding to the control requests output from ADS202 to VCIB111 include a propulsion direction command requesting a change in the shift range, a stationary command requesting activation or deactivation of the EPB or P-Lock device, an acceleration command requesting acceleration or deceleration of the vehicle 10, a tire turning angle command requesting the tire turning angle of the steering wheels, an autonomous command requesting a change in the autonomous state between autonomous mode and manual mode, and a stop command requesting the vehicle to be held stationary or to be released from the state of being held stationary.

[0069] In the vehicle 10 having the above configuration, when the autonomous mode is selected as the autonomous state by, for example, a user operating the HMI 230, autonomous driving is performed. As described above, during autonomous driving, the ADS 202 first creates a driving plan. The driving plan includes a plurality of plans for the operation of the vehicle 10, such as a plan to continue driving straight, a plan to turn left or right at a predetermined intersection along a predetermined driving route, or a plan to change the driving lane to a lane different from the lane in which the vehicle is driving.

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

[0071] Since no user operations are performed during automatic driving of vehicle 10, when starting vehicle 10 after parking, it is necessary to release EPB, P-Lock devices, etc., which lock the wheels, at the appropriate time.

[0072] Therefore, in this embodiment, the following operation is assumed to be performed between the ADS 202 and the base vehicle 100 of the VP 120 via the VCIB 111. That is, an immobilization command including any one of a first value requesting immobilization (locking the wheels) of the vehicle 10, a second value requesting release of immobilization of the vehicle 10, and a third value indicating no request is transmitted from the ADS 202 to the base vehicle via the VCIB 111. When the VP 120 receives the immobilization command including the third value and, if the EPB is in an activated state, is requested to accelerate the vehicle 10, the VP 120 unlocks the EPB.

[0073] In this way, in a situation where immobilization of the vehicle 10 is not required, the EPB remains activated until acceleration of the vehicle 10 is required, thereby preventing unintended movement of the vehicle 10 when parked on an uphill road, etc. Furthermore, since the EPB is released when acceleration of the vehicle 10 is required, the vehicle can be started quickly.

[0074] The processing executed by the ADS 202 (more specifically, the computer 210) in this embodiment will be described below with reference to Fig. 3. Fig. 3 is a flowchart showing an example of processing executed by the ADS 202. The ADS 202 repeatedly executes the following processing for each execution cycle of the API, for example.

[0075] In step (hereinafter, step will be referred to as S) 11, the ADS202 determines whether the autonomous state is the autonomous mode. The ADS202 determines whether the autonomous state is the autonomous mode, for example, based on the state of a flag indicating the autonomous mode. The flag indicating the autonomous mode is turned on when, for example, a user operation to perform automatic driving is received from the HMI230, and is turned off when the autonomous mode is canceled and switched to manual mode in response to a user operation or the driving situation. If it is determined that the autonomous state is the autonomous mode (YES in S11), the process proceeds to S12.

[0076] In S12, the ADS202 determines whether the acceleration command is a value indicating deceleration. The acceleration command indicates an acceleration value or a deceleration value. For example, if the acceleration command is a positive value, it indicates that the ADS202 is requesting the VP120 to accelerate the vehicle 10. If the acceleration command is a negative value, it indicates that the ADS202 is requesting the VP120 to decelerate the vehicle 10. If the acceleration command is a negative value, the ADS202 determines that the acceleration command is a value indicating deceleration (i.e., the acceleration command includes a deceleration value). If it is determined that the acceleration command is a value indicating deceleration (YES in S12), the process proceeds to S13.

[0077] In S13, the ADS 202 determines whether the vehicle speed is zero. The ADS 202 acquires information about the vehicle speed of the vehicle 10 from the VP 120 as the vehicle state. For example, the ADS 202 outputs information about the speed of the vehicle 10 (the speed in the traveling direction of the vehicle 10) calculated using the wheel speed acquired by the wheel speed sensor 127A or the wheel speed sensor 127B of the base vehicle 100 from the base vehicle 100 to the ADS via the VCIB 111 as the vehicle state. If it is determined that the vehicle speed is zero (YES in S13), the process proceeds to S14.

[0078] In S14, the ADS202 determines whether the stop command is a value indicating "Applied." The stop command is used, for example, to select whether or not to apply a brake hold function such as an EPB or P-Lock device when the vehicle is stopped. When a request is made to keep the vehicle 10 stopped, the stop command is set to a value indicating "Applied." When a request is made to release the stop state of the vehicle 10, the stop command is set to a value indicating "Release." When neither keeping the vehicle 10 stopped nor releasing the stop state is requested, the stop command is set to a value indicating "No request." When it is determined that the stop command is a value indicating "Applied" (YES in S14), the process proceeds to S15.

[0079] In S15, the ADS 202 sets V1 as an acceleration command. V1 indicates a constant deceleration value. V1 may be, for example, a value that can limit the movement of the vehicle 10, and may be a predetermined value that is adapted through experiments or the like.

[0080] In S16, the ADS 202 determines whether the direction of movement of the vehicle 10 indicates a stopped state. The ADS 202 acquires information about the direction of movement of the vehicle 10 from the VP 120 as the vehicle state. For example, when the speed of the vehicle 10 (the speed in the traveling direction of the vehicle 10) remains zero for a predetermined period of time using the wheel speed acquired by the wheel speed sensor 127A or the wheel speed sensor 127B of the base vehicle 100, information indicating that the direction of movement is a stopped state is output as the vehicle state from the base vehicle 100 to the ADS 202 via the VCIB 111. If it is determined that the direction of movement of the vehicle 10 indicates a stopped state (YES in S16), the process proceeds to S17.

[0081] In S17, the ADS 202 determines whether a wheel lock request is present. The ADS 202 determines that a wheel lock request is present when, for example, the created driving plan includes a plan to immobilize the vehicle 10. If it is determined that a wheel lock request is present (YES in S17), the process proceeds to S18.

[0082] In S18, the ADS 202 determines whether a predetermined time has elapsed since the vehicle 10 came to a stop. For example, the ADS 202 may determine whether a predetermined time has elapsed since the direction of travel of the vehicle 10 indicates a stopped state, or may determine whether a predetermined time has elapsed since the vehicle speed became zero. The predetermined time is determined, for example, through experiments. If it is determined that the predetermined time has elapsed since the vehicle 10 came to a stop (YES in S18), the process proceeds to S19.

[0083] In S19, the ADS 202 sets the immobilization command to a value indicating "Applied." That is, the VP 120 is requested to immobilize the vehicle 10. Therefore, when the immobilization command is set to a value indicating "Applied," the EPB and P-Lock device are controlled to operate in the VP 120, as will be described later.

[0084] Note that this process ends if the autonomous state is not the autonomous mode (NO in S11), if the acceleration command is not a value indicating a deceleration value (NO in S12), if the vehicle speed is not zero (NO in S13), if the stop command is not a value indicating "Applied" (NO in S14), if the moving direction of the vehicle 10 does not indicate a stopped state (NO in S16), or if there is no wheel lock request (NO in S16). Also, if a predetermined time has not elapsed since the vehicle 10 stopped (NO in S18), the process returns to S18.

[0085] Next, the processing executed by the VCIB 111 (more specifically, the VCIB 111A) will be described with reference to Fig. 4. Fig. 4 is a flowchart showing an example of the processing executed by the VCIB 111. The VCIB 111 repeatedly executes the following processing for each execution cycle of the API, for example.

[0086] In S21, the VCIB 111 determines whether the immobilization command is set to a value indicating “Applied.” If it is determined that the immobilization command is set to a value indicating “Applied” (YES in S21), the process proceeds to S22.

[0087] In S22, the VCIB 111 determines whether or not the moving direction of the vehicle 10 indicates a stopped state. If it is determined that the moving direction of the vehicle 10 indicates a stopped state (YES in S22), the process proceeds to S23.

[0088] In S23, the VCIB 111 executes wheel lock control. Specifically, the VCIB 111 outputs a control command to the EPB system 123A requesting that the EPB be activated, and outputs a control command to the P-Lock system 123B requesting that the P-Lock device be activated (a control command requesting that the shift range be changed to P range).

[0089] In S24, the VCIB 111 determines whether the wheel lock control has been completed. The VCIB 111 determines that the wheel lock control has been completed when both the EPB and the P-Lock device are activated.

[0090] For example, the VCIB 111 may determine that the EPB is in an activated state when a predetermined time has elapsed since the control command requesting that the EPB be activated was output, or may determine that the EPB is in an activated state when the amount of actuation of the EPB actuator exceeds a threshold value.

[0091] Similarly, the VCIB 111 may determine that the P-Lock device is in an activated state when a predetermined time has elapsed since the VCIB 111 output a control command requesting that the P-Lock device be activated, or when the amount of operation of the actuator of the P-Lock device exceeds a threshold value. If it is determined that the wheel lock control has been completed (YES in S24), the process proceeds to S25.

[0092] In S25, the VCIB 111 sets the immobility status to "11." When the value indicating the immobility status is "11," it indicates that both the EPB and the P-Lock device are in an activated state. The VCIB 111 outputs the set immobility status to the ADS 202 as one piece of information included in the vehicle status. Note that if it is determined that the direction of movement of the vehicle 10 does not indicate a stopped state (NO in S22), this process ends.

[0093] If it is determined that the immobilization command is not set to "Applied" (NO in S21), this process ends. If it is determined that the wheel lock control is not completed (NO in S24), the process returns to S24.

[0094] Next, a process executed by the ADS 202 when immobilization of the vehicle 10 is requested will be described with reference to Fig. 5. Fig. 5 is a flowchart showing an example of a process executed by the ADS 202 when immobilization of the vehicle 10 is requested. The ADS 202 repeatedly executes the following process, for example, at each execution cycle of the API.

[0095] In S31, the ADS202 determines whether the autonomous state is the autonomous mode. The method for determining whether the autonomous mode is the autonomous mode is as described above, and therefore detailed description thereof will not be repeated. If it is determined that the autonomous state is the autonomous mode (YES in S31), the process proceeds to S32.

[0096] In S32, the ADS 202 determines whether the immobilization command is set to a value indicating "Applied" (i.e., immobilization of the vehicle 10 is requested). If it is determined that the immobilization command is set to a value indicating "Applied" (YES in S32), the process proceeds to S33.

[0097] In S33, the ADS 202 determines whether a wheel unlock request is present. For example, the ADS 202 determines that a wheel unlock request is present when the created driving plan includes a plan to drive the vehicle. If it is determined that a wheel unlock request is present (YES in S33), the process proceeds to S34.

[0098] In S34, the ADS 202 determines whether the direction of movement of the vehicle 10 indicates a stopped state. The method for determining whether the direction of movement of the vehicle 10 indicates a stopped state is as described above, and therefore detailed description thereof will not be repeated. If it is determined that the direction of movement of the vehicle 10 indicates a stopped state (YES in S34), the process proceeds to S35.

[0099] In S35, the ADS 202 sets the immobilization command to a value indicating "Released." That is, the VP 120 is requested to release the immobilization of the vehicle 10. When the immobilization command is set to a value indicating "Released," the P-Lock device is controlled to be in an inactive state, as will be described later.

[0100] In S36, the ADS 202 determines whether the immobility status is 10. The immobility status is output from the base vehicle 100 via the VCIB 111 as one of the vehicle states.

[0101] The immobility status is set by combining a value indicating the EPB status and a value indicating the P-Lock device status. When the value indicating the EPB status is "1," it indicates that the EPB is activated. When the value indicating the EPB status is "0," it indicates that the EPB is deactivated. Similarly, when the value indicating the P-Lock device status is "1," it indicates that the P-Lock device is activated. When the value indicating the P-Lock device status is "0," it indicates that the P-Lock device is deactivated. Therefore, for example, when the value indicating the immobility status is "11," it indicates that both the EPB and the P-Lock device are activated. When the value indicating the immobility status is "00," it indicates that both the EPB and the P-Lock device are deactivated. Furthermore, when the value indicating the immobility status is "10," it indicates that the EPB is activated and the P-Lock device is deactivated. Furthermore, when the value indicating the immobility status is "01," it indicates that the EPB is deactivated and the P-Lock device is activated. If it is determined that the immobile status is "10" (YES in S36), the process proceeds to S37.

[0102] In S37, the ADS202 determines whether a predetermined time has elapsed since the immobile status became "10." If it is determined that the predetermined time has elapsed since the immobile status became "10" (YES in S37), the process proceeds to S38. If it is determined that the predetermined time has not elapsed since the immobile status became "10" (NO in S37), the process returns to S37.

[0103] In S38, the ADS 202 sets the immobilization command to a value indicating “No request.” The value indicating “No request” of the immobilization command indicates a state in which neither immobilization nor release of immobilization of the vehicle 10 is requested.

[0104] Note that if the autonomous state is not the autonomous mode (NO in S31), if the immobility command is not set to a value indicating "Applied" (NO in S32), if it is determined that there is no wheel lock release request (NO in S33), or if it is determined that the direction of movement of the vehicle 10 is not in a stopped state (NO in S34), this process is terminated. Also, if the immobility status is not set to "10" (NO in S36), the process returns to S36.

[0105] Next, referring to Fig. 6, a process executed by the VCIB 111 (more specifically, the VCIB 111A) when a request to release the immobilization of the vehicle 10 is made will be described. Fig. 6 is a flowchart showing an example of a process executed by the VCIB 111 when a request to release the immobilization of the vehicle 10 is made. The VCIB 111 repeatedly executes the following process, for example, at each execution cycle of the API.

[0106] In S41, the VCIB 111 determines whether or not the immobilization command is set to “Released.” If it is determined that the immobilization command is set to “Released” (YES in S41), the process proceeds to S42.

[0107] In S42, the VCIB 111 executes P-lock release control. Specifically, the VCIB 111 outputs a control command to the P-Lock system 123B requesting that the P-Lock device be deactivated (for example, a control command requesting that the shift range be set to a non-P range (for example, N range, D range, or R range)). At this time, the VCIB 111 may also output a control command to the EPB system 123A requesting that the EPB be maintained in an activated state.

[0108] In S43, the VCIB 111 sets the immobility status to "10." When the value indicating the immobility status is "10," it indicates that the P-Lock device is in an inoperative state. The VCIB 111 outputs the set immobility status to the ADS 202 as one piece of information included in the vehicle status.

[0109] Next, a process executed by the VCIB 111 (more specifically, the VCIB 111A) when the stopped vehicle 10 starts moving will be described with reference to Fig. 7. Fig. 7 is a flowchart showing an example of a process executed by the VCIB 111 when the stopped vehicle 10 starts moving. The VCIB 11 repeatedly executes the following process, for example, at each execution cycle of the API.

[0110] In S51, the VCIB 111 determines whether the immobilization command is set to “No request.” If it is determined that the immobilization command is set to “No request” (YES in S51), the process proceeds to S52.

[0111] In S52, the VCIB 111 determines whether the EPB is in the ON state (operated state). The method for determining whether the EPB is in the activated state is as described above, and therefore detailed description thereof will not be repeated. If it is determined that the EPB is in the ON state (YES in S52), the process proceeds to S53.

[0112] In S53, the VCIB 111 determines whether or not there is a request to accelerate the vehicle 10. For example, the VCIB 111 determines that there is a request to accelerate the vehicle 10 when it receives an acceleration command from the ADS 202 and the value indicating the received acceleration command is a positive value. Alternatively, the VCIB 111 determines that there is a request to accelerate the vehicle 10 when it receives an acceleration operation, such as when the accelerator pedal is operated. If it is determined that there is a request to accelerate the vehicle 10 (YES in S53), the process proceeds to S54.

[0113] In S54, the VCIB 111 determines whether the ADS 202 is in a normal state. For example, the VCIB 111 determines that the ADS 202 is in a normal state when the information received from the ADS 202 includes information indicating that the ADS 202 is in a normal state. If it is determined that the ADS 202 is in a normal state (YES in S54), the process proceeds to S55.

[0114] In S55, the VCIB 111 executes EPB release control. Specifically, the VCIB 111 outputs a control command to the EPB system 123A requesting that the EPB be deactivated.

[0115] In S56, the VCIB 111 sets the immobility status to "00." For example, the VCIB 111 may set the immobility status to "00" when a predetermined time has elapsed since the start of EPB release control, or may set the immobility status to "00" when the EPB is in an inactive state. When the value indicating the immobility status is "00," it indicates that both the EPB and the P-Lock device are in an inactive state. The VCIB 111 outputs the set immobility status to the ADS 202 as one piece of information included in the vehicle status.

[0116] The operation of the ADS202 and VCIB111 based on the above-described structure and flowchart will be described with reference to FIG. 8. FIG. 8 is a timing chart for explaining the operation of the ADS202 and VP120. The horizontal axis of FIG. 8 indicates time. LN1 in FIG. 8 indicates a change in the speed of the vehicle 10. LN2 in FIG. 8 indicates a change in the acceleration command. LN3 in FIG. 8 indicates a change in the stop command. LN4 in FIG. 8 indicates a change in the immobilization command. LN5 in FIG. 8 indicates a change in the moving direction of the vehicle 10. LN6 in FIG. 8 indicates a change in the immobilization status. LN7 in FIG. 8 indicates a change in the shift range (i.e., the operating state of the P-Lock device). LN8 in FIG. 8 indicates a change in the operating state of the EPB.

[0117] For example, assume that the autonomously driven vehicle 10 is traveling at a constant speed, as shown in LN1 of FIG. 8. At this time, as shown in LN2 of FIG. 8, the value indicating the acceleration command is zero. As shown in LN3 of FIG. 8, the stop command is set to a value indicating "Applied." As shown in LN4 of FIG. 8, the immobilization command is set to a value indicating "No request." As shown in LN5 of FIG. 8, the direction of movement of the vehicle 10 is forward. As shown in LN6 of FIG. 8, the immobilization status is "00." As shown in LN7 of FIG. 8, the shift range is in D range (the P-Lock device is inactive). As shown in LN8 of FIG. 8, the EPB is inactive.

[0118] At time t1, if the driving plan created by the ADS 202 includes a deceleration plan, the acceleration command takes a value indicating deceleration in accordance with the driving plan, as shown in LN2 of Fig. 8. Therefore, the speed of the vehicle 10 decreases after time t1, as shown in LN1 of Fig. 8.

[0119] When the autonomous state is the autonomous mode (YES in S11) and the acceleration command reaches a value indicating deceleration (YES in S12), it is determined whether the direction of movement of the vehicle 10 is coming to a stop (S13).

[0120] At time t2, as shown in LN1 of FIG. 8, when the speed of the vehicle 10 becomes zero (YES in S13), as shown in LN3 of FIG. 8, the stop command has a value indicating "Applied" (YES in S14), so a fixed deceleration value V1 is set as the acceleration command (S15), as shown in LN2 of FIG. 8.

[0121] When the speed of the vehicle 10 remains zero for a predetermined time, at time t3, the direction of movement of the vehicle 10 indicates a stopped state (YES in S16), as shown in LN5 in Fig. 8, so it is determined whether or not a wheel lock request has been made (S17). If a wheel lock request has been made (YES in S17), it is determined whether or not a predetermined time has elapsed since the vehicle 10 came to a stop (S18).

[0122] At time t4, if it is determined that a predetermined time has elapsed since the vehicle 10 stopped (YES in S18), the immobility command is set to a value indicating “Applied” (S19), as shown in LN4 in FIG. 8.

[0123] When the immobilization command is set to "Applied" (YES in S21) and the direction of movement of the vehicle 10 indicates a stopped state (YES in S22), wheel lock control is executed and the vehicle 10 is immobilized (S23). As a result, the EPB and P-Lock devices of the base vehicle 100 are both controlled to be in an activated state. When the wheel lock control is completed by both the EPB and P-Lock devices being in an activated state (YES in S24), the immobilization status is set to a value indicating "11" at time t5 (S25), as shown in LN6 of FIG. 8.

[0124] If the autonomous state is the autonomous mode (YES in S31) and the immobility command is set to "Applied" as shown in LN4 in FIG. 8 (YES in S32), it is determined whether there is a wheel lock release request (S33).

[0125] If the driving plan created by the ADS 202 includes a plan to release the immobilization of the vehicle 10, wheel unlocking is requested in accordance with the driving plan at time t6 (YES in S33). Therefore, as shown in LN5 of Fig. 8, the direction of movement of the vehicle 10 indicates a stopped state (YES in S34), and the immobilization command is set to "Released" (S35), as shown in LN4 of Fig. 8.

[0126] When the immobilization command is set to "Released" (YES in S41), P-lock release control is executed (S42). Therefore, the P-Lock device of the base vehicle 100 is controlled to be in an inactive state, and the immobilization status is set to "10" at time t7 (S43), as shown in LN6 in FIG. 8. The set immobilization status is transmitted to the ADS 202.

[0127] At time t7, when it is determined that the immobile status is "10" in the ADS 202 (YES in S36), it is determined whether a predetermined time has elapsed since the immobile status was set to "10" (S37).

[0128] At time t8, if it is determined that a predetermined time has elapsed since the immobilization status was set to "10" (YES in S37), the immobilization command is set to a value indicating "No request" (S38), as shown in LN4 in Fig. 8. The set immobilization command is sent to the VCIB 111.

[0129] 8, if it is determined that the immobilization command is set to "No request" (YES in S51), it is determined whether the EPB is in the ON state (S52). Even if it is determined that the EPB is in the ON state (YES in S52), if the value indicating the acceleration command is a negative value (NO in S53), the EPB is maintained in the ON state.

[0130] On the other hand, at time t9, when the value indicating the acceleration command becomes a positive value, it is determined that an acceleration request is present (YES in S53), and if it is determined that the ADS 202 is normal (YES in S54), EPB release control is executed (S55). Therefore, the EPB of the base vehicle 100 is controlled to be in an inoperative state, and the immobility status is set to "00" at time t9 (S56), as shown in LN6 of Fig. 8. At time t10, the value indicated by the acceleration command becomes zero, and the vehicle speed becomes constant from time t10 onwards.

[0131] As described above, with vehicle 10 according to the present embodiment, in a situation where immobilization of vehicle 10 is not required, the EPB remains activated until acceleration of vehicle 10 is required, thereby preventing unintended movement of vehicle 10 when parked on an uphill road, for example. Furthermore, because the EPB is released when acceleration of vehicle 10 is required, vehicle 10 can be quickly started. Therefore, it is possible to provide a vehicle, a vehicle control method, and a vehicle control interface box that can be equipped with an autonomous driving system and that releases the lock on wheel rotation at an appropriate timing during autonomous driving.

[0132] Furthermore, by immobilizing the vehicle 10 when the vehicle 10 is stopped, the P-Lock device and the EPB can prevent the vehicle 10 from moving. Also, if the P-Lock device is deactivated by receiving an immobilization command including a value indicating "Released" while the vehicle 10 is being immobilized, the EPB remains activated, thereby preventing the vehicle 10 from moving unintentionally.

[0133] Modifications will be described below. In the above embodiment, it has been described that VCIB111 executes the process shown in the flowchart of FIG. 4, the process shown in the flowchart of FIG. 6, and the process shown in the flowchart of FIG. 7, but for example, VCIB111A and VCIB111B may cooperate to execute the above-mentioned processes.

[0134] Furthermore, in the above-described embodiment, the VCIB 111 has been described as executing the processing shown in the flowchart of Figure 4, the processing shown in the flowchart of Figure 6, and the processing shown in the flowchart of Figure 7, but, for example, some or all of the above-described processing may be executed in each system that is subject to control of the base vehicle 100 (specifically, the EPB system 123A and the P-Lock system 123B).

[0135] Furthermore, in the above embodiment, the VCIB 111 executes wheel lock control (S23) when the immobility command is a value indicating "Applied" (YES in S21) and the moving direction of the vehicle 10 indicates a stopped state (YES in S22). However, for example, even if the immobility command is a value indicating "Applied" (YES in S21) but the moving direction of the vehicle 10 does not indicate a stopped state (NO in S22), the command may be rejected. Specifically, the VCIB 111 may reject the command by not executing wheel lock control even if the immobility command is set to "Applied." In this case, the VCIB 111 may output information indicating that wheel lock control is not being executed to the ADS 202.

[0136] In this way, if a request to immobilize vehicle 10 is made by an immobilization command while vehicle 10 is moving, the request is rejected, thereby preventing immobilization of vehicle 10 (i.e., wheel lock control) while vehicle 10 is moving.

[0137] Furthermore, in the above-described embodiment, when the ADS 202 determines that a predetermined time has elapsed since the vehicle 10 stopped (YES in S16), the ADS 202 sets the immobility command to a value indicating "Applied," thereby executing wheel lock control after the predetermined time has elapsed since the vehicle 10 stopped. However, the entity that delays the execution of wheel lock control is not limited to the ADS 202. For example, when the vehicle 10 is moving in a stopped state, the ADS 202 may set the immobility command to a value indicating "Applied," and execute wheel lock control when a predetermined time has elapsed since the VCIB 111 set the immobility command to a value indicating "Applied." In this way, wheel lock control can be executed after the predetermined time has elapsed since the vehicle 10 stopped.

[0138] Furthermore, in the above embodiment, the P-Lock device is described as being released when release of immobilization is requested for the vehicle 10 while it is stopped, but for example, when release of immobilization is requested (when "Released" is set as the immobilization command), the P-Lock device may be released if the requested shift range of the vehicle 10 is D range or R range. Alternatively, when release of immobilization is requested, the P-Lock device may be released if the requested direction of movement of the vehicle 10 is forward or reverse.

[0139] The above-described modifications may be implemented in whole or in part in appropriate combination. The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0140] 10 Vehicle, 100 Base vehicle, 111, 111A, 111B VCIB, 115 Integrated control manager, 120 VP, 121, 121A, 121B Brake system, 122, 122A, 122B Steering system, 123 Powertrain system, 123A EPB system, 123B P-Lock system, 124 Propulsion system, 125 Active safety system, 126 Body system, 127A, 127B Wheel speed sensor, 128 Pinion angle sensor, 129A Camera, 129B, 129C Radar sensor, 200 ADK, 202 ADS, 210 Computer, 210A, 210B Communication module, 260 Recognition sensor, 270 Attitude sensor, 290 Sensor cleaner.

Claims

1. A vehicle that can be equipped with an automated driving system, a vehicle platform that controls the vehicle in accordance with commands from the automated driving system; The vehicle platform includes a base vehicle including an electric parking brake, and a vehicle control interface box that interfaces between the automated driving system and the base vehicle; an immobilization command is sent from the automated driving system to the vehicle control interface box, the immobilization command including one of a first value requesting immobilization of the vehicle, a second value requesting release of immobilization of the vehicle, and a third value indicating no request; The vehicle platform receives the immobility command including the third value, and if the electric parking brake is engaged, releases the electric parking brake when acceleration of the vehicle is required.

2. In addition to the immobility command, the automated driving system further transmits an acceleration command to the vehicle control interface box, requesting acceleration of the vehicle; 2. The vehicle of claim 1, wherein the vehicle platform receives the immobilization command including the third value and releases the electric parking brake when the vehicle platform receives the acceleration command if the electric parking brake is in the applied state.

3. 2. The vehicle of claim 1, wherein the vehicle platform receives the immobilization command including the third value and releases the electric parking brake when an acceleration operation is received while the electric parking brake is in the activated state.

4. The base vehicle further includes a parking lock device, The vehicle platform includes: When the immobilization command including the first value is received, the electric parking brake and the parking lock device are each activated to immobilize the vehicle; The vehicle of claim 1 , wherein the parking lock device is deactivated when the immobilization command including the second value is received while the vehicle is being immobilized.

5. A control method for a vehicle that can be equipped with an automated driving system, the vehicle including a vehicle platform that executes vehicle control in accordance with commands from the automated driving system, the vehicle platform including a base vehicle that includes an electric parking brake, and a vehicle control interface box that interfaces between the automated driving system and the base vehicle; sending, from the automated driving system, an immobilization command to the vehicle control interface box, the immobilization command including one of a first value requesting immobilization of the vehicle, a second value requesting release of immobilization of the vehicle, and a third value indicating no request; receiving the immobilization command including the third value and, if the electric parking brake is in an applied state, releasing the electric parking brake when acceleration of the vehicle is requested.

6. a vehicle control interface box that interfaces between an automated driving system and a vehicle having a vehicle platform that can mount the automated driving system and executes vehicle control in accordance with commands from the automated driving system, the vehicle platform including a base vehicle that includes an electric parking brake; The vehicle control interface box includes: receiving an immobilization command from the automated driving system, the immobilization command including one of a first value requesting immobilization of the vehicle, a second value requesting release of immobilization of the vehicle, and a third value indicating no request; a vehicle control interface box that receives the immobility command including the third value and, if the electric parking brake is engaged, releases the electric parking brake when acceleration of the vehicle is requested.

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