Vehicles, vehicle platforms and autonomous driving kits

Abstract

To provide an autonomous driving kit (ADK) capable of appropriately determining, on the basis of a capability value of a specific system, whether a command for autonomous driving is to be output from a main communication bus or a sub communication bus.SOLUTION: A vehicle is configured to be capable of autonomous driving. The vehicle comprises: a vehicle platform (VP) including a specific system that performs a specific function of the vehicle; an autonomous driving kit (ADK) that outputs an instruction for the autonomous driving and is attachable to and removable from the VP; a main communication bus; a sub communication bus; a main vehicle control interface box (VCIB) that is configured to communicate with the ADK through the main communication bus, and outputs a control instruction to the specific system in accordance with an instruction from the ADK; and a sub VCIB that is configured to communicate with the ADK through the sub communication bus, and outputs a control instruction to the specific system in accordance with an instruction from the ADK. When the VP has a malfunction, the main VCIB outputs, to the ADK through the main communication bus, information for identification that allows identification of a capability value of the specific system (S214), whereas the sub VCIB outputs, to the ADK through the sub communication bus, the information for identification (S214).SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] This disclosure relates to vehicles, vehicle platforms, and autonomous driving kits, and in particular to a vehicle configured to be capable of autonomous driving, a vehicle platform configured to be capable of autonomous driving and to which an autonomous driving kit that issues autonomous driving instructions can be attached or detached, and an autonomous driving kit that can be attached or detached to a vehicle platform configured to be capable of autonomous driving and that issues autonomous driving instructions. [Background technology]

[0002] BACKGROUND ART Conventionally, there have been vehicles equipped with a power system that comprehensively manages the power of the vehicle and an automatic driving system that comprehensively executes automatic driving control of the vehicle (see, for example, Patent Document 1). [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] In the vehicle of Patent Document 1, when an abnormality in the vehicle control system is detected, the autonomous driving system is required to appropriately determine whether to issue commands from the main bus or the redundant sub-bus.

[0005] This disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle, vehicle platform, and autonomous driving kit that are capable of appropriately determining whether autonomous driving commands should be issued from the main bus or the sub-bus. [Means for solving the problem]

[0006] A vehicle according to this disclosure is a vehicle configured to be capable of autonomous driving, and includes: a vehicle platform including a specific system that executes specific functions of the vehicle; an autonomous driving kit that issues autonomous driving instructions and is detachable from the vehicle platform; a main bus; a sub-bus; a main vehicle control interface box configured to be able to communicate with the autonomous driving kit via the main bus and that issues control instructions to the specific system in accordance with instructions from the autonomous driving kit; and a sub-vehicle control interface box configured to be able to communicate with the autonomous driving kit via the sub-bus and that issues control instructions to the specific system in accordance with instructions from the autonomous driving kit. In the event of an abnormality in the vehicle platform, the main vehicle control interface box outputs identification information that can identify the capability value of the specific system to the autonomous driving kit via the main bus, while the sub-vehicle control interface box outputs the identification information to the autonomous driving kit via the sub-bus.

[0007] With this configuration, in the event of a vehicle platform abnormality, the autonomous driving kit can determine from which of the main bus and the sub-bus it received identification information that can identify the capability value of a specific system. As a result, it is possible to provide a vehicle in which the autonomous driving kit can appropriately determine from which of the main bus and the sub-bus to issue an autonomous driving command based on the capability value of a specific system.

[0008] The specific system is a brake system for performing the specific function of braking the vehicle platform, and the brake system includes a main part and a sub part, each of which is capable of braking the vehicle platform, and the main vehicle control interface box is capable of issuing control instructions directly to the main part, and the sub vehicle control interface box is capable of issuing control instructions directly to the main part and the sub part, and the main vehicle control interface box is capable of outputting specific information corresponding to whether or not the function of the brake system has failed depending on the fault point in the control system, and the sub vehicle control interface box is capable of outputting specific information corresponding to whether the brake system has not failed, a deterioration in the function of the main part, and a deterioration in the function of the sub part depending on the fault point.

[0009] With this configuration, in the event of a vehicle platform abnormality, the autonomous driving kit can determine from which of the main bus and the sub-bus it received the identification information that can identify the brake system's capacity value. As a result, the autonomous driving kit can appropriately determine from which of the main bus and the sub-bus it should issue an autonomous driving command to the brake system, based on the brake system's capacity value.

[0010] The specific system is a steering system for performing a specific function of steering the vehicle platform, the steering system including a motor that generates steering force for the vehicle platform, the main vehicle control interface box being capable of issuing control instructions to control a portion of the torque generated by the motor, the sub-vehicle control interface box being capable of issuing control instructions to control the remaining portion of the torque generated by the motor, the main vehicle control interface box being capable of outputting specific information corresponding to whether or not the function of the steering system has failed depending on the fault point in the control system, and the sub-vehicle control interface box being capable of outputting specific information corresponding to whether or not the function of the steering system has failed depending on the fault point.

[0011] With this configuration, when an abnormality occurs in the vehicle platform, the autonomous driving kit can determine from which of the main bus and the sub-bus it received the identification information that can identify the steering system's capability value. As a result, the autonomous driving kit can appropriately determine from which of the main bus and the sub-bus it should issue an autonomous driving command to the steering system based on the steering system's capability value.

[0012] According to another aspect of the disclosure, a vehicle platform is equipped with a specific system that is detachably equipped with an autonomous driving kit that issues autonomous driving instructions and is configured to be capable of autonomous driving and that executes a specific function of the vehicle platform, a main bus, a sub-bus, a main vehicle control interface box that is configured to be able to communicate with the autonomous driving kit via the main bus and that issues control instructions to the specific system in accordance with instructions from the autonomous driving kit, and a sub-vehicle control interface box that is configured to be able to communicate with the autonomous driving kit via the sub-bus and that issues control instructions to the specific system in accordance with instructions from the autonomous driving kit. In the event of an abnormality in the vehicle platform, the main vehicle control interface box outputs identification information that can identify the capability value of the specific system to the autonomous driving kit via the main bus, while the sub-vehicle control interface box outputs the identification information to the autonomous driving kit via the sub-bus.

[0013] This configuration makes it possible to provide a vehicle platform that enables the autonomous driving kit to appropriately determine whether to issue autonomous driving commands to the main bus or sub-bus based on the capability value of a specific system.

[0014] According to yet another aspect of the present disclosure, an autonomous driving kit is attachable to and detachable from a vehicle platform configured to enable autonomous driving and issues autonomous driving instructions. The vehicle platform includes a specific system that performs a specific function of the vehicle platform, a main bus, a sub-bus, a main vehicle control interface box configured to be able to communicate with the autonomous driving kit via the main bus and that issues control instructions to the specific system in accordance with instructions from the autonomous driving kit, and a sub-vehicle control interface box configured to be able to communicate with the autonomous driving kit via the sub-bus and that issues control instructions to the specific system in accordance with instructions from the autonomous driving kit. In the event of an abnormality in the vehicle platform, the autonomous driving kit receives identification information from the main vehicle control interface box via the main bus that can identify the capability value of the specific system, and receives identification information from the sub-vehicle control interface box via the sub-bus.

[0015] With this configuration, an autonomous driving kit can be provided that can appropriately determine whether to issue autonomous driving commands from the main bus or the sub-bus based on the capability value of a specific system. [Effects of the Invention]

[0016] According to this disclosure, it is possible to provide a vehicle, a vehicle platform, and an autonomous driving kit that can appropriately determine whether the autonomous driving command should be issued from the main bus or the sub-bus. [Brief explanation of the drawings]

[0017] [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 showing in detail the configurations of ADS, VCIB, and VP according to this embodiment. [Figure 3] 4 is a flowchart showing a flow of a process for braking control executed in the vehicle of this embodiment. [Figure 4]FIG. 4 is a diagram showing an outline of the flow of information regarding braking in this embodiment. [Figure 5] FIG. 10 is a diagram showing output and capacity values ​​corresponding to fault points related to braking in this embodiment. [Figure 6] 4 is a flowchart showing a flow of processing for steering control executed in the vehicle of this embodiment. [Figure 7] FIG. 3 is a diagram showing an outline of the flow of information relating to steering in this embodiment. [Figure 8] FIG. 10 is a diagram showing outputs and performance values ​​corresponding to fault points related to steering in this embodiment. DETAILED DESCRIPTION OF THE INVENTION

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

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

[0020] The VP20 can perform automatic driving 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).

[0021] The ADK 10 includes an autonomous driving system (ADS) 11 for automatically driving the vehicle 1. The ADS 11, for example, creates 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 ADS 11 also receives various signals indicating the vehicle state (state of the VP 20) from the VP 20 in accordance with the API defined for each signal. The ADS 11 then reflects the vehicle state in the driving plan. A detailed configuration of the ADS 11 will be described with reference to FIG. 2.

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

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

[0024] The integrated control manager 31 includes a processor such as a CPU (Central Processing Unit) and memories such as ROM (Read Only Memory) and RAM (Random Access Memory), neither of which are shown, and integrates and controls the above-mentioned systems related to the operation of the vehicle 1 (brake system 32, steering system 33, powertrain system 34, active safety system 35, and body system 36).

[0025] 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.

[0026] 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.

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

[0028] 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.

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

[0030] The active safety system 35 detects obstacles (pedestrians, bicycles, parked vehicles, utility poles, etc.) in front or behind the vehicle 1 using the camera 54 and radar sensors 55, 56. The active safety system 35 determines whether there is a possibility that the vehicle 1 will collide with the obstacle based on the distance between the vehicle 1 and the obstacle and the 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.

[0031] 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.

[0032] The VCIB 40 is configured to be able to communicate with the ADS 11 via a CAN (Controller Area Network) or the like. The VCIB 40 executes a predetermined API defined for each signal to receive various control requests from the ADS 11 and output vehicle status to the ADS 11. When the VCIB 40 receives a control request from the ADK 10, 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 a vehicle status.

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

[0034] 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.

[0035] Vehicle 1 further includes a DCM (Data Communication Module) (not shown) capable of wireless communication with a data server. The DCM outputs vehicle information, such as speed, location, and autonomous driving status, to the data server. The DCM also receives various data, for example, 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.

[0036] 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.

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

[0038] The computer 111 includes a processor such as a central processing unit (CPU) and memories such as read-only memory (ROM) and random access memory (RAM), neither of which are shown. The memory stores programs executable by the processor. During autonomous driving of the vehicle 1, the computer 111 acquires the environment of the vehicle 1, as well as the attitude, behavior, and position of the vehicle 1, using various sensors (described below). It also acquires the vehicle status from the VP 20 via the VCIB 40 and sets the next operation of the vehicle 1 (acceleration, deceleration, turning, etc.). The computer 111 outputs various commands to the VCIB 40 to realize the next operation. The computer 111 further includes communication modules (hereinafter also referred to as "VIMs (Vehicle Interface Modules)") 111A and 111B. Each of the communication modules 111A and 111B is configured to be able to communicate with the VCIB 40.

[0039] The HMI 112 presents information to the user and accepts user operations during automatic driving, during driving requiring user operation, during transition between automatic driving and driving requiring user operation, etc. The HMI 112 is configured to be connected to an input / output device (not shown), such as a touch panel display, provided on the base vehicle 30, for example.

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

[0041] The attitude sensor 114 is a sensor for detecting the attitude, behavior, and position of the vehicle 1. The attitude sensor 114 includes, for example, an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System) (neither 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.

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

[0043] The VCIB 40 includes a main VCIB 41 and a sub VCIB 42. Each of the VCIBs 41 and 42 includes a processor such as a central processing unit (CPU) and memory such as a read-only memory (ROM) and a random access memory (RAM), neither of which are shown. The memory stores programs executable by the processor. The VCIB 41 and communication module 111A are connected to each other via a main communication bus 43 so that they can communicate with each other. The VCIB 42 and communication module 111B are connected to each other via a sub communication bus 44 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.

[0044] Each of the VCIBs 41 and 42 relays control requests and vehicle information between the ADS 11 and the VP 20. More specifically, the VCIBs 41 and 42 generate control commands from control requests from the ADS 11 using APIs.

[0045] Control instructions (commands) corresponding to control requests supplied from ADS11 to VCIB40 include, for example, a propulsion direction command requesting a shift range change, an immobilization command requesting activation / deactivation of EPB system 341 and P-Lock system 342, an acceleration command requesting acceleration or deceleration of vehicle 1, a tire turning angle command requesting the tire turning angle of the steering wheels, an autonomous command requesting a change between autonomous mode and manual mode, and a stop command requesting the vehicle to be held stationary or to be released from a stationary state.

[0046] The VCIBs 41 and 42 then output the generated control commands to the corresponding systems among the multiple systems included in the VP 20. The VCIBs 41 and 42 also use the API to generate information indicating the vehicle status from the vehicle information from each system of the VP 20. The information indicating the vehicle status may be the same as the vehicle information, or may be information extracted from the vehicle information that is used in processing executed by the ADS 11. The VCIBs 41 and 42 output the generated information indicating the vehicle status to the ADS 11.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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 operating a braking device using an actuator that is separate from the brake systems 321 and 322 and that can adjust the hydraulic pressure supplied to the braking device. The EPB system 341 has a brake hold function and is configured to be able to switch between activation and release of the brake hold function.

[0053] 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.

[0054] 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).

[0055] 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.

[0056] 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.

[0057] 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.

[0058] When an abnormality in the vehicle control system is detected in vehicle 1, ADS11 of ADK10 is required to appropriately determine whether to issue a command from the main communication bus 43 or the redundant sub-communication bus 44.

[0059] Therefore, when an abnormality occurs in VP20, the main VCIB41 outputs identification information capable of identifying the performance values ​​of VP20's systems (e.g., brake systems 321, 322, steering systems 331, 332) to ADK10 via the main communication bus 43, while the sub VCIB42 outputs identification information to ADK10 via the sub communication bus 44.

[0060] This allows ADK10 to determine from which of the main bus and the sub-bus it received the identification information that can identify the system capability value of VP 20 when an abnormality occurs in VP 20. As a result, ADK10 can appropriately determine from which of the main communication bus 43 and the sub-communication bus 44 to issue an autonomous driving command based on the system capability value of VP 20.

[0061] <Braking control> Figure 3 is a flowchart showing the flow of processing for braking control executed in the vehicle 1 of this embodiment. The braking command processing and braking control processing of Figure 3 are called from higher-level processing at predetermined control intervals and executed by the computer 111 of the ADS11 of the ADK10 and the main and sub VCIBs 41 and 42 of the VP20, respectively. Each step included in the flowchart shown in Figure 3 is realized by software processing by the ADS11 (computer 111) or the VP20 (VCIBs 41 and 42), but may also be realized by hardware (electrical circuits) arranged within the ADS11 or VP20.

[0062] In the ADK10, the processor of the computer 111 of the ADS11 determines whether braking is required in the immediately following driving plan (step S111). If it is determined that braking is not required (NO in step S111), the processor of the computer 111 proceeds to processing in step S113. On the other hand, if it is determined that braking is required (YES in step S111), the processor of the computer 111 requests the main VCIB 41 and the sub VCIB 42 of the VP20 to transmit identification information capable of identifying the braking capacity value via the main communication bus 43 and the sub communication bus 44, respectively (step S112), and proceeds to processing in step S113.

[0063] 4 is a diagram showing an outline of the flow of information relating to braking in this embodiment. Referring to FIG. 4, the request in step S112 is transmitted from the main communication module 111A of the ADS11 to the main VCIB 41 of the VP20, and also transmitted from the sub communication module 111B of the ADS11 to the sub VCIB 42 of the VP20.

[0064] Sub brake system 322 is located upstream of the brake hydraulic system and generates hydraulic pressure in response to the user's brake pedal operation, and transmits the hydraulic pressure to main brake system 321. Main brake system 321 is located downstream of the brake hydraulic system and is a system that adjusts the hydraulic brake pressure of each of the four wheels separately based on the hydraulic pressure from upstream, and is capable of generating pressure that can brake each wheel in response to the user's brake pedal operation even when hydraulic pressure is not applied from upstream.

[0065] Fig. 5 is a diagram showing output and capability values ​​corresponding to braking failure points in this embodiment. Referring to Fig. 5, the braking capability values ​​are the maximum braking acceleration values ​​that can be requested of the main and sub brake systems 321, 322, respectively, and are values ​​that are predetermined for each failure point. Identification information that can identify the braking capability values ​​includes VP_Autonomy_Fault and Brake_System_Degradation_Modes for each of the main and sub brake systems.

[0066] VP_Autonomy_Fault is information indicating whether or not there is a fault related to the function of the autonomous driving mode. A value of 0 indicates that there is no fault, and a value of 1 indicates that there is a fault.

[0067] Brake_System_Degradation_Modes is information indicating the mode of performance degradation of the brake system, where a value of 0 indicates normal mode, a value of 1 indicates loss of function mode (LOSS_OF_FUNCTION), a value of 2 indicates degraded operational mode of the main brake system 321 (DEGRADED_OPERATIONAL_MAIN), a value of 3 indicates degraded operational mode of the sub brake system 322 (DEGRADED_OPERATIONAL_SUB), and a value of 4 indicates degraded operational mode of the main and sub brake systems 321, 322 in a stationary state (DEGRADED_OPERATIONAL_STANDSTILL).

[0068] 3, in the VP 20, the processors of the main VCIB 41 and the sub VCIB 42 each determine whether or not a request for identification information has been received from the ADK 10 (step S211). If the processors of the VCIBs 41 and 42 each determine that there has been no request for identification information (NO in step S211), they proceed to the process of step S215. On the other hand, if the processors of the VCIBs 41 and 42 each determine that there has been a request for identification information (YES in step S211), they each identify the current fault point in the braking system (step S212).

[0069] Then, the processors of the VCIBs 41 and 42 each identify braking identification information (VP_Autonomy_Fault, Brake_System_Degradation_Modes) according to the identified fault point (step S213).

[0070] 4 and 5 again, the processor of the main VCIB 41 identifies VP_Autonomy_Fault=1 and Brake_System_Degradation_Modes=1 if the fault point is (13) communication from the motion control 50 to the main VCIB 41 or (14) communication from the main VCIB 41 to the motion control 50. Note that the motion control 50 arbitrates between commands from the VCIBs 41 and 42 and intervention in braking and operation from other systems such as the PCS (Pre Crash Safety) system.

[0071] If the fault point is (13) communication from the motion control 50 to the main VCIB 41 or (14) communication from the main VCIB 41 to the motion control 50, the processor of the sub VCIB 42 identifies VP_Autonomy_Fault=0 and Brake_System_Degradation_Modes=0.

[0072] The processor of the main VCIB 41 identifies VP_Autonomy_Fault=1 and Brake_System_Degradation_Modes=1 if the fault point is (19) Motion Control or (23) Main Brake System 321.

[0073] The processor of the sub VCIB 42 identifies VP_Autonomy_Fault=0 and Brake_System_Degradation_Modes=2 if the fault point is in (19) Motion Control or (23) Main Brake System 321.

[0074] If the fault point is (15) communication from the sub-brake system 322 to the sub-VCIB 42 or (16) communication from the sub-VCIB 42 to the sub-brake system 322, the processor of the main VCIB 41 identifies VP_Autonomy_Fault=0 and Brake_System_Degradation_Modes=0.

[0075] The processor of the sub-VCIB 42 identifies VP_Autonomy_Fault=1 and Brake_System_Degradation_Modes=3 if the fault point is (15) communication from the sub-brake system 322 to the sub-VCIB 42 or (16) communication from the sub-VCIB 42 to the sub-brake system 322 .

[0076] If the fault point is the (28) sub brake system 322, the processor of the main VCIB 41 identifies VP_Autonomy_Fault=0 and Brake_System_Degradation_Modes=0.

[0077] The processor of the sub-VCIB 42 identifies that if the fault point is the (28) sub-brake system 322, then VP_Autonomy_Fault=1 and Brake_System_Degradation_Modes=3.

[0078] If the fault point is (17) communication from the motion control 50 to the sub VCIB 42 or (18) communication from the sub VCIB 42 to the motion control 50, the processor of the main VCIB 41 identifies VP_Autonomy_Fault=0 and Brake_System_Degradation_Modes=0.

[0079] If the fault point is (17) communication from the motion control 50 to the sub VCIB 42 or (18) communication from the sub VCIB 42 to the motion control 50, the processor of the sub VCIB 42 identifies VP_Autonomy_Fault=1 and Brake_System_Degradation_Modes=2.

[0080] If the fault point is (21) communication from the motion control 50 to the sub-brake system 322 or (22) communication from the sub-brake system 322 to the motion control 50, the processor of the main VCIB 41 identifies VP_Autonomy_Fault=1 and Brake_System_Degradation_Modes=0.

[0081] The processor of the sub-VCIB 42 determines that if the fault point is (21) communication from the motion control 50 to the sub-brake system 322 or (22) communication from the sub-brake system 322 to the motion control 50, VP_Autonomy_Fault=1 and Brake_System_Degradation_Modes=0.

[0082] Returning to FIG. 3, the processors of the VCIBs 41 and 42 each transmit the braking specification information to the ADK 10 via the main communication bus 43 and the sub-communication bus 44 (step S214).

[0083] In the ADK 10, the processor of the computer 111 of the ADS 11 determines whether or not it has received braking identification information from the VP 20 (step S113). If it determines that it has not received identification information (NO in step S113), the processor of the computer 111 of the ADS 11 returns the processing to be executed to the upper process that called this braking command processing.

[0084] On the other hand, if it is determined that the identification information has been received (YES in step S113), the processor of the computer 111 of the ADS11 calculates a braking command value according to the current driving plan using the braking capacity value identified by the received braking identification information (step S114).

[0085] Referring again to Figure 5, if the values ​​of VP_Autonomy_Fault and Brake_System_Degradation_Modes included in the identification information received from the main VCIB41 are 1 and 1, and the values ​​of VP_Autonomy_Fault and Brake_System_Degradation_Modes included in the identification information received from the sub VCIB42 are 0 and 0, the processor of the computer 111 determines that the capacity value of the main brake system 321 is 0G and the capacity value of the sub brake system 322 is 1G.

[0086] If the values ​​of VP_Autonomy_Fault and Brake_System_Degradation_Modes included in the identification information received from the main VCIB41 are 1 and 1, and the values ​​of VP_Autonomy_Fault and Brake_System_Degradation_Modes included in the identification information received from the sub VCIB42 are 0 and 2, the processor of the computer 111 determines that the capacity value of the main brake system 321 is 0G and the capacity value of the sub brake system 322 is 0.7G.

[0087] If the values ​​of VP_Autonomy_Fault and Brake_System_Degradation_Modes included in the identification information received from the main VCIB41 are 0 and 0, and the values ​​of VP_Autonomy_Fault and Brake_System_Degradation_Modes included in the identification information received from the sub VCIB42 are 1 and 3, the processor of the computer 111 determines that the capacity value of the main brake system 321 is 1G and the capacity value of the sub brake system 322 is 1G.

[0088] If the values ​​of VP_Autonomy_Fault and Brake_System_Degradation_Modes included in the identification information received from the main VCIB41 are 0 and 0, and the values ​​of VP_Autonomy_Fault and Brake_System_Degradation_Modes included in the identification information received from the sub VCIB42 are 1 and 2, the processor of the computer 111 determines that the capacity value of the main brake system 321 is 1G and the capacity value of the sub brake system 322 is 0.7G.

[0089] If the values ​​of VP_Autonomy_Fault and Brake_System_Degradation_Modes included in the identification information received from the main VCIB41 are 1 and 0, and the values ​​of VP_Autonomy_Fault and Brake_System_Degradation_Modes included in the identification information received from the sub VCIB42 are 1 and 0, the processor of the computer 111 determines that the capacity value of the main brake system 321 is 1G and the capacity value of the sub brake system 322 is 1G.

[0090] Returning to Figure 3, the processor of the computer 111 of the ADS11 calculates a braking command value according to the current driving plan so that it is within the range of the braking capacity value thus identified, sends a braking command to the VP20 to instruct the calculated braking command value (step S115), and returns the processing to be executed to the higher-level processing that called this braking command processing.

[0091] In the VP 20, the processors of the VCIBs 41 and 42 each determine (step S215) whether or not a braking command has been received from the ADK 10. If it is determined that a braking command has not been received (NO in step S215), the processors of the VCIBs 41 and 42 each return the processing to be executed to the upper process that called this braking control processing.

[0092] If it is determined that a braking command has been received (YES in step S215), the processors of the VCIBs 41 and 42 control the brake systems 321 and 322, respectively, in accordance with the braking command (step S216), and return the processing to be executed to the higher-level processing that called this braking control processing.

[0093] <Steering control> Fig. 6 is a flowchart showing the flow of processing for steering control executed in the vehicle 1 of this embodiment. The steering command processing and steering control processing of Fig. 6 are called from higher-level processing at predetermined control intervals and executed by the computer 111 of the ADS11 of the ADK10 and the main and sub VCIBs 41, 42 of the VP20, respectively. Each step included in the flowchart shown in Fig. 6 is realized by software processing by the ADS11 (computer 111) or the VP20 (VCIBs 41, 42), but may also be realized by hardware (electrical circuits) arranged in the ADS11 or the VP20.

[0094] In the ADK10, the processor of the computer 111 of the ADS11 determines whether steering is required in the immediately following driving plan (step S121). If it is determined that steering is not required (NO in step S121), the processor of the computer 111 proceeds to processing in step S123. On the other hand, if it is determined that steering is required (YES in step S121), the processor of the computer 111 requests the main VCIB 41 and the sub VCIB 42 of the VP20 to transmit identification information capable of identifying the steering ability value via the main communication bus 43 and the sub communication bus 44, respectively (step S122), and proceeds to processing in step S123.

[0095] 7 is a diagram showing an outline of the flow of information related to steering in this embodiment. Referring to FIG. 7, the request in step S122 is transmitted from the main communication module 111A of the ADS11 to the main VCIB 41 of the VP20, and also transmitted from the sub communication module 111B of the ADS11 to the sub VCIB 42 of the VP20.

[0096] Main steering system 331 and sub steering system 332 control one steering motor 333. This steering motor 333 has a winding to which current is supplied from main steering system 331 and an equal amount of winding to which current is supplied from sub steering system 332. This allows steering systems 331 and 332 to each control 50% of the torque generated by steering motor 333.

[0097] Fig. 8 is a diagram showing output and capability values ​​corresponding to steering failure points in this embodiment. Referring to Fig. 8, the steering capability value is a ratio of the maximum steering torque that can be requested from the main and sub steering systems 331, 332, respectively, and is a value that is predetermined for each failure point. Identification information that can identify the steering capability value includes VP_Autonomy_Fault and Steering_System_Degradation_Modes for each of the main and sub steering systems.

[0098] VP_Autonomy_Fault is information indicating whether or not there is a fault related to the function of the autonomous driving mode. A value of 0 indicates that there is no fault, and a value of 1 indicates that there is a fault.

[0099] Steering_System_Degradation_Modes is information indicating the mode of performance degradation of the steering system. If the value is 0, it is the normal mode. If the value is 1, it is the loss of function mode. If the value is 2, it is the degraded operation mode (DEGRADED_OPERATIONAL_STATIONARY_STEERING), which indicates temporary performance degradation due to high temperature or voltage drop.

[0100] 6, in the VP 20, the processors of the main VCIB 41 and the sub VCIB 42 each determine whether or not a request for identification information has been received from the ADK 10 (step S221). If the processors of the VCIBs 41 and 42 each determine that there has been no request for identification information (NO in step S221), they proceed to the process of step S225. On the other hand, if the processors of the VCIBs 41 and 42 each determine that there has been a request for identification information (YES in step S221), they each identify the current fault point in the steering-related system (step S222).

[0101] Then, the processors of the VCIBs 41 and 42 each identify steering identification information (VP_Autonomy_Fault, Steering_System_Degradation_Modes) according to the identified fault point (step S223).

[0102] Referring again to Figures 7 and 8, the processor of the main VCIB 41 determines that if the fault point is (13) communication from the motion control 50 to the main VCIB 41 or (14) communication from the main VCIB 41 to the motion control 50, then VP_Autonomy_Fault=1 and Steering_System_Degradation_Modes=1.

[0103] If the fault point is (13) communication from the motion control 50 to the main VCIB 41 or (14) communication from the main VCIB 41 to the motion control 50, the processor of the sub VCIB 42 identifies VP_Autonomy_Fault=0 and Steering_System_Degradation_Modes=0.

[0104] The processor of the main VCIB 41 determines that if the fault point is (13') communication from the main steering system 331 to the motion control 50 or (14') communication from the motion control 50 to the main steering system 331, then VP_Autonomy_Fault=1 and Steering_System_Degradation_Modes=1.

[0105] The processor of the sub VCIB 42 determines that if the fault point is (13') communication from the main steering system 331 to the motion control 50 or (14') communication from the motion control 50 to the main steering system 331, VP_Autonomy_Fault=0 and Steering_System_Degradation_Modes=0.

[0106] The main VCIB 41 processor identifies VP_Autonomy_Fault=1 and Steering_System_Degradation_Modes=1 if the fault point is (19) Motion Control.

[0107] If the fault point is (19) Motion Control, the processor of the sub VCIB 42 identifies VP_Autonomy_Fault=0 and Steering_System_Degradation_Modes=0.

[0108] The processor of the main VCIB 41 determines that if the fault point is the (24) main steering system 331, then VP_Autonomy_Fault=1 and Steering_System_Degradation_Modes=1.

[0109] If the fault point is the (24) main steering system 331, the processor of the sub VCIB 42 identifies VP_Autonomy_Fault=1 and Steering_System_Degradation_Modes=0.

[0110] The processor of the main VCIB 41 determines that if the fault point is (15) communication from the sub steering system 332 to the sub VCIB 42 or (16) communication from the sub VCIB 42 to the sub steering system 332, VP_Autonomy_Fault=0 and Steering_System_Degradation_Modes=0.

[0111] The processor of the sub-VCIB 42 determines that if the fault point is (15) communication from the sub-steering system 332 to the sub-VCIB 42 or (16) communication from the sub-VCIB 42 to the sub-steering system 332, VP_Autonomy_Fault=1 and Steering_System_Degradation_Modes=1.

[0112] If the fault point is the (29) sub steering system 332, the processor of the main VCIB 41 identifies VP_Autonomy_Fault=1 and Steering_System_Degradation_Modes=0.

[0113] The processor of the sub-VCIB 42 determines that if the fault point is the (29) sub-steering system 332, then VP_Autonomy_Fault=1 and Steering_System_Degradation_Modes=1.

[0114] The processor of the main VCIB 41 identifies VP_Autonomy_Fault=1 and Steering_System_Degradation_Modes=0 if the fault point is (21) communication from the main steering system 331 to the secondary steering system 332 or (22) communication from the secondary steering system 332 to the main steering system 331.

[0115] The processor of the sub VCIB 42 determines that if the fault point is (21) communication from the main steering system 331 to the sub steering system 332 or (22) communication from the sub steering system 332 to the main steering system 331, VP_Autonomy_Fault=1 and Steering_System_Degradation_Modes=0.

[0116] Returning to FIG. 3, the processors of the VCIBs 41 and 42 each transmit the steering specification information to the ADK 10 via the main communication bus 43 and the sub-communication bus 44 (step S224).

[0117] In the ADK 10, the processor of the computer 111 of the ADS 11 determines whether or not steering identification information has been received from the VP 20 (step S123). If it determines that identification information has not been received (NO in step S123), the processor of the computer 111 of the ADS 11 returns the processing to be executed to the upper process that called this steering command processing.

[0118] On the other hand, if it is determined that the identification information has been received (YES in step S123), the processor of the computer 111 of the ADS11 calculates a steering command value according to the current driving plan using the steering ability value identified by the received steering identification information (step S124).

[0119] 8, if the values ​​of VP_Autonomy_Fault and Steering_System_Degradation_Modes included in the identification information received from the main VCIB 41 are 1 and 1, and the values ​​of VP_Autonomy_Fault and Steering_System_Degradation_Modes included in the identification information received from the sub VCIB 42 are 0 and 0, the processor of the computer 111 determines that the capacity value of the main brake system 321 is 0% and the capacity value of the sub brake system 322 is 100%. In this case, the main VCIB 41 cannot transmit a control command to the main steering system 331, but communication is possible between the main steering system 331 and the sub steering system 332. Therefore, by transmitting a sub-side steering command value from the sub steering system 332 to the main steering system 331, 100% torque of the steering motor 333 can be generated by the sub-side steering command value alone.

[0120] If the values ​​of VP_Autonomy_Fault and Steering_System_Degradation_Modes included in the identification information received from the main VCIB41 are 1 and 1, and the values ​​of VP_Autonomy_Fault and Steering_System_Degradation_Modes included in the identification information received from the sub VCIB42 are 1 and 0, the processor of the computer 111 determines that the capacity value of the main steering system 331 is 0% and the capacity value of the sub steering system 332 is 50%G.

[0121] If the values ​​of VP_Autonomy_Fault and Steering_System_Degradation_Modes included in the identification information received from the main VCIB41 are 0 and 0, and the values ​​of VP_Autonomy_Fault and Steering_System_Degradation_Modes included in the identification information received from the sub VCIB42 are 1 and 1, the processor of the computer 111 determines that the capacity value of the main steering system 331 is 100% and the capacity value of the sub steering system 332 is 0%.

[0122] If the values ​​of VP_Autonomy_Fault and Steering_System_Degradation_Modes included in the identification information received from the main VCIB41 are 1 and 0, and the values ​​of VP_Autonomy_Fault and Steering_System_Degradation_Modes included in the identification information received from the sub VCIB42 are 1 and 1, the processor of the computer 111 determines that the capacity value of the main steering system 331 is 50% and the capacity value of the sub steering system 332 is 0%.

[0123] If the values ​​of VP_Autonomy_Fault and Steering_System_Degradation_Modes included in the identification information received from the main VCIB41 are 1 and 0, and the values ​​of VP_Autonomy_Fault and Steering_System_Degradation_Modes included in the identification information received from the sub VCIB42 are 1 and 0, the processor of the computer 111 determines that the capacity value of the main steering system 331 is 100% and the capacity value of the sub steering system 332 is 100%.

[0124] Returning to Figure 3, the processor of the computer 111 of the ADS11 calculates a steering command value according to the current driving plan so that it is within the range of the steering capability value thus identified, sends a steering command command to the VP20 to instruct the calculated steering command value (step S125), and returns the processing to be executed to the higher-level processing that called this steering command processing.

[0125] In the VP 20, the processors of the VCIBs 41 and 42 each determine (step S225) whether or not a steering command has been received from the ADK 10. If it is determined that a steering command has not been received (NO in step S225), the processors of the VCIBs 41 and 42 each return the processing to be executed to the upper process that called this steering control processing.

[0126] If it is determined that a steering command has been received (YES in step S225), the processors of the VCIBs 41 and 42 control the steering systems 331 and 332, respectively, in accordance with the steering command (step S226), and return the processing to be executed to the higher-level processing that called this steering control processing.

[0127] [Variations] (1) In the above-described embodiment, the VCIBs 41 and 42 directly control each functional unit of the base vehicle 30, such as the brake systems 321 and 322 and the steering systems 331 and 332. However, this is not limiting, and each functional unit may have its own ECU, and the VCIB 40 may issue a control command to the ECU of each functional unit, and the ECU may control the functional unit in accordance with the control command, thereby indirectly controlling the functional unit.

[0128] (2) In the above-described embodiment, the motion control 50 is provided on the main side as shown in Figures 4 and 7. However, this is not limiting, and the motion control 50 may not be provided on the main side. Alternatively, the motion control may be provided on the sub side.

[0129] (3) In the above-described embodiment, as shown in step S214 in Fig. 3 and step S224 in Fig. 6, the main VCIB 41 and the sub VCIB 42 transmit to the ADK 10 identification information capable of identifying the capability value of a specific system such as the brake system 32 or the steering system 33. However, without being limited to this, the main VCIB 41 and the sub VCIB 42 may transmit the capability value of the specific system itself to the ADK 10.

[0130] (4) The above-described embodiments can be considered as disclosures of devices such as vehicle 1, ADK10, ADS11, VP20, base vehicle 30, or VCIB40, and can be considered as disclosures of control methods or control programs for these devices.

[0131] [summary] (1) As shown in Figures 1 and 2, vehicle 1 is configured to be capable of automatic driving and is equipped with VP20 including specific systems (e.g., brake system 32, steering system 33) that perform specific functions of vehicle 1, ADK10 that issues instructions for automatic driving and is detachable from VP20, main communication bus 43, sub-communication bus 44, main VCIB41 that is configured to be able to communicate with ADK10 via main communication bus 43 and issues control instructions to the specific systems in accordance with instructions from ADK10, and sub-VCIB42 that is configured to be able to communicate with ADK10 via sub-communication bus 44 and issues control instructions to the specific systems in accordance with instructions from ADK10.

[0132] As shown in Figures 3 to 8, when an abnormality occurs in VP20, the main VCIB41 outputs identification information capable of identifying the capability value of a specific system to ADK10 via the main communication bus 43 (for example, step S214 in Figure 3, step S224 in Figure 6), while the sub VCIB42 outputs identification information to ADK10 via the sub communication bus 44 (for example, step S214 in Figure 3, step S224 in Figure 6).

[0133] This allows ADK10 to determine whether it has received the identification information capable of identifying the capability value of a specific system from the main communication bus 43 or the sub-communication bus 44 when an abnormality occurs in VP20. As a result, ADK10 can appropriately determine whether to issue an autonomous driving command from the main communication bus 43 or the sub-communication bus 44 based on the capability value of the specific system.

[0134] (2) As shown in Figures 1 to 5, the specific system is a brake system 32 for executing the specific function of braking VP20, and the brake system 32 includes a main brake system 321 and a sub brake system 322, each of which can brake VP20, and the main VCIB 41 can issue control instructions directly to the main brake system 321, and the sub VCIB 42 can issue control instructions directly to the main brake system 321 and the sub brake system 322, and the main VCIB 41 can output a capacity value corresponding to whether or not the function of the brake systems 321, 322 has failed, depending on the fault point in the control system, and the sub VCIB 42 can output specific information corresponding to whether the brake systems 321, 322 have not failed, a deterioration in the function of the main brake system 321, and a deterioration in the function of the sub brake system 322, depending on the fault point.

[0135] This allows the ADK10 to determine whether, in the event of an abnormality in the VP20, the identification information capable of identifying the capacity values ​​of the brake systems 321, 322 has been received from the main communication bus 43 or the sub-communication bus 44. As a result, the ADK10 can appropriately determine, based on the capacity values ​​of the brake systems 321, 322, from which to issue an automatic driving command to the brake systems 321, 322, from the main communication bus 43 or the sub-communication bus 44.

[0136] (3) As shown in Figures 1, 2 and 6 to 8, the specific system is a steering system 33, 331, 332 for executing the function of steering VP20 as a specific function, the steering system 33 includes a steering motor 333 that generates a steering force for VP20, the main VCIB 41 is capable of issuing a control instruction to control a portion (e.g., 50%) of the torque generated by the steering motor 333, and the sub VCIB 42 is capable of issuing a control instruction to control the remaining portion (e.g., 50%) of the torque generated by the steering motor 333, the main VCIB 41 is capable of outputting a performance value corresponding to whether or not the function of the steering systems 331, 332 has failed depending on the fault point in the control system, and the sub VCIB 42 is capable of outputting specific information corresponding to whether or not the function of the steering systems 331, 332 has failed depending on the fault point.

[0137] This allows the ADK10 to grasp whether, in the event of an abnormality in the VP20, the identification information capable of identifying the capacity values ​​of the steering systems 331, 332 has been received from the main communication bus 43 or the sub-communication bus 44. As a result, the ADK10 can appropriately determine, based on the capacity values ​​of the steering systems 331, 332, from which to issue an automatic driving command to the steering systems 331, 332, from the main communication bus 43 or the sub-communication bus 44.

[0138] 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.

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[0220] TIFF0007810090000082.tif208144 [Explanation of symbols]

[0221] 1 Vehicle, 10 Autonomous Driving Kit (ADK), 11 Autonomous Driving System (ADS), 20 Vehicle Platform (VP), 30 Base Vehicle, 31 Integrated Control Manager, 32, 321, 322 Brake System, 33, 331, 332 Steering System, 34 Powertrain System, 35 Active Safety System, 36 Body System, 40-42 Vehicle Control Interface Box (VCIB), 43, 44 Communication Bus, 50 Motion Control, 51, 52 Wheel Speed ​​Sensor, 53 Pinion Angle Sensor, 54 Camera, 55, 56 Radar Sensor, 111 Computer, 111A, 111B Communication Module, 112 HMI, 113 Recognition Sensor, 114 Attitude Sensor, 115 Sensor Cleaner, 333 Steering Motor, 341 EPB System, 342 P-Lock System, 343 Propulsion System.

Claims

1. A vehicle platform configured to be capable of automatic driving, with an automatic driving kit that issues instructions for automatic driving detachable, a specific system for performing a specific function of the vehicle platform; The main bus and Subbass and a main vehicle control interface box configured to be able to communicate with the autonomous driving kit via the main bus and to issue control instructions to the specific system in accordance with instructions from the autonomous driving kit; a sub-vehicle control interface box configured to be able to communicate with the autonomous driving kit via the sub-bus and to issue a control instruction to the specific system in accordance with an instruction from the autonomous driving kit; When an abnormality occurs in the vehicle platform, the main vehicle control interface box outputs identification information capable of identifying a capability value of the specific system to the autonomous driving kit via the main bus, while the sub-vehicle control interface box outputs the identification information to the autonomous driving kit via the sub-bus; the specific system is a brake system for performing the specific function of braking the vehicle platform; the braking system includes a main section and a sub-section, each capable of braking the vehicle platform; The main vehicle control interface box can directly issue control instructions to the main part; The sub-vehicle control interface box can directly issue control instructions to the main part and the sub part; the main vehicle control interface box is capable of outputting the identification information corresponding to whether or not the brake system has failed in function depending on a fault point in the control system; A vehicle platform, wherein the sub-vehicle control interface box is capable of outputting the identification information corresponding to each of the following depending on the fault point: that the brake system is not failing, a deterioration in the functionality of the main part, and a deterioration in the functionality of the sub-part.

2. A vehicle platform configured to be capable of automatic driving, with an automatic driving kit that issues instructions for automatic driving detachable, a specific system for performing a specific function of the vehicle platform; The main bus and Subbass and a main vehicle control interface box configured to be able to communicate with the autonomous driving kit via the main bus and to issue control instructions to the specific system in accordance with instructions from the autonomous driving kit; a sub-vehicle control interface box configured to be able to communicate with the autonomous driving kit via the sub-bus and to issue a control instruction to the specific system in accordance with an instruction from the autonomous driving kit; When an abnormality occurs in the vehicle platform, the main vehicle control interface box outputs identification information capable of identifying a capability value of the specific system to the autonomous driving kit via the main bus, while the sub-vehicle control interface box outputs the identification information to the autonomous driving kit via the sub-bus; the specific system is a steering system for performing the specific function of steering the vehicle platform; the steering system includes a motor that generates steering forces for the vehicle platform; the main vehicle control interface box is capable of issuing a control command to control a portion of the torque generated by the motor; the sub-vehicle control interface box is capable of issuing a control command to control a remaining portion of the torque generated by the motor; the main vehicle control interface box is capable of outputting the identification information corresponding to whether or not the steering system has failed in function depending on a fault point in the control system; The sub-vehicle control interface box is capable of outputting the identification information corresponding to whether or not the steering system has failed depending on the fault point.

3. A vehicle configured to be capable of automatic driving, A vehicle comprising the vehicle platform according to claim 1 or 2 and the autonomous driving kit.

4. An autonomous driving kit that can be attached to and detached from a vehicle platform configured to enable autonomous driving and issues instructions for autonomous driving, The vehicle platform includes: a specific system for performing a specific function of the vehicle platform; The main bus and Subbass and a main vehicle control interface box configured to be able to communicate with the autonomous driving kit via the main bus and to issue control instructions to the specific system in accordance with instructions from the autonomous driving kit; a sub-vehicle control interface box configured to be able to communicate with the autonomous driving kit via the sub-bus and to issue a control instruction to the specific system in accordance with an instruction from the autonomous driving kit; When an abnormality occurs in the vehicle platform, the autonomous driving kit receives, from the main vehicle control interface box via the main bus, identification information capable of identifying a capability value of the specific system, and also receives the identification information from the sub-vehicle control interface box via the sub-bus; the specific system is a brake system for performing the specific function of braking the vehicle platform; the braking system includes a main section and a sub-section, each capable of braking the vehicle platform; The main vehicle control interface box can directly issue control instructions to the main part; The sub-vehicle control interface box can directly issue control instructions to the main part and the sub part; the autonomous driving kit is capable of receiving, from the main vehicle control interface box, the identification information corresponding to whether or not the brake system has failed in function depending on a fault point in the control system; The autonomous driving kit is capable of receiving the identification information from the sub-vehicle control interface box, which corresponds to each of the fact that the brake system is not malfunctioning, the deterioration of the function of the main part, and the deterioration of the function of the sub-part, depending on the fault point.

5. An autonomous driving kit that can be attached to and detached from a vehicle platform configured to enable autonomous driving and issues instructions for autonomous driving, The vehicle platform includes: a specific system for performing a specific function of the vehicle platform; The main bus and Subbass and a main vehicle control interface box configured to be able to communicate with the autonomous driving kit via the main bus and to issue control instructions to the specific system in accordance with instructions from the autonomous driving kit; a sub-vehicle control interface box configured to be able to communicate with the autonomous driving kit via the sub-bus and to issue a control instruction to the specific system in accordance with an instruction from the autonomous driving kit; When an abnormality occurs in the vehicle platform, the autonomous driving kit receives, from the main vehicle control interface box via the main bus, identification information capable of identifying a capability value of the specific system, and also receives the identification information from the sub-vehicle control interface box via the sub-bus; the specific system is a steering system for performing the specific function of steering the vehicle platform; the steering system includes a motor that generates steering forces for the vehicle platform; the main vehicle control interface box is capable of issuing a control command to control a portion of the torque generated by the motor; the sub-vehicle control interface box is capable of issuing a control command to control a remaining portion of the torque generated by the motor; the autonomous driving kit is capable of receiving, from the main vehicle control interface box, the identification information corresponding to whether or not the steering system has failed in function depending on a fault point in a control system; The autonomous driving kit is capable of receiving the identification information corresponding to whether or not the function of the steering system has failed depending on the fault point from the sub-vehicle control interface box.

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