vehicle

Abstract

To achieve both convenience and travel stability of a vehicle allowing automated driving.SOLUTION: A vehicle includes a vehicle platform for receiving a command from an automated driving kit. The vehicle platform includes: a steering wheel operated by a driver of the vehicle; a steering motor for generating torque for varying an angle of a front wheel of the vehicle; and a first control device for controlling the steering motor. During automated driving of the vehicle, the vehicle platform receives a front wheel steering angle command value requested by the automated driving kit. During the automated driving of the vehicle, the first control device classifies driver intervention in the steering wheel into one of a plurality of categories, and controls the torque of the steering motor in consideration of the driver's steering intention upon occurrence of driver operation onto the steering wheel.SELECTED DRAWING: Figure 13

Description

Technical Field

[0001] This disclosure relates to a vehicle capable of autonomous driving.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2019-177808 (Patent Document 1) discloses a vehicle with an autonomous driving kit attached to the rooftop. The vehicle incorporates a control device that performs autonomous driving control based on control information from the autonomous driving kit. The autonomous driving kit includes a computer installed with autonomous driving control software, a camera, and a sensor.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The vehicle described in the above Patent Document 1 performs autonomous driving according to commands from the autonomous driving kit. However, during autonomous driving, the driver may sometimes operate the vehicle. Patent Document 1 does not mention how the vehicle behaves when the driver operates the vehicle during autonomous driving. If a vehicle during autonomous driving always ignores an operation from the driver (for example, a steering wheel operation), it may lead to a deterioration in the convenience of the vehicle. On the other hand, if a vehicle during autonomous driving always gives priority to an operation from the driver over a command from the autonomous driving kit when it receives an operation from the driver, the driving stability of the vehicle may deteriorate.

[0005] This disclosure has been made to solve the above problems, and its object is to achieve both convenience and driving stability of a vehicle capable of autonomous driving.

Means for Solving the Problems

[0006] In accordance with one aspect of this disclosure, the following vehicles are provided: (Section 1) The vehicle is equipped with a vehicle platform that receives commands from an autonomous driving kit. The vehicle platform includes a steering wheel operated by the driver of the vehicle, a steering motor that generates torque to change the angle of the vehicle's front wheels, and a first control device that controls the steering motor. The vehicle platform is configured to receive a front wheel steering angle command value requested from the autonomous driving kit during autonomous driving of the vehicle. The first control device is configured to classify driver intervention on the steering wheel into one of several categories during autonomous driving of the vehicle, and to control the torque of the steering motor in consideration of the driver's steering intent when a driver operation on the steering wheel occurs.

[0007] With the above configuration, when a driver input is made to the steering wheel during autonomous driving, it becomes possible to control the torque of the steering motor in consideration of the driver's steering intent. By having the autonomous driving kit (device) and the driver (human) work together to perform steering, it becomes easier to achieve both convenience and driving stability in autonomously driven vehicles.

[0008] The vehicle described in paragraph 1 above may have the configuration described in any one of paragraphs 2 to 10 below.

[0009] (Paragraph 2) In the vehicles described in Paragraph 1, the multiple categories include a first category in which there is no steering wheel operation or only minor operation, a second category in which the steering wheel operation is greater than that of the first category, and a third category in which the steering wheel operation is greater than that of the second category.

[0010] According to the above configuration, the first control device can more easily distinguish the driver's steering intentions based on the first to third categories.

[0011] (3) In the vehicle described in paragraph 1 or 2, the vehicle platform further includes a torque sensor for detecting steering torque input from the driver of the vehicle to the steering wheel. The first control device is configured to classify driver intervention into one of the above-mentioned categories based on the steering torque.

[0012] According to the above configuration, the first control unit can more easily grasp the driver's steering intention based on the results of the above classification. For example, if the driver intervention is classified into category 1, the driver's steering intention is likely to be to maintain a straight line. If the driver intervention is classified into category 2, the driver's steering intention is likely to be to change lanes. If the driver intervention is classified into category 3, the driver's steering intention is likely to be to avoid obstacles.

[0013] (Article 4) In a vehicle described in any one of paragraphs 1 to 3, the first control device is configured to estimate the driver's steering intention based on the result of classifying the driver intervention into one of several categories when a driver operation to the steering wheel occurs during the automated driving of the vehicle, and to change the torque control mode of the steering motor according to the estimated driver's steering intention.

[0014] With the above configuration, the first control device can more easily control the torque of the steering motor in a control manner that corresponds to the driver's steering intention.

[0015] (Article 5) In a vehicle described in any one of paragraphs 1 to 4, the first control device is configured to selectively perform command value following control, which causes the angle of the front wheels to follow the front wheel steering angle command value from the autonomous driving kit, and driver cooperative control, which controls the torque of the steering motor taking into account the driver's steering intent, while the vehicle is in autonomous driving mode. When the first control device is performing command value following control, it prioritizes following the front wheel steering angle command value over the vehicle's cooperativeness with the driver, and when the driver cooperative control is performing, it prioritizes the vehicle's cooperativeness with the driver over following the front wheel steering angle command value.

[0016] According to the above configuration, a vehicle in autonomous driving mode can execute one steering control selected from multiple types of steering control. The vehicle in autonomous driving mode can perform highly stable autonomous driving control through command value tracking control. Furthermore, the vehicle in autonomous driving mode can perform highly convenient autonomous driving control through driver-cooperative control. Moreover, for each steering control, it is predetermined whether to prioritize tracking the front wheel steering angle command value or cooperation with the driver. This suppresses conflicts between commands from the autonomous driving kit and commands from the driver. Thus, the above configuration makes it easier to achieve both convenience and driving stability in autonomously driven vehicles. Note that driver-cooperative control may also occur when driver intervention is classified as Category 1. In driver-cooperative control, the steering system controls motor torque in cooperation with the driver, which may reduce tracking of the front wheel steering angle command value.

[0017] (Article 6) In any vehicle described in any one of paragraphs 1 to 5, the vehicle platform is configured to switch between a cooperative steering permitted state, in which cooperative steering with the driver is permitted, and a cooperative steering prohibited state, in which cooperative steering with the driver is prohibited, in response to a command from the autonomous driving kit.

[0018] When an autonomous vehicle performs coordinated steering with the driver, the vehicle's driving stability may deteriorate significantly depending on the situation. In this configuration, the autonomous driving kit can decide whether or not to allow coordinated steering with the driver depending on the situation. Therefore, this configuration makes it easier to achieve both convenience and driving stability in an autonomously driven vehicle.

[0019] (Section 7) A vehicle described in any one of Sections 1 to 6 further comprises an autonomous driving kit. The above classifications include a first classification of no steering wheel operation or only minor steering wheel operation, a second classification of greater steering wheel operation than the first classification, and a third classification of greater steering wheel operation than the second classification. The vehicle platform is configured to transmit the classification results of driver intervention to the autonomous driving kit. The autonomous driving kit comprises a second control unit that uses the classification results of driver intervention to determine commands for autonomous driving control.

[0020] With the above configuration, the autonomous driving kit can more easily perform autonomous driving control that takes driver intervention into consideration.

[0021] (Clause 8) In the vehicle described in paragraph 7, the commands relating to the automatic driving control include a cooperative steering command that instructs whether to set the vehicle platform to a cooperative-permitted state in which cooperative steering with the driver is permitted, or a cooperative-prohibited state in which cooperative steering with the driver is prohibited. If the vehicle platform is in the cooperative-permitted state and the driver intervention is classified into category 1, the second control unit determines whether to set the vehicle platform to the cooperative-prohibited state. If the vehicle platform is in the cooperative-prohibited state and the driver intervention is classified into category 2, the second control unit is configured to determine whether to set the vehicle platform to the cooperative-permitted state.

[0022] If driver intervention is classified as Category 2, it is highly likely that the driver is ready to drive. If driver intervention is classified as Category 1, it is possible that the driver does not intend to intervene in steering (does not intend to drive). With the above configuration, the autonomous driving kit can more easily switch between the cooperative permission state and the cooperative prohibition state appropriately.

[0023] (Item 9) In the vehicle according to Item 7, the command related to the automatic driving control includes a vehicle mode command that requires the vehicle platform to switch between an automatic mode in which the vehicle platform is under the control of the automatic driving kit and a manual mode in which the vehicle is under the control of the driver. When the driver intervention is classified into the third category in the automatic mode, the second control device determines whether to switch from the automatic mode to the manual mode.

[0024] When the driver intervention is classified into the third category, there is a possibility that the driver desires to drive manually. According to the above configuration, it becomes easier for the automatic driving kit to appropriately switch between the automatic mode and the manual mode.

[0025] (Item 10) In the vehicle according to any one of Items 7 to 9, the vehicle platform includes a base vehicle including a steering wheel, a steering motor, and a first control device, and a vehicle control interface box including a third control device configured to be communicable with both the first control device and the second control device. The first control device is configured to transmit vehicle information related to the base vehicle to the third control device. For the communication between the second control device and the third control device, an API (Application Program Interface) signal defined by the API is used. The API signal includes an API command indicating a command for the base vehicle and an API status indicating the state of the base vehicle. The third control device is configured to convert the API command from the second control device into a signal executable by the first control device and transmit the converted signal to the first control device. The third control device is configured to obtain the API status using the vehicle information from the first control device and transmit the obtained API status to the second control device.

[0026] According to the above configuration, it becomes possible to use signals of different methods on the base vehicle side and the autonomous driving kit side of the vehicle control interface box. Developers of the autonomous driving kit only need to consider the signals on the autonomous driving kit side (API signals). Therefore, the development of the autonomous driving kit is promoted. The software of the developed autonomous driving kit may be sequentially updated by OTA (Over The Air).

[0027] According to an embodiment, a program for causing a vehicle to execute the control according to any one of claims 1 to 10 is provided. According to another embodiment, a control device including a storage device storing the program and a processor that executes the program is provided. According to still another embodiment, a computer device that distributes the program is provided.

Advantages of the Invention

[0028] [ According to the present disclosure, it becomes possible to achieve both convenience and driving stability of a vehicle capable of autonomous driving.

Brief Description of the Drawings

[0029] [Figure 1] It is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present disclosure. [Figure 2] It is a diagram showing details of the control system of the vehicle shown in FIG. 1. [Figure 3] In the control system shown in FIG. 2, it is a diagram for explaining the functions of each of the first control device provided in the base vehicle, the second control device provided in the autonomous driving kit, and the third control device provided in the vehicle control interface box. [Figure 4] It is a diagram showing the configuration of the steering system shown in FIG. 2. [Figure 5] It is a diagram showing a first example of the structure of the steering mechanism shown in FIG. 4. [Figure 6] It is a diagram showing a second example of the structure of the steering mechanism shown in FIG. 4. [Figure 7]Figure 2 is a flowchart illustrating the automatic driving control provided by the second control unit (ADK-1) of the automatic driving kit shown. [Figure 8] Figure 2 is a flowchart illustrating the automatic driving control provided by the second control unit (ADK-2) of the automatic driving kit shown. [Figure 9] This flowchart shows an example of automated driving control performed by the first control device of the base vehicle shown in Figure 2, in accordance with commands from the automated driving kit. [Figure 10] This figure illustrates the driver intervention status used in steering control according to an embodiment of the present disclosure. [Figure 11] Figure 7 is a flowchart showing an example of the process related to driver intervention determination performed in the control shown in Figure 7. [Figure 12] Figure 9 is a flowchart showing an example of steering control performed in the automated driving control system. [Figure 13] Figure 12 is a flowchart showing an example of driver-cooperative control performed in steering control. [Figure 14] This is a flowchart illustrating the process related to setting the driver intervention status, which is performed in the control shown in Figure 7. [Figure 15] This flowchart explains the setting of cooperative steering commands based on the driver intervention status set by the process shown in Figure 14. [Figure 16] This flowchart explains the vehicle mode command settings based on the driver intervention status set by the process shown in Figure 14. [Modes for carrying out the invention]

[0030] The embodiments of this disclosure will be described in detail below with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

[0031] Figure 1 is a diagram showing the schematic configuration of a vehicle according to an embodiment of the present disclosure. Referring to Figure 1, the vehicle 1 comprises a vehicle platform (hereinafter referred to as "VP (Vehicle Platform)") 100 and an autonomous driving kit (hereinafter referred to as "ADK (Autonomous Driving Kit)") 200. The VP 100 includes a vehicle control interface box (hereinafter referred to as "VCIB (Vehicle Control Interface Box)") 110 and a base vehicle 120. By adding the VCIB 110 to the base vehicle 120, a VP 100 is formed to which the ADK 200 can be attached and detached. Then, by attaching the ADK 200 to the VP 100, the vehicle 1 is completed. In Figure 1, the base vehicle 120 and the ADK 200 are shown in separate positions, but the ADK 200 is actually attached to the base vehicle 120. In this embodiment, the ADK 200 is attached to the rooftop of the base vehicle 120. However, the mounting position of the ADK 200 can be changed as appropriate.

[0032] The base vehicle 120 is, for example, a commercially available xEV (electric vehicle). The base vehicle 120 is equipped with a steering wheel 161. In this embodiment, a BEV (battery electric vehicle) is used as the base vehicle 120. However, it is not limited to this, and the base vehicle 120 may be an xEV other than a BEV (HEV, PHEV, FCEV, etc.). The number of wheels on the base vehicle 120 is, for example, four wheels. However, it is not limited to this, and the number of wheels may be three or five or more.

[0033] The VCIB110 is configured to communicate with both the base vehicle 120 and the ADK200 via a communication bus. These physical communications may utilize a CAN (Controller Area Network).

[0034] The base vehicle 120 comprises an integrated control manager 130 and various systems and sensors for controlling the base vehicle 120. The integrated control manager 130 functions as a control device. The integrated control manager 130 may also incorporate a computer with a processor and memory. The integrated control manager 130 integrates and controls various systems involved in the operation of the base vehicle 120 based on signals (sensor detection signals) from various sensors included in the base vehicle 120.

[0035] The base vehicle 120 is equipped with wheel speed sensors 127A and 127B. Wheel speed sensor 127A is installed on the front wheels of the base vehicle 120 and detects the rotational speed of the front wheels. Wheel speed sensor 127B is installed on the rear wheels of the base vehicle 120 and detects the rotational speed of the rear wheels. The ECU of the brake system 121 outputs the rotational direction and rotational speed of each wheel detected by the wheel speed sensors 127A and 127B to the integrated control manager 130. The integrated control manager 130 may determine the driving speed (vehicle speed) of vehicle 1 based on the detection signals from the wheel speed sensors 127A and 127B.

[0036] The base vehicle 120 includes a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a body system 126. These systems are integrated and controlled by an integrated control manager 130. In this embodiment, each system includes a control unit. The control unit of each system may incorporate a computer with a processor and memory. The control unit of each system communicates with the integrated control manager 130 via an in-vehicle network (e.g., CAN). Hereinafter, the control unit of each system will be referred to as an "ECU (Electronic Control Unit)".

[0037] For example, the active safety system 125 includes an ECU that determines the possibility of a collision with a moving vehicle 1. The base vehicle 120 is equipped with a camera 129A and radar sensors 129B and 129C that detect the surrounding conditions, including the front and rear of the vehicle 1. The ECU of the active safety system 125 uses signals received from the camera 129A and radar sensors 129B and 129C to determine whether or not there is a possibility of a collision. If the active safety system 125 determines that there is a possibility of a collision, the integrated control manager 130 outputs a braking command to the brake system 121 to increase the braking force of the vehicle 1. The base vehicle 120 according to this embodiment is equipped with the active safety system 125 from the beginning (at the time of shipment). However, it is not limited to this, and an active safety system that can be retrofitted to the base vehicle may be adopted.

[0038] The body system 126 comprises body components (e.g., turn signals, horns, and wipers) and an ECU that controls the body components. In manual mode, the ECU of the body system 126 controls the body components according to user operation, and in automatic mode, it controls the body components according to commands from the ADK200.

[0039] Details of the brake system 121, steering system 122, and powertrain system 123 will be described later (see Figure 2), but vehicle 1 is configured to operate autonomously using these systems. VCIB110 functions as a vehicle control interface. When vehicle 1 is driving autonomously, the base vehicle 120 and ADK200 exchange signals via VCIB110, and the base vehicle 120 performs driving control in automatic mode (i.e., autonomous driving control) according to commands from ADK200. However, even with ADK200 removed, the base vehicle 120 can be driven by a driver (user). When the base vehicle 120 is driven alone, it performs driving control in manual mode (i.e., driving control according to driver operation). Automatic mode and manual mode may be switched according to instructions from the vehicle administrator or an external server.

[0040] Vehicle 1 described above may be used for MaaS (Mobility as a Service). Services may be provided by a MaaS system including MSPF (Mobility Service Platform). MSPF is a unified platform to which various mobility services (e.g., various mobility services provided by ride-sharing operators, car-sharing operators, insurance companies, rental car operators, taxi operators, etc.) are connected. The MaaS system may further include a management server that manages and publishes information for mobility services. The management server manages information on various mobility services and may provide information (e.g., APIs and information on inter-mobility cooperation) in response to requests from operators. Service providers can use various functions provided by MSPF using APIs published on MSPF. For example, APIs necessary for ADK development are published on MSPF. The management server and each operator's terminal may share a database on a blockchain.

[0041] Figure 2 shows the details of the control system of vehicle 1. Referring to Figure 2 together with Figure 1, ADK200 includes an autonomous driving system (hereinafter referred to as "ADS (Autonomous Driving System)") 210 for autonomous driving of vehicle 1. ADS210 includes a computer assembly (hereinafter referred to as "ADSCOM") 211, a recognition sensor 212, a posture sensor 213, a sensor cleaner 216, and an HMI (Human Machine Interface) 218.

[0042] ADSCOM211 includes a first computer module (hereinafter referred to as "first ADC") 211A and a second computer module (hereinafter referred to as "second ADC") 211B. Each of the first ADC211A and second ADC211B is equipped with a processor and a storage device for storing autonomous driving software using an API, and is configured so that the autonomous driving software can be executed by the processor. The autonomous driving software performs control related to autonomous driving. The autonomous driving software may be updated sequentially by OTA (Over The Air). The first ADC211A corresponds to the main control unit of ADK200, and the second ADC211B corresponds to the sub-control unit of ADK200. Hereinafter, the first ADC211A and the second ADC211B may be referred to as "ADK-1" and "ADK-2," respectively.

[0043] The recognition sensor 212 includes a sensor that acquires information indicating the external environment of the vehicle 1 (hereinafter also referred to as "environmental information"). The recognition sensor 212 acquires the environmental information of the vehicle 1 and outputs the environmental information to the ADSCOM 211. In this embodiment, the recognition sensor 212 includes a camera that images the area around the vehicle 1 (including the front and rear) and an obstacle detector (e.g., millimeter-wave radar and / or lidar) that detects obstacles using electromagnetic waves or sound waves. The ADSCOM 211 can recognize the external environment of the vehicle 1 using the environmental information received from the recognition sensor 212. For example, the ADSCOM 211 can recognize people, objects (other vehicles, pillars, guardrails, etc.), and lines on the road (e.g., center lines). Artificial intelligence (AI) or an image processing processor may be used for recognition. The ADSCOM 211 uses the environmental information for automated driving control.

[0044] The attitude sensor 213 acquires information regarding the attitude of the vehicle 1 (hereinafter also referred to as "attitude information") and outputs the attitude information to the ADSCOM 211. The attitude sensor 213 includes various sensors that detect the acceleration, angular velocity, and position of the vehicle 1. In this embodiment, the attitude sensor 213 includes an IMU (Inertial Measurement Unit) and a positioning sensor. The IMU detects the acceleration of the vehicle 1 in the longitudinal, lateral, and vertical directions, as well as the angular velocity of the vehicle 1 in the roll, pitch, and yaw directions. The positioning sensor detects the position of the vehicle 1 using a positioning system such as GPS (Global Positioning System). The ADSCOM 211 uses the attitude information for automatic driving control.

[0045] The sensor cleaner 216 is a device that removes dirt from sensors (e.g., recognition sensor 212) that are exposed to the outside air outside the vehicle. For example, the sensor cleaner 216 may be configured to clean the camera lens and the output port of an obstacle detector using a cleaning solution and a wiper.

[0046] The HMI218 is a device for the user and ADSCOM211 to exchange information. The HMI218 includes an input device and a notification device. Through the HMI218, the user can give instructions or requests to ADSCOM211 and change the values ​​of parameters used in the autonomous driving software (only those that are permitted to be changed). The HMI218 may be a touch panel display that combines the functions of both an input device and a notification device.

[0047] In vehicle 1, the control system for the vehicle's behavior (driving, stopping, turning) has redundancy. The first ADC211A and the second ADC211B give instructions to the main control system and the sub-control system, respectively. Even if a malfunction occurs in one of the multiple control systems, the other control system will operate normally, and appropriate control will be executed. In this embodiment, the control system on the VP100 side also has redundancy. However, the function for accelerating vehicle 1 does not have redundancy.

[0048] The brake system 121 includes brake control units 121A and 121B. The steering system 122 includes steering control units 122A and 122B. The powertrain system 123 includes an EPB (Electric Parking Brake) control unit 123A, a P-Lock (parking lock) control unit 123B, and a propulsion control unit 123C. Each of these control units includes an ECU. The VCIB 110 includes a first control unit (hereinafter referred to as "first VCIB") 111A and a second control unit (hereinafter referred to as "second VCIB") 111B. Each of these control units may include a computer equipped with a processor and a memory device. The first VCIB 111A corresponds to the main control unit of the VCIB 110, and the second VCIB 111B corresponds to the sub-control unit of the VCIB 110. The first VCIB 111A and the second VCIB 111B are configured to communicate with the first ADC 211A and the second ADC 211B, respectively. The first VCIB111A is configured to communicate with each of the following: the brake control unit 121A, the steering control unit 122A, the EPB control unit 123A, the P-Lock control unit 123B, the propulsion control unit 123C, and the body system 126. The first VCIB111A may communicate directly with each of these systems, or it may communicate via the integrated control manager 130 shown in Figure 1. The second VCIB111B is configured to communicate with each of the following: the brake control unit 121B, the steering control unit 122B, and the P-Lock control unit 123B. The second VCIB111B may communicate directly with each of these systems, or it may communicate via the integrated control manager 130 shown in Figure 1. Hereafter, the first VCIB111A and the second VCIB111B may be referred to as "VCIB-1" and "VCIB-2," respectively.

[0049] The brake system 121 includes a braking device and brake control units 121A and 121B. The braking device comprises a braking member that applies braking force to the wheels and an actuator that drives the braking member. An example of a braking device is a hydraulic disc brake system. Each brake control unit includes an ECU that controls the braking device. The braking device further includes an operating unit (e.g., a brake pedal) that receives brake operations from the driver. In manual mode, the ECU controls the braking device according to the driver's operation. Each brake control unit further includes a motion manager, which will be described later (see Figure 3).

[0050] The steering system 122 includes a steering device and steering control units 122A and 122B. Each steering control unit includes an ECU that controls the steering device. The steering device includes an operating unit (in this embodiment, the steering wheel 161 shown in Figure 1) that receives steering input from the driver. In manual mode, the ECU controls the steering device according to the driver's input. Details of the steering device configuration will be described later (see Figures 4 to 6).

[0051] The powertrain system 123 includes a shift device, a vehicle drive device, an EPB device, a P-Lock device, an EPB control unit 123A, a P-Lock control unit 123B, and a propulsion control unit 123C.

[0052] The shift device is configured to determine the shift range and switch the propulsion direction and transmission mode of the base vehicle 120 according to the determined shift range. The shift device includes various gears (transmission mechanism) that switch according to the shift range. In addition to the transmission mechanism, the shift device further includes an operating unit (e.g., a shift lever) that accepts shift operations from the driver. In manual mode, the shift range switches according to the driver's operation.

[0053] The vehicle drive system is configured to impart propulsion in the direction of propulsion indicated by the shift range. The vehicle drive system comprises a battery and a drive motor powered by the battery. The drive motor uses power from the battery to rotate the drive wheels of the base vehicle 120. The vehicle drive system further comprises an operating unit (e.g., an accelerator pedal) that receives accelerator input from the driver.

[0054] The EPB device is configured to apply braking force to the wheels using an electric actuator (motor) to lock the wheels in place. The EPB device is installed on the traction transmission of the base vehicle 120, separately from the aforementioned braking device. In addition to the braking mechanism and electric actuator, the EPB device further includes an operating unit (e.g., an EPB switch) that receives EPB requests from the driver.

[0055] The P-Lock device is configured to mechanically fix the rotational position of the transmission's output shaft by means of a parking lock pole that can be driven by an actuator. The P-Lock device may also have the parking lock pole fitted to a gear (lock gear) that connects to a rotating element within the transmission. In addition to the parking lock mechanism and actuator, the P-Lock device further includes an operating unit (e.g., a handbrake lever) that accepts parking commands from the driver.

[0056] The EPB control unit 123A includes an ECU that controls the EPB device and the shift device. The P-Lock control unit 123B includes an ECU that controls the P-Lock device and the shift device. The propulsion control unit 123C includes an ECU that controls the vehicle drive system and the shift device. In manual mode, these ECUs control the vehicle drive system, shift device, EPB device, and P-Lock device according to driver operation.

[0057] Figure 3 is a diagram illustrating the functions of the various control devices provided by the VCIB110, the base vehicle 120, and the ADK200, respectively. Referring to Figure 3 in conjunction with Figures 1 and 2, the brake control units 121A and 121B each include motion managers 141A and 141B and brake ECUs 142A and 142B, respectively. These function as control devices. The first VCIB111A is configured to communicate with both the first ADC211A and the motion manager 141A. The second VCIB111B is configured to communicate with both the second ADC211B and the motion manager 141B. Furthermore, the second VCIB111B is configured to communicate directly with the ECU of the P-Lock control unit 123B shown in Figure 2, and the steering ECU 151B (see Figure 4), which will be described later.

[0058] In this embodiment, various control devices provided by the base vehicle 120 function individually or in cooperation as the "first control device" according to the disclosure. Furthermore, the first ADC211A and the second ADC211B function individually or in cooperation as the "second control device" according to the disclosure. Furthermore, the first VCIB111A and the second VCIB111B function individually or in cooperation as the "third control device" according to the disclosure.

[0059] The first ADC211A, the first VCIB111A, and the motion manager 141A constitute the main control system. The first VCIB111A requests the motion manager 141A to perform automatic driving control in accordance with commands from the first ADC211A. The motion manager 141A requests the system corresponding to the control necessary to realize the requested automatic driving control (e.g., acceleration control, deceleration control, steering control, shift control, or EPB control) (see Figure 9 for details).

[0060] The second ADC211B, the second VCIB111B, and the motion manager 141B constitute a sub-control system. If an abnormality occurs in the main control system, the sub-control system executes automatic driving control for stopping and immobilizing the vehicle. The second ADC211B requests automatic driving control for stopping and immobilizing from the second VCIB111B. If the second ADC211B requests steering control for stopping from the second VCIB111B, the second VCIB111B requests that steering control from the steering control unit 122B, and if the second ADC211B requests immobilization, the second VCIB111B requests that control for immobilization from the P-Lock control unit 123B. In addition, if the second ADC211B requests deceleration control for stopping from the second VCIB111B, the second VCIB111B requests that deceleration control from the motion manager 141B. The motion manager 141B causes the brake ECU 142B to execute the requested deceleration control. The motion manager 141B stops the vehicle 1 by having the brake ECU 142B control the braking device (brake system 121), and then the P-Lock control unit 123B performs immobilization (parking lock).

[0061] In this embodiment, signals defined by the API (Application Program Interface) (API signals) are used for communication between ADK200 and VCIB110. ADK200 is configured to process various signals defined by the API. For example, ADK200 creates a driving plan for vehicle 1 and outputs various commands to VCIB110 according to the API to drive vehicle 1 according to the created driving plan. Hereinafter, each of the various commands output from ADK200 to VCIB110 will also be referred to as an "API command". ADK200 also receives various signals indicating the status of the base vehicle 120 from VCIB110 according to the API and creates a driving plan considering the received status of the base vehicle 120. Hereinafter, each of the various signals received by ADK200 from VCIB110 will also be referred to as an "API status". Both API commands and API statuses correspond to API signals.

[0062] In this embodiment, the ADK200 uses the API commands described below to control the vehicle 1.

[0063] The vehicle mode command is an API command that requests a transition to automatic or manual mode. The vehicle mode command can be set to one of three values: "0" for no request, "1" for a transition to automatic mode, or "2" for a transition to manual mode (deactivation). Automatic and manual modes will be described later.

[0064] The forward direction command is an API command that requests a change in the shift range (R / D). The forward direction command can be set to one of three values: "0" which indicates no request, "2" which requests a change to the R (reverse) range, or "4" which requests a change to the D (drive) range.

[0065] The acceleration command is an API command that instructs the vehicle's acceleration. The acceleration command indicates a positive value when requesting acceleration and a negative value when requesting deceleration, relative to the direction indicated by the propulsion direction status (described later). The acceleration command requests acceleration (+) and deceleration (-) in the direction indicated by the propulsion direction status.

[0066] The front wheel steering angle command is an API command that requests steering of the vehicle's front wheels. The command indicates a positive steering angle value when requesting left steering and a negative steering angle value when requesting right steering. The command requests a steering angle value within a range that does not exceed the front wheel steering angle speed limit described later.

[0067] The immobilization command is an API command that requests the application or release of immobilization. The immobilization command can be set to one of three values: "0" for no request, "1" for applied immobilization, or "2" for released immobilization. Applying immobilization means turning the EPB (Electronic Parking Brake) ON (operated) and setting the shift range to P (parking).

[0068] Coordinated steering commands are API commands for coordinated steering with the driver. Coordinated steering commands can be set to either a value of "0" which allows coordinated steering with the driver, or a value of "1" which prohibits coordinated steering with the driver.

[0069] The above describes some of the API commands used in vehicle 1. The VCIB110 receives various API commands from the ADK200. When the VCIB110 receives an API command from the ADK200, it converts the API command into a signal format that can be processed by the control unit of the base vehicle 120. Hereinafter, the API command converted into a signal format that can be processed by the control unit of the base vehicle 120 will also be referred to as an "internal command". When the VCIB110 receives an API command from the ADK200, it outputs an internal command corresponding to that API command to the base vehicle 120.

[0070] Furthermore, ADK200 uses API status, as described below, to understand the status of the base vehicle 120.

[0071] The Vehicle Mode Status is an API status that indicates the vehicle mode state. Vehicle modes include Manual Mode, Autonomous Mode, and Standby Mode. Manual Mode is a vehicle mode in which the vehicle is under the control of a driver (human). Autonomous Mode is a vehicle mode in which the vehicle platform (including the base vehicle) is under the control of an autonomous driving kit. Standby Mode is a vehicle mode in which the vehicle is prohibited from moving. Initially, the vehicle mode is Manual Mode. That is, the vehicle mode starts from Manual Mode. The Vehicle Mode Status outputs the corresponding values ​​"0", "1", and "2" depending on whether the current vehicle mode is Manual Mode, Autonomous Mode, or Standby Mode, respectively.

[0072] The "Direction of Movement" status is an API status that indicates the current shift range. When the current shift range is P (Parking), R (Reverse), N (Neutral), or D (Drive), the "Direction of Movement" status outputs the corresponding values ​​"1", "2", "3", and "4". If the current shift range is undefined, the "Direction of Movement" status outputs the value "7" (Invalid Value).

[0073] The direction of travel status is an API status that indicates the direction of travel of the vehicle. When the vehicle is moving forward, the direction of travel status outputs a value of "0", and when the vehicle is moving backward, the direction of travel status outputs a value of "1". If all four wheels show a speed of "0" for a certain period of time, the direction of travel status outputs a value of "2", indicating that the vehicle is stopped (Standstill).

[0074] The vehicle speed status is an API status that indicates the vehicle's longitudinal speed. The vehicle speed status outputs the absolute value of the vehicle speed. In other words, the vehicle speed status outputs a positive value even when reversing.

[0075] The front wheel steering angle status is an API status that indicates the front wheel steering angle value (front tire steering angle). The front wheel steering angle status indicates a positive value for the left steering angle and a negative value for the right steering angle.

[0076] The front wheel steering angular velocity status is an API status that indicates the front wheel steering angular velocity (angular velocity of the steering angle of the front tires). The front wheel steering angular velocity status shows the left angular velocity as a positive value and the right angular velocity as a negative value.

[0077] The front wheel steering angular velocity limit is an API status that indicates the limit value of the front wheel angular velocity (angular velocity of the steering angle of the front tires). The front wheel steering angular velocity limit is a value that depends on the vehicle speed. The front wheel steering angular velocity limit is determined according to a map that shows the relationship between the limit value and the vehicle speed. However, the front wheel steering angular velocity limit can also change due to conditions other than vehicle speed.

[0078] The steering angle status is an API status that indicates the steering angle of the steering wheel. It shows the steering angle converted from the rotation angle of the steering motor (assist motor) to the steering axis. The steering angle status indicates left steering with a positive steering angle value and right steering with a negative steering angle value.

[0079] The steering angular velocity status is an API status that indicates the steering angular velocity of the steering wheel. It shows the steering angular velocity converted from the rotational angular velocity of the steering motor (assist motor) to the steering axis. The steering angular velocity status shows a positive value for left steering and a negative value for right steering.

[0080] The immobilization status is an API status that indicates the state of immobilization (e.g., the state of EPB and Shift P).

[0081] The Coordinated Steering Status is an API status that indicates the state of coordinated operation between the steering system and the driver. The Coordinated Steering Status outputs a value of "0" when coordinated steering with the driver is permitted, and a value of "1" when coordinated steering with the driver is prohibited.

[0082] The driver intervention status is an API status that indicates the state of steering intervention by the driver. Details of the driver intervention status will be described later (see Figure 10).

[0083] The above describes some of the API statuses used in vehicle 1. The VCIB110 receives various sensor detection values ​​and status determination results from the base vehicle 120 and outputs various API statuses indicating the status of the base vehicle 120 to the ADK200. The VCIB110 acquires an API status with a value indicating the status of the base vehicle 120 and outputs the obtained API status to the ADK200. The VCIB110 may determine the value of the API status based on the sensor detection values ​​received from the base vehicle 120, or it may convert the sensor signals received from the base vehicle 120 into the format of an API status.

[0084] Figure 4 shows the configuration of a steering system 122 for steering the front wheels FW of vehicle 1. Referring to Figure 4, the steering system 122 comprises steering control units 122A and 122B, a steering motor 152 (hereinafter sometimes simply referred to as "motor 152"), a motor sensor 153, a driver steering unit 160, and a steering mechanism 170. The steering control units 122A and 122B each include steering ECUs 151A and 151B, respectively. Each of the steering ECUs 151A and 151B is configured to control the motor 152. Specifically, each of the steering ECUs 151A and 151B includes a computer with a processor and memory device, and a drive circuit (e.g., an inverter) that drives the motor 152 according to instructions from the computer.

[0085] The steering ECU 151A controls the motor 152 according to the front wheel steering angle command value from the first ADC 211A (Figure 3). Specifically, when the first ADC 211A performs steering control, the first VCIB 111A converts the front wheel steering angle command from the first ADC 211A into an internal command value. Then, the internal command value corresponding to the front wheel steering angle command is transmitted from the first VCIB 111A to the steering ECU 151A via the motion manager 141A. The steering ECU 151A controls the motor 152 according to the transmitted steering angle command value.

[0086] The steering ECU 151B controls the motor 152 according to the front wheel steering angle command value from the second ADC 211B (Figure 3). More specifically, when the second ADC 211B performs steering control, the second VCIB 111B converts the front wheel steering angle command from the second ADC 211B into an internal command value and transmits the internal command value corresponding to the front wheel steering angle command to the steering ECU 151B. The steering ECU 151B controls the motor 152 according to the received steering angle command value.

[0087] Motor 152 generates torque to change the angle of the front wheel FW. Motor 152 may be a three-phase motor controlled by a PWM (Pulse Width Modulation) signal. Motor sensor 153 includes various sensors (e.g., a rotation angle sensor and a current sensor) to detect the state of motor 152. Motor sensor 153 outputs the detection result (sensor detection value) to steering ECUs 151A and 151B, respectively. Each steering ECU acquires the motor angle (rotation angle of motor 152) and motor current (direction and magnitude of the current in motor 152) based on the sensor detection value. Each steering ECU may also control the motor torque (direction and magnitude of the torque output from motor 152) based on the motor current. Each steering ECU may control motor 152 so that a motor current corresponding to the target motor torque flows to motor 152. However, motor sensor 153 may also include a torque sensor that directly detects motor torque.

[0088] The driver steering unit 160 includes a steering wheel 161 and a torque sensor 162. The steering wheel 161 is operated by the driver of the vehicle 1. The torque sensor 162 detects the steering torque applied to the steering wheel 161 (torque input to the steering wheel 161 from the driver of the vehicle 1). The torque sensor 162 may also detect road surface reaction force. The steering wheel is a component operated by the driver for driving and is also referred to as a "handle." A steering angle sensor for detecting the steering angle may be provided on the steering wheel 161.

[0089] The steering mechanism 170 is mechanically connected to the driver steering unit 160 and the motor 152, respectively. The steering mechanism 170 is also mechanically connected to the front wheels FW of the vehicle 1. The steering torque input from the driver of the vehicle 1 to the steering wheel 161 and the motor torque output from the motor 152 are each converted by the steering mechanism 170 into a force that changes the angle of the front wheels FW. The motor 152 assists the steering torque applied to the steering wheel 161 or changes the angle of the front wheels FW independently. The steering mechanism 170 may be a mechanism used in known EPS (Electric Power Steering) systems (such as a column assist type, pinion assist type, or rack assist type). The steering mechanism 170 may also include a reduction mechanism.

[0090] Figure 5 shows a first example of the structure of the steering mechanism 170. Referring to Figure 5, the steering mechanism 170 includes a steering shaft 171 (hereinafter sometimes simply referred to as "shaft 171"), a tie rod 172, and a gearbox 173. The steering shaft 171 is a shaft connected to the steering wheel 161. The tie rod 172 is an arm connecting the front wheel FW to the gearbox 173. The gearbox 173 includes, for example, a rack and pinion mechanism that mechanically connects the shaft 171 and the tie rod 172. The steering torque input to the steering wheel 161 is transmitted to the gearbox 173 by the shaft 171. The motor torque output from the motor 152 is also transmitted to the gearbox 173 by the shaft 171. The steering wheel 161 and the motor 152 may be linked via the shaft 171. The gearbox 173 converts the rotation of the shaft 171 into the left and right movement of the tie rod 172. This changes the angle of the front wheels (front tire steering angle).

[0091] In the example shown in Figure 5, the motor 152 is positioned to rotate the shaft 171. However, the position of the motor 152 can be changed as appropriate. Figure 6 shows a second example of the structure of the steering mechanism 170. In the example shown in Figure 6, the gearbox 173A includes a first rack and pinion mechanism that mechanically connects the steering shaft 171 and the tie rod 172, and a second rack and pinion mechanism that mechanically connects the steering motor 152 and the tie rod 172. The steering torque and motor torque are input to the gearbox 173A separately. The gearbox 173A acts to combine these torques. The combined torque is then transmitted from the gearbox 173A to the left and right tie rods 172. The tie rods 172 change the angle of the front wheel FW according to the sum of the steering torque and motor torque. Note that the structure of the steering mechanism 170 is not limited to the examples shown in Figures 5 and 6, but is arbitrary.

[0092] Figure 7 is a flowchart illustrating the automatic driving control by the first ADC211A (ADK-1) according to this embodiment. Each step in the flowchart is simply denoted as "S".

[0093] Referring to Figure 7, the series of processes from S11 to S15 are executed by the first ADC211A (ADK-1). In S11, the first ADC211A determines whether or not it has received an API status (vehicle mode status) indicating automatic mode from the first VCIB111A (VCIB-1). If the first ADC211A does not receive an API status indicating automatic mode (NO in S11), it does not execute the processes from S12 onwards and repeats the determination in S11.

[0094] The series of processes from S21 to S28 are executed by the first VCIB111A (VCIB-1). In S21, the first VCIB111A determines whether or not it has received current vehicle information from the base vehicle 120. If the first VCIB111A has not received current vehicle information (NO in S21), it then determines in S24 whether or not it has received an API command from the first ADC211A (ADK-1). If the first VCIB111A has not received an API command (NO in S24), it then determines in S27 whether or not there is an abnormality in the communication between the first ADC211A and the first VCIB111A (see Figure 3). The method for determining a communication abnormality will be described later. If there is no communication abnormality (NO in S27), the process returns to the first step (S21).

[0095] The series of processes from S31 to S35 are executed by one of the multiple control devices provided by the base vehicle 120 (for example, the integrated control manager 130 and the control devices for each system shown in Figures 1 to 4). In S31, the base vehicle 120 determines whether the vehicle mode of vehicle 1 is automatic mode or not. If the vehicle mode is not automatic mode (NO in S31), the process does not proceed to S32 or later, and the determination in S31 is repeated. On the other hand, if the vehicle mode is automatic mode (YES in S31), the process proceeds to S32.

[0096] In S32, the base vehicle 120 acquires current vehicle information. This current vehicle information includes information indicating that the vehicle mode is automatic mode. It also includes various sensor detection values ​​indicating the current state of the base vehicle 120. The current vehicle information may also include state determination results based on user operation or sensor detection values. The base vehicle 120 may store the current vehicle information in a storage device, linked to the acquisition time. In the subsequent S33, the base vehicle 120 transmits the current vehicle information (the latest vehicle information acquired in S32) to the first VCIB111A. After that, in S34, the base vehicle 120 waits for an automatic driving command from the first ADC211A.

[0097] When the first VCIB111A receives current vehicle information from the base vehicle 120 (YES in S21), the first VCIB111A then obtains an API status indicating the current state of the base vehicle 120 based on the current vehicle information in the following S22. The first VCIB111A may also determine the values ​​of various API statuses based on various sensor detection values. The API status obtained in S22 includes a vehicle mode status indicating automatic mode. In the following S23, the first VCIB111A transmits the API status (the latest API status obtained in S22) to the first ADC211A. The process then proceeds to S24.

[0098] When the first ADC211A receives the above API status from the first VCIB111A, it is determined to be YES in S11, and the process proceeds to S12. The first ADC211A receives various API statuses from the first VCIB111A, including the vehicle mode status indicating automatic mode. The first ADC211A may store the value of each API status received from the first VCIB111A in a storage device, associated with the acquisition time.

[0099] In S12, the first ADC211A creates a driving plan based on the detection results (environmental information and attitude information) from the recognition sensor 212 and attitude sensor 213, and the API status obtained from the first VCIB111A. The driving plan is data that shows the target behavior of vehicle 1 over a predetermined period. The first ADC211A may calculate the behavior of vehicle 1 (such as the attitude of vehicle 1) and create a driving plan suitable for the state of vehicle 1 and the external environment. If the first ADC211A receives an API status related to the driving objective (e.g., destination) from the first VCIB111A, it may create a driving plan to achieve the driving objective. If a driving plan already exists, it may be modified.

[0100] In the following step S13, the first ADC211A extracts controllable physical quantities (acceleration, tire steering angle, etc.) from the driving plan created in S12. In the following step S14, the first ADC211A divides the physical quantities extracted in S13 into API cycles. In the following step S15, the first ADC211A executes APIs using the physical quantities divided in S14. Specifically, the first ADC211A determines the values ​​of various API commands based on the physical quantities divided in S14. This provides API commands to realize the physical quantities according to the driving plan. The first ADC211A then sends the obtained API commands to the first VCIB111A. The API commands represent instructions (including automatic driving instructions) for the base vehicle 120. After that, the process returns to the first step (S11). While vehicle mode 1 is in automatic mode, the processes S12 to S15 are repeatedly executed, so that commands for automatic driving are continuously issued from the first ADC211A.

[0101] When the first VCIB111A receives the above API command (S15) (YES in S24), in the following S25, it converts each received API command into an internal command. Through this signal conversion, internal commands corresponding to various API commands for vehicle control are obtained. In the following S26, the first VCIB111A transmits the obtained internal commands to the base vehicle 120. The internal commands transmitted here include internal commands for autonomous driving (i.e., autonomous driving commands from the first ADC211A). Once the process in S26 is executed, the process returns to the beginning, S21.

[0102] When the base vehicle 120 receives the above-mentioned automatic driving command (S26) (YES in S34), in the following S35, it executes automatic driving control in accordance with the received automatic driving command. This enables automatic driving of vehicle 1. After that, the process returns to the initial S31. As long as the vehicle mode of vehicle 1 is in automatic mode, the base vehicle 120 continues to execute automatic driving control of vehicle 1 while receiving automatic driving commands from the first VCIB111A.

[0103] If the first VCIB111A does not receive an API command from the first ADC211A (NO in S24), it performs a determination regarding a communication anomaly in S27. The first VCIB111A may also determine whether there is a communication anomaly caused by a disconnection by performing a check for disconnection of the communication line. Alternatively, the first VCIB111A may send a confirmation signal to the first ADC211A and determine whether there is a communication anomaly based on whether or not the first ADC211A replies. Furthermore, the first VCIB111A may determine that a communication anomaly has occurred if it does not receive an API command from the first ADC211A within a predetermined time after sending the API status to the first ADC211A in S23. If there is a communication error between the first ADC211A and the first VCIB111A (YES in S27), the first VCIB111A requests the second VCIB111B (VCIB-2) in S28 to perform control on behalf of the first VCIB111A (VCIB-1). Once the process in S28 is executed, the series of processes from S21 to S28 is completed. The second VCIB111B, having received the request in S28, then starts the series of processes S20A, S20B, S21A and S22 to S26 shown in Figure 8. The base vehicle 120 continues to perform the series of processes from S31 to S35. The first ADC211A also continues to perform the series of processes S11 to S15 until it receives notification from the second ADC211B (see S10 in Figure 8).

[0104] Figure 8 is a flowchart illustrating the automatic driving control using the second ADC211B (ADK-2) according to this embodiment.

[0105] Referring to Figure 8, in S20A, the second VCIB111B (VCIB-2) requests the second ADC211B (ADK-2) to perform automatic driving control to stop vehicle 1. Upon receiving the request in S20A, the second ADC211B starts a series of processes in S10, S11, S12A and S13-S15. First, in S10, the second ADC211B notifies the first ADC211A (ADK-1) that automatic driving control is being performed by the second ADC211B. Upon receiving this notification, the first ADC211A terminates the series of processes in S11-S15 shown in Figure 7. Subsequently, in S11, the second ADC211B waits until it receives an API status indicating automatic mode. Upon receiving an API status indicating automatic mode (YES in S11), it creates a driving plan in S12A. Steps S11 and S12A in Figure 8 correspond to steps S11 and S12 in Figure 7, respectively. However, in step S12A, the second ADC211B creates a travel plan for stopping. Subsequently, the second ADC211B executes steps S13 to S15. Steps S13 to S15 in Figure 8 are the same as those in Figure 7, so the explanation will not be repeated. Once step S15 is executed, the series of steps ends. However, the second ADC211B starts the series of steps each time it receives a request for S20A.

[0106] After executing the process in S20A, the second VCIB111B requests vehicle information from the base vehicle 120 in S20B. Upon receiving the request in S20B, the base vehicle 120 transmits the current vehicle information to the second VCIB111B instead of the first VCIB111A in S33 of Figure 7. When the second VCIB111B receives the current vehicle information from the base vehicle 120, it determines in the following S21A whether vehicle 1 is stopped based on the current vehicle information. If vehicle 1 has not finished stopping (NO in S21A), the process proceeds to S22. Since S22-S26 in Figure 8 and S22-S26 in Figure 7 are the same, the explanation will not be repeated. However, in the series of processes shown in Figure 8, if NO is determined in S24, the process returns to the first step (S20A). While vehicle mode of vehicle 1 is in automatic mode, the processes S12A to S15 are repeatedly executed, and the second ADC211B continuously issues commands for stopping. Then, the base vehicle 120 receives automatic driving commands (commands for stopping) from the second VCIB111B and continuously performs stopping control for vehicle 1. When vehicle 1 has finished stopping (YES in S21A), the series of processes shown in Figure 8 ends.

[0107] Figure 9 is a flowchart showing an example of automatic driving control (S35 in Figure 7) performed by the base vehicle 120 in accordance with commands from the ADK200. The automatic driving control shown in Figure 9 is performed by various control devices of the base vehicle 120 (specifically, the ECUs and motion managers 141A of each system shown in Figures 2 to 4) in accordance with commands from the first ADC211A when there are no communication abnormalities.

[0108] Referring to Figures 2-4 and Figure 9, in S111, the motion manager 141A determines whether or not to shift gears based on commands from the ADK200 (e.g., a propulsion direction command and a immobilization command). If it is determined that a shift gear should be shifted (YES in S111), the ECU of the propulsion control unit 123C executes the shift control for the shift gear requested by the ADK200 in S121. The process then proceeds to S122. On the other hand, if it is determined that no shift gear should be shifted (NO in S111), the process skips S121 and proceeds to S122. In S122, the steering ECU 151A executes steering control. Details of the steering control will be described later.

[0109] Next, in S112, the motion manager 141A determines whether or not to decelerate based on a command from ADK200 (for example, an acceleration command). If it is determined to decelerate (YES in S112), the brake ECU 142A executes the deceleration control requested by ADK200 in S123. On the other hand, if it is determined not to decelerate (NO in S112), the process proceeds to S113.

[0110] In S113, the motion manager 141A determines whether or not to accelerate based on a command from ADK200 (for example, an acceleration command). If it is determined to accelerate (YES in S113), the ECU of the propulsion control unit 123C executes the acceleration control requested by ADK200 in S124. On the other hand, if it is determined not to accelerate (NO in S113), the process proceeds to S114.

[0111] In S114, the motion manager 141A determines whether to apply or release immobilization based on a command from ADK200 (e.g., an immobilization command). If it is determined that immobilization should be applied or released (YES in S114), the ECU of the EPB control unit 123A performs the immobilization control for applying or releasing immobilization as requested by ADK200 in S125. If neither application nor release of immobilization is requested (e.g., the immobilization command indicates a value of "0"), it is determined that NO is correct in S114, and the series of processes shown in Figure 9 ends. As a result, the process returns to the flowchart in Figure 7, and S35 ends. Similarly, if any of the processes from S123 to S125 are executed, S35 in Figure 7 also ends. As a result, the process returns to S31 in Figure 7.

[0112] The steering control performed by the base vehicle 120 (S122 in Figure 9) will be explained below using Figures 10 to 13.

[0113] Figure 10 is a diagram illustrating the driver intervention status. Referring to Figure 10, the driver intervention status outputs the corresponding values ​​"0", "1", and "2" depending on whether the driver's steering intervention (hereinafter simply referred to as "driver intervention") is a micro intervention (Category 1), a soft intervention (Category 2), or a hard intervention (Category 3). A micro intervention means that there is no steering wheel operation or only a very slight operation. A soft intervention means that the steering wheel operation is larger than that of a micro intervention but smaller than that of a hard intervention. A hard intervention means that the steering wheel operation is larger than that of a soft intervention. In this embodiment, the driver intervention status is set to a value corresponding to the steering torque input from the driver to the steering wheel.

[0114] Figure 11 is a flowchart showing an example of the driver intervention determination process performed by the base vehicle 120. In this embodiment, the steering ECU 151A (or steering ECU 151B in case of a communication error) of the base vehicle 120 executes the series of processes shown in Figure 11, which will be described below, at S32 in Figure 7. Each steering ECU acquires the steering torque based on the detected value of, for example, the torque sensor 162 (Figure 4).

[0115] Referring to Figure 11, in S101, the base vehicle 120 determines whether the steering torque is less than a predetermined value (hereinafter referred to as "Th1"). If it is determined that the steering torque is less than Th1 (YES in S101), the base vehicle 120 classifies the driver intervention as a micro intervention in S102. On the other hand, if it is determined that the steering torque is greater than or equal to Th1 (NO in S101), the base vehicle 120 determines in S103 whether the steering torque is less than a predetermined value (hereinafter referred to as "Th2"). Th2 is greater than Th1. If it is determined that the steering torque is less than Th2 (YES in S103), the base vehicle 120 classifies the driver intervention as a soft intervention in S104. On the other hand, if it is determined that the steering torque is greater than or equal to Th2 (NO in S103), the base vehicle 120 classifies the driver intervention as a hard intervention in S105. Th1 and Th2 correspond to thresholds that the base vehicle 120 uses to determine the driver intervention state (micro intervention, soft intervention, hard intervention).

[0116] As described above, according to the process shown in Figure 11, driver interventions are classified into one of three categories: micro intervention (Category 1), soft intervention (Category 2), or hard intervention (Category 3). In the process shown in Figure 7, the base vehicle 120 transmits the classification result to the VCIB 110 in S33. Upon receiving the classification result, the VCIB 110 sets a value corresponding to the classification result as the driver intervention status in S22, and transmits the driver intervention status to the ADK 200 in S23.

[0117] In this embodiment, the above classification result (driver intervention determination result) is used in steering control (S122 in Figure 9). Figure 12 is a flowchart showing an example of steering control performed in S122 in Figure 9.

[0118] Referring to Figure 12 along with Figures 2 and 4, in S151, the steering ECU 151A determines whether coordinated steering between the ADK200 (device) and the driver (human) is permitted. The permitted / prohibited state of coordinated steering in VP100 switches according to the coordinated steering command from ADK200. The result of the determination in S151 is reflected in the coordinated steering status. If coordinated steering is permitted, the steering ECU 151A determines YES in S151 and proceeds to S152. If coordinated steering is prohibited, the steering ECU 151A determines NO in S151 and proceeds to S154. The ADK200 may determine the value of the coordinated steering command according to the status of vehicle 1. The ADK200 may determine the value of the coordinated steering command based on environmental information acquired by, for example, the recognition sensor 212.

[0119] In S154, the steering ECU 151A controls the torque (motor torque) of the steering motor 152 so that the angle of the front wheel flywheel approaches the steering angle command value requested by the ADK200. In this case, coordinated steering is prohibited. Once the S154 process is executed, the process returns to the flowchart in Figure 9. This completes S122 in Figure 9, and the process proceeds to S112 in Figure 9. During autonomous driving with coordinated steering prohibited, the control in S154 is continuously executed, causing the angle of the front wheel flywheel to follow the command value from the ADK200 (specifically, the front wheel steering angle command value indicated by the front wheel steering angle command). The angle of the front wheel flywheel is reflected in the front wheel steering angle status.

[0120] In S152, the steering ECU 151A determines whether or not a driver operation has occurred on the steering wheel 161. The steering ECU 151A may determine whether or not a driver operation has occurred based on at least one of the steering angular velocity, steering angle, and steering torque of the steering wheel 161. For example, the steering ECU 151A may determine that a driver operation has occurred if the absolute value of the steering angular velocity of the steering wheel 161 is greater than or equal to a predetermined value, and that no driver operation has occurred otherwise. The steering angular velocity of the steering wheel 161 corresponds to the value of the steering angular velocity status. Alternatively, the steering ECU 151A may determine that a driver operation has occurred if the amount of change in the steering angle of the steering wheel 161 (for example, the absolute value of the difference between the previous value and the current value of the steering angle) is greater than or equal to a predetermined value, and that no driver operation has occurred otherwise. The steering angle of the steering wheel 161 corresponds to the value of the steering angle status. Alternatively, the steering ECU 151A may determine that a driver operation has occurred if the amount of change in steering torque (for example, the absolute value of the difference between the previous value and the current value of steering torque) is greater than or equal to a predetermined value, and determine that no driver operation has occurred otherwise. The steering torque is detected by the torque sensor 162. In this embodiment, YES can be determined in S152 not only when the driver turns the steering wheel 161 from a straight position (steering angle = 0) to the left or right, but also when the driver returns the steering wheel 161 that has been turned to the left or right to a straight position. However, it is not limited to this, and YES may be determined in S152 only when the driver turns the steering wheel 161 to the left or right.

[0121] If it is determined that no driver operation has occurred (NO in S152), the process proceeds to S154. In S154, as described above, motor torque control is performed to make the angle of the front wheel FW (front tire steering angle) follow the command value from ADK200. On the other hand, if it is determined that driver operation has occurred (YES in S152), the steering ECU 151A performs driver cooperative control in S153 based on the coordinated steering between ADK200 (device) and the driver (human). Specifically, the steering ECU 151A performs driver cooperative control based on the results of the driver intervention determination shown in Figure 11. Figure 13 is a flowchart showing an example of driver cooperative control performed in S153 of Figure 12.

[0122] Referring to Figure 13 along with Figures 2 and 4, in S161, the steering ECU 151A estimates the driver's steering intention based on the driver intervention discrimination result (classification result). Then, in the following S162, the steering ECU 151A performs motor torque control taking into account the estimated driver's steering intention.

[0123] For example, if the driver intervention is a micro-intervention, the steering ECU 151A estimates the driver's steering intention to maintain a straight line in S161, and in S162 determines a target motor torque according to the front wheel steering angle command value from ADK200 and the amount of steering by the driver (e.g., steering angular velocity, steering angle, or steering torque) according to the first control law for maintaining a straight line, and controls the torque of the steering motor 152 to approach the target motor torque.

[0124] Furthermore, if the driver intervention is a soft intervention, the steering ECU 151A estimates the driver's steering intention to be a lane change in S161, and in S162 determines a target motor torque according to the front wheel steering angle command value from ADK200 and the amount of steering by the driver (e.g., steering angular velocity, steering angle, or steering torque) according to the second control law for lane changes, and controls the torque of the steering motor 152 to approach the target motor torque.

[0125] Furthermore, if the driver intervention is a hard intervention, the steering ECU 151A estimates the driver's steering intention to avoid an obstacle in S161, and in S162 determines a target motor torque according to the third control law for obstacle avoidance, based on the front wheel steering angle command value from ADK200 and the amount of steering by the driver (e.g., steering angular velocity, steering angle, or steering torque), and controls the torque of the steering motor 152 to approach the target motor torque.

[0126] When the process in S162 is executed, the process returns to the flowchart in Figure 12. This completes the series of processes shown in Figure 12, and the process proceeds to S112 in Figure 9. The first, second, and third control rules described above may be pre-adapted for straight-line maintenance, lane change, and obstacle avoidance, respectively, and implemented in the vehicle 1 (memory device). Each control rule may be updated sequentially by OTA. Each of the first to third control rules may be a map, formula, or model. The first to third control rules may define the relationship between the front wheel steering angle command value from ADK200, the steering amount by the driver, and the target torque of the motor 152 in different ways. Furthermore, steering intentions are not limited to straight-line maintenance, lane change, and obstacle avoidance. The number of steering intention categories is not limited to three, but may be four or more. Candidate steering intentions may include, in addition to or instead of, straight-line maintenance, lane change, and obstacle avoidance, at least one of sharp turns and U-turns. In step S161 of Figure 13, the steering ECU 151A may estimate the driver's steering intention in more detail by further using not only the driver intervention discrimination result (classification result), but also at least one of the driver's steering history (e.g., history of steering angle or steering torque) and the surrounding conditions of vehicle 1 detected by camera 129A. Then, a control law for each steering intention may be implemented in vehicle 1 (storage device).

[0127] As described above, the vehicle 1 according to this embodiment comprises a VP100 (vehicle platform) and an ADK200 (autonomous driving kit) (see Figures 1 and 2). The VP100 receives commands from the ADK200 (see Figures 3, 7, and 8). Specifically, the VP100 is configured to receive a front wheel steering angle command value (front wheel steering angle command) requested by the ADK200 during the autonomous driving of the vehicle 1. The VP100 includes a steering ECU 151A (first control device) that controls the steering motor 152. During the autonomous driving of the vehicle 1, the steering ECU 151A classifies driver intervention to the steering wheel 161 into one of several categories (see Figure 11) and controls the torque of the steering motor 152 considering the driver's steering intention (S161, S162 in Figure 13). In this configuration, the ADK200 (device) and the driver (human) work together to steer vehicle 1, making it easier to achieve both convenience and driving stability for the autonomously driven vehicle 1.

[0128] The steering ECU 151A is configured to classify driver intervention into one of the above-mentioned categories based on steering torque (see Figure 11). This configuration makes it easier for the steering ECU 151A to understand the driver's steering intentions based on the results of the classification.

[0129] When a driver operation occurs on the steering wheel 161 during the autonomous driving of vehicle 1 (see Figure 12), the steering ECU 151A estimates the driver's steering intention based on the result of classifying the driver intervention into one of several categories (S161 in Figure 13), and changes the control mode of the steering motor torque according to the estimated driver's steering intention (S162 in Figure 13). With this configuration, the steering ECU 151A can more easily control the steering motor torque in a control mode that corresponds to the driver's steering intention.

[0130] The steering ECU 151A is configured to selectively perform two actions during autonomous driving of Vehicle 1: command value tracking control (S154 in Figure 12), which makes the angle of the front wheel FW follow the command value of the front wheel steering angle from ADK200, and driver-cooperative control (S153 in Figure 12), which controls the torque of the steering motor 152 considering the driver's steering intentions. When executing command value tracking control, the steering ECU 151A prioritizes tracking the front wheel steering angle command value over cooperation with the driver of Vehicle 1, and when executing driver-cooperative control, it prioritizes cooperation with the driver of Vehicle 1 over tracking the front wheel steering angle command value. This configuration makes it easier to achieve both convenience and driving stability in an autonomously driven vehicle.

[0131] The VP100 is configured to switch between a cooperative steering permission state, where cooperative steering with the driver is permitted, and a cooperative steering prohibition state, where cooperative steering with the driver is prohibited, in response to commands (cooperative steering commands) from the ADK200. This configuration makes it easier to achieve both convenience and driving stability in autonomously driven vehicles.

[0132] In the vehicle 1 according to this embodiment, the first control unit (control unit for the base vehicle 120) transmits vehicle information relating to the base vehicle 120 to the third control unit (control unit for the VCIB 110) (S33 in Figure 7). API signals defined by the API (Application Program Interface) are used for communication between the second control unit (control unit for the ADK 200) and the third control unit. The API signals include API commands indicating instructions for the base vehicle 120 and API status indicating the state of the base vehicle 120 (see Figure 7). The third control unit converts the API commands from the second control unit into signals that the first control unit can execute (S25 in Figure 7) and transmits the converted signals to the first control unit (S26 in Figure 7). The third control unit obtains the API status using the vehicle information from the first control unit (S22 in Figure 7) and transmits the obtained API status to the second control unit (S23 in Figure 7). With this configuration, it becomes possible to use different types of signals on the base vehicle 120 side and the ADK 200 side of the VCIB 110. This will accelerate the development of ADK200.

[0133] In the above embodiment, the control device of the base vehicle 120 changes the mode of motor torque control in driver cooperative control based on the driver intervention classification result (i.e., the driver intervention discrimination result shown in Figure 11) (see Figure 13). However, the use of the driver intervention classification result is not limited to this and is arbitrary. For example, as described below, the control device of ADK200 may use the driver intervention classification result to determine commands related to automatic driving control.

[0134] The ADK200 can obtain the driver intervention classification result through the process shown in Figure 7. Specifically, in S33, information indicating the driver intervention classification result is transmitted from the base vehicle 120 to the first VCIB111A. In S22, the first VCIB111A sets a value corresponding to the driver intervention classification result (micro intervention, soft intervention, or hard intervention) to the driver intervention status. Figure 14 is a flowchart to explain the process related to the driver intervention status setting (S22 in Figure 7) performed by the first VCIB111A. As shown in Figure 14, if the driver intervention is classified as a micro intervention (YES in S301), the first VCIB111A sets the driver intervention status to "0" (S302). If the driver intervention is classified as a soft intervention (NO in S301 and YES in S303), the first VCIB111A sets the driver intervention status to "1" (S304). If the driver intervention is classified as a hard intervention (NO in both S301 and S303), the first VCIB111A sets the driver intervention status to "2" (S305).

[0135] The driver intervention status, as set above, is transmitted from the first VCIB111A to the first ADC211A in the subsequent S23. The first ADC211A may use the driver intervention status to decide whether or not to allow driver coordinated control. For example, in S15 of Figure 7, the first ADC211A may use the driver intervention status to set the value of the coordinated steering command. The coordinated steering command instructs whether to set VP100 to a coordinated control enabled state or a coordinated control disabled state. Figure 15 is a flowchart illustrating the process related to setting the coordinated steering command performed by the first ADC211A.

[0136] Referring to Figure 15, in S201, the first ADC211A determines whether the current value of the cooperative steering status is "1" (prohibited). If the value of the cooperative steering status is "1" (YES in S201), the first ADC211A determines in S202 whether the driver intervention status indicates soft intervention (1). If the driver intervention status indicates soft intervention (YES in S202), the first ADC211A determines in S203 whether sufficient driving stability can be ensured even if cooperative steering (driver cooperative control) is permitted. If the driver intervention status indicates soft intervention, it is presumed that the driver is ready to drive. The first ADC211A may also check the status of the vehicle 1 and the driver based on the driver's steering history (e.g., history of steering angle or steering torque) and environmental information acquired by the recognition sensor 212. In the following S204, the first ADC211A decides whether or not to allow driver-coordinated control based on the result of the determination in S203. Specifically, driver-coordinated control is permitted if it is determined that sufficient driving stability can be ensured even if driver-coordinated control is permitted; otherwise, driver-coordinated control is not permitted. For example, if it is determined in S203 that the driver's steering is unstable, the first ADC211A may decide not to allow driver-coordinated control. Also, if it is determined in S203 that there are other vehicles around vehicle 1, the first ADC211A may decide not to allow driver-coordinated control.

[0137] If it is decided to allow driver coordinated control (YES in S204), the first ADC211A sets the coordinated steering command to "0" (allowed) in S205. This allows coordinated steering (driver coordinated control) between the ADK200 and the driver. If it is determined to be NO in S202 or S204, the series of processes shown in Figure 15 ends without changing the coordinated steering command.

[0138] If the current value of the cooperative steering status is "0" (NO in S201), the first ADC211A determines in S206 whether the driver intervention status indicates micro intervention (0). If the driver intervention status indicates micro intervention (YES in S206), the first ADC211A determines in S207 whether sufficient convenience can be ensured even if cooperative steering (driver cooperative control) is prohibited. If the driver intervention status indicates micro intervention, there is a possibility that the driver does not intend to intervene in steering (driver intent). The first ADC211A may also confirm the driver's intent to drive based on the driver's steering history (for example, history of steering angle or steering torque). In the following S208, the first ADC211A decides whether to prohibit driver cooperative control based on the result of the determination in S207. Specifically, driver cooperative control is prohibited if it is determined that sufficient convenience can be ensured even if driver cooperative control is prohibited, and not prohibited otherwise. For example, if it is determined in S207 that the driver has not touched the steering wheel 161 for a predetermined period of time, the first ADC211A may decide to disable driver-cooperative control.

[0139] If it is decided to disable driver coordinated control (YES in S208), the first ADC211A sets the coordinated steering command to "1" (disabled) in S209. This disables coordinated steering (driver coordinated control) between the ADK200 and the driver. If NO is determined in S206 or S208, the series of processes shown in Figure 15 ends without changing the coordinated steering command.

[0140] In the control shown in Figure 15 above, if VP100 is in a cooperation-disabled state and the driver intervention is classified as a soft intervention (Category 2), the first ADC211A (second control device) determines whether or not to enable cooperation for VP100 (S203 and S204). Also, if VP100 is in a cooperation-enabled state and the driver intervention is classified as a micro-intervention (Category 1), the first ADC211A (second control device) determines whether or not to enable cooperation for VP100 (S207 and S208). With this configuration, the ADK200 can more easily switch between the cooperation-enabled state and the cooperation-disabled state appropriately.

[0141] If the aforementioned communication error (see S27 in Figure 7) occurs, the second ADC211B may disable driver coordinated control. The second ADC211B may execute the control shown in Figure 8 while driver coordinated control is disabled (coordinated steering command = 1).

[0142] The first ADC211A may determine the vehicle mode using the driver intervention status. For example, in S15 of Figure 7, the first ADC211A may set the value of the vehicle mode command using the driver intervention status. The vehicle mode command requests a switch between automatic mode and manual mode. Figure 16 is a flowchart illustrating the process related to setting the vehicle mode command performed by the first ADC211A. Note that at the timing when the series of processes shown in Figure 16 begin, the vehicle mode command is set to "0" (no request).

[0143] Referring to Figure 16, in S211, the first ADC211A determines whether the current vehicle mode is automatic mode based on the vehicle mode status. If the current vehicle mode is automatic mode (YES in S211), the first ADC211A determines in S212 whether the driver intervention status indicates hard intervention (2). If the driver intervention status indicates hard intervention (YES in S212), the first ADC211A determines in S213 whether sufficient driving stability can be ensured even in manual mode. If the driver intervention status indicates hard intervention, the driver may want to drive manually. The first ADC211A may also check the status of vehicle 1 based on at least one of the various API statuses and environmental information acquired by the recognition sensor 212. In the following S214, the first ADC211A determines whether to transition from automatic mode to manual mode based on the result of the determination in S213. More specifically, the system will switch to manual mode if it is determined that sufficient driving stability can be ensured even in manual mode, and will not switch to manual mode otherwise. For example, in S213, if it is determined that there are no obstacles around vehicle 1 and the vehicle speed is below a predetermined reference value, the first ADC211A may decide to switch to manual mode.

[0144] If it is decided to transition to manual mode (YES in S214), the first ADC211A sets the vehicle mode command to "2" in S215. This requests the ADK200 to the VP100 to transition to manual mode. The base vehicle 120 then switches the vehicle mode to manual mode according to the command from the ADK200. If NO is determined in S211, S212, or S214, the series of processes shown in Figure 16 ends without changing the vehicle mode command.

[0145] In the control shown in Figure 16 above, when driver intervention is classified as hard intervention (third category) in automatic mode, the first ADC211A (second control device) determines whether or not to switch from automatic mode to manual mode (S213 and S214). This configuration makes it easier for the ADK200 to switch between automatic mode and manual mode appropriately.

[0146] The embodiments and variations described above may be implemented in any combination. The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The technical scope provided herein is defined by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of symbols]

[0147] 1 Vehicle, 100 Vehicle platform, 110 Vehicle control interface box, 111A First control unit, 111B Second control unit, 120 Base vehicle, 121 Brake system, 121A, 121B Brake control unit, 122 Steering system, 122A, 122B Steering control unit, 129A Camera, 129B, 129C Radar sensor, 130 Integrated control manager, 141A, 141B Motion manager, 142A, 142B Brake ECU, 151A, 151B Steering ECU, 152 Steering motor, 153 Motor sensor, 161 Steering wheel, 162 Torque sensor, 170 Steering mechanism, 200 Autonomous driving kit, 210 Autonomous driving system, 211 Computer assembly, 211A First computer module, 211B Second computer module, 212 Recognition sensor, FW Front wheel.

Claims

1. A vehicle comprising an autonomous driving kit and a vehicle platform that receives commands from the autonomous driving kit, The vehicle platform includes a steering wheel operated by the driver of the vehicle, a steering motor that generates torque to change the angle of the front wheels of the vehicle, and a first control device that controls the steering motor. The vehicle platform is configured to receive a front wheel steering angle command value requested from the autonomous driving kit during the autonomous driving of the vehicle. The first control device is configured to classify driver intervention on the steering wheel into one of several categories during the autonomous driving of the vehicle, and to control the torque of the steering motor when a driver operation on the steering wheel occurs, taking into account the driver's steering intention. The aforementioned multiple categories are, The first category includes no operation of the steering wheel or only minor operation, A second category in which the steering wheel operation is greater than that of the first category, A third category in which the steering wheel operation is greater than that of the second category, Includes, The vehicle platform is configured to transmit the classification results of the driver intervention to the autonomous driving kit. The aforementioned autonomous driving kit includes a second control device that determines commands related to autonomous driving control using the classification results of the driver intervention, The command relating to the automatic driving control includes a coordinate steering command that instructs whether to put the vehicle platform into a coordinated steering permitted state in which coordinated steering with the driver is permitted, or into a coordinated steering prohibited state in which coordinated steering with the driver is prohibited. If the vehicle platform is in the cooperation-permitted state and the driver intervention is classified into the first category, the second control device determines whether or not to put the vehicle platform into the cooperation-prohibited state. A vehicle in which, if the vehicle platform is in the cooperation-prohibited state and the driver intervention is classified into the second category, the second control device determines whether or not to put the vehicle platform into the cooperation-permitted state.

2. A vehicle comprising an autonomous driving kit and a vehicle platform that receives commands from the autonomous driving kit, The vehicle platform includes a steering wheel operated by the driver of the vehicle, a steering motor that generates torque to change the angle of the front wheels of the vehicle, and a first control device that controls the steering motor. The vehicle platform is configured to receive a front wheel steering angle command value requested from the autonomous driving kit during the autonomous driving of the vehicle. The first control device is configured to classify driver intervention on the steering wheel into one of several categories during the autonomous driving of the vehicle, and to control the torque of the steering motor when a driver operation on the steering wheel occurs, taking into account the driver's steering intention. The aforementioned multiple categories are, The first category includes no operation of the steering wheel or only minor operation, A second category in which the steering wheel operation is greater than that of the first category, A third category in which the steering wheel operation is greater than that of the second category, Includes, The vehicle platform is configured to transmit the classification results of the driver intervention to the autonomous driving kit. The aforementioned autonomous driving kit includes a second control device that determines commands related to autonomous driving control using the classification results of the driver intervention, The commands relating to the autonomous driving control include a vehicle mode command that requests the vehicle platform to switch between an automatic mode under the control of the autonomous driving kit and a manual mode under the control of the driver. A vehicle in which, if the driver intervention in the automatic mode is classified into the third category, the second control device determines whether or not to switch from the automatic mode to the manual mode.

3. The vehicle platform further includes a torque sensor that detects the steering torque input to the steering wheel from the driver of the vehicle, The vehicle according to claim 1 or 2, wherein the first control device classifies the driver intervention into one of the plurality of categories based on the steering torque.

4. The vehicle according to claim 1 or 2, wherein the first control device, when a driver operation occurs on the steering wheel during the autonomous driving of the vehicle, estimates the driver's steering intention based on the result of classifying the driver intervention into one of the plurality of categories, and changes the torque control mode of the steering motor according to the estimated driver's steering intention.

5. The first control device is configured to selectively perform, during the autonomous driving of the vehicle, command value tracking control, which causes the angle of the front wheels to follow the front wheel steering angle command value from the autonomous driving kit, and driver-coordinated control, which controls the torque of the steering motor taking into account the driver's steering intention. The vehicle according to claim 1 or 2, wherein the first control device, while performing command value tracking control, prioritizes tracking of the front wheel steering angle command value over cooperation with the vehicle's driver, and while performing driver coordination control, prioritizes cooperation with the vehicle's driver over tracking of the front wheel steering angle command value.

6. The aforementioned vehicle platform is A base vehicle including the steering wheel, the steering motor, and the first control device, A vehicle control interface box including a third control unit configured to communicate with both the first control unit and the second control unit, It has, The first control device is configured to transmit vehicle information relating to the base vehicle to the third control device. For communication between the second control unit and the third control unit, API signals defined by the API (Application Program Interface) are used. The API signal includes an API command indicating a command to the base vehicle and an API status indicating the status of the base vehicle. The third control device is configured to convert the API command from the second control device into a signal that the first control device can execute, and to transmit the converted signal to the first control device. The vehicle according to claim 1 or 2, wherein the third control device is configured to acquire the API status using the vehicle information from the first control device and to transmit the acquired API status to the second control device.

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