vehicle

Abstract

To provide a vehicle that is configured so that a power supply mode can be changed on the basis of a command from an automatic operation kit, which enables the power supply mode of the vehicle to be easily changed in an appropriate situation.SOLUTION: The vehicle is provided with a vehicle platform configured to be able to receive a command concerning automatic operation from an automatic operation kit. The automatic operation kit is configured to transmit a wake command to require a power supply mode of the vehicle platform to be transferred to a wake mode to the vehicle platform. The power supply mode of the vehicle platform can be transferred to the wake mode by the wake command, only when a shift lever indicates parking and vehicle speed of the vehicle is 0 km / h.SELECTED DRAWING: Figure 6

Description

Technical Field

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

Background Art

[0002] Japanese Patent Application Laid-Open No. 2019-177807 (Patent Document 1) discloses a vehicle having an autonomous driving kit attached to the rooftop.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Vehicles are known in which the power supply situation changes depending on the power mode. For example, in a certain power mode, power may be supplied to all the control devices mounted on the vehicle, and in another power mode, power may be supplied only to some of the control devices. A vehicle equipped with an autonomous driving kit can execute vehicle control according to a command from the autonomous driving kit. Therefore, it is conceivable to change the power mode of the vehicle according to a command from the autonomous driving kit. However, the autonomous driving kit does not always send correct commands. In a vehicle in which the power mode is changed based on a command from the autonomous driving kit, for example, if an incorrect command is sent from the autonomous driving kit due to a software defect (e.g., a bug) of the autonomous driving kit, the change of the power mode of the vehicle may be performed in an inappropriate situation.

[0005] The present disclosure has been made to solve the above problems, and an object thereof is to make it easier for the change of the power mode of a vehicle to be performed in an appropriate situation in a vehicle capable of changing the power mode based on a command from an autonomous driving kit.

Means for Solving the Problems

[0006] A vehicle according to one embodiment of the present disclosure comprises a vehicle platform configured to receive commands relating to autonomous driving from an autonomous driving kit. The vehicle platform comprises a base vehicle including a plurality of first control units and a vehicle control interface box including a second control unit. The plurality of first control units include at least one body system control unit. The base vehicle further comprises a shift lever. The autonomous driving kit comprises a third control unit. The second control unit is configured to communicate with both the first and third control units. The power modes of the vehicle platform include sleep mode, wake mode, and driving mode. Sleep mode is a state in which the plurality of first and second control units are powered off. Wake mode is a state in which the plurality of first control units are not activated except for a predetermined body system control unit, and the second control unit is activated. Driving mode is a state in which the plurality of first and second control units are powered on. The autonomous driving kit is configured to send a wake command to the vehicle platform requesting that the vehicle platform's power mode be changed to wake mode. The vehicle platform will enter wake mode in response to a wake command only when the shift lever is in the parking position and the vehicle speed is 0 km / h. [Effects of the Invention]

[0007] According to this disclosure, in a vehicle capable of changing its power mode based on commands from an autonomous driving kit, the change in the vehicle's power mode will be more likely to occur in appropriate situations. [Brief explanation of the drawing]

[0008] [Figure 1] This figure shows the schematic configuration of a vehicle according to an embodiment of the present disclosure. [Figure 2] This diagram shows the details of the vehicle control system shown in Figure 1. [Figure 3] This is a diagram illustrating a power mode control method according to an embodiment of the present disclosure. [Figure 4]This is a flowchart illustrating a method for controlling the power mode according to an embodiment of the present disclosure. [Figure 5] This is a flowchart illustrating the automated driving control of a vehicle according to an embodiment of the present disclosure. [Figure 6] This is a flowchart illustrating the process for determining the value of a power mode command in a power mode control method according to an embodiment of the present disclosure. [Modes for carrying out the invention]

[0009] 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.

[0010] Figure 1 is a diagram showing the schematic configuration of a vehicle according to an embodiment of the present disclosure. Referring to Figure 1, vehicle 1 comprises a VP (vehicle platform) 100 and an ADK (autonomous driving kit) 200. The VP 100 includes a 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, vehicle 1 is completed. 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.

[0011] The base vehicle 120 is, for example, a commercially available xEV (electric vehicle). 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. The base vehicle 120 includes an integrated control manager 130, various systems and sensors for controlling the base vehicle 120 (wheel speed sensors 127A, 127B, steering angle sensor 127C, etc.), and a camera 129A and radar sensors 129B, 129C for the active safety system 125 to detect collision risk. The integrated control manager 130 functions as a control device. The integrated control manager 130 integrates and controls various systems related to the operation of the base vehicle 120 based on the detection results of the on-board sensors.

[0012] Figure 2 shows the details of the control system of vehicle 1. Referring to Figure 2 together with Figure 1, ADK200 includes an automated driving system (hereinafter referred to as "ADS") 210 for the automated 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.

[0013] ADSCOM211 includes computer modules (hereinafter referred to as "ADC") 211A and 211B. Each of ADC211A and 211B includes a processor and a storage device for storing autonomous driving software using the API described later, and is configured so that the autonomous driving software can be executed by the processor. Recognition sensors 212 acquire environmental information indicating the external environment of vehicle 1. Recognition sensors 212 may include at least one of a camera, millimeter-wave radar, and lidar. Attitude sensors 213 acquire attitude information regarding the attitude of vehicle 1. Attitude sensors 213 may include various sensors for detecting the acceleration, angular velocity, and position of vehicle 1. HMI218 includes input devices and notification devices.

[0014] The base vehicle 120 includes a vehicle system 120a. The vehicle system 120a comprises a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a body system 126. In this embodiment, each system includes an electronic control unit (hereinafter also referred to as "ECU").

[0015] The VCIB110 is configured to communicate with both the base vehicle 120 and the ADK200 via a communication bus. These physical communications may utilize CAN (Controller Area Network). In vehicle 1, the control system for the vehicle's behavior (driving, stopping, turning) has redundancy. ADC211A and 211B give instructions to the main control system and sub-control system, respectively. The VCIB110 includes VCIB111A (control unit of the main control system) and VCIB111B (control unit of the sub-control system). Each control unit may include a computer equipped with a processor and memory. VCIB111A and 111B may communicate directly with each system, or they may communicate via the integrated control manager 130 shown in Figure 1.

[0016] The brake system 121 includes a braking mechanism, an operating unit that receives brake operations from the driver, and brake control units 121A and 121B. The steering system 122 includes a steering mechanism, an operating unit that receives steering operations from the driver, and steering control units 122A and 122B. 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. "EPB" stands for electric parking brake, and "P-Lock" stands for parking lock. The shift device determines the shift range and switches the propulsion direction and shift mode of the base vehicle 120 according to the determined shift range. In addition to the shift mechanism, the shift device further includes an operating unit that receives shift operations from the driver. The vehicle drive device provides propulsion in the direction of propulsion indicated by the shift range. The vehicle drive device includes a main battery and a drive motor that receives power from the main battery. The vehicle drive system further includes an accelerator pedal operated by the driver to accelerate the vehicle 1. The P-Lock device further includes a parking lock mechanism and actuator, as well as an operating unit that accepts parking commands from the driver.

[0017] The body system 126 comprises body components (e.g., turn signals, horns, and wipers) and a body control unit (body ECU) that controls the body components. In manual mode, the body ECU controls the body components according to user operation, and in automatic mode, it controls the body components according to commands from the ADK200. In this embodiment, the body system 126 comprises a plurality of body control units (including body ECUs 126a and 126b). However, the number of body control units is arbitrary and may be one.

[0018] In this embodiment, each control device included in the base vehicle 120 (vehicle system 120a) corresponds to an example of the "first control device" according to the present disclosure. Also, each of VCIBs 111A and 111B functions as the "second control device" according to the present disclosure. Each of ADCs 211A and 211B functions as the "third control device" according to the present disclosure.

[0019] FIG. 3 is a diagram for explaining the power mode control method according to this embodiment. In FIG. 3, the base vehicle 120 includes a vehicle system 120a, batteries 20A and 20B, switch circuits 21 to 23, a start switch 30, and a shift lever 40. The start switch 30 receives a user operation for switching the operation / stop of the system. Generally, the start switch of a vehicle is referred to as a "power switch" or an "ignition switch" or the like. The shift lever 40 corresponds to the operation unit of the shift device described above. The shift lever 40 designates a shift range according to a shift operation from the driver. The shift ranges of the vehicle 1 include P (parking), R (reverse), N (neutral), and D (drive).

[0020] The battery 20A is the main battery included in the aforementioned vehicle drive device. The battery 20B is an auxiliary battery. The capacity of the main battery is larger than the capacity of the auxiliary battery (sub-battery). Each control device included in the vehicle 1 according to this embodiment receives power supply from at least one of the battery 20A and the battery 20B. However, such a power form is only an example. For example, ADCs 211A and 211B (third control devices) may receive power supply from a power storage device mounted on the ADK200.

[0021] The power mode of the VP100 includes a sleep mode, a wake mode, and a driving mode.

[0022] In sleep mode, the VP100 is powered off (vehicle power off). In this state, there is no power supplied to the systems from the main battery (20A battery), and the VCIB and other ECUs are not activated. In other words, in sleep mode, all control devices included in the vehicle system 120a and all control devices included in the VCIB 110 are powered off.

[0023] In wake mode, the VCIB is activated. In this state, there is no power supply from the main battery (battery 20A), and ECUs other than the VCIB are not activated, with the exception of some body system ECUs. In other words, in wake mode, each control device included in the vehicle system 120a is not activated, with the exception of some body system ECUs (predetermined body system control devices), and each control device included in the VCIB 110 (VCIB 111A, 111B) is activated by power supplied from the auxiliary battery (battery 20B). The predetermined body system control device may be the body system ECU 126a (Figure 2), or it may include multiple body system ECUs.

[0024] In driving mode, the VP100 is powered on (vehicle power on). In this state, power is supplied to the entire VP100 from the main battery (battery 20A). In other words, in driving mode, all control devices included in the vehicle system 120a and all control devices included in the VCIB110 are powered on.

[0025] In driving mode, the vehicle system 120a communicates with the ADK200 via the VCIB110. Communication between the ADK200 and the VCIB110 uses signals defined by the API (Application Program Interface) (API signals). The ADK200 is configured to process various signals defined by the API. The ADK200 outputs various commands defined by the API (API commands) to the VCIB110. The ADK200 also receives various signals indicating the status of the base vehicle 120 (API status) from the VCIB110. Both API commands and API status correspond to API signals.

[0026] In this embodiment, the ADK200 uses the API commands described below.

[0027] The power mode command is an API command that requests control of the VP100's power mode. The power mode command can be set to one of three values: "0" (first value) indicating no request, "2" (second value) indicating a transition to wake mode, or "6" (third value) indicating a transition to driving mode. In the following, the power mode commands that show values ​​"2" and "6" will be referred to as the "Wake command" and the "Drive command," respectively.

[0028] The vehicle mode command is an API command that requests a transition to automatic or manual mode. 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" indicating no request, "2" requesting a change to the R (reverse) range, or "4" requesting a change to the D (drive) range. The shift range change according to the forward direction command is only possible when the driving direction status, described later, indicates a stop. The acceleration command is an API command that instructs the vehicle's acceleration. The acceleration command requests acceleration (+) and deceleration (-) in the direction indicated by the forward direction status, described later. The immobilization command is an API command that requests the application or release of immobilization. Applying immobilization means turning the EPB (Electronic Parking Brake) ON (operated) and setting the shift range to P (parking).

[0029] 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 that API command into a signal format that can be executed by the control unit of the base vehicle 120. Hereinafter, the API command converted into a signal format that can be executed 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.

[0030] Next, let's discuss API status. ADK200 uses API status, as described below, to understand the status of the base vehicle 120.

[0031] The power mode status is an API status that indicates the power mode state of the VP100. The power mode status can be set to either a value of "2" which indicates wake mode, or a value of "6" which indicates running mode.

[0032] The Vehicle Mode Status is an API status that indicates the vehicle mode state. Vehicle modes include Manual Mode, Automatic Mode, and Standby Mode. Manual Mode is a vehicle mode in which the vehicle is under the control of a driver (human). Automatic 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. The driver can select the desired vehicle mode via the onboard HMI. The base vehicle 120 determines the vehicle mode considering the status of vehicle 1 and the driver's selection. The Vehicle Mode Status outputs the corresponding values ​​"0", "1", and "2" depending on whether the current vehicle mode is Manual Mode, Automatic Mode, or Standby Mode, respectively.

[0033] The direction of travel status is an API status that indicates the direction of travel of the vehicle. The direction of travel status outputs a value of "0" when moving forward and a value of "1" when moving backward. If all four wheels show a vehicle 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). The vehicle speed status is an API status that indicates the vehicle's longitudinal speed. The vehicle speed (longitudinal speed of the vehicle) may be an estimated value. The vehicle speed status outputs the absolute value of the vehicle speed. That is, the vehicle speed status outputs a positive value even when moving backward.

[0034] The "Direction of Movement" status is an API status indicating the current shift range. When the current shift range is P, R, N, or D, the "Direction of Movement" status outputs the corresponding values ​​"1", "2", "3", or "4". If the current shift range is undefined, the "Direction of Movement" status outputs the value "7" (Invalid Value). The "Shift Lever" status is an API status indicating the state of the shift lever 40. When the current position of the shift lever 40 is P, R, N, or D, the "Shift Lever" status outputs the corresponding values ​​"1", "2", "3", or "4". If the current state of the shift lever 40 is undefined, the "Shift Lever" status outputs the value "7" (Invalid Value). The "Shift Lever Intervention" status is an API status indicating whether or not the driver has performed an operation to change the position of the shift lever 40. Note that in automatic mode, driver operation of the shift lever is not accepted.

[0035] 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.

[0036] Each of the switch circuits 21 to 23 is configured to switch between connecting and disconnecting an electrical circuit. Each of the switch circuits 21 to 23 may include an electromagnetic relay. Each of the switch circuits 21 to 23 may include a DC / DC converter. Battery 20B supplies power to ADK200 (ADC211A, 211B) via switch circuit 21. The state of switch circuit 21 (connected / disconnected) switches according to the state of the start switch 30 (operated / stopped). Even if ADC211A and 211B are stopped, an ON operation on the start switch 30 sends a start request from the start switch 30 to switch circuit 21, causing switch circuit 21 to switch from the disconnected state (open) to the connected state (closed). Battery 20B supplies power to a predetermined body system ECU (hereinafter referred to as "wake ECU") that starts in wake mode and to VCIB111A and 111B via switch circuit 22. Even if VCIB111A and 111B are stopped, a Wake command from ADK200 switches the switch circuit 22 from the disconnected state (open) to the connected state (closed). Battery 20A supplies power to the vehicle system 120a via switch circuit 23. Even if the vehicle system 120a is stopped, a Drive command from ADK200 switches the switch circuit 23 from the disconnected state (open) to the connected state (closed).

[0037] In sleep mode, all switch circuits 21-23 are disconnected. In wake mode, switch circuits 21, 22, and 23 are connected, connected, and disconnected, respectively. In operating mode, all switch circuits 21-23 are connected.

[0038] The state (operated / stopped) of the start switch 30 is switched according to user operation. Hereinafter, the state in which the start switch 30 is operated will be referred to as "IG-ON", and the state in which the start switch 30 is stopped will be referred to as "IG-OFF". IG-OFF is achieved by a user operation that turns the start switch 30 to the OFF state (stopped) (hereinafter referred to as "OFF operation"). However, the OFF operation is only effective when certain OFF conditions are met, and is invalid if those OFF conditions are not met. The OFF conditions include the shift lever 40 being set to parking (hereinafter referred to as "first requirement"), the vehicle speed of vehicle 1 being 0 km / h (hereinafter referred to as "second requirement"), and the shift range indicating parking (hereinafter referred to as "third requirement"). When the user performs an OFF operation on the start switch 30 while the OFF conditions are met, IG-OFF is achieved. Neither acceleration control nor shift changes (changes in shift range) of vehicle 1 are performed when IG-OFF is active. Therefore, when the IG is OFF, requirements 1 to 3 are met. A valid OFF operation on the power switch 30 causes the VP100's power mode to switch to sleep mode.

[0039] When the start switch 30 indicates stop, the shift lever 40 is in P (parking), the vehicle speed of vehicle 1 is 0 km / h, and the power mode of VP100 is in sleep mode. When the start switch 30 indicates stop, no communication takes place between ADK200 and VCIB110. When the start switch 30 switches from stop (IG-OFF) to operate (IG-ON), ADK200 executes the processing flow S1 to S3. When the start switch 30 switches to operate, the first and second requirements are met. This processing flow is basically executed by ADC211A. However, if an abnormality occurs in ADC211A, ADC211B may execute it instead. Hereafter, each step in the flowchart will be denoted as "S".

[0040] In S1, ADK200 initiates communication with VCIB110. With IG-OFF, communication between the two stops, thus preventing vehicle 1 from running out of power due to power consumption from communication. In the following S2, ADK200 sends a Wake command to VCIB110. VP100 switches its power mode to wake mode in response to the Wake command from ADK200. In the following S3, ADK200 sends a Drive command to VCIB110. VP100 switches its power mode to driving mode in response to the Drive command from ADK200.

[0041] Figure 4 is a flowchart illustrating the power mode control method according to this embodiment. Referring to Figure 4, in each of S2 and S3 shown in Figure 3, the ADK200 executes the processing flow from S101 to S105. Furthermore, the VCIB110 executes the processing flow from S201 to S203. This processing flow is basically executed by the VCIB111A. However, if a malfunction occurs in the VCIB111A, the VCIB111B may execute it instead. In addition, multiple control devices provided in the base vehicle 120 (for example, the integrated control manager 130 and the control devices of each system shown in Figures 1 and 2) execute the processing flow from S301 to S303.

[0042] In S101, ADK200 sends power mode commands (S2: Wake command, S3: Drive command) to VCIB110. If ADK200 is to start VCIB110, ADK200 may periodically send NM (Network Management) frames via CAN. When VCIB110 receives a power mode command, the processing flow from S201 to S203 begins. In S201, VCIB110 executes the processing corresponding to the power mode command. In S202, VCIB110 determines whether or not power mode control according to the power mode command has been completed. For example, a stopped VCIB110 will start up when it receives a Wake command. Then, when VCIB110 starts up (YES in S202), VCIB110 sends a power mode status indicating wake mode (value "2") to ADK200 in S203. On the other hand, when VCIB110 receives a Drive command in wake mode, VCIB110 sends an internal command corresponding to the Drive command to the base vehicle 120 (S201). When the base vehicle 120 receives this internal command, the processing flow from S301 to S303 begins. In S301, the base vehicle 120 performs power mode control in accordance with the power mode command. In S302, the base vehicle 120 determines whether or not the power mode control in accordance with the power mode command has been completed. When the transition from wake mode to driving mode is completed in accordance with the Drive command (YES in S302), the base vehicle 120 sends a completion signal to VCIB110 in S303 indicating the completion of power mode control. When VCIB110 receives this completion signal (YES in S202), VCIB110 sends a power mode status indicating driving mode (value "6") to ADK200 in S203.

[0043] After ADK200 sends a power mode command in S101, it determines in the following S102 whether the retry condition is met. In this embodiment, the retry condition is met if ADK200 does not receive a power mode status indicating that a power mode change in accordance with the power mode command has been performed even after a predetermined time (e.g., 4 seconds) has elapsed since ADK200 sent the power mode command. If the retry condition is met (YES in S102), ADK200 sets the power mode command to value "0" in S103, then sets it again to value "2" (S2) or value "6" (S3), and in S104 sends the power mode command (S2: Wake command, S3: Drive command) to VCIB110 again. After that, the process proceeds to S105. If the retry condition is not met (NO in S102), the retry (S102~S104) is not executed, and the process proceeds to S105.

[0044] In the above control system, if the ADK200 requests a change in the power mode but the change is not executed, not only is the transmission of the power mode command retried, but the command setting is also retried. This makes it easier to send accurate commands to the base vehicle 120. According to the above control system, it becomes possible to more reliably execute the power mode change requested by the ADK200.

[0045] In S105, it is determined whether the ADK200 has received a power mode status (S203) indicating that a power mode change has been performed in accordance with the power mode command. If it is determined that the ADK200 has not received a power mode status (NO in S105), the process returns to S102. If it is determined that the ADK200 has received a power mode status (YES in S105), the process returns to the main routine (processing flow shown in Figure 3).

[0046] Figure 5 is a flowchart illustrating the automatic driving control of vehicle 1 according to this embodiment. When the power mode of VP100 enters the driving mode, the control device (first control device) included in the vehicle system 120a starts the processing flow from S11 to S16.

[0047] Referring to Figure 5, in S11, the base vehicle 120 acquires current vehicle information. In the following S12, the base vehicle 120 transmits the acquired vehicle information to the VCIB 110. The current vehicle information includes various sensor detection values ​​indicating the current state of the base vehicle 120, and state determination results based on user operation or sensor detection values. After transmitting the vehicle information, the base vehicle 120 determines in S13 whether or not it has received a command (ADK command) from the ADK 200. As long as the base vehicle 120 does not receive an ADK command (NO in S13), steps S11 to S13 are repeated, and the process does not proceed to S14.

[0048] The processing flow from S21 to S26 is executed by VCIB110 (VCIB111A or 111B). When VCIB110 receives current vehicle information from the base vehicle 120, it starts the processing flow. In S21, VCIB110 obtains various API statuses that indicate the current state of the base vehicle 120 based on the current vehicle information. VCIB110 may also determine the values ​​of the various API statuses based on various sensor detection values. In the following S22, VCIB110 sends the various API statuses obtained in S21 to ADK200. After that, in S23, VCIB110 waits for an API command while determining whether or not it has received an API command from ADK200. As long as VCIB110 does not receive an API command (NO in S23), processing does not proceed to S24.

[0049] The processing flow from S31 to S35 is executed by ADK200 (ADC211A or 211B). When ADK200 receives the above API status from VCIB110, it starts the processing flow. In S31, ADK200 determines whether the received vehicle mode status indicates automatic mode. If the vehicle mode status indicates automatic mode (YES in S31), ADK200 creates a driving plan in S32 based on the detection results of various sensors (e.g., environmental information and attitude information) and the API status obtained from VCIB110. The driving plan is data that shows the target behavior of vehicle 1 over a predetermined period. ADK200 may also calculate the behavior of vehicle 1 (vehicle speed, attitude, etc.) and create a driving plan suitable for the state of vehicle 1 and the external environment. In the subsequent S33, ADK200 extracts controllable physical quantities (acceleration, tire steering angle, etc.) from the driving plan created in S32. In the following S34, ADK200 divides the physical quantities extracted in S33 according to the API cycle. Based on the divided physical quantities, ADK200 then determines the automatic driving commands (values ​​of various API commands) to realize the physical quantities according to the driving plan. After that, the process proceeds to S35. If the vehicle mode status does not indicate automatic mode (NO in S31), no automatic driving commands are generated, and the process proceeds to S35.

[0050] In S35, ADK200 determines the values ​​of API commands other than the automatic driving command. ADK200 then sends the various API commands to VCIB110. ADK200 determines the value of the power mode command based on the state of vehicle 1. If the determined power mode command requests a power mode change, ADK200 may retry according to the processing flow S101 to S105 shown in Figure 4. The retry interval for the power mode command may be 4 seconds or longer. The API command sent in S35 corresponds to a command to the base vehicle 120. In automatic mode, the API command indicating the automatic driving command is determined in S32 to S34 and sent in S35. When the processing in S35 is executed, the processing flow S31 to S35 ends. However, this processing flow is started each time ADK200 receives the API status (S22).

[0051] When VCIB110 receives the above API command (YES in S23), it determines the value of the power mode command in S24. If VCIB110 does not accept the power mode command from ADK200, VCIB110 changes the value of the power mode command set by ADK200. Figure 6 shows the details of S24. Referring to Figure 6, VCIB110 determines in S251 whether or not it has received a Wake command from ADK200. If VCIB110 has received a Wake command (YES in S251), in the following S252, VCIB110 determines whether the first requirement (shift lever = P) is met based on the shift lever status obtained in S21. If the first requirement is met (YES in S252), in the following S253, VCIB110 determines whether or not the second requirement (vehicle speed = 0 km / h) is met based on the vehicle speed status obtained in S21.

[0052] If both the first and second requirements are met (YES in both S252 and S253), VCIB110 accepts the Wake command (value "2") from ADK200. On the other hand, if at least one of the first and second requirements is not met, in S254 VCIB110 changes the power mode command from value "2" to value "0" (not requested). After that, processing returns to the main routine (processing flow shown in Figure 5).

[0053] Referring again to Figure 5, after determining the value of the power mode command in S24, the VCIB110 converts the various API commands received from the ADK200 into internal commands in the following S25. Through this signal conversion, internal commands corresponding to the API commands are obtained. In the following S26, the VCIB110 transmits the obtained internal commands (ADK commands) to the base vehicle 120. Once the process in S26 is executed, the processing flow from S21 to S26 is completed. However, this processing flow is started each time the VCIB110 receives the latest vehicle information from the base vehicle 120.

[0054] When the base vehicle 120 receives various internal commands (ADK commands) corresponding to various API commands from the VCIB 110 (YES in S13), in S14 the base vehicle 120 determines whether the received internal commands include an internal command corresponding to a Wake command. If the base vehicle 120 receives an internal command corresponding to a Wake command (YES in S14), in S16 the base vehicle 120 executes power mode control according to the processing flow of S301 to S303 shown in Figure 4. In S301, the power mode is changed from driving mode to wake mode. As a result, multiple control devices included in the vehicle system 120a stop, with the exception of some body system ECUs (wake ECUs).

[0055] If the internal command (ADK command) received from VCIB110 does not include an internal command corresponding to the Wake command (NO in S14), the base vehicle 120 performs vehicle control in accordance with the ADK command in S15. In automatic mode, the base vehicle 120 performs automatic driving control in accordance with the automatic driving command from ADK200. The power mode of VP100 is maintained in driving mode. After that, the process returns to the first step (S11).

[0056] Lines L1 to L5 in Figure 6 show an example of the operation of vehicle 1 in automatic mode. "t" in the time chart represents timing. As shown by line L5, vehicle 1 decelerates and stops in automatic driving mode. As shown by line L1, a Wake command is sent from ADK200 to VCIB110 during periods t1 to t2 and t3 to t4, respectively. Since the first requirement is not met during these periods, the value of the power mode command is changed by processing in S254. As shown by line L3, the immobilization command switches from release to apply at t5. As a result, as shown by line L4, the shift lever status switches from D to P at t6. In automatic mode, ADK200 moves the shift lever 40 to change the shift range. This satisfies both the first and second requirements. Therefore, when a Wake command is sent from ADK200 to VCIB110 at t7, the power mode status switches from operating mode to wake mode at t8 in response to this Wake command (line L2).

[0057] In the above embodiment, the ADK200 moves the shift lever 40 to change the shift range. However, it is not limited to this, and the shift lever 40 may not move in response to commands from the ADK200, but only in response to manual operation by the driver. When the shift range is changed by a command from the ADK200 and the propulsion direction status indicates P, the base vehicle 120 may request the driver to move the position of the shift lever 40 to P.

[0058] As described above, the vehicle 1 according to this embodiment comprises a VP100 (vehicle platform) and an ADK200 (autonomous driving kit). The VP100 is configured to receive commands related to autonomous driving from the ADK200. The ADK200 transmits a wake command to the VP100 requesting that the VP100 switch its power mode to wake mode. The VP100 switches to wake mode in response to the wake command only when the shift lever is in the parking position and the vehicle speed is 0 km / h (see Figure 6).

[0059] Vehicle 1 having the above configuration can change its power mode based on a Wake command from the autonomous driving kit. When transitioning from driving mode to wake mode, multiple first control devices included in the base vehicle stop, with the exception of some body system control devices. For this reason, the transition to wake mode may affect vehicle control. In this regard, with the above configuration, the transition to wake mode is not performed if at least one of the first and second requirements is not met. Even if a wake command is sent from ADK200 when at least one of the first and second requirements is not met due to a software defect (e.g., a bug) in ADK200, VP100 will not accept it (see Figure 6). For this reason, the impact of the transition to wake mode on the behavior of vehicle 1 can be suppressed. Thus, the change in the power mode of vehicle 1 is more likely to occur under appropriate circumstances.

[0060] When the VCIB110 receives a wake command from the ADK200 in the driving mode (YES in S251 of Figure 6), the VCIB110 (second control unit) determines whether both the first and second requirements are met simultaneously (S252, S253 of Figure 6). If it is determined that both requirements are met simultaneously, the VCIB110 (second control unit) requests the base vehicle 120 to change the power mode in accordance with the wake command (S26 of Figure 5). The base vehicle 120 (first control unit) changes the power mode of the VP100 in response to the request from the VCIB110 (S16 of Figure 5). In this configuration, the VCIB110 determines whether the situation is suitable for transitioning to wake mode. If it determines that the situation is suitable for transitioning to wake mode, the VCIB110 requests the base vehicle 120 to transition to wake mode. Therefore, it is possible to suppress requests for the base vehicle 120 to transition to wake mode in inappropriate situations.

[0061] In S252 of Figure 6, VCIB110 may determine whether the third requirement (the shift range indicating parking) is met instead of the first requirement (the shift lever indicating parking). If both the second and third requirements are met, VCIB110 may accept the Wake command from ADK200. If at least one of the second and third requirements is not met, VCIB110 may change the power mode command from value "2" to value "0" (not requested) in S254. In other words, VP100 may enter wake mode by the wake command only if the shift range indicates parking and the vehicle speed is 0 km / h.

[0062] 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]

[0063] 1 vehicle, 100 vehicle platforms, 110 vehicle control interface boxes, 120 base vehicles, 120a vehicle systems, 126 body systems, 126a, 126b body ECUs, 200 autonomous driving kits.

Claims

1. A vehicle having a vehicle platform configured to receive commands related to autonomous driving from an autonomous driving kit, The vehicle platform comprises a base vehicle including a plurality of first control devices and a vehicle control interface box including a second control device. The plurality of first control devices include at least one body system control device, The aforementioned base vehicle is further equipped with a shift lever, The aforementioned automatic driving kit includes a third control device, The second control device is configured to communicate with both the first control device and the third control device, The power modes of the vehicle platform include a sleep mode in which the plurality of first control devices and the second control devices are powered off, a wake mode in which the plurality of first control devices are not started except for a predetermined body system control device, and the second control device is started, and an operating mode in which the plurality of first control devices and the second control devices are powered on. The autonomous driving kit is configured to transmit a wake command to the vehicle platform requesting that the vehicle platform switch its power mode to the wake mode. The vehicle platform is a vehicle that enters the wake mode in response to the wake command only when the shift lever is in the parking position and the vehicle speed is 0 km / h.

2. When the vehicle control interface box receives the wake command from the automatic driving kit in the aforementioned driving mode, the second control unit determines whether both requirements are met simultaneously: that the shift lever is in the parking position and that the vehicle speed is 0 km / h. If it is determined that both requirements are met simultaneously, the second control unit requests the first control unit to change the power mode in accordance with the wake command. The vehicle according to claim 1, wherein the first control device changes the power mode of the vehicle platform in response to a request from the second control device.

3. The vehicle further includes a start switch that accepts user input to switch the system on or off, When the start switch indicates stop, the shift lever is in the parking position, and the vehicle speed is 0 km / h, and the power mode of the vehicle platform is in the sleep mode. When the start switch indicates stop, no communication takes place between the automatic driving kit and the vehicle control interface box. The vehicle according to claim 1, wherein when the start switch is switched from stop to operate, the automatic driving kit starts communication with the vehicle control interface box and transmits the wake command to the vehicle control interface box.

4. The vehicle according to any one of claims 1 to 3, wherein the autonomous driving kit is configured to further transmit a drive command to the vehicle control interface box requesting the vehicle platform to switch to the driving mode.

5. The vehicle further comprises a start switch that accepts user operation to switch the system on or off, When the start switch indicates stop, the shift lever is in the parking position, and the vehicle speed is 0 km / h, the power mode of the vehicle platform is in the sleep mode in which the plurality of first control devices and the second control devices are powered off. When the start switch indicates stop, no communication takes place between the automatic driving kit and the vehicle control interface box. When the start switch is switched from stop to operate, the automatic driving kit starts communication with the vehicle control interface box and sends the wake command to the vehicle control interface box. The autonomous driving kit is configured to send a drive command to the vehicle control interface box requesting that the power mode of the vehicle platform be changed to the driving mode when the power mode of the vehicle platform is in the wake mode. The vehicle platform transitions to the driving mode in response to the drive command, The first control device is configured to transmit vehicle information relating to the base vehicle to the second 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 second control unit is configured to convert the API command from the third control unit into a signal that the first control unit can execute, and to transmit the converted signal to the first control unit. The second 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 third control device. The API command includes a power mode command relating to the power mode control of the vehicle platform, The aforementioned power mode command is: A first value that does not require a change in the power mode of the vehicle platform, A second value corresponding to the wake command, A third value corresponding to the aforementioned drive command, Show one of the following: When the power mode of the vehicle platform is in the sleep mode, if a predetermined time has elapsed since the third control unit sent the power mode command indicating the second value to the second control unit, and no power mode change is performed in accordance with the power mode command, the third control unit sets the first value to the power mode command and then sends the power mode command with the second value set again to the second control unit. The vehicle according to claim 1, wherein, when the power mode of the vehicle platform is the wake mode, if a predetermined time has elapsed since the third control device transmitted the power mode command indicating the third value to the second control device, and no power mode change in accordance with the power mode command has been performed, the third control device sets the power mode command to the first value and then transmits the power mode command with the third value set to the second control device again.

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