US20210237722A1 - Vehicle and autonomous driving system - Google Patents
Vehicle and autonomous driving system Download PDFInfo
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- US20210237722A1 US20210237722A1 US17/137,519 US202017137519A US2021237722A1 US 20210237722 A1 US20210237722 A1 US 20210237722A1 US 202017137519 A US202017137519 A US 202017137519A US 2021237722 A1 US2021237722 A1 US 2021237722A1
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Definitions
- the present disclosure relates to a vehicle and an autonomous driving system, and more specifically to a technology used to autonomously drive a vehicle.
- Japanese Patent Laid-Open No. 2018-132015 discloses a technology used to autonomously drive a vehicle.
- an autonomous driving ECU having a function to sense a vicinity of a vehicle is provided to the vehicle separately from an engine ECU, and the autonomous driving ECU issues an instruction to the engine ECU via an in-vehicle network.
- the ECU for managing the power of the vehicle and the ECU for autonomous driving that are independent from each other allow an autonomous driving function to be added without significantly changing an existing vehicle platform.
- a third party should accelerate development of an autonomous driving function.
- the present disclosure has been made in order to address the above issue, and contemplates a vehicle and autonomous driving system capable of appropriately maintaining stationary when a vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
- a vehicle comprises an autonomous driving system and a vehicle platform that controls the vehicle in response to a command received from the autonomous driving system.
- the autonomous driving system sends to the vehicle platform a command including a first command to request acceleration and deceleration and a second command to request to maintain stationary.
- the autonomous driving system obtains a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status.
- the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle and the first signal indicates 0 km/h or a prescribed velocity or less
- the autonomous driving system issues the second command to request the vehicle platform to maintain stationary.
- the second signal indicates standstill. Until the second signal indicates standstill, the first command continues to request the vehicle platform to provide deceleration.
- acceleration of the vehicle is suppressed in response to a request through the first command for deceleration even after the vehicle is stopped (that is, even after the first signal indicates 0 km/h or a prescribed velocity or less).
- the vehicle platform carries out vehicle control in response to a command received from the autonomous driving system, the vehicle can be appropriately maintained stationary (that is, brake hold control can be carried out appropriately).
- a trigger to issue the second command to request to maintain stationary may be that the first signal indicates 0 km/h or that the first signal indicates a prescribed velocity or less.
- the prescribed velocity may be a value which is small to an extent allowing the vehicle to be regarded as being stationary (e.g., approximately 0 km/h).
- the first command may continue to request a constant deceleration value during a period from when the second command requests to maintain stationary until the second signal indicates standstill. Further, the constant deceleration value may be ⁇ 0.4 m/s 2 . According to the above configuration, a state of the vehicle when the vehicle is stopped is easily stabilized by simple control.
- the autonomous driving system may further obtain a third signal indicating a moving direction of the vehicle.
- the brake hold control may be started when the first command requests deceleration, the second command requests to maintain stationary, and the third signal indicates standstill.
- maintaining the vehicle stationary that is, brake hold control
- the third signal may indicate a standstill when a prescribed number of wheels of the vehicle continue a speed of 0 for a prescribed period of time.
- the vehicle may continue standstill while the request through the second command to maintain stationary continues.
- the vehicle can continue standstill (that is, a state of being maintained stationary) in response to the second command.
- the above vehicle may include an electric parking brake.
- an electric parking brake may be activated when the second signal continues to indicate standstill for a prescribed period of time. According to such a configuration, brake hold control is finished and thereafter when a prescribed period of time elapses the electric parking brake can further be applied to enhance maintaining the vehicle stationary.
- the vehicle platform may control acceleration/deceleration of the vehicle based on the first command. According to this configuration, the vehicle can be appropriately started in response to a command received from the autonomous driving system.
- a vehicle comprises a vehicle platform that controls the vehicle and a vehicle control interface that mediates communication of a signal between the vehicle platform and an autonomous driving system.
- the vehicle platform can carry out autonomous driving control of the vehicle in response to a command received from the autonomous driving system.
- the autonomous driving system sends to the vehicle platform through the vehicle control interface a command including a first command to request acceleration and deceleration and a second command to request to maintain stationary.
- the vehicle control interface outputs to the autonomous driving system a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status.
- the vehicle control interface When the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle and the first signal indicates 0 km/h or a prescribed velocity or less, the vehicle control interface requests the autonomous driving system to issue the second command to maintain stationary. The vehicle control interface requests the autonomous driving system to continuously transmit the first command to request deceleration until the second signal indicates standstill in response to the second command.
- the vehicle does not comprise an autonomous driving system.
- the autonomous driving system when the autonomous driving system is retrofitted to the vehicle, the above-described control comes to be carried out when the autonomous driving system stops the vehicle. That is, even after the vehicle is stopped, acceleration of the vehicle is suppressed in response to a request through the first command for deceleration.
- the vehicle can thus be appropriately maintained stationary when the vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
- an autonomous driving system comprises a computer that sends a command to a vehicle platform.
- the command that computer sends to the vehicle platform includes a first command to request acceleration and deceleration and a second command to request to maintain stationary.
- the computer obtains a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status.
- the computer issues the first command to request the vehicle platform to provide deceleration to stop a vehicle and the first signal indicates 0 km/h or a prescribed velocity or less
- the computer issues the second command to request the vehicle platform to maintain stationary.
- the computer issues the first command to continue to request the vehicle platform to provide deceleration.
- the above-described control comes to be carried out when the autonomous driving system stops the vehicle. That is, acceleration of the vehicle is suppressed in response to a request through the first command for deceleration even after the vehicle is stopped.
- the vehicle can thus be appropriately maintained stationary when the vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
- FIG. 1 is a diagram generally showing a MaaS system to which a vehicle according to an embodiment of the present disclosure is applied.
- FIG. 2 is a diagram showing details in configuration of a vehicle control interface, a vehicle platform, and an autonomous driving system that the vehicle shown in FIG. 1 comprises.
- FIG. 3 is a flowchart of a process performed by the autonomous driving system in autonomous driving control according to an embodiment of the present disclosure.
- FIG. 4 is a flowchart of a process performed in the vehicle for setting an actual moving direction according to an embodiment of the present disclosure.
- FIG. 5 is a flowchart of brake hold control carried out in an autonomous mode according to an embodiment of the present disclosure.
- FIG. 6 is a flowchart of EPB control carried out in the autonomous mode according to an embodiment of the present disclosure.
- FIG. 7 is a flowchart of deceleration control carried out in the autonomous mode according to an embodiment of the present disclosure.
- FIG. 8 is a flowchart of start control carried out in the autonomous mode according to an embodiment of the present disclosure.
- FIG. 9 is a flowchart of acceleration control carried out in the autonomous mode according to an embodiment of the present disclosure.
- FIG. 10 is timing plots representing an exemplary operation of a vehicle autonomously driven in the autonomous mode according to an embodiment of the present disclosure.
- FIG. 11 is a diagram of an overall configuration of MaaS.
- FIG. 12 is a diagram of a system configuration of a MaaS vehicle.
- FIG. 13 is a diagram showing a typical flow in an autonomous driving system.
- FIG. 14 is an example of timing plots of an API involved in stopping and starting the MaaS vehicle.
- FIG. 15 is an example of timing plots of an API involved in a shift change of the MaaS vehicle.
- FIG. 16 is an example of timing plots of an API involved in locking a wheel of the MaaS vehicle.
- FIG. 17 is a diagram representing a limit value of variation in tire turning angle.
- FIG. 18 is a diagram for illustrating intervention by an accelerator pedal.
- FIG. 19 is a diagram for illustrating intervention by a brake pedal.
- FIG. 20 is a diagram of an overall configuration of MaaS.
- FIG. 21 is a diagram of a system configuration of a vehicle.
- FIG. 22 is a diagram showing the vehicle's power feeding configuration.
- FIG. 23 is a diagram for illustrating a strategy taken until the vehicle is safely brought to a standstill when a failure occurs.
- FIG. 24 is a diagram showing an arrangement of representative functions of the vehicle.
- FIG. 1 is a diagram generally showing a MaaS (Mobility as a Service) system to which a vehicle according to the present embodiment is applied.
- MaaS Mobility as a Service
- the MaaS system comprises a vehicle 1 , a data server 500 , an MSPF (Mobility Service Platform) 600 , and autonomous driving-related mobility services 700 .
- MSPF Mobility Service Platform
- Vehicle 1 includes a vehicular body 10 and an ADK (Autonomous Driving Kit) 20 .
- Vehicular body 10 includes a vehicle control interface 110 , a VP (Vehicle Platform) 120 , and a DCM (Data Communication Module) 130 .
- ADK 20 includes an ADS (Autonomous Driving System) 200 for autonomously driving vehicle 1 .
- Vehicle control interface 110 mediates communication of a signal between VP 120 and ADS 200 .
- ADK 20 is actually attached to vehicular body 10 although FIG. 1 shows vehicular body 10 and ADK 20 at positions distant from each other. In the present embodiment, ADK 20 has its body attached to a roof top of vehicular body 10 . Note, however, that where ADK 20 is mounted can be changed as appropriate.
- Vehicle 1 is configured to be autonomously drivable.
- VP 120 and ADS 200 communicate signals with each other via vehicle control interface 110 , and VP 120 carries out travel control (that is, autonomous driving control) in an autonomous mode in response to a command received from ADS 200 .
- ADK 20 is removable from vehicular body 10 . Even when vehicular body 10 has ADK 20 removed therefrom, the user can drive the vehicle to cause the vehicle to travel with vehicular body 10 alone.
- VP 120 carries out travel control in a manual mode (that is, in response to the user's operation).
- ADS 200 communicates signals with vehicle control interface 110 through an API (Application Program Interface) defining each signal to be communicated.
- ADS 200 is configured to process various signals defined by the API. For example, ADS 200 creates a driving plan for vehicle 1 and outputs various commands to vehicle control interface 110 through the API for causing vehicle 1 to travel in accordance with the created driving plan.
- each of the various commands output from ADS 200 to vehicle control interface 110 will also be referred to as an “API command.”
- ADS 200 receives various signals indicating states of vehicular body 10 from vehicle control interface 110 through the API, and reflects the received states of vehicular body 10 in creating the driving plan.
- API signal each of the various signals that ADS 200 receive from vehicle control interface 110 will also be referred to as an “API signal.”
- An API command and an API signal both correspond to signals defined by the API. Details in configuration of ADS 200 will be described hereinafter (see FIG. 2 ).
- Vehicle control interface 110 receives various API commands from ADS 200 .
- vehicle control interface 110 converts the API command into a format of a signal that can be processed by VP 120 .
- an API command converted into a format of a signal that can be processed by VP 120 will also be referred to as a “control command.”
- vehicle control interface 110 outputs to VP 120 a control command corresponding to the API command.
- Vehicle control interface 110 outputs to ADS 200 various API signals indicating states of vehicular body 10 .
- VP 120 detects a state of vehicular body 10 and sequentially sends various signals (e.g., a sensor signal or a status signal) indicating the state of vehicular body 10 to vehicle control interface 110 in real time.
- Vehicle control interface 110 receives a signal from VP 120 and uses the received signal to obtain an API signal as described above.
- Vehicle control interface 110 may determine a value for the API signal based on the signal received from VP 120 , or may convert the signal received from VP 120 (i.e., a signal indicating a state of vehicular body 10 ) to a form of an API signal.
- vehicle control interface 110 obtains an API signal in which a value indicating a state of vehicular body 10 is set, and vehicle control interface 110 outputs the obtained API signal to ADS 200 . From vehicle control interface 110 to ADS 200 , the API signal indicating the state of vehicular body 10 is sequentially output in real time.
- a less versatile signal defined by, for example, an automobile manufacturer is communicated between VP 120 and vehicle control interface 110
- a more versatile signal (for example, a signal defined by an open API) is communicated between ADS 200 and vehicle control interface 110 .
- Vehicle control interface 110 converts a signal between ADS 200 and VP 120 to allow VP 120 to control vehicle 1 in response to a command received from ADS 200 .
- VP 120 can perform autonomous driving control for vehicular body 10 in response to a command received from ADS 200 .
- vehicle control interface 110 functions not only to convert a signal, as described above.
- vehicle control interface 110 may make a determination, as prescribed, and send a signal based on a result of the determination (e.g., a signal for making notification, an instruction, or a request) to at least one of VP 120 and ADS 200 . Details in configuration of vehicle control interface 110 will be described hereinafter (see FIG. 2 ).
- VP 120 includes various systems and various sensors for controlling vehicular body 10 . Commands are sent from ADS 200 to VP 120 through vehicle control interface 110 . VP 120 carries out vehicle control variously in response to commands received from ADS 200 (more specifically, control commands corresponding to API commands sent by ADS 200 ). Various commands for causing vehicle 1 to travel in accordance with a driving plan as described above are transmitted from ADS 200 to VP 120 , and vehicle 1 is autonomously driven by VP 120 carrying out vehicle control variously in response to the commands. Details in configuration of VP 120 will more specifically be described hereinafter (see FIG. 2 ).
- DCM 130 includes a communication I/F (interface) allowing vehicular body 10 to communicate with data server 500 wirelessly.
- DCM 130 outputs various vehicle information such as a velocity, a position, and an autonomous driving state to data server 500 . Further, DCM 130 for example receives from autonomous driving-related mobility services 700 through MSPF 600 and data server 500 various types of data for travelling of an autonomously driven vehicle including vehicle 1 managed by mobility services 700 .
- MSPF 600 is an integrated platform to which various mobility services are connected.
- various mobility services (not shown) (for example, various mobility services provided by a ride-share company, a car-sharing company, an insurance company, a rent-a-car company, and a taxi company) are connected to MSPF 600 .
- Various mobility services including mobility services 700 can use various functions that are provided by MSPF 600 through an API published on MSPF 600 , depending on service contents.
- Autonomous driving-related mobility services 700 provide mobility services using an autonomously driven vehicle including vehicle 1 .
- Mobility services 700 can obtain various types of information (for example, driving control data of vehicle 1 communicating with data server 500 , and information stored in data server 500 ) from MSPF 600 through an API published on MSPF 600 . Further, mobility services 700 can transmit various types of information (for example, data for management of an autonomously driven vehicle including vehicle 1 ) to MSPF 600 through the API.
- MSPF 600 publishes an API for using various types of data on vehicular state and vehicular control necessary for development of an ADS, and an ADS provider can use as the API the various types of data stored in data server 500 on vehicular state and vehicular control necessary for development of the ADS.
- FIG. 2 is a diagram showing details in configuration of vehicle control interface 110 , VP 120 and ADS 200 that vehicle 1 comprises.
- ADS 200 includes an ADC (Autonomous Driving Control) computer 210 , an HMI (Human Machine Interface) 230 , sensors for perception 260 , sensors for pose 270 , and a sensor cleaning 290 .
- ADC Autonomous Driving Control
- HMI Human Machine Interface
- ADC computer 210 includes a processor and a storage device for storing autonomous driving software, and is configured to be capable of executing the autonomous driving software by the processor.
- the above-described API is executed by the autonomous driving software.
- HMI 230 is a device allowing a user and ADC computer 210 to communicate information therebetween.
- HMI 230 may include an input device to receive an input (including a voice input) from a user, and a notification device to notify the user of information.
- ADC computer 210 may notify the user of prescribed information (e.g., an autonomous driving state, or occurrence of failure) through the notification device.
- the user can use the input device to instruct or request ADC computer 210 , change values of parameters used in the autonomous driving software that are permitted to be changed, and the like.
- HMI 230 may be a touch panel display which functions as both the input device and the notification device.
- Sensors for perception 260 include various sensors which obtain environment information that is information for perceiving an environment external to vehicle 1 . Sensors for perception 260 are configured to obtain environment information of vehicle 1 and output the environment information to ADC computer 210 .
- the environment information is used for autonomous driving control.
- sensors for perception 260 include a camera that captures an image around vehicle 1 (including its front and rear sides) and an obstacle detector (e.g., a millimeter-wave radar and/or lidar) that detects an obstacle by an electromagnetic wave or a sound wave. Note, however, that the sensors are not limited as such, and any sensor suitable for obtaining environment information used for autonomous driving control may be adopted as sensors for perception 260 .
- ADC computer 210 can recognize, for example, a person, an object (e.g., another vehicle, a pole, a guard rail and the like), and a line (e.g., a center line) on a road that are present in a range perceivable from vehicle 1 by using environment information received from sensors for perception 260 .
- Artificial intelligence (AI) or an image processing processor may be used for recognition.
- Sensors for pose 270 are configured to obtain pose information, which is information regarding a pose of vehicle 1 , and output the pose information to ADC computer 210 .
- Sensors for pose 270 include various sensors to sense vehicle 1 's acceleration, angular velocity, and position.
- sensors for pose 270 include an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System).
- the IMU for example detects vehicle 1 's acceleration in each of the vehicle's longitudinal, lateral and vertical directions, and detects vehicle 1 's angular velocity in each of the vehicle's roll, pitch, and yaw directions.
- the GPS detects the position of vehicle 1 by using signals received from a plurality of GPS satellites. Combining an IMU and a GPS to measure a pose with high accuracy is a technique known in the field of automobiles and aircraft.
- ADC computer 210 may for example use such a known technique to measure a pose of vehicle 1 from the pose information.
- Sensor cleaning 290 is a device to remove soiling from a sensor (for example, sensors for perception 260 ) exposed to external air outside the vehicle.
- sensor cleaning 290 may be configured to use a cleaning solution and a wiper to clean a lens of the camera and an exit of the obstacle detector.
- Vehicular body 10 includes a plurality of systems to implement equivalent functions.
- Vehicle control interface 110 includes VCIBs (Vehicle Control Interface Boxes) 111 and 112 .
- VCIBs 111 and 112 are an ECU (Electronic Control Unit) functioning as an interface and a signal converter between ADS 200 and VP 120 .
- Each of VCIBs 111 and 112 is communicatively connected to ADC computer 210 .
- VCIBs 111 and 112 are both connected to a system constituting VP 120 . Note, however, that, as shown in FIG. 2 , VCIB 111 and VCIB 112 are partially different in to what they are connected. VCIB 111 and VCIB 112 are mutually communicatively connected.
- Each of VCIBs 111 and 112 can operate alone, and even when one VCIB fails, the other normally operates, and vehicle control interface 110 thus normally operates.
- Each of VCIBs 111 and 112 includes a processor, a RANI (Random Access Memory), and a storage device.
- the processor for example, a CPU (Central Processing Unit) can be employed.
- the storage device is configured to be able to hold stored information.
- a ROM Read Only Memory
- the storage device stores a program, and in addition, information (e.g., various parameters) used in the program.
- a process of vehicle control interface 110 which will be described hereinafter (see FIGS. 4 to 9 ), is performed by the processor executing a program stored in the storage device (e.g., a program using the API described above). These processes may be performed by any of VCIBs 111 and 112 or may be performed by VCIBs 111 and 112 cooperating when they both normally operate.
- VP 120 and ADS 200 perform CAN (Controller Area Network) communication with each other via vehicle control interface 110 .
- the API described above is executed periodically as defined for each API.
- a system in which VP 120 and ADS 200 communicate is not limited to the CAN, and may be changed as appropriate.
- VCIBs 111 and 112 switch/shut down a control system to cause a normal system to operate properly. This maintains a function of VP 120 (e.g., braking, steering, and locking the vehicle).
- VP 120 includes brake systems 121 A and 121 B.
- Each of brake systems 121 A and 121 B includes a plurality of braking mechanisms provided to each wheel of vehicular body 10 , a braking actuator serving as an actuator for driving each braking mechanism, and a control device that controls the braking actuator.
- the braking mechanism may be, for example, a hydraulic disc brake that applies braking force to a wheel through hydraulic pressure adjustable by the actuator.
- the control device controls the braking actuator in response to a user operation (for example, a brake pedal operation) in the manual mode, and controls the braking actuator in response to a control command received from VCIBs 111 and 112 in the autonomous mode.
- the control device of brake system 121 A and the control device of brake system 121 B may be communicatively connected to each other.
- Brake systems 121 A and 121 B both implement a braking function and can operate alone. Therefore, even when one brake system fails, the other normally operates, and vehicular body 10 can be braked.
- VP 120 further includes a wheel speed sensor 127 .
- Wheel speed sensor 127 is provided to each wheel of vehicular body 10 and senses a rotation speed of each wheel. A result of sensing by wheel speed sensor 127 is transmitted to vehicle control interface 110 .
- the rotation speed of each wheel sensed by wheel speed sensor 127 is output from wheel speed sensor 127 to brake system 121 B, and from brake system 121 B to VCIB 111 .
- VP 120 further includes steering systems 122 A and 122 B.
- Each of steering systems 122 A and 122 B includes a steering mechanism capable of adjusting and varying a steering angle of a steering wheel of vehicle 1 , a steering actuator serving as an actuator for driving the steering mechanism, and a control device that controls the steering actuator.
- the steering mechanism may be, for example, a rack and pinion type EPS (Electric Power Steering) capable of adjusting a steering angle by the actuator.
- the control device controls the steering actuator in response to a user operation (e.g., a steering-wheel operation) in the manual mode, and controls the steering actuator in response to a control command received from VCIBs 111 and 112 in the autonomous mode.
- the control device of steering system 122 A and the control device of steering system 122 B may be communicatively connected to each other.
- Steering systems 122 A and 122 B both implement a steering function and can operate alone. Therefore, even when one of steering systems 122 A and 122 B fails, the other normally operates, and vehicular body 10 can thus be steered.
- Pinion angle sensors 128 A and 128 B are connected to steering systems 122 A and 122 B, respectively. Each of pinion angle sensors 128 A and 128 B senses a pinion angle.
- the pinion angle is a rotation angle of a pinion gear coupled to a rotation shaft of the steering mechanism or the steering actuator.
- the pinion angle represents a tire turning angle.
- Results of sensing by pinion angle sensors 128 A and 128 B are transmitted to vehicle control interface 110 .
- the pinion angle sensed by pinion angle sensor 128 A is output from pinion angle sensor 128 A to steering system 122 A and from steering system 122 A to VCIB 111 .
- the pinion angle sensed by pinion angle sensor 128 B is output from pinion angle sensor 128 B to steering system 122 B and from steering system 122 B to VCIB 112 .
- VP 120 further includes an EPB (Electric Parking Brake) system 123 A and a P (parking)-Lock system 123 B.
- EPB Electrical Parking Brake
- P parking-Lock
- EPB system 123 A includes an EPB (electric parking brake) that applies braking force to at least one wheel of vehicular body 10 , and a control device that controls the EPB.
- the EPB is provided separately from the braking mechanism described above, and locks the wheel by an electric actuator.
- the EPB may be configured to lock the wheel by operating a drum brake by the electric actuator for parking brakes. Further, the EPB may be configured to lock the wheel by adjusting by the electric actuator the hydraulic pressure of a hydraulic system different from the above-described braking actuator.
- the control device controls the EPB in response to a user operation in the manual mode, and controls the EPB in response to a control command received from VCIBs 111 and 112 in the autonomous mode.
- P-Lock system 123 B includes a P-Lock mechanism provided in the transmission of vehicular body 10 , a P-Lock actuator serving as an actuator for driving the P-Lock mechanism, and a control device that controls the P-Lock actuator.
- the P-Lock mechanism may be, for example, a mechanism to lock a position of rotation of the output shaft of the transmission by fitting a parking lock pawl, which is positionally adjustable by an actuator, into a gear (a lock gear) coupled to a rotational element in the transmission and thus provided.
- the control device controls the P-Lock actuator in response to a user operation in the manual mode, and controls the P-Lock actuator in response to a control command received from VCIBs 111 and 112 in the autonomous mode.
- EPB system 123 A and P-Lock system 123 B both implement a vehicle locking function and can operate alone. Therefore, even when one of EPB system 123 A and P-Lock system 123 B fails, the other operates normally, and vehicular body 10 can be locked.
- the control device of EPB system 123 A and the control device of P-Lock system 123 B may be communicatively connected to each other.
- VP 120 further includes a propulsion system 124 , a PCS (Pre-Crash Safety) system 125 , and a body system 126 .
- Propulsion system 124 includes a shift device that determines a shift range (that is, a propulsion direction) and a driving device that imparts propulsive force to vehicular body 10 .
- the shift device has a shift lever operated by the user, and in the manual mode, the shift device switches a shift range in response to a user operation (that is, a shift lever operation).
- the shift device switches a shift range in response to a control command received from VCIBs 111 and 112 .
- the driving device includes, for example, a battery that stores electric power for traveling, a motor generator that receives electric power from the battery to rotate a wheel of vehicular body 10 , and a control device that controls the motor generator.
- the control device controls the motor generator in response to a user operation (for example, an accelerator pedal operation) in the manual mode, and controls the motor generator in response to a control command received from VCIBs 111 and 112 in the autonomous mode.
- PCS system 125 uses a camera/radar 129 which is a camera and/or a radar to carry out vehicle control to mitigate or avoid damage caused by collision.
- PCS system 125 is communicatively connected to brake system 121 B.
- PCS system 125 for example uses camera/radar 129 to determine whether there is a possibility of a collision, and when PCS system 125 determines that there is a possibility of a collision, PCS system 125 requests brake system 121 B to increase a braking force.
- Body system 126 includes body-related components (e.g., a direction indicator, a horn, and a wiper) and a control device that controls the body-related components.
- body-related components e.g., a direction indicator, a horn, and a wiper
- the control device controls the body-related components in response to a user operation
- the control device controls the body-related components in response to a control command received from VCIBs 111 and 112 .
- control device While in VP 120 according to the present embodiment a control device is provided for each control system, the number of control devices can be changed as appropriate.
- one control device may be configured to integrally control each control system.
- Vehicle 1 is a four-wheel electric vehicle (EV) which does not include an engine (an internal combustion engine).
- vehicle 1 is not limited thereto, and may be a connected car (e.g., a hybrid vehicle) provided with an engine.
- the number of wheels that vehicle 1 includes is not limited to four wheels, and may be changed as appropriate.
- Vehicle 1 may include three wheels or five or more wheels.
- Vehicle 1 is configured to switchable between an autonomous mode and a manual mode.
- An API signal that ADS 200 receives from vehicle control interface 110 includes a signal Autonomy_State indicating whether vehicle 1 is in the autonomous mode or the manual mode.
- the user can select either the autonomous mode or the manual mode via a prescribed input device.
- the prescribed input device may be an input device (not shown) included in vehicular body 10 (for example, vehicle control interface 110 or VP 120 ).
- vehicle 1 enters the selected mode, and the selection result is reflected in the Autonomy_State.
- vehicle 1 when vehicle 1 is not in an autonomously drivable state, the vehicle does not transition to the autonomous mode even when the user selects the autonomous mode.
- Autonomy_State indicating the current mode of the vehicle is sequentially output from vehicle control interface 110 to ADS 200 in real time.
- vehicle control interface 110 In an initial state (that is, when vehicle 1 is started), vehicle 1 is in the manual mode.
- ADS 200 may be configured to obtain Autonomy_State through HMI 230 (see FIG. 2 ).
- FIG. 3 is a flowchart of a process performed by ADS 200 in autonomous driving control according to the present embodiment. The process shown in this flowchart is repeatedly performed periodically as corresponding to the API (i.e., in accordance with an API period) when vehicle 1 is in the autonomous mode.
- ADS 200 obtains current information of vehicle 1 .
- ADC computer 210 obtains environment information and pose information of vehicle 1 from sensors for perception 260 and sensors for pose 270 .
- an API signal indicating a state of vehicle 1 is sequentially output from vehicle control interface 110 to ADS 200 in real time.
- ADS 200 can refer to such an API signal to obtain information of vehicle 1 to be used in generating a driving plan (S 12 ), which will be described hereinafter.
- S 12 a driving plan
- ADC computer 210 creates a driving plan based on the information of vehicle 1 obtained in S 11 .
- the driving plan may be corrected based on the information of vehicle 1 .
- ADC computer 210 calculates a behavior of vehicle 1 (e.g., a pose of vehicle 1 ) and creates a driving plan suitable for a state of vehicle 1 and an environment external to vehicle 1 .
- the driving plan is data indicating a behavior of vehicle 1 for a prescribed period of time.
- ADC computer 210 extracts a physical control quantity (acceleration, a tire turning angle, etc.) from the driving plan created in S 12 .
- ADC computer 210 splits the physical quantity extracted in S 13 by a defined cycle time of each API.
- ADC computer 210 executes the API using the physical quantity split in S 14 .
- an API command e.g., a Propulsion Direction Command, an Acceleration Command, and a Standstill Command, and the like, which will be described hereinafter
- Vehicle control interface 110 transmits a control command corresponding to the received API command to VP 120 , and VP 120 carries out autonomous driving control of vehicle 1 in response to the control command.
- vehicle 1 is autonomously driven when vehicle 1 is manned. This is not exclusive, however, and vehicle 1 may be autonomously driven when vehicle 1 is unmanned.
- a shift change of vehicle 1 (i.e., switching a shift range) is performed in response to the driver's shift lever operation.
- the driver can select any one of a P (parking) range, an N (neutral) range, a D (drive) range, an R (reverse) range, and a B (brake) range, for example.
- the D range and the B range correspond to a traveling range. Deceleration is stronger in the B range than in the D range.
- the command sent from ADS 200 to VP 120 through vehicle control interface 110 includes a command referred to as a Propulsion Direction Command to request to switch a shift range to another.
- ADS 200 performs a shift change of vehicle 1 by using the Propulsion Direction Command.
- ADS 200 can only select the D range and the R range in the autonomous mode. That is, in the autonomous mode, vehicle 1 has a shift range which is either the D range or the R range.
- the Propulsion Direction Command is set to any one of No Request, a value (R) requesting a shift to the R range, and a value (D) requesting a shift to the D range.
- VP 120 performs a shift change of vehicle 1 in response to the Propulsion Direction Command.
- the API signal includes a signal Propulsion Direction Status indicating the current shift range.
- the Propulsion Direction Status basically indicates a value corresponding to the current shift range (one of P, N, D, R, and B in the present embodiment), and indicates “Invalid Value” when the current shift range is unknown.
- the API signal includes a signal Propulsion Direction by Driver indicating a shift lever position by a driver.
- the Propulsion Direction by Driver is output from vehicle control interface 110 to ADS 200 when the driver operates the shift lever.
- the Propulsion Direction by Driver basically represents a value corresponding to a position of the shift lever (one of P, N, D, R, and B in the present embodiment). When the driver releases his/her hand from the shift lever, the shift lever returns to a central position and the Propulsion Direction by Driver indicates “No Request.”
- ADS 200 may determine a value for the Propulsion Direction Command by referring to the Propulsion Direction by Driver. If necessary, ADS 200 confirms the Propulsion Direction by Driver, and requests switching a shift position to another by the Propulsion Direction Command as necessary.
- the API signal includes a signal Longitudinal_Velocity indicating an estimated longitudinal velocity of vehicle 1 .
- Longitudinal_Velocity indicates, for example, a longitudinal velocity of vehicle 1 as estimated by VP 120 using a wheel speed sensor.
- Longitudinal_Velocity indicates an absolute value of the velocity. That is, Longitudinal_Velocity indicates a positive value both when vehicle 1 moves forward and when vehicle 1 moves backward.
- the Longitudinal_Velocity according to the present embodiment corresponds to one example of a “first signal” according to the present disclosure.
- the API signal includes a signal Actual_Moving_Direction indicating a moving direction of vehicle 1 .
- Actual_Moving_Direction is set to any one of Forward, Reverse, Standstill, and Undefined.
- FIG. 4 is a flowchart of a process performed by vehicle control interface 110 for setting Actual_Moving_Direction.
- the Actual_Moving_Direction according to the present embodiment corresponds to an example of a “third signal” according to the present disclosure.
- vehicle control interface 110 determines whether the wheels (i.e., four wheels) of vehicle 1 all have a speed of 0.
- vehicle control interface 110 determines in S 22 whether a prescribed period of time (for example of 500 msec) has elapsed since the four wheels reached the speed of 0. While a determination of YES is made in S 21 and a determination of NO is made in S 22 (that is, the prescribed period of time has not yet elapsed), S 21 and S 22 are repeated. Once a determination of YES is made in S 22 (that is, the prescribed period of time has elapsed), vehicle control interface 110 sets the Actual_Moving_Direction to “Standstill” in S 25 .
- a prescribed period of time for example of 500 msec
- vehicle control interface 110 determines in S 23 whether more than half the wheels rotate forward. When a determination of YES is made in S 23 (that is, when three or more wheels rotate forward), vehicle control interface 110 sets the Actual_Moving_Direction to “Forward” in S 26 .
- vehicle control interface 110 determines in S 24 whether more than half the wheels rotate backward.
- vehicle control interface 110 sets the Actual_Moving_Direction to “Reverse” in S 27 .
- vehicle control interface 110 sets the Actual_Moving_Direction to “Undefined” in S 28 .
- the Actual_Moving_Direction indicates Standstill when a prescribed number of wheels (for example, four wheels) of vehicle 1 continue a speed of 0 for a prescribed period of time.
- the process shown in FIG. 4 is performed by vehicle control interface 110 .
- the FIGS. 4 S 21 and S 22 may be performed by VP 120 , rather than vehicle control interface 110 , and vehicle control interface 110 may receive a result of the steps from VP 120 .
- a command sent from ADS 200 to VP 120 through vehicle control interface 110 includes an Acceleration Command and a Standstill Command.
- the Acceleration Command is a signal requesting acceleration and deceleration in the autonomous mode.
- the Acceleration Command indicates a positive value when acceleration is requested for a direction indicated by the Propulsion Direction Status, and the Acceleration Command indicates a negative value when deceleration is requested in that direction.
- the Acceleration Command requests acceleration (+) and deceleration ( ⁇ ) for the direction indicated by the Propulsion Direction Status.
- Upper limit values of acceleration and deceleration of the Acceleration Command are determined by estimated maximum acceleration capability and estimated maximum deceleration capability, respectively, which will be described hereinafter.
- the Acceleration Command according to the present embodiment corresponds to an example of a “first command” according to the present disclosure.
- the API signal includes a signal Estimated_Max_Accel_Capability indicating an estimated maximum acceleration, and a signal Estimated_Max_Decel_Capability indicating an estimated maximum deceleration.
- VP 120 calculates an acceleration provided at the time of WOT (Wide Open Throttle), estimates a value for Estimated_Max_Accel_Capability (that is, a possible maximum acceleration that vehicle 1 is currently requested to provide) based on the calculated acceleration, the current state of vehicle 1 and the current road surface condition (e.g., gradient and road surface load), and outputs the estimated value to vehicle control interface 110 .
- WOT Wide Open Throttle
- Estimated_Max_Accel_Capability is such that a direction in which vehicle 1 proceeds (that is, a direction indicated by the Propulsion Direction Status) is a positive direction and the reverse direction is a negative direction.
- Estimated_Max_Decel_Capability has a value varying in a range of ⁇ 9.8 m/s 2 to 0 m/s 2 .
- VP 120 estimates a value for Estimated_Max_Decel_Capability (that is, a possible maximum deceleration that vehicle 1 is currently requested to provide) based on the states of brake systems 121 A, 121 B (e.g., a brake mode), the current state of vehicle 1 , and the current road surface condition. Depending on the state of vehicle 1 and the road surface condition, Estimated_Max_Decel_Capability may be 0.
- the Acceleration Command has a value selected from the range of Estimated_Max_Decel_Capability to Estimated_Max_Accel_Capability.
- VP 120 selects a maximum deceleration out of the decelerations requested by the Acceleration Command and PCS system 125 .
- deceleration is represented in magnitude by an absolute value. That is, deceleration becomes smaller as it approaches 0, and deceleration becomes larger as it is farther away from 0.
- the Standstill Command is a signal requesting to maintain stationary in the autonomous mode.
- the Standstill Command is set to any one of No Request, Applied (a value requesting to maintain stationary), and Released (a value requesting release from maintaining stationary).
- the Standstill Command can be set to maintain stationary when vehicle 1 is at a standstill (for example when the Actual_Moving_Direction is “Standstill”).
- the Acceleration Command indicates an acceleration value (a positive value)
- the Standstill Command is not set to “Applied.”
- Once to maintain stationary e.g., brake hold control described hereinafter
- vehicle 1 transitions to Standstill.
- the Standstill Command according to the present embodiment corresponds to an example of a “second command” according to the present disclosure.
- the API signal includes a signal Standstill Status indicating a standstill status of vehicle 1 .
- the Standstill Status basically indicates either Applied (a value indicating that vehicle 1 is at a Standstill) or Released (a value indicating that vehicle 1 is not at a Standstill), and indicates “Invalid Value” when it is unknown which standstill status vehicle 1 has.
- Standstill means a state in which vehicle 1 is maintained stationary (for example, brake hold).
- the Standstill Status according to the present embodiment corresponds to an example of a “second signal” according to the present disclosure.
- ADS 200 issues an Acceleration Command to request VP 120 to provide deceleration to bring vehicle 1 to a standstill, and the Longitudinal_Velocity indicates 0 km/h
- ADS 200 issues a Standstill Command to request VP 120 to maintain stationary, and VP 120 carries out brake hold control. After the brake hold control is finished, the Standstill Status indicates Applied. Until the Standstill Status indicates Applied, the Acceleration Command continues to request VP 120 to provide deceleration.
- FIG. 5 is a flowchart of a process involved in brake hold control carried out by vehicle control interface 110 in the autonomous mode. The process shown in this flowchart is repeatedly performed in accordance with the API period in synchronization with a process of ADS 200 when vehicle 1 is in the autonomous mode.
- vehicle control interface 110 determines whether a deceleration request (that is, an Acceleration Command to request deceleration) has been received.
- a deceleration request that is, an Acceleration Command to request deceleration
- vehicle control interface 110 determines in S 32 whether a standstill request (that is, a Standstill Command to request to maintain stationary) has been received.
- a determination of YES is made in S 32 (that is, a standstill request has been received)
- vehicle control interface 110 determines in S 33 whether the Actual_Moving_Direction is Standstill.
- vehicle control interface 110 instructs VP 120 in S 34 to start brake hold (BH) control.
- brake systems 121 A and 121 B of VP 120 see FIG. 2
- the braking actuator is controlled in accordance with the instruction from vehicle control interface 110 .
- brake systems 121 A and 121 B transmit a BH Completed signal indicating that controlling the braking actuator is completed.
- vehicle control interface 110 determines whether the brake hold control is completed. Vehicle control interface 110 determines whether the brake hold control has been completed based on, for example, whether the BH Completed signal has been received. In the present embodiment, vehicle control interface 110 having received the BH Completed signal means that VP 120 has completed the brake hold control.
- step S 34 vehicle control interface 110 sets the Standstill Status to Applied.
- vehicle control interface 110 determines in S 37 whether a Release Standstill request (that is, a Standstill Command to request release from maintaining stationary) has been received.
- a determination of YES is made in S 37 (that is, a Release Standstill request has been received)
- vehicle control interface 110 instructs VP 120 in S 38 to release brake hold (BH) of vehicle 1 .
- brake systems 121 A and 121 B of VP 120 the brake actuators are controlled and the brake hold is thus released.
- the brake hold is thus released.
- vehicle control interface 110 sets the Standstill Status to Released in S 39 .
- the control returns to the initial step (S 31 ).
- the process shown in FIG. 5 is performed by vehicle control interface 110 .
- VP 120 per se controls brake systems 121 A and 121 B (i.e., to maintain stationary/release therefrom) without receiving an instruction from vehicle control interface 110 .
- FIG. 6 is a flowchart of a process involved in EPB control carried out by vehicle control interface 110 in the autonomous mode. The process shown in this flowchart is repeatedly performed in accordance with the API period in synchronization with a process of ADS 200 when vehicle 1 is in the autonomous mode.
- a prescribed period of time for example of 3 minutes
- the EPB (electric parking brake) is engaged after a prescribed period of time has elapsed since the Standstill Status indicated Applied.
- the process shown in FIG. 6 is performed by vehicle control interface 110 .
- vehicle control interface 110 This is not exclusive, however, and the process of FIG. 6 may partially or entirely be performed by VP 120 .
- VP 120 per se controls (i.e., activates/deactivates) EPB system 123 A without receiving an instruction from vehicle control interface 110 .
- vehicle control interface 110 interposed between VP 120 and ADS 200 adjusts commands involved in deceleration control, start control, and acceleration control.
- Various signals communicated between VP 120 and ADS 200 are input to and output from vehicle control interface 110 .
- FIG. 7 is a flowchart of a procedure of a process performed by vehicle control interface 110 in deceleration control in the autonomous mode. The process shown in this flowchart is started when vehicle 1 is in the autonomous mode and vehicle control interface 110 receives a deceleration request from ADS 200 . While vehicle control interface 110 receives a deceleration request from ADS 200 , this process is repeatedly performed in accordance with the API period in synchronization with a process of ADS 200 .
- vehicle control interface 110 determines whether a deceleration request (that is, an Acceleration Command to request deceleration) has been received from ADS 200 .
- vehicle control interface 110 transmits a control command corresponding to the Acceleration Command (an API command) received from ADS 200 (more specifically, a control command to request deceleration) to VP 120 to carry out deceleration control for vehicle 1 .
- VP 120 brake systems 121 A and 121 B and propulsion system 124 (see FIG. 2 ) are controlled in response to the control command.
- vehicle control interface 110 uses a signal received from VP 120 to determine whether the Longitudinal_Velocity indicates 0 km/h.
- a determination of NO is made in S 53 (that is, Longitudinal_Velocity>0 km/h)
- the control returns to the initial step (S 51 ).
- ADS 200 issues an Acceleration Command to request VP 120 to provide deceleration to bring vehicle 1 to a standstill
- vehicle 1 is subjected to deceleration control (S 52 ) and thus reduced in velocity, and finally, the Longitudinal_Velocity will indicate 0 km/h.
- vehicle control interface 110 requests from ADS 200 a Standstill request (i.e., a Standstill Command to request to maintain stationary). In response to this request, ADS 200 transmits the Standstill request to VP 120 through vehicle control interface 110 .
- a Standstill request i.e., a Standstill Command to request to maintain stationary.
- vehicle control interface 110 determines in S 55 whether the Standstill Status indicates Applied.
- the Standstill Status is set through the process shown in FIG. 5 .
- brake hold control is carried out (S 34 in FIG. 5 ).
- the brake hold control is completed (YES in S 35 in FIG. 5 )
- the Standstill Status is set to Applied (S 36 in FIG. 5 ).
- V 2 is a deceleration value (i.e., a negative value).
- ADS 200 transmits a constant deceleration value (i.e., V 2 ) as a value for the Acceleration Command to VP 120 through vehicle control interface 110 .
- V 2 is set to ⁇ 0.4 m/s 2 .
- V 3 is a deceleration value or 0 m/s 2 .
- V 3 is set to 0 m/s 2 .
- ADS 200 transmits V 3 (e.g., 0 m/s 2 ) as a value for the Acceleration Command to VP 120 through vehicle control interface 110 .
- V 3 is not limited to 0 m/s 2 .
- V 3 may be a deceleration value smaller than V 2 or may be equal to V 2 .
- FIG. 8 is a flowchart of a procedure of a process performed by vehicle control interface 110 in the start control in the autonomous mode. The process shown in this flowchart is started when vehicle 1 is in the autonomous mode and vehicle control interface 110 receives a start request from ADS 200 . When the Standstill Status indicates “Applied” and a Standstill Command received from ADS 200 changes from “Applied” to “Released” vehicle control interface 110 determines that a start request has been received from ADS 200 .
- vehicle control interface 110 requests ADS 200 in S 61 to set V 4 for the value of the Acceleration Command (more specifically, a deceleration value), and in S 62 receives the Acceleration Command from ADS 200 and transmits a control command corresponding thereto (more specifically, a control command to request deceleration) to VP 120 to perform deceleration control for vehicle 1 .
- VP 120 brake systems 121 A and 121 B and propulsion system 124 (see FIG. 2 ) are controlled in response to the control command.
- V 4 is a prescribed deceleration value (that is, a negative value). V 4 may be a deceleration value smaller than V 2 or may be equal to V 2 .
- vehicle control interface 110 determines whether a prescribed period of time (hereinafter referred to as “AT”) has elapsed since the start request was made.
- ⁇ T is for example set to be equal to or longer than a period of time taken after the Standstill Command is set to “Released” before the Standstill Status is set to “Released.”
- ⁇ T may be selected from a range of 1 second to 10 seconds.
- ADS 200 maintains the Acceleration Command at value V 4 for a period of time after the start request is made before AT elapses (that is, while a determination of NO is made in S 63 ).
- vehicle control interface 110 requests from ADS 200 an Acceleration Command to request acceleration, or an acceleration request, and thereafter the series of steps of the process of FIG. 8 ends.
- ADS 200 transmits the acceleration request to VP 120 through vehicle control interface 110 . This allows transitioning to acceleration control described hereinafter.
- FIG. 9 is a flowchart of a procedure of a process performed by vehicle control interface 110 in acceleration control in the autonomous mode. The process shown in this flowchart is started when vehicle 1 is in the autonomous mode and vehicle control interface 110 receives an acceleration request from ADS 200 . While vehicle control interface 110 receives an acceleration request from ADS 200 , this process is repeatedly performed in accordance with the API period in synchronization with a process of ADS 200 .
- vehicle control interface 110 determines whether an acceleration request has been received from ADS 200 .
- vehicle control interface 110 transmits a control command corresponding to an Acceleration Command received from ADS 200 (more specifically, a control command to request acceleration) to VP 120 to carry out acceleration control for vehicle 1 .
- the driving device is controlled in response to the control command.
- vehicle control interface 110 While vehicle control interface 110 receives the acceleration request from ADS 200 (that is, while a determination of YES is made in S 71 ), vehicle control interface 110 continues acceleration control for vehicle 1 (S 72 ). In contrast, when the Acceleration Command no longer requests acceleration (NO in S 71 ), the series of steps of the process in FIG. 9 ends.
- the processes shown in FIGS. 7 to 9 are performed by vehicle control interface 110 .
- ADS 200 per se changes each command's value in the steps of S 54 , S 56 and S 57 without receiving a request from vehicle control interface 110 .
- the Standstill Status indicates Standstill in response to the Standstill Command (S 54 ) (NO in S 55 )
- ADS 200 issues the Acceleration Command to continue to request VP 120 to provide deceleration (S 56 ).
- FIG. 10 is timing plots representing an exemplary operation of vehicle 1 autonomously driven in the autonomous mode.
- the Acceleration Command (indicated by a line L 12 ) is set from 0 m/s 2 to V 1 at time t 1 .
- V 1 is a deceleration value larger than V 2 (that is, a deceleration value more negative than V 2 ).
- V 1 may be selected, for example, from a range of ⁇ 6.0 m/s 2 to ⁇ 1.0 m/s 2 .
- vehicle 1 is subjected to deceleration control (S 52 in FIG. 7 ).
- the Longitudinal_Velocity (indicated by a line L 11 ) approaches 0 km/h. Thereafter, at time t 2 , the Longitudinal_Velocity (line L 11 ) reaches 0 km/h, and in response, the Standstill Command (indicated by a line L 13 ) is set to “Applied” (S 54 in FIG. 7 ) and the Acceleration Command is set to V 2 (for example, ⁇ 0.4 m/s 2 ) (S 56 in FIG. 7 ).
- the Actual_Moving_Direction (indicated by a line L 15 ) is set to “Standstill” and brake hold control is carried out (S 34 in FIG. 5 ).
- the brake hold control is completed and the Standstill Status (indicated by a line L 14 ) is set to “Applied” (S 36 in FIG. 5 ), and in response, the Acceleration Command (line L 12 ) is set to V 3 (e.g., 0 m/s 2 ) (S 57 in FIG. 7 ).
- the EPB is activated (S 43 in FIG. 6 ).
- the Acceleration Command is maintained at V 2 (that is, a constant deceleration value) after the Standstill Command (line L 13 ) is set to “Applied” before the Standstill Status (line L 14 ) is set to “Applied” (or for a period from t 2 to t 4 ).
- vehicle 1 For a period from t 4 to t 5 , vehicle 1 maintains a Standstill.
- the period from t 4 to t 5 may be a signal waiting period.
- the Standstill Command (line L 13 ) is set from “Applied” to “Released,” and in response, the Acceleration Command (line L 12 ) is set to V 4 (S 61 in FIG. 8 ). Furthermore, as the Standstill Command (line L 13 ) is set to “Released,” at time t 6 vehicle 1 is released from the brake hold (S 38 in FIG. 5 ), the Standstill Status (line L 14 ) is set to “Released” (S 39 in FIG. 5 ), and the EPB is released (S 44 in FIG. 6 ). Thereafter, at time t 7 , the Acceleration Command (line L 12 ) is set to V 5 (S 64 in FIG. 8 ).
- V 5 is an acceleration value (i.e., a positive value).
- the Acceleration Command is maintained at V 4 .
- the period of t 5 to t 7 corresponds to the aforementioned ⁇ T.
- vehicle 1 is subjected to acceleration control (S 72 in FIG. 9 ).
- the Longitudinal_Velocity (line L 11 ) increases.
- the Acceleration Command is set to 0 m/s 2 , and the acceleration control ( FIG. 9 ) ends.
- vehicle 1 comprises ADS 200 and VP 120 that controls vehicle 1 in response to a command received from ADS 200 .
- ADS 200 issues an Acceleration Command to request vehicle control interface 110 to provide deceleration to stop vehicle 1 and the Longitudinal_Velocity indicates 0 km/h
- ADS 200 issues a Standstill Command to request VP 120 to maintain stationary.
- the Standstill Status indicates Applied.
- the Acceleration Command continues to request VP 120 to provide deceleration.
- Vehicle control interface 110 is provided between ADS 200 and VP 120 that controls vehicle 1 in response to a command received from ADS 200 .
- ADS 200 issues an Acceleration Command to request VP 120 to provide deceleration to stop vehicle 1 and the Longitudinal_Velocity indicates 0 km/h
- vehicle control interface 110 requests from ADS 200 a Standstill request (i.e., a Standstill Command to request to maintain stationary) (S 54 in FIG. 7 ).
- Vehicle control interface 110 requests ADS 200 to continuously transmit a deceleration request (that is, an Acceleration Command to request deceleration) until the Standstill Status indicates Applied (S 56 in FIG. 7 ).
- Such vehicle control interface 110 allows acceleration of vehicle 1 to be suppressed in response to a request through an Acceleration Command for deceleration even after the vehicle is stopped (that is, even after the Longitudinal_Velocity indicates 0 km/h).
- VP 120 carries out autonomous driving control in response to a command issued from ADS 200 , vehicle 1 can be appropriately maintained stationary (that is, brake hold control can be carried out appropriately).
- the Acceleration Command changes stepwise from 0 m/s 2 to V 1 , from V 1 to V 2 , and from V 2 to 0 m/s 2 (see FIG. 10 ). This is not exclusive, however, and the Acceleration Command may change smoothly (e.g., in a curve).
- the Longitudinal_Velocity indicates 0 km/h is determined. This is not exclusive, however, and in S 53 of FIG. 7 , whether the Longitudinal_Velocity indicates a prescribed velocity or less may be determined.
- the prescribed velocity may be a value which is small to an extent allowing vehicle 1 to be regarded as being stationary (e.g., approximately 0.1 km/h).
- Vehicle control interface 110 may be attached to vehicular body 10 replaceably. Vehicle control interface 110 may be mounted in ADK 20 rather than vehicular body 10 . Vehicle control interface 110 may be dispensed with by providing the above described function of vehicle control interface 110 to at least one of VP 120 and ADS 200 .
- Various processes of the vehicle platform, the autonomous driving system, and the vehicle control interface are not limited to execution by software, and may instead be performed by dedicated hardware (or electronic circuitry).
- APIs for Safety 70 3.6.1. Functions 70 3.6.2. Inputs 70 3.6.3. Outputs 70 3.7. APIs for Security 74 3.7.1. Functions 74 3.7.2. Inputs 74 3.7.3. Outputs 76 3.8. APIs for MaaS Service 80 3.8.1. Functions 80 3.8.2. Inputs 80 3.8.3. Outputs 80
- This document is an API specification of Toyota Vehicle Platform and contains the outline, the usage and the caveats of the application interface.
- ADS Autonomous Driving System ADK Autonomous Driving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box. This is an ECU for the interface and the signal converter between ADS and Toyota VP's sub systems.
- Vehicle control technology is being used as an interface for technology providers.
- the system architecture as a premise is shown ( FIG. 12 ).
- the target vehicle will adopt the physical architecture of using CAN for the bus between ADS and VCIB.
- the CAN frames and the bit assignments are shown in the form of “bit assignment table” as a separate document.
- the ADS should create the driving plan, and should indicate vehicle control values to the VP.
- the Toyota VP should control each system of the VP based on indications from an ADS.
- CAN will be adopted as a communication line between ADS and VP. Therefore, basically, APIs should be executed every defined cycle time of each API by ADS.
- a typical workflow of ADS of when executing APIs is as follows ( FIG. 13 ).
- the below diagram shows an example.
- Acceleration Command requests deceleration and makes the vehicle stop. After Actual_Moving_Direction is set to “standstill”, any shift position can be requested by Propulsion Direction Command. (In the example below, “D” ⁇ “R”).
- Acceleration Command has to request deceleration.
- acceleration/deceleration is controlled based on Acceleration Command value ( FIG. 15 ).
- Immobilization Command “Release” is requested when the vehicle is stationary. Acceleration Command is set to Deceleration at that time.
- the vehicle is accelerated/decelerated based on Acceleration Command value ( FIG. 16 ).
- Tire Turning Angle Command is the relative value from Estimated_Road_Wheel_Angle_Actual.
- target vehicle deceleration is the sum of 1) estimated deceleration from the brake pedal stroke and 2) deceleration request from AD system.
- ADS confirms Propulsion Direction by Driver and changes shift position by using Propulsion Direction Command.
- the maximum is selected from
- Tire Turning Angle Command is not accepted if the driver strongly turns the steering wheel.
- the above-mentioned is determined by Steering_Wheel_Intervention flag.
- Brake_Pedal_Intervention This signal shows whether the brake pedal is T.B.D. depressed by a driver (intervention) Steering_Wheel_Intervention This signal shows whether the steering wheel is T.B.D. turned by a driver (intervention) Shift_Lever_Intervention This signal shows whether the shift lever is controlled T.B.D.
- the steering angle rate is calculated from the vehicle speed using 2.94 m/s 3
- the threshold speed between A and B is 10 [km/h] ( FIG. 17 ).
- This signal shows whether the accelerator pedal is depressed by a driver (intervention).
- This signal shows whether the brake pedal is depressed by a driver (intervention).
- This signal shows whether the steering wheel is turned by a driver (intervention).
- This signal shows whether the shift lever is controlled by a driver (intervention).
- VCIB achieves the following procedure after Ready-ON. (This functionality will be implemented from the CV.)
- this signal may be set to “Occupied”.
- Vehicle power off condition In this mode, the high voltage battery does not supply power, and neither VCIB nor other VP ECUs are activated.
- VCIB is awake by the low voltage battery. In this mode, ECUs other than VCIB are not awake except for some of the body electrical ECUs.
- the high voltage battery supplies power to the whole VP and all the VP ECUs including VCIB are awake.
- Transmission interval is 100 ms within fuel cutoff motion delay allowance time (1 s) so that data can be transmitted more than 5 times. In this case, an instantaneous power interruption is taken into account.
- This document is an architecture specification of Toyota's MaaS Vehicle Platform and contains the outline of system in vehicle level.
- the representative vehicle with 19ePF is shown as follows.
- ADS Autonomous Driving System ADK Autonomous Driving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box. This is an ECU for the interface and the signal converter between ADS and Toyota VP's sub systems.
- the overall structure of MaaS with the target vehicle is shown ( FIG. 20 ).
- Vehicle control technology is being used as an interface for technology providers.
- the system architecture on the vehicle as a premise is shown ( FIG. 21 ).
- the target vehicle of this document will adopt the physical architecture of using CAN for the bus between ADS and VCIB.
- the CAN frames and the bit assignments are shown in the form of “bit assignment chart” as a separate document.
- the power supply architecture as a premise is shown as follows ( FIG. 22 ).
- the blue colored parts are provided from an ADS provider. And the orange colored parts are provided from the VP.
- the power structure for ADS is isolate from the power structure for VP. Also, the ADS provider should install a redundant power structure isolated from the VP.
- the basic safety concept is shown as follows.
- the entire vehicle achieves the safety state 2 by activating the immobilization system.
- the Braking System is designed to prevent the capability from becoming 0.3 G or less.
- the Steering System is designed to prevent the capability from becoming 0.3 G or less.
- any single failure on the Power Supply System doesn't cause loss of power supply functionality. However, in case of the primary power failure, the secondary power supply system keeps supplying power to the limited systems for a certain time.
- Toyota's MaaS vehicle adopts the security document issued by Toyota as an upper document.
- the entire risk includes not only the risks assumed on the base e-PF but also the risks assumed for the Autono-MaaS vehicle.
- the countermeasure for a remote attack is shown as follows.
- the autonomous driving kit communicates with the center of the operation entity, end-to-end security should be ensured. Since a function to provide a travel control instruction is performed, multi-layered protection in the autonomous driving kit is required. Use a secure microcomputer or a security chip in the autonomous driving kit and provide sufficient security measures as the first layer against access from the outside. Use another secure microcomputer and another security chip to provide security as the second layer. (Multi-layered protection in the autonomous driving kit including protection as the first layer to prevent direct entry from the outside and protection as the second layer as the layer below the former)
- the countermeasure for a modification is shown as follows.
- measures against a counterfeit autonomous driving kit For measures against a counterfeit autonomous driving kit, device authentication and message authentication are carried out. In storing a key, measures against tampering should be provided and a key set is changed for each pair of a vehicle and an autonomous driving kit. Alternatively, the contract should stipulate that the operation entity exercise sufficient management so as not to allow attachment of an unauthorized kit. For measures against attachment of an unauthorized product by an Autono-MaaS vehicle user, the contract should stipulate that the operation entity exercise management not to allow attachment of an unauthorized kit.
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Abstract
A vehicle comprises an autonomous driving system and a vehicle platform that controls the vehicle in response to a command received from the autonomous driving system. In the present vehicle, when the autonomous driving system issues a first command to request the vehicle platform to provide deceleration to stop the vehicle and a first signal indicates 0 km/h or a prescribed velocity or less, the autonomous driving system issues a second command to request the vehicle platform to maintain stationary. And after brake hold control is finished, a second signal indicates standstill. Until the second signal indicates standstill, the first command continues to request the vehicle platform to provide deceleration.
Description
- This nonprovisional application is based on Japanese Patent Application No. 2020-015719 filed with the Japan Patent Office on Jan. 31, 2020, the entire contents of which are hereby incorporated by reference.
- The present disclosure relates to a vehicle and an autonomous driving system, and more specifically to a technology used to autonomously drive a vehicle.
- Japanese Patent Laid-Open No. 2018-132015 discloses a technology used to autonomously drive a vehicle. In the technology described in Japanese Patent Laid-Open No. 2018-132015, an autonomous driving ECU having a function to sense a vicinity of a vehicle is provided to the vehicle separately from an engine ECU, and the autonomous driving ECU issues an instruction to the engine ECU via an in-vehicle network. The ECU for managing the power of the vehicle and the ECU for autonomous driving that are independent from each other allow an autonomous driving function to be added without significantly changing an existing vehicle platform. In addition, it is expected that a third party should accelerate development of an autonomous driving function.
- It is also conceivable to make an autonomous driving system retrofittable to a vehicular body having a vehicle platform incorporated therein. However, a technique allowing a vehicle platform to appropriately perform vehicle control in response to a command received from such an autonomous driving system has not yet been established, and there remains room for improvement.
- The present disclosure has been made in order to address the above issue, and contemplates a vehicle and autonomous driving system capable of appropriately maintaining stationary when a vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
- In a first aspect of the present disclosure, a vehicle comprises an autonomous driving system and a vehicle platform that controls the vehicle in response to a command received from the autonomous driving system. The autonomous driving system sends to the vehicle platform a command including a first command to request acceleration and deceleration and a second command to request to maintain stationary. The autonomous driving system obtains a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status. In the present vehicle, when the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle and the first signal indicates 0 km/h or a prescribed velocity or less, the autonomous driving system issues the second command to request the vehicle platform to maintain stationary. And after brake hold control is finished, the second signal indicates standstill. Until the second signal indicates standstill, the first command continues to request the vehicle platform to provide deceleration.
- According to the above configuration, acceleration of the vehicle is suppressed in response to a request through the first command for deceleration even after the vehicle is stopped (that is, even after the first signal indicates 0 km/h or a prescribed velocity or less). Thus, when the vehicle platform carries out vehicle control in response to a command received from the autonomous driving system, the vehicle can be appropriately maintained stationary (that is, brake hold control can be carried out appropriately).
- In the above configuration, a trigger to issue the second command to request to maintain stationary may be that the first signal indicates 0 km/h or that the first signal indicates a prescribed velocity or less. The prescribed velocity may be a value which is small to an extent allowing the vehicle to be regarded as being stationary (e.g., approximately 0 km/h).
- The first command may continue to request a constant deceleration value during a period from when the second command requests to maintain stationary until the second signal indicates standstill. Further, the constant deceleration value may be −0.4 m/s2. According to the above configuration, a state of the vehicle when the vehicle is stopped is easily stabilized by simple control.
- In the above vehicle, the autonomous driving system may further obtain a third signal indicating a moving direction of the vehicle. In such a vehicle, the brake hold control may be started when the first command requests deceleration, the second command requests to maintain stationary, and the third signal indicates standstill. According to the above configuration, maintaining the vehicle stationary (that is, brake hold control) is easily, appropriately performed. The third signal may indicate a standstill when a prescribed number of wheels of the vehicle continue a speed of 0 for a prescribed period of time.
- In the above vehicle, when the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle, and thereafter, before the brake hold control is finished the request through the first command for deceleration is cancelled, transitioning to the brake hold control may be canceled. According to the above configuration, inappropriately maintaining the vehicle stationary (that is, inappropriate brake hold control) can be suppressed.
- In the above vehicle, when the autonomous driving system issues the second command to request the vehicle platform to maintain stationary, and thereafter, before the brake hold control is finished the request through the second command to maintain stationary is cancelled, transitioning to the brake hold control may be canceled. According to the above configuration, inappropriately maintaining the vehicle stationary (that is, inappropriate brake hold control) can be suppressed.
- In the above vehicle, after the brake hold control is finished and thereafter the request through the second command to maintain stationary still continues, the vehicle may continue standstill while the request through the second command to maintain stationary continues. According to the above configuration, the vehicle can continue standstill (that is, a state of being maintained stationary) in response to the second command.
- The above vehicle may include an electric parking brake. In the vehicle, an electric parking brake may be activated when the second signal continues to indicate standstill for a prescribed period of time. According to such a configuration, brake hold control is finished and thereafter when a prescribed period of time elapses the electric parking brake can further be applied to enhance maintaining the vehicle stationary.
- In the above vehicle, when, in order to start the vehicle, the autonomous driving system cancels brake hold control by setting the second command, the vehicle platform may control acceleration/deceleration of the vehicle based on the first command. According to this configuration, the vehicle can be appropriately started in response to a command received from the autonomous driving system.
- In a second aspect of the present disclosure a vehicle comprises a vehicle platform that controls the vehicle and a vehicle control interface that mediates communication of a signal between the vehicle platform and an autonomous driving system. By attaching the autonomous driving system to the vehicle, the vehicle platform can carry out autonomous driving control of the vehicle in response to a command received from the autonomous driving system. The autonomous driving system sends to the vehicle platform through the vehicle control interface a command including a first command to request acceleration and deceleration and a second command to request to maintain stationary. The vehicle control interface outputs to the autonomous driving system a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status. When the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle and the first signal indicates 0 km/h or a prescribed velocity or less, the vehicle control interface requests the autonomous driving system to issue the second command to maintain stationary. The vehicle control interface requests the autonomous driving system to continuously transmit the first command to request deceleration until the second signal indicates standstill in response to the second command.
- The vehicle does not comprise an autonomous driving system. However, when the autonomous driving system is retrofitted to the vehicle, the above-described control comes to be carried out when the autonomous driving system stops the vehicle. That is, even after the vehicle is stopped, acceleration of the vehicle is suppressed in response to a request through the first command for deceleration. The vehicle can thus be appropriately maintained stationary when the vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
- In a third aspect of the disclosure, an autonomous driving system comprises a computer that sends a command to a vehicle platform. The command that computer sends to the vehicle platform includes a first command to request acceleration and deceleration and a second command to request to maintain stationary. The computer obtains a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status. When the computer issues the first command to request the vehicle platform to provide deceleration to stop a vehicle and the first signal indicates 0 km/h or a prescribed velocity or less, the computer issues the second command to request the vehicle platform to maintain stationary. Until the second signal indicates standstill in response to the second command, the computer issues the first command to continue to request the vehicle platform to provide deceleration.
- According to the above configuration, the above-described control comes to be carried out when the autonomous driving system stops the vehicle. That is, acceleration of the vehicle is suppressed in response to a request through the first command for deceleration even after the vehicle is stopped. The vehicle can thus be appropriately maintained stationary when the vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
- The foregoing and other objects, features, aspects and advantages of the present disclosure will become more apparent from the following detailed description of the present disclosure when taken in conjunction with the accompanying drawings.
-
FIG. 1 is a diagram generally showing a MaaS system to which a vehicle according to an embodiment of the present disclosure is applied. -
FIG. 2 is a diagram showing details in configuration of a vehicle control interface, a vehicle platform, and an autonomous driving system that the vehicle shown inFIG. 1 comprises. -
FIG. 3 is a flowchart of a process performed by the autonomous driving system in autonomous driving control according to an embodiment of the present disclosure. -
FIG. 4 is a flowchart of a process performed in the vehicle for setting an actual moving direction according to an embodiment of the present disclosure. -
FIG. 5 is a flowchart of brake hold control carried out in an autonomous mode according to an embodiment of the present disclosure. -
FIG. 6 is a flowchart of EPB control carried out in the autonomous mode according to an embodiment of the present disclosure. -
FIG. 7 is a flowchart of deceleration control carried out in the autonomous mode according to an embodiment of the present disclosure. -
FIG. 8 is a flowchart of start control carried out in the autonomous mode according to an embodiment of the present disclosure. -
FIG. 9 is a flowchart of acceleration control carried out in the autonomous mode according to an embodiment of the present disclosure. -
FIG. 10 is timing plots representing an exemplary operation of a vehicle autonomously driven in the autonomous mode according to an embodiment of the present disclosure. -
FIG. 11 is a diagram of an overall configuration of MaaS. -
FIG. 12 is a diagram of a system configuration of a MaaS vehicle. -
FIG. 13 is a diagram showing a typical flow in an autonomous driving system. -
FIG. 14 is an example of timing plots of an API involved in stopping and starting the MaaS vehicle. -
FIG. 15 is an example of timing plots of an API involved in a shift change of the MaaS vehicle. -
FIG. 16 is an example of timing plots of an API involved in locking a wheel of the MaaS vehicle. -
FIG. 17 is a diagram representing a limit value of variation in tire turning angle. -
FIG. 18 is a diagram for illustrating intervention by an accelerator pedal. -
FIG. 19 is a diagram for illustrating intervention by a brake pedal. -
FIG. 20 is a diagram of an overall configuration of MaaS. -
FIG. 21 is a diagram of a system configuration of a vehicle. -
FIG. 22 is a diagram showing the vehicle's power feeding configuration. -
FIG. 23 is a diagram for illustrating a strategy taken until the vehicle is safely brought to a standstill when a failure occurs. -
FIG. 24 is a diagram showing an arrangement of representative functions of the vehicle. - Embodiments of the present disclosure will now be described in detail hereinafter with reference to the drawings, in which identical or corresponding components are identically denoted and will not be described repeatedly.
-
FIG. 1 is a diagram generally showing a MaaS (Mobility as a Service) system to which a vehicle according to the present embodiment is applied. - Referring to
FIG. 1 , the MaaS system comprises avehicle 1, adata server 500, an MSPF (Mobility Service Platform) 600, and autonomous driving-relatedmobility services 700. -
Vehicle 1 includes avehicular body 10 and an ADK (Autonomous Driving Kit) 20. -
Vehicular body 10 includes avehicle control interface 110, a VP (Vehicle Platform) 120, and a DCM (Data Communication Module) 130.ADK 20 includes an ADS (Autonomous Driving System) 200 for autonomously drivingvehicle 1.Vehicle control interface 110 mediates communication of a signal betweenVP 120 andADS 200.ADK 20 is actually attached tovehicular body 10 althoughFIG. 1 showsvehicular body 10 andADK 20 at positions distant from each other. In the present embodiment,ADK 20 has its body attached to a roof top ofvehicular body 10. Note, however, that whereADK 20 is mounted can be changed as appropriate. -
Vehicle 1 is configured to be autonomously drivable. Whenvehicle 1 is autonomously driven,VP 120 andADS 200 communicate signals with each other viavehicle control interface 110, andVP 120 carries out travel control (that is, autonomous driving control) in an autonomous mode in response to a command received fromADS 200.ADK 20 is removable fromvehicular body 10. Even whenvehicular body 10 hasADK 20 removed therefrom, the user can drive the vehicle to cause the vehicle to travel withvehicular body 10 alone. When the vehicle travels withvehicular body 10 alone,VP 120 carries out travel control in a manual mode (that is, in response to the user's operation). - In the present embodiment,
ADS 200 communicates signals withvehicle control interface 110 through an API (Application Program Interface) defining each signal to be communicated.ADS 200 is configured to process various signals defined by the API. For example,ADS 200 creates a driving plan forvehicle 1 and outputs various commands tovehicle control interface 110 through the API for causingvehicle 1 to travel in accordance with the created driving plan. Hereinafter, each of the various commands output fromADS 200 tovehicle control interface 110 will also be referred to as an “API command.” Further,ADS 200 receives various signals indicating states ofvehicular body 10 fromvehicle control interface 110 through the API, and reflects the received states ofvehicular body 10 in creating the driving plan. Hereinafter, each of the various signals thatADS 200 receive fromvehicle control interface 110 will also be referred to as an “API signal.” An API command and an API signal both correspond to signals defined by the API. Details in configuration ofADS 200 will be described hereinafter (seeFIG. 2 ). -
Vehicle control interface 110 receives various API commands fromADS 200. Whenvehicle control interface 110 receives an API command fromADS 200,vehicle control interface 110 converts the API command into a format of a signal that can be processed byVP 120. Hereinafter, an API command converted into a format of a signal that can be processed byVP 120 will also be referred to as a “control command.” Whenvehicle control interface 110 receives an API command fromADS 200,vehicle control interface 110 outputs to VP 120 a control command corresponding to the API command. -
Vehicle control interface 110 outputs toADS 200 various API signals indicating states ofvehicular body 10. In the present embodiment,VP 120 detects a state ofvehicular body 10 and sequentially sends various signals (e.g., a sensor signal or a status signal) indicating the state ofvehicular body 10 tovehicle control interface 110 in real time.Vehicle control interface 110 receives a signal fromVP 120 and uses the received signal to obtain an API signal as described above.Vehicle control interface 110 may determine a value for the API signal based on the signal received fromVP 120, or may convert the signal received from VP 120 (i.e., a signal indicating a state of vehicular body 10) to a form of an API signal. Thus,vehicle control interface 110 obtains an API signal in which a value indicating a state ofvehicular body 10 is set, andvehicle control interface 110 outputs the obtained API signal toADS 200. Fromvehicle control interface 110 toADS 200, the API signal indicating the state ofvehicular body 10 is sequentially output in real time. - In the present embodiment, a less versatile signal defined by, for example, an automobile manufacturer is communicated between
VP 120 andvehicle control interface 110, and a more versatile signal (for example, a signal defined by an open API) is communicated betweenADS 200 andvehicle control interface 110.Vehicle control interface 110 converts a signal betweenADS 200 andVP 120 to allowVP 120 to controlvehicle 1 in response to a command received fromADS 200. By attachingADS 200 tovehicular body 10 havingVP 120 incorporated therein,VP 120 can perform autonomous driving control forvehicular body 10 in response to a command received fromADS 200. Note, however, thatvehicle control interface 110 functions not only to convert a signal, as described above. For example,vehicle control interface 110 may make a determination, as prescribed, and send a signal based on a result of the determination (e.g., a signal for making notification, an instruction, or a request) to at least one ofVP 120 andADS 200. Details in configuration ofvehicle control interface 110 will be described hereinafter (seeFIG. 2 ). -
VP 120 includes various systems and various sensors for controllingvehicular body 10. Commands are sent fromADS 200 toVP 120 throughvehicle control interface 110.VP 120 carries out vehicle control variously in response to commands received from ADS 200 (more specifically, control commands corresponding to API commands sent by ADS 200). Various commands for causingvehicle 1 to travel in accordance with a driving plan as described above are transmitted fromADS 200 toVP 120, andvehicle 1 is autonomously driven byVP 120 carrying out vehicle control variously in response to the commands. Details in configuration ofVP 120 will more specifically be described hereinafter (seeFIG. 2 ). -
DCM 130 includes a communication I/F (interface) allowingvehicular body 10 to communicate withdata server 500 wirelessly.DCM 130 outputs various vehicle information such as a velocity, a position, and an autonomous driving state todata server 500. Further,DCM 130 for example receives from autonomous driving-relatedmobility services 700 throughMSPF 600 anddata server 500 various types of data for travelling of an autonomously drivenvehicle including vehicle 1 managed bymobility services 700. -
MSPF 600 is an integrated platform to which various mobility services are connected. In addition to autonomous driving related-mobility services 700, various mobility services (not shown) (for example, various mobility services provided by a ride-share company, a car-sharing company, an insurance company, a rent-a-car company, and a taxi company) are connected toMSPF 600. Various mobility services includingmobility services 700 can use various functions that are provided byMSPF 600 through an API published onMSPF 600, depending on service contents. - Autonomous driving-related
mobility services 700 provide mobility services using an autonomously drivenvehicle including vehicle 1.Mobility services 700 can obtain various types of information (for example, driving control data ofvehicle 1 communicating withdata server 500, and information stored in data server 500) fromMSPF 600 through an API published onMSPF 600. Further,mobility services 700 can transmit various types of information (for example, data for management of an autonomously driven vehicle including vehicle 1) to MSPF 600 through the API. -
MSPF 600 publishes an API for using various types of data on vehicular state and vehicular control necessary for development of an ADS, and an ADS provider can use as the API the various types of data stored indata server 500 on vehicular state and vehicular control necessary for development of the ADS. -
FIG. 2 is a diagram showing details in configuration ofvehicle control interface 110,VP 120 andADS 200 thatvehicle 1 comprises. - Referring to
FIG. 2 together withFIG. 1 ,ADS 200 includes an ADC (Autonomous Driving Control)computer 210, an HMI (Human Machine Interface) 230, sensors forperception 260, sensors forpose 270, and asensor cleaning 290. -
ADC computer 210 includes a processor and a storage device for storing autonomous driving software, and is configured to be capable of executing the autonomous driving software by the processor. The above-described API is executed by the autonomous driving software. -
HMI 230 is a device allowing a user andADC computer 210 to communicate information therebetween.HMI 230 may include an input device to receive an input (including a voice input) from a user, and a notification device to notify the user of information. For example,ADC computer 210 may notify the user of prescribed information (e.g., an autonomous driving state, or occurrence of failure) through the notification device. The user can use the input device to instruct or requestADC computer 210, change values of parameters used in the autonomous driving software that are permitted to be changed, and the like.HMI 230 may be a touch panel display which functions as both the input device and the notification device. - Sensors for
perception 260 include various sensors which obtain environment information that is information for perceiving an environment external tovehicle 1. Sensors forperception 260 are configured to obtain environment information ofvehicle 1 and output the environment information toADC computer 210. The environment information is used for autonomous driving control. In the present embodiment, sensors forperception 260 include a camera that captures an image around vehicle 1 (including its front and rear sides) and an obstacle detector (e.g., a millimeter-wave radar and/or lidar) that detects an obstacle by an electromagnetic wave or a sound wave. Note, however, that the sensors are not limited as such, and any sensor suitable for obtaining environment information used for autonomous driving control may be adopted as sensors forperception 260.ADC computer 210 can recognize, for example, a person, an object (e.g., another vehicle, a pole, a guard rail and the like), and a line (e.g., a center line) on a road that are present in a range perceivable fromvehicle 1 by using environment information received from sensors forperception 260. Artificial intelligence (AI) or an image processing processor may be used for recognition. - Sensors for
pose 270 are configured to obtain pose information, which is information regarding a pose ofvehicle 1, and output the pose information toADC computer 210. Sensors forpose 270 include various sensors tosense vehicle 1's acceleration, angular velocity, and position. In the present embodiment, sensors forpose 270 include an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System). The IMU for example detectsvehicle 1's acceleration in each of the vehicle's longitudinal, lateral and vertical directions, and detectsvehicle 1's angular velocity in each of the vehicle's roll, pitch, and yaw directions. The GPS detects the position ofvehicle 1 by using signals received from a plurality of GPS satellites. Combining an IMU and a GPS to measure a pose with high accuracy is a technique known in the field of automobiles and aircraft.ADC computer 210 may for example use such a known technique to measure a pose ofvehicle 1 from the pose information. - Sensor cleaning 290 is a device to remove soiling from a sensor (for example, sensors for perception 260) exposed to external air outside the vehicle. For example, sensor cleaning 290 may be configured to use a cleaning solution and a wiper to clean a lens of the camera and an exit of the obstacle detector.
- Hereinafter, how
vehicle control interface 110 andVP 120 included invehicular body 10 are configured will be described. Invehicular body 10, for better safety, a prescribed function (for example, braking, steering, and locking the vehicle) is provided with redundancy.Vehicular body 10 includes a plurality of systems to implement equivalent functions. -
Vehicle control interface 110 includes VCIBs (Vehicle Control Interface Boxes) 111 and 112. Each ofVCIBs ADS 200 andVP 120. Each ofVCIBs ADC computer 210.VCIBs system constituting VP 120. Note, however, that, as shown inFIG. 2 ,VCIB 111 andVCIB 112 are partially different in to what they are connected.VCIB 111 andVCIB 112 are mutually communicatively connected. Each ofVCIBs vehicle control interface 110 thus normally operates. - Each of
VCIBs vehicle control interface 110, which will be described hereinafter (seeFIGS. 4 to 9 ), is performed by the processor executing a program stored in the storage device (e.g., a program using the API described above). These processes may be performed by any ofVCIBs VCIBs - In the present embodiment,
VP 120 andADS 200 perform CAN (Controller Area Network) communication with each other viavehicle control interface 110. The API described above is executed periodically as defined for each API. However, a system in whichVP 120 andADS 200 communicate is not limited to the CAN, and may be changed as appropriate. - When any failure occurs in one of the redundant systems of
VP 120,VCIBs -
VP 120 includesbrake systems brake systems vehicular body 10, a braking actuator serving as an actuator for driving each braking mechanism, and a control device that controls the braking actuator. The braking mechanism may be, for example, a hydraulic disc brake that applies braking force to a wheel through hydraulic pressure adjustable by the actuator. The control device controls the braking actuator in response to a user operation (for example, a brake pedal operation) in the manual mode, and controls the braking actuator in response to a control command received fromVCIBs brake system 121A and the control device ofbrake system 121B may be communicatively connected to each other.Brake systems vehicular body 10 can be braked. -
VP 120 further includes awheel speed sensor 127.Wheel speed sensor 127 is provided to each wheel ofvehicular body 10 and senses a rotation speed of each wheel. A result of sensing bywheel speed sensor 127 is transmitted tovehicle control interface 110. In the present embodiment, the rotation speed of each wheel sensed bywheel speed sensor 127 is output fromwheel speed sensor 127 tobrake system 121B, and frombrake system 121B toVCIB 111. -
VP 120 further includes steeringsystems steering systems vehicle 1, a steering actuator serving as an actuator for driving the steering mechanism, and a control device that controls the steering actuator. The steering mechanism may be, for example, a rack and pinion type EPS (Electric Power Steering) capable of adjusting a steering angle by the actuator. The control device controls the steering actuator in response to a user operation (e.g., a steering-wheel operation) in the manual mode, and controls the steering actuator in response to a control command received fromVCIBs steering system 122A and the control device ofsteering system 122B may be communicatively connected to each other.Steering systems steering systems vehicular body 10 can thus be steered. -
Pinion angle sensors systems pinion angle sensors pinion angle sensors vehicle control interface 110. In the present embodiment, the pinion angle sensed bypinion angle sensor 128A is output frompinion angle sensor 128A tosteering system 122A and from steeringsystem 122A toVCIB 111. The pinion angle sensed bypinion angle sensor 128B is output frompinion angle sensor 128B tosteering system 122B and from steeringsystem 122B toVCIB 112. -
VP 120 further includes an EPB (Electric Parking Brake)system 123A and a P (parking)-Lock system 123B. -
EPB system 123A includes an EPB (electric parking brake) that applies braking force to at least one wheel ofvehicular body 10, and a control device that controls the EPB. The EPB is provided separately from the braking mechanism described above, and locks the wheel by an electric actuator. The EPB may be configured to lock the wheel by operating a drum brake by the electric actuator for parking brakes. Further, the EPB may be configured to lock the wheel by adjusting by the electric actuator the hydraulic pressure of a hydraulic system different from the above-described braking actuator. The control device controls the EPB in response to a user operation in the manual mode, and controls the EPB in response to a control command received fromVCIBs - P-Lock system 123B includes a P-Lock mechanism provided in the transmission of
vehicular body 10, a P-Lock actuator serving as an actuator for driving the P-Lock mechanism, and a control device that controls the P-Lock actuator. The P-Lock mechanism may be, for example, a mechanism to lock a position of rotation of the output shaft of the transmission by fitting a parking lock pawl, which is positionally adjustable by an actuator, into a gear (a lock gear) coupled to a rotational element in the transmission and thus provided. The control device controls the P-Lock actuator in response to a user operation in the manual mode, and controls the P-Lock actuator in response to a control command received fromVCIBs -
EPB system 123A and P-Lock system 123B both implement a vehicle locking function and can operate alone. Therefore, even when one ofEPB system 123A and P-Lock system 123B fails, the other operates normally, andvehicular body 10 can be locked. The control device ofEPB system 123A and the control device of P-Lock system 123B may be communicatively connected to each other. -
VP 120 further includes apropulsion system 124, a PCS (Pre-Crash Safety)system 125, and abody system 126. -
Propulsion system 124 includes a shift device that determines a shift range (that is, a propulsion direction) and a driving device that imparts propulsive force tovehicular body 10. The shift device has a shift lever operated by the user, and in the manual mode, the shift device switches a shift range in response to a user operation (that is, a shift lever operation). In the autonomous mode, the shift device switches a shift range in response to a control command received fromVCIBs vehicular body 10, and a control device that controls the motor generator. The control device controls the motor generator in response to a user operation (for example, an accelerator pedal operation) in the manual mode, and controls the motor generator in response to a control command received fromVCIBs -
PCS system 125 uses a camera/radar 129 which is a camera and/or a radar to carry out vehicle control to mitigate or avoid damage caused by collision.PCS system 125 is communicatively connected tobrake system 121B.PCS system 125 for example uses camera/radar 129 to determine whether there is a possibility of a collision, and whenPCS system 125 determines that there is a possibility of a collision,PCS system 125requests brake system 121B to increase a braking force. -
Body system 126 includes body-related components (e.g., a direction indicator, a horn, and a wiper) and a control device that controls the body-related components. In the manual mode, the control device controls the body-related components in response to a user operation, and in the autonomous mode, the control device controls the body-related components in response to a control command received fromVCIBs - While in
VP 120 according to the present embodiment a control device is provided for each control system, the number of control devices can be changed as appropriate. For example, one control device may be configured to integrally control each control system. -
Vehicle 1 according to the present embodiment is a four-wheel electric vehicle (EV) which does not include an engine (an internal combustion engine). However,vehicle 1 is not limited thereto, and may be a connected car (e.g., a hybrid vehicle) provided with an engine. The number of wheels thatvehicle 1 includes is not limited to four wheels, and may be changed as appropriate.Vehicle 1 may include three wheels or five or more wheels. -
Vehicle 1 is configured to switchable between an autonomous mode and a manual mode. An API signal thatADS 200 receives fromvehicle control interface 110 includes a signal Autonomy_State indicating whethervehicle 1 is in the autonomous mode or the manual mode. The user can select either the autonomous mode or the manual mode via a prescribed input device. The prescribed input device may be an input device (not shown) included in vehicular body 10 (for example,vehicle control interface 110 or VP 120). When any mode is selected by the user,vehicle 1 enters the selected mode, and the selection result is reflected in the Autonomy_State. However, whenvehicle 1 is not in an autonomously drivable state, the vehicle does not transition to the autonomous mode even when the user selects the autonomous mode. Autonomy_State indicating the current mode of the vehicle (i.e., the autonomous mode/the manual mode) is sequentially output fromvehicle control interface 110 toADS 200 in real time. In an initial state (that is, whenvehicle 1 is started),vehicle 1 is in the manual mode.ADS 200 may be configured to obtain Autonomy_State through HMI 230 (seeFIG. 2 ). - When
vehicle 1 is in the autonomous mode,ADS 200 executes the API to transmit a command for autonomous driving control toVP 120.FIG. 3 is a flowchart of a process performed byADS 200 in autonomous driving control according to the present embodiment. The process shown in this flowchart is repeatedly performed periodically as corresponding to the API (i.e., in accordance with an API period) whenvehicle 1 is in the autonomous mode. - Referring to
FIG. 3 together withFIGS. 1 and 2 , in step (hereinafter simply referred to as “S”) 11,ADS 200 obtains current information ofvehicle 1. For example,ADC computer 210 obtains environment information and pose information ofvehicle 1 from sensors forperception 260 and sensors forpose 270. In the present embodiment, regardless of whethervehicle 1 may be in the autonomous mode or the manual mode, an API signal indicating a state of vehicle 1 (Propulsion Direction by Driver, Actual_Moving_Direction, Propulsion Direction Status, Estimated_Max_Accel_Capability, Estimated_Max_Decel_Capability, Longitudinal_Velocity, etc., described hereinafter) is sequentially output fromvehicle control interface 110 toADS 200 in real time.ADS 200 can refer to such an API signal to obtain information ofvehicle 1 to be used in generating a driving plan (S12), which will be described hereinafter. When the Autonomy_State indicates the manual mode, the process of series of steps shown inFIG. 3 ends. - In S12,
ADC computer 210 creates a driving plan based on the information ofvehicle 1 obtained in S11. When a driving plan is already present, the driving plan may be corrected based on the information ofvehicle 1. For example,ADC computer 210 calculates a behavior of vehicle 1 (e.g., a pose of vehicle 1) and creates a driving plan suitable for a state ofvehicle 1 and an environment external tovehicle 1. The driving plan is data indicating a behavior ofvehicle 1 for a prescribed period of time. - In S13,
ADC computer 210 extracts a physical control quantity (acceleration, a tire turning angle, etc.) from the driving plan created in S12. - In S14,
ADC computer 210 splits the physical quantity extracted in S13 by a defined cycle time of each API. - In S15,
ADC computer 210 executes the API using the physical quantity split in S14. When the API is thus executed, an API command (e.g., a Propulsion Direction Command, an Acceleration Command, and a Standstill Command, and the like, which will be described hereinafter) for implementing the physical quantity in accordance with the driving plan is transmitted fromADS 200 tovehicle control interface 110.Vehicle control interface 110 transmits a control command corresponding to the received API command toVP 120, andVP 120 carries out autonomous driving control ofvehicle 1 in response to the control command. - In the present embodiment, it is assumed that
vehicle 1 is autonomously driven whenvehicle 1 is manned. This is not exclusive, however, andvehicle 1 may be autonomously driven whenvehicle 1 is unmanned. - In the manual mode, a shift change of vehicle 1 (i.e., switching a shift range) is performed in response to the driver's shift lever operation. In the present embodiment, in the manual mode, the driver can select any one of a P (parking) range, an N (neutral) range, a D (drive) range, an R (reverse) range, and a B (brake) range, for example. The D range and the B range correspond to a traveling range. Deceleration is stronger in the B range than in the D range.
- The command sent from
ADS 200 toVP 120 throughvehicle control interface 110 includes a command referred to as a Propulsion Direction Command to request to switch a shift range to another. In the autonomous mode,ADS 200 performs a shift change ofvehicle 1 by using the Propulsion Direction Command. In the present embodiment,ADS 200 can only select the D range and the R range in the autonomous mode. That is, in the autonomous mode,vehicle 1 has a shift range which is either the D range or the R range. In the present embodiment, the Propulsion Direction Command is set to any one of No Request, a value (R) requesting a shift to the R range, and a value (D) requesting a shift to the D range. In the autonomous mode,VP 120 performs a shift change ofvehicle 1 in response to the Propulsion Direction Command. - The API signal includes a signal Propulsion Direction Status indicating the current shift range. The Propulsion Direction Status basically indicates a value corresponding to the current shift range (one of P, N, D, R, and B in the present embodiment), and indicates “Invalid Value” when the current shift range is unknown.
- The API signal includes a signal Propulsion Direction by Driver indicating a shift lever position by a driver. The Propulsion Direction by Driver is output from
vehicle control interface 110 toADS 200 when the driver operates the shift lever. The Propulsion Direction by Driver basically represents a value corresponding to a position of the shift lever (one of P, N, D, R, and B in the present embodiment). When the driver releases his/her hand from the shift lever, the shift lever returns to a central position and the Propulsion Direction by Driver indicates “No Request.” - During the autonomous mode, the driver's shift lever operation is not reflected in the Propulsion Direction Status. Note, however, that
ADS 200 may determine a value for the Propulsion Direction Command by referring to the Propulsion Direction by Driver. If necessary,ADS 200 confirms the Propulsion Direction by Driver, and requests switching a shift position to another by the Propulsion Direction Command as necessary. - The API signal includes a signal Longitudinal_Velocity indicating an estimated longitudinal velocity of
vehicle 1. Longitudinal_Velocity indicates, for example, a longitudinal velocity ofvehicle 1 as estimated byVP 120 using a wheel speed sensor. Longitudinal_Velocity indicates an absolute value of the velocity. That is, Longitudinal_Velocity indicates a positive value both whenvehicle 1 moves forward and whenvehicle 1 moves backward. The Longitudinal_Velocity according to the present embodiment corresponds to one example of a “first signal” according to the present disclosure. - The API signal includes a signal Actual_Moving_Direction indicating a moving direction of
vehicle 1. In the present embodiment, Actual_Moving_Direction is set to any one of Forward, Reverse, Standstill, and Undefined.FIG. 4 is a flowchart of a process performed byvehicle control interface 110 for setting Actual_Moving_Direction. The Actual_Moving_Direction according to the present embodiment corresponds to an example of a “third signal” according to the present disclosure. - Referring to
FIG. 4 together withFIG. 2 , in S21,vehicle control interface 110 determines whether the wheels (i.e., four wheels) ofvehicle 1 all have a speed of 0. - When a determination of YES is made in S21 (that is, the four wheels are all stopped), then,
vehicle control interface 110 determines in S22 whether a prescribed period of time (for example of 500 msec) has elapsed since the four wheels reached the speed of 0. While a determination of YES is made in S21 and a determination of NO is made in S22 (that is, the prescribed period of time has not yet elapsed), S21 and S22 are repeated. Once a determination of YES is made in S22 (that is, the prescribed period of time has elapsed),vehicle control interface 110 sets the Actual_Moving_Direction to “Standstill” in S25. - When a determination of NO is made in S21 (that is, any of the four wheels is rotating),
vehicle control interface 110 determines in S23 whether more than half the wheels rotate forward. When a determination of YES is made in S23 (that is, when three or more wheels rotate forward),vehicle control interface 110 sets the Actual_Moving_Direction to “Forward” in S26. - When a determination of NO is made in S23 (that is, when two or less wheels rotate forward),
vehicle control interface 110 determines in S24 whether more than half the wheels rotate backward. When a determination of YES is made in S24 (that is, when three or more wheels rotate backward),vehicle control interface 110 sets the Actual_Moving_Direction to “Reverse” in S27. In contrast, when a determination of NO is made in S24 (that is, when two or less wheels rotate backward),vehicle control interface 110 sets the Actual_Moving_Direction to “Undefined” in S28. - Thus, in
vehicle 1 according to the present embodiment, the Actual_Moving_Direction indicates Standstill when a prescribed number of wheels (for example, four wheels) ofvehicle 1 continue a speed of 0 for a prescribed period of time. In the present embodiment, the process shown inFIG. 4 is performed byvehicle control interface 110. This is not exclusive, however, and the process ofFIG. 4 may be partially or entirely performed byVP 120. For example, theFIGS. 4 S21 and S22 may be performed byVP 120, rather thanvehicle control interface 110, andvehicle control interface 110 may receive a result of the steps fromVP 120. - A command sent from
ADS 200 toVP 120 throughvehicle control interface 110 includes an Acceleration Command and a Standstill Command. - The Acceleration Command is a signal requesting acceleration and deceleration in the autonomous mode. The Acceleration Command indicates a positive value when acceleration is requested for a direction indicated by the Propulsion Direction Status, and the Acceleration Command indicates a negative value when deceleration is requested in that direction. The Acceleration Command requests acceleration (+) and deceleration (−) for the direction indicated by the Propulsion Direction Status. Upper limit values of acceleration and deceleration of the Acceleration Command are determined by estimated maximum acceleration capability and estimated maximum deceleration capability, respectively, which will be described hereinafter. The Acceleration Command according to the present embodiment corresponds to an example of a “first command” according to the present disclosure.
- The API signal includes a signal Estimated_Max_Accel_Capability indicating an estimated maximum acceleration, and a signal Estimated_Max_Decel_Capability indicating an estimated maximum deceleration. In the present embodiment,
VP 120 calculates an acceleration provided at the time of WOT (Wide Open Throttle), estimates a value for Estimated_Max_Accel_Capability (that is, a possible maximum acceleration thatvehicle 1 is currently requested to provide) based on the calculated acceleration, the current state ofvehicle 1 and the current road surface condition (e.g., gradient and road surface load), and outputs the estimated value tovehicle control interface 110. Estimated_Max_Accel_Capability is such that a direction in whichvehicle 1 proceeds (that is, a direction indicated by the Propulsion Direction Status) is a positive direction and the reverse direction is a negative direction. Estimated_Max_Decel_Capability has a value varying in a range of −9.8 m/s2 to 0 m/s2.VP 120 estimates a value for Estimated_Max_Decel_Capability (that is, a possible maximum deceleration thatvehicle 1 is currently requested to provide) based on the states ofbrake systems vehicle 1, and the current road surface condition. Depending on the state ofvehicle 1 and the road surface condition, Estimated_Max_Decel_Capability may be 0. - The Acceleration Command has a value selected from the range of Estimated_Max_Decel_Capability to Estimated_Max_Accel_Capability. When
VP 120 receives a request from both the Acceleration Command and PCS system 125 (FIG. 2 ) for deceleration,VP 120 selects a maximum deceleration out of the decelerations requested by the Acceleration Command andPCS system 125. Note that deceleration is represented in magnitude by an absolute value. That is, deceleration becomes smaller as it approaches 0, and deceleration becomes larger as it is farther away from 0. - The Standstill Command is a signal requesting to maintain stationary in the autonomous mode. In the present embodiment, the Standstill Command is set to any one of No Request, Applied (a value requesting to maintain stationary), and Released (a value requesting release from maintaining stationary). The Standstill Command can be set to maintain stationary when
vehicle 1 is at a standstill (for example when the Actual_Moving_Direction is “Standstill”). When the Acceleration Command indicates an acceleration value (a positive value), the Standstill Command is not set to “Applied.” Once to maintain stationary (e.g., brake hold control described hereinafter) is completed,vehicle 1 transitions to Standstill. The Standstill Command according to the present embodiment corresponds to an example of a “second command” according to the present disclosure. - The API signal includes a signal Standstill Status indicating a standstill status of
vehicle 1. The Standstill Status basically indicates either Applied (a value indicating thatvehicle 1 is at a Standstill) or Released (a value indicating thatvehicle 1 is not at a Standstill), and indicates “Invalid Value” when it is unknown whichstandstill status vehicle 1 has. Standstill means a state in whichvehicle 1 is maintained stationary (for example, brake hold). The Standstill Status according to the present embodiment corresponds to an example of a “second signal” according to the present disclosure. - In the present embodiment, when
ADS 200 issues an Acceleration Command to requestVP 120 to provide deceleration to bringvehicle 1 to a standstill, and the Longitudinal_Velocity indicates 0 km/h,ADS 200 issues a Standstill Command to requestVP 120 to maintain stationary, andVP 120 carries out brake hold control. After the brake hold control is finished, the Standstill Status indicates Applied. Until the Standstill Status indicates Applied, the Acceleration Command continues to requestVP 120 to provide deceleration. -
FIG. 5 is a flowchart of a process involved in brake hold control carried out byvehicle control interface 110 in the autonomous mode. The process shown in this flowchart is repeatedly performed in accordance with the API period in synchronization with a process ofADS 200 whenvehicle 1 is in the autonomous mode. - Referring to
FIG. 5 together withFIG. 2 , in S31,vehicle control interface 110 determines whether a deceleration request (that is, an Acceleration Command to request deceleration) has been received. When a determination of YES is made in S31 (that is, a deceleration request has been received),vehicle control interface 110 determines in S32 whether a standstill request (that is, a Standstill Command to request to maintain stationary) has been received. When a determination of YES is made in S32 (that is, a standstill request has been received),vehicle control interface 110 determines in S33 whether the Actual_Moving_Direction is Standstill. - When a determination of NO is made in S33, the control returns to the initial step (S31). When the Acceleration Command requests deceleration (YES in S31),
vehicle 1 is controlled to be decelerated in response to the Acceleration Command (see S52 inFIG. 7 described hereinafter). Whenvehicle 1 controlled to be decelerated has its four wheels all reaching a speed of 0, the Actual_Moving_Direction is set to Standstill (seeFIG. 4 ), and a determination of YES is made in S33. - When the Acceleration Command requests deceleration (YES in S31), the Standstill Command requests to maintain stationary (YES in S32), and the Actual_Moving_Direction indicates Standstill (YES in S33),
vehicle control interface 110 instructsVP 120 in S34 to start brake hold (BH) control. Inbrake systems FIG. 2 ), the braking actuator is controlled in accordance with the instruction fromvehicle control interface 110. When controlling the braking actuator is completed,brake systems - In S35,
vehicle control interface 110 determines whether the brake hold control is completed.Vehicle control interface 110 determines whether the brake hold control has been completed based on, for example, whether the BH Completed signal has been received. In the present embodiment,vehicle control interface 110 having received the BH Completed signal means thatVP 120 has completed the brake hold control. - While determination of YES is made in all of S31 to S33, brake hold control is carried out in S34, and when the brake hold control is completed (YES in S35), then, in step S36,
vehicle control interface 110 sets the Standstill Status to Applied. - When a determination of NO is made in either S31 or S32,
vehicle control interface 110 determines in S37 whether a Release Standstill request (that is, a Standstill Command to request release from maintaining stationary) has been received. When a determination of YES is made in S37 (that is, a Release Standstill request has been received),vehicle control interface 110 instructsVP 120 in S38 to release brake hold (BH) ofvehicle 1. Thus inbrake systems VP 120 the brake actuators are controlled and the brake hold is thus released. When it is already released, it is held released. Then,vehicle control interface 110 sets the Standstill Status to Released in S39. In contrast, when a determination of NO is made in S37 (that is, no Release Standstill request has been received), the control returns to the initial step (S31). - In
vehicle 1 according to the present embodiment, whenADS 200 issues an Acceleration Command to requestVP 120 to provide deceleration to bringvehicle 1 to a standstill (YES in S31), and thereafter, before brake hold control is completed the request through the Acceleration Command for deceleration is cancelled (NO in S31), transitioning to the brake hold control (S34) is canceled. When the request is cancelled before the brake hold control starts, transitioning to the brake hold control is not performed. When the request is cancelled while the brake hold control has already been started, the brake hold control currently carried out is stopped, andbrake systems - In
vehicle 1 according to the present embodiment, whenADS 200 issues a Standstill Command to requestVP 120 to maintain stationary (YES in S32), and thereafter, before brake hold control is completed the request through the Standstill Command to maintain stationary is cancelled (NO in S32), transitioning to the brake hold control (S34) is canceled. When the request is cancelled before the brake hold control starts, transitioning to the brake hold control is not performed. When the request is cancelled while the brake hold control has already been started, the brake hold control currently carried out is stopped, andbrake systems - In the present embodiment, the process shown in
FIG. 5 is performed byvehicle control interface 110. This is not exclusive, however, and the process ofFIG. 5 may partially or entirely be performed byVP 120. When theFIG. 5 process is performed byVP 120, rather thanvehicle control interface 110, then, in S34 and S38,VP 120 per se controlsbrake systems vehicle control interface 110. - In the present embodiment, the EPB (electric parking brake) is activated after a prescribed period of time has elapsed since the Standstill Status indicated Applied.
FIG. 6 is a flowchart of a process involved in EPB control carried out byvehicle control interface 110 in the autonomous mode. The process shown in this flowchart is repeatedly performed in accordance with the API period in synchronization with a process ofADS 200 whenvehicle 1 is in the autonomous mode. - Referring to
FIG. 6 together withFIG. 2 , in S41,vehicle control interface 110 determines whether the Standstill Status indicates Applied. When a determination of YES is made in S41 (Standstill Status=Applied),vehicle control interface 110 determines in S42 whether a prescribed period of time (for example of 3 minutes) has elapsed since the Standstill Status indicated Applied. While the Standstill Status is maintained Applied (YES in S41) and a determination of NO is made in S42, S41 and S42 are repeated, and when a determination of YES is made in S42, the control proceeds to S43. In S43,vehicle control interface 110 instructsVP 120 to activate the EPB. Thus,EPB system 123A is controlled inVP 120, and the EPB is activated. When the EPB is already active, the EPB is held active. - When a determination of NO is made in S41 (Standstill Status=Released or Invalid Value), the control proceeds to S44. In S44,
vehicle control interface 110 instructsVP 120 to release the EPB. Thus,EPB system 123A is controlled inVP 120, and the EPB is thus released. When the EPB has already been released, the EPB is held released. - Thus, in
vehicle 1 according to the present embodiment, the EPB (electric parking brake) is engaged after a prescribed period of time has elapsed since the Standstill Status indicated Applied. In the present embodiment, the process shown inFIG. 6 is performed byvehicle control interface 110. This is not exclusive, however, and the process ofFIG. 6 may partially or entirely be performed byVP 120. When theFIG. 6 process is performed byVP 120, rather thanvehicle control interface 110, then, in S43 and S44,VP 120 per se controls (i.e., activates/deactivates)EPB system 123A without receiving an instruction fromvehicle control interface 110. - In the present embodiment,
vehicle control interface 110 interposed betweenVP 120 andADS 200 adjusts commands involved in deceleration control, start control, and acceleration control. Various signals communicated betweenVP 120 andADS 200 are input to and output fromvehicle control interface 110. -
FIG. 7 is a flowchart of a procedure of a process performed byvehicle control interface 110 in deceleration control in the autonomous mode. The process shown in this flowchart is started whenvehicle 1 is in the autonomous mode andvehicle control interface 110 receives a deceleration request fromADS 200. Whilevehicle control interface 110 receives a deceleration request fromADS 200, this process is repeatedly performed in accordance with the API period in synchronization with a process ofADS 200. - Referring to
FIG. 7 together withFIG. 2 , in S51,vehicle control interface 110 determines whether a deceleration request (that is, an Acceleration Command to request deceleration) has been received fromADS 200. When a determination of YES is made in S51 (that is, a deceleration request has been received), in S52vehicle control interface 110 transmits a control command corresponding to the Acceleration Command (an API command) received from ADS 200 (more specifically, a control command to request deceleration) toVP 120 to carry out deceleration control forvehicle 1. InVP 120,brake systems FIG. 2 ) are controlled in response to the control command. - After the step of S52, in S53,
vehicle control interface 110 uses a signal received fromVP 120 to determine whether the Longitudinal_Velocity indicates 0 km/h. When a determination of NO is made in S53 (that is, Longitudinal_Velocity>0 km/h), the control returns to the initial step (S51). WhenADS 200 issues an Acceleration Command to requestVP 120 to provide deceleration to bringvehicle 1 to a standstill, then, in response to the deceleration request (S51),vehicle 1 is subjected to deceleration control (S52) and thus reduced in velocity, and finally, the Longitudinal_Velocity will indicate 0 km/h. - When a determination of YES is made in S53 (that is, Longitudinal_Velocity=0 km/h), then, in S54,
vehicle control interface 110 requests from ADS 200 a Standstill request (i.e., a Standstill Command to request to maintain stationary). In response to this request,ADS 200 transmits the Standstill request toVP 120 throughvehicle control interface 110. - After the step of S54,
vehicle control interface 110 determines in S55 whether the Standstill Status indicates Applied. The Standstill Status is set through the process shown inFIG. 5 . After the step of S54 inFIG. 7 , when the Actual_Moving_Direction is set to Standstill, brake hold control is carried out (S34 inFIG. 5 ). When the brake hold control is completed (YES in S35 inFIG. 5 ), the Standstill Status is set to Applied (S36 inFIG. 5 ). - After in response to the request in S54 the Standstill Command is set to Applied before the Standstill Status is set to Applied (that is, while a determination of NO is made in S55),
vehicle control interface 110requests ADS 200 in S56 to set V2 for the value of the Acceleration Command. V2 is a deceleration value (i.e., a negative value). In response to this request,ADS 200 transmits a constant deceleration value (i.e., V2) as a value for the Acceleration Command toVP 120 throughvehicle control interface 110. In the present embodiment, V2 is set to −0.4 m/s2. - When a determination of YES is made in S55 (Standstill Status=Applied),
vehicle control interface 110requests ADS 200 in S57 to set V3 for the value of the Acceleration Command. V3 is a deceleration value or 0 m/s2. In the present embodiment, V3 is set to 0 m/s2. In response to the above request (S57),ADS 200 transmits V3 (e.g., 0 m/s2) as a value for the Acceleration Command toVP 120 throughvehicle control interface 110. Until start control described hereinafter (seeFIG. 8 ) is started,ADS 200 maintainsvehicle 1 at a standstill (Standstill Status=Applied) and maintains the value of the Acceleration Command at V3. Note that V3 is not limited to 0 m/s2. For example, V3 may be a deceleration value smaller than V2 or may be equal to V2. - When the step of S57 is performed, the series of steps of the process of
FIG. 7 ends. The series of steps of the process ofFIG. 7 also ends when the Acceleration Command no longer requests deceleration (NO in S51). -
FIG. 8 is a flowchart of a procedure of a process performed byvehicle control interface 110 in the start control in the autonomous mode. The process shown in this flowchart is started whenvehicle 1 is in the autonomous mode andvehicle control interface 110 receives a start request fromADS 200. When the Standstill Status indicates “Applied” and a Standstill Command received fromADS 200 changes from “Applied” to “Released”vehicle control interface 110 determines that a start request has been received fromADS 200. - Referring to
FIG. 8 together withFIG. 2 ,vehicle control interface 110requests ADS 200 in S61 to set V4 for the value of the Acceleration Command (more specifically, a deceleration value), and in S62 receives the Acceleration Command fromADS 200 and transmits a control command corresponding thereto (more specifically, a control command to request deceleration) toVP 120 to perform deceleration control forvehicle 1. InVP 120,brake systems FIG. 2 ) are controlled in response to the control command. Thus, until a determination of YES is made in S63 described hereinafter, acceleration ofvehicle 1 is suppressed andvehicle 1 is held in a state with a vehicular velocity of 0 (Actual_Moving_Direction=Standstill). V4 is a prescribed deceleration value (that is, a negative value). V4 may be a deceleration value smaller than V2 or may be equal to V2. - In S63,
vehicle control interface 110 determines whether a prescribed period of time (hereinafter referred to as “AT”) has elapsed since the start request was made. ΔT is for example set to be equal to or longer than a period of time taken after the Standstill Command is set to “Released” before the Standstill Status is set to “Released.” ΔT may be selected from a range of 1 second to 10 seconds. -
ADS 200 maintains the Acceleration Command at value V4 for a period of time after the start request is made before AT elapses (that is, while a determination of NO is made in S63). After the start request is made when AT elapses (YES in S63), in S64vehicle control interface 110 requests fromADS 200 an Acceleration Command to request acceleration, or an acceleration request, and thereafter the series of steps of the process ofFIG. 8 ends. In response to the request from vehicle control interface 110 (S64),ADS 200 transmits the acceleration request toVP 120 throughvehicle control interface 110. This allows transitioning to acceleration control described hereinafter. -
FIG. 9 is a flowchart of a procedure of a process performed byvehicle control interface 110 in acceleration control in the autonomous mode. The process shown in this flowchart is started whenvehicle 1 is in the autonomous mode andvehicle control interface 110 receives an acceleration request fromADS 200. Whilevehicle control interface 110 receives an acceleration request fromADS 200, this process is repeatedly performed in accordance with the API period in synchronization with a process ofADS 200. - Referring to
FIG. 9 together withFIG. 2 , in S71,vehicle control interface 110 determines whether an acceleration request has been received fromADS 200. When a determination of YES is made in S71 (that is, an acceleration request has been received), in S72vehicle control interface 110 transmits a control command corresponding to an Acceleration Command received from ADS 200 (more specifically, a control command to request acceleration) toVP 120 to carry out acceleration control forvehicle 1. Inpropulsion system 124 ofVP 120, the driving device is controlled in response to the control command. - While
vehicle control interface 110 receives the acceleration request from ADS 200 (that is, while a determination of YES is made in S71),vehicle control interface 110 continues acceleration control for vehicle 1 (S72). In contrast, when the Acceleration Command no longer requests acceleration (NO in S71), the series of steps of the process inFIG. 9 ends. - In the present embodiment, the processes shown in
FIGS. 7 to 9 are performed byvehicle control interface 110. This is not exclusive, however, and the processes shown inFIGS. 7 to 9 may partially or entirely be performed byADS 200. For example, when the process shown inFIG. 7 is performed byADS 200, rather thanvehicle control interface 110,ADS 200 per se changes each command's value in the steps of S54, S56 and S57 without receiving a request fromvehicle control interface 110. Until the Standstill Status indicates Standstill in response to the Standstill Command (S54) (NO in S55),ADS 200 issues the Acceleration Command to continue to requestVP 120 to provide deceleration (S56). -
FIG. 10 is timing plots representing an exemplary operation ofvehicle 1 autonomously driven in the autonomous mode. Referring toFIG. 10 , in this example, the Acceleration Command (indicated by a line L12) is set from 0 m/s2 to V1 at time t1. V1 is a deceleration value larger than V2 (that is, a deceleration value more negative than V2). V1 may be selected, for example, from a range of −6.0 m/s2 to −1.0 m/s2. When the Acceleration Command (line L12) is set to V1,vehicle 1 is subjected to deceleration control (S52 inFIG. 7 ). As a result, the Longitudinal_Velocity (indicated by a line L11) approaches 0 km/h. Thereafter, at time t2, the Longitudinal_Velocity (line L11) reaches 0 km/h, and in response, the Standstill Command (indicated by a line L13) is set to “Applied” (S54 inFIG. 7 ) and the Acceleration Command is set to V2 (for example, −0.4 m/s2) (S56 inFIG. 7 ). Thereafter, at time t3, the Actual_Moving_Direction (indicated by a line L15) is set to “Standstill” and brake hold control is carried out (S34 inFIG. 5 ). At time t4 the brake hold control is completed and the Standstill Status (indicated by a line L14) is set to “Applied” (S36 inFIG. 5 ), and in response, the Acceleration Command (line L12) is set to V3 (e.g., 0 m/s2) (S57 inFIG. 7 ). And when a prescribed period of time has elapsed, the EPB is activated (S43 inFIG. 6 ). The Acceleration Command is maintained at V2 (that is, a constant deceleration value) after the Standstill Command (line L13) is set to “Applied” before the Standstill Status (line L14) is set to “Applied” (or for a period from t2 to t4). - For a period from t4 to t5,
vehicle 1 maintains a Standstill. The period from t4 to t5 may be a signal waiting period. Invehicle 1 according to the present embodiment, when the brake hold control is completed and a request through the Standstill Command to maintain stationary still continues,vehicle 1 continues Standstill (Standstill Status=Applied) while the Standstill Command requests to maintain stationary (Standstill Command=Applied). - At time t5, the Standstill Command (line L13) is set from “Applied” to “Released,” and in response, the Acceleration Command (line L12) is set to V4 (S61 in
FIG. 8 ). Furthermore, as the Standstill Command (line L13) is set to “Released,” attime t6 vehicle 1 is released from the brake hold (S38 inFIG. 5 ), the Standstill Status (line L14) is set to “Released” (S39 inFIG. 5 ), and the EPB is released (S44 inFIG. 6 ). Thereafter, at time t7, the Acceleration Command (line L12) is set to V5 (S64 inFIG. 8 ). V5 is an acceleration value (i.e., a positive value). For a period of t5 to t7, the Acceleration Command is maintained at V4. The period of t5 to t7 corresponds to the aforementioned ΔT. - In
vehicle 1 according to the present embodiment, whenADS 200 cancels a Standstill Command to cancel a Maintain Stationary request (Standstill Command=Released) in order to startvehicle 1, brake hold applied tovehicle 1 is released andVP 120 controls acceleration and deceleration ofvehicle 1 based on an Acceleration Command. - During a period of t7 to t8,
vehicle 1 is subjected to acceleration control (S72 inFIG. 9 ). As a result, the Longitudinal_Velocity (line L11) increases. At time t8, the Longitudinal_Velocity (line L11) reaches a target value, and in response, the Acceleration Command is set to 0 m/s2, and the acceleration control (FIG. 9 ) ends. - Thus,
vehicle 1 according to the present embodiment comprisesADS 200 andVP 120 that controlsvehicle 1 in response to a command received fromADS 200. WhenADS 200 issues an Acceleration Command to requestvehicle control interface 110 to provide deceleration to stopvehicle 1 and the Longitudinal_Velocity indicates 0 km/h,ADS 200 issues a Standstill Command to requestVP 120 to maintain stationary. When the brake hold control is finished, the Standstill Status indicates Applied. Until the Standstill Status indicates Applied, the Acceleration Command continues to requestVP 120 to provide deceleration. - According to the above configuration, after
vehicle 1 is stopped, acceleration ofvehicle 1 is suppressed in response to a request through the Acceleration Command for deceleration. Thus, whenVP 120 carries out autonomous driving control in response to a command issued fromADS 200,vehicle 1 can be appropriately maintained stationary (that is, brake hold control can be carried out appropriately). -
Vehicle control interface 110 according to the present embodiment is provided betweenADS 200 andVP 120 that controlsvehicle 1 in response to a command received fromADS 200. WhenADS 200 issues an Acceleration Command to requestVP 120 to provide deceleration to stopvehicle 1 and the Longitudinal_Velocity indicates 0 km/h,vehicle control interface 110 requests from ADS 200 a Standstill request (i.e., a Standstill Command to request to maintain stationary) (S54 inFIG. 7 ).Vehicle control interface 110requests ADS 200 to continuously transmit a deceleration request (that is, an Acceleration Command to request deceleration) until the Standstill Status indicates Applied (S56 inFIG. 7 ). Suchvehicle control interface 110 allows acceleration ofvehicle 1 to be suppressed in response to a request through an Acceleration Command for deceleration even after the vehicle is stopped (that is, even after the Longitudinal_Velocity indicates 0 km/h). Thus, whenVP 120 carries out autonomous driving control in response to a command issued fromADS 200,vehicle 1 can be appropriately maintained stationary (that is, brake hold control can be carried out appropriately). - In the above embodiment, the Acceleration Command changes stepwise from 0 m/s2 to V1, from V1 to V2, and from V2 to 0 m/s2 (see
FIG. 10 ). This is not exclusive, however, and the Acceleration Command may change smoothly (e.g., in a curve). - In the above embodiment, in S53 of
FIG. 7 , whether the Longitudinal_Velocity indicates 0 km/h is determined. This is not exclusive, however, and in S53 ofFIG. 7 , whether the Longitudinal_Velocity indicates a prescribed velocity or less may be determined. The prescribed velocity may be a value which is small to anextent allowing vehicle 1 to be regarded as being stationary (e.g., approximately 0.1 km/h). -
Vehicle control interface 110 may be attached tovehicular body 10 replaceably.Vehicle control interface 110 may be mounted inADK 20 rather thanvehicular body 10.Vehicle control interface 110 may be dispensed with by providing the above described function ofvehicle control interface 110 to at least one ofVP 120 andADS 200. - Various processes of the vehicle platform, the autonomous driving system, and the vehicle control interface are not limited to execution by software, and may instead be performed by dedicated hardware (or electronic circuitry).
- Toyota's MaaS Vehicle Platform
- API Specification
- for ADS Developers
- [Standard Edition #0.1]
- History of Revision
-
TABLE 1 Date of Revision ver. Summary of Revision Reviser 2019 May 4 0.1 Creating a new material MaaS Business Div. - Index
-
1. Outline 41.1. Purpose of this Specification 41.2. Target Vehicle 41.3. Definition of Term 41.4. Precaution for Handling 42. Structure 52.1. Overall Structure of MaaS 52.2. System structure of MaaS vehicle 6 3. Application Interfaces 7 3.1. Responsibility sharing of when using APIs 73.2. Typical usage of APIs 73.3. APIs for vehicle motion control 93.3.1. Functions 93.3.2. Inputs 16 3.3.3. Outputs 233.4. APIs for BODY control 45 3.4.1. Functions 45 3.4.2. Inputs 45 3.4.3. Outputs 563.5. APIs for Power control 68 3.5.1. Functions 68 3.5.2. Inputs 68 3.5.3. Outputs 69 3.6. APIs for Safety 70 3.6.1. Functions 70 3.6.2. Inputs 70 3.6.3. Outputs 70 3.7. APIs for Security 74 3.7.1. Functions 74 3.7.2. Inputs 74 3.7.3. Outputs 76 3.8. APIs for MaaS Service 803.8.1. Functions 803.8.2. Inputs 803.8.3. Outputs 80 - 1. Outline
- 1.1. Purpose of this Specification
- This document is an API specification of Toyota Vehicle Platform and contains the outline, the usage and the caveats of the application interface.
- 1.2. Target Vehicle
- e-Palette, MaaS vehicle based on the POV (Privately Owned Vehicle) manufactured by Toyota
- 1.3. Definition of Term
-
TABLE 2 Term Definition ADS Autonomous Driving System. ADK Autonomous Driving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box. This is an ECU for the interface and the signal converter between ADS and Toyota VP's sub systems. - 1.4. Precaution for Handling
- This is an early draft of the document.
- All the contents are subject to change. Such changes are notified to the users. Please note that some parts are still T.B.D. will be updated in the future.
- 2. Structure
- 2.1. Overall Structure of MaaS
- The overall structure of MaaS with the target vehicle is shown (
FIG. 11 ). - Vehicle control technology is being used as an interface for technology providers.
- Technology providers can receive open API such as vehicle state and vehicle control, necessary for development of automated driving systems.
- 2.2. System Structure of MaaS Vehicle
- The system architecture as a premise is shown (
FIG. 12 ). - The target vehicle will adopt the physical architecture of using CAN for the bus between ADS and VCIB. In order to realize each API in this document, the CAN frames and the bit assignments are shown in the form of “bit assignment table” as a separate document.
- 3. Application Interfaces
- 3.1. Responsibility Sharing of when Using APIs
- Basic responsibility sharing between ADS and vehicle VP is as follows when using APIs.
- [ADS]
- The ADS should create the driving plan, and should indicate vehicle control values to the VP.
- [VP]
- The Toyota VP should control each system of the VP based on indications from an ADS.
- 3.2. Typical Usage of APIs
- In this section, typical usage of APIs is described.
- CAN will be adopted as a communication line between ADS and VP. Therefore, basically, APIs should be executed every defined cycle time of each API by ADS.
- A typical workflow of ADS of when executing APIs is as follows (
FIG. 13 ). - 3.3. APIs for Vehicle Motion Control
- In this section, the APIs for vehicle motion control which is controllable in the MaaS vehicle is described.
- 3.3.1. Functions
- 3.3.1.1. Standstill, Start Sequence
- The transition to the standstill (immobility) mode and the vehicle start sequence are described. This function presupposes the vehicle is in Autonomy_State=Autonomous Mode. The request is rejected in other modes.
- The below diagram shows an example.
- Acceleration Command requests deceleration and stops the vehicle. Then, when Longitudinal_Velocity is confirmed as 0 [km/h], Standstill Command=“Applied” is sent. After the brake hold control is finished, Standstill Status becomes “Applied”. Until then, Acceleration Command has to continue deceleration request. Either Standstill Command=“Applied” or Acceleration Command's deceleration request were canceled, the transition to the brake hold control will not happen. After that, the vehicle continues to be standstill as far as Standstill Command=“Applied” is being sent. Acceleration Command can be set to 0 (zero) during this period.
- If the vehicle needs to start, the brake hold control is cancelled by setting Standstill Command to “Released”. At the same time, acceleration/deceleration is controlled based on Acceleration Command (
FIG. 14 ). - EPB is engaged when Standstill Status=“Applied” continues for 3 minutes.
- 3.3.1.2. Direction Request Sequence
- The shift change sequence is described. This function presupposes that Autonomy_State=Autonomous Mode. Otherwise, the request is rejected.
- Shift change happens only during Actual_Moving_Direction=“standstill”). Otherwise, the request is rejected.
- In the following diagram shows an example. Acceleration Command requests deceleration and makes the vehicle stop. After Actual_Moving_Direction is set to “standstill”, any shift position can be requested by Propulsion Direction Command. (In the example below, “D”→“R”).
- During shift change, Acceleration Command has to request deceleration.
- After the shift change, acceleration/deceleration is controlled based on Acceleration Command value (
FIG. 15 ). - 3.3.1.3. WheelLock Sequence
- The engagement and release of wheel lock is described. This function presupposes Autonomy_State=Autonomous Mode, otherwise the request is rejected.
- This function is conductible only during vehicle is stopped. Acceleration Command requests deceleration and makes the vehicle stop. After Actual_Moving_Direction is set to “standstill”, WheelLock is engaged by Immobilization Command=“Applied”. Acceleration Command is set to Deceleration until Immobilization Status is set to “Applied”.
- If release is desired, Immobilization Command=“Release” is requested when the vehicle is stationary. Acceleration Command is set to Deceleration at that time.
- After this, the vehicle is accelerated/decelerated based on Acceleration Command value (
FIG. 16 ). - 3.3.1.4. Road_Wheel_Angle Request
- This function presupposes Autonomy_State=“Autonomous Mode”, and the request is rejected otherwise.
- Tire Turning Angle Command is the relative value from Estimated_Road_Wheel_Angle_Actual.
- For example, in case that Estimated_Road_Wheel_Angle_Actual=0.1 [rad] while the vehicle is going straight;
- If ADS requests to go straight ahead, Tire Turning Angle Command should be set to 0+0.1=0.1 [rad].
- If ADS requests to steer by −0.3 [rad], Tire Turning Angle Command should be set to −0.3+0.1=−0.2 [rad].
- 3.3.1.5. Rider Operation
- 3.3.1.5.1. Acceleration Pedal Operation
- While in Autonomous driving mode, accelerator pedal stroke is eliminated from the vehicle acceleration demand selection.
- 3.3.1.5.2. Brake Pedal Operation
- The action when the brake pedal is operated. In the autonomy mode, target vehicle deceleration is the sum of 1) estimated deceleration from the brake pedal stroke and 2) deceleration request from AD system.
- 3.3.1.5.3. Shift_Lever_Operation
- In Autonomous driving mode, driver operation of the shift lever is not reflected in Propulsion Direction Status.
- If necessary, ADS confirms Propulsion Direction by Driver and changes shift position by using Propulsion Direction Command.
- 3.3.1.5.4. Steering Operation
- When the driver (rider) operates the steering, the maximum is selected from
- 1) the torque value estimated from driver operation angle, and
- 2) the torque value calculated from requested wheel angle.
- Note that Tire Turning Angle Command is not accepted if the driver strongly turns the steering wheel. The above-mentioned is determined by Steering_Wheel_Intervention flag.
- 3.3.2. Inputs
-
TABLE 3 Signal Name Description Redundancy Propulsion Direction Request to switch between forward (D N/A Command range) and back (R range) Immobilization Command Request to engage/release WheelLock Applied Standstill Command Request to maintain stationary Applied Acceleration Command Request to accelerate/decelerate Applied Tire Turning Angle Command Request front wheel angle Applied Autonomization Command Request to transition between manual Applied mode and autonomy mode - 3.3.2.1. Propulsion Direction Command
- Request to switch between forward (D range) and back (R range)
- Values
-
TABLE 4 value Description Remarks 0 No Request 2 R Shift to R range 4 D Shift to D range other Reserved - Remarks
-
- Only available when Autonomy_State=“Autonomous Mode”
- D/R is changeable only the vehicle is stationary (Actual_Moving_Direction=“standstill”).
- The request while driving (moving) is rejected.
- When system requests D/R shifting, Acceleration Command is sent deceleration (−0.4 m/s2) simultaneously. (Only while brake is applied.)
- The request may not be accepted in following cases.
- Direction_Control_Degradation_Modes=“Failure detected”
- 3.3.2.2. Immobilization Command
- Request to engage/release WheelLock
- Values
-
TABLE 5 value Description Remarks 0 No Request 1 Applied EPB is turned on and TM shifts to P range 2 Released EPB is turned off and TM shifts to the value of Propulsion Direction Command - Remarks
-
- Available only when Autonomy_State=“Autonomous Mode”
- Changeable only when the vehicle is stationary (Actual_Moving_Direction=“standstill”)
- The request is rejected when vehicle is running.
- When Apply/Release mode change is requested, Acceleration Command is set to deceleration (−0.4 m/s2). (Only while brake is applied.)
- 3.3.2.3. Standstill Command
- Request the vehicle to be stationary
- Values
-
TABLE 6 value Description Remarks 0 No Request 1 Applied Standstill is requested 2 Released - Remarks
-
- Only available when Autonomy_State=“Autonomous Mode”
- Confirmed by Standstill Status=“Applied”
- When the vehicle is stationary (Actual_Moving_Direction=“standstill”), transition to Stand Still is enabled.
- Acceleration Command has to be continued until Standstill Status becomes “Applied” and Acceleration Command's deceleration request (−0.4 m/s2) should be continued.
- There are more cases where the request is not accepted. Details are T.B.D.
- 3.3.2.4. Acceleration Command
- Command vehicle acceleration
- Values
- Estimated_Max_Decel_Capability to Estimated_Max_Accel_Capability [m/s2]
- Remarks
-
- Only available when Autonomy_State=“Autonomous Mode”
- Acceleration (+) and deceleration (−) request based on Propulsion Direction Status direction
- The upper/lower limit will vary based on Estimated_Max_Decel_Capability and Estimated_Max_Accel_Capability.
- When acceleration more than Estimated_Max_Accel_Capability is requested, the request is set to Estimated_Max_Accel_Capability.
- When deceleration more than Estimated_Max_Decel_Capability is requested, the request is set to Estimated_Max_Decel_Capability.
- Depending on the accel/brake pedal stroke, the requested acceleration may not be met. See 3.4.1.4 for more detail.
- When Pre-Collision system is activated simultaneously, minimum acceleration (maximum deceleration) is selected.
- 3.3.2.5. Tire Turning Angle Command
- Command tire turning angle
- Values
-
TABLE 7 value Description Remarks — [unit: rad] - Remarks
-
- Left is positive value (+). Right is negative value (−).
- Available only when Autonomy_State=“Autonomous Mode”
- The output of Estimated_Road_Wheel_Angle_Actual when the vehicle is going straight, is set to the reference value (0).
- This requests relative value of Estimated_Road_Wheel_Angle_Actual. (See 3.4.1.1 for details)
- The requested value is within Current_Road_Wheel_Angle_Rate_Limit.
- The requested value may not be fulfilled depending on the steer angle by the driver.
- 3.3.2.6. Autonomization Command
- Request to transition between manual mode and autonomy mode
- Values
-
TABLE 8 value Description Remarks 00b No Request For Autonomy 01b Request For Autonomy 10b Deactivation Request means transition request to manual mode -
- The mode may be able not to be transitioned to Autonomy mode. (e.g. In case that a failure occurs in the vehicle platform.)
- 3.3.3. Outputs
-
TABLE 9 Signal Name Description Redundancy Propulsion Direction Status Current shift range N/A Propulsion Direction by Driver Shift lever position by driver N/A Immobilization Status Output of EPB and Shift P Applied Immobilization Request by Driver EPB switch status by driver N/A Standstill Status Stand still status N/A Estimated_Coasting_Rate Estimated vehicle deceleration when throttle is closed N/A Estimated_Max_Accel_Capability Estimated maximum acceleration Applied Estimated_Max_Decel_Capability Estimated maximum deceleration Applied Estimated_Road_Wheel_Angle_Actual Front wheel steer angle Applied Estimated_Road_Wheel_Angle_Rate_Actual Front wheel steer angle rate Applied Steering_Wheel_Angle_Actual Steering wheel angle N/A Steering_Wheel_Angle_Rate_Actual Steering wheel angle rate N/A Current_Road_Wheel_Angle_Rate_Limit Road wheel angle rate limit Applied Estimated_Max_Lateral_Acceleration_Capability Estimated max lateral acceleration Applied Estimated_Max_Lateral_Acceleration_Rate_Capability Estimated max lateral acceleration rate Applied Accelerator_Pedal_Position Position of the accelerator pedal (How much is the N/A pedal depressed?) Accelerator_Pedal_Intervention This signal shows whether the accelerator pedal is N/A depressed by a driver (intervention) Brake_Pedal_Position Position of the brake pedal (How much is the pedal T.B.D. depressed?) Brake_Pedal_Intervention This signal shows whether the brake pedal is T.B.D. depressed by a driver (intervention) Steering_Wheel_Intervention This signal shows whether the steering wheel is T.B.D. turned by a driver (intervention) Shift_Lever_Intervention This signal shows whether the shift lever is controlled T.B.D. by a driver (intervention) WheelSpeed_FL wheel speed value (Front Left Wheel) N/A WheelSpeed_FL_Rotation Rotation direction of wheel (Front Left) N/A WheelSpeed_FR wheel speed value (Front Right Wheel) N/A WheelSpeed_FR_Rotation Rotation direction of wheel (Front Right) N/A WheelSpeed_RL wheel speed value (Rear Left Wheel) Applied WheelSpeed_RL_Rotation Rotation direction of wheel (Rear Left) Applied WheelSpeed_RR wheel speed value (Rear Right Wheel) Applied WheelSpeed_RR_Rotation Rotation direction of wheel (Rear Right) Applied Actual_Moving_Direction Moving direction of vehicle Applied Longitudinal_Velocity Estimated longitudinal velocity of vehicle Applied Longitudinal_Acceleration Estimated longitudinal acceleration of vehicle Applied Lateral_Acceleration Sensor value of lateral acceleration of vehicle Applied Yawrate Sensor value of Yaw rate Applied Autonomy_State State of whether autonomy mode or manual mode Applied Autonomy_Ready Situation of whether the vehicle can transition to Applied autonomy mode or not Autonomy_Fault Status of whether the fault regarding a functionality in Applied autonomy mode occurs or not - 3.3.3.1. Propulsion Direction Status
- Current Shift Range
- Values
-
TABLE 10 value Description remarks 0 Reserved 1 P 2 R 3 N 4 D 5 B 6 Reserved 7 Invalid value - Remarks
-
- When the shift range is indeterminate, this output is set to “Invalid Value”.
- When the vehicle becomes the following status during VO mode, [Propulsion Direction Status] will turn to “P”.
- [Longitudinal_Velocity]=0 [km/h]
- [Brake_Pedal_Position]<Threshold value (T.B.D.) (in case of being determined that the pedal isn't depressed)
- [1st_Left_Seat_Belt_Status]=Unbuckled
- [1st_Left_Door_Open_Status]=Opened
- 3.3.3.2. Propulsion Direction by Driver
- Shift Lever Position by Driver Operation
- Values
-
TABLE 11 value Description remarks 0 No Request 1 P 2 R 3 N 4 D 5 B 6 Reserved 7 Invalid value - Remarks
-
- Output based on the lever position operated by driver
- If the driver releases his hand of the shift lever, the lever returns to the central position and the output is set as “No Request”.
- When the vehicle becomes the following status during NVO mode, [Propulsion Direction by Driver] will turn to “1(P)”.
- [Longitudinal_Velocity]=0 [km/h]
- [Brake_Pedal_Position]<Threshold value (T.B.D.) (in case of being determined that the pedal isn't depressed)
- [1st_Left_Seat_Belt_Status]=Unbuckled
- [1st_Left_Door_Open_Status]=Opened
- 3.3.3.3. Immobilization Status
- Output EPB and Shift-P status
- Values
- <Primary>
-
TABLE 12 Value Shift EPB Description Remarks 0 0 Shift set to other than P, and EPB Released 1 0 Shift set to P and EPB Released 0 1 Shift set to other than P, and EPB applied 1 1 Shift set to P and EPB Applied - <Secondary>
-
TABLE 13 Value Shift Description Remarks 0 0 Other than Shift P 1 0 Shift P 0 1 Reserved 1 1 Reserved - Remarks
-
- Secondary signal does not include EPB lock status.
- 3.3.3.4. Immobilization Request by Driver
- Driver operation of EPB switch
- Values
-
TABLE 14 value Description remarks 0 No Request 1 Engaged 2 Released 3 Invalid value - Remarks
-
- “Engaged” is outputted while the EPB switch is being pressed.
- “Released” is outputted while the EPB switch is being pulled.
- 3.3.3.5. Standstill Status
- Vehicle stationary status
- Values
-
TABLE 15 Value Description remarks 0 Released 1 Applied 2 Reserved 3 Invalid value - Remarks
-
- When Standstill Status=Applied continues for 3 minutes, EPB is activated.
- If the vehicle is desired to start, ADS requests Standstill Command=“Released”.
- 3.3.3.6. Estimated_Coasting_Rate
- Estimated vehicle deceleration when throttle is closed
- Values
- [unit: m/s2]
- Remarks
-
- Estimated acceleration at WOT is calculated.
- Slope and road load etc. are taken into estimation.
- When the Propulsion Direction Status is “D”, the acceleration to the forward direction shows a positive value.
- When the Propulsion Direction Status is “R”, the acceleration to the reverse direction shows a positive value.
- 3.3.3.7. Estimated_Max_Accel_Capability
- Estimated Maximum Acceleration
- Values
- [unit: m/s2]
- Remarks
-
- The acceleration at WOT is calculated.
- Slope and road load etc. are taken into estimation.
- The direction decided by the shift position is considered to be plus.
- 3.3.3.8. Estimated_Max_Decel_Capability
- Estimated maximum deceleration
- Values
-
- −9.8 to 0 [unit: m/s2]
- Remarks
-
- Affected by Brake_System_Degradation_Modes. Details are T.B.D.
- Based on vehicle state or road condition, cannot output in some cases
- 3.3.3.9. Estimated_Road_Wheel_Angle_Actual
- Front wheel steer angle
- Values
-
TABLE 16 value Description Remarks others [unit: rad] Minimum Value Invalid value The sensor is invalid. - Remarks
-
- Left is positive value (+). Right is negative value (−).
- Before “the wheel angle when the vehicle is going straight” becomes available, this signal is Invalid value.
- 3.3.3.10. Estimated_Road_Wheel_Angle_Rate_Actual
- Front wheel steer angle rate
- Values
-
TABLE 17 value Description Remarks others [unit: rad/s] Minimum Value Invalid value - Remarks
-
- Left is positive value (+). Right is negative value (−).
- 3.3.3.11. Steering_Wheel_Angle_Actual
- Steering wheel angle
- Values
-
TABLE 18 Value Description Remarks others [unit: rad] Minimum Value Invalid value - Remarks
-
- Left is positive value (+). Right is negative value (−).
- The steering angle converted from the steering assist motor angle
- Before “the wheel angle when the vehicle is going straight” becomes available, this signal is Invalid value.
- 3.3.3.12. Steering_Wheel_Angle_Rate_Actual
- Steering Wheel Angle Rate
- Values
-
TABLE 19 Value Description Remarks others [unit: rad/s] Minimum Value Invalid value - Remarks
-
- Left is positive value (+). Right is negative value (−).
- The steering angle rate converted from the steering assist motor angle rate
- 3.3.3.13. Current_Road_Wheel_Angle_Rate_Limit
- Road wheel angle rate limit
- Values
-
- When stopped: 0.4 [rad/s]
- While running: Show “Remarks”
- Remarks
- Calculated from the “vehicle speed−steering angle rate” chart like below
- A) At a very low speed or stopped situation, use fixed value of 0.4 [rad/s]
- B) At a higher speed, the steering angle rate is calculated from the vehicle speed using 2.94 m/s3
- The threshold speed between A and B is 10 [km/h] (
FIG. 17 ). - 3.3.3.14. Estimated_Max_Lateral_Acceleration_Capability
- Estimated max lateral acceleration
- Values
- 2.94 [unit: m/s2] fixed value
- Remarks
-
- Wheel Angle controller is designed within the acceleration range up to 2.94 m/s2.
- 3.3.3.15. Estimated_Max_Lateral_Acceleration_Rate_Capability
- Estimated max lateral acceleration rate
- Values
- 2.94 [unit: m/s3] fixed value
- Remarks
-
- Wheel Angle controller is designed within the acceleration range up to 2.94 m/s3.
- 3.3.3.16. Accelerator Pedal Position
- Position of the accelerator pedal (How much is the pedal depressed?)
- Values
- 0 to 100 [unit: %]
- Remarks
-
- In order not to change the acceleration openness suddenly, this signal is filtered by smoothing process.
- In normal condition
- The accelerator position signal after zero point calibration is transmitted.
- In failure condition
- Transmitted failsafe value (0×FF)
- 3.3.3.17. Accelerator_Pedal_Intervention
- This signal shows whether the accelerator pedal is depressed by a driver (intervention).
- Values
-
TABLE 20 Value Description Remarks 0 Not depressed 1 depressed 2 Beyond autonomy acceleration - Remarks
-
- When Accelerator_Pedal_Position is higher than the defined threshold value (ACCL_INTV), this signal [Accelerator_Pedal_Intervention] will turn to “depressed”.
- When the requested acceleration from depressed acceleration pedal is higher than the requested acceleration from system (ADS, PCS etc.), this signal will turn to “Beyond autonomy acceleration”.
-
- During NVO mode, accelerator request will be rejected. Therefore, this signal will not turn to “2”.
- Detail design (
FIG. 18 ) - 3.3.3.18. Brake_Pedal_Position
- Position of the brake pedal (How much is the pedal depressed?)
- Values
- 0 to 100 [unit: %]
- Remarks
-
- In the brake pedal position sensor failure:
- Transmitted failsafe value (0×FF)
- Due to assembling error, this value might be beyond 100%.
- In the brake pedal position sensor failure:
- 3.3.3.19. Brake Pedal Intervention
- This signal shows whether the brake pedal is depressed by a driver (intervention).
- Values
-
TABLE 21 Value Description Remarks 0 Not depressed 1 depressed 2 Beyond autonomy deceleration - Remarks
-
- When Brake_Pedal_Position is higher than the defined threshold value (BRK_INTV), this signal [Brake Pedal Intervention] will turn to “depressed”.
- When the requested deceleration from depressed brake pedal is higher than the requested deceleration from system (ADS, PCS etc.), this signal will turn to “Beyond autonomy deceleration”.
- Detail design (
FIG. 19 ) - 3.3.3.20. Steering_Wheel_Intervention
- This signal shows whether the steering wheel is turned by a driver (intervention).
- Values
-
TABLE 22 Value Description Remarks 0 Not turned 1 Turned collaboratively Driver steering torque + steering motor torque 2 Turned by human driver - Remarks
-
- In “Steering_Wheel_Intervention=1”, considering the human driver's intent, EPS system will drive the steering with the Human driver collaboratively.
- In “Steering_Wheel_Intervention=2”, considering the human driver's intent, EPS system will reject the steering requirement from autonomous driving kit. (The steering will be driven the human driver.)
- 3.3.3.21. Shift Lever Intervention
- This signal shows whether the shift lever is controlled by a driver (intervention).
- Values
-
TABLE 23 Value Description Remarks 0 OFF 1 ON Controlled (moved to any shift position) - Remarks
-
- N/A
- 3.3.3.22. WheelSpeed_FL, WheelSpeed_FR, WheelSpeed_RL, WheelSpeed_RR
- Wheel Speed Value
- Values
-
TABLE 24 Value Description Remarks others Velocity [unit: m/s] Maximum Value Invalid value The sensor is invalid. - Remarks
-
- T.B.D.
- 3.3.3.23. WheelSpeed_FL_Rotation, WheelSpeed_FR_Rotation, WheelSpeed_RL_Rotation, WheelSpeed_RR_Rotation
- Rotation direction of each wheel
- Values
-
TABLE 25 value Description remarks 0 Forward 1 Reverse 2 Reserved 3 Invalid value The sensor is invalid. - Remarks
-
- After activation of ECU, until the rotation direction is fixed, “Forward” is set to this signal.
- When detected continuously 2 (two) pulses with the same direction, the rotation direction will be fixed.
- 3.3.3.24. Actual_Moving_Direction
- Rotation direction of wheel
- Values
-
TABLE 26 value Description remarks 0 Forward 1 Reverse 2 Standstill 3 Undefined - Remarks
-
- This signal shows “Standstill” when four wheel speed values are “0” during a constant time.
- When other than above, this signal will be determined by the majority rule of four WheelSpeed_Rotations.
- When more than two WheelSpeed_Rotations are “Reverse”, this signal shows “Reverse”.
- When more than two WheelSpeed_Rotations are “Forward”, this signal shows “Forward”.
- When “Forward” and “Reverse” are the same counts, this signal shows “Undefined”.
- 3.3.3.25. Longitudinal_Velocity
- Estimated Longitudinal Velocity of Vehicle
- Values
-
TABLE 27 Value Description Remarks others Velocity [unit: m/s] Maximum Value Invalid value The sensor is invalid. - Remarks
-
- This signal is output as the absolute value.
- 3.3.3.26. Longitudinal_Acceleration
- Estimated longitudinal acceleration of vehicle
- Values
-
TABLE 28 value Description Remarks others Acceleration [unit: m/s2] Minimum Value Invalid value The sensor is invalid. - Remarks
-
- This signal will be calculated with wheel speed sensor and acceleration sensor.
- When the vehicle is driven at a constant velocity on the flat road, this signal shows “0”.
- 3.3.3.27. Lateral_Acceleration
- Sensor Value of Lateral Acceleration of Vehicle
- Values
-
TABLE 29 Value Description Remarks others Acceleration [unit: m/s2] Minimum Value Invalid value The sensor is invalid. - Remarks
-
- The positive value means counterclockwise. The negative value means clockwise.
- 3.3.3.28. Yawrate
- Sensor Value of Yaw Rate
- Values
-
TABLE 30 Value Description Remarks others Yaw rate [unit: deg/s] Minimum Value Invalid value The sensor is invalid. - Remarks
-
- The positive value means counterclockwise. The negative value means clockwise.
- 3.3.3.29. Autonomy_State
- State of whether autonomy mode or manual mode
- Values
-
TABLE 31 value Description Remarks 00 Manual Mode The mode starts from Manual mode. 01 Autonomous Mode - Remarks
-
- The initial state is the Manual mode. (When Ready ON, the vehicle will start from the Manual mode.)
- 3.3.3.30. Autonomy_Ready
- Situation of whether the vehicle can transition to autonomy mode or not
- Values
-
TABLE 32 value Description Remarks 00b Not Ready For Autonomy 01b Ready For Autonomy 11b Invalid means the status is not determined. - Remarks
-
- This signal is a part of transition conditions toward the Autonomy mode.
- Please see the summary of conditions.
- 3.3.3.31. Autonomy_Fault
- Status of whether the fault regarding a functionality in autonomy mode occurs or not
- Values
-
TABLE 33 value Description Remarks 00b No fault 01b Fault 11b Invalid means the status is not determined. - Remarks
-
- [T.B.D.] Please see the other material regarding the fault codes of a functionality in autonomy mode.
- [T.B.D.] Need to consider the condition to release the status of “fault”.
- 3.4. APIs for BODY control
- 3.4.1. Functions
- T.B.D.
- 3.4.2. Inputs
-
TABLE 34 Signal Name Description Redundancy Turnsignallight_Mode_Command Command to control the turnsignallight N/A mode of the vehicle platform Headlight_Mode_Command Command to control the headlight mode of N/A the vehicle platform Hazardlight_Mode_Command Command to control the hazardlight mode N/A of the vehicle platform Horn_Pattern_Command Command to control the pattern of horn N/A ON-time and OFF-time per cycle of the vehicle platform Horn_Number_of_Cycle_Command Command to control the Number of horn N/A ON/OFF cycle of the vehicle platform Horn_Continuous_Command Command to control of horn ON of the N/A vehicle platform Windshieldwiper_Mode_Front_Command Command to control the front windshield N/A wiper of the vehicle platform Windshieldwiper_Intermittent_Wiping_Speed_Command Command to control the Windshield wiper N/A actuation interval at the Intermittent mode Windshieldwiper_Mode_Rear_Command Command to control the rear windshield N/A wiper mode of the vehicle platform Hvac_1st_Command Command to start/stop 1st row air N/A conditioning control Hvac_2nd_Command Command to start/stop 2nd row air N/A conditioning control Hvac_TargetTemperature_1st_Left_Command Command to set the target temperature N/A around front left area Hvac_TargetTemperature_1st_Right_Command Command to set the target temperature N/A around front right area Hvac_TargetTemperature_2nd_Left_Command Command to set the target temperature N/A around rear left area Hvac_TargetTemperature_2nd_Right_Command Command to set the target temperature N/A around rear right area Hvac_Fan_Level_1st_Row_Command Command to set the fan level on the front N/A AC Hvac_Fan_Level_2nd_Row_Command Command to set the fan level on the rear N/A AC Hvac_1st_Row_AirOutlet_Mode_Command Command to set the mode of 1st row air N/A outlet Hvac_2nd_Row_AirOutlet_Mode_Command Command to set the mode of 2nd row air N/A outlet Hvac_Recirculate_Command Command to set the air recirculation mode N/A Hvac_AC_Command Command to set the AC mode N/A - 3.4.2.1. Turnsignallight_Mode_Command
- Command to control the turnsignallight mode of the vehicle platform
- Values
-
TABLE 35 value Description remarks 0 OFF Blinker OFF 1 Right Right blinker ON 2 Left Left blinker ON 3 reserved - Remarks
- T.B.D.
- Detailed Design
- When Turnsignallight_Mode_Command=1, vehicle platform sends left blinker on request.
- When Turnsignallight_Mode_Command=2, vehicle platform sends right blinker on request.
- 3.4.2.2. Headlight_Mode_Command
- Command to control the headlight mode of the vehicle platform
- Values
-
TABLE 36 Value Description remarks 0 No Request Keep current mode 1 TAIL mode request side lamp mode 2 HEAD mode request Lo mode 3 AUTO mode request 4 HI mode request 5 OFF Mode Request 6-7 reserved - Remarks
-
- This command is valid when Headlight_Driver_Input=OFF or Auto mode ON.
- Driver input overrides this command.
- Headlight mode changes when Vehicle platform receives once this command.
- 3.4.2.3. Hazardlight_Mode_Command
- Command to control the hazardlight mode of the vehicle platform
- Values
-
TABLE 37 value Description remarks 0 OFF command for hazardlight OFF 1 ON command for hazardlight ON - Remarks
-
- Driver input overrides this command.
- Hazardlight is active during Vehicle Platform receives ON command.
- 3.4.2.4. Horn Pattern Command
- Command to control the pattern of horn ON-time and OFF-time per cycle of the vehicle platform
- Values
-
TABLE 38 value Description remarks 0 No request 1 Pattern 1ON-time: 250 ms OFF-time: 750 ms 2 Pattern 2ON-time: 500 ms OFF-time: 500 ms 3 Pattern 3reserved 4 Pattern 4reserved 5 Pattern 5reserved 6 Pattern 6 reserved 7 Pattern 7Reserved - Remarks
-
-
Pattern 1 is assumed to use single short ON,Pattern 2 is assumed to use ON-OFF repeating. - Detail is under internal discussion.
-
- 3.4.2.5. Horn_Number_of_Cycle_Command
- Command to control the Number of horn ON/OFF cycle of the vehicle platform
- Values
- 0˜7 [−]
- Remarks
-
- Detail is under internal discussion.
- 3.4.2.6. Horn_Continuous_Command
- Command to control of horn ON of the vehicle platform
- Values
-
TABLE 39 value Description remarks 0 No request 1 ON request - Remarks
-
- This command overrides Horn Pattern Command, Horn_Number_of_Cycle_Command.
- Horn is active during Vehicle Platform receives ON command.
- Detail is under internal discussion.
- 3.4.2.7. Windshieldwiper_Mode_Front_Command
- Command to control the front windshield wiper of the vehicle platform
- Values
-
TABLE 40 value Description remarks 0 OFF mode request 1 Lo mode request 2 Hi mode request 3 Intermittent mode request 4 Auto mode request 5 Mist mode request One- Time Wiping 6, 7 Reserved - Remarks
-
- This command is under internal discussion the timing of valid.
- This command is valid when Windshieldwiper_Front_Driver_Input=OFF or Auto mode ON.
- Driver input overrides this command.
- Windshieldwiper mode is kept during Vehicle platform is receiving the command.
- 3.4.2.8. Windshieldwiper_Intermittent_Wiping_Speed_Command
- Command to control the Windshield wiper actuation interval at the Intermittent mode
- Values
-
TABLE 41 value Description remarks 0 FAST 1 SECOND FAST 2 THIRD FAST 3 SLOW - Remarks
-
- This command is valid when Windshieldwiper_Mode_Front_Status=INT.
- Driver input overrides this command.
- Windshieldwiper intermittent mode changes when Vehicle platform receives once this command.
- 3.4.2.9. Windshieldwiper Mode Rear Command
- Command to control the rear windshield wiper mode of the vehicle platform
- Values
-
TABLE 42 value Description Remarks 0 OFF mode request 1 Lo mode request 2 reserved 3 Intermittent mode request 4-7 reserved - Remarks
-
- Driver input overrides this command.
- Windshieldwiper mode is kept during Vehicle platform is receiving the command.
- Wiping speed of intermittent mode is not variable.
- 3.4.2.10. Hvac_1st_Command
- Command to start/stop 1st row air conditioning control
- Values
-
TABLE 43 value Description Remarks 00 No request 01 ON means turning the 1st air conditioning control to ON 02 OFF means turning the 1st air conditioning control to OFF - Remarks
-
- The hvac of S-AM has a synchronization functionality.
- Therefore, in order to control 4 (four) hvacs (1st_left/right, 2nd_left/right) individually, VCIB achieves the following procedure after Ready-ON. (This functionality will be implemented from the CV.)
- #1: Hvac_1st_Command=ON
- #2: Hvac_2nd_Command=ON
- #3: Hvac_TargetTemperature_2nd_Left_Command
- #4: Hvac_TargetTemperature_2nd_Right_Command
- #5: Hvac_Fan_Level_2nd_Row_Command
- #6: Hvac_2nd_Row_AirOutlet_Mode_Command
- #7: Hvac_TargetTemperature_1st_Left_Command
- #8: Hvac_TargetTemperature_1st_Right_Command
- #9: Hvac_Fan_Level_1st_Row_Command
- #10: Hvac_1st_Row_AirOutlet_Mode_Command
- * The interval between each command needs 200 ms or more.
- * Other commands are able to be executed after #1.
- 3.4.2.11. Hvac_2nd_Command
- Command to start/stop 2nd row air conditioning control
- Values
-
TABLE 44 value Description Remarks 00 No request 01 ON means turning the 2nd air conditioning control to ON 02 OFF means turning the 2nd air conditioning control to OFF - Remarks
-
- N/A
- 3.4.2.12. Hvac_TargetTemperature_1st_Left_Command
- Command to set the target temperature around front left area
- Values
-
TABLE 45 value Description Remarks 0 No request 60 to 85 [unit: ° F.] (by 1.0° F.) Temperature direction - Remarks
-
- N/A
- 3.4.2.13. Hvac_TargetTemperature_1st_Right_Command
- Command to set the target temperature around front right area
- Values
-
TABLE 46 value Description Remarks 0 No request 60 to 85 [unit: ° F.] (by 1.0° F.) Temperature direction - Remarks
-
- N/A
- 3.4.2.14. Hvac_TargetTemperature_2nd_Left_Command
- Command to set the target temperature around rear left area
- Values
-
TABLE 47 value Description Remarks 0 No request 60 to 85 [unit: ° F.] (by 1.0° F.) Temperature direction - Remarks
-
- N/A
- 3.4.2.15. Hvac_TargetTemperature_2nd_Right_Command
- Command to set the target temperature around rear right area
- Values
-
TABLE 48 value Description Remarks 0 No request 60 to 85 [unit: ° F.] (by 1.0° F.) Temperature direction - Remarks
-
- N/A
- 3.4.2.16. Hvac_Fan_Level_1st_Row_Command
- Command to set the fan level on the front AC
- Values
-
TABLE 49 value Description Remarks 0 No request 1 to 7 (Maximum) Fan level direction - Remarks
-
- If you would like to turn the fan level to 0 (OFF), you should transmit “Hvac_1st_Command=OFF”.
- If you would like to turn the fan level to AUTO, you should transmit “Hvac_1st_Command=ON”.
- 3.4.2.17. Hvac_Fan_Level_2nd_Row_Command
- Command to set the fan level on the rear AC
- Values
-
TABLE 50 value Description Remarks 0 No request 1 to 7 (Maximum) Fan level direction - Remarks
-
- If you would like to turn the fan level to 0 (OFF), you should transmit “Hvac_2nd_Command=OFF”.
- If you would like to turn the fan level to AUTO, you should transmit “Hvac_2nd_Command=ON”.
- 3.4.2.18. Hvac_1st_Row_AirOutlet_Mode_Command
- Command to set the mode of 1st row air outlet
- Values
-
TABLE 51 value Description Remarks 000b No Operation 001b UPPER Air flows to the upper body 010b U/F Air flows to the upper body and feet 011b FEET Air flows to the feet. 100b F/D Air flows to the feet and the windshield defogger operates - Remarks
-
- N/A
- 3.4.2.19. Hvac_2nd_Row_AirOutlet_Mode_CommandCommand to set the mode of 2nd row air outlet
- Values
-
TABLE 52 value Description Remarks 000b No Operation 001b UPPER Air flows to the upper body 010b U/F Air flows to the upper body and feet 011b FEET Air flows to the feet. - Remarks
-
- N/A
- 3.4.2.20. Hvac_Recirculate_Command
- Command to set the air recirculation mode
- Values
-
TABLE 53 value Description Remarks 00 No request 01 ON means turning the air recirculation mode ON 02 OFF means turning the air recirculation mode OFF - Remarks
-
- N/A
- 3.4.2.21. Hvac_AC_Command
- Command to set the AC mode
- Values
-
TABLE 54 value Description remarks 00 No request 01 ON means turning the AC mode ON 02 OFF means turning the AC mode OFF - Remarks
-
- N/A
- 3.4.3. Outputs
-
TABLE 55 Signal Name Description Redundancy Turnsignallight_Mode_Status Status of the current turnsignallight N/A mode of the vehicle platform Headlight_Mode_Status Status of the current headlight mode N/A of the vehicle platform Hazardlight_Mode_Status Status of the current hazardlight N/A mode of the vehicle platform Horn_Status Status of the current horn of the N/A vehicle platform Windshieldwiper_Mode_Front_Status Status of the current front windshield N/A wiper mode of the vehicle platform Windshieldwiper_Mode_Rear_Status Status of the current rear windshield N/A wiper mode of the vehicle platform Hvac_1st_Status Status of activation of the 1st row N/A HVAC Hvac_2nd_Status Status of activation of the 2nd row N/A HVAC Hvac_Temperature_1st_Left_Status Status of set temperature of 1st row N/A left Hvac_Temperature_1st_Right_Status Status of set temperature of 1st row N/A right Hvac_Temperature_2nd_Left_Status Status of set temperature of 2nd row N/A left Hvac_Temperature_2nd_Right_Status Status of set temperature of 2nd row N/A right Hvac_Fan_Level_1st_Row_Status Status of set fan level of 1st row N/A Hvac_Fan_Level_2nd_Row_Status Status of set fan level of 2nd row N/A Hvac_1st_Row_AirOutlet_Mode_Status Status of mode of 1st row air outlet N/A Hvac_2nd_Row_AirOutlet_Mode_Status Status of mode of 2nd row air outlet N/A Hvac_Recirculate_Status Status of set air recirculation mode N/A Hvac_AC_Status Status of set AC mode N/A 1st_Right_Seat_Occupancy_Status Seat occupancy status in 1st left — seat 1st_Left_Seat_Belt_Status Status of driver's seat belt buckle — switch 1st_Right_Seat_Belt_Status Status of passenger's seat belt — buckle switch 2nd_Left_Seat_Belt_Status Seat belt buckle switch status in 2nd — left seat 2nd_Right_Seat_Belt_Status Seat belt buckle switch status in 2nd — right seat - 3.4.3.1. Turnsignallight_Mode_Status
- Status of the current turnsignallight mode of the vehicle platform
- Values
-
TABLE 56 value Description Remarks 0 OFF Turn lamp = OFF 1 Left Turn lamp L = ON (flashing) 2 Right Turn lamp R = ON (flashing) 3 invalid - Remarks
-
- At the time of the disconnection detection of the turn lamp, state is ON.
- At the time of the short detection of the turn lamp, State is OFF.
- 3.4.3.2. Headlight_Mode_Status
- Status of the current headlight mode of the vehicle platform
- Values
-
TABLE 57 Value Description Remarks 0 OFF 1 TAIL 2 Lo 3 reserved 4 Hi 5-6 reserved 7 invalid - Remarks
- N/A
- Detailed Design
-
- At the time of tail signal ON, Vehicle Platform sends 1.
- At the time of Lo signal ON, Vehicle Platform sends 2.
- At the time of Hi signal ON, Vehicle Platform sends 4.
- At the time of any signal above OFF, Vehicle Platform sends 0.
- 3.4.3.3. Hazardlight_Mode_Status
- Status of the current hazard lamp mode of the vehicle platform
- Values
-
TABLE 58 Value Description Remarks 0 OFF Hazard lamp = OFF 1 Hazard Hazard lamp = ON (flashing) 2 reserved 3 invalid - Remarks
- N/A
- 3.4.3.4. Horn_Status
- Status of the current horn of the vehicle platform
- Values
-
TABLE 59 Value Description Remarks 0 OFF 1 ON 2 reserved (unsupport) 3 invalid (unsupport) - Remarks
-
- cannot detect any failure.
- Vehicle platform sends “1” during Horn Pattern Command is active, if the horn is OFF.
- 3.4.3.5. Windshieldwiper_Mode_Front_Status
- Status of the current front windshield wiper mode of the vehicle platform
- Values
-
TABLE 60 Value Description Remarks 0 OFF Front wiper stopped 1 Lo Front wiper being active in LO mode (also including being active in MIST, being active in coordination with washer, and being wiping at speed other than HI) 2 Hi Front wiper being active in HI mode 3 INT Front wiper being active in INT mode (also including motor stop while being active in INT mode and being active in INT mode owing to vehicle speed change function) 4-5 reserved 6 fail Front wiper failed 7 invalid -
TABLE 61 Value Description Remarks 0 OFF Front wiper is stopped. 1 Lo Front wiper is in LO mode (include in MIST mode, operation with washer, Medium speed). 2 Hi Front wiper is in HI mode. 3 INT Front wiper is in INT mode (include motor stopped between INT mode, INT operation of vehicle speed change function). 4-5 reserved 6 fail Front wiper is fail. 7 invalid - Remarks
- Fail Mode Conditions
-
- detect signal discontinuity
- cannot detect except the above failure.
- 3.4.3.6. Windshieldwiper_Mode_Rear_Status
- Status of the current rear windshield wiper mode of the vehicle platform
- Values
-
TABLE 62 Value Description Remarks 0 OFF Rear wiper stopped 1 Lo Rear wiper being in LO mode 2 reserved 3 INT Rear wiper being in INT mode 4-5 reserved 6 fail Rear wiper failed 7 invalid - Remarks
-
- cannot detect any failure.
- 3.4.3.7. Hvac_1st_Status
- Status of activation of the 1st row HVAC
- Values
-
TABLE 63 value Description remarks 0b OFF 1b ON - Remarks
-
- N/A
- 3.4.3.8. Hvac_2nd_Status
- Status of activation of the 2nd row HVAC
- Values
-
TABLE 64 value Description remarks 0b OFF 1b ON - Remarks
-
- N/A
- 3.4.3.9. Hvac_Temperature_1st_Left_Status
- Status of set temperature of 1st row left
- Values
-
TABLE 65 value Description remarks 0 Lo Max cold 60 to 85 [unit: ° F.] Target temperature 100 Hi Max hot FFh Unknown - Remarks
-
- N/A
- 3.4.3.10. Hvac_Temperature_1st_Right_Status
- Status of set temperature of 1st row right
- Values
-
TABLE 66 value Description remarks 0 Lo Max cold 60 to 85 [unit: ° F.] Target temperature 100 Hi Max hot FFh Unknown - Remarks
-
- N/A
- 3.4.3.11. Hvac_Temperature_2nd_Left_Status
- Status of set temperature of 2nd row left
- Values
-
TABLE 67 value Description remarks 0 Lo Max cold 60 to 85 [unit: ° F.] Target temperature 100 Hi Max hot FFh Unknown - Remarks
-
- N/A
- 3.4.3.12. Hvac_Temperature_2nd_Right_Status
- Status of set temperature of 2nd row right
- Values
-
TABLE 68 value Description remarks 0 Lo Max cold 60 to 85 [unit: ° F.] Target temperature 100 Hi Max hot FFh Unknown - Remarks
-
- N/A
- 3.4.3.13. Hvac_Fan_Level_1st_Row_Status
- Status of set fan level of 1st row
- Values
-
TABLE 69 value Description remarks 0 OFF 1-7 Fan Level 8 Undefined - Remarks
-
- N/A
- 3.4.3.14. Hvac_Fan_Level_2nd_Row_Status
- Status of set fan level of 2nd row
- Values
-
TABLE 70 value Description remarks 0 OFF 1-7 Fan Level 8 Undefined - Remarks
-
- N/A
- 3.4.3.15. Hvac_1st_Row_AirOutlet_Mode_Status
- Status of mode of 1st row air outlet
- Values
-
TABLE 71 value Description remarks 000b ALL OFF when Auto mode is set 001b UPPER Air flows to the upper body 010b U/F Air flows to the upper body and feet 011b FEET Air flows to the feet. 100b F/D Air flows to the feet and the windshield defogger operates 101b DEF The windshield defogger operates 111b Undefined - Remarks
-
- N/A
- 3.4.3.16. Hvac_2nd_Row_AirOutlet_Mode_Status
- Status of mode of 2nd row air outlet
- Values
-
TABLE 72 value Description remarks 000b ALL OFF when Auto mode is set 001b UPPER Air flows to the upper body 010b U/F Air flows to the upper body and feet 011b FEET Air flows to the feet. 111b Undefined - Remarks
-
- N/A
- 3.4.3.17. Hvac Recirculate Status
- Status of set air recirculation mode
- Values
-
TABLE 73 value Description remarks 00 OFF means that the air recirculation mode is OFF 01 ON means that the air recirculation mode is ON - Remarks
-
- N/A
- 3.4.3.18. Hvac_AC_Status
- Status of set AC mode
- Values
-
TABLE 74 value Description remarks 00 OFF means that the AC mode is OFF 01 ON means that the AC mode is ON - Remarks
-
- N/A
- 3.4.3.19. 1st_Right_Seat_Occupancy_Status
- Seat occupancy status in 1st left seat
- Values
-
TABLE 75 value Description remarks 0 Not occupied 1 Occupied 2 Undecided IG OFF or signal from sensor being lost 3 Failed - Remarks
- When there is luggage on the seat, this signal may be set to “Occupied”.
- 3.4.3.20. 1st_Left_Seat_Belt_Status
- Status of driver's seat belt buckle switch
- Values
-
TABLE 76 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined 3 Fault of a switch - Remarks
-
- When Driver's seat belt buckle switch status signal is not set, [undetermined] is transmitted.
- It is checking to a person in charge, when using it. (Outputs “undetermined=10” as an initial value.)
-
- The judgement result of buckling/unbuckling shall be transferred to CAN transmission buffer within 1.3 s after IG_ON or before allowing firing, whichever is earlier.
- 3.4.3.21. 1st_Right_Seat_Belt_Status
- Status of passenger's seat belt buckle switch
- Values
-
TABLE 77 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined 3 Fault of a switch - Remarks
-
- When Passenger's seat belt buckle switch status signal is not set, [undetermined] is transmitted.
- It is checking to a person in charge, when using it. (Outputs “undetermined=10” as an initial value.)
-
- The judgement result of buckling/unbuckling shall be transferred to CAN transmission buffer within 1.3 s after IG_ON or before allowing firing, whichever is earlier.
- 3.4.3.22. 2nd_Left_Seat_Belt_Status
- Seat belt buckle switch status in 2nd left seat
- Values
-
TABLE 78 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined 3 Reserved - Remarks
-
- cannot detect sensor failure.
- 3.4.3.23. 2nd_Right_Seat_Belt_Status
- Seat belt buckle switch status in 2nd right seat
- Values
-
TABLE 79 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined 3 Reserved - Remarks
-
- cannot detect any failure.
- 3.5. APIs for Power control
- 3.5.1. Functions
- T.B.D.
- 3.5.2. Inputs
-
TABLE 80 Signal Name Description Redundancy Power_Mode_Request Command to control the power N/A mode of the vehicle platform - 3.5.2.1. Power_Mode_Request
- Command to control the power mode of the vehicle platform
- Values
-
TABLE 81 Value Description Remarks 00 No request 01 Sleep means “Ready OFF” 02 Wake means that VCIB turns ON 03 Resd Reserved for data expansion 04 Resd Reserved for data expansion 05 Resd Reserved for data expansion 06 Driving Mode means “Ready ON” - Remarks
-
- Regarding “wake”, let us share how to achieve this signal on the CAN. (See the other material) Basically, it is based on “ISO11989-2:2016”. Also, this signal should not be a simple value. Anyway, please see the other material.
- This API will reject the next request for a certain time [4000 ms] after receiving a request.
- The followings are the explanation of the three power modes, i.e. [Sleep][Wake][Driving Mode], which are controllable via API.
- [Sleep]
- Vehicle power off condition. In this mode, the high voltage battery does not supply power, and neither VCIB nor other VP ECUs are activated.
- [Wake]
- VCIB is awake by the low voltage battery. In this mode, ECUs other than VCIB are not awake except for some of the body electrical ECUs.
- [Driving Mode]
- Ready ON mode. In this mode, the high voltage battery supplies power to the whole VP and all the VP ECUs including VCIB are awake.
- 3.5.3. Outputs
-
TABLE 82 Signal Name Description Redundancy Power_Mode_Status Status of the current power N/A mode of the vehicle platform - 3.5.3.1. Power_Mode_Status
- Status of the current power mode of the vehicle platform
- Values
-
TABLE 83 Value Description Remarks 00 Resd Reserved for same data align as mode request 01 Sleep means “Ready OFF” 02 Wake means that the only VCIB turns ON 03 Resd Reserved for data expansion 04 Resd Reserved for data expansion 05 Resd Reserved for data expansion 06 Driving Mode means “Ready ON” 07 unknown means unhealthy situation would occur - Remarks
-
- VCIB will transmit [Sleep] as Power_Mode_Status continuously for 3000 [ms] after executing the sleep sequence. And then, VCIB will be shutdown.
- 3.6. APIs for Safety
- 3.6.1. Functions
- T.B.D.
- 3.6.2. Inputs
-
TABLE 84 Signal Name Description Redundancy T.B.D. - 3.6.3. Outputs
-
TABLE 85 Signal Name Description Redundancy Request for Operation Request for operation according to status of vehicle platform toward ADS Passive_Safety_Functions_Triggered Collision detection signal — Brake_System_Degradation_Modes Indicates Applied Brake_System_Degradation_Modes Propulsive_System_Degradation_Modes Indicates N/A Propulsive_System_Degradation_Modes Direction_Control_Degradation_Modes Indicates N/A Direction_Control_Degradation_Modes WheelLock_Control_Degradation_Modes Indicates Applied WheelLock_Control_Degradation_Modes Steering_System_Degradation_Modes Indicates Applied Steering_System_Degradation_Modes Power_System_Degradation_Modes Indicates Applied Power_System_Degradation_Modes Communication_Degradation_Modes - 3.6.3.1. Request for Operation
- Request for operation according to status of vehicle platform toward ADS
- Values
-
TABLE 86 value Description remarks 0 No request 1 Need maintenance 2 Need back to garage 3 Need stopping safely immediately Others Reserved - Remarks
-
- T.B.D.
- 3.6.3.2. Passive_Safety_Functions_Triggered
- Crash detection Signal
- Values
-
TABLE 87 value Description remarks 0 Normal 5 Crash Detection (airbag) 6 Crash Detection (high voltage circuit is shut off) 7 Invalid Value Others Reserved - Remarks
-
- When the event of crash detection is generated, the signal is transmitted 50 consecutive times every 100 [ms]. If the crash detection state changes before the signal transmission is completed, the high signal of priority is transmitted.
- Priority: crash detection>normal
-
- Transmits for 5 s regardless of ordinary response at crash, because the vehicle breakdown judgment system shall send a voltage OFF request for 5 s or less after crash in HV vehicle.
- Transmission interval is 100 ms within fuel cutoff motion delay allowance time (1 s) so that data can be transmitted more than 5 times. In this case, an instantaneous power interruption is taken into account.
- 3.6.3.3. Brake_System_Degradation_Modes
- Indicate Brake_System status
- Values
-
TABLE 88 value Description remarks 0 Normal — 1 Failure detected — - Remarks
-
- When the Failure is detected, Safe stop is moved.
- 3.6.3.4. Propulsive_System_Degradation_Modes
- Indicate Powertrain_System status
- Values
-
TABLE 89 value Description remarks 0 Normal — 1 Failure detected — - Remarks
-
- When the Failure is detected, Safe stop is moved.
- 3.6.3.5. Direction_Control_Degradation_Modes
- Indicate Direction_Control status
- Values
-
TABLE 90 value Description remarks 0 Normal — 1 Failure detected — - Remarks
-
- When the Failure is detected, Safe stop is moved.
- When the Failure is detected, Propulsion Direction Command is refused.
- 3.6.3.6. WheelLock_Control_Degradation_Modes
- Indicate WheelLock_Control status
- Values
-
TABLE 91 value Description remarks 0 Normal — 1 Failure detected — - Remarks
-
- Primary indicates EPB status, and Secondary indicates SBW indicates.
- When the Failure is detected, Safe stop is moved.
- 3.6.3.7. Steering_System_Degradation_Modes
- Indicate Steering_System status
- Values
-
TABLE 92 value Description remarks 0 Normal — 1 Failure detected — 2 Stationary steering Temporary lowering in performance not possible due to high temperature or the like - Remarks
-
- When the Failure are detected, Safe stop is moved.
- 3.6.3.8. Power_System_Degradation_Modes
- [T.B.D]
- 3.6.3.9. Communication_Degradation_Modes
- [T.B.D]
- 3.7. APIs for Security
- 3.7.1. Functions
- T.B.D.
- 3.7.2. Inputs
-
TABLE 93 Signal Name Description Redundancy 1st_Left_Door_Lock_Command Command to control each door N/A 1st_Right_Door_Lock_Command lock of the vehicle platform N/A 2nd_Left_Door_Lock_Command Lock command supports only N/A 2nd_Right_Door_Lock_Command ALL Door Lock. N/A Unlock command supports 1st-left Door unlock only, and ALL Door unlock. Trunk Door Lock/unlock command include in ALL Door lock/unlock Central_Vehicle_Lock_Exterior_Command Command to control the all door N/A lock of the vehicle platform - 3.7.2.1. 1st_Left_Door_Lock_Command, 1st_Right_Door_Lock_Command, 2nd_Left_Door_Lock_Command, 2nd_Right_Door_Lock_Command
- Command to control each door lock of the vehicle platform
- Values
-
TABLE 94 Value Description Remarks 0 No Request 1 Lock (unsupported) 2 Unlock 3 reserved - Remarks
-
- Lock command supports only ALL Door Lock.
- Unlock command supports 1st-left Door unlock only, and ALL Door unlock.
- 3.7.2.2. Central Vehicle Lock Exterior Command
- Command to control the all door lock of the vehicle platform.
- Values
-
TABLE 95 Value Description Remarks 0 No Request 1 Lock (all) include trunk lock 2 Unlock (all) include trunk unlock 3 reserved - Remarks
-
- Lock command supports only ALL Door Lock.
- Unlock command supports 1st-left Door unlock only, and ALL Door unlock.
- 3.7.3. Outputs
-
TABLE 96 Signal Name Description Redundancy 1st_Left_Door_Lock_Status Status of the current 1st-left door N/A lock mode of the vehicle platform 1st_Right_Door_Lock_Status Status of the current 1st-right door N/A lock mode of the vehicle platform 2nd_Left_Door_Lock_Status Status of the current 2nd-left door N/A lock mode of the vehicle platform 2nd_Right_Door_Lock_Status Status of the current 2nd-right door N/A lock mode of the vehicle platform Central_Vehicle_Exterior_Locked_Status Status of the current all door lock N/A mode of the vehicle platform Vehicle_Alarm_Status Status of the current vehicle alarm N/A of the vehicle platform - 3.7.3.1. 1st_Left_Door_Lock_Status
- Status of the current 1st-left door lock mode of the vehicle platform
- Values
-
TABLE 97 value Description Remarks 0 reserved 1 Locked D seat locked 2 Unlocked D seat unlocked 3 invalid - Remarks
-
- cannot detect any failure.
- 3.7.3.2. 1st_Right_Door_Lock_Status
- Status of the current 1st-right door lock mode of the vehicle platform
- Values
-
TABLE 98 value Description remarks 0 reserved 1 Locked P seat locked 2 Unlocked P seat unlocked 3 invalid - Remarks
-
- cannot detect any failure.
- 3.7.3.3. 2nd_Left_Door_Lock_Status
- Status of the current 2nd-left door lock mode of the vehicle platform
- Values
-
TABLE 99 Value Description remarks 0 Reserved 1 Locked RL seat locked 2 Unlocked RL seat unlocked 3 invalid - Remarks
-
- cannot detect any failure.
- 3.7.3.4. 2nd_Right_Door_Lock_Status
- Status of the current 2nd-right door lock mode of the vehicle platform
- Values
-
TABLE 100 value Description remarks 0 reserved 1 Locked RR seat locked 2 Unlocked RR seat unlocked 3 invalid - Remarks
-
- cannot detect any failure.
- 3.7.3.5. Central_Vehicle_Exterior_Locked_Status
- Status of the current all door lock mode of the vehicle platform
- Values
-
TABLE 101 value Description remarks 0 Reserved (unsupport) 1 All Locked (unsupport) 2 Anything Unlocked (unsupport) 3 invalid (unsupport) - Remarks
-
- Vehicle platform refers to each door lock status,
- in case any door unlocked, sends 0.
- in case all door locked, sends 1.
- 3.7.3.6. Vehicle_Alarm_Status
- Status of the current vehicle alarm of the vehicle platform
- Values
-
TABLE 102 Value Description remarks 0 Disarmed Auto alarm system not active 1 Armed Auto alarm system active • not on alert 2 Active Auto alarm system active • on alert 3 invalid - Remarks
- N/A
- 3.8. APIs for MaaS Service
- 3.8.1. Functions
- T.B.D.
- 3.8.2. Inputs
-
TABLE 103 Signal Name Description Redundancy T.B.D. - 3.8.3. Outputs
-
TABLE 104 Signal Name Description Redundancy T.B.D. - Toyota's MaaS Vehicle Platform
- Architecture Specification
- [Standard Edition #0.1]
- History of Revision
-
TABLE 105 Date of Revision ver. Summary of Revision Reviser 2019 Nov. 4 0.1 Creating a new material MaaS Business Div. - Index
-
1. General Concept 41.1. Purpose of this Specification 41.2. Target Vehicle Type 41.3. Target Electronic Platform 41.4. Definition of Term 41.5. Precaution for Handling 41.6. Overall Structure of MaaS 41.7. Adopted Development Process 6 1.8. ODD (Operational Design Domain) 6 2. Safety Concept 72.1. Outline 72.2. Hazard analysis and risk assessment 72.3. Allocation of safety requirements 82.4. Redundancy 83. Security Concept 103.1. Outline 103.2. Assumed Risks 103.3. Countermeasure for the risks 103.3.1. The countermeasure for a remote attack 113.3.2. The countermeasure for a modification 113.4. Addressing Held Data Information 113.5. Addressing Vulnerability 113.6. Contract with Operation Entity 114. System Architecture 124.1. Outline 124.2. Physical LAN architecture (in-Vehicle) 12 4.3. Power Supply Structure 145. Function Allocation 155.1. in a healthy situation 155.2. in a single failure 16 6. Data Collection 18 6.1. At event 18 6.2. Constantly 18 - 1. General Concept
- 1.1. Purpose of this Specification
- This document is an architecture specification of Toyota's MaaS Vehicle Platform and contains the outline of system in vehicle level.
- 1.2. Target Vehicle Type
- This specification is applied to the Toyota vehicles with the electronic platform called 19ePF [ver.1 and ver.2].
- The representative vehicle with 19ePF is shown as follows.
- e-Palette, Sienna, RAV4, and so on.
- 1.3. Definition of Term
-
TABLE 106 Term Definition ADS Autonomous Driving System. ADK Autonomous Driving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box. This is an ECU for the interface and the signal converter between ADS and Toyota VP's sub systems. - 1.4. Precaution for Handling
- This is an early draft of the document.
- All the contents are subject to change. Such changes are notified to the users. Please note that some parts are still T.B.D. will be updated in the future.
- 2. Architectural Concept
- 2.1. Overall Structure of MaaS
- The overall structure of MaaS with the target vehicle is shown (
FIG. 20 ). - Vehicle control technology is being used as an interface for technology providers.
- Technology providers can receive open API such as vehicle state and vehicle control, necessary for development of automated driving systems.
- 2.2. Outline of System Architecture on the Vehicle
- The system architecture on the vehicle as a premise is shown (
FIG. 21 ). - The target vehicle of this document will adopt the physical architecture of using CAN for the bus between ADS and VCIB. In order to realize each API in this document, the CAN frames and the bit assignments are shown in the form of “bit assignment chart” as a separate document.
- 2.3. Outline of Power Supply Architecture on the Vehicle
- The power supply architecture as a premise is shown as follows (
FIG. 22 ). - The blue colored parts are provided from an ADS provider. And the orange colored parts are provided from the VP.
- The power structure for ADS is isolate from the power structure for VP. Also, the ADS provider should install a redundant power structure isolated from the VP.
- 3. Safety Concept
- 3.1. Overall Safety Concept
- The basic safety concept is shown as follows.
- The strategy of bringing the vehicle to a safe stop when a failure occurs is shown as follows (
FIG. 23 ). - 1. After occurrence of a failure, the entire vehicle executes “detecting a failure” and “correcting an impact of failure” and then achieves the
safety state 1. - 2. Obeying the instructions from the ADS, the entire vehicle stops in a safe space at a safe speed (assumed less than 0.2G).
- However, depending on a situation, the entire vehicle should happen a deceleration more than the above deceleration if needed.
- 3. After stopping, in order to prevent slipping down, the entire vehicle achieves the
safety state 2 by activating the immobilization system. -
TABLE 107 category content Precondition Only one single failure at a time across the entire integrated vehicle. (Multiple failures are not covered) After the initial single failure, no other failure is anticipated in the duration in which the functionality is maintained. Responsibility In case of a single failure, the integrated vehicle should for the vehicle maintain the necessary functionality for safety stop. platform until The functionality should be maintained for 15 (fifteen) safety state 2seconds. Basic [For ADS] Responsibility The ADS should create the driving plan, and should Sharing indicate vehicle control values to the VP. [For Toyota vehicle platform] The Toyota VP should control each system of the VP based on indications from the ADS. - See the separated document called “Fault Management” regarding notifiable single failure and expected behavior for the ADS.
- 3.2. Redundancy
- The redundant functionalities with Toyota's MaaS vehicle are shown.
- Toyota's Vehicle Platform has the following redundant functionalities to meet the safety goals led from the functional safety analysis.
- Redundant Braking
- Any single failure on the Braking System doesn't cause loss of braking functionality. However, depending on where the failure occurred, the capability left might not be equivalent to the primary system's capability. In this case, the braking system is designed to prevent the capability from becoming 0.3 G or less.
- Redundant Steering
- Any single failure on the Steering System doesn't cause loss of steering functionality. However, depending on where the failure occurred, the capability left might not be equivalent to the primary system's capability. In this case, the steering system is designed to prevent the capability from becoming 0.3 G or less.
- Redundant Immobilization
- Toyota's MaaS vehicle has 2 immobilization systems, i.e. P lock and EPB. Therefore, any single failure of immobilization system doesn't cause loss of the immobilization capability. However, in the case of failure, maximum stationary slope angle is less steep than when the systems are healthy.
- Redundant Power
- Any single failure on the Power Supply System doesn't cause loss of power supply functionality. However, in case of the primary power failure, the secondary power supply system keeps supplying power to the limited systems for a certain time.
- Redundant Communication
- Any single failure on the Communication System doesn't cause loss of all the communication functionality. System which needs redundancy has physical redundant communication lines. For more detail information, see the chapter “Physical LAN architecture (in-Vehicle)”.
- 4. Security Concept
- 4.1. Outline
- Regarding security, Toyota's MaaS vehicle adopts the security document issued by Toyota as an upper document.
- 4.2. Assumed Risks
- The entire risk includes not only the risks assumed on the base e-PF but also the risks assumed for the Autono-MaaS vehicle.
- The entire risk is shown as follows.
- [Remote Attack]
-
- To vehicle
- Spoofing the center
- ECU Software Alternation
- DoS Attack
- Sniffering
- From vehicle
- Spoofing the other vehicle
- Software Alternation for a center or an ECU on the other vehicle
- DoS Attack to a center or other vehicle
- Uploading illegal data
- [Modification]
- Illegal Reprogramming
- Setting up an illegal ADK
- Installation of an unauthenticated product by a customer
- To vehicle
- 4.3. Countermeasure for the Risks
- The countermeasure of the above assumed risks is shown as follows.
- 4.3.1. The Countermeasure for a Remote Attack
- The countermeasure for a remote attack is shown as follows.
- Since the autonomous driving kit communicates with the center of the operation entity, end-to-end security should be ensured. Since a function to provide a travel control instruction is performed, multi-layered protection in the autonomous driving kit is required. Use a secure microcomputer or a security chip in the autonomous driving kit and provide sufficient security measures as the first layer against access from the outside. Use another secure microcomputer and another security chip to provide security as the second layer. (Multi-layered protection in the autonomous driving kit including protection as the first layer to prevent direct entry from the outside and protection as the second layer as the layer below the former)
- 4.3.2. The Countermeasure for a Modification
- The countermeasure for a modification is shown as follows.
- For measures against a counterfeit autonomous driving kit, device authentication and message authentication are carried out. In storing a key, measures against tampering should be provided and a key set is changed for each pair of a vehicle and an autonomous driving kit. Alternatively, the contract should stipulate that the operation entity exercise sufficient management so as not to allow attachment of an unauthorized kit. For measures against attachment of an unauthorized product by an Autono-MaaS vehicle user, the contract should stipulate that the operation entity exercise management not to allow attachment of an unauthorized kit.
- In application to actual vehicles, conduct credible threat analysis together, and measures for addressing most recent vulnerability of the autonomous driving kit at the time of LO should be completed.
- 5. Function Allocation
- 5.1. In a Healthy Situation
- The allocation of representative functionalities is shown as below (
FIG. 24 ). - [Function Allocation]
-
TABLE 108 Function category Function name Related to # remarks Planning Plan for driving path 0 Calculating control 0 e.g. longitudinal G indications Overall API Pub/ Sub 1 One system with redundancy Security Autonomy Driving Kit 1 One system with Authentication redundancy Message 1 One system with Authentication redundancy Door locking control 8 Longitudinal/Lateral Motion control 2 (Primary), 3 (Secondary) Propulsion control 4 Braking control 2, 3 Two units controlled according to deceleration requirement Steering control 5 One system with redundancy Immobilization control 2 (EPB), 6 (P Lock) Shift control 6 Power supply Secondary battery 7 control Vehicle power control 10 For more information, see the API specification. Access/ Comfort Body control 8 Turn signal, Headlight, Window, etc. HVAC control 9 Data Data logging (at event) 1 Data logging 1 (constantly) - 5.2. In a Single Failure
- See the separated document called “Fault Management” regarding notifiable single failure and expected behavior for the ADS.
- Though embodiments of the present disclosure have been described above, it should be understood that the embodiments disclosed herein are illustrative and non-restrictive in every respect. The scope of the present invention is defined by the terms of the claims and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.
Claims (19)
1. A vehicle comprising:
an autonomous driving system; and
a vehicle platform that controls the vehicle in response to a command received from the autonomous driving system, wherein
the autonomous driving system sends to the vehicle platform a command including a first command to request acceleration and deceleration and a second command to request to maintain stationary,
the autonomous driving system obtains a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status, and
when the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle and the first signal indicates 0 km/h or a prescribed velocity or less, the autonomous driving system issues the second command to request the vehicle platform to maintain stationary,
after brake hold control is finished, the second signal indicates standstill, and
until the second signal indicates standstill, the first command continues to request the vehicle platform to provide deceleration.
2. The vehicle according to claim 1 , wherein the first command continues to request a constant deceleration value during a period from when the second command requests to maintain stationary until the second signal indicates standstill.
3. The vehicle according to claim 2 , wherein the constant deceleration value is −0.4 m/s2.
4. The vehicle according to claim 1 , wherein
the autonomous driving system further obtains a third signal indicating a moving direction of the vehicle, and
the brake hold control is started when the first command requests deceleration, the second command requests to maintain stationary, and the third signal indicates standstill.
5. The vehicle according to claim 1 , wherein when the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle, and thereafter, before the brake hold control is finished the request through the first command for deceleration is cancelled, transitioning to the brake hold control is canceled.
6. The vehicle according to claim 1 , wherein when the autonomous driving system issues the second command to request the vehicle platform to maintain stationary, and thereafter, before the brake hold control is finished the request through the second command to maintain stationary is cancelled, transitioning to the brake hold control is canceled.
7. The vehicle according to claim 1 , wherein when the brake hold control is finished and thereafter the request through the second command to maintain stationary still continues, the vehicle continues standstill while the request through the second command to maintain stationary continues.
8. The vehicle according to claim 1 , wherein
the vehicle includes an electric parking brake, and
when the second signal continues to indicate standstill for a prescribed period of time, the electric parking brake is activated.
9. The vehicle according to claim 1 , wherein when, in order to start the vehicle, the autonomous driving system cancels the brake hold control by setting the second command, the vehicle platform controls acceleration/deceleration of the vehicle based on the first command.
10. A vehicle comprising:
a vehicle platform that controls the vehicle; and
a vehicle control interface that mediates communication of a signal between the vehicle platform and an autonomous driving system, wherein
by attaching the autonomous driving system to the vehicle, the vehicle platform can carry out autonomous driving control of the vehicle in response to a command received from the autonomous driving system,
the autonomous driving system sends to the vehicle platform through the vehicle control interface a command including a first command to request acceleration and deceleration and a second command to request to maintain stationary,
the vehicle control interface outputs to the autonomous driving system a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status,
when the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle and the first signal indicates 0 km/h or a prescribed velocity or less, the vehicle control interface requests the autonomous driving system to issue the second command to maintain stationary, and
the vehicle control interface requests the autonomous driving system to continuously transmit the first command to request deceleration until the second signal indicates standstill in response to the second command.
11. The vehicle according to claim 10 , wherein
the vehicle control interface outputs to the autonomous driving system a third signal indicating a moving direction of the vehicle, and
brake hold control is started when the first command requests deceleration, the second command requests to maintain stationary, and the third signal indicates standstill.
12. The vehicle according to claim 11 , wherein when the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle, and thereafter, before the brake hold control is finished the request through the first command for deceleration is cancelled, transitioning to the brake hold control is canceled.
13. The vehicle according to claim 11 , wherein when the autonomous driving system issues the second command to request the vehicle platform to maintain stationary, and thereafter, before the brake hold control is finished the request through the second command to maintain stationary is cancelled, transitioning to the brake hold control is canceled.
14. The vehicle according to claim 11 , wherein when the brake hold control is finished and thereafter the request through the second command to maintain stationary still continues, the vehicle continues standstill while the request through the second command to maintain stationary continues.
15. The vehicle according to claim 10 , wherein
the vehicle includes an electric parking brake, and
when the second signal continues to indicate standstill for a prescribed period of time, the electric parking brake is activated.
16. The vehicle according to claim 10 , wherein
when, in order to start the vehicle, the autonomous driving system cancels the brake hold control by setting the second command, the vehicle platform controls acceleration/deceleration of the vehicle based on the first command.
17. An autonomous driving system comprising a computer that sends a command to a vehicle platform, wherein
the computer sends to the vehicle platform a command including a first command to request acceleration and deceleration and a second command to request to maintain stationary,
the computer obtains a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status,
when the computer issues the first command to request the vehicle platform to provide deceleration to stop a vehicle and the first signal indicates 0 km/h or a prescribed velocity or less, the computer issues the second command to request the vehicle platform to maintain stationary, and
until the second signal indicates standstill in response to the second command, the computer issues the first command to continue to request the vehicle platform to provide deceleration.
18. The autonomous driving system according to claim 17 , wherein
the computer issues the first command to continue to request a constant deceleration value during a period from when the second command requests to maintain stationary until the second signal indicates standstill.
19. The autonomous driving system according to claim 18 , wherein the constant deceleration value is −0.4 m/s2.
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