US20210237766A1 - Vehicle and autonomous driving system - Google Patents

Vehicle and autonomous driving system Download PDF

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Publication number
US20210237766A1
US20210237766A1 US17/137,531 US202017137531A US2021237766A1 US 20210237766 A1 US20210237766 A1 US 20210237766A1 US 202017137531 A US202017137531 A US 202017137531A US 2021237766 A1 US2021237766 A1 US 2021237766A1
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Prior art keywords
vehicle
command
request
mode
autonomous driving
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Abandoned
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US17/137,531
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English (en)
Inventor
Ikuma SUZUKI
Yuta OHASHI
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Toyota Motor Corp
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Toyota Motor Corp
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: OHASHI, YUTA, SUZUKI, IKUMA
Publication of US20210237766A1 publication Critical patent/US20210237766A1/en
Priority to US17/722,968 priority Critical patent/US11673574B2/en
Priority to US18/305,989 priority patent/US20230278580A1/en
Abandoned legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
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    • F16H59/105—Range selector apparatus comprising levers consisting of electrical switches or sensors

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 performing a shift change when a vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
  • a vehicle in a first aspect of the present disclosure 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 command sent from the autonomous driving system to the vehicle platform includes a first command to request switching a shift range.
  • the autonomous driving system is configured to obtain a first signal indicating a state of an autonomous mode or a manual mode and a second signal indicating a moving direction of the vehicle.
  • the vehicle platform performs the shift change requested through the first command only while the second signal indicates a standstill.
  • a shift change is performed while the driver confirms the vehicle's state and situation.
  • the autonomous mode in which autonomous driving is performed, the autonomous driving system determines the vehicle's state and situation.
  • the vehicle may travel unstably depending on the vehicle's state and situation.
  • it may be difficult to perform a shift change while the vehicle is traveling.
  • a shift change requested through the first command is performed only when it is confirmed through the second signal that the vehicle is at a standstill. This configuration allows a shift change to be appropriately performed when the vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
  • the command sent from the autonomous driving system to the vehicle platform may further include a second command to request acceleration and deceleration.
  • the autonomous driving system may be configured such that when the autonomous driving system issues the first command to request the vehicle platform to switch a shift range of the vehicle to another thereof in order to perform a shift change of the vehicle the autonomous driving system also issues the second command to simultaneously request the vehicle platform to provide deceleration.
  • the autonomous driving system may be configured to issue the second command to continue to request the vehicle platform to provide deceleration while the shift change requested through the first command is performed.
  • a shift change is performed in a state in which acceleration of the vehicle is suppressed in response to a request through the second command for deceleration. This allows a shift change to be easily, appropriately performed.
  • the vehicle may include a shift lever.
  • the autonomous driving system may be further configured to obtain a third signal indicating the current shift range of the vehicle.
  • the first signal indicates the autonomous mode
  • a driver operation of the shift lever may not be reflected in the third signal. This configuration can suppress a change in value of the third signal when a shift change is not performed during autonomous driving.
  • the autonomous driving system may further be configured to obtain a fourth signal indicating a shift lever position by a driver.
  • the autonomous driving system may be configured to determine a value for the first command by referring to the fourth signal. This configuration allows the autonomous driving system to reflect the driver's shift lever operation in shift control in autonomous driving, as required.
  • the first command may be set to any one of a first value indicating no request, a second value requesting a shift to a reverse range, and a third value requesting a shift to a drive range.
  • the second signal may indicate standstill when a prescribed number of wheels of the vehicle continue a speed of 0 for a prescribed period of time. This configuration can suppress indication of standstill provided by the second signal while the vehicle is moving.
  • a vehicle in a second aspect of the present disclosure comprises a vehicle platform that controls the vehicle, and a vehicle control interface that mediates communication of a signal between the vehicle platform and the autonomous driving system.
  • the vehicle platform can perform autonomous driving control for the vehicle in response to a command received from the autonomous driving system.
  • the command sent from the autonomous driving system to the vehicle platform through the vehicle control interface includes a first command to request switching a shift range.
  • the vehicle control interface is configured to output to the autonomous driving system a first signal indicating a state of an autonomous mode or a manual mode and a second signal indicating a moving direction of the vehicle.
  • the vehicle platform is configured such that when the first signal indicates the autonomous mode, the vehicle platform performs the shift change requested through the first command only while the second signal indicates a standstill.
  • the vehicle does not include an autonomous driving system.
  • the autonomous driving system when the autonomous driving system is retrofitted to the vehicle, the shift control described above comes to be performed. That is, a shift change requested through the first command is performed only when it is determined through the second signal that the vehicle is at a standstill.
  • This configuration allows a shift change to be appropriately performed when the vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
  • An autonomous driving system in a third aspect of the disclosure comprises a computer configured to send a command to a vehicle platform.
  • the computer is configured to obtain a first signal indicating a state of an autonomous mode or a manual mode, and a second signal indicating a moving direction of the vehicle.
  • the command sent from the computer to the vehicle platform includes a first command to request switching a shift range.
  • the computer is configured such that when the first signal indicates the autonomous mode, the computer issues the first command to request a shift change only while the second signal indicates a standstill.
  • the autonomous driving system issues the first command to request switching a shift range only when it is determined through the second signal that the vehicle is at a standstill. This configuration allows a shift change to be appropriately performed 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 indicates possible values of a Propulsion Direction Command used in an embodiment of the present disclosure.
  • FIG. 11 is a flowchart of shift control carried out in the autonomous mode according to an embodiment of the present disclosure.
  • FIG. 12 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. 13 is a diagram of an overall configuration of MaaS.
  • FIG. 14 is a diagram of a system configuration of a MaaS vehicle.
  • FIG. 15 is a diagram showing a typical flow in an autonomous driving system.
  • FIG. 16 is an example of timing plots of an API involved in stopping and starting the MaaS vehicle.
  • FIG. 17 is an example of timing plots of an API involved in a shift change of the MaaS vehicle.
  • FIG. 18 is an example of timing plots of an API involved in locking a wheel of the MaaS vehicle.
  • FIG. 19 is a diagram representing a limit value of variation in tire turning angle.
  • FIG. 20 is a diagram for illustrating intervention by an accelerator pedal.
  • FIG. 21 is a diagram for illustrating intervention by a brake pedal.
  • FIG. 22 is a diagram of an overall configuration of MaaS.
  • FIG. 23 is a diagram of a system configuration of a vehicle.
  • FIG. 24 is a diagram showing the vehicle's power feeding configuration.
  • FIG. 25 is a diagram for illustrating a strategy taken until the vehicle is safely brought to a standstill when a failure occurs.
  • FIG. 26 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 OF (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 RAM (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 and 11 ), 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.
  • Autonomy_State corresponds to an example of a “first signal” according to the present disclosure.
  • 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.
  • 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 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 “second 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 “second 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
  • the API signal includes a signal Standstill Status indicating a stationary 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 stationary status vehicle 1 has.
  • Standstill means a state in which vehicle 1 is maintained stationary (for example, brake hold).
  • 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 ).
  • V2 is a deceleration value (i.e., a negative value).
  • ADS 200 transmits a constant deceleration value (i.e., V2) as a value for the Acceleration Command to VP 120 through vehicle control interface 110 .
  • V2 is set to ⁇ 0.4 m/s 2 .
  • V3 is a deceleration value or 0 m/s 2 .
  • ADS 200 transmits V3 as a value for the Acceleration Command to VP 120 through vehicle control interface 110 .
  • start control described hereinafter see FIG. 8
  • V3 may be the same deceleration value as V2, a deceleration value smaller than V2, or 0 m/s 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 V4 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.
  • 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.
  • vehicle control interface 110 determines whether a prescribed period of time (hereinafter referred to as “ ⁇ T”) 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 V4 for a period of time after the start request is made before ⁇ T 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.
  • 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 .
  • a shift change of vehicle 1 i.e., switching a shift range
  • 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.
  • 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 autonomous mode, ADS 200 performs a shift change of vehicle 1 by using a Propulsion Direction Command, which is a command to request switching a shift range to another.
  • the Propulsion Direction Command is included in a command sent from ADS 200 to VP 120 through vehicle control interface 110 .
  • the Propulsion Direction Command according to the present embodiment corresponds to an example of a “first command” according to the present disclosure.
  • FIG. 10 indicates a value that can be assumed by the Propulsion Direction Command used in the present embodiment.
  • the Propulsion Direction Command is set to any one of a first value (No Request), a second value (R) requesting a shift to the R range, and a third 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 thus set.
  • 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 Propulsion Direction Status according to the present embodiment corresponds to an example of a “third signal” according to the present disclosure.
  • 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.”
  • the Propulsion Direction by Driver according to the present embodiment corresponds to an example of a “fourth signal” according to the present disclosure.
  • ADS 200 determines a value for the Propulsion Direction Command by referring to the Propulsion Direction by Driver. Thus, ADS 200 , if necessary, can confirm the Propulsion Direction by Driver, and request switching a shift position to another by the Propulsion Direction Command as necessary.
  • FIG. 11 is a flowchart of a procedure of a process performed by vehicle control interface 110 in the shift control 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 requests ADS 200 to set a deceleration value for the value of the Acceleration Command.
  • 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 .
  • brake systems 121 A and 121 B and propulsion system 124 are controlled in response to the control command.
  • vehicle control interface 110 transmits a control command corresponding to a Propulsion Direction Command (an API command) received from ADS 200 (more particularly, a control command to request a shift to the D range or the R range) to VP 120 to instruct VP 120 to start the shift change.
  • a Propulsion Direction Command an API command
  • propulsion system 124 of VP 120 the shift device switches a shift range to another in response to the control command received from vehicle control interface 110 .
  • propulsion system 124 accordingly transmits a shift change completed signal to vehicle control interface 110 .
  • vehicle control interface 110 determines whether the shift change has been completed. Vehicle control interface 110 determines whether the shift change has been completed based on, for example, whether the shift change completed signal has been received. In the present embodiment, vehicle control interface 110 having received the shift change completed signal means that VP 120 has completed a shift change.
  • the Propulsion Direction Status is set to “R” in S 87 .
  • the Propulsion Direction Status is set to “D” in S 87 .
  • ADS 200 is configured such that when ADS 200 issues a Propulsion Direction Command to request VP 120 to switch a shift range to another in order to perform a shift change of vehicle 1 (S 85 ), ADS 200 also issues an Acceleration Command to simultaneously request VP 120 to provide deceleration (S 84 ). Further, ADS 200 is configured such that while a shift change is performed as requested through the Propulsion Direction Command (NO in S 86 ) ADS 200 issues an Acceleration Command to continue to request VP 120 to provide deceleration (S 84 ). This configuration allows a shift change to be performed in a state in which acceleration of vehicle 1 is suppressed in response to a deceleration request of the Acceleration Command. This facilitates performing a shift change appropriately.
  • the driver's shift lever operation is not reflected in the Propulsion Direction Status (the current shift range).
  • This configuration can suppress a change of a value of the Propulsion Direction Status when no shift change is performed during autonomous driving.
  • the process shown in FIG. 11 is performed by vehicle control interface 110 .
  • the FIGS. 11 S 81 to S 85 may be performed by ADS 200 rather than vehicle control interface 110
  • the FIGS. 11 S 86 and S 87 may be performed by VP 120 rather than vehicle control interface 110 .
  • ADS 200 issues a Propulsion Direction Command to request switching a shift range to another (S 85 ).
  • FIG. 12 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 V1 at time t 1 .
  • 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/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.
  • the Longitudinal_Velocity (line L 11 ) reaches 0 km/h, and in response, the Standstill Command is set to “Applied” (S 54 in FIG. 7 ) and the Acceleration Command is set to V2 (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 Propulsion Direction Command (indicated by a line L 13 ) is set from “No Request” to “R,” and in response, a shift change from the D range to the R range is performed (S 85 in FIG. 11 ). The shift change is performed in a state with vehicle 1 maintained stationary (e.g., brake hold).
  • the Propulsion Direction Status (indicated by a line L 14 ) indicating the current shift range changes from “D” to “R” (S 87 in FIG. 11 ).
  • the Standstill Command is set from “Applied” to “Released,” and the Acceleration Command (line L 12 ) is set to V4 (S 61 in FIG. 8 ).
  • V4 is the same deceleration value as V2. Therefore, even when the Standstill Command is set to “Released,” the Acceleration Command's value does not change.
  • the Standstill Command When the Standstill Command is set to “Released,” brake hold applied to vehicle 1 is released (S 38 in FIG. 5 ), the Standstill Status is set to “Released” (S 39 in FIG. 5 ), and the EPB is released (S 44 in FIG. 6 ). Thereafter, at time t 5 , the Acceleration Command (line L 12 ) is set to V5 (S 64 in FIG. 8 ). V5 is an acceleration value (i.e., a positive value).
  • 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 .
  • VP 120 performs a shift change as requested through the Propulsion Direction Command. This configuration allows a shift change to be appropriately performed when VP 120 carries out vehicle control in response to a command received from ADS 200 .
  • 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 .
  • vehicle control interface 110 permits ADS 200 to transmit a Propulsion Direction Command to VP 120 to request switching a shift range to another.
  • vehicle control interface 110 rejects the request. This configuration allows a shift change to be appropriately performed when VP 120 carries out vehicle control in response to a command received from ADS 200 .
  • 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).
  • 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. 14 ).
  • 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. 15 ).
  • 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. 17 ).
  • 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. 18 ).
  • 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. 19 ).
  • 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.
  • Vehicle control technology is being used as an interface for technology providers.
  • the system architecture on the vehicle as a premise is shown ( FIG. 23 ).
  • 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. 24 ).
  • 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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