US20210245779A1 - Vehicle and vehicle control interface - Google Patents

Vehicle and vehicle control interface Download PDF

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Publication number
US20210245779A1
US20210245779A1 US17/156,687 US202117156687A US2021245779A1 US 20210245779 A1 US20210245779 A1 US 20210245779A1 US 202117156687 A US202117156687 A US 202117156687A US 2021245779 A1 US2021245779 A1 US 2021245779A1
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Prior art keywords
vehicle
command
accelerator pedal
mode
remarks
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US17/156,687
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Inventor
Ikuma SUZUKI
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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: SUZUKI, IKUMA
Publication of US20210245779A1 publication Critical patent/US20210245779A1/en
Priority to US17/722,770 priority Critical patent/US11673573B2/en
Priority to US18/309,701 priority patent/US20230271631A1/en
Abandoned legal-status Critical Current

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    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
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Definitions

  • the present disclosure relates to a vehicle and a vehicle control interface.
  • Japanese Patent Laying-Open No. 2018-132015 discloses an autonomous driving system that conducts centralized autonomous driving control for a vehicle.
  • This autonomous driving system includes a camera, a laser device, a radar device, an operation device, a gradient sensor, autonomous driving equipment, and an autonomous-driving ECU (Electronic Control Unit).
  • Japanese Patent Laying-Open No. 2018-132015 discloses, in a second modification, that at least one of a motive power function, a braking function, and a steering function of the autonomous driving equipment is restricted (see FIGS. 7 and 8 ). Such a state where the autonomous control is inhibited is a state that can also be switched to driver's manual operation.
  • the present disclosure is made to solve the above-described problem, and an object of the present disclosure is to provide an appropriate interface between the autonomous driving system and the vehicle platform.
  • the vehicle platform has an NVO (Non Vehicle Operation) mode in which the vehicle is capable of completely unmanned driving.
  • NVO Non Vehicle Operation
  • the vehicle control interface does not output, to the autonomous driving system, the accelerator pedal intervention signal indicating the beyond autonomy acceleration.
  • the accelerator pedal position signal indicates an accelerator position in accordance with the amount of depression of the accelerator pedal, while the vehicle is in a normal condition, and indicates a failsafe value different from the accelerator position, while the vehicle is in a failure condition.
  • a vehicle control interface serves as an interface between an autonomous driving system and a vehicle platform that controls a vehicle in accordance with an instruction from the autonomous driving system.
  • the vehicle platform outputs an accelerator pedal position signal in accordance with an amount of depression of an accelerator pedal by a driver, and outputs an accelerator pedal intervention signal, to the vehicle control interface.
  • the vehicle control interface outputs the accelerator pedal position signal and the accelerator pedal intervention signal to the autonomous driving system.
  • the accelerator pedal intervention signal indicates that the accelerator pedal is depressed, when the accelerator pedal position signal indicates that the amount of depression is larger than a threshold value.
  • the accelerator pedal intervention signal indicates beyond autonomy acceleration of the vehicle, when an acceleration request in accordance with the amount of depression is higher than a system acceleration request.
  • the accelerator pedal position signal indicates an accelerator position in accordance with the amount of depression, while the vehicle is in a normal condition, and indicates a failsafe value different from the accelerator position, while the vehicle is in a failure condition.
  • FIG. 1 is a diagram schematically showing a MaaS system in which a vehicle according to an embodiment of the present disclosure is used.
  • FIG. 2 is a diagram showing a configuration of the vehicle in more detail.
  • FIG. 4 is a diagram illustrating an accelerator pedal intervention signal.
  • FIG. 5 is a time chart showing an example of transition of an accelerator pedal intervention signal for a vehicle.
  • FIG. 6 is a flowchart showing accelerator pedal control for a vehicle.
  • FIG. 7 is a diagram of an overall configuration of MaaS.
  • FIG. 8 is a diagram of a system configuration of a MaaS vehicle.
  • FIG. 9 is a diagram showing a typical flow in an autonomous driving system.
  • FIG. 12 is a diagram showing an exemplary timing chart of the API relating to wheel lock of the MaaS vehicle.
  • FIG. 13 is a diagram showing a limit value of variation in tire turning angle.
  • FIG. 14 is a diagram illustrating intervention by an accelerator pedal.
  • FIG. 15 is a diagram illustrating intervention by a brake pedal.
  • FIG. 16 is a diagram of an overall configuration of MaaS.
  • FIG. 17 is a diagram of a system configuration of a vehicle.
  • FIG. 18 is a diagram showing a configuration of supply of power of the vehicle.
  • FIG. 19 is a diagram illustrating strategies until the vehicle is safely brought to a standstill at the time of occurrence of a failure.
  • FIG. 20 is a diagram showing arrangement of representative functions of the vehicle.
  • an autonomous driving kit is mounted on a MaaS vehicle (Mobility as a Service vehicle).
  • the autonomous driving kit is a tool into which hardware and software for implementing autonomous driving are integrated, and is one form that implements the autonomous driving system (ADS).
  • ADS autonomous driving system
  • the type of the vehicle on which the autonomous driving kit can be mounted is not limited to the MaaS vehicle.
  • the autonomous driving kit is applicable to all types of vehicles for which autonomous driving can be implemented.
  • FIG. 1 schematically shows a MaaS system in which a vehicle according to an embodiment of the present disclosure is used.
  • this MaaS system includes a vehicle 1 .
  • Vehicle 1 includes a vehicle main body 2 and an autonomous driving kit (ADK) 3 .
  • Vehicle main body 2 includes a vehicle control interface 4 , a vehicle platform (VP) 5 , and a DCM (Data Communication Module) 6 .
  • the MaaS system includes, in addition to vehicle 1 , a data server 7 , a mobility service platform (MSPF) 8 , and autonomous driving related mobility services 9 .
  • MSPF mobility service platform
  • Vehicle 1 is capable of autonomous driving in accordance with a command from ADK 3 attached to vehicle main body 2 .
  • vehicle main body 2 is shown to be located separately from ADK 3 in FIG. 1 , actually ADK 3 is attached to a rooftop for example of vehicle main body 2 .
  • vehicle control interface 4 receives a command from ADK 3 , vehicle control interface 4 outputs, to VP 5 , a control command corresponding to the received command. Vehicle control interface 4 also acquires various types of information about vehicle main body 2 from VP 5 and outputs the state of vehicle main body 2 to ADK 3 . A configuration of vehicle control interface 4 is detailed later herein.
  • VP 5 includes various systems and various sensors for controlling vehicle main body 2 . In accordance with a command given from ADK 3 through vehicle control interface 4 , VP 5 conducts vehicle control. Specifically, in accordance with a command from ADK 3 , VP 5 conducts vehicle control to thereby implement autonomous driving of vehicle 1 . A configuration of VP 5 is also detailed later herein.
  • ADK 3 is a kind of autonomous driving system (ADS) for implementing autonomous driving of vehicle 1 .
  • ADK 3 prepares, for example, a driving plan for vehicle 1 , and outputs various commands for causing vehicle 1 to travel following the prepared driving plan, to vehicle control interface 4 in accordance with an API defined for each command.
  • ADK 3 also receives various signals indicating the state of vehicle main body 2 , from vehicle control interface 4 in accordance with an API defined for each signal, and causes the received vehicle state to be reflected on preparation of the driving plan.
  • a configuration of ADK 3 is also described later herein.
  • DCM 6 includes a communication interface for vehicle main body 2 to communicate by radio with data server 7 .
  • DCM 6 outputs, to data server 7 , various types of vehicle information such as speed, position, and state of autonomous driving, for example.
  • DCM 6 also receives, from autonomous driving related mobility services 9 through MSPF 8 and data server 7 , various types of data for managing travel of autonomous vehicles including vehicle 1 for autonomous driving related mobility services 9 , for example.
  • Data server 7 is configured to communicate by radio with various autonomous vehicles including vehicle 1 , and configured to communicate also with MSPF 8 .
  • Data server 7 stores various types of data (data regarding the vehicle state and the vehicle control) for managing travel of the autonomous vehicle.
  • MSPF 8 is an integrated platform to which various mobility services are connected.
  • various mobility services that are not shown (for example, various mobility services provided by a ridesharing company, a car-sharing company, an insurance company, a rent-a-car company, a taxi company, and the like) may be connected to MSPF 8 .
  • Various mobility services including mobility services 9 can use various functions provided by MSPF 8 appropriately for respective services, using an API published on MSPF 8 .
  • MSPF 8 publishes APIs for using various types of data regarding the vehicle state and the vehicle control necessary for development of the ADS.
  • ADS companies can use, as the API, data regarding the vehicle state and the vehicle control necessary for development of the ADS, stored in data server 7 .
  • compute assembly 31 uses various sensors (described later herein) to obtain the environment around the vehicle, as well as pose, behavior, and position of vehicle 1 .
  • Compute assembly 31 also obtains the state of vehicle 1 from VP 5 through vehicle control interface 4 , and determines the next operation (acceleration, deceleration, turn, or the like) of vehicle 1 .
  • Compute assembly 31 outputs, to vehicle control interface 4 , a command for implementing the determined next operation.
  • Sensors for perception 32 perceive the environment around the vehicle.
  • sensors for perception 32 include at least one of a LIDAR (Light Detection and Ranging), a millimeter-wave radar, and a camera, for example.
  • LIDAR Light Detection and Ranging
  • millimeter-wave radar a millimeter-wave radar
  • the LIDAR illuminates a target (human, another vehicle, or obstacle, for example) with infrared pulsed laser light, and measures the distance to the target based on the time taken for the light to be reflected from the target and return to the LIDAR.
  • the millimeter-wave radar applies millimeter wave to the target and detects the millimeter wave reflected from the target to measure the distance to the target and/or the direction of the target.
  • the camera is placed on the back side of a room mirror in the vehicle compartment, for example, to take a picture of an area located forward of vehicle 1 .
  • the image taken by the camera can be subjected to image processing by an image processor equipped with artificial intelligence (AI).
  • AI artificial intelligence
  • the information obtained by sensors for perception 32 is output to compute assembly 31 .
  • Sensors for pose 33 detect the pose, the behavior, and the position of vehicle 1 .
  • sensors for pose 33 include an inertial measurement unit (IMU) and a GPS (Global Positioning System), for example.
  • IMU inertial measurement unit
  • GPS Global Positioning System
  • the MU detects, for example, the acceleration of vehicle 1 in the longitudinal direction, the transverse direction, and the vertical direction, as well as the angular velocity of vehicle 1 in the roll direction, the pitch direction, and the yaw direction.
  • the GPS uses information received from a plurality of GPS satellites orbiting around the earth to detect the position of vehicle 1 .
  • the information acquired by sensors for pose 33 is also output to compute assembly 31 .
  • HMI 34 includes, for example, a display device, an audio output device, and an operation device.
  • HMI 34 may include a touch panel display and/or a smart speaker (AI speaker).
  • AI speaker smart speaker
  • Vehicle control interface 4 includes a vehicle control interface box (VCIB) 41 and a VCIB 42 .
  • VCIBs 41 , 42 each include therein, a processor such as CPU (Central Processing Unit), and a memory such as ROM (Read Only Memory) and RAM (Random Access Memory).
  • processor such as CPU (Central Processing Unit)
  • memory such as ROM (Read Only Memory) and RAM (Random Access Memory).
  • Each of VCIB 41 and VCIB 42 is connected communicatively to compute assembly 31 of ADK 3 .
  • VCIB 41 and VCIB 42 are connected to be capable of communicating with each other.
  • Each of VCIB 41 and VCIB 42 relays various commands from ADK 3 and outputs each relayed command as a control command to VP 5 . More specifically, each of VCIB 41 and VCIB 42 uses a program or the like stored in the memory to convert various commands that are output from ADK 3 into control commands to be used for controlling each system of VP 5 , and outputs the control commands to a system to which it is connected. Moreover, each of VCIB 41 and VCIB 42 performs appropriate processing (including relaying) on the vehicle information that is output from VP 5 , and outputs the resultant information as vehicle information to ADK 3 .
  • VCIB 41 and VCIB 42 differ from each other in terms of some of constituent parts of VP 5 to which VCIB 41 and VCIB 42 are connected, basically they have equivalent functions.
  • VCIB 41 and VCIB 42 have equivalent functions regarding operation of the brake system and operation of the steering system for example, so that the control system between ADK 3 and VP 5 is made redundant (duplicated). Therefore, even when some fault occurs to a part of the systems, the control system can be switched or the control system to which the fault has occurred can be interrupted, for example, to maintain the functions (such as steering and braking) of VP 5 .
  • VCIB 41 is connected communicatively with brake system 512 , steering system 531 , and P lock system 552 , among a plurality of systems of VP 5 (namely EPB 551 , propulsion system 56 and body system 59 ), through a communication bus.
  • VCIB 42 is connected communicatively with brake system 511 , steering system 532 , and P lock system 552 , through a communication bus.
  • each of brake systems 511 , 512 generates a braking command for the braking device. Moreover, brake systems 511 , 512 control the braking device, using the braking command generated by one of brake systems 511 , 512 , for example. Further, when a failure occurs to one of brake systems 511 , 512 , the braking command generated by the other is used to control the braking device.
  • Wheel speed sensor 52 is connected to brake system 512 in this example. Wheel speed sensor 52 is mounted on each wheel of vehicle 1 , for example. Wheel speed sensor 52 detects the rotational speed of the wheel and outputs the detected rotational speed to brake system 512 . Brake system 512 outputs, to VCIB 41 , the rotational speed of each wheel, as an information item among information items included in the vehicle information.
  • Steering system 531 and steering system 532 have equivalent functions. Each of steering systems 531 , 532 generates a steering command for the steering device in accordance with a predetermined control command that is output from ADK 3 through vehicle control interface 4 . Using the steering command generated by one of steering systems 531 , 532 , for example, steering systems 531 , 532 control the steering device. When a failure occurs to one of steering systems 531 , 532 , the steering commend generated by the other steering system is used to control the steering device.
  • Pinion angle sensor 541 is connected to steering system 531 .
  • Pinion angle sensor 542 is connected to steering system 532 .
  • Each of pinion angle sensors 541 , 542 detects the rotational angle (pinon angle) of a pinion gear coupled to the rotational shaft of the actuator, and outputs the detected pinion angle to the associated steering system 531 , 532 .
  • Propulsion system 56 includes an accelerator pedal 560 receiving a user's operation (depression). Accelerator pedal 560 is equipped with an accelerator sensor (not shown) that detects the amount of depression by which accelerator pedal 560 is depressed. Further, propulsion system 56 is capable of switching the shift range using a shift device (not shown), and capable of controlling the driving force for vehicle 1 in the direction of travel, using a drive source (not shown).
  • the shift device is configured to select a shift range from a plurality of shift ranges.
  • the drive source may include a motor generator and an engine, for example.
  • PCS system 57 conducts control for avoiding collision of vehicle 1 and/or reducing damages to vehicle 1 , using camera/radar 58 . More specifically, PCS system 57 is connected to brake system 512 . PCS system 57 uses camera/radar 58 to detect a forward object, and determines whether there is a possibility of collision of vehicle 1 against the object, based on the distance to the object. When PCS system 57 determines that there is a possibility of collision, PCS system 57 outputs a braking command to brake system 512 so as to increase the braking force.
  • Body system 59 is configured to control various constituent parts (direction indicator, horn or wiper, for example), depending on the running state or the running environment of vehicle 1 , for example.
  • an operation device that enables a user to perform manual operation may be provided separately.
  • FIG. 3 is a functional block diagram regarding accelerator pedal control for vehicle 1 .
  • propulsion system 56 includes a position calculator 561 , an acceleration arbitrator 562 , and an intervention determiner 563 .
  • Position calculator 561 receives, from the accelerator sensor (not shown), a signal indicating an amount of depression by which accelerator pedal 560 is depressed by a driver, and outputs, to VCIB 41 and intervention determiner 563 , an accelerator pedal position signal indicating an accelerator position. Position calculator 561 also outputs, to acceleration arbitrator 562 , an acceleration request in accordance with the amount of depression of accelerator pedal 560 by the driver.
  • the source of the system acceleration request is ADK 3 for example, the source is not limited to it but may be PCS system 57 , for example.
  • acceleration arbitrator 562 receives the system acceleration request through vehicle control interface 4 .
  • Intervention determiner 563 receives the accelerator pedal position signal from position calculator 561 and also receives the result of the arbitration from acceleration arbitrator 562 . Intervention determiner 563 generates an accelerator pedal intervention signal based on the accelerator pedal position signal and the result of the arbitration, and outputs the generated accelerator pedal intervention signal to VCIB 41 .
  • VCIB 41 includes an accelerator pedal position processor 411 and an accelerator pedal intervention processor 412 . Although only VCIB 41 is shown in FIG. 3 , the other VCIB 42 provided for redundancy has similar functions as well.
  • Accelerator pedal position processor 411 receives the accelerator pedal position signal from propulsion system 56 (position calculator 561 ), and performs predetermined processing on the accelerator pedal position signal. Accelerator pedal position processor 411 outputs the processed accelerator pedal position signal to ADK 3 .
  • the accelerator pedal position signal which is output to ADK 3 provides an accelerator position in accordance with the detected value of the accelerator sensor (the amount of depression of accelerator pedal 560 ).
  • the accelerator position is represented by a value in a range from 0% to 100%.
  • the detected value of the accelerator sensor varies widely, and therefore, the accelerator position is preferably a value after zero-point (offset) correction.
  • the accelerator pedal position signal which is output to ADK 3 provides a failsafe value.
  • the failsafe value is a value defined as falling out of the range of the accelerator position (a value out of the range from 0% to 100%), and is 0xFF, for example.
  • Accelerator pedal intervention processor 412 receives the accelerator pedal intervention signal from intervention determiner 563 , and performs predetermined processing on the accelerator pedal intervention signal. Accelerator pedal intervention processor 412 outputs the processed accelerator pedal intervention signal to ADK 3 . It should be noted that intervention determiner 563 may perform this processing, and accelerator pedal intervention processor 412 may only relay the accelerator pedal intervention signal from intervention determiner 563 to output the signal to ADK 3 . In the following, what is indicated by the accelerator pedal intervention signal is described.
  • FIG. 4 is a diagram illustrating the accelerator pedal intervention signal. Referring to FIG. 4 , the accelerator pedal intervention signal assumes a value which is one of 0, 1, and 2.
  • the accelerator pedal intervention signal assuming the value 0 indicates that accelerator pedal 560 is not depressed.
  • the accelerator pedal intervention signal assuming the value 1 indicates that accelerator pedal 560 is depressed.
  • the accelerator pedal intervention signal assuming the value 2 represents a condition where an acceleration request generated in accordance with depression of accelerator pedal 560 (driver acceleration request) is more than an acceleration request from ADK 3 for example (system acceleration request). This condition is herein referred to as “beyond autonomy acceleration.”
  • FIG. 5 is a time chart showing an example of transition of the accelerator pedal intervention signal for vehicle 1 .
  • the horizontal axis represents the elapsed time
  • the vertical axis represents the acceleration request for the upper one and the accelerator position for the lower one.
  • the accelerator position is 0% at initial time to.
  • the value of the accelerator pedal intervention signal is 0, indicating that accelerator pedal 560 is not depressed.
  • the accelerator position in accordance with the amount of depression of accelerator pedal 560 becomes higher than a system acceleration request. Then, the value of the accelerator pedal intervention signal changes from 1 to 2. The accelerator pedal intervention signal at this time indicates the beyond autonomy acceleration.
  • FIG. 6 is a flowchart showing accelerator pedal control for vehicle 1 .
  • the process of the flowchart is performed for each elapse of a predetermined control period, for example.
  • each step included in this flowchart is implemented basically by software processing by vehicle 1 (VP 5 or vehicle control interface 4 ), it may also be implemented by dedicated hardware (electrical circuitry) fabricated in VP 5 or vehicle control interface 4 .
  • the step is abbreviated as “S” herein.
  • VP 5 and vehicle control interface 4 are referred to as vehicle 1 when they are not to be distinguished from each other. If the one that performs the process is described herein as vehicle 1 , the process may be performed by either VP 5 or vehicle control interface 4 .
  • VP 5 has at least a VO (Vehicle Operation) mode and an NVO (Non Vehicle Operation) mode as autonomous modes.
  • the VO mode refers to a control mode in a situation where a driver is aboard vehicle 1 although vehicle 1 is capable of autonomous driving.
  • the NVO mode refers to a control mode in a situation where vehicle 1 is capable of completely unmanned driving.
  • vehicle 1 determines whether VP 5 is in the NVO mode or not. Whether VP 5 is in the NVO mode or not can be determined by means of a camera (not shown) installed in the compartment of the vehicle, for example. If it is seen from a picture of the inside of the compartment taken by the camera that no one is onboard, it can be determined that VP 5 is in the NVO mode.
  • vehicle 1 determines whether the accelerator position is more than threshold value ACCL_INTV or not. When the accelerator position is less than or equal to threshold value ACCL_INTV (NO in S 3 ), vehicle 1 sets the value of the accelerator pedal intervention signal to 0, so as to indicate that accelerator pedal 560 is not depressed (S 9 ). Vehicle 1 thereafter causes the process to proceed to S 7 .
  • vehicle 1 sets the value of the accelerator pedal intervention signal to 1, so as to indicate that accelerator pedal 560 is depressed (S 4 ).
  • vehicle 1 further determines whether the driver acceleration request in accordance with the accelerator position is more than the system acceleration request or not. When the driver acceleration request is more than the system acceleration request (YES in S 5 ), vehicle 1 sets the value of the accelerator pedal intervention signal to 2, so as to indicate that the beyond autonomy acceleration has occurred (S 6 ). Vehicle 1 thereafter causes the process to proceed to S 7 .
  • vehicle 1 When the driver acceleration request is less than or equal to the system acceleration request (NO in S 5 ), vehicle 1 skips the operation in S 6 and causes the process to proceed to S 7 . In this case, the value of the accelerator pedal intervention signal remains 1 indicating that accelerator pedal 560 is depressed.
  • vehicle 1 outputs, to ADK 3 , the accelerator pedal intervention signal that is set to one of 0, 1, and 2.
  • the present embodiment provides vehicle control interface 4 that serves as an interface between ADK 3 and VP 5 .
  • the accelerator pedal position signal and the accelerator pedal intervention signal are output from VP 5 to ADK 3 through vehicle control interface 4 .
  • an appropriate interface can accordingly be provided between ADK 3 and VP 5 .
  • This document is an API specification of Toyota Vehicle Platform and contains the outline, the usage and the caveats of the application interface.
  • Vehicle control technology is being used as an interface for technology providers.
  • the system architecture as a premise is shown ( FIG. 8 ).
  • 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 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. 9 ).
  • 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. 11 ).
  • Acceleration Command requests deceleration and makes the vehicle stop.
  • 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. 12 ).
  • 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. 13 ).
  • This signal shows whether the accelerator 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.)
  • 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.
  • 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. 16 ).
  • Vehicle control technology is being used as an interface for technology providers.
  • the system architecture on the vehicle as a premise is shown ( FIG. 17 ).
  • 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. 18 ).
  • 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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