US20210245806A1 - Vehicle and autonomous driving kit - Google Patents

Vehicle and autonomous driving kit Download PDF

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Publication number
US20210245806A1
US20210245806A1 US17/154,017 US202117154017A US2021245806A1 US 20210245806 A1 US20210245806 A1 US 20210245806A1 US 202117154017 A US202117154017 A US 202117154017A US 2021245806 A1 US2021245806 A1 US 2021245806A1
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Prior art keywords
vehicle
steering
prescribed
autonomous driving
command
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Abandoned
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US17/154,017
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English (en)
Inventor
Ikuma SUZUKI
Satoshi Katoh
Ryo Irie
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Toyota Motor Corp
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Toyota Motor Corp
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Publication date
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: IRIE, RYO, KATOH, SATOSHI, SUZUKI, IKUMA
Publication of US20210245806A1 publication Critical patent/US20210245806A1/en
Priority to US17/722,644 priority Critical patent/US11628880B2/en
Priority to US18/098,822 priority patent/US11987284B2/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0023—Planning or execution of driving tasks in response to energy consumption
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/021—Determination of steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
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    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
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    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present disclosure relates to a vehicle and an autonomous driving kit and particularly to a vehicle capable of autonomous driving and an autonomous driving kit that issues an instruction for autonomous driving of a vehicle and is attachable to and removable from the vehicle.
  • a technique for autonomous driving of a vehicle has recently been developed.
  • a vehicle in which an autonomous driving electronic control unit (ECU) that issues an instruction for autonomous driving controls autonomous driving is available (see, for example, Japanese Patent Laying-Open No. 2018-132015).
  • ECU autonomous driving electronic control unit
  • a reference for a limit value of a steering rate on a vehicle side may be incorporated in advance in the autonomous driving ECU.
  • the autonomous driving ECU can thus steer the vehicle within a range between limit values of the steering rate adapted to the vehicle.
  • an autonomous driving apparatus that issues an instruction for autonomous driving such as the autonomous driving ECU, may be attachable to and removable from the vehicle, and the autonomous driving apparatus may be replaceable with an autonomous driving apparatus of another specification.
  • the vehicle is configured as such, however, unless an appropriate limit value of a steering rate suitable for the vehicle is incorporated in advance in the autonomous driving apparatus, the limit value of the steering rate cannot be controlled to an appropriate value.
  • the present disclosure was made to solve such a problem, and an object of the present disclosure is to provide a vehicle in which, when an attachable and removable apparatus that issues an instruction for autonomous driving controls a vehicle, a limit value of a steering rate can be set to an appropriate value suitable for the vehicle without storing in advance the limit value of the steering rate in this apparatus.
  • a vehicle is capable of autonomous driving and includes an autonomous driving kit attachable to and removable from the vehicle, the autonomous driving kit issuing an instruction for autonomous driving, a vehicle platform including a plurality of functional units that perform a plurality of prescribed functions of the vehicle, and a vehicle interface box that communicates with the autonomous driving kit and issues a control instruction to the functional units in accordance with an instruction from the autonomous driving kit.
  • One of the plurality of functional units is a steering system that steers the vehicle.
  • the steering system specifies a limit value of a steering rate in accordance with a prescribed reference and transmits the specified limit value to the autonomous driving kit through the vehicle interface box.
  • the autonomous driving kit calculates a target steering angle to satisfy the limit value received from the steering system and transmits an instruction for the calculated steering angle to the steering system through the vehicle interface box.
  • the limit value of the steering rate for calculating the target steering angle is conveyed from a side of the vehicle platform to the autonomous driving kit. Consequently, a vehicle in which, when an attachable and removable autonomous driving kit that issues an instruction for autonomous driving controls the vehicle, the limit value of the steering rate can be set to an appropriate value suitable for the vehicle without storing the limit value of the steering rate in advance in the autonomous driving kit can be provided.
  • the steering system may switch the prescribed reference in accordance with a vehicle speed.
  • the prescribed reference may be such a reference that the limit value of the steering rate is defined as a prescribed angular velocity when the vehicle speed is lower than a prescribed speed.
  • a value of the prescribed angular velocity may be 0.4 rad/s.
  • the prescribed reference may be such a reference that, when the vehicle speed exceeds a prescribed speed, the limit value of the steering rate satisfies predetermined relation between the vehicle speed and the limit value of the steering rate.
  • a value of the prescribed speed may be 10 km/h.
  • the prescribed reference may be a reference determined in advance such that a lateral jerk of the vehicle is lower than a prescribed jerk.
  • a value of the prescribed jerk may be 2.94 m/s 3 .
  • an autonomous driving kit issues an instruction for autonomous driving of a vehicle and is attachable to and removable from the vehicle.
  • the vehicle includes a plurality of functional units that perform a plurality of prescribed functions of the vehicle and the functional units are controlled in accordance with an instruction from the autonomous driving kit.
  • One of the plurality of functional units is a steering system that steers the vehicle.
  • the autonomous driving kit calculates a target steering angle to satisfy a limit value of a steering rate specified by the steering system in accordance with a prescribed reference and transmits an instruction for the calculated steering angle to the steering system through a vehicle interface box.
  • an autonomous driving kit with which a limit value of a steering rate can be set to an appropriate value suitable for the vehicle without storing the limit value of the steering rate in advance in the autonomous driving kit can be provided.
  • a vehicle is capable of autonomous driving and includes a vehicle platform and a vehicle interface box, the vehicle platform including a plurality of functional units that perform a plurality of prescribed functions of the vehicle, the vehicle interface box communicating with an autonomous driving kit that issues an instruction for autonomous driving and is attachable to and removable from the vehicle, the vehicle interface box issuing a control instruction to the functional units in accordance with an instruction from the autonomous driving kit.
  • One of the plurality of functional units is a steering system that steers the vehicle.
  • the steering system specifies a limit value of a steering rate in accordance with a prescribed reference, transmits the specified limit value to the autonomous driving kit through the vehicle interface box, and controls a steering angle in accordance with an instruction for a target steering angle calculated by the autonomous driving kit to satisfy the limit value received from the steering system.
  • a vehicle in which, when an attachable and removable autonomous driving kit that issues an instruction for autonomous driving controls the vehicle, the limit value of the steering rate can be set to an appropriate value suitable for the vehicle without storing the limit value of the steering rate in advance in the autonomous driving kit can be provided.
  • FIG. 1 is a diagram showing overview of a mobility as a service (MaaS) system in which a vehicle according to an embodiment of the present disclosure is used.
  • MoaS mobility as a service
  • FIG. 2 is a diagram showing overview of a configuration of the vehicle in this embodiment.
  • FIG. 3 is a flowchart showing a flow of processing relating to control of a steering angle in this embodiment.
  • FIG. 4 is a diagram showing a map of relation between a vehicle speed and a limit value of a steering rate in this embodiment.
  • FIG. 5 is a diagram of an overall configuration of MaaS.
  • FIG. 6 is a diagram of a system configuration of a MaaS vehicle.
  • FIG. 7 is a diagram showing a typical flow in an autonomous driving system.
  • FIG. 8 is a diagram showing an exemplary timing chart of an API relating to stop and start of the MaaS vehicle.
  • FIG. 9 is a diagram showing an exemplary timing chart of the API relating to shift change of the MaaS vehicle.
  • FIG. 10 is a diagram showing an exemplary timing chart of the API relating to wheel lock of the MaaS vehicle.
  • FIG. 11 is a diagram showing a limit value of variation in tire turning angle.
  • FIG. 12 is a diagram illustrating intervention by an accelerator pedal.
  • FIG. 13 is a diagram illustrating intervention by a brake pedal.
  • FIG. 14 is a diagram of an overall configuration of MaaS.
  • FIG. 15 is a diagram of a system configuration of a vehicle.
  • FIG. 16 is a diagram showing a configuration of supply of power of the vehicle.
  • FIG. 17 is a diagram illustrating strategies until the vehicle is safely brought to a standstill at the time of occurrence of a failure.
  • FIG. 18 is a diagram showing arrangement of representative functions of the vehicle.
  • FIG. 1 is a diagram showing overview of a MaaS system in which a vehicle according to an embodiment of the present disclosure is used.
  • this MaaS system includes a vehicle 10 , a data server 500 , a mobility service platform (which is denoted as “MSPF” below) 600 , and autonomous driving related mobility services 700 .
  • MSPF mobility service platform
  • Vehicle 10 includes a vehicle main body 100 and an autonomous driving kit (which is denoted as “ADK” below) 200 .
  • Vehicle main body 100 includes a vehicle control interface 110 , a vehicle platform (which is denoted as “VP” below) 120 , and a data communication module (DCM) 190 .
  • ADK autonomous driving kit
  • VP vehicle platform
  • DCM data communication module
  • Vehicle 10 can carry out autonomous driving in accordance with commands from ADK 200 attached to vehicle main body 100 .
  • FIG. 1 shows vehicle main body 100 and ADK 200 at positions distant from each other, ADK 200 is actually attached to a rooftop or the like of vehicle main body 100 .
  • ADK 200 can also be removed from vehicle main body 100 .
  • vehicle main body 100 can travel by driving by a user.
  • VP 120 carries out travel control (travel control in accordance with an operation by a user) in a manual mode.
  • Vehicle control interface 110 can communicate with ADK 200 over a controller area network (CAN). Vehicle control interface 110 receives various commands from ADK 200 or outputs a state of vehicle main body 100 to ADK 200 by executing a prescribed application program interface (API) defined for each communicated signal.
  • API application program interface
  • vehicle control interface 110 When vehicle control interface 110 receives a command from ADK 200 , it outputs a control command corresponding to the received command to VP 120 . Vehicle control interface 110 obtains various types of information on vehicle main body 100 from VP 120 and outputs the state of vehicle main body 100 to ADK 200 . A configuration of vehicle control interface 110 will be described in detail later.
  • VP 120 includes various systems and various sensors for controlling vehicle main body 100 .
  • VP 120 carries out various types of vehicle control in accordance with a command given from ADK 200 through vehicle control interface 110 .
  • ADK 200 autonomous driving of vehicle 10 is carried out.
  • a configuration of VP 120 will also be described in detail later.
  • ADK 200 includes an autonomous driving system (which is denoted as “ADS” below) for autonomous driving of vehicle 10 .
  • ADK 200 creates, for example, a driving plan of vehicle 10 and outputs various commands for traveling vehicle 10 in accordance with the created driving plan to vehicle control interface 110 in accordance with the API defined for each command.
  • ADK 200 receives various signals indicating states of vehicle main body 100 from vehicle control interface 110 in accordance with the API defined for each signal and has the received vehicle state reflected on creation of the driving plan.
  • a configuration of ADK 200 (ADS) will also be described later.
  • DCM 190 includes a communication interface (I/F) for vehicle main body 100 to wirelessly communicate with data server 500 .
  • DCM 190 outputs various types of vehicle information such as a speed, a position, or an autonomous driving state to data server 500 .
  • DCM 190 receives from autonomous driving related mobility services 700 through MSPF 600 and data server 500 , for example, various types of data for management of travel of an autonomous driving vehicle including vehicle 10 by mobility services 700 .
  • MSPF 600 is an integrated platform to which various mobility services are connected.
  • various mobility services 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
  • Various mobility services including mobility services 700 can use various functions provided by MSPF 600 by using APIs published on MSPF 600 , depending on service contents.
  • Autonomous driving related mobility services 700 provide mobility services using an autonomous driving vehicle including vehicle 10 .
  • Mobility services 700 can obtain, for example, operation control data of vehicle 10 that communicates with data server 500 or information stored in data server 500 from MSPF 600 , by using the APIs published on MSPF 600 .
  • Mobility services 700 transmit, for example, data for managing an autonomous driving vehicle including vehicle 10 to MSPF 600 , by using the API.
  • MSPF 600 publishes APIs for using various types of data on vehicle states and vehicle control necessary for development of the ADS, and an ADS provider can use as the APIs, the data on the vehicle states and vehicle control necessary for development of the ADS stored in data server 500 .
  • FIG. 2 is a diagram showing overview of a configuration of the vehicle in this embodiment.
  • ADK 200 includes a compute assembly 210 , a human machine interface (HMI) 230 , sensors for perception 260 , sensors for pose 270 , and a sensor cleaning 290 .
  • HMI human machine interface
  • Compute assembly 210 contains a central processing unit (CPU) and a memory (including, for example, a read only memory (ROM) and a random access memory (RAM)) that are not shown.
  • CPU central processing unit
  • memory including, for example, a read only memory (ROM) and a random access memory (RAM)
  • compute assembly 210 obtains an environment around the vehicle and a pose, a behavior, and a position of vehicle 10 from various sensors which will be described later as well as a state of vehicle 10 from VP 120 which will be described later through vehicle control interface 110 and sets a next operation (acceleration, deceleration, or turning) of vehicle 10 .
  • Compute assembly 210 outputs various instructions for realizing a set next operation of vehicle 10 to vehicle control interface 110 .
  • HMI 230 presents information to a user and accepts an operation during autonomous driving, during driving requiring an operation by a user, or at the time of transition between autonomous driving and driving requiring an operation by the user.
  • HMI 230 is implemented, for example, by a touch panel display, a display apparatus, and an operation apparatus.
  • Sensors for perception 260 include sensors that perceive an environment around the vehicle, and are implemented, for example, by at least any of laser imaging detection and ranging (LIDAR), a millimeter-wave radar, and a camera.
  • LIDAR laser imaging detection and ranging
  • millimeter-wave radar a millimeter-wave radar
  • the LIDAR refers to a distance measurement apparatus that measures a distance based on a time period from emission of pulsed laser beams (infrared rays) until return of the laser beams reflected by an object.
  • the millimeter-wave radar is a distance measurement apparatus that measures a distance or a direction to an object by emitting radio waves short in wavelength to the object and detecting radio waves that return from the object.
  • the camera is arranged, for example, on a rear side of a room mirror in a compartment and used for shooting an image of the front of vehicle 10 .
  • AI artificial intelligence
  • an image processing processor onto images or video images shot by the camera, another vehicle, an obstacle, or a human in front of vehicle 10 can be recognized.
  • Information obtained by sensors for perception 260 is output to compute assembly 210 .
  • Sensors for pose 270 include sensors that detect a pose, a behavior, or a position of vehicle 10 , and are implemented, for example, by an inertial measurement unit (IMU) or a global positioning system (GPS).
  • IMU inertial measurement unit
  • GPS global positioning system
  • the IMU detects, for example, an acceleration in a front-rear direction, a lateral direction, and a vertical direction of vehicle 10 and an angular speed in a roll direction, a pitch direction, and a yaw direction of vehicle 10 .
  • the GPS detects a position of vehicle 10 based on information received from a plurality of GPS satellites that orbit the Earth. Information obtained by sensors for pose 270 is output to compute assembly 210 .
  • Sensor cleaning 290 removes soiling attached to various sensors during travel of vehicle 10 .
  • Sensor cleaning 290 removes soiling on a lens of the camera or a portion from which laser beams or radio waves are emitted, for example, with a cleaning solution or a wiper.
  • Vehicle control interface 110 includes vehicle control interface boxes (each of which is denoted as a “VCIB” below) 111 A and 111 B.
  • VCIBs 111 A and 111 B each include a CPU and a memory (including, for example, a ROM and a RAM) neither of which is shown.
  • VCIB 111 A is equivalent in function to VCIB 111 B, it is partially different in a plurality of systems connected thereto that make up VP 120 .
  • VCIBs 111 A and 111 B are communicatively connected to compute assembly 210 of ADK 200 .
  • VCIB 111 A and VCIB 111 B are communicatively connected to each other.
  • Each of VCIBs 111 A and 111 B relays various instructions from ADK 200 and provides them as control commands to VP 120 . More specifically, each of VCIBs 111 A and 111 B converts various instructions provided from ADK 200 into control commands to be used for control of each system of VP 120 by using information such as a program (for example, an application programming interface (API)) stored in a memory and provides the control commands to a destination system. Each of VCIBs 111 A and 111 B relays vehicle information output from VP 120 and provides the vehicle information as a vehicle state to ADK 200 .
  • a program for example, an application programming interface (API)
  • VCIBs 111 A and 111 B equivalent in function relating to an operation of at least one of (for example, braking or steering) systems are provided, control systems between ADK 200 and VP 120 are redundant. Therefore, when some kind of failure occurs in a part of the system, the function (turning or stopping) of VP 120 can be maintained by switching between the control systems as appropriate or disconnecting a control system where failure has occurred.
  • VP 120 includes brake systems 121 A and 121 B, steering systems 122 A and 122 B, an electric parking brake (EPB) system 123 A, a parking-lock (P-Lock) system 123 B, a propulsion system 124 , a pre-crash safety (PCS) system 125 , and a body system 126 .
  • EPB electric parking brake
  • P-Lock parking-lock
  • PCS pre-crash safety
  • VCIB 111 A is communicatively connected to brake system 121 B, steering system 122 A, and P-Lock system 123 B of the plurality of systems of VP 120 through a communication bus.
  • VCIB 111 B is communicatively connected to brake system 121 A, steering system 122 B, EPB system 123 A, P-Lock system 123 B, propulsion system 124 , and body system 126 of the plurality of systems of VP 120 through a communication bus.
  • Brake systems 121 A and 121 B can control a plurality of braking apparatuses provided in wheels of vehicle 10 .
  • Brake system 121 A may be equivalent in function to brake system 121 B, or any one of them may be able to independently control braking force of each wheel during travel of the vehicle and the other thereof may be able to control braking force such that equal braking force is generated in the wheels during travel of the vehicle.
  • the braking apparatus includes, for example, a disc brake system that is operated with a hydraulic pressure regulated by an actuator.
  • a wheel speed sensor 127 is connected to brake system 121 B.
  • Wheel speed sensor 127 is provided, for example, in each wheel of vehicle 10 and detects a rotation speed of each wheel. Wheel speed sensor 127 outputs the detected rotation speed of each wheel to brake system 121 B. Brake system 121 B outputs the rotation speed of each wheel to VCIB 111 A as one of pieces of information included in vehicle information.
  • Each of brake systems 121 A and 121 B generates a braking instruction to a braking apparatus in accordance with a prescribed control command provided from ADK 200 through vehicle control interface 110 .
  • brake systems 121 A and 121 B control the braking apparatus based on a braking instruction generated in any one of the brake systems, and when a failure occurs in one of the brake systems, the braking apparatus is controlled based on a braking instruction generated in the other brake system.
  • Steering systems 122 A and 122 B each include a not-shown steering ECU that contains a CPU and a memory (including, for example, a ROM and a RAM) and can control a steering angle of a steering wheel of vehicle 10 with a steering apparatus by means of the steering ECU.
  • Steering system 122 A is similar in function to steering system 122 B.
  • the steering apparatus includes, for example, rack-and-pinion electric power steering (EPS) that allows adjustment of a steering angle by an actuator.
  • EPS rack-and-pinion electric power steering
  • a pinion angle sensor 128 A is connected to steering system 122 A.
  • a pinion angle sensor 128 B provided separately from pinion angle sensor 128 A is connected to steering system 122 B.
  • Each of pinion angle sensors 128 A and 128 B detects an angle of rotation (a pinion angle) of a pinion gear coupled to a rotation shaft of the actuator.
  • Pinion angle sensors 128 A and 128 B output detected pinion angles to steering systems 122 A and 122 B, respectively.
  • Each of steering systems 122 A and 122 B generates a steering instruction to the steering apparatus in accordance with a prescribed control command provided from ADK 200 through vehicle control interface 110 .
  • steering systems 122 A and 122 B control the steering apparatus based on the steering instruction generated in any one of the steering systems, and when a failure occurs in any one of the steering systems, the steering apparatus is controlled based on a steering instruction generated in the other steering system.
  • EPB system 123 A can control the EPB provided in at least any of wheels of vehicle 10 .
  • the EPB is provided separately from the braking apparatus, and fixes (stops) a wheel by an operation of an actuator.
  • the EPB for example, activates a drum brake for a parking brake provided in at least one of wheels of vehicle 10 by means of an actuator to fix (stop) the wheel, or activates a braking apparatus to fix (stop) a wheel with an actuator capable of regulating a hydraulic pressure to be supplied to the braking apparatus separately from brake systems 121 A and 121 B.
  • EPB system 123 A controls the EPB in accordance with a prescribed control command provided from ADK 200 through vehicle control interface 110 .
  • P-Lock system 123 B can control a P-Lock apparatus provided in a transmission of vehicle 10 .
  • the P-Lock apparatus fixes (stops) rotation of an output shaft of the transmission by fitting a protrusion provided at a tip end of a parking lock pawl, a position of which is adjusted by an actuator, into a tooth of a gear (locking gear) provided as being coupled to a rotational element in the transmission.
  • P-Lock system 123 B controls the P-Lock apparatus in accordance with a prescribed control command provided from ADK 200 through vehicle control interface 110 .
  • Propulsion system 124 can switch a shift range with the use of a shift apparatus and can control driving force of vehicle 10 in a direction of travel that is generated from a drive source.
  • the shift apparatus can select any of a plurality of shift ranges.
  • the drive source includes, for example, a motor generator and an engine.
  • Propulsion system 124 controls the shift apparatus and the drive source in accordance with a prescribed control command provided from ADK 200 through vehicle control interface 110 .
  • PCS system 125 controls vehicle 10 to avoid collision or to mitigate damage by using a camera/radar 129 .
  • PCS system 125 is communicatively connected to brake system 121 B.
  • PCS system 125 detects an obstacle (an obstacle or a human) in front by using, for example, camera/radar 129 , and when it determines that there is possibility of collision based on a distance to the obstacle, it outputs a braking instruction to brake system 121 B so as to increase braking force.
  • an obstacle an obstacle or a human
  • Body system 126 can control, for example, components such as a direction indicator, a horn, or a wiper, depending on a state or an environment of travel of vehicle 10 .
  • Body system 126 controls the above-described components in accordance with a prescribed control command provided from ADK 200 through vehicle control interface 110 .
  • An operation apparatus that can manually be operated by a user for the braking apparatus, the steering apparatus, the EPB, P-Lock, the shift apparatus, and the drive source described above may separately be provided.
  • ADK 200 transmits a command relating to autonomous driving control to VCIBs 111 A and 111 B by executing the API.
  • ADK 200 obtains information on vehicle main body 100 .
  • compute assembly 210 of ADK 200 obtains information on an environment and information on poses of vehicle main body 100 from sensors for perception 260 and sensors for pose 270 .
  • Compute assembly 210 creates a driving plan based on the obtained information on vehicle main body 100 .
  • compute assembly 210 calculates a behavior of vehicle main body 100 (for example, poses of vehicle main body 100 ) and creates a driving plan suitable for a state and an external environment of vehicle main body 100 .
  • the driving plan refers to data that shows a behavior of vehicle main body 100 during a prescribed period.
  • Compute assembly 210 extracts a physical control quantity (an acceleration or a tire turning angle) from the created driving plan. Compute assembly 210 splits the extracted physical quantity for each API cycle. Compute assembly 210 executes the API based on the split physical quantity. As the API is executed as such, an API command for realizing the physical quantity in accordance with the driving plan is transmitted from ADK 200 to vehicle control interface 110 . Vehicle control interface 110 transmits a control command corresponding to the received API command to VP 120 . VP 120 carries out autonomous driving control of vehicle main body 100 in accordance with the control command.
  • a physical control quantity an acceleration or a tire turning angle
  • ADK 200 may incorporate in advance a reference for a limit value of a steering rate on a side of vehicle main body 100 .
  • ADK 200 can thus steer vehicle main body 100 at the limit value of the steering rate adapted to vehicle main body 100 .
  • ADK 200 is attachable to and removable from vehicle main body 100 and replaceable with ADK 200 of another specification.
  • the limit value of the steering rate cannot be controlled to an appropriate value unless the appropriate limit value of the steering rate suitable for vehicle main body 100 is incorporated in advance in ADK 200 .
  • steering systems 122 A and 122 B specify the limit value of the steering rate in accordance with a prescribed reference and transmit the specified limit value to ADK 200 through VCIBs 111 A and 111 B.
  • ADK 200 calculates a target steering angle to satisfy the limit value received from steering systems 122 A and 122 B and transmits an instruction for the calculated steering angle to steering systems 122 A and 122 B through VCIBs 111 A and 111 B.
  • the limit value of the steering rate for calculating the target steering angle is thus conveyed from a side of VP 120 to ADK 200 . Consequently, even though attachable and removable ADK 200 that issues an instruction for autonomous driving controls vehicle main body 100 , the limit value of the steering rate can be set to an appropriate value suitable for vehicle main body 100 .
  • FIG. 3 is a flowchart showing a flow of processing relating to control of a steering angle in this embodiment.
  • steering angle calculation processing shown in the flowchart on the left in FIG. 3 is performed by the CPU of compute assembly 210 of ADK 200 as being invoked from higher-order processing such as the API including this steering angle calculation processing
  • steering control processing shown in the flowchart on the right in FIG. 3 is performed by the steering ECU in each of steering systems 122 A and 122 B as being invoked from higher-order processing including this steering control processing.
  • the CPU of compute assembly 210 of ADK 200 determines whether or not the driving plan created in higher-order processing requires steering (step S 211 ).
  • the CPU requests steering systems 122 A and 122 B of VP 120 to transmit a limit value (Current_Road_Wheel_Angle_Rate_Limit) (which is called a “limit value of the steering rate” below) of variation in tire turning angle necessary for calculation of the steering angle through VCIBs 111 A and 111 B (step S 212 ).
  • a limit value of the steering rate which is called a “limit value of the steering rate” below
  • the steering ECU of each of steering systems 122 A and 122 B determines whether or not ADK 200 has issued a request for transmission of the limit value of the steering rate (step S 111 ).
  • the steering ECU of each of steering systems 122 A and 122 B specifies the limit value of the steering rate in accordance with the vehicle speed (step S 112 ). Specifically, the limit value of the steering rate is specified in accordance with a reference shown in FIG. 4 .
  • FIG. 4 is a diagram showing a map of relation between a vehicle speed and a limit value of a steering rate in this embodiment. Referring to FIG. 4 , when the vehicle speed is equal to or lower than 10 km/h, the limit value of the steering rate is fixed at 0.400 rad/s.
  • relation between the vehicle speed and the limit value of the steering rate satisfies relation predetermined for vehicle 10 as shown in FIG. 4 .
  • Relation between the vehicle speed and the limit value of the steering rate is determined in advance to satisfy a condition for safe travel and other conditions, depending on a vehicle model, a vehicle weight, and a tire size.
  • relation between the vehicle speed and the limit value of the steering rate is determined in advance, for example, such that a lateral jerk of vehicle main body 100 is lower than a prescribed jerk (for example, 2.94 m/s 3 ).
  • the limit value of the steering rate can thus be specified from the vehicle speed.
  • the steering ECU of each of steering systems 122 A and 122 B transmits the specified limit value of the steering rate to ADK 200 (step S 113 ).
  • step S 214 the CPU of compute assembly 210 determines that the driving plan does not require steering in steering angle calculation processing (NO in step S 211 ) and after step S 212 , the CPU calculates the steering angle in accordance with the driving plan at the current time point to satisfy the received limit value of the steering rate (step S 214 ).
  • the CPU of compute assembly 210 transmits an instruction for the calculated steering angle to steering systems 122 A and 122 B of VP 120 (step S 215 ).
  • the CPU of compute assembly 210 determines that it has not received the limit value of the steering rate (NO in step S 213 ) and after step S 215 , the CPU has processing to be performed return to the higher-order processing from which this processing has been invoked.
  • the steering ECU of each of steering systems 122 A and 122 B determines whether or not it has received an instruction for the steering angle from ADK 200 (step S 114 ).
  • the steering ECU of each of steering systems 122 A and 122 B determines that it has received the instruction (YES in step S 114 )
  • the steering ECU of each of steering systems 122 A and 122 B determines that it has not received the instruction for the steering angle (NO in step S 114 ) and after step S 115 , the steering ECU of each of steering systems 122 A and 122 B has processing to be performed return to the higher-order processing from which this processing has been invoked.
  • ADK 200 can communicate with the plurality of functional units (for example, steering systems 122 A and 122 B, brake systems 121 A and 121 B, EPB system 123 A, P-Lock system 123 B, propulsion system 124 , and body system 126 ) of VP 120 through any of VCIBs 111 A and 111 B.
  • functional units for example, steering systems 122 A and 122 B, brake systems 121 A and 121 B, EPB system 123 A, P-Lock system 123 B, propulsion system 124 , and body system 126 .
  • ADK 200 may directly communicate with the plurality of functional units of VP 120 .
  • VCIBs 111 A and 111 B may issue a control instruction to any of the plurality of functional units in accordance with an instruction from ADK 200 .
  • each of the plurality of functional units of VP 120 includes an ECU.
  • each of steering systems 122 A and 122 B includes the steering ECU.
  • VCIBs 111 A and 111 B and the ECUs of the functional units exhibit the functions on the side of vehicle main body 100 in coordination. Allocation of functions of VCIBs 111 A and 111 B and the ECUs of the functional units, however, is not limited as shown in FIG. 3 .
  • VCIBs 111 A and 111 B are responsible for relay of communication between ADK 200 and the ECUs of the functional units in FIG. 3
  • VCIBs 111 A and 111 B may further be responsible for a part of processing by the ECUs of the functional units.
  • Values obtained from the plurality of functional units of VP 120 such as steering systems 122 A and 122 B for calculation of the steering angle in ADK 200 are not limited to the limit value of the steering rate, and other values (for example, a steering angle (Steering_Wheel_Angle_Actual) of steering and a steering angular velocity (Steering_Wheel_Angle_Rate_Actual) of steering) are also obtained.
  • vehicle 10 is capable of autonomous driving and includes ADK 200 attachable to and removable from vehicle main body 100 , ADK 200 issuing an instruction for autonomous driving, VP 120 including a plurality of functional units that perform a plurality of prescribed functions of vehicle main body 100 , and VCIBs 111 A and 111 B that communicate with ADK 200 and issue a control instruction to the functional units in accordance with an instruction from ADK 200 .
  • one of the plurality of functional units is steering systems 122 A and 122 B that steer vehicle main body 100 .
  • steering systems 122 A and 122 B each specify a limit value of a steering rate in accordance with a prescribed reference (step S 112 ) and transmit the specified limit value to ADK 200 through VCIBs 111 A and 111 B (step S 113 ).
  • ADK 200 calculates a target steering angle to satisfy the limit value received from steering systems 122 A and 122 B (step S 214 ) and transmits an instruction for the calculated steering angle to steering systems 122 A and 122 B through VCIBs 111 A and 111 B (step S 215 ).
  • the limit value of the steering rate for calculating the target steering angle is thus conveyed from the side of VP 120 to ADK 200 . Consequently, when attachable and removable ADK 200 that issues an instruction for autonomous driving controls vehicle main body 100 , the limit value of the steering rate can be set to an appropriate value suitable for vehicle main body 100 without storing the limit value of the steering rate in advance in ADK 200 .
  • the steering system switches the prescribed reference in accordance with a vehicle speed of vehicle main body 100 .
  • the appropriate limit value of the steering rate suitable for vehicle main body 100 can thus be set.
  • the prescribed reference is such a reference that the limit value of the steering rate is defined as a prescribed angular velocity when a vehicle speed of vehicle main body 100 is lower than a prescribed speed.
  • the appropriate limit value of the steering rate in conformity with the vehicle speed of vehicle main body 100 can thus be set.
  • a value of the prescribed angular velocity is 0.4 rad/s.
  • the appropriate limit value of the steering rate in conformity with the vehicle speed of vehicle main body 100 can thus be set.
  • the prescribed reference is such a reference that, when the vehicle speed exceeds a prescribed speed, the limit value of the steering rate satisfies predetermined relation between the vehicle speed and the limit value of the steering rate.
  • the appropriate limit value of the steering rate in conformity with the vehicle speed of vehicle main body 100 can thus be set.
  • a value of the prescribed speed is 10 km/h.
  • the appropriate limit value of the steering rate in conformity with the vehicle speed of vehicle main body 100 can thus be set.
  • the prescribed reference is a reference determined in advance such that a lateral jerk of vehicle main body 100 is lower than a prescribed jerk.
  • the appropriate limit value of the steering rate in conformity with the vehicle speed of vehicle main body 100 can thus be set.
  • a value of the prescribed jerk is 2.94 m/s 3 .
  • the appropriate limit value of the steering rate in conformity with the vehicle speed of vehicle main body 100 can thus be set.
  • ADK 200 issues an instruction for autonomous driving of vehicle main body 100 and is attachable to and removable from vehicle main body 100 .
  • vehicle main body 100 includes a plurality of functional units that perform a plurality of prescribed functions of vehicle main body 100 and the functional units are controlled in accordance with an instruction from ADK 200 .
  • one of the plurality of functional units is steering systems 122 A and 122 B that steer vehicle main body 100 .
  • FIGS. 1 and 2 show that steer vehicle main body 100 and steer vehicle main body 100 .
  • ADK 200 calculates a target steering angle to satisfy a limit value of a steering rate specified by steering systems 122 A and 122 B in accordance with a prescribed reference (step S 214 ) and transmits an instruction for the calculated steering angle to steering systems 122 A and 122 B through VCIBs 111 A and 111 B (step S 215 ).
  • the limit value of the steering rate can be set to an appropriate value suitable for vehicle main body 100 without storing the limit value of the steering rate in advance in ADK 200 .
  • vehicle 10 is capable of autonomous driving and includes VP 120 and VCIBs 111 A and 111 B, VP 120 including a plurality of functional units that perform a plurality of prescribed functions of vehicle main body 100 , VCIBs 111 A and 111 B communicating with ADK 200 that issues an instruction for autonomous driving and is attachable to and removable from vehicle main body 100 , VCIBs 111 A and 111 B issuing a control instruction to the functional units in accordance with an instruction from ADK 200 .
  • one of the plurality of functional units is steering systems 122 A and 122 B that steer vehicle main body 100 .
  • steering systems 122 A and 122 B each specify a limit value of a steering rate in accordance with a prescribed reference (step S 112 ), transmit the specified limit value to ADK 200 through VCIBs 111 A and 111 B, (S 113 ), and control the steering angle in accordance with an instruction for a target steering angle calculated by ADK 200 to satisfy the limit value received from steering systems 122 A and 122 B (S 115 ).
  • the limit value of the steering rate can be set to an appropriate value suitable for vehicle main body 100 without storing the limit value of the steering rate in advance in ADK 200 .
  • 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. 6 ).
  • 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. 7 ).
  • 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. 9 ).
  • 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. 10 ).
  • 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 1) the torque value estimated from driver operation angle, and 2) the torque value calculated from requested wheel angle.
  • 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 T.B.D. is depressed by a driver (intervention) Steering_Wheel_Intervention This signal shows whether the steering T.B.D. wheel is turned by a driver (intervention) Shift_Lever_Intervention This signal shows whether the shift lever T.B.D.
  • WheelSpeed_FL wheel speed value (Front Left Wheel) N/A WheelSpeed_FL_Rotation Rotation direction of wheel (Front Left) N/A WheelSpeed_FR wheel speed value (Front Right Wheel) N/A WheelSpeed_FR_Rotation Rotation direction of wheel (Front Right) N/A WheelSpeed_RL wheel speed value (Rear Left Wheel) Applied WheelSpeed_RL_Rotation Rotation direction of wheel (Rear Left) Applied WheelSpeed_RR wheel speed value (Rear Right Wheel) Applied WheelSpeed_RR_Rotation Rotation direction of wheel (Rear Right) Applied Actual_Moving_Direction Moving direction of vehicle Applied Longitudinal_Velocity Estimated longitudinal velocity of vehicle Applied Longitudinal_Acceleration Estimated longitudinal acceleration of Applied vehicle Lateral Acceleration Sensor value of lateral acceleration of Applied vehicle Lateral Acceleration Sensor value of lateral acceleration of Applied vehicle Lateral Acceleration Sensor value of lateral acceleration of Applied vehicle Lateral Acceleration Sensor value of lateral acceleration of
  • 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. 11 ).
  • 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. 15 ).
  • 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. 16 ).
  • 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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