US20210276562A1 - Vehicle - Google Patents

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Publication number
US20210276562A1
US20210276562A1 US17/154,136 US202117154136A US2021276562A1 US 20210276562 A1 US20210276562 A1 US 20210276562A1 US 202117154136 A US202117154136 A US 202117154136A US 2021276562 A1 US2021276562 A1 US 2021276562A1
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United States
Prior art keywords
vehicle
wheel
rotation direction
command
autonomous driving
Prior art date
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Abandoned
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US17/154,136
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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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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: OHASHI, YUTA, SUZUKI, IKUMA
Publication of US20210276562A1 publication Critical patent/US20210276562A1/en
Priority to US17/722,855 priority Critical patent/US11951988B2/en
Abandoned legal-status Critical Current

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    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18181—Propulsion control with common controlling member for different functions
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
    • G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
    • G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
    • 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • 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
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • 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
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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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
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    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P13/00—Indicating or recording presence, absence, or direction, of movement
    • G01P13/02—Indicating direction only, e.g. by weather vane
    • G01P13/04—Indicating positive or negative direction of a linear movement or clockwise or anti-clockwise direction of a rotational movement
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/0005—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots with arrangements to save energy
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0268—Control of position or course in two dimensions specially adapted to land vehicles using internal positioning means
    • G05D1/0272—Control of position or course in two dimensions specially adapted to land vehicles using internal positioning means comprising means for registering the travel distance, e.g. revolutions of wheels
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/109—Direction of power flow
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/06—Direction of travel
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/30—Sensors
    • B60Y2400/303—Speed sensors
    • B60Y2400/3032—Wheel speed sensors
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • 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 capable of autonomous driving.
  • Japanese Patent Laying-Open No. 2018-132015 discloses a vehicle including a motive power system that manages motive power of the vehicle in a centralized manner, a power supply system that manages supply of electric power to various vehicle-mounted devices in a centralized manner, and an autonomous driving system that carries out autonomous driving control of the vehicle in a centralized manner.
  • the autonomous driving system may externally be attached to a vehicle main body.
  • autonomous driving is carried out as the vehicle is controlled in accordance with an instruction from the autonomous driving system.
  • a state of the vehicle is desirably appropriately provided (conveyed) to the autonomous driving system.
  • a rotation direction of each wheel represents one of states of the vehicle.
  • the present disclosure was made to achieve the object above, and an object of the present disclosure is to appropriately provide, in a vehicle capable of autonomous driving, a signal indicating a rotation direction of a wheel from a vehicle main body to an autonomous driving system.
  • a vehicle according to the present disclosure is a vehicle on which an autonomous driving system is mountable, and the vehicle includes a vehicle platform that controls the vehicle in accordance with an instruction from the autonomous driving system and a vehicle control interface that interfaces between the vehicle platform and the autonomous driving system.
  • the vehicle platform fixes a rotation direction of a wheel based on a pulse provided from a wheel speed sensor provided in the wheel.
  • the vehicle control interface provides a signal indicating the fixed rotation direction to the autonomous driving system.
  • the vehicle is provided with the vehicle control interface that interfaces between the vehicle platform and the autonomous driving system.
  • a signal indicating the rotation direction of the wheel fixed by the vehicle platform can thus appropriately be provided to the autonomous driving system through the vehicle control interface.
  • the vehicle platform when the vehicle platform consecutively receives input of two pulses indicating the same direction from the wheel speed sensor, the vehicle platform fixes the rotation direction of the wheel.
  • the vehicle platform fixes the rotation direction of the wheel when the vehicle platform consecutively receives two pulses indicating the same direction from the wheel speed sensor. Therefore, as compared with an example where the rotation direction of the wheel is fixed each time the vehicle platform receives a pulse from the wheel speed sensor, erroneous detection of the rotation direction of the wheel can be suppressed.
  • the vehicle control interface when a rotation direction to move the vehicle forward is fixed as the rotation direction of the wheel, the vehicle control interface provides a signal indicating “Forward” to the autonomous driving system, and when a rotation direction to move the vehicle rearward is fixed as the rotation direction of the wheel, the vehicle control interface provides a signal indicating “Reverse” to the autonomous driving system.
  • an appropriate signal in accordance with the rotation direction of the wheel can be provided to the autonomous driving system.
  • the vehicle control interface when the rotation direction of the wheel has not been fixed, the vehicle control interface provides a signal indicating “Invalid value” to the autonomous driving system.
  • a signal to that effect (a signal indicating “Invalid value”) can be provided to the autonomous driving system.
  • the vehicle control interface provides the signal indicating “Forward” to the autonomous driving system until the rotation direction of the wheel is fixed after activation of the vehicle.
  • the vehicle control interface After activation of a vehicle, forward movement is assumed to be higher in probability than rearward movement. According to the configuration, the vehicle control interface provides a signal indicating “Forward” to the autonomous driving system until the rotation direction of the wheel is fixed after activation of the vehicle. Therefore, a highly probable rotation direction of the wheel can be provided to the autonomous driving system also until the rotation direction of the wheel is fixed.
  • 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.
  • FIG. 2 is a diagram showing a detailed configuration of a vehicle control interface, a VP, and an ADK.
  • FIG. 3 is a diagram for illustrating setting of a signal indicating a rotation direction of a wheel.
  • FIG. 4 is a flowchart showing a procedure of processing for fixing the rotation direction of the wheel performed in the VP.
  • FIG. 5 is a flowchart showing a procedure of processing for conveying a rotation direction of each wheel to the ADK.
  • FIG. 6 is a diagram of an overall configuration of MaaS.
  • FIG. 7 is a diagram of a system configuration of a MaaS vehicle.
  • FIG. 8 is a diagram showing a typical flow in an autonomous driving system.
  • FIG. 9 is a diagram showing an exemplary timing chart of an API relating to stop and start of the MaaS vehicle.
  • FIG. 10 is a diagram showing an exemplary timing chart of the API relating to shift change of the MaaS vehicle.
  • FIG. 11 is a diagram showing an exemplary timing chart of the API relating to wheel lock of the MaaS vehicle.
  • FIG. 12 is a diagram showing a limit value of variation in tire turning angle.
  • FIG. 13 is a diagram illustrating intervention by an accelerator pedal.
  • FIG. 14 is a diagram illustrating intervention by a brake pedal.
  • FIG. 15 is a diagram of an overall configuration of MaaS.
  • FIG. 16 is a diagram of a system configuration of a vehicle.
  • FIG. 17 is a diagram showing a configuration of supply of power of the vehicle.
  • FIG. 18 is a diagram illustrating strategies until the vehicle is safely brought to a standstill at the time of occurrence of a failure.
  • FIG. 19 is a diagram showing arrangement of representative functions of the vehicle.
  • 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
  • this MaaS system includes a vehicle 10 , a data server 500 , a mobility service platform (which is also referred to 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 also referred to as “ADK” below) 200 .
  • Vehicle main body 100 includes a vehicle control interface 110 , a vehicle platform (which is also referred to 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 manual 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) or Ethernet®. Vehicle control interface 110 receives various commands from ADK 200 by executing a prescribed application program interface (API) defined for each communicated signal. Vehicle control interface 110 provides a state of vehicle main body 100 to ADK 200 by executing a prescribed 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 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 also referred to 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 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 and/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.
  • 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 a detailed configuration of vehicle control interface 110 , VP 120 , and ADK 200 .
  • 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 obtains information on an environment around the vehicle and a pose, a behavior, and a position of vehicle 10 with various sensors which will be described later.
  • Compute assembly 210 obtains a state of vehicle 10 from VP 120 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 accepts an input operation from a user for vehicle 10 .
  • HMI 230 can accept, for example, an input by a touch operation onto a display screen and/or an audio input.
  • HMI 230 presents information to a user of vehicle 10 by showing information on the display screen.
  • HMI 230 may present information to the user of vehicle 10 by voice and sound in addition to or instead of representation of information on the display screen.
  • HMI 230 provides information to the user and accepts an input operation, for example, during autonomous driving, during manual driving by a user, or at the time of transition between autonomous driving and manual driving.
  • 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 measures a distance based on a time period from emission of pulsed laser beams (infrared rays) until return of the emitted beams reflected by an object.
  • the millimeter-wave radar measures a distance and/or a direction to an object by emitting radio waves short in wavelength to the object and detecting radio waves that are reflected and return from the object.
  • the camera is arranged, for example, on a rear side of a room mirror in a compartment and shoots the front of vehicle 10 . As a result of image processing onto 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 detect a pose, a behavior, or a position of vehicle 10 .
  • Sensors for pose 270 include, for example, an inertial measurement unit (IMU) and 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 velocity 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 can remove soiling attached to various sensors. Sensor cleaning 290 removes soiling on a lens of the camera or a portion from which laser beams and/or radio waves are emitted, for example, with a cleaning solution and/or a wiper.
  • Vehicle control interface 110 includes a vehicle control interface box (VCIB) 111 A and a VCIB 111 B.
  • VCIBs 111 A and 111 B includes an electronic control unit (ECU), and specifically contains a central processing unit (CPU) and a memory (a read only memory (ROM) and a random access memory (RAM)) (neither of which is shown).
  • ECU electronice control unit
  • CPU central processing unit
  • ROM read only memory
  • RAM random access memory
  • VCIB 111 A and VCIB 111 B are basically equivalent in function to each other.
  • VCIB 111 A and VCIB 11 B are partially different from each other 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 over the CAN or the like.
  • 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 executes a program stored in a memory, converts various instructions provided from ADK 200 into control commands to be used for control of each system of VP 120 , and provides the converted control commands to a destination system. Each of VCIBs 111 A and 111 B processes or relays various types of vehicle information output from VP 120 and provides the vehicle information as a vehicle state to ADK 200 .
  • VCIBs 111 A and 111 B are configured to be equivalent in function to each other so that 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 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
  • PCS pre-crash safety
  • Brake system 121 B, steering system 122 A, EPB system 123 A, P-Lock system 123 B, propulsion system 124 , and body system 126 of the plurality of systems of VP 120 are communicatively connected to VCIB 111 A through a communication bus.
  • Brake system 121 A, steering system 122 B, and P-Lock system 123 B of the plurality of systems of VP 120 are communicatively connected to VCIB 111 B through a communication bus.
  • Brake systems 121 A and 121 B can control a plurality of braking apparatuses (not shown) provided in wheels of vehicle 10 .
  • the braking apparatus includes, for example, a disc brake system that is operated with a hydraulic pressure regulated by an actuator.
  • Brake system 121 A and brake system 121 B may be equivalent in function to each other.
  • anyone of brake systems 121 A and 121 B may be able to independently control braking force of each wheel and the other thereof may be able to control braking force such that equal braking force is generated in the wheels.
  • a wheel speed sensor 127 is connected to brake system 121 B.
  • Wheel speed sensor 127 is provided in each wheel of vehicle 10 .
  • Wheel speed sensor 127 detects a rotation speed and a rotation direction of a wheel.
  • Wheel speed sensor 127 outputs the detected rotation speed and rotation direction of the wheel to brake system 121 B.
  • wheel speed sensor 127 provides pulses different between during rotation in a direction of forward travel of vehicle 10 and during rotation in a direction of rearward travel of vehicle 10 .
  • brake system 121 B fixes or confirms the rotation direction of each wheel based on the pulses from wheel speed sensor 127 . Then, brake system 121 B provides information indicating the fixed rotation direction of each wheel to VCIB 111 A.
  • Each of brake systems 121 A and 121 B receives a command from ADK 200 as a control command through vehicle control interface 110 and generates a braking instruction to the braking apparatus in accordance with the control command.
  • brake systems 121 A and 121 B control the braking apparatus based on a braking instruction generated in one of brake systems 121 A and 121 B, 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 can control a steering angle of a steering wheel of vehicle 10 with a steering apparatus (not shown).
  • 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
  • Steering systems 122 A and 122 B are equivalent in function to each other.
  • Each of steering systems 122 A and 122 B receives a command from ADK 200 as a control command through vehicle control interface 110 and generates a steering instruction to the steering apparatus in accordance with the control command.
  • steering systems 122 A and 122 B control the steering apparatus based on the steering instruction generated in one of steering systems 122 A and 122 B, and when a failure occurs in one of the steering systems, the steering apparatus is controlled based on a steering instruction generated in the other steering system.
  • a pinion angle sensor 128 A is connected to steering system 122 A.
  • a pinion angle sensor 128 B 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.
  • EPB system 123 A can control an EPB (not shown) provided in at least any of wheels.
  • the EPB is provided separately from the braking apparatus, and fixes 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 to fix the wheel.
  • the EPB activates a braking apparatus to fix a wheel, for example, 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 receives a command from ADK 200 as a control command through vehicle control interface 110 and controls the EPB in accordance with the control command.
  • P-Lock system 123 B can control a P-Lock apparatus (not shown) provided in a transmission of vehicle 10 .
  • the P-Lock apparatus fixes rotation of an output shaft of the transmission by fitting a protrusion provided at a tip end of a parking lock pawl into a tooth of a gear (locking gear) provided as being coupled to a rotational element in the transmission.
  • a position of the parking lock pawl is adjusted by an actuator.
  • P-Lock system 123 B receives a command from ADK 200 as a control command through vehicle control interface 110 and controls the P-Lock apparatus in accordance with the control command.
  • Propulsion system 124 can switch a shift range with the use of a shift apparatus (not shown) and can control driving force of vehicle 10 in a direction of travel that is generated from a drive source (not shown).
  • the shift apparatus can select any of a plurality of shift ranges.
  • the drive source includes, for example, a motor generator and/or an engine.
  • Propulsion system 124 receives a command from ADK 200 as a control command through vehicle control interface 110 and controls the shift apparatus and the drive source in accordance with the control command.
  • PCS system 125 is communicatively connected to brake system 121 B.
  • PCS system 125 carries out control to avoid collision of vehicle 10 or to mitigate damage by using a result of detection by a camera/radar 129 .
  • PCS system 125 detects an object in front and determines whether or not vehicle 10 may collide with the object based on a distance to the object.
  • PCS system 125 determines that there is possibility of collision with the object, it outputs a braking instruction to brake system 121 B so as to increase braking force.
  • Body system 126 controls, for example, various devices in accordance with a state or an environment of travel of vehicle 10 .
  • the various devices include, for example, a direction indicator, a headlight, a hazard light, a horn, a front wiper, and a rear wiper.
  • Body system 126 receives a command from ADK 200 as a control command through vehicle control interface 110 and controls the various devices in accordance with the control command.
  • 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, various devices, and the drive source described above may separately be provided.
  • a state of vehicle main body 100 is desirably appropriately obtained.
  • a rotation direction of each wheel represents one of important parameters that indicate a state of vehicle main body 100 .
  • ADK 200 can recognize, for example, a traveling state of vehicle 10 .
  • the rotation direction of each wheel fixed by VP 120 is provided to ADK 200 through vehicle control interface 110 .
  • the rotation direction of each wheel can appropriately be conveyed from VP 120 to ADK 200 .
  • brake system 121 B of VP 120 fixes the rotation direction of each wheel.
  • Vehicle control interface 110 sets as an output to ADK 200 , a signal indicating a rotation direction of each wheel (a vehicle state) in accordance with information (vehicle information) that indicates the rotation direction of each wheel received from VP 120 .
  • vehicle control interface 110 sets a signal (WheelSpeed_FL_Rotation) indicating a rotation direction of a front left wheel, a signal (WheelSpeed_FR_Rotation) indicating a rotation direction of a front right wheel, a signal (WheelSpeed_RL_Rotation) indicating a rotation direction of a rear left wheel, and a signal (WheelSpeed_RR_Rotation) indicating a rotation direction of a rear right wheel in accordance with information indicating the rotation direction of each wheel.
  • ADK 200 can recognize the rotation direction of each wheel.
  • Vehicle control interface 110 sets a signal indicating the rotation direction of each wheel in accordance with FIG. 3 .
  • the four signals may collectively be referred to as a signal (WheelSpeed_Rotation) indicating the rotation direction of the wheel.
  • FIG. 3 is a diagram for illustrating setting of a signal indicating a rotation direction of a wheel.
  • FIG. 3 shows relation between a rotation direction of a wheel and a value. Specifically, a value is shown in a field “value” and a rotation direction of a wheel is shown in a field “Description”. Remarks are given in a field “remarks”.
  • a value 0 indicates a rotation direction (Forward) to move vehicle 10 forward.
  • a value 1 indicates a rotation direction (Reverse) to move vehicle 10 rearward.
  • a value 3 indicates an invalid value (Invalid value), that is, indicates that the rotation direction of the wheel has not been fixed. Though a value 2 is not used in the present embodiment, it can be set and used as appropriate.
  • Vehicle control interface 110 sets a value in each of the signal (WheelSpeed_FL_Rotation) indicating the rotation direction of the front left wheel, the signal (WheelSpeed_FR_Rotation) indicating the rotation direction of the front right wheel, the signal (WheelSpeed_RL_Rotation) indicating the rotation direction of the rear left wheel, and the signal (WheelSpeed_RR_Rotation) indicating the rotation direction of the rear right wheel as set forth above.
  • vehicle control interface 110 When vehicle control interface 110 sets the signal indicating the rotation direction of the wheel, it provides the set signal indicating the rotation direction of the wheel to ADK 200 .
  • ADK 200 that has received the signal indicating the rotation direction of the wheel can recognize the rotation direction of each wheel based on a value indicated in the signal.
  • Vehicle control interface 110 may provide the signal indicating the rotation direction of the front left wheel, the signal indicating the rotation direction of the front right wheel, the signal indicating the rotation direction of the rear left wheel, and the signal indicating the rotation direction of the rear right wheel to ADK 200 individually or collectively.
  • vehicle control interface 110 sets the signal indicating the rotation direction of the wheel such that “Forward” is indicated as the rotation direction of each wheel.
  • vehicle control interface 110 sets the value 0 in each of the signal indicating the rotation direction of the front left wheel, the signal indicating the rotation direction of the front right wheel, the signal indicating the rotation direction of the rear left wheel, and the signal indicating the rotation direction of the rear right wheel. This is because forward movement of vehicle 10 is expected to be higher in probability than rearward movement. Thus, a more reliable (more probable) rotation direction of the wheel can be provided to ADK 200 also until the rotation direction of the wheel is fixed.
  • VP 120 (brake system 121 B in the present embodiment) fixes the rotation direction of each wheel (the front left wheel, the front right wheel, the rear left wheel, and the rear right wheel) and provides information indicating the fixed rotation direction to vehicle control interface 110 .
  • a method of fixing the rotation direction of the wheel will specifically be described below.
  • VP 120 (brake system 121 B) receives an input of a pulse from wheel speed sensor 127 every prescribed control cycle. When VP 120 consecutively receives two pulses indicating the same direction, it fixes that direction as the rotation direction of the wheel. For example, when VP 120 consecutively receives two pulses that indicate a rotation direction to move vehicle 10 forward, it fixes “Forward” as the rotation direction of the wheel. Then, VP 120 sets the information indicating fixed “Forward” as information indicating the rotation direction of the wheel. When VP 120 consecutively receives two pulses indicating the rotation direction to move vehicle 10 rearward, it fixes “Reverse” as the rotation direction of the wheel. Then, VP 120 sets the information indicating fixed “Reverse” as information indicating the rotation direction of the wheel. Fixation of the rotation direction of the wheel at the time when two pulses indicating the same direction are consecutively received as set forth above leads to suppression of erroneous detection.
  • VP 120 When the rotation direction indicated by a currently received pulse is different from the rotation direction indicated by a previously received pulse, VP 120 does not update the rotation direction of the wheel. In this case, VP 120 maintains the previously fixed rotation direction (a previous value) of the wheel. VP 120 fixes the previously fixed rotation direction of the wheel as the rotation direction of the wheel and sets the information indicating the fixed rotation direction (“Forward”, “Reverse”, or “Invalid value”) as the information indicating the rotation direction of the wheel.
  • a pulse may not be sent from wheel speed sensor 127 due to some kind of failure as represented by communication failure.
  • VP 120 has not received a pulse from wheel speed sensor 127 within a current control cycle, it fixes that a failure has occurred. Then, VP 120 sets the information indicating “Invalid value” as the information indicating the rotation direction of the wheel.
  • VP 120 sets information indicating “Forward”, “Reverse”, or “Invalid value” as the information indicating the rotation direction of the wheel, based on a pulse received from wheel speed sensor 127 . Then, VP 120 provides the information indicating the rotation direction of the wheel to vehicle control interface 110 .
  • the information indicating the rotation direction of the wheel includes information for identifying a wheel.
  • FIG. 4 is a flowchart showing a procedure of processing for fixing a rotation direction of a wheel performed in VP 120 .
  • Processing in the flowchart in FIG. 4 is repeatedly performed in VP 120 every prescribed control cycle.
  • FIG. 4 and FIG. 5 which will be described later, similar processing is performed in parallel also for other wheels (the front right wheel, the rear left wheel, and the rear right wheel).
  • processing in the flowchart in FIG. 4 is performed by software processing by VP 120 is described, a part or the entirety thereof may be implemented by hardware (electric circuitry) made in VP 120 .
  • VP 120 determines whether or not it has received input of a pulse from wheel speed sensor 127 (a step 1 , the step being abbreviated as “S” below). When VP 120 determines that it has received input of a pulse from wheel speed sensor 127 (YES in S 1 ), it determines whether or not the provided pulse is a pulse (an identical-direction pulse) that indicates the rotation direction the same as the previous rotation direction (S 2 ).
  • VP 120 fixes the rotation direction indicated by the pulse as the rotation direction of the wheel (S 3 ). Specifically, VP 120 fixes “Forward” or “Reverse” as the rotation direction of the wheel, associates the fixed information with information for identifying the wheel, and sets that information as information indicating the rotation direction of the front left wheel.
  • VP 120 maintains the previously fixed rotation direction (a previous value) of the wheel (S 4 ).
  • VP 120 maintains the previously fixed rotation direction of the wheel until the rotation direction of the wheel is newly fixed.
  • VP 120 associates the information (“Forward”, “Reverse”, or “Invalid value”) that indicates the previous rotation direction of the wheel with the information for identifying the wheel and sets that information as the information indicating the rotation direction of the front left wheel.
  • VP 120 determines in S 1 that it has not received input of a pulse from wheel speed sensor 127 (NO in S 1 ), it determines that it could not obtain data due to some kind of failure as represented by communication failure and fixes the failure (S 5 ). In this case, VP 120 associates the information indicating “Invalid value” with information for identifying the wheel and sets that information as the information indicating the rotation direction of the front left wheel.
  • VP 120 provides the information indicating the rotation direction of the front left wheel fixed in S 3 , S 4 , or S 5 to vehicle control interface 110 (S 6 ). Then, the process returns.
  • FIG. 5 is a flowchart showing a procedure of processing for conveying a rotation direction of each wheel to ADK 200 . Processing in the flowchart in FIG. 5 is repeatedly performed in vehicle control interface 110 every prescribed control cycle. Though an example in which processing in the flowchart in FIG. 5 is performed by software processing by vehicle control interface 110 is described, a part or the entirety thereof may be implemented by hardware (electric circuitry) made in vehicle control interface 110 .
  • Vehicle control interface 110 determines whether or not it has received information indicating the rotation direction of the front left wheel from VP 120 (S 11 ).
  • vehicle control interface 110 determines whether or not the information indicating the rotation direction of the front left wheel is the information indicating “Forward” (S 12 ).
  • vehicle control interface 110 sets the value 0 in the signal (WheelSpeed_FL_Rotation) indicating the rotation direction of the front left wheel (S 13 ).
  • vehicle control interface 110 determines whether or not the information indicating the rotation direction of the front left wheel is the information indicating “Reverse” (S 14 ). When the information indicating the rotation direction of the front left wheel is the information indicating “Reverse” (YES in S 14 ), vehicle control interface 110 sets the value 1 in the signal indicating the rotation direction of the front left wheel (S 15 ).
  • vehicle control interface 110 sets the value 3 in the signal indicating the rotation direction of the front left wheel (S 16 ). This is because the fact that the information indicating the rotation direction of the front left wheel indicates neither “Forward” nor “Reverse” means that the information indicating the rotation direction of the front left wheel is the information indicating “Invalid value.”
  • vehicle control interface 110 When vehicle control interface 110 has not received the information indicating the rotation direction of the front left wheel from VP 120 (NO in S 11 ), it again sets the value 3 in the signal indicating the rotation direction of the front left wheel (S 16 ). In this case, for example, communication failure may have occurred between VP 120 and vehicle control interface 110 .
  • vehicle control interface 110 When vehicle control interface 110 sets the signal indicating the rotation direction of the front left wheel, it provides the set signal indicating the rotation direction of the front left wheel to ADK 200 .
  • ADK 200 can thus recognize the rotation direction of the front left wheel.
  • vehicle control interface 110 that interfaces between VP 120 and ADK 200 is provided.
  • the rotation direction of the wheel fixed by VP 120 is thus appropriately provided to ADK 200 .
  • ADK 200 can create a more proper driving plan and hence accuracy in autonomous driving can be enhanced.
  • vehicle control interface 110 may fix the rotation direction of the wheel.
  • vehicle control interface 110 that has received information indicating the rotation direction of the wheel from VP 120 sets a signal indicating the rotation direction of the vehicle in accordance with relation between the rotation direction of the wheel and the value shown in FIG. 3 .
  • vehicle control interface 110 may relay the information indicating the rotation direction of the wheel to ADK 200 .
  • the rotation direction of the wheel can thus also appropriately be provided to ADK 200 .
  • the rotation direction of the wheel may be fixed upon reception of a single pulse.
  • VP 120 may fix the rotation direction of the vehicle each time it receives a pulse from wheel speed sensor 127 .
  • a vehicle is a vehicle on which an autonomous driving system is mountable.
  • the vehicle includes a vehicle platform that controls the vehicle in accordance with an instruction from the autonomous driving system and a vehicle control interface that interfaces between the vehicle platform and the autonomous driving system.
  • the vehicle platform fixes a rotation direction of a wheel based on a pulse provided from a wheel speed sensor provided in the wheel.
  • the vehicle control interface provides a signal indicating the fixed rotation direction to the autonomous driving system.
  • the vehicle control interface provides the signal indicating “Forward” to the autonomous driving system until the rotation direction of the wheel is fixed after activation of the vehicle.
  • a vehicle includes an autonomous driving system that creates a driving plan, a vehicle platform that carries out vehicle control in accordance with an instruction from the autonomous driving system, and a vehicle control interface that interfaces between the vehicle platform and the autonomous driving system.
  • the vehicle platform fixes a rotation direction of a wheel based on a pulse provided from a wheel speed sensor provided in the wheel.
  • the vehicle control interface provides a signal indicating the fixed rotation direction to the autonomous driving system.
  • the vehicle control interface provides the signal indicating “Forward” to the autonomous driving system until the rotation direction of the wheel is fixed after activation of the vehicle.
  • a method of controlling a vehicle is a method of controlling a vehicle on which an autonomous driving system is mountable.
  • the vehicle includes a vehicle platform that controls the vehicle in accordance with an instruction from the autonomous driving system and a vehicle control interface that interfaces between the vehicle platform and the autonomous driving system.
  • the method includes fixing, by the vehicle platform, a rotation direction of a wheel based on a pulse provided from a wheel speed sensor provided in the wheel and providing, by the vehicle control interface, a signal indicating the fixed rotation direction to the autonomous driving system.
  • the method of controlling a vehicle described in any one of Clauses 11 to 13 further includes providing, by the vehicle control interface, a signal indicating “Invalid value” to the autonomous driving system when the rotation direction of the wheel has not been fixed.
  • the method of controlling a vehicle described in Clause 13 or 14 further includes providing, by the vehicle control interface, the signal indicating “Forward” to the autonomous driving system until the rotation direction of the wheel is fixed after activation of the vehicle.
  • APIs for Safety 70 3.6.1. Functions 70 3.6.2. Inputs 70 3.6.3. Outputs 70 3.7. APIs for Security 74 3.7.1. Functions 74 3.7.2. Inputs 74 3.7.3. Outputs 76 3.8. APIs for MaaS Service 80 3.8.1. Functions 80 3.8.2. Inputs 80 3.8.3. Outputs 80
  • This document is an API specification of Toyota Vehicle Platform and contains the outline, the usage and the caveats of the application interface.
  • ADS Autonomous Driving System ADK Autonomous Driving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box. This is an ECU for the interface and the signal converter between ADS and Toyota VP's sub systems.
  • Vehicle control technology is being used as an interface for technology providers.
  • the system architecture as a premise is shown ( FIG. 7 ).
  • 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. 8 ).
  • 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. 10 ).
  • 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. 11 ).
  • 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
  • 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.
  • Acceleration Command is sent deceleration ( ⁇ 0.4 m/s 2 ) simultaneously. (Only while brake is applied.)
  • 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 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 vehicle Applied Lateral_Acceleration Sensor value of lateral acceleration of vehicle Applied Yawrate Sensor value of Yaw rate Applied Autonomy_State State of whether autonomy mode or manual Applied mode Autonomy_Ready Situation 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. 12 ).
  • 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).
  • Headlight mode changes when Vehicle platform receives once this command.
  • 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.
  • Vehicle platform refers to each door lock status
  • 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.
  • Vehicle control technology is being used as an interface for technology providers.
  • 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. 17 ).
  • 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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