Patent Grant
11733701
The present disclosure relates to a vehicle capable of autonomous driving.
A technique relating to autonomous driving of a vehicle has recently been developed. For example, 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. In this case, autonomous driving is carried out as the vehicle is controlled in accordance with an instruction from the autonomous driving system. In order to enhance accuracy in autonomous driving, a state of the vehicle is desirably appropriately provided (conveyed) to the autonomous driving system. A moving direction of the vehicle 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 moving direction of the vehicle from a vehicle main body to an autonomous driving system.
(1) 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 control interface provides to the autonomous driving system, a signal indicating a moving direction of the vehicle that is determined in accordance with a rotation direction largest in number among rotation directions of wheels.
According to the configuration, the vehicle is provided with the vehicle control interface that interfaces between the vehicle platform and the autonomous driving system. A signal indicating, the determined moving direction of the vehicle can thus appropriately be provided to the autonomous driving system through the vehicle control interface. The moving direction of the vehicle is determined based on majority rule based on the rotation direction of the wheels.
(2) In one embodiment, when a certain time period has elapsed with a speed of all wheels being zero, the vehicle control interface provides to the autonomous driving system, a signal indicating “Standstill” as the signal indicating the moving direction of the vehicle.
According to the configuration, when a certain time period has elapsed with the speed of all wheels being zero, an appropriate signal indicating stop (the signal indicating “Standstill”) can be provided to the autonomous driving system.
(3) In one embodiment, when the number of wheels rotating in a forward rotation direction is larger than the number of wheels rotating in a reverse rotation direction, the vehicle control interface provides a signal indicating “Forward” to the autonomous driving system, and when the number of wheels rotating in the reverse rotation direction is larger than the number of wheels rotating in the forward rotation direction, the vehicle control interface provides a signal indicating “Reverse” to the autonomous driving system.
According to the configuration, when the number of wheels rotating in the forward rotation direction is larger than the number of wheels rotating in the reverse rotation direction, an appropriate signal indicating forward travel (the signal indicating “Forward”) can be provided to the autonomous driving system. When the number of wheels rotating in the reverse rotation direction is larger than the number of wheels rotating in the forward rotation direction, an appropriate signal indicating reverse travel (the signal indicating “Reverse”) can be provided to the autonomous driving system.
(4) In one embodiment, when the number of wheels rotating in a forward rotation direction is equal to the number of wheels rotating in a reverse rotation direction, the vehicle control interface provides a signal indicating “Undefined” to the autonomous driving system.
According to the configuration, when the moving direction of the vehicle cannot be determined based on majority rule based on the rotation directions of the wheels, a signal to that effect (the signal indicating “Undefined”) can be provided to the autonomous driving system.
The foregoing and other objects, features, aspects and advantages of the present disclosure will become more apparent from the following detailed description of the present disclosure when taken in conjunction with the accompanying drawings.
An embodiment of the present disclosure be described below in detail with reference to the drawings. The same or corresponding elements in the drawings have the same reference characters allotted and description thereof will not be repeated.
<Overall Configuration>
Referring to
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.
Vehicle 10 can carry out autonomous driving in accordance with commands from ADK 200 attached to vehicle main body 100. Though
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.
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 200A 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. Namely, as VP 120 carries out various types of vehicle control in accordance with a command from 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) fit 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. In addition to autonomous driving related mobility services 700, not-shown 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) are connected to MSPF 600. 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.
<Configuration of Vehicle>
During autonomous driving of vehicle 10, 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, daring 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.
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 Mom 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).
The MU 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 UPS detects a position of vehicle 10 based on information received from a plurality of UPS 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) 111A and a VCIB 111B. Each of VCIBs 111A and 111B 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). VCIB 111A and VCIB 111B are basically equivalent in function to each other. VCIB 111A and VCIB 111B are partially different from each other in a plurality of systems connected thereto that make up VP 120.
Each of VCIBs 111A and 111B is communicatively connected to compute assembly 210 of ADK 200 over the CAN or the like. VCIB 111A and VCIB 111B are communicatively connected to each other.
Each of VCIBs 111A and 111B relays various instructions from ADK 200 and provides them as control commands to VP 120. More specifically, each of VCIBs 111A and 111B 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 111A and 111B processes or relays various types of vehicle information output from VP 120 and provides the vehicle information as a vehicle state to ADK 200.
For at least one of systems of VP 120 such as a brake system and a steering system, VCIBs 111A and 111B 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 (Unction (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 121A and 121B, steering systems 122A and 122B, an electric paring brake (EPB) system 123A, a P-Lock system 123B, a propulsion system 124, a pre-crash safety (PCS) system 125, and a body system 126.
Brake system 121B, steering system 122A, EPB system 123A, P-Lock system 123B, propulsion system 124, and body system 126 of the plurality of systems of VP 120 are communicatively connected to VCIB 111A through a communication bus.
Brake system 121A, steering system 122B, and P-Lock system 1238 of the plurality of systems of VP 120 are communicatively connected to VCIB 111B through a communication bus.
Brake systems 121A and 121B can control a plurality of braking apparatuses (not shown) provided in wheels of vehicle 10. The braking apparatus includes, for example, a brake system that is operated with a hydraulic pressure regulated by an actuator. Brake system 121A and brake system 121B may be equivalent in function to each other. Alternatively, any one of brake systems 121A and 121B ma 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 121B. 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 121B. For example, 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 reverse travel of vehicle 10. Brake system 121B fixes or confirms the rotation direction of each wheel based on the pulses from wheel speed sensor 127. Then, brake system 121B provides information indicating the fixed rotation direction of each wheel to VCIB 111A.
Brake system 121B determines whether or not vehicle 10 has come to a standstill based on the fixed rotation direction of each wheel. Specifically, when the speed of all wheels is set to zero and when all (for example, four) wheel speed values are zero during a certain time period since the speed of all wheels was set to zero, brake system 1218 determines that vehicle 10 has come to a standstill. When brake system 1218 determines that vehicle 10 has come to a standstill, the brake system provides information indicating “Standstill” to VCIB 111A.
Each of brake systems 121A and 121B 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. For example, brake systems 121A and 121B control the braking apparatus based on a braking instruction generated in one of brake systems 121A and 121B, 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 122A and 122B can control steering angle of a stet, wheel of vehicle 10 with steering apparatus (not shown). The steering apparatus includes, example, rack-and-pinion electric: power steering (EPS) that allows adjustment of a steering angle by an actuator.
Steering systems 122A and 122B are equivalent in function to each other. Each of steering systems 122A and 122B 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. For example, steering systems 122A and 122B control the steering apparatus based an the steering instruction generated in one of steering systems 122A and 122B, 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 128A is connected to steering system 122A. A pinion angle sensor 128B is connected to steering system 132B. Each of pinion angle sensors 128A and 128B detects an angle of rotation (a pinion angle) of a pinion gear coupled to a rotation shaft of the actuator. Pinion angle sensors 128A and 128B output detected pinion angles to steering systems 122A and 122B, respectively.
EPB system 123A 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, to for example, with an actuator capable of regulating a hydraulic pressure to be supplied to the braking apparatus separately from brake systems 121A and 121B. EPB system 123A 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 123B 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 123B 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 121B. PCS system 125 carries out control to avoid collision of vehicle 10 or to mitigate damage by using a result of detection b a camera/radar 129. For example, 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. When PCS system 125 determines that there is possibility of collision with the Object, it outputs a braking instruction to brake system 1218 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.
<Determination of Moving Direction of Vehicle>
In order for ADK 200 to create an appropriate driving plan in autonomous driving, a state of vehicle main body 100 is desirably appropriately obtained. The moving direction of vehicle 10 represents one of important parameters that indicate a state of vehicle main body 100. By obtaining the moving direction of vehicle 10, ADK 200 can recognize, for example, a traveling state of vehicle 10. In the present embodiment, vehicle control interface 110 determines the moving direction of vehicle 10 based on various types of information from VP 120. Then, vehicle control interface 110 provides a signal indicating the moving direction of vehicle 10 (a signal indicating an actual moving direction (Actual_Moving_Direction)) to ADK 200. The moving direction of vehicle 10 can thus appropriately be conveyed to ADK 200. An approach to determination of the moving direction of vehicle 10 will specifically be described below. Though an example in which vehicle 10 includes four wheels is described below, the present disclosure can be applied similarly also to a vehicle including at most three wheels or a vehicle including at least five wheels.
VP 120 (brake system 121B in the present embodiment) fixes the rotation direction of each wheel (a front left wheel, a front right wheel, a rear left wheel, and a rear right wheel) based on an output from wheel speed sensor 127. Then, VP 120 provides information (WheelSpeed_Rotation) indicating the fixed rotation direction of each wheel to vehicle control interface 110. The information indicating the rotation direction of the wheel provided from VP 120 to vehicle control interface 110 includes information indicating the rotation direction (forward rotation) in which vehicle 10 travels forward or the rotation direction (reverse rotation) in which vehicle 10 travels rearward.
As described above, VP 120 determines Whether or not vehicle 10 has conic to a standstill based on the output from wheel speed sensor 127. Specifically, when the speed of all of four wheels has been set to zero and when all (for example, four) wheel speed values are zero during a certain time period since the speed of all of the four wheels was set to zero, VP 120 determines that vehicle 10 has come to a standstill. When VP 120 determines that vehicle 10 has come to a standstill, VP 120 provides information indicating “Standstill” that indicates stop of vehicle 10 to vehicle control interface 110. The certain time period may be set, for example, to 500 ms. The certain time period is not limited to the above and can be set as appropriate depending on specifications of vehicle 10.
Vehicle control interface 110 determines the moving direction of vehicle 10 based on various types of information received from VP 120. Then, vehicle control interface 110 provides a signal indicating the determined moving direction (the signal indicating the actual moving direction) of vehicle 10 to ADK 200.
When vehicle control interface 110 obtains information indicating “Standstill” from VP 120, it determines the moving direction of vehicle 10 as “Standstill”.
When vehicle control interface 110 has not obtained information indicating “Standstill” from VP 120, it determines the moving direction of vehicle 10 based on majority rule based on information indicating the rotation direction of the wheel. Specifically, when the number of wheels rotating in the forward rotation direction is larger than the number of wheels rotating in the reverse rotation direction, vehicle control interface 110 determines the moving direction of vehicle 10 as “Forward”. When the number of wheels rotating in the reverse rotation direction is larger than the number of wheels rotating in the forward rotation direction, vehicle control interface 110 determines the moving direction of vehicle 10 as “Reverse”. When the number of wheels rotating in the forward rotation direction is equal to the number of wheels rotating in the reverse rotation direction, vehicle control interface 110 determines the moving direction of vehicle 10 as “Undefined”. In the present embodiment, when the number of wheels rotating in the forward rotation direction is larger than two, vehicle control interface 110 determines the moving direction of vehicle it as “Forward”. When the number of wheels rotating in the reverse rotation direction is larger than two, vehicle control interface 110 determines the moving direction of vehicle 10 as “Reverse”, When the number of Wheels rotating in the forward rotation direction is two and the number of wheels rotating in the reverse rotation direction is two, vehicle control interface 110 determines the moving direction of vehicle 10 as “Undefined”. For example, a case that driving wheels slip when the vehicle slips down on a slope or a snow-covered road is assumed as the example where the number of wheels rotating in the forward rotation direction is equal to the number of wheels rotating in the reverse rotation direction.
Referring to
When vehicle control interface 110 determines the moving direction of vehicle 10 as “Forward”, it sets the value 0 in the signal indicating the actual moving direction. When vehicle control interface 110 determines the moving direction of vehicle 10 as “Reverse”, it sets the value 1 in the signal indicating the actual moving direction. When vehicle control interface 110 determines the moving direction of vehicle 10 as “Standstill”, it sets the value 2 in the signal indicating the actual moving direction. When vehicle control interface 110 determines the moving direction of vehicle 10 as “Undefined”, it sets the value 3 in the signal indicating the actual moving direction.
When vehicle control interface 110 sets the signal indicating the actual moving direction, it provides the set signal indicating the actual moving direction to ADK 200. ADK 200 that has received the signal indicating the actual moving direction set as above can recognize the moving direction of vehicle 10 based on the value indicated in the signal.
<Procedure of Processing Performed in VP>
VP 120 determines whether or not the speed of all wheels, that is, four wheels, included in vehicle 10 is 0 (a step 1, the step being abbreviated as “S” below). When the speed of all of the four wheels is not zero (NO in S1), VP 120 skips processing thereafter and the process returns.
When the speed of all of the four wheels is zero (YES in S1), VP 120 determines whether or not a certain time period has elapsed since the speed of all of the four wheels was set to zero (S3). When the certain time period has not elapsed (NO in S3), the process returns.
When the certain time period has elapsed, that is, when four wheel speed values are zero during the certain time period (YES in S3), VP 120 provides information Indicating “Standstill” to vehicle control interface 110 (S5).
<Procedure of Processing for Determining Moving Direction of Vehicle>
Vehicle control interface 110 determines whether or not it has received information indicating “Standstill” from VP 120 (S11). When vehicle control interface 110 has received information indicating “Standstill” from VP 120 (YES in S11), it determines the moving direction of vehicle 10 as “Standstill” and sets the value 2 in the signal indicating the actual moving direction (S12).
When vehicle control interface 110 has not received information indicating “Standstill” from VP 120 (NO in S11), it determines whether or not the number of wheels rotating in the forward rotation direction is larger than two (S13). When the number of wheels rotating in the forward rotation direction is larger than two (YES in S13), vehicle control interface 110 determines the moving direction of vehicle 10 as “Forward” and sets the value 0 in the signal indicating the actual moving direction (S14).
When the number of wheels rotating in the forward rotation direction is not larger than two (NO in S13), that is, when the number of wheels rotating in the forward rotation direction is equal to or smaller than two, vehicle control interface 110 determines whether or not the number of wheels rotating in the reverse rotation direction is larger than two (S15). When the number of wheels rotating in the reverse rotation direction is larger than two (YES in S15), vehicle control interface 110 determines the moving direction of vehicle 10 as “Reverse” and sets the value 1 in the signal indicating the actual moving direction (S16).
When the number of wheels rotating in the reverse rotation direction is not larger than two (NO in S15), that is, when the number of wheels (two) rotating in the forward rotation direction is equal to the number of wheels (two) rotating in the reverse rotation direction, vehicle control interface 110 determines the moving direction of vehicle 10 as “Undefined” and sets the value 3 in the signal indicating the actual moving direction (S17).
When vehicle control interface 110 sets a value in the signal indicating the actual moving direction, it provides the signal indicating the actual moving direction to ADK 200 (S18). ADK 200 can thus recognize the moving direction of vehicle 10.
As set forth above, in the MaaS system according to the present embodiment, vehicle control interface 110 that interfaces between VP 120 and ADK 200 is provided. Vehicle control interface 110 determines the moving direction of vehicle 10 based on various types of information from VP 120. Then, vehicle control interface 110 provides the signal indicating the moving direction (the signal indicating the actual moving direction) of vehicle 10 to ADK 200. The moving direction of vehicle 10 can thus appropriately be conveyed to ADK 200, By appropriately conveying the moving direction of vehicle 10, ADK 200 can create a more proper driving plan and hence accuracy in autonomous driving can be enhanced.
Even though a developer of vehicle main body 100 is different from a developer of ADK 200, they can be in coordination with each other owing to development of vehicle main body 100 and ADK 200 in accordance with a procedure and a data format (API) determined for vehicle control interface 110.
Though an example in which vehicle control interface 110 determines the moving direction of vehicle 10 is described. In the present embodiment, VP 120 may determine the moving direction of vehicle 10. In this case, vehicle control interface 110 relays the signal indicating the moving direction of vehicle 10 provided from VP 120 and provides the signal to ADK 200.
[Aspects]
The exemplary embodiment described above will be understood by a person skilled in the art as a specific example of aspects below.
(Clause 1) A vehicle according to one aspect 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 control interface provides to the autonomous driving system, a signal indicating a moving direction of the vehicle that is determined based on the majority rule in connection with rotation directions of wheels.
(Clause 2) In the vehicle described in Clause 1, all wheel speed values are zero during a certain time period, the vehicle control interface provides to the autonomous driving system, a signal indicating “Standstill” as the signal indicating the moving direction of the vehicle.
(Clause 3) in the vehicle described in Clause 1 or 2, when the number of wheels rotating in a forward rotation direction is larger than the number of wheels rotating in a reverse rotation direction, the vehicle control interface provides a signal indicating “Forward” to the autonomous driving system, and when the number of wheels rotating in the reverse rotation direction is larger than the number of wheels rotating in the forward rotation direction, the vehicle control interface provides a signal indicating “Reverse” to the autonomous driving system.
(Clause 4) In the vehicle described in any one Clauses 1 to 3, when the number of wheels rotating in a forward rotation direction is equal e number of wheels rotating in a reverse rotation direction, the vehicle control interface provides information indicating “Undefined” to the autonomous driving system.
(Clause 5) A vehicle according to one aspect 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 control interface provides to the autonomous driving system, a signal indicating a moving direction of the vehicle that is determined based on the majority rule in connection with rotation directions of wheels.
(Clause 6) In the vehicle described in Clause 5, when all wheel speed values are zero during a certain time period, the vehicle control interface provides to the autonomous driving system, a signal indicating “Standstill” as the signal indicating the moving direction of the vehicle.
(Clause 7) In the vehicle described in Clause 5 or 6, when the number of wheels rotating in a forward rotation direction is larger than the number of wheels rotating in a reverse rotation direction, the vehicle control interface provides a signal indicating “Forward” to the autonomous driving system, and when the number of wheels rotating in the reverse rotation direction is larger than the number of wheels rotating in the forward rotation direction, the vehicle control interface provides a signal indicating “Reverse” to the autonomous driving system.
(Clause 8) In the vehicle described in any one of Clauses 5 to 7, when the number of wheels rotating in a forward rotation direction is equal to the number of wheels rotating in a reverse rotation direction, the vehicle control interface provides information indicating “Undefined” to the autonomous driving system.
(Clause 9) A method of controlling a vehicle according to one aspect 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 providing to the autonomous driving system, by the vehicle control interface, a signal indicating a moving direction of the vehicle that is determined based on the majority rule in connection with rotation directions of wheels.
(Clause 10) The method of controlling a vehicle described in Clause 9 further includes providing to the autonomous driving system, by the vehicle control interface, a signal indicating “Standstill” as the signal indicating the moving direction of the vehicle when all wheel speed values are zero during a certain time period.
(Clause 11) The method of controlling a vehicle described in Clause 9 or 10 further includes providing, by the vehicle control interface, a signal indicating “Forward” to the autonomous driving system when the number of wheels rotating in a forward rotation direction is larger than the number of wheels rotating in a reverse rotation direction, and providing, by the vehicle control interface, a signal indicating “Reverse” to the autonomous driving system when the number of wheels rotating M the reverse rotation direction is larger than the number of wheels rotating in the forward rotation direction.
(Clause 12) The method of controlling a vehicle described in any one of Clauses 9 to 11 further includes providing, by the vehicle control interface, information indicating “Undefined” to the autonomous driving system when the number of wheels rotating in a forward rotation direction is equal to the number of wheels rotating in a reverse rotation direction.
Toyota's MaaS Vehicle Platform
API Specification
for ADS Developers
[Standard Edition #0.1]
History of Revision
Index
1. Outline 4
2. Structure 5
3. Application Interfaces 7
1. Outline
1.1. Purpose of this Specification
This document is an API specification of Toyota Vehicle Platform and contains the outline, the usage and the caveats of the application interface.
1.2. Target Vehicle
e-Palette, MaaS vehicle based on the POV (Privately Owned Vehicle) manufactured by Toyota
1.3. Definition of Term
1.4. Precaution for Handling
This is an early draft of the document.
All the contents are subject to change. Such changes are notified to the users. Please note that some parts are still T.B.D. will be updated in the future.
2. Structure
2.1. Overall Structure of MaaS
The overall structure of MaaS with the target vehicle is shown (
Vehicle control technology is being used as an interface for technology providers.
Technology providers can receive open. API such as vehicle state and vehicle control, necessary for development of automated driving systems.
2.2. System Structure of MaaS Vehicle
The system architecture as a premise is shown (
The target vehicle will adopt the physical architecture of using CAN for the bus between ADS and VCIB. In order to realize each API in this document, the CAN frames and the bit assignments are shown in the form of “bit assignment table” as a separate document.
3. Application Interfaces
3.1. Responsibility Sharing of when Using APIs
Basic responsibility sharing between ADS and vehicle VP is as follows when using APIs.
[ADS]
The ADS should create the driving plan, and should indicate vehicle control values to the VP.
[VP]
The Toyota VP should control each system of the VP based on indications from an ADS.
3.2. Typical Usage of APIs
In this section, typical usage of APIs is described.
CAN will be adopted as a communication line between ADS and VP. Therefore, basically. APIs should be executed every defined cycle time of each API by ADS.
A typical workflow of ADS of when executing APIs is as follows (
3.3. APIs for Vehicle Motion Control
In this section, the APIs for vehicle motion control which is controllable in the MaaS vehicle is described,
3.3.1. Functions
3.3.1.1. Standstill, Start Sequence
The transition to the standstill (immobility) mode and the vehicle start sequence are described. This function presupposes the vehicle is in Autonomy_State=Autonomous Mode. The request is rejected in other modes.
The below diagram shows an example.
Acceleration Command requests deceleration and stops the vehicle. Then, when Longitudinal_Velocity is confirmed as 0 [km/h], Standstill Command “Applied” is sent, After the brake hold control is finished, Standstill Status becomes “Applied”. Until then, Acceleration Command has to continue deceleration request. Either Standstill Command “Applied” or Acceleration Command's deceleration request were canceled, the transition to the brake hold control will not happen. After that, the vehicle continues to be standstill as far as Standstill Command “Applied” is being sent. Acceleration Command can be set to 0 (zero) during this period.
If the vehicle needs to start, the brake hold control is cancelled by setting Standstill Command to “Released”. At the same time, acceleration/deceleration is controlled based on Acceleration Command (
EPB is engaged when Standstill Status=“Applied” continues for 3 minutes.
3.3.1.2. Direction Request Sequence
The shift change sequence is described. This function presupposes that Autonomy_State=Autonomous Mode. Otherwise, the request is rejected.
Shift change happens only during Actual_Moving_Direction=“standstill”). Otherwise, the request is rejected.
In the following diagram shows, an example. Acceleration Command requests deceleration and makes the vehicle stop. After Actual_Moving_Direction is set to “standstill” am shift position can be requested by Propulsion Direction Command. (In the example below, “D”→“R”).
During shift change, Acceleration Command has to request deceleration.
After the shift change, acceleration/deceleration is controlled based on Acceleration Command value (
3.3.1.3. WheelLock Sequence
The engagement and release of wheel lock is described. This function presupposes Autonomy_State=Autonomous Mode, otherwise the request is rejected.
This function is conductible only during vehicle is stopped. Acceleration Command requests deceleration and makes the vehicle stop. After Actual_Moving_Direction is set to “standstill”, WheelLock is engaged by immobilization Command=“Applied”. Acceleration Command is set to Deceleration until Immobilization Status is set to “Applied”.
If release is desired, immobilization Command=“Release” is requested when the vehicle is stationary. Acceleration Command is set to Deceleration at that time.
After this, the vehicle is accelerated/decelerated based on Acceleration Command value (
3.3.1.4. Road_Wheel_Angle Request
This function presupposes Autonomy_State=“Autonomous Mode” and the request is rejected otherwise.
Tire Turning Angle Command is the relative value from Estimated_Roadheel_Angle_Actual.
For example, in case that Estimated_Road_Wheel_Angle_Actual=0.1 [rad] while the vehicle is going straight;
If ADS requests to go straight ahead, Tire Turning Angle Command should be set to 0+0.1=0.1. [rad].
If ADS requests to steer by −0.3 [rad], Tire Turning Angie Command should be set to −3+0.1=−0.2 [rad].
3.3.1.5. Rider Operation
3.3.1.5.1. Acceleration Pedal Operation
While in Autonomous driving mode, accelerator pedal stroke is eliminated from the vehicle acceleration demand selection.
3.3.1.5.2. Brake Pedal Operation
The action when the brake pedal is operated. In the autonomy mode, target vehicle deceleration is the sum of 1) estimated deceleration from the brake pedal stroke and 2) deceleration request from AD system.
3.3.1.5.3. Shift_Lever_Operation
In Autonomous driving mode, driver operation of the shift lever is not reflected in Propulsion Direction Status.
If necessary, ADS confirms Propulsion Direction by Driver and changes shift position by using Propulsion Direction Command.
3.3.1.5.4. Steering Operation
When the driver (rider) operates the steering, the maximum is selected from
1) the torque value estimated from driver operation angle, and
2) the torque value calculated from requested wheel angle.
Note that Tire Turning Angle Command is not accepted if the driver strongly turns the steering wheel. The above-mentioned is determined by Steering_Wheel_Intervention flag
3.3.2. Inputs
3.3.2.1. Propulsion Direction Command
Request to switch between forward (D range) and back (R range)
Values
Remarks
3.3.2.2. Immobilization Command
Request to engage/release WheelLock
Values
Remarks
3.3.2.3. Standstill Command
Request: the vehicle to be stationary
Values
Remarks
There are more cases where the request is not accepted. Details are T.B.D.
3.3.2.4. Acceleration Command
Command vehicle acceleration.
Values
Estimated_Max_Decel_Capability to Estimated_Max_Accel_Capability [m/s2]
Remarks
3.3.2.5. Tire Turning Angle Command
Command Tire Turning Angle
Values
Remarks
3.3.2.6. Autonomization Command
Request to transition between manual mode and autonomy mode
Values
3.3.3. Outputs
3.3.3.1. Propulsion Direction Status
Current Shift Range
Values
Remarks
3.3.3.2. Propulsion Direction by Driver
Shift Lever Position by Driver Operation
Values
Remarks
3.3.3.3. Immobilization Status
Output EPB and Shift-P status
Values
<Primary>
<Secondary>
Remarks
3.3.3.4. Immobilization Request by Driver
Driver operation of EPB switch
Values
Remarks
3.3.3.5. Standstill Status
Vehicle Stationary Status
Values
Remarks
3.3.3.6. Estimated_Coasting_Rate
Estimated vehicle deceleration when throttle is closed.
Values
[unit: m/s2]
Remarks
3.3.3.7. Estimated_Max_Accel_Capability
Estimated maximum acceleration
Values
[unit: m/s2],
Remarks
3.3.3.8 Estimated_Max_Decel_Capability
Estimated maximum deceleration
Values
−9.8 to 0 [unit: m/s2]
3.3.3.9. Estimate_Road_Wheel_Angle_Actual
Front wheel steer angle
Values
Remarks
3.3.3.10. Estimated_Road_Wheel_Angle_Rate_Actual
Front wheel steer angle rate
Values
Remarks
3.3.3.11. Steering_Wheel_Angle_Actual
Steering wheel angle
Values
Remarks
3.3.3.12. Steering_Wheel_Angle_Rate_Actual
Steering wheel angle rate
Values
Remarks
The steering angle rate converted from the steering assist motor angle rate
Current_Road_Wheel_Angle_Rate_Limit
Road wheel angle rate limit
Values
Remarks
Calculated from the “vehicle speed—steering angle rate” chart like below
A) At a very low speed or stopped situation, use fixed value of 0.4 [rad/s]
B) At a higher speed, the steering angle rate is calculated from the vehicle speed using 2.94 m/s3
The threshold speed between A and B is 10 [km/h] (
3.3.3.14. Estimated_Max_Lateral_Acceleration_Capability
Estimated max lateral acceleration
Values
2.94 [unit: m/s2] fixed value
Remarks
3.3.3.15. Estimated_Max_Lateral_Acceleration_Rate_Capability
Estimated max lateral acceleration rate
Values
2.94 [unit: m/s2] fixed value
Remarks
3.3.3.16. Accelerator_Pedal_Position
Position of the accelerator pedal (Flow much is the pedal depressed?)
Values
0 to 100 [unit: %]
Remarks
3.3.3.17. Accelerator_Pedal_Intervention
This signal shows Whether the accelerator pedal is depressed by a driver (intervention).
Values
Remarks
During NVO mode, accelerator request will be rejected. Therefore, this signal t gill not turn to “2”.
Detail design (
3.3.3.18. Brake_Pedal_Position
Position of the brake pedal (How much is the pedal depressed?)
Values
0 to 100 [unit: %]
Remarks
3.3.3.19. Brake_Pedal_Intervention
This signal shows whether the brake pedal is depressed by a driver (intervention).
Values
Remarks
When Brake_Pedal_Position is higher than the defined threshold value (BRK_INTV), this signal [Brake_Pedal_Intervention] will turn to “depressed”.
When the requested deceleration from depressed brake pedal is higher than the requested deceleration from system (ADS, PCS etc.), this signal will turn to “Beyond autonomy deceleration”.
Detail design (
Steering_Wheel_Intervention
This signal shows whether the steering wheel is turned by a river (intervention).
Values
Remarks
3.3.3.21 Shift_Lever_Intervention
This signal shows whether the shift lever is controlled by a driver (intervention).
Values
Remarks
WheelSpeed_FL, WheelSpeed_FR, WheelSpeed_RL, WheelSpeed_RR
wheel speed value
Values
Remarks
3.3.3.23. WheelSpeed_FL_Rotation, WheelSpeed_FR_Rotation, WheelSpeed_RL_Rotation, WheelSpeed_RR_Rotation
Rotation direction of each wheel.
Values
Remarks
3.3.3.24. Actual_Moving_Direction
Rotation direction of wheel
Values
Remarks
3.3.3.25. Longitudinal_Velocity
Estimated longitudinal velocity of vehicle
Values
Remarks
3.3.3.26. Longitudinal_Acceleration
Estimated longitudinal acceleration of vehicle
Values
Remarks
3.3.3.27. Lateral_Acceleration
Sensor value of lateral acceleration of vehicle.
Values
Remarks
3.3.3.28. Yawrate
Sensor value of Yaw rate.
Values
Remarks
The positive value means counterclockwise. The negative value means clockwise.
3.3.3.29. Autonomy_State
State of whether autonomy mode or manual node
Values
Remarks
Autonomy Ready
Situation of whether the vehicle can transition to autonomy mode or not
Values
Remarks
Please see the summary of conditions.
3.3.3.31. Autonomy_Fault
Status of whether the fault regarding a functionality in autonomy mode occurs or not
Values
Remarks
3.4. APIs for BODY control
3.4.1. Functions
T.B.D.
3.4.2. Inputs
3.4.2.1. Turnsignallight_Mode_Command
Command to control the turnsignallight mode of the vehicle platform
Values
Remarks
T.B.D.
Detailed Design
When Turnsignallight_Mode_Command=1, vehicle platform sends left blinker on request.
When Turnsignallight_Mode_Command=2, vehicle platform sends right blinker on request.
3.4.2.2. Headlight_Mode_Command
Command to control the headlight mode of the vehicle platform
Values
Remarks
3.4.2.3. Hazardlight_Mode_Command
Command to control the hazardlight mode of the vehicle platform
Values
Remarks
3.4.2.4. Horn_Pattern_Command
Command to control the pattern of horn ON-time and OFF-time per cycle of the vehicle platform
Values
Remarks
Pattern 1 is assumed to use single short ON, Pattern 2 is assumed to use ON-OFF repeating.
Detail is under internal discussion.
3.4.2.5. Horn_Number_of_Cycle_Command
Command to control the Number of horn ON/OFF cycle of the vehicle platform
Values
0-7 [−]
Remarks
Detail is under internal discussion.
3.4.2.6. Horn_Continous_Command
Command to control of horn ON of the vehicle platform
Values
Remarks
3.4.2.7. Windshieldwiper_Mode_Front_Command
Command to control the front windshield wiper of the vehicle platform
Values
Remarks
3.4.2.8 Windshieldwiper_Intermittent_Wiping_Speed_Command
Command to control the Windshield wiper actuation interval at the Intermittent mode
Values
Remarks
Windshieldwiper_Mode_Rear_Command
Command to control the rear windshield wiper mode of the vehicle platform
Values
Remarks
3.4.2.10. Hvac_1st_Command
Command to start/stop 1st row air conditioning control.
Values
Remarks
Therefore, in order to control 4 (four) hvacs (1st_left/right, 2nd_left/right) individually, VCIB achieves the following procedure after Ready-ON. (This functionality will be implemented from the CV.)
#1: Hvac_1st_Command=ON
#2: Hvac_2nd_Command=ON
#3: Hvac_TargetTemperature_2nd_Left_Command
#4: Hvac_TargetTemperature_2nd_Right_Command
#5: Hvac_Fan_Level_2nd_Row_Command
#6: Hvac_2nd_Row_AirOutlet_Mode_Command
#7: Hvac_TargetTemperature_1st_Left_Command
#8: Hvac_TargetTemperature_1st_Right_Command
#9: Hvac_Fan_Level_1st_Row_Command
#10: Hvac_1st_Row_AirOutlet_Mode_Command
3.4.2.11 Hvac_2nd_Command
Command to start/stop 2nd row air conditioning control.
Values
Remarks
3.4.2.12. Hvac_TargetTemperature_1st_Left_Command
Command to set the target temperature around front left area.
Values
Remarks
3.4.2.13. Hvac_TargetTemperature_1st_Right_Command
Command to set the target temperature around front right area
Values
Remarks
3.4.2.14. Hvac_TargetTemperature_2nd_Left_Command
Command to set the target temperature around rear left area
Values
Remarks
3.4.2.14. Hvac_TargetTemperature_2nd_Right_Command
Command to set the target temperature around rear right area
Values
Remarks
3.4.2.16. Hvac_Fan_Level_1st_Row_Command
Command to set the fan level on the front AC.
Values
Remarks
3.4.2.17. Hvac_Fan_Level_2nd_Row_Command
Command to set the fan level on the rear AC
Values
Remarks
If you would like to turn the fan level to AUTO, you should transmit “Hvac_2nd_Command=ON”.
3.4.2.18. Hvac_1st_Row_AirOutlet_Mode_Command
Command to set the mode of 1st row air outlet
Values
Remarks
3.4.2.19. Hvac_2nd_Row_AirOutlet_Mode_CommandCommand to set the mode of 2nd row air outlet
Values
Remarks
3.4.2/20. Hvac_Recirculate_Command
Command to set the air recirculation mode
Values
Remarks
3.4.2.21. Hvac_AC_Command
Command to set the AC mode
Values
Remarks.
N/A
3.4.3. Outputs
3.4.3.1. Turnsignallight_Mode_Status
Status of the current turnsignallight mode of the vehicle platform
Values
Remarks
3.4.3.2. Headlight_Mode_Status
Status of the current headlight mode of the vehicle platform
Values
Remarks
N/A
Detailed Design
3.4.3.3. Hazardlight_Mode_Status
Status of the current hazard lamp mode of the vehicle platform
Values
Remarks
N/A
3.4.3.4. Horn_Status
Status of the current horn of the vehicle platform
Values
Remarks
3.4.3.5. Windshieldwiper_Mode_Front_Status
Status of the current front windshield wiper mode of the vehicle platform
Values
Remarks
Fail Mode Conditions
3.4.3.6. Windshieldwiper_Mode_Rear_Status
Status of the current rear windshield wiper mode of the vehicle platform
Values
Remarks
3.4.3.7. Hvac_1st_Status
Status of activation of the 1st row HVAC
Values
Remarks
3.4.3.8. Hvac_2nd_Status
Status of activation of the 2nd row HVAC
Values
Remarks
3.4.3.9. Hvac_Temperature_1st_Left_Status
Status of set temperature of 1st row left
Values
Remarks
3.4.3.10. Hvac_Temperature_1st_Right_Status
Status of set temperature of 1st row right
Values
Remarks
3.4.3.11. Hvac_Temperature_2nd_Left_Status
Status of set temperature of 2nd row left
Values
Remarks
3.4.3.11. Hvac_Temperature_2nd_Right_Status
Status of set temperature of 2nd row right
Values
Remarks
3.4.3.13. Hvac_Fan_Level_1st_Row_Status
Status of set fan level of 1st row
Values
Remarks
3.4.3.13. Hvac_Fan_Level_2nd_Row_Status
Status of set fan level of 2nd row
Values
Remarks
3.4.3.15. Hvac_1st_Row_AirOutlet_Mode_Status
Status of mode of 1st row air outlet
Values
Remarks
3.4.3.17. Hvac_2nd_Row_AirOutlet_Mode_Status
Status of mode of 2nd row air outlet
Values
Remarks
3.4.3.17. Hvac_Recirculate_Status
Status of set air recirculation mode
Values
Remarks
3.4.3.18. Hvac_AC_Status
Status of set AC mode
Values
Remarks
3.4.3.19. 1st_Right_Seat_Occupancy_Status
Seat occupancy status in 1st left seat
Values
Remarks
When there is luggage on the seat, this signal may be set to “Occupied”.
3.4.3.20. 1st_Left_Belt_Status
Status of driver's seat belt buckle switch
Values
Remarks
It is checking to a person in charge, when using it (Outputs “undetermined=10” as an initial value.)
The judgement result of buckling/unbuckling shall be transferred to CAN transmission buffer within 1.3 s after IG_ON or before allowing firing, whichever is earlier.
3.4.3.21. 1st_Right_Seat_Belt_Status
Status of passenger's seat belt buckle switch
Values
Remarks
It is checking to a person in charge, when using it, (Outputs “undetermined=10” as an initial value.)
3.4.3.22. 2nd_Left_Seat_Belt_Status
Seat belt buckle switch status in 2nd left seat
Values
Remarks
3.4.3.23. 2nd_Right_Seat_Belt_Status
Seat bell buckle switch status in 2nd right seat
Values
Remarks
3.5. APIs for Power Control
3.5.1. Functions
T.B.D.
3.5.2. Inputs
3.5.2.1. Power_Mode_Request
Command to control the power mode of the vehicle platform
Values
Remarks
The followings are the explanation of the three power modes, i.e. [Sleep][Wake][Driving Model], which are controllable via API.
[Sleep]
Vehicle power off condition. In this mode, the high voltage battery does not supply power, and neither VCIB nor other VP ECUs are activated.
[Wake]
VCIB is awake by the low voltage battery. In this mode, ECUs other than VCIB are not awake except for some of the body electrical ECUs.
[Driving Model]
Ready ON mode. In this mode, the high voltage battery supplies power to the whole VP and all the VP ECUs including VCIB are awake.
3.5.3. Outputs
3.5.3.1. Power_Mode_Status
Status of the current power mode of the vehicle platform
Values
Remarks
3.6. APIs for Safety
3.6.1. Functions
T.B.D.
3.6.2. Inputs
3.6.3. Outputs
3.6.3.1. Request for Operation Request for operation according to status of vehicle platform toward ADS
Values
Remarks
T.B.D.
3.6.3.2. Passive_Safety_Functions_Triggered
Crash detection Signal
Values
Remarks
When the event of crash detection is generated, the signal is transmitted 50 consecutive times every 100 [ms]. If the crash detection state changes before the signal transmission is completed, the high signal of priority is transmitted.
Priority: crash detection>normal
Transmission interval is 100 ms within fuel cutoff motion delay allowance time (1 s) so that data can be transmitted more than 5 times. In this case, an instantaneous power interruption is taken into account,
3.6.3.3. Brake_System_Degradation_Modes
Indicate Brake_System status
Values
Remarks
3.6.3.4. Propulsive_System_Degradation_Modes
Indicate Powertrain_System status.
Values
Remarks
3.6.3.5. Direction_Control_Degradation_Modes
Indicate Direction_Control status
Values
Remarks
3.6.3.6. Wheel_Lock_Control_Degradation_Modes
Indicate WheelLock_Control status
Values
Remarks
3.6.3.7. Steering_System_Degradation_Modes
Indicate Steering_System status
Values
Remarks
3.6.3.8. Power_System_Degradation_Modes
[T.B.D]
3.6.3.9. Communication_Degradation_Modes
3.7. APIs for Security
3.7.1. Functions
T.B.D.
3.7.2. Inputs
3.7.2.1. 1st_Left_Door_Lock_Command, 1st_Right_Door_Lock_Command, 2nd_Left_Door_Lock_Command, 2nd_Right_Door_Lock_Command
Command to control each door lock of the vehicle platform
Values
Remarks
3.7.2.2. Central_Vehicle_Lock_Exterior_Command
Command to control the all door lock of the vehicle platform.
Values
Remarks
3.7.3. Outputs
3.7.3.1. 1st_Left_Door_Lock_Status
Status of the current 1st-left door lock mode of the vehicle platform
Values
Remarks
3.7.3.2. 1st_Right_Door_Lock_Status
Status of the current 1st-right door lock mode of the vehicle platform
Values
Remarks
3.7.3.3. 2nd_Left_Door_Lock_Status
Status of the current 2nd-left door lock mode of the vehicle platform
Values
Remarks
3.7.3.4. 2nd_Right_Door_Lock_Status
Status of the current 2nd-right door lock mode of the vehicle platform
Values
Remarks
3.7.3.5. Central_Vehicle_Exterior_Locked_Status
Status of the current all door lock mode of vehicle platform
Values
Remarks
3.7.3.6. Vehicle_Alarm_Status
Status of the current vehicle alarm of the vehicle platform
Values
Remarks
N/A
3.8. APIs for MaaS Service
3.8.1. Functions
T.B.D.
3.8.2. Inputs
3.8.3 Outputs
Toyota's MaaS Vehicle Platform
Architecture Specification
[Standard Edition #0.1]
History of Revision
Index.
1. General Concept 4
2. Safety Concept 7
3. Security Concept 10
4. System Architecture 12
5. Function Allocation 15
6. Data. Collection 18
1. General Concept
1.1. Purpose of this Specification
This document is an architecture specification of Toyota's MaaS Vehicle Platform and contains the outline of system in vehicle level.
1.2. Target Vehicle Type
This specification is applied to the Toyota vehicles with the electronic platform called 19ePF [ver.1 and ver.2]
The representative vehicle with 19ePF is shown as follows.
e-Palette, Sienna, RAV4, and so on.
1.3. Definition of Term
1.4. Precaution for Handling
This is an early draft of the document.
All the contents are subject to change, Such changes are notified to the users. Please note that some parts are still T.B.D. will be updated in the future.
2. Architectural Concept
2.1. Overall Structure of MaaS
The overall structure of MaaS with the target vehicle is shown (
Vehicle control technology is being used as an interface for technology providers.
Technology providers can receive open APE such as vehicle state and vehicle control, necessary for development of automated driving systems.
2.2. Outline of System Architecture an the Vehicle
The system architecture on the vehicle as a premise is shown (
The target vehicle of this document will adopt the physical architecture of using CAN for the bus between ADS and VCIB. In order to realize each API in this document, the CAN frames and the bit assignments are shown in the form of “bit assignment chart” as a separate document.
2.3. Outline of Power Supply Architecture on the Vehicle
The power supply architecture as a premise is shown as follows (
The blue colored parts are provided from an ADS provider. And the orange colored parts are provided from the VP.
The power structure for ADS is isolate from the power structure for VP. Also, the ADS provider should install a redundant power structure isolated from the VP.
3. Safety Concept
3.1. Overall Safety Concept
The basic safety concept is shown as Follows.
The strategy of bringing the vehicle to a safe stop when a failure occurs is shown as follows (
1. After occurrence of a failure, the entire vehicle executes “detecting a failure” and “correcting, an impact of failure” and then achieves the safety state 1.
2. Obeying the instructions from the ADS, the entire vehicle stops in a safe space at a safe speed (assumed less than 0.2 G).
However, depending on a situation, the entire vehicle should happen a deceleration more than the above deceleration if needed.
3. After stopping, in order to prevent slipping down, the entire vehicle achieves the safety state 2 by activating the immobilization system.
See the separated document called “Fault Management” regarding notifiable single failure and expected behavior for the ADS.
3.2. Redundancy
The redundant functionalities with Toyota's MaaS vehicle are shown.
Toyota's Vehicle Platform has the following redundant functionalities to meet the safety goals led from the functional safety analysis.
Redundant Braking
Any single failure on the Braking System doesn't cause loss of braking functionality. However, depending on where the failure occurred, the capability left might not be equivalent to the primary system's capability. In this case, the braking system is designed to prevent the capability from becoming 0.3 G or less.
Redundant Steering
Any single failure on the Steering System doesn't cause loss of steering functionality. However, depending on where the failure occurred, the capability left might not be equivalent to the primary systems capability. In this case, the steering system is designed to prevent the capability front becoming 0.3 G or less.
Redundant Immobilization
Toyota's MaaS vehicle has 2 immobilization systems, i.e. P lock and EPB. Therefore, any single failure of immobilization system doesn't cause loss of the immobilization capability. However, in the case of failure, maximum stationary slope angle is less steep than when the systems are healthy.
Redundant Power
Any single failure on the Power Supply System doesn't cause loss of power supply functionality. However, in case of the primary power failure, the secondary power supply system keeps supplying power to the limited systems for a certain time.
Redundant Communication
Any single failure on the Communication System doesn't cause loss of all the communication functionality. System which needs redundancy has physical redundant communication lines. For more detail information, see the chapter “Physical LAN architecture (in-Vehicle)”.
4. Security Concept
4.1. Outline
Regarding security, Toyotas MaaS vehicle adopts the security document issued by Toyota as an upper document.
4.2. Assumed Risks
The entire risk includes not only the risks assumed on the base e-PF hut also the risks assumed for the Autono-MaaS vehicle.
The entire risk is shown as follows.
[Remote Attack]
[Modification]
4.3. Countermeasure for the Risks
The countermeasure of the above assumed risks is shown as follows.
4.3.1. The Countermeasure for a Remote Attack
The countermeasure for a remote attack is shown as follows.
Since the autonomous driving kit communicates with the center of the operation entity, end-to-end security should be ensured. Since a function to provide a travel control instruction is performed, multi-layered protection in the autonomous driving kit is required. Use a secure microcomputer or a security chip in the autonomous driving kit and provide sufficient security measures as the first layer against access from the outside. Use another secure microcomputer and another security chip to provide security as the second layer. (Multi-layered protection in the autonomous driving kit including protection as the first layer to prevent direct entry from the outside and protection as the second layer as the layer below the former)
4.3.2. The Countermeasure for a Modification
The countermeasure for a modification is shown as follows.
For measures against a counterfeit autonomous driving kit, device authentication and message authentication are carried out, in storing a key, measures against tampering should be provided and a key set is changed for each pair of a vehicle and an autonomous driving, kit. Alternatively, the contract should stipulate that the operation entity exercise sufficient management so as not to allow attachment of an unauthorized kit. For measures against attachment of an unauthorized product by an Autono-MaaS vehicle user, the contract should stipulate that the operation entity exercise management not to allow attachment of an unauthorized kit.
In application to actual vehicles, conduct credible threat analysis together, and measures for addressing most recent vulnerability of the autonomous driving kit at the time of LO should be completed.
5. Function Allocation
5.1. In a Healthy Situation
The allocation of representative functionalities is shown as below (
[Function Allocation]
5.2. In a Single Failure
See the separated document called “Fault Management” regarding notifiable single failure and expected behavior for the ADS.
Though embodiments of the present disclosure have been described above, it should be understood that the embodiments disclosed herein are illustrative and non-restrictive in every respect. The scope of the present invention is defined by the terms of the claims and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2020-015721 | Jan 2020 | JP | national |
This is a continuation of U.S. application Ser. No. 17/154,106, filed on Jan. 21, 2021, which is based on Japanese Patent Application No. 2020-015721 filed with the Japan Patent Office on Jan. 31, 2020, the entire contents of which are hereby incorporated by reference.
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| Number | Date | Country | |
|---|---|---|---|
| 20220244733 A1 | Aug 2022 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 17154106 | Jan 2021 | US |
| Child | 17722673 | US |
