Vehicle

Abstract

A vehicle includes a vehicle platform that controls the vehicle, and an ADK that transmits an instruction for automatic driving to the vehicle platform. A base vehicle of a vehicle platform is provided with a radiator device and a vehicle body ECU (first control device). The heat sink device is configured to have a heat sink fan to cool the ADK. The vehicle body ECU is configured to control the radiator fan in accordance with a command from the ADK.

Description

Technical Field

[0001] The present disclosure relates to autonomously driven vehicles. Background Art

[0002] Japanese Patent Application Laid-Open No. 2019-177807 discloses a vehicle with an autonomous driving kit installed on the roof. The autonomous driving kit includes a computer, a camera, and a sensor installed with autonomous driving control software.

[0003] It should be noted that the automatic driving kit is prone to heat up when automatic driving is continued for a long time. In particular, if the vehicle in automatic driving is not driving but is parked continuously, the automatic driving kit is prone to high temperature because it is not cooled by the running wind. In view of this, in order to make the automatic driving kit operate stably, it is considered to set a cooling device for cooling the automatic driving kit in the automatic driving kit. However, since the automatic driving kit such as that described in Japanese Patent Laid-Open No. 2019-177807 is smaller than the vehicle body, it is difficult to mount a large cooling device such as a radiator device on the automatic driving kit. Therefore, a small cooling device with low cooling performance may be mounted on the automatic driving kit. However, in a vehicle equipped with such an automatic driving kit, when the ability to cool the automatic driving kit is insufficient, it is required to make the automatic driving kit operate in a manner that the temperature of the automatic driving kit does not become excessively high. There is a possibility that the ability of the automatic driving kit cannot be fully utilized. Summary of the invention

[0004] The present disclosure has been made to solve the above-mentioned problems, and an object of the present disclosure is to suppress the temperature rise of an automatic driving kit in a vehicle and to facilitate stable operation of the automatic driving kit.

[0005] A vehicle according to one embodiment of the present disclosure includes a vehicle platform for controlling the vehicle and an autonomous driving kit for sending instructions for autonomous driving to the vehicle platform. The vehicle platform includes a radiator device and a first control device. The radiator device is configured to have a radiator fan to cool the autonomous driving kit. The first control device is configured to control the radiator fan according to instructions from the autonomous driving kit.

[0006] According to the present disclosure, the temperature rise of the automatic driving kit in the vehicle is suppressed, and the automatic driving kit can easily operate stably. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Hereinafter, features, advantages, technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, in which like reference numerals represent like components, wherein:

[0008] Figure 1 It is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present disclosure.

[0009] Figure 2 Yes means Figure 1 A diagram showing details of a control system of the vehicle shown.

[0010] Figure 3 1 is a flowchart showing vehicle control according to an embodiment of the present disclosure.

[0011] Figure 4 It is a diagram for explaining a radiator device and a control method thereof according to an embodiment of the present disclosure.

[0012] Figure 5 Yes means Figure 3 A diagram showing a modified example of the structure shown. DETAILED DESCRIPTION

[0013] Hereinafter, the embodiments of the present disclosure will be described in detail with reference to the accompanying drawings, wherein the same or corresponding parts in the drawings are denoted by the same reference numerals and their description will not be repeated.

[0014] Figure 1 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present disclosure. Figure 1 , vehicle 1 includes VP (vehicle platform) 100 and ADK (autonomous driving kit) 200. VP100 includes VCIB (vehicle control interface box) 110 and base vehicle 120. By adding VCIB110 to base vehicle 120, VP100 capable of loading and unloading ADK200 is formed. VCIB110 is configured to communicate with both base vehicle 120 and ADK200 via a communication bus. Moreover, vehicle 1 is completed by installing ADK200 on VP100. In this embodiment, ADK200 is installed on the roof of base vehicle 120. However, the installation position of ADK200 can be appropriately changed.

[0015] The base vehicle 120 is, for example, a commercially available x electric vehicle (xEV). In this embodiment, a battery electric vehicle (BEV) is used as the base vehicle 120. However, this is not limiting, and the base vehicle 120 may also be an xEV other than a BEV. The base vehicle 120 includes: an integrated control manager 130; various systems and various sensors (wheel speed sensors 127A, 127B, steering angle sensor 127C, etc.) for controlling the base vehicle 120; and a camera 129A, radar sensors 129B, 129C for the active safety system 125 to detect collision risks. The integrated control manager 130 functions as a control device. The integrated control manager 130 comprehensively controls various systems related to the operation of the base vehicle 120 based on the detection results of the on-board sensors.

[0016] Figure 2 Detailed description of the control system of the vehicle 1 is shown in FIG. Figure 1 and Figure 2 ADK200 includes an automatic driving system (hereinafter referred to as "ADS") 210 for performing automatic driving of the vehicle 1. ADS210 includes a computer assembly (hereinafter referred to as "ADSCOM") 211, a recognition sensor 212, a posture sensor 213, a sensor cleaner 216, and a human-machine interface (HMI) 218.

[0017] ADSCOM211 includes computer modules (hereinafter referred to as "ADC") 211A and 211B. Each of ADC211A and 211B has a processor and a storage device that stores autonomous driving software using an API described later, and is configured to be able to execute the autonomous driving software through the processor. The identification sensor 212 obtains environmental information representing the external environment of the vehicle 1. The identification sensor 212 may include at least one of a camera, a millimeter wave radar, and a laser radar. The posture sensor 213 obtains posture information related to the posture of the vehicle 1. The posture sensor 213 may include various sensors that detect the acceleration, angular velocity, and position of the vehicle 1. Each of ADC211A and 211B also has: an image processing circuit that performs image processing on environmental information; and a behavior calculation circuit that calculates the behavior of the vehicle 1 based on the posture information. These circuits generate heat during autonomous driving. HMI218 includes an input device and a reporting device.

[0018] The base vehicle 120 includes a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a body system 126. In this embodiment, each system includes an electronic control unit (hereinafter, also referred to as "ECU").

[0019] In the vehicle 1, the control system related to the behavior (driving / stopping / turning) of the vehicle 1 is redundant. ADC211A and 211B give instructions to the main control system and the sub-control system respectively. VCIB110 includes VCIB111A (control unit of the main control system) and VCIB111B (control unit of the sub-control system). Each control unit may include a computer with a processor and a storage device. VCIB111A and 111B can communicate with each system directly or via Figure 1 The integrated control manager 130 is shown communicating.

[0020] The brake system 121 includes a brake mechanism, an operation unit for receiving a brake operation from a driver, and brake control units 121A and 121B. The steering system 122 includes a steering mechanism, an operation unit for receiving a steering operation from a driver, and steering control units 122A and 122B. The powertrain system 123 includes a shifting device, a vehicle drive device, an EPB device, a P-Lock device, an EPB control unit 123A, a P-Lock control unit 123B, and a propulsion control unit 123C. "EPB" refers to an electric parking brake, and "P-Lock" refers to a parking lock. The shifting device determines a shift gear and switches the propulsion direction and the speed change mode of the base vehicle 120 according to the determined shift gear. In addition to the shifting mechanism, the shifting device also includes an operation unit for receiving a shifting operation from a driver. The vehicle drive device applies propulsion force to the propulsion direction indicated by the shift gear. The vehicle drive device includes a battery and a travel motor that receives power supply from the battery. The vehicle drive device further includes an accelerator pedal that is operated by the driver to accelerate the vehicle 1. The P-Lock device includes an operation unit that receives a parking operation from the driver in addition to the parking lock mechanism and the actuator.

[0021] In this embodiment, various control devices (including the body ECU 126a described later) provided in the base vehicle 120 function individually or in combination as the "first control device" involved in the present disclosure. Each of the ADC 211A and 211B functions as the "second control device" involved in the present disclosure. In addition, each of the VCIB 111A and 111B functions as the "third control device" involved in the present disclosure.

[0022] Figure 3 It is a diagram for explaining the radiator device and the control method thereof according to the embodiment.

[0023] Reference Figure 3 , ADK200 has a housing 210a. The base vehicle 120 has a radiator device 150. The body system 126 includes a body ECU 126a. The radiator device 150 has a radiator 151, a radiator fan 152, and a pump 153, and is configured to cool the heat source HP1 in the housing 210a of ADK200. The heat source HP1 generates heat during automatic driving. The heat source HP1 may include at least one of ADC211A, 211B, a recognition sensor 212, a posture sensor 213, an image processing circuit, and a behavior operation circuit.

[0024] The housing 210a of ADK200 has an opening 210b (e.g., a front grille) that captures the running wind and guides it to the heat source HP1. When the vehicle 1 is traveling, the heat source HP1 is cooled by the running wind. However, in the vehicle 1 during the automatic driving process, even when it is parked, ADK200 (heat source HP1) generates heat due to sensor detection (operation of the automatic driving system). If the frequency of parking or low-speed driving of the vehicle 1 during automatic driving increases, it is difficult to fully cool the ADK200 only by the air-cooled cooling mechanism (opening 210b). In view of this, the vehicle 1 involved in this embodiment also cools the heat source HP1 by the radiator device 150. In addition, in the vehicle 1, the radiator device 150 for cooling the ADK200 is arranged on the base vehicle 120 (outside of the ADK200). The base vehicle 120 is larger than the ADK200. Therefore, it is easy to ensure the installation space of the radiator device 150 in the base vehicle 120. With such a radiator device 150, it is easy to fully cool the ADK200.

[0025] The roof of the base vehicle 120 includes connectors C1 and C2. The radiator device 150 includes flow paths F1, F2, and F4. ADK200 includes flow path F3. If ADK200 is installed on the roof of the base vehicle 120, the flow paths F2 and F4 of the radiator device 150 are connected to the flow path F3 of ADK200 via connectors C1 and C2, respectively. Each of the connectors C1 and C2 switches flow / cutoff according to the loading and unloading of ADK200. Each of the connectors C1 and C2 can be a hydraulic coupling (e.g., a coupler) with a check valve.

[0026] When ADK200 is installed on the base vehicle 120, a fluid circuit including flow paths F1-F4 is formed, and a heat medium circulates in the fluid circuit. A storage tank not shown in the figure may be connected to the fluid circuit. Examples of heat media include fluorine-based refrigerants, carbon dioxide, propane, and ammonia. The radiator 151 functions as a heat exchanger. Through the radiator 151, the heat medium flowing in the fluid circuit exchanges heat with the outside air. The radiator fan 152 functions as a blower for cooling the radiator 151.

[0027] The pump 153 circulates the heat medium in the above-mentioned fluid circuit. The heat medium cooled by the radiator 151 circulates in the order of flow paths F1, F2, F3, and F4. The heat medium flowing in the flow path F3 exchanges heat with the heat source HP1. The heat source HP1 is cooled by this heat exchange. In this way, the heat source HP1 is cooled by the radiator device 150. The shape and path of the flow path F3 can be determined in consideration of the efficiency of the heat exchange. The flow path F3 can be cooled by the running wind from the opening 210b. The radiator device 150 is controlled by the body ECU 126a. The pump 153 is, for example, an electric pump. The body ECU 126a drives the pump 153, for example, always or at a predetermined period. In addition, the body ECU 126a controls the radiator fan 152 according to the instruction from the ADK 200. In addition, the body ECU 126a can also drive the pump 153 according to the instruction from the ADK 200.

[0028] In this embodiment, the communication between ADK200 and VCIB110 can use signals (API signals) defined according to the application program interface (API). ADK200 is configured to process various signals defined according to the API. ADK200 outputs various instructions to VCIB110 according to the API. Hereinafter, each of the above-mentioned various instructions output from ADK200 to VCIB110 will also be referred to as an "API instruction". In addition, ADK200 receives various signals indicating the status of the base vehicle 120 from VCIB110 according to the above-mentioned API. Hereinafter, each of the above-mentioned various signals received by ADK200 from VCIB110 will also be referred to as an "API status". Both API instructions and API status are equivalent to API signals.

[0029] In this embodiment, ADK200 uses the API commands described below.

[0030] The vehicle mode command is an API command requesting a transition to automatic mode or manual mode. The propulsion direction command is an API command requesting a shift of the gear (R / D). The acceleration command is an API command indicating the acceleration of the vehicle. The acceleration command requests acceleration (+) and deceleration (-) in the direction indicated by the propulsion direction status described later. The immobilization command is an API command requesting the application or release of immobilization. Application of immobilization means turning the EPB to the on state (working state) and turning the gear to P (parking).

[0031] Figure 3The radiator fan command shown is an API command related to the control (drive request) of the radiator fan 152. The radiator fan command indicates any one of the value "0" (first value) requesting the radiator fan 152 to stop (disconnect), the value "1" (second value) requesting the radiator fan 152 to rotate at a low speed (e.g., a speed greater than V1 and less than V2), the value "2" (third value) requesting the radiator fan 152 to rotate at a medium speed faster than the low speed (e.g., a speed greater than V2 and less than V3), and the value "3" (fourth value) requesting the radiator fan 152 to rotate at a high speed faster than the medium speed (e.g., a speed greater than V3 and less than V4). The speeds V1 to V4 are speeds V4, V3, V2, and V1 in descending order of rotation speed.

[0032] The above describes a portion of the API instructions used in the vehicle 1. The VCIB 110 receives various API instructions from the ADK 200. When the VCIB 110 receives an API instruction from the ADK 200, it converts the API instruction into a signal format executable by the control device of the base vehicle 120. Hereinafter, the API instruction converted into a signal format executable by the control device of the base vehicle 120 is also referred to as an "internal instruction". When the VCIB 110 receives an API instruction from the ADK 200, it outputs an internal instruction corresponding to the API instruction to the base vehicle 120.

[0033] Next, the API status will be described. The ADK 200 uses the API status described below to understand the state of the base vehicle 120, for example.

[0034] The vehicle mode status is the API status indicating the vehicle mode status. The vehicle modes include manual mode, automatic mode, and standby mode. Manual mode is a vehicle mode in which the vehicle is under the control of the driver (human). Automatic mode is a vehicle mode in which the vehicle platform (including the base vehicle) is under the control of the autonomous driving kit. Standby mode is a vehicle mode in which the movement of the vehicle is prohibited. In the initial state, the vehicle mode is manual mode. The driver can select the desired vehicle mode through the on-board HMI. The base vehicle 120 determines the vehicle mode in consideration of the condition of the vehicle 1 and the driver's choice. When the current vehicle mode is manual mode, automatic mode, or standby mode, the vehicle mode status outputs corresponding values ​​of "0", "1", and "2", respectively.

[0035] The propulsion direction status is the API status indicating the current gear gear. The travel direction status is the API status indicating the vehicle's travel direction. For the travel direction status, the value "0" is output when the vehicle is moving forward, the value "1" is output when the vehicle is moving backward, and the value "2 (Standstill)" is output when all wheels (4 wheels) indicate a speed of "0" for a certain period of time. The vehicle speed status is the API status indicating the longitudinal speed of the vehicle. The vehicle speed status outputs the absolute value of the vehicle speed. The immobilization status is the API status indicating the immobilization state (for example, the state of EPB and shift P).

[0036] The radiator fan status is an API status related to the driving state of the radiator fan 152. When the radiator fan 152 is stopped, rotating at a low speed, rotating at a medium speed, or rotating at a high speed, the radiator fan status outputs corresponding values ​​of "0", "1", "2", and "3", respectively. Basically, the radiator fan 152 is controlled according to the radiator fan instruction from ADK200. However, depending on the state of the vehicle 1, there is a situation where the radiator fan 152 cannot be controlled according to the radiator fan instruction from ADK200. That is, there is a situation where the radiator fan instruction does not correspond to the radiator fan status.

[0037] The above describes a part of the API status used in the vehicle 1. The VCIB 110 receives various sensor detection values ​​and state determination results from the base vehicle 120, and outputs various API statuses indicating the state of the base vehicle 120 to the ADK 200. The VCIB 110 obtains the API status set with the value indicating the state of the base vehicle 120, and outputs the obtained API status to the ADK 200.

[0038] like Figure 3 As shown, ADK200 also includes: a temperature sensor T1 that directly detects the temperature of the heat source HP1; and a temperature sensor T2 that detects the temperature of the medium (specifically, the heat medium flowing in the flow path F3) that exchanges heat with the heat source HP1. ADK200 periodically executes the processing flow of S101 and S102. The processing flow is basically composed of Figure 2 ADC211A shown in the figure is executed. However, when ADC211A has an abnormality, ADC211B can be used instead of ADC211A to execute the process. ADK200 can execute the process flow only in automatic mode, or in both automatic mode and manual mode. Each step in the flowchart is abbreviated as "S".

[0039] In S101, ADK200 obtains the detection results of temperature sensors T1 and T2. In S102, ADK200 uses the detection results of temperature sensors T1 and T2 to determine the value of the radiator fan instruction. For example, when the temperature of the heat source HP1 is higher than the temperature of the heat medium flowing in the flow path F3, the smaller the temperature difference between the two, the higher the rotation speed of the radiator fan 152 can be made by ADK200. In addition, when the temperature of the heat medium flowing in the flow path F3 is higher than the temperature of the heat source HP1, ADK200 can determine "3" (high speed) as the value of the radiator fan instruction. The higher the rotation speed of the radiator fan 152, the easier it is for the radiator 151 (and the heat medium) to be cooled. In addition, ADK200 can also use only one of the detection results of the temperature sensor T1 and the detection results of the temperature sensor T2 to determine the value of the radiator fan instruction. The higher the temperature of the heat source HP1, the higher the rotation speed of the radiator fan 152 can be made by ADK200. In addition, the higher the temperature of the heat medium flowing in the flow path F3, the higher the rotation speed of the radiator fan 152 can be set by the ADK 200. One of the temperature sensors T1 and T2 may be omitted.

[0040] The value determined in the above S102 represents the rotation speed of the radiator fan 152 requested by ADK200 to VP100 (base vehicle 120). ADK200 sends the radiator fan instruction representing the value determined in S102 to VCIB110. Moreover, VCIB111A outputs the received internal instruction corresponding to the radiator fan instruction to the body ECU126a. The rotation speed (any one of stop, low speed, medium speed, and high speed) represented by the radiator fan instruction is transmitted from ADC211A to the body ECU126a via VCIB111A. In the event that an abnormality occurs in VCIB111A, the internal instruction can be generated by VCIB111B instead of VCIB111A. The body ECU126a detects the rotation speed of the radiator fan 152 and controls the rotation speed of the radiator fan 152 to the rotation speed represented by the radiator fan instruction. As described above, ADK200 sends the instruction representing the rotation speed determined in S102 to the body ECU126a. This makes it easy to appropriately cool the heat source HP1 in the ADK 200 using the heat sink device 150 .

[0041] In the vehicle 1 in automatic driving, the ADK 200 determines the value of the radiator fan command using not only the detection result of at least one of the temperature sensors T1 and T2 but also the behavior of the vehicle 1 .

[0042] Figure 4 1 is a flowchart for explaining the automatic driving control of the vehicle 1 according to this embodiment. Figure 4, through a plurality of control devices (such as Figure 1 , Figure 2 The processing flow of S11-S14 is repeatedly executed by any one of the integrated control manager 130 and the control device of each system shown in FIG. 1. In S11, the base vehicle 120 determines whether the vehicle mode of the vehicle 1 is the automatic mode. When the vehicle mode is not the automatic mode ("No" in S11), the processing unit does not proceed and repeats the processing of S11. When the vehicle mode is the automatic mode ("Yes" in S11), the processing enters S12.

[0043] In S12, the base vehicle 120 obtains current vehicle information and transmits the obtained vehicle information to the VCIB 110. The current vehicle information includes information indicating that the vehicle mode is the automatic mode, various sensor detection values ​​indicating the current state of the base vehicle 120 (including the rotation speed of the radiator fan 152), and state determination results based on user operations or sensor detection values. The base vehicle 120 may associate the current vehicle information with the acquisition time and store it in the storage device.

[0044] After transmitting the vehicle information, the base vehicle 120 determines in S13 whether it has received a command (ADK command) from the ADK 200 and waits for the ADK command. If the base vehicle 120 has not received the ADK command (No in S13), the process does not proceed to S14.

[0045] The processing flow of S21-S25 is executed by VCIB110 (VCIB111A or 111B). If VCIB110 receives the current vehicle information from the base vehicle 120, the processing flow starts. In S21, VCIB110 obtains various API statuses (including the radiator fan status) representing the current status of the base vehicle 120 based on the current vehicle information. VCIB110 can determine the values ​​of various API statuses based on various sensor detection values. VCIB110 can associate the values ​​of various API statuses obtained with the time of acquisition and save them in a storage device. In the next S22, VCIB110 sends the various API statuses obtained in S21 to ADK200. Then, in S23, VCIB110 determines whether an API instruction is received from ADK200 and waits for the API instruction. During the period when VCIB110 does not receive an API instruction ("No" in S23), the processing does not enter S24.

[0046] The processing flow of S31-S36 is executed by ADK200 (ADC211A or 211B). If ADK200 receives the above API status from VCIB110, the processing flow starts. In S31, ADK200 determines whether the received vehicle mode status indicates the automatic mode. If the vehicle mode status does not indicate the automatic mode ("No" in S31), ADK200 performs the processing related to the radiator fan control in S35 (for example, Figure 3 S101 and S102 shown in the figure). ADK200 Figure 3 In S102, the value of the radiator fan status (rotation speed of the radiator fan 152) and the detection result of at least one of the temperature sensors T1 and T2 can be used to determine the value of the radiator fan instruction. In the next S36, ADK200 sends the radiator fan instruction to VCIB110 (refer to Figure 3 ).

[0047] On the other hand, when the vehicle mode status indicates the automatic mode ("Yes" in S31), ADK200 creates a driving plan in S32 based on the detection results of various sensors (such as environmental information and posture information) and the API status obtained from VCIB110. The driving plan is data indicating the behavior of vehicle 1 as a target during a specified period. ADK200 can calculate the behavior of vehicle 1 (vehicle speed, posture, etc.) and create a driving plan suitable for the state of vehicle 1 and the external environment. In the following S33, ADK200 extracts the controlled physical quantities (acceleration, tire angle, etc.) from the driving plan created in S32. In the following S34, ADK200 divides the physical quantities extracted in S33 into each API cycle. Moreover, ADK200 obtains the automatic driving instructions (values ​​of various API instructions) for realizing the physical quantities according to the driving plan based on the divided physical quantities. Next, ADK200 performs the processing involved in radiator fan control in S35 (such as Figure 3 S101 and S102 shown in the figure). ADK200 Figure 3 In S102 of the present invention, the temperature change of the heat source HP1 can be predicted using the detection results of at least one of the temperature sensors T1 and T2 and the behavior of the vehicle 1 in the automatic driving calculated in S32. Furthermore, the ADK200 can determine the value of the radiator fan command using the prediction result and the current value of the radiator fan. Then, in S36, the ADK200 sends various API commands including the radiator fan command to the VCIB110 (refer to Figure 3). With such a configuration, it is easy to appropriately control the rotation speed of the radiator fan 152 according to the temperature change of the heat source HP1. Since the ADK200 calculates the behavior of the vehicle 1 during the automatic driving control, it is easy to predict the driving wind ( Figure 3 ) on the temperature of the heat source HP1.

[0048] The API instruction sent in S36 represents an instruction for the base vehicle 120. In the automatic mode, the API instruction representing the automatic driving instruction is determined in S32-S34 and sent in S36. ADK200 associates the obtained API instruction and the value of each API status received from VCIB110 with the acquisition time and saves them in the storage device. If the processing of S36 is executed, the processing flow of S31-S36 ends. Among them, each time ADK200 receives the API status (S22), the processing flow starts.

[0049] If VCIB110 receives the above API command ("Yes" in S23), it converts each received API command into an internal command in S24. Through such signal conversion, an internal command corresponding to the API command can be obtained. In the next S25, VCIB110 sends the obtained internal command (ADK command) to the base vehicle 120. If the processing of S25 is executed, the processing flow of S21-S25 ends. Among them, each time VCIB110 receives the latest vehicle information from the base vehicle 120, the processing flow starts.

[0050] If the base vehicle 120 receives an internal command (ADK command) corresponding to the API command ("Yes" in S13), the base vehicle 120 performs vehicle control (including radiator fan control) according to the ADK command in the next S14. In the automatic mode, the base vehicle 120 performs automatic driving control according to the automatic driving command (ADK command) from the ADK 200. Then, the process returns to the initial step (S11).

[0051] As described above, the vehicle 1 involved in this embodiment includes VP100 (vehicle platform) for controlling the vehicle 1 and ADK200 (autonomous driving kit) for sending instructions for autonomous driving to VP100. VP100 includes a radiator device 150 and a body ECU126a (first control device). The radiator device 150 is configured to have a radiator fan 152 to cool the ADK200. The body ECU126a is configured to control the radiator fan 152 according to instructions from ADK200. In such a vehicle 1, since the autonomous driving kit can control its own state (temperature), it is easy to operate stably. According to the above structure, the temperature rise of ADK200 in the vehicle 1 can be suppressed, and it is easy to make the ADK200 operate stably.

[0052] Figure 5 Yes means Figure 3 FIG. 1 is a diagram of a modified example of the structure shown in FIG. In this modified example, the fluid circuit includes, in addition to the flow paths F1-F4, a bypass flow path B1 connecting the flow path F2 and the flow path F4, and a valve B2 provided on the bypass flow path B1. The bypass flow path B1 is formed on the side of the base vehicle 120 (for example, near the roof). The radiator device 150A involved in this modified example basically has the same Figure 3 The radiator device 150A has the same structure as the radiator device 150 shown in the figure. However, the radiator device 150A is configured to cool not only the heat source HP1 of ADK200, but also the heat source HP2 of the base vehicle 120. The flow path F4 is formed in such a way that the heat medium flowing in the flow path F4 exchanges heat with the heat source HP2. The heat source HP2 is a component that generates heat in the base vehicle 120 and may include a power conversion circuit (for example, an inverter for electric driving). The base vehicle 120 also includes: a temperature sensor T3 that directly detects the temperature of the heat source HP2; and a temperature sensor T4 that detects the temperature of the medium that exchanges heat with the heat source HP2 (specifically, the heat medium flowing in the flow path F4).

[0053] The base vehicle 120 (e.g., the body ECU 126a) periodically executes the processing flow of S201-S204. In S201, the base vehicle 120 determines whether ADK200 is installed in the base vehicle 120 (connectors C1 and C2). When it is determined that ADK200 is installed in the base vehicle 120 ("Yes" in S201), the base vehicle 120 is in a state in which the valve B2 is closed (cut-off state) in S202. In the state in which ADK200 is installed in the base vehicle 120, the radiator fan control related to ADK200 described above is executed ( Figure 3S101 and S102 shown). As a result, the heat sources HP1 and HP2 are cooled. On the other hand, when it is determined that the base vehicle 120 is not equipped with ADK200 ("No" in S201), the base vehicle 120 is in a state (flow state) in which the base vehicle 120 opens valve B2 in S203. In a state in which ADK200 is not installed in the base vehicle 120, the flow path is blocked at connectors C1 and C2, and the valve B2 is opened to allow the bypass flow path B1 to be in a flow state. Moreover, the base vehicle 120 uses the detection results of the temperature sensors T3 and T4 to control the radiator fan 152 in S204 so that the heat source HP2 is cooled to the target temperature. The base vehicle 120 may also control the radiator fan 152 according to the above-mentioned radiator fan control involving ADK200 (refer to Figure 3 ) method to determine the rotation speed of the radiator fan 152.

[0054] According to the structure involved in the above-mentioned modification example, when the base vehicle 120 is installed with ADK200, the temperature increase of the heat sources HP1 and HP2 can be suppressed by the radiator device 150A, and when the base vehicle 120 is not installed with ADK200, the temperature increase of the heat source HP2 can be suppressed by the radiator device 150A.

[0055] The embodiments disclosed herein are illustrative and non-restrictive in all respects. The technical scope of the present disclosure is not the description of the above-mentioned embodiments, but is shown by the scope of protection requested by the present application, and is intended to include all changes within the scope and the meaning equivalent to the scope of protection requested by the present application.

Claims

1. A vehicle, wherein: A vehicle platform for controlling a vehicle and an autonomous driving kit for sending instructions for autonomous driving to the vehicle platform, The vehicle platform includes a radiator device and a first control device. The radiator device is configured to have a radiator fan to cool the autonomous driving kit, The first control device is configured to control the radiator fan based on a command from the automatic driving kit.

2. The vehicle according to claim 1, wherein: The autonomous driving kit has: a heat source, cooled by the heat sink device; and a temperature sensor for detecting at least one of a temperature of the heat source and a temperature of a medium exchanging heat with the heat source; The automatic driving kit determines a rotation speed of the radiator fan using a detection result of the temperature sensor, and transmits a command indicating the determined rotation speed to the first control device.

3. The vehicle according to claim 2, wherein: The autonomous driving kit has an opening for collecting the traveling wind and directing it to the heat source. The autonomous driving kit uses the detection results of the temperature sensor and the behavior of the vehicle during autonomous driving to predict the temperature change of the heat source, determines the rotation speed of the radiator fan based on the prediction result, and sends an instruction representing the determined rotation speed to the first control device.

4. The vehicle according to claim 1, wherein: The vehicle platform includes a base vehicle including the first control device, The automatic driving kit includes a second control device for determining a command related to control of the radiator fan. The vehicle platform further includes a vehicle control interface box including a third control device configured to communicate with both the first control device and the second control device. The first control device is configured to send vehicle information related to the base vehicle to the third control device, API signals defined by an application programming interface (API) are used in the communication between the second control device and the third control device. The API signal includes an API command indicating a command for the base vehicle and an API status indicating a status of the base vehicle. The third control device is configured to convert the API command from the second control device into a signal executable by the first control device and transmit the converted signal to the first control device. The third control device is configured to obtain the API status using the vehicle information from the first control device and transmit the obtained API status to the second control device.

5. The vehicle according to claim 4, wherein: The API instructions include radiator fan instructions related to the control of the radiator fan, The radiator fan command indicates any one of the following first value, second value, third value, and fourth value, The first value is a value for requesting the radiator fan to stop. The second value is a value requesting that the rotation speed of the radiator fan be lowered. The third value is a value requesting that the rotation speed of the radiator fan be set to a medium speed that is faster than the low speed. The fourth value is a value requesting that the rotation speed of the radiator fan be set to a high speed that is faster than the medium speed.

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