vehicle

Abstract

To suppress a temperature rise of an automated driving kit in a vehicle and thus make it easy to stably operate the automated driving kit.SOLUTION: A vehicle includes a vehicle platform for controlling the vehicle, and an ADK 200 for transmitting a command for automated driving to the vehicle platform. A base vehicle of the vehicle platform includes a radiator device 150 and a body ECU 126a (first control device). The radiator device 150 has a radiator fan 152 and is configured to cool the ADK 200. The body ECU 126a is configured to control the radiator fan 152 in accordance with the command from the ADK 200.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to vehicles capable of autonomous driving. [Background technology]

[0002] Japanese Patent Application Laid-Open Publication No. 2019-177807 (Patent Document 1) discloses a vehicle with an autonomous driving kit attached to the rooftop. The autonomous driving kit includes a computer with autonomous driving control software installed, a camera, and a sensor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-177807 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, when autonomous driving continues for a long time, the autonomous driving kit is likely to heat up. In particular, when a vehicle in autonomous driving continues to stop without moving, the autonomous driving kit is not cooled by the traveling wind and is likely to become hot. Therefore, in order to stably operate the autonomous driving kit, it is possible to provide the autonomous driving kit with a cooling device for cooling the autonomous driving kit. However, since the autonomous driving kit described in Patent Document 1, for example, is small compared to the vehicle body, it is difficult to install a large cooling device such as a radiator device in the autonomous driving kit. Therefore, a small cooling device with low cooling performance may be installed in the autonomous driving kit. However, in a vehicle equipped with such an autonomous driving kit, when the capacity to cool the autonomous driving kit is insufficient, it is required to operate the autonomous driving kit so that the temperature of the autonomous driving kit does not become too high, and there is a possibility that the capacity of the autonomous driving kit cannot be fully demonstrated.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to suppress temperature rise in an autonomous driving kit in a vehicle to make it easier for the autonomous driving kit to operate stably. [Means for solving the problem]

[0006] A vehicle according to an embodiment of the present disclosure includes a vehicle platform that controls the vehicle and an autonomous driving kit that transmits a command for autonomous driving to the vehicle platform. The vehicle platform includes a radiator device and a first control device. The radiator device has a radiator fan and is configured to cool the autonomous driving kit. The first control device is configured to control the radiator fan according to a command from the autonomous driving kit. Effect of the Invention

[0007] According to the present disclosure, the temperature rise of an autonomous driving kit in a vehicle is suppressed, making it easier for the autonomous driving kit to operate stably. [Brief description of the drawings]

[0008] [Figure 1] 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 is a diagram showing details of a control system for the vehicle shown in FIG. [Diagram 3] 4 is a flowchart illustrating vehicle control according to an embodiment of the present disclosure. [Figure 4] 1 is a diagram for explaining a radiator device and a control method thereof according to an embodiment of the present disclosure; [Diagram 5] FIG. 4 is a diagram showing a modification of the configuration shown in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and their description will not be repeated.

[0010] FIG. 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present disclosure. Referring to FIG. 1, the vehicle 1 includes a VP (vehicle platform) 100 and an ADK (autonomous driving kit) 200. The VP 100 includes a VCIB (vehicle control interface box) 110 and a base vehicle 120. By adding the VCIB 110 to the base vehicle 120, the VP 100 to which the ADK 200 can be attached and detached is formed. The VCIB 110 is configured to communicate with both the base vehicle 120 and the ADK 200 via a communication bus. Then, the vehicle 1 is completed by attaching the ADK 200 to the VP 100. In this embodiment, the ADK 200 is attached to the roof top of the base vehicle 120. However, the attachment position of the ADK 200 can be changed as appropriate.

[0011] The base vehicle 120 is, for example, a commercially available xEV (electric vehicle). In this embodiment, a BEV (electric vehicle) is adopted as the base vehicle 120. However, the present invention is not limited to this, and the base vehicle 120 may 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 and radar sensors 129B, 129C for the active safety system 125 to detect a collision risk. The integrated control manager 130 functions as a control device. The integrated control manager 130 integrates and controls various systems related to the operation of the base vehicle 120 based on the detection results of the on-board sensors.

[0012] Fig. 2 is a diagram showing details of the control system of the vehicle 1. Referring to Fig. 2 together with Fig. 1, the ADK 200 includes an automatic driving system (hereinafter, abbreviated as "ADS") 210 for performing automatic driving of the vehicle 1. The ADS 210 includes a computer assembly (hereinafter, abbreviated as "ADSCOM") 211, a recognition sensor 212, an attitude sensor 213, a sensor cleaner 216, and an HMI (Human Machine Interface) 218.

[0013] The ADSCOM 211 includes computer modules (hereinafter, referred to as "ADC") 211A and 211B. Each of the ADCs 211A and 211B includes 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 by the processor. The recognition sensor 212 acquires environmental information indicating the external environment of the vehicle 1. The recognition sensor 212 may include at least one of a camera, a millimeter wave radar, and a lidar. The attitude sensor 213 acquires attitude information related to the attitude of the vehicle 1. The attitude sensor 213 may include various sensors that detect the acceleration, angular velocity, and position of the vehicle 1. Each of the ADCs 211A and 211B further includes an image processing circuit that performs image processing on the environmental information, and a behavior calculation circuit that calculates the behavior of the vehicle 1 based on the attitude information. These circuits generate heat during autonomous driving. The HMI 218 includes an input device and an alarm device.

[0014] 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").

[0015] In the vehicle 1, the control systems related to the behavior (running, stopping, turning) of the vehicle 1 have redundancy. The ADCs 211A and 211B give instructions to the main control system and the sub-control system, respectively. The VCIB 110 includes a VCIB 111A (control unit of the main control system) and a VCIB 111B (control unit of the sub-control system). Each control unit may include a computer having a processor and a storage device. The VCIBs 111A and 111B may communicate with each system directly or via the integrated control manager 130 shown in FIG. 1.

[0016] The brake system 121 includes a braking mechanism, an operation unit that accepts a brake operation from the driver, and brake control units 121A and 121B. The steering system 122 includes a steering mechanism, an operation unit that accepts a steering operation from the driver, and steering control units 122A and 122B. The power train system 123 includes a shift 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" means an electric parking brake, and "P-Lock" means a parking lock. The shift device determines a shift range, and switches the propulsion direction and the shift mode of the base vehicle 120 according to the determined shift range. In addition to the shift mechanism, the shift device further includes an operation unit that accepts a shift operation from the driver. The vehicle drive device imparts a propulsive force in the propulsion direction indicated by the shift range. The vehicle drive device includes a battery and a running motor that receives power from the battery. The vehicle drive device further includes an accelerator pedal operated by the driver to accelerate the vehicle 1. The P-Lock device further includes an operation unit that accepts a parking operation from the driver, in addition to the parking lock mechanism and the actuator.

[0017] In this embodiment, various control devices (including a body ECU 126a described later) equipped in the base vehicle 120 function alone or in cooperation as a "first control device" according to the present disclosure. Each of the ADCs 211A and 211B functions as a "second control device" according to the present disclosure. Also, each of the VCIBs 111A and 111B functions as a "third control device" according to the present disclosure.

[0018] FIG. 3 is a diagram for explaining the radiator device and the control method thereof according to this embodiment.

[0019] 3, the 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 a heat source HP1 in the housing 210a of the ADK200. The heat source HP1 generates heat during autonomous driving. The heat source HP1 may include at least one of the ADCs 211A and 211B, a recognition sensor 212, an attitude sensor 213, an image processing circuit, and a behavior calculation circuit.

[0020] The housing 210a of the ADK200 has an opening 210b (for example, a front grille) that takes in the wind while the vehicle 1 is traveling and directs it to the heat source HP1. While the vehicle 1 is traveling, the heat source HP1 is cooled by the wind while the vehicle 1 is traveling. However, in the vehicle 1 during automatic driving, the ADK200 (heat source HP1) generates heat due to sensing (operation of the automatic driving system) even while the vehicle is stopped. When the frequency of stopping or low-speed driving of the vehicle 1 during automatic driving increases, it becomes difficult to sufficiently cool the ADK200 only by the air-cooled cooling mechanism (opening 210b). Therefore, the vehicle 1 according to this embodiment also cools the heat source HP1 by the radiator device 150. Moreover, in the vehicle 1, the radiator device 150 that cools the ADK200 is provided on the base vehicle 120 (outside the ADK200). The base vehicle 120 is larger than the ADK200. For this reason, it is easy to secure an installation space for the radiator device 150 in the base vehicle 120. Such a radiator device 150 makes it easier to sufficiently cool the ADK 200.

[0021] The rooftop of the base vehicle 120 includes connectors C1 and C2. The radiator device 150 includes flow paths F1, F2, and F4. The ADK200 includes a flow path F3. When the ADK200 is mounted on the rooftop of the base vehicle 120, the flow paths F2 and F4 of the radiator device 150 are connected to the flow path F3 of the ADK200 via the connectors C1 and C2, respectively. Each of the connectors C1 and C2 switches between open and closed depending on whether the ADK200 is attached or detached. Each of the connectors C1 and C2 may be a fluid coupling (e.g., a coupler) having a check valve.

[0022] When the ADK 200 is mounted on the base vehicle 120, a fluid circuit including the flow paths F1 to F4 is formed, and the heat medium flows through the fluid circuit. A reservoir tank (not shown) may be connected to the fluid circuit. Examples of the heat medium include fluorine-based refrigerants, carbon dioxide, propane, and ammonia. The radiator 151 functions as a heat exchanger. The radiator 151 exchanges heat between the heat medium flowing through the fluid circuit and outside air. The radiator fan 152 functions as a blower that cools the radiator 151.

[0023] The pump 153 circulates the heat medium through the fluid circuit. The heat medium cooled by the radiator 151 flows through the flow paths F1, F2, F3, and F4 in this order. The heat medium flowing through the flow path F3 exchanges heat with the heat source HP1. The heat exchange cools the heat source HP1. In this manner, the heat source HP1 is cooled by the radiator device 150. The shape and path of the flow path F3 are determined in consideration of the efficiency of heat exchange. The flow path F3 may 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, constantly or for a predetermined period. The body ECU 126a also controls the radiator fan 152 according to a command from the ADK 200. The body ECU 126a may also drive the pump 153 according to a command from the ADK 200.

[0024] In this embodiment, signals defined by an API (Application Program Interface) (API signals) are used for communication between the ADK200 and the VCIB110. The ADK200 is configured to process various signals defined by the API. The ADK200 outputs various commands to the VCIB110 according to the API. Hereinafter, each of the various commands output from the ADK200 to the VCIB110 is also referred to as an "API command." In addition, the ADK200 receives various signals indicating the state of the base vehicle 120 from the VCIB110 according to the API. Hereinafter, each of the various signals received by the ADK200 from the VCIB110 is also referred to as an "API status." Both the API command and the API status correspond to an API signal.

[0025] In this embodiment, the ADK 200 uses the API commands described below.

[0026] The vehicle mode command is an API command that requests a transition to automatic mode or manual mode. The drive direction command is an API command that requests a change in the shift range (R / D). The acceleration command is an API command that indicates the acceleration of the vehicle. The acceleration command requests acceleration (+) and deceleration (-) in the direction indicated by the drive direction status described below. The immobilization command is an API command that requests application or release of immobilization. Application of immobilization means turning the EPB to the ON state (operated state) and setting the shift range to P (parking).

[0027] 3 is an API command related to the control (drive request) of the radiator fan 152. The radiator fan command indicates any one of the following: a value "0" (first value) requesting to stop (OFF) the radiator fan 152; a value "1" (second value) requesting to set the rotation speed of the radiator fan 152 to a low speed (for example, not less than speed V1 and not more than speed V2); a value "2" (third value) requesting to set the rotation speed of the radiator fan 152 to a medium speed (for example, more than speed V2 and not more than speed V3) that is faster than the low speed; and a value "3" (fourth value) requesting to set the rotation speed of the radiator fan 152 to a high speed (for example, more than speed V3 and not more than speed V4) that is faster than the medium speed. The speeds V1 to V4 are V4, V3, V2, and V1 in order from the highest rotation speed.

[0028] Some of the API commands used in the vehicle 1 have been described above. The VCIB 110 receives various API commands from the ADK 200. When the VCIB 110 receives an API command from the ADK 200, it converts the API command into a signal format executable by the control device of the base vehicle 120. Hereinafter, the API command converted into a signal format executable by the control device of the base vehicle 120 is also referred to as an "internal command." When the VCIB 110 receives an API command from the ADK 200, it outputs an internal command corresponding to the API command to the base vehicle 120.

[0029] Next, the API status will be described. The ADK 200 grasps the state of the base vehicle 120, for example, by using the API status described below.

[0030] The vehicle mode status is an API status indicating the vehicle mode state. The vehicle modes include manual mode, automatic mode, and standby mode. The manual mode is a vehicle mode in which the vehicle is under the control of a driver (human). The automatic mode is a vehicle mode in which the vehicle platform (including the base vehicle) is under the control of an autonomous driving kit. The standby mode is a vehicle mode in which the vehicle is prohibited from moving. In the initial state, the vehicle mode is manual mode. The driver can select the desired vehicle mode through the in-vehicle HMI. The base vehicle 120 determines the vehicle mode taking into account the situation of the vehicle 1 and the driver's selection. The vehicle mode status outputs the corresponding values ​​"0", "1", and "2" when the current vehicle mode is manual mode, automatic mode, or standby mode, respectively.

[0031] The forward direction status is an API status that indicates the current shift range. The travel direction status is an API status that indicates the travel direction of the vehicle. The travel direction status outputs a value of "0" when the vehicle is moving forward, a value of "1" when the vehicle is moving backward, and a value of "2 (Standstill)" when all wheels (4 wheels) show a speed of "0" for a certain period of time. The vehicle speed status is an API status that indicates the longitudinal speed of the vehicle. The vehicle speed status outputs the absolute value of the vehicle speed. The immobilization status is an API status that indicates the immobilization state (e.g., the state of EPB and shift P).

[0032] The radiator fan status is an API status related to the drive state of the radiator fan 152. The radiator fan status outputs values ​​"0", "1", "2", and "3" when the radiator fan 152 is stopped, rotating at a low speed, rotating at a medium speed, or rotating at a high speed, respectively. The radiator fan 152 is basically controlled according to a radiator fan command from the ADK 200. However, depending on the state of the vehicle 1, there are cases where the radiator fan 152 is not controlled according to the radiator fan command from the ADK 200. That is, there are cases where the radiator fan command and the radiator fan status do not correspond to each other.

[0033] The above describes some of the API statuses 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 an API status in which a value indicating the state of the base vehicle 120 is set, and outputs the obtained API status to the ADK 200.

[0034] As shown in FIG. 3, the ADK200 further 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 a medium that exchanges heat with the heat source HP1 (more specifically, the heat medium flowing through the flow path F3). The ADK200 periodically executes the process flow of S101 and S102. This process flow is basically executed by the ADC211A shown in FIG. 2. However, if an abnormality occurs in the ADC211A, the ADC211B may execute the process flow instead of the ADC211A. The ADK200 may execute the process flow only in the automatic mode, or may execute the process flow in both the automatic mode and the manual mode. Each step in the flowchart is simply denoted by "S".

[0035] In S101, the ADK200 acquires the detection results from the temperature sensors T1 and T2. In S102, the ADK200 uses the detection results from the temperature sensors T1 and T2 to determine the value of the radiator fan command. For example, when the temperature of the heat source HP1 is higher than the temperature of the heat medium flowing through the flow path F3, the ADK200 may increase the rotation speed of the radiator fan 152 as the temperature difference between the two temperatures decreases. Also, when the temperature of the heat medium flowing through the flow path F3 is higher than the temperature of the heat source HP1, the ADK200 may determine the value of the radiator fan command to be "3" (high speed). The higher the rotation speed of the radiator fan 152, the easier it is to cool the radiator 151 (and the heat medium). Note that the ADK200 may use only one of the detection results from the temperature sensor T1 and the detection results from the temperature sensor T2 to determine the value of the radiator fan command. The higher the temperature of the heat source HP1, the higher the rotation speed of the radiator fan 152. Furthermore, the higher the temperature of the heat medium flowing through the flow path F3, the higher the rotation speed of the radiator fan 152. One of the temperature sensors T1 and T2 may be omitted.

[0036] The value determined in S102 indicates the rotation speed of the radiator fan 152 that the ADK 200 requests the VP 100 (base vehicle 120). The ADK 200 transmits a radiator fan command indicating the value determined in S102 to the VCIB 110. Then, the VCIB 111A outputs an internal command corresponding to the received radiator fan command to the body ECU 126a. The rotation speed (stop, low speed, medium speed, or high speed) indicated by the radiator fan command is sent from the ADC 211A to the body ECU 126a via the VCIB 111A. If an abnormality occurs in the VCIB 111A, the VCIB 111B may generate an internal command instead of the VCIB 111A. The body ECU 126a detects the rotation speed of the radiator fan 152 and controls the rotation speed of the radiator fan 152 to the rotation speed indicated by the radiator fan command. As described above, the ADK 200 transmits a command indicating the rotation speed determined in S102 to the body ECU 126a. This makes it easier for the radiator device 150 to appropriately cool the heat source HP1 in the ADK 200.

[0037] In an autonomously driving vehicle 1, the ADK 200 may determine the value of the radiator fan command by using not only the detection result by at least one of the temperature sensors T1 and T2, but also the behavior of the vehicle 1.

[0038] FIG. 4 is a flowchart for explaining the automatic driving control of the vehicle 1 according to this embodiment. Referring to FIG. 4, the process flow of S11 to S14 is repeatedly executed by any of a plurality of control devices (for example, the integrated control manager 130 and the control devices of each system shown in FIG. 1 and FIG. 2) equipped in the base vehicle 120. In S11, the base vehicle 120 determines whether the vehicle mode of the vehicle 1 is the automatic mode or not. If the vehicle mode is not the automatic mode (NO in S11), the process does not proceed and the process of S11 is repeated. If the vehicle mode is the automatic mode (YES in S11), the process proceeds to S12.

[0039] In S12, the base vehicle 120 acquires current vehicle information and transmits the acquired 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 a state determination result based on a user operation or the sensor detection values. The base vehicle 120 may store the current vehicle information in a storage device in association with the acquisition time.

[0040] After transmitting the vehicle information, in S13, the base vehicle 120 waits for an ADK command while determining whether or not it has received a command (ADK command) from the ADK 200. If the base vehicle 120 has not received the ADK command (NO in S13), the process does not proceed to S14.

[0041] The process flow of S21 to S25 is executed by the VCIB 110 (VCIB 111A or 111B). When the VCIB 110 receives current vehicle information from the base vehicle 120, the process flow is started. In S21, the VCIB 110 acquires various API statuses (including a radiator fan status) indicating the current state of the base vehicle 120 based on the current vehicle information. The VCIB 110 may determine values ​​of the various API statuses based on various sensor detection values. The VCIB 110 may store the acquired values ​​of the various API statuses in a storage device in association with the acquisition time. In the following S22, the VCIB 110 transmits the various API statuses acquired in S21 to the ADK 200. After that, the VCIB 110 waits for an API command while determining in S23 whether or not the API command has been received from the ADK 200. While the VCIB 110 does not receive an API command (NO in S23), the process does not proceed to S24.

[0042] The process flow of S31 to S36 is executed by the ADK200 (ADC211A or 211B). When the ADK200 receives the above API status from the VCIB110, the process flow is started. In S31, the ADK200 judges whether or not the received vehicle mode status indicates the automatic mode. If the vehicle mode status does not indicate the automatic mode (NO in S31), the ADK200 executes the process related to the radiator fan control (for example, S101 and S102 shown in FIG. 3) in S35. In S102 of FIG. 3, the ADK200 may determine the value of the radiator fan command using the value of the radiator fan status (the rotation speed of the radiator fan 152) and the detection result by at least one of the temperature sensors T1 and T2. Then, in the following S36, the ADK200 transmits the radiator fan command to the VCIB110 (see FIG. 3).

[0043] On the other hand, when the vehicle mode status indicates the automatic mode (YES in S31), the ADK200 creates a driving plan in S32 based on the detection results of various sensors (e.g., environmental information and attitude information) and the API status acquired from the VCIB110. The driving plan is data indicating the target behavior of the vehicle 1 in a predetermined period. The ADK200 may calculate the behavior (vehicle speed, attitude, etc.) of the vehicle 1 and create a driving plan suitable for the state of the vehicle 1 and the external environment. In the following S33, the ADK200 extracts control physical quantities (acceleration, tire turning angle, etc.) from the driving plan created in S32. In the following S34, the ADK200 divides the physical quantities extracted in S33 for each API period. Then, the ADK200 obtains automatic driving commands (values ​​of various API commands) for realizing physical quantities according to the driving plan based on the divided physical quantities. Next, in S35, the ADK200 executes processing related to radiator fan control (for example, S101 and S102 shown in FIG. 3). In S102 of FIG. 3, the ADK200 may predict a temperature change of the heat source HP1 using the detection result by at least one of the temperature sensors T1 and T2 and the behavior of the vehicle 1 during autonomous driving calculated in S32. Then, the ADK200 may determine a value of a radiator fan command using the prediction result and the value of the radiator fan status. Next, in S36, the ADK200 transmits various API commands including the radiator fan command to the VCIB110 (see FIG. 3). With this configuration, it becomes easier 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 in the autonomous driving control, it is easy to predict the effect of the running wind (FIG. 3) on the temperature of the heat source HP1 based on the behavior of the vehicle 1.

[0044] The API command transmitted in S36 indicates a command for the base vehicle 120. In the automatic mode, an API command indicating an automatic driving command is determined in S32 to S34 and transmitted in S36. The ADK200 may store the obtained API command in a storage device, together with the values ​​of each API status received from the VCIB110, in association with the acquisition time. When the process of S36 is executed, the process flow of S31 to S36 ends. However, the process flow is started each time the ADK200 receives an API status (S22).

[0045] When the VCIB 110 receives the API commands (YES in S23), in S24 it converts each received API command into an internal command. Through this signal conversion, an internal command corresponding to the API command is obtained. In the following S25, the VCIB 110 transmits the obtained internal command (ADK command) to the base vehicle 120. When the process of S25 is executed, the process flow of S21 to S25 ends. However, this process flow is started every time the VCIB 110 receives the latest vehicle information from the base vehicle 120.

[0046] When the base vehicle 120 receives an internal command (ADK command) corresponding to the API command (YES in S13), it executes vehicle control (including radiator fan control) according to the ADK command in the following S14. In the automatic mode, the base vehicle 120 executes automatic driving control according to an automatic driving command (ADK command) from the ADK 200. Then, the process returns to the first step (S11).

[0047] As described above, the vehicle 1 according to this embodiment includes the VP100 (vehicle platform) that controls the vehicle 1, and the ADK200 (autonomous driving kit) that transmits commands for autonomous driving to the VP100. The VP100 includes the radiator device 150 and the body ECU 126a (first control device). The radiator device 150 has a radiator fan 152 and is configured to cool the ADK200. The body ECU 126a is configured to control the radiator fan 152 according to commands from the ADK200. In such a vehicle 1, the autonomous driving kit can control its own state (temperature) by itself, which makes it easier to operate stably. According to the above configuration, it is possible to suppress a rise in temperature of the ADK200 in the vehicle 1 and make it easier to operate the ADK200 stably.

[0048] FIG. 5 is a diagram showing a modified example of the configuration shown in FIG. 3. In this modified example, the fluid circuit further includes a bypass flow path B1 connecting the flow path F2 and the flow path F4, and a valve B2 provided in the bypass flow path B1, in addition to the flow paths F1 to F4. The bypass flow path B1 is formed on the base vehicle 120 side (for example, near the rooftop). The radiator device 150A according to this modified example basically has the same configuration as the radiator device 150 shown in FIG. 3. However, the radiator device 150A is configured to cool not only the heat source HP1 of the ADK 200, but also the heat source HP2 of the base vehicle 120. The flow path F4 is formed so that the heat medium flowing through 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 further 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 a medium that exchanges heat with the heat source HP2 (more specifically, the heat medium flowing through the flow path F4).

[0049] The base vehicle 120 (for example, the body ECU 126a) periodically executes the process flow of S201 to S204. In S201, the base vehicle 120 judges whether or not the ADK200 is attached to the base vehicle 120 (connectors C1 and C2). If it is judged that the ADK200 is attached to the base vehicle 120 (YES in S201), the base vehicle 120 closes the valve B2 (shutoff state) in S202. In a state in which the ADK200 is attached to the base vehicle 120, the radiator fan control by the ADK200 described above (S101 and S102 shown in FIG. 3) is executed. This cools the heat sources HP1 and HP2. On the other hand, if it is judged that the ADK200 is not attached to the base vehicle 120 (NO in S201), the base vehicle 120 opens the valve B2 (flow state) in S203. When the ADK200 is not installed on the base vehicle 120, the flow path is blocked by the connectors C1 and C2, and the valve B2 opens to allow the bypass flow path B1 to flow. Then, in S204, the base vehicle 120 uses the detection results of the temperature sensors T3 and T4 to control the radiator fan 152 so that the heat source HP2 is cooled to a target temperature. The base vehicle 120 may determine the rotation speed of the radiator fan 152 in a manner similar to the radiator fan control by the ADK200 described above (see FIG. 3).

[0050] According to the configuration of the above modified example, when the ADK200 is attached to the base vehicle 120, the radiator device 150A can suppress the temperature rise of the heat sources HP1, HP2, and when the ADK200 is not attached to the base vehicle 120, the radiator device 150A can suppress the temperature rise of the heat source HP2.

[0051] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The technical scope of the present disclosure is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0052] 1 vehicle, 100 vehicle platform, 110 vehicle control interface box, 120 base vehicle, 126 body system, 126a body ECU, 150, 150A radiator device, 151 radiator, 152 radiator fan, 153 pump, 200 autonomous driving kit, C1, C2 connector, HP1, HP2 heat source, T1, T2, T3, T4 temperature sensor.

Claims

1. A vehicle including a vehicle platform that controls the vehicle and an autonomous driving kit that transmits an autonomous driving command to the vehicle platform, The vehicle platform includes a radiator device and a first control device; The radiator device has a radiator fan and is configured to cool the autonomous driving kit; The first control device is configured to control the radiator fan according to a command from the autonomous driving kit.

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

3. The autonomous driving kit has an opening for taking in airflow while the vehicle is running and directing the airflow to the heat source, The vehicle described in claim 2, wherein the autonomous driving kit predicts a temperature change of the heat source using the detection results by the temperature sensor and the behavior of the vehicle during autonomous driving, determines the rotation speed of the radiator fan based on the prediction result, and transmits a command indicating the determined rotation speed to the first control device.

4. the vehicle platform comprises a base vehicle including the first control device; The autonomous driving kit includes a second control device that determines a command regarding control of the radiator fan, the vehicle platform further comprising a vehicle control interface box including a third controller configured to be able to communicate with both the first controller and the second controller; The first control device is configured to transmit vehicle information regarding the base vehicle to the third control device; An API signal defined by an API (Application Program Interface) is used for communication between the second control device and the third control device, The API signal includes an API command indicating an instruction to the base vehicle and an API status indicating a state 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 vehicle of claim 1 , wherein 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 API command includes a radiator fan command related to control of the radiator fan; The radiator fan command is a first value that requests that the radiator fan be turned off; a second value requesting a slower rotational speed of the radiator fan; a third value requesting that the rotational speed of the radiator fan be a medium speed that is faster than the low speed; a fourth value requesting that the rotational speed of the radiator fan be a high speed that is faster than the medium speed; 5. The vehicle according to claim 4, wherein said vehicle is

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