vehicle

Abstract

To improve the accuracy of steering during self-driving.SOLUTION: A vehicle 10 includes: a VP 120 for controlling the vehicle in accordance with a command from a self-driving system 202; and a vehicle control interface 110 for interfacing between the self-driving system 202 and the VP 120. The self-driving system 202 transmits, to the VP 120, a tire rotation angle command requiring a steering angle of a steering wheel. The VP 120 transmits, to the self-driving system 202, a signal representing an estimated wheel angle that is an estimated vale of the steering angle of the steering wheel. The VP 120 steers in accordance with a tire rotation angle command that is set by using the wheel estimated angle applicable to the case of the vehicle 10 traveling straight.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to controlling a vehicle during autonomous driving. [Background technology]

[0002] In recent years, autonomous driving systems that drive vehicles without the need for user operation have been developed. For example, autonomous driving systems may be provided separately from existing vehicles via an interface so that they can be installed in existing vehicles.

[0003] As an example of such an autonomous driving system, JP 2018-132015 A (Patent Document 1) discloses an ECU (Electronic Control Unit) that manages the power of a vehicle and an autonomous driving system. A technology has been disclosed that makes it possible to add autonomous driving functions without making major changes to existing vehicle platforms by separating the driving ECU. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2018-132015 A Summary of the Invention [Problem to be solved by the invention]

[0005] During autonomous driving, a deviation may occur between the steering angle estimated based on information obtained from the vehicle platform and the steering angle actually required due to aging of the vehicle, misalignment, etc. Therefore, it is necessary to eliminate the deviation in the steering angle in order to appropriately control the vehicle.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a vehicle that can be equipped with an autonomous driving system and that improves the accuracy of steering during autonomous driving. [Means for solving the problem]

[0007] A vehicle according to an aspect of the present disclosure is a vehicle that can be equipped with an autonomous driving system. The vehicle includes a vehicle platform that executes vehicle control according to commands from the autonomous driving system, and a vehicle control interface that interfaces between the autonomous driving system and the vehicle platform. A tire rotation angle command requesting a turning angle of the steering wheels is transmitted from the autonomous driving system to the vehicle platform. A signal indicating an estimated wheel angle, which is an estimated value of the turning angle of the steering wheels, is transmitted from the vehicle platform to the autonomous driving system. The vehicle platform steers according to the tire rotation angle command that is set using the estimated wheel angle when the vehicle is in a straight-ahead state.

[0008] In this way, the vehicle is steered according to a tire rotational angle command that is set using the wheel estimated angle when the vehicle is traveling straight, thereby eliminating steering angle deviations and improving steering accuracy during automatic driving.

[0009] Additionally, in one embodiment, the tire rotational angle command is set relative to the estimated wheel angle.

[0010] In this way, deviations in the steering angle can be eliminated, improving the accuracy of steering during automatic driving.

[0011] Further, in one embodiment, the estimated wheel angle when the vehicle is in a straight line is set as a correction value for the value indicative of the tire rotational angle command, and the correction value is updated when not in autonomous mode.

[0012] In this way, the estimated wheel angle when the vehicle is moving straight ahead is set as the correction value for the tire rotation angle command, thereby improving the steering accuracy. Furthermore, since the correction value is updated when the vehicle is not in the autonomous mode, it is possible to suppress a large change in the vehicle behavior during autonomous driving, for example, in the case where the correction value changes significantly.

[0013] A vehicle according to another aspect of the present disclosure is a vehicle including an automated driving system and a vehicle platform that executes vehicle control according to commands from the automated driving system. A command requesting a steering angle of a steering wheel is transmitted from the automated driving system to the vehicle platform. A signal indicating an estimated value of the steering angle of the steering wheel is transmitted from the vehicle platform to the automated driving system. The automated driving system requests the steering angle of the steering wheel using the estimated value of the steering angle of the steering wheel when the vehicle is in a straight-ahead state. Effect of the Invention

[0014] According to the present disclosure, it is possible to provide a vehicle that can be equipped with an autonomous driving system and that improves the accuracy of steering during autonomous driving. [Brief description of the drawings]

[0015] [Figure 1] FIG. 1 is a diagram showing an overview of a MaaS system in which a vehicle according to an embodiment of the present disclosure is used. [Diagram 2] FIG. 2 is a diagram for explaining in detail the configurations of the ADS, the vehicle control interface, and the VP. [Diagram 3] 11 is a flowchart illustrating an example of a process for calculating a correction value, which is executed in the ADS. [Figure 4] 1 is a flow chart illustrating an example of processing performed by the ADS during autonomous mode. [Diagram 5] 5 is a flowchart illustrating an example of a process executed by a vehicle control interface. [Figure 6] 1 is a timing chart for explaining the operation of the ADS, the vehicle control interface, and the VP. [Figure 7] This is an overall configuration diagram of MaaS. [Figure 8] FIG. 1 is a system configuration diagram of a MaaS vehicle. [Figure 9] FIG. 1 is a diagram showing a typical flow of an autonomous driving system. [Figure 10] FIG. 13 is a diagram showing an example of a timing chart of an API related to stopping and starting a MaaS vehicle. [Figure 11] FIG. 13 is a diagram showing an example of an API timing chart for shift changes of a MaaS vehicle. [Figure 12] FIG. 13 is a diagram showing an example of an API timing chart regarding wheel lock of a MaaS vehicle. [Figure 13] FIG. 13 is a diagram showing a limit value of a change amount of a tire turning angle. [Figure 14] FIG. 4 is a diagram illustrating accelerator pedal intervention. [Figure 15] FIG. 13 is a diagram illustrating brake pedal intervention. [Figure 16] This is an overall configuration diagram of MaaS. [Figure 17] FIG. 1 is a system configuration diagram of a vehicle. [Figure 18] FIG. 2 is a diagram showing a power supply configuration of a vehicle. [Figure 19] FIG. 10 is a diagram for explaining a strategy for safely stopping the vehicle when an abnormality occurs. [Figure 20] FIG. 1 is a diagram showing the layout of typical functions in a vehicle. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] 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.

[0017] FIG. 1 is a diagram illustrating an overview of a Mobility as a Service (MaaS) system in which a vehicle according to an embodiment of the present disclosure is used.

[0018] Referring to FIG. 1, the MaaS system includes a vehicle 10, a data server 500, and a mobility service platform (hereinafter, referred to as “MSPF”). ) 600 and autonomous driving-related mobility services 700.

[0019] The vehicle 10 includes a vehicle body 100 and an autonomous driving kit (hereinafter, referred to as an "ADK (Autonomous Driving Kit)") 200. The vehicle body 100 includes a vehicle control interface 110 and a vehicle platform (hereinafter, referred to as a "VP (Vehicle Platform)") 200. The device includes a data communication module (DCM) 120 and a data communication module (DCM) 190.

[0020] The vehicle 10 can perform automatic driving according to commands from an ADK200 attached to the vehicle body 100. Although the vehicle body 100 and the ADK200 are shown in separate positions in FIG. 1, the ADK200 is actually attached to the roof top of the vehicle body 100 or the like. The ADK200 can also be removed from the vehicle body 100. When the ADK200 is removed, the vehicle body 100 can be driven by the user. In this case, the VP100 executes driving control in manual mode (driving control according to user operation).

[0021] The vehicle control interface 110 communicates with the vehicle via a controller area network (CAN) or the like. The vehicle control interface 110 executes a predetermined API (Application Program Interface) defined for each signal to be communicated. It receives various commands from the ADK 200 and also outputs the state of the vehicle main body 100 to the ADK 200 .

[0022] When the vehicle control interface 110 receives a command from the ADK 200, it outputs a control command corresponding to the command to the VP 120. The vehicle control interface 110 also acquires various information of the vehicle main body 100 from the VP 120, and outputs the state of the vehicle main body 100 to the ADK 200. The configuration of the vehicle control interface 110 will be described in detail later.

[0023] The VP 120 includes various systems and various sensors for controlling the vehicle body 100. The VP 120 executes various vehicle controls according to commands instructed from the ADK 200 through the vehicle control interface 110. That is, the VP 120 executes various vehicle controls according to commands from the ADK 200, thereby performing automatic driving of the vehicle 10. The configuration of the VP 120 will also be described in detail later.

[0024] The ADK 200 includes an autonomous driving system (hereinafter, referred to as "ADS (Autonomous Driving System)") 202 for autonomous driving of the vehicle 10. The ADS 202 includes: For example, the ADS 202 creates a driving plan for the vehicle 10 and outputs various commands for driving the vehicle 10 according to the created driving plan to the vehicle control interface 110 according to an API defined for each command. The ADS 202 also receives various signals indicating the state of the vehicle body 100 from the vehicle control interface 110 according to an API defined for each signal, and The received vehicle status is reflected in the creation of the driving plan. The configuration of ADS202 will be explained later.

[0025] The DCM 190 includes a communication I / F (interface) for the vehicle body 100 to wirelessly communicate with the data server 500. The DCM 190 outputs various vehicle information such as speed, position, and autonomous driving state to the data server 500. The DCM 190 also receives various data for managing the traveling of autonomous vehicles including the vehicle 10 in an autonomous driving-related mobility service 700 from the mobility service 700 via the MSPF 600 and the data server 500.

[0026] The MSPF 600 is a unified platform to which various mobility services are connected. In addition to the autonomous driving-related mobility service 700, various mobility services (not shown) (for example, various mobility services provided by ride-sharing businesses, car-sharing businesses, insurance companies, rental car businesses, taxi businesses, etc.) are connected to the MSPF 600. Various mobility services including the mobility service 700 can use various functions provided by the MSPF 600 according to the service content by using APIs published on the MSPF 600.

[0027] The autonomous driving-related mobility service 700 provides a mobility service using autonomous driving vehicles including the vehicle 10. The mobility service 700 can obtain, for example, driving control data of the vehicle 10 communicating with the data server 500 and information stored in the data server 500 from the MSPF 600 using an API published on the MSPF 600. The mobility service 700 also transmits, for example, data for managing autonomous driving vehicles including the vehicle 10 to the MSPF 600 using the API.

[0028] In addition, MSPF600 has released an API for utilizing various vehicle status and vehicle control data required for ADS development, and ADS operators can utilize the vehicle status and vehicle control data required for ADS development stored in data server 500 as the above-mentioned API.

[0029] 2 is a diagram for explaining in detail the configuration of the ADS 202, the vehicle control interface 110, and the VP 120. As shown in FIG. 2, the ADS 202 includes a computer 210, an HMI (Human Machine Interface) 230, a recognition sensor 260, and a posture sensor 270. It includes a sensor 270 and a sensor cleaner 290 .

[0030] During automatic driving of the vehicle, the computer 210 acquires the environment around the vehicle, the attitude, behavior and position of the vehicle using various sensors described later, and also acquires the vehicle state from the VP 120 described later via the vehicle control interface 110, and sets the next vehicle operation (acceleration, deceleration, turning, etc.). The computer 210 outputs various commands to the vehicle control interface 110 for realizing the set next vehicle operation.

[0031] The HMI 230 presents information to the user and accepts operations during automatic driving, during driving requiring user operation, or during transition between automatic driving and driving requiring user operation, etc. The HMI 230 is composed of, for example, a touch panel display, a display device, an operating device, etc.

[0032] The recognition sensor 260 includes a sensor for recognizing the environment around the vehicle, such as a LIDAR (Laser Imaging Detection and Ranging), a millimeter wave radar, and a camera. It is composed of at least one of the following:

[0033] LIDAR is a distance measurement device that irradiates a pulsed laser light (infrared light) and measures the distance based on the time it takes for the light to reflect off an object and return. Millimeter wave radar is a distance measurement device that irradiates an object with a short wavelength radio wave, detects the radio wave returned from the object, and measures the distance and direction to the object. The camera is placed, for example, behind the rear-view mirror inside the vehicle and is used to capture an image of the area ahead of the vehicle. Information acquired by the recognition sensor 260 is output to the computer 210. Image processing using artificial intelligence (AI) and an image processor for the images and videos captured by the camera makes it possible to recognize other vehicles, obstacles, or people in front of the vehicle.

[0034] The attitude sensor 270 includes a sensor that detects the attitude, behavior or position of the vehicle, and is configured by, for example, an IMU (Inertial Measurement Unit) or a GPS (Global Positioning System).

[0035] The IMU detects, for example, the acceleration in the forward / backward, left / right, and up / down directions of the vehicle, and the angular velocities in the roll, pitch, and yaw directions of the vehicle. The GPS detects the position of the vehicle 10 using information received from multiple GPS satellites orbiting the Earth. The information acquired by the attitude sensor 270 is output to the computer 210.

[0036] Sensor cleaner 290 is configured to remove dirt that adheres to various sensors while the vehicle is traveling. For example, sensor cleaner 290 removes dirt from a camera lens, a laser or radio wave irradiation part, etc., using a cleaning liquid, a wiper, etc.

[0037] The vehicle control interface 110 includes a vehicle control interface box (VCIB) 111 and a VCIB 112. Both the VCIB 111 and the VCIB 112 include a central processing unit (CPU) and memory (including, for example, a read only memory (ROM) and a random access memory (RAM)) (not shown). The B111 has the same functions as the VCIB112, but some of the connections to the multiple systems that make up the VP120 are different.

[0038] The VCIB 111 and the VCIB 112 are each communicatively connected to the computer 210 of the ADS 202. Furthermore, the VCIB 111 and the VCIB 112 are communicatively connected to each other.

[0039] Each of the VCIB111 and VCIB112 relays various commands from the ADS202 and outputs them to the VP120 as control commands. More specifically, each of the VCIB111 and VCIB112 uses information such as programs stored in a memory (for example, API) to generate control commands used to control each system of the VP120 using various command commands output from the ADS202, and outputs the control commands to the connected system. Also, each of the VCIB111 and VCIB112 relays vehicle information output from the VP120 and outputs the vehicle status to the ADS202. Note that the information indicating the vehicle status may be the same as the vehicle information, or may be information extracted from the vehicle information to be used in the processing executed by the ADS202.

[0040] Providing VCIB111 and VCIB112, which have equivalent functions for the operation of some systems (for example, braking and steering), provides redundancy to the control system between ADS202 and VP120. Therefore, when some kind of failure occurs in a part of the system, the function of VP120 (turning, stopping, etc.) can be maintained by switching the control system appropriately or by cutting off the control system where the failure occurred.

[0041] The VP 120 includes brake systems 121A and 121B and a steering system 122. A, 122B, an EPB (Electric Parking Brake) system 123A, a P-Lock system 123B, a propulsion system 124, and a PCS (Pre-Crash Safety) system 125 and a body system 126.

[0042] The VCIB 111 and the brake system 121B, steering system 122A, EPB system 123A, P-Lock system 123B, propulsion system 124, and body system 126 among the multiple systems of the VP 120 are communicatively connected to each other via a communication bus.

[0043] Further, the VCIB 112 and a brake system 121A, a steering system 122B, and a P-Lock 123B among the multiple systems of the VP 120 are connected to each other via a communication bus so as to be able to communicate with each other.

[0044] Brake systems 121A and 121B are configured to be capable of controlling a plurality of braking devices provided on each wheel of the vehicle. Brake system 121A may have the same function as brake system 121B, or, for example, one of them may be configured to be capable of independently controlling the braking force of each wheel when the vehicle is traveling, and the other may be configured to be capable of controlling the same braking force to be generated on each wheel when the vehicle is traveling. The braking devices include, for example, a disc brake system that operates using hydraulic pressure adjusted by an actuator.

[0045] A wheel speed sensor 127 is connected to the brake system 121B. The wheel speed sensor 127 is provided, for example, on each wheel of the vehicle and detects the rotation speed of each wheel. The wheel speed sensor 127 outputs the detected rotation speed of each wheel to the brake system 121B. The brake system 121B outputs the rotation speed of each wheel to the VCIB 111 as one piece of information included in the vehicle information.

[0046] Each of the brake systems 121A and 121B generates a braking command for a braking device according to a predetermined control command output from the ADS 202 via the vehicle control interface 110. In addition, for example, the brake systems 121A and 121B control the braking device using the braking command generated in one of the brake systems, and when an abnormality occurs in one of the brake systems, control the braking device using the braking command generated in the other brake system.

[0047] The steering systems 122A and 122B are configured to be able to control the steering angle of the steering wheels of the vehicle 10 using a steering device. The steering system 122A has the same functions as the steering system 122B. The steering device includes, for example, a rack and pinion type EPS (Electric Power Steering) capable of adjusting the steering angle by an actuator. nothing.

[0048] A pinion angle sensor 128A is connected to the steering system 122A. A pinion angle sensor 128B provided separately from the pinion angle sensor 128A is connected to the steering system 122B. Each of the pinion angle sensors 128A and 128B detects a rotation angle (pinion angle) of a pinion gear connected to a rotating shaft of an actuator constituting a steering device. The pinion angle sensors 128A and 128B output the detected pinion angles to the steering systems 122A and 122B, respectively.

[0049] Each of the steering systems 122A and 122B generates a steering command for the steering device according to a predetermined control command output from the ADS 202 via the vehicle control interface 110. In addition, the steering systems 122A and 122B control the steering device using the steering command generated in one of the steering systems, for example. If an abnormality occurs in one of the steering systems, the steering device is controlled using a steering command generated in the other steering system.

[0050] The EPB system 123A is configured to be capable of controlling an EPB provided on at least one of a plurality of wheels provided on the vehicle 10. The EPB is provided separately from a braking device, and fixes the wheel by the operation of an actuator. For example, the EPB uses an actuator to operate a drum brake for a parking brake provided on some of the plurality of wheels provided on the vehicle 10, thereby fixing the wheel, or uses an actuator that can adjust the hydraulic pressure supplied to the braking device, separate from the brake systems 121A and 121B, to operate the braking device, thereby fixing the wheel.

[0051] The EPB system 123A controls the EPB in accordance with predetermined control commands output from the ADS 202 via the vehicle control interface 110.

[0052] The P-Lock system 123B is configured to be capable of controlling a P-Lock device provided on the transmission of the vehicle 10. The P-Lock device engages a protrusion provided on the tip of a parking lock pole, the position of which is adjusted by an actuator, with teeth of a gear (lock gear) provided and connected to a rotating element in the transmission. This fixes the rotation of the output shaft of the transmission and fixes the wheels.

[0053] The P-Lock system 123B controls the P-Lock device in accordance with a predetermined control command output from the ADS 202 via the vehicle control interface 110. For example, the P-Lock system 123B activates the P-Lock device when the control command output from the ADS 202 via the vehicle control interface 110 includes a control command to set the shift range to a parking range (hereinafter referred to as the P range), and releases the operation of the P-Lock device when the control command includes a control command to set the shift range to a range other than the P range.

[0054] The propulsion system 124 is configured to be capable of switching the shift range using a shift device, and to be capable of controlling the driving force of the vehicle 10 in the moving direction of the vehicle 10 using a drive source. The shift device is configured to be capable of selecting one of a plurality of shift ranges. The plurality of shift ranges include, for example, a P range, a neutral range, a forward driving range, and a reverse driving range. The drive source includes, for example, a motor generator, an engine, etc.

[0055] The propulsion system 124 controls the shift device and the drive source in accordance with a predetermined control command output from the ADS 202 via the vehicle control interface 110. For example, when the control command output from the ADS 202 via the vehicle control interface 110 includes a control command to set the shift range to the P range, the propulsion system 124 controls the shift device so that the shift range is set to the P range.

[0056] The PCS system 125 controls the vehicle to avoid collisions or reduce damage using the camera / radar 129. The PCS system 125 is communicably connected to the brake system 121B. For example, the PCS system 125 detects obstacles or the like (obstacles or people) ahead using the camera / radar 129, and when it determines that there is a possibility of collision based on the distance to the obstacle or the like, it outputs a braking command to the brake system 121B to increase the braking force.

[0057] The body system 126 is configured to be able to control parts such as turn signals, a horn, or windshield wipers depending on the driving state or driving environment of the vehicle 10. The system 126 controls the above-mentioned components according to predetermined control commands output from the ADS 202 via the vehicle control interface 110.

[0058] Note that an operating device that allows a user to manually operate the above-mentioned braking device, steering device, EPB, P-Lock device, shift device, drive source, etc. may be provided separately.

[0059] The various commands output from ADS202 to vehicle control interface 110 include a propulsion direction command requesting a change in shift range, an immobilization command requesting activation or deactivation of the EPB or P-Lock device, an acceleration command requesting acceleration or deceleration of vehicle 10, a tire angle command requesting the tire angle of the steering wheels, and an autonomous command requesting switching of the autonomous state between autonomous mode and manual mode.

[0060] In the vehicle 10 having the above configuration, for example, when the autonomous mode is selected as the autonomous state by the user's operation on the HMI 230, autonomous driving is performed. As described above, the ADS 202 first creates a driving plan during autonomous driving. The driving plan includes a plurality of plans regarding the operation of the vehicle 10, such as a plan to continue going straight, a plan to turn left or right at a predetermined intersection in the middle of a predetermined driving route, or a plan to change the driving lane to a lane different from the lane in which the vehicle is driving.

[0061] The ADS202 extracts control physical quantities (e.g., acceleration or deceleration, tire turning angle, etc.) necessary for the vehicle 10 to operate in accordance with the created driving plan. The ADS202 divides the physical quantities for each execution cycle of the API. The ADS202 executes the API using the divided physical quantities and outputs various commands to the vehicle control interface 110. Furthermore, the ADS202 acquires the vehicle state from the VP120 and recreates a driving plan that reflects the acquired vehicle state. In this way, the ADS202 enables the vehicle 10 to be driven autonomously.

[0062] During the autonomous driving of the vehicle 10, a deviation may occur between the estimated wheel angle, which is an estimated value of the steering angle based on information (e.g., pinion angle) acquired from the VP 120, and the steering angle actually requested by the tire turning angle command, due to aging (e.g., uneven tire wear, etc.) of the vehicle 10, misalignment, etc. Therefore, in order to appropriately control the vehicle, it is required to eliminate the deviation in the steering angle and improve the steering accuracy.

[0063] Therefore, in this embodiment, the VP 120 performs steering according to a tire rotation angle command that is set using the wheel estimated angle when the vehicle 10 is traveling straight.

[0064] In this way, the vehicle 10 is steered according to a tire rotation angle command that is set using the wheel estimated angle when the vehicle 10 is traveling straight ahead, thereby eliminating steering angle deviations and improving steering accuracy during automatic driving.

[0065] Hereinafter, a process executed by the ADS202 (more specifically, the computer 210) in this embodiment will be described with reference to Fig. 3. Fig. 3 is a flowchart showing an example of a process for calculating a correction value executed by the ADS202. The ADS202 repeatedly executes the following process, for example, every time a predetermined period of time elapses.

[0066] In step (hereinafter, step will be abbreviated as S) 11, the ADS 202 judges whether the vehicle 10 is moving straight. For example, when the white line indicating the lane in which the vehicle 10 is moving is a straight line of a predetermined length or more, the ADS 202 judges that the vehicle 10 is moving straight. Alternatively, it may be determined that the vehicle 10 is traveling straight when the movement history of the vehicle 10 based on the GPS indicates a straight line of a predetermined length or more. If it is determined that the vehicle 10 is traveling straight (YES in S11), the process proceeds to S12.

[0067] In S12, the ADS202 acquires an estimated wheel angle. The ADS202 acquires the estimated wheel angle from the vehicle state output from the VP120 via the vehicle control interface 110. The VP120 acquires the pinion angle using the detection result of the pinion angle sensor 128A or the pinion angle sensor 128B, and calculates the estimated wheel angle using the acquired pinion angle. The VP120 calculates the estimated wheel angle every time a predetermined period elapses, and outputs the calculated estimated wheel angle to the ADS202 via the vehicle control interface 110 as one piece of information included in the vehicle state.

[0068] In S13, the ADS 202 calculates a relative value. The ADS 202 calculates the difference between the estimated wheel angle when the vehicle 10 is in a straight-ahead state and the reference value of the tire turning angle when the vehicle 10 is in a straight-ahead state as a relative value. The reference value of the tire turning angle when the vehicle 10 is in a straight-ahead state is a value indicating a state where the vehicle is not being steered, for example, a value indicating zero.

[0069] In S14, the ADS202 determines whether the autonomous state is the manual mode. The ADS202 determines whether the autonomous state is the manual mode based on the state of a flag indicating the autonomous mode, for example. The flag indicating the autonomous mode is turned on when a user operation for performing automatic driving is received on the HMI230, and turned off when the autonomous mode is released and switched to the manual mode in response to a user operation or a driving situation. When the ADS202 determines that the autonomous state is the manual mode because the flag indicating the autonomous mode is off (YES in S14), the process proceeds to S15.

[0070] In S15, the ADS 202 updates the correction value. Specifically, the ADS 202 updates the value stored as the correction value to the relative value calculated in S13.

[0071] For example, the next time the ADS202 is switched to the autonomous mode, it sets the tire turning angle command to a value obtained by adding a correction value to the initial value of the tire turning angle command corresponding to the steering angle set according to the driving plan.

[0072] The process performed by the ADS 202 in the autonomous mode will now be described with reference to Fig. 4. Fig. 4 is a flow chart illustrating an example of the process performed by the ADS 202 in the autonomous mode.

[0073] In S21, the ADS202 determines whether the autonomous state is the autonomous mode. For example, the ADS202 determines that the autonomous state is the autonomous mode when the flag indicating the autonomous mode is in the on state. If it is determined that the autonomous state is the autonomous mode (YES in S21), the process proceeds to S22.

[0074] In S22, the ADS 202 sets an initial value of the tire turning angle command. The ADS 202 sets the initial value of the tire turning angle command according to the driving plan. For example, when the driving plan is a straight driving plan, the ADS 202 sets the initial value of the tire turning angle command to zero.

[0075] In S23, the ADS 202 corrects the tire turning angle command. The ADS 202 corrects the tire turning angle command using the correction value stored in the storage unit. Specifically, the ADS 202 sets a value obtained by adding the correction value to the initial value of the tire turning angle command as the tire turning angle command.

[0076] At S24, the ADS 202 sends the corrected tire turning angle command to the vehicle control interface 110.

[0077] Next, a process executed by the vehicle control interface 110 (more specifically, the VCIB 111 or VCIB 112) will be described with reference to Fig. 5. Fig. 5 is a flowchart showing an example of a process executed by the vehicle control interface 110.

[0078] In S31, the vehicle control interface 110 determines whether or not to receive a tire turning angle command from the ADS 202. If it is determined that a tire turning angle command will be received (YES in S31), the process proceeds to S32.

[0079] In S32, the vehicle control interface 110 executes control of the steering device. The vehicle control interface 110 controls the steering device in accordance with the received tire turning angle command.

[0080] In S33, the vehicle control interface 110 acquires the estimated wheel angle, and in S34, the vehicle control interface 110 transmits the acquired estimated wheel angle to the ADS 202 as one piece of vehicle state information.

[0081] The operation of the ADS202 based on the above-mentioned structure and flow chart will be described with reference to Fig. 6. Fig. 6 is a timing chart for explaining the operation of the ADS202, the vehicle control interface 110, and the VP120. The horizontal axis of Fig. 6 indicates time. LN1 in Fig. 6 indicates a change in the autonomous state. LN2 in Fig. 6 indicates a change in the relative value. LN3 in Fig. 6 indicates a change in the correction value.

[0082] For example, assume that the autonomous mode is set as the autonomous state, as shown in LN1 in FIG.

[0083] At this time, since the vehicle is in the autonomous mode (YES in S21), an initial value for the tire turning angle command is set in accordance with the driving plan (S22), and the correction value is added to the set initial value to correct the tire turning angle command (S23). The corrected tire turning angle command is sent to the vehicle control interface 110 (S24).

[0084] When the vehicle control interface 110 receives a tire turning angle command (YES in S31), the control of the steering device is executed (S32). Then, an estimated wheel angle is obtained (S33), and the estimated wheel angle is transmitted to the ADS 202 (S34).

[0085] As shown in Fig. 6, when the vehicle 10 is moving straight ahead at time t1 (YES in S11), an estimated wheel angle is acquired from the VP 120 (S12). Then, the calculated estimated wheel angle is calculated as an estimated value (S13). Here, as shown in LN2 in Fig. 6, even if the estimated value calculated at time t1 is different from the previous value shown just before time t1, the correction value is not updated as long as the autonomous mode is set as the autonomous state (NO in S14), as shown in LN3 in Fig. 6.

[0086] On the other hand, when the manual mode is set as the autonomous state at time t2 (YES in S14), the correction value is updated to the calculated relative value (S15), as shown in LN3 in FIG.

[0087] Therefore, the next step is to switch to autonomous mode (YES in S21), and the tire pressure is reduced according to the driving plan. When an initial value of the angle command is set (S22), the updated correction value is added to the set initial value to correct the tire turning angle command (S23), and the corrected tire turning angle command is sent to the vehicle control interface 110 (S24).

[0088] As described above, the vehicle 10 according to the present embodiment is steered according to the tire rotation angle command set using the wheel estimated angle when the vehicle 10 is traveling straight ahead, so that the steering angle deviation can be eliminated and the steering accuracy during autonomous driving can be improved. Therefore, it is possible to provide a vehicle that can be equipped with an autonomous driving system and that improves the steering accuracy during autonomous driving.

[0089] Furthermore, since the tire rotation angle command is set using a relative value from the estimated wheel angle, it is possible to eliminate steering angle deviations when the vehicle 10 is traveling straight or turning, thereby improving steering accuracy during autonomous driving.

[0090] Furthermore, the estimated wheel angle when the vehicle 10 is moving straight ahead is set as the correction value for the tire rotation angle command, so that the steering accuracy can be improved. Furthermore, since the correction value is updated when the vehicle is not in the autonomous mode, it is possible to suppress a large change in vehicle behavior during autonomous driving, for example, when the correction value changes significantly.

[0091] Modifications will be described below.

[0092] In the above embodiment, the VCIB 111 or VCIB 112 is described as executing the process shown in the flowchart of FIG. 5. However, for example, the VCIB 111 and VCIB 112 may cooperate to execute the above process.

[0093] Furthermore, in the above-described embodiment, the vehicle control interface 110 has been described as executing the processing shown in the flowchart of FIG. 5, but, for example, some or all of the above-described processing may be executed in a system that is subject to the control of VP 120 (specifically, steering system 122A or steering system 122B).

[0094] Furthermore, in the above-described embodiment, the relative value is calculated every time a predetermined period of time elapses, and when the autonomous state is in manual mode, the correction value is updated using the calculated relative value. However, for example, when the magnitude of the difference between the relative value and the correction value before the update exceeds a threshold value or when the relative value is a value different from the immediately preceding correction value, the correction value may be updated using the relative value calculated when the autonomous state is in manual mode.

[0095] The above-described modified examples may be implemented in whole or in part in appropriate combination. EXAMPLES

[0096] Toyota's MaaS Vehicle Platform API Specification for ADS Developers [Standard Edition #0.1] Revision History [Table 1] table of contents 1. Outline 4 1.1. Purpose of this Specification 4 1.2. Target Vehicle 4 1.3. Definition of Term 4 1.4. Precaution for Handling 4 2. Structure 5 2.1. Overall Structure of MaaS 5 2.2. System structure of MaaS vehicle 6 3. Application Interfaces 7 3.1. Responsibility sharing of when using APIs 7 3.2. Typical usage of APIs 7 3.3. APIs for vehicle motion control 9 Functions 9 3.3.2. Inputs 16 3.3.3. Outputs 23 3.4. APIs for BODY control 45 Functions 45 3.4.2. Inputs 45 3.4.3. Outputs 56 3.5. APIs for Power control 68 Functions 68 3.5.2. Inputs 68 3.5.3. Outputs 69 3.6. APIs for Safety 70 3.6.1. Functions 70 3.6.2. Inputs 70 3.6.3. Outputs 70 3.7. APIs for Security 74 Functions 74 3.7.2. Inputs 74 3.7.3. Outputs 76 3.8. APIs for MaaS Services 80 3.8.1. Functions 80 3.8.2. Inputs 80 3.8.3. Outputs 80 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. This document is the API specification for Toyota's Vehicle Platform and describes the outline of the Application Interface. It includes information on how to use the product and precautions to take.

[0097] 1.2. Target Vehicle e-Palette, MaaS vehicle based on the POV(Privately Owned Vehicle) manufactured by Toyota The vehicles covered in this document are MaaS vehicles based on the e-Palette and Toyota-manufactured commercial vehicles. do.

[0098] 1.3. Definition of Term [Table 2] 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 TBD will be updated in the future. This book is an Early Draft version. Please note that the contents may be subject to change. If there are any changes to the contents, we will contact you separately. In addition, since the detailed design is still in progress, there are some TBD items, but we will update them accordingly.

[0099] 2. Structure 2.1. Overall Structure of MaaS The overall structure of MaaS with the target vehicle is shown. The overall configuration of MaaS using the target vehicles is shown below (Figure 7). 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. The target vehicles in this document are those that interface vehicle control technology to ADS operators. ADS operators will disclose vehicle status and vehicle safety information necessary for the development of autonomous driving systems. Both controls can be used as APIs.

[0100] 2.2. System structure of MaaS vehicle The system architecture as a premise is shown. The assumed system configuration is shown below (Figure 8). 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. The vehicle covered by this document has a physical configuration in which the connection bus to the vehicle (VCIB) is configured as CAN. . In order to realize each API in this book with CAN, you need to know the CAN frame and data bit assignment separately. It is presented as a "bit assignment table".

[0101] 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. The basic division of responsibilities between ADS and VP regarding use of the API is as follows: [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 .

[0102] 3.2. Typical usage of APIs In this section, typical usage of APIs is described. This section describes typical usage of the API. 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. CAN is used as the communication line between ADS and VP. Therefore, basically, API must be executed from ADS at the intervals defined for each API. A typical workflow of ADS of when executing APIs is as follows. A typical flow of ADS when executing an API is shown below (Figure 9).

[0103] 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. This section explains the vehicle control API that can be controlled by MaaS vehicles and how to use it. .

[0104] 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. This describes how to transition to Standstill and how to start. This function assumes that Autonomy_State = Autonomous Mode is in effect. Requests in any other case will be rejected. The diagram below shows an example. The diagram below shows an example. Acceleration Command requests deceleration and stops the vehicle. Then, when Longitudinal_Velocity is confimed 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. Acceleration Command requests deceleration and stops the vehicle. After that, when Longitudinal_Velocity is confirmed as 0 [km / h], Standstill Command is requested to be set to "Applied". When brake hold control is completed, Standstill Status is set to "Applied". During this time, the Acceleration Command must continue to request deceleration. If Standstill Command = "Applied" or the deceleration request of Acceleration Command is released, the system will not switch to brake hold control. After that, Standstill will continue as long as Standstill Command = "Applied" is requested. During this time, Acceleration Command can be set to 0. If the vehicle needs to start, the brake hold control is canceled by setting Standstill Command to “Released”. At the same time, acceleration / deceleration is controlled based on Acceleration Command. When you want to start moving, release the brake hold by setting Standstill Command = “Released”. At the same time, acceleration and deceleration are controlled according to the Acceleration Command (Fig. 10). EPB is engaged when Standstill Status = ”Applied” continues for 3 minutes. After 3 minutes of Standstill Status = “Applied”, EPB will be activated.

[0105] 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. This describes how to change shifts. This function assumes that Autonomy_State = Autonomous Mode is in effect. Any other requests will be rejected. Shift change happens only during Actual_Moving_Direction=”standstill”). Otherwise, the request is rejected. Shift changes can only be performed when the vehicle is stopped (Actual_Moving_Direction="standstill"). Otherwise, the request will be 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”, any shit 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 / decekeration is controlled based on Acceleration Command value. The figure below shows an example. The Acceleration Command requests an acceleration that results in Deceleration, and stops the vehicle. After Actual_Moving_Direction = "standstill", Propulsion Direction Command A desired shift range is requested by (In the example below, switching from "D" to "R") During a shift change, the Acceleration Command must simultaneously request Deceleration. After the change, acceleration / deceleration is performed as necessary according to the Acceleration Command value (Figure 11).

[0106] WheelLock Sequence The engagement and release of wheel lock is described. This function presupposes Autonomy_State = Autonomous Mode, other wise the request is rejected. This section describes how to apply and release WheelLock. This function is based on the Autonomy_State = Autonomous Mode. Requests in any other mode will be 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”. This function can be executed only when the Acceleration Command is Deceleration. Request speed and stop the vehicle. After Actual_Moving_Direction = "standstill", apply WheelLock by Immobilization Command = "Applied". Until the Immobilization Status becomes "Applied", the Acceleration Command is Deceleration (-0.4m / s^2). If release is desired, Immobilization Command = “Release” is requested when the vehicle is stationary. Acceleration Command is set to Deceleration at that time. To release the immobilization, request Immobilization Command = “Release” while the vehicle is stopped. At that time, the Acceleration Command should be Deceleration. After this, the vehicle is accelerated / decelerated based on Acceleration Command value. After that, the motor accelerates or decelerates according to the Acceleration Command value (Figure 12).

[0107] 3.3.1.4. Road_Wheel_Angle Request Steering Method This function presupposes Autonomy_State = “Autonomous Mode”, and the request is rejected otherwise. This function is based on the Autonomy_State = “Autonomous Mode”. Requests in any other state will be rejected. Tire Turning Angle Command is the relative value from Estimated_Road_Wheel_Angle_Actual. Tire Turning Angle Command is entered relative to the Estimated_Road_Wheel_Angle_Actual. To exert effort. For example, in case that Estimated_Road_Wheel_Angle_Actual =0.1 [rad] while the 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 Angle Command should be set to -0.3+0.1 = -0.2[rad] For example, if the vehicle is moving straight, but the Estimated_Road_Wheel_Angle_Actual indicates 0.1 [rad]. If you want to request a straight line from ADS, the Tire Turning Angle Command will output 0+0.1 = 0.1 [rad]. To exert effort. If you want to request a steering angle of -0.3 [rad] from ADS, the Tire Turning Angle Command should be -0.3+0.1 = -0.2 [rad].

[0108] 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. During autonomous driving mode, operation of the accelerator pedal is excluded from the selection of the vehicle's required acceleration.

[0109] 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 The operation when the brake pedal is operated will be described. During autonomous driving mode, 1) the acceleration and deceleration estimated from the amount of brake pedal operation, and 2) The sum of the deceleration request input from the system is set as the target acceleration of the vehicle.

[0110] 3.3.1.5.3. Shift_Lever_Operation 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. During autonomous driving mode, the driver's shift lever operation is is not reflected in the If necessary, ADS checks the Propulsion Direction by Driver and If necessary, a change in the shift position is requested using a Propulsion Direction Command.

[0111] 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. When the driver operates the steering wheel, The maximum value is selected from the torque value estimated from the driver's operation amount and the torque value calculated from the requested steering 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. However, if the driver applies strong steering force, the Tire Turning Angle Command will not be accepted. The above is determined by the Steering_Wheel_Intervention flag.

[0112] Inputs [Table 3] 3.3.2.1. Propulsion Direction Command Request to switch between forward (D range) and back (R range) Shift range (R / D) switching request Values [Table 4] Remarks ·Only available when Autonomy_State = “Autonomous Mode”. Only Autonomy_State = “Autonomous Mode” is available ·D / R is changeable only the vehicle is stationary (Actual_Moving_Direction=”standstill”). Switch only when the vehicle is stationary (Actual_Moving_Direction=”standstill”) It is possible. ·The request while driving (moving) is rejected. If requested while driving, decline ·When system requests D / R shifting, Acceleration Command is sent deceleration(-0.4m / s^2) simultaneously. (Only while brake is applied.) When requesting a D / R switch, a deceleration value is requested at the same time via the Acceleration Command. (Assuming operation is performed with the brakes held) ·The request may not be accepted in following cases. ·Direction_Control_Degradation_Modes = ”Failure detected” Your request may not be accepted in the following cases: ·Direction_Control_Degradation_Modes = ”Failure detected”

[0113] 3.3.2.2. Immobilization Command Request to engage / release WheelLock Request to apply / remove WheelLock. Values [Table 5] Remarks ·Available only when Autonomy_State = “Autonomous Mode”. Only Autonomy_State = “Autonomous Mode” is available ·Changeable only when the vehicle is stationary (Actual_Moving_Direction=”standstill”). Switching only when the vehicle is stopped (Actual_Moving_Direction="standstill") It is possible. ·The request is rejected when vehicle is running. If requested while driving, decline ·When Apply / Release mode change is requested, Acceleration Command is set to deceleration(-0.4m / s^2). (Only while brake is applied.) When requesting a change in Applied / Released, a deceleration value (-0.4m / s^2) for the Acceleration Command is also requested at the same time. (Assuming operation is performed with the brakes held)

[0114] 3.3.2.3. Standstill Command Request the vehicle to be stationary Request permission / release to hold the vehicle Values [Table 6] Remarks ·Only available when Autonomy_State = “Autonomous Mode”. Only Autonomy_State = “Autonomous Mode” is available ·Confirmed by Standstill Status = “Applied”. Check that Standstill Status = “Applied”. ·When the vehicle is stationary (Actual_Moving_Direction=”standstill”), transition to Stand Still is enabled. If the vehicle is stopped (Actual_Moving_Direction="standstill"), transition to Standstill is allowed. ·Acceleration Command has to be continued until Standstill Status becomes “Applied” and Acceleration Command's deceleration request (-0.4m / s^2) should be continued. Until the Standstill Status becomes “Applied”, it is necessary to continue requesting “Applied” and request a deceleration value (-0.4m / s^2) for the Acceleration Command. -Requests may not be accepted. For details, see TBD. There are more cases where the request is not accepted. Details are TBD Acceleration Command Command vehicle acceleration. Indicate vehicle acceleration Values Estimated_Max_Decel_Capability to Estimated_Max_Accel_Capability [m / s2] Remarks ·Only available when Autonomy_State = “Autonomous Mode”. Only Autonomy_State = “Autonomous Mode” is available ·Acceleration (+) and deceleration (-) request based on Propulsion Direction Status direction. Acceleration (+) and deceleration (-) requests for the direction of Propulsion Direction Status. ·The upper / lower limit will vary based on Estimated_Max_Decel_Capability and Estimated_Max_Accel_Capability. The Estimated_Max_Decel_Capability and Estimated_Max_Accel_Capability allow you to The upper and lower limits vary. ·When acceleration more than Estimated_Max_Accel_Capability is requested, the request is set to Estimated_Max_Accel_Capability. If you request a value greater than or equal to Estimated_Max_Accel_Capability, The required value is controlled as Estimated_Max_Accel_Capability. ·When deceleration more than Estimated_Max_Decel_Capability is requested, the request is set to Estimated_Max_Decel_Capability. If you request a value greater than or equal to Estimated_Max_Decel_Capability, The required value is controlled as Estimated_Max_Decel_Capability. ·Depending on the accel / brake pedal stroke, the requested acceleration may not be met. See 3.4.1.4 for more detail. Depending on the amount of accelerator or brake pedal operation, the vehicle may not respond to the requested acceleration. For details, see 3.3.1.4. ·When Pre-Collision system is activated simultaneously, minimum acceleration (maximum deceleration) is selected. If the Pre-Collision Systems are activated simultaneously, the minimum of the acceleration required by each will be selected.

[0115] 3.3.2.5. Tire Turning Angle Command Requires front tire turning angle. Values [Table 7] Remarks ·Left is positive value(+). right is negative value(-). ·Available only when Autonomy_State = “Autonomous Mode” Only Autonomy_State = “Autonomous Mode” is available ·The output of Estimated_Road_Wheel_Angle_Actual when the vehicle is going straight, is set to the reference value (0). The value output by Estimated_Road_Wheel_Angle_Actual when the vehicle is traveling straight is set as the reference value (0). ·This equests relative value of Estimated_Road_Wheel_Angle_Actual. (See 3.4.1.1 for details) Requests the relative value of Estimated_Road_Wheel_Angle_Actual (see 3.4.1.1 for details). ·The requested value is within Current_Road_Wheel_Angle_Rate_Limit. Request a steering angle value that does not exceed the Current_Road_Wheel_Angle_Rate_Limit. ·The requested value may not be fulfilled depending on the steer angle by the driver. Depending on the amount of steering by the driver, the value may not be achieved.

[0116] 3.3.2.6. Autonomization Command Request to transition between manual mode and autonomy mode Values [Table 8] Remarks ·The mode may be able not to be transitioned to Autonomy mode. (eg In case that a failure occurs in the vehicle platform.)

[0117] Outputs [Table 9]

[0118] 3.3.3.1. Propulsion Direction Status Current shift range Current shift range Values [Table 10] Remarks ·When the shift range is indeterminate., this output is set to “Invalid Value ". If the shift range is indefinite, "Invalid value" is output. ·When the vehicle becomes the following status during VO mode, [Propulsion Direction Status] will turn to “P”. - [Longitudinal_Velocity] = 0 [km / h] - [Brake_Pedal_Position] < Threshold value (TBD) (in case of being determined that the pedal isn't depressed) - [1st_Left_Seat_Belt_Status] = Unbuckled - [1st_Left_Door_Open_Status] = Opened 3.3.3.2. Propulsion Direction by Driver Shift lever position by driver operation Shift lever position operated by the driver Values [Table 11] Remarks ·Output based on the lever position operated by driver When the driver is operating the lever, output is based on the lever position. ·If the driver releases his hand of the shift lever, the lever returns to the central position and the output is set as “No Request”. When the driver releases the lever, the lever returns to its original position and outputs "no request" ·When the vehicle becomes the following status during NVO mode, [Propulsion Direction by Driver] will turn to “1(P)”. - [Longitudinal_Velocity] = 0 [km / h] - [Brake_Pedal_Position] < Threshold value (TBD) (in case of being determined that the pedal isn't depressed) - [1st_Left_Seat_Belt_Status] = Unbuckled - [1st_Left_Door_Open_Status] = Opened 3.3.3.3. Immobilization Status Output EPB and Shift-P status Outputs the state of EPB and shift P. Values <primary>

Table 12

Table 20

Table 21

Table 22

Table 44

Table 45

Table 46

Table 47

Table 48

Table 49

Table 50

Table 51

Table 52

Table 53

Table 63

Table 64

Table 65

Table 66

Table 67

Table 68

Table 69

Table 70

Table 71

Table 72

Table 73

Table 74

Table 75

Table 87

[0119] Toyota's MaaS Vehicle Platform Architecture Specification [Standard Edition #0.1] Revision History [Table 105] table of contents 1. General Concept 4 1.1. Purpose of this Specification 4 1.2. Target Vehicle Type 4 1.3. Target Electronic Platform 4 1.4. Definition of Term 4 1.5. Precaution for Handling 4 1.6. Overall Structure of MaaS 4 1.7. Adopted Development Process 6 1.8. ODD(Operational Design Domain) 6 2. Safety Concept 7 2.1. Outline 7 2.2. Hazard analysis and risk assessment 7 2.3. Allocation of safety requirements 8 2.4. Redundancy 8 3. Security Concept 10 3.1. Outline 10 3.2. Assumed Risks 10 3.3. Countermeasure for the risks 10 3.3.1. The countermeasure for a remote attack 11 3.3.2. The countermeasure for a modification 11 3.4. Handling of Retained Data Information 11 3.5. Vulnerability Response 11 3.6. Contract with operator 11 4. System Architecture 12 4.1. Outline 12 4.2. Physical LAN architecture (in-vehicle) 12 4.3. Power Supply Structure 14 5. Function Allocation 15 5.1. in a healthy situation 15 5.2. in a single failure 16 6. Data Collection 18 6.1. At event 18 6.2. Constantly 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. This document is the architectural specification for Toyota's Vehicle Platform and describes an overview of the vehicle-level system. 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. This document applies to vehicles that use the 19-electron power plant. Representative vehicles that are equipped with the 19-electron power plant include the e-Palette, Sienna, and RAV4. 1.3. Definition of Term [Table 106] 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 TBD will be updated in the future. This book is an Early Draft version. Please note that the contents may be subject to change. If there are any changes to the contents, we will contact you separately. In addition, since the detailed design is still in progress, there are some TBD items, but we will update them accordingly. 2. Architectural Concept 2.1. Overall Structure of MaaS The overall structure of MaaS with the target vehicle is shown. The overall configuration of MaaS using the target vehicles is shown below (Figure 16). 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. The target vehicles in this document are those that interface vehicle control technology to ADS operators. We will disclose this information as a source. ADS operators can use vehicle status and vehicle control, which are necessary for developing autonomous driving systems, as APIs. 2.2. Outline of system architecture on the vehicle The system architecture on the vehicle as a premise is shown. The assumed system configuration on the vehicle side is shown below (Figure 17). 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. The vehicle covered by this document has a physical configuration in which the vehicle (VCIB) and ADS are connected by a CAN bus. In order to realize each API in this document using CAN, separate CAN frames and data bit assignments are required. It is presented as a "bit assignment table". 2.3. Outline of power supply architecture on the vehicle The power supply srcitecture as a premise is shown as follows. The assumed power supply configuration is shown below (Figure 18). The blue colored parts are provided from an ADS provider. parts are provided from the VP. The blue parts are loaded under the responsibility of ADS, and the orange parts are loaded under the responsibility of VP. The power structure for ADS is isolated from the power structure for VP. Also, the ADS provider should install a redundant power structure isolated from the VP. 3. Safety Concept Overall safety concept The basic safety concept is shown as follows. The basic safety concepts are as follows: The strategy of bringing the vehicle to a safe stop when a failure occurs is shown as follows. The strategy for safely stopping the vehicle even when an abnormality occurs is shown below (Fig. 19). 1. After occurring a failure, the entire vehicle execute "detecting a failure" and "correcting an impact of failure" and then achieves the safety state 1. When an abnormality occurs, "detect the abnormality" and "correct the effect of the abnormality" to achieve safe state 1. 2. Obeying on the instructions from the ADS, the entire vehicle stops in a safety space at a safety speed (assumed less than 0.2G). Follow the ADS instructions and stop in a safe place at a safe deceleration rate (assuming less than 0.2G). However, depending on a situation, the entire vehicle should happen a deceleration more than the above deceleration if needed. However, this does not apply if a deceleration rate greater than the above is necessary depending on the situation. 3. After stopping, in order to prevent to slip down, the entire vehicle achieves the safety state 2 by activating the immobilization system. After stopping, the vehicle immobilization system is activated to prevent the vehicle from rolling down, ensuring safety. Achieve this. [Table 107] See the separated document called "Fault Management" regarding notifiable single failure and expected behavior for the ADS. For information on single faults that can be notified to ADS and the behavior expected in such cases, please refer to the separate document "Fault Management." 3.2. Redundancy The redundant functionalities with Toyota's MaaS vehicle is shown. Toyota's MaaS vehicles have the following redundant functions: Toyota's Vehicle Platform has the following redundant functionalities to meet the safety goals led from the functional safety analysis. Toyota's vehicle platforms have redundancy in the following functions in order to meet the safety goals derived from functional safety analysis: Redundant Braking Redundant Brakes Any single failure on the Braking System doesn't cause to lose braking functionality. However, depending on where the failure occurred in, the capability left might not be equivalent to the primary system's capability. In this case, the braking system is designed to prevent that the capability becomes to 0.3G or less. A single fault in the brake system will not result in loss of braking function. In some places, the performance may not be the same as that of the primary system. Even in such cases, the capability is designed not to fall below 0.3G. Redundant Steering Redundant Steering Any single failure on the Steering System doesn't cause to lose steering functionality. However, depending on where the failure occurred in, the capability left might not be equivalent to the primary system's capability. In this case, the steering system is designed to prevent that the capability becomes to 0.3G or less. A single failure in the steering system will not cause a loss of steering function. However, depending on the location of the failure, the steering system may not perform as well as the primary system. Even in such cases, the steering system is designed to ensure that capability does not fall below 0.3G. Redundant Immobilization Redundant vehicle fixing Toyota's MaaS vehicle has 2 immobilization systems. ie P lock and EPB. Therefore, any single failure of immobilization system doesn't cause to lose the immobilization capability. However, in the case of failure, maximum stationary slope angle is less steep than the systems are healthy. Toyota's MaaS vehicles have two independent systems, P-lock and EPB, for vehicle immobilization functions. Therefore, the vehicle immobilization function will not be lost in the event of a single failure. However, when a failure occurs, the maximum tilt angle that can be immobilized will be reduced compared to when two systems are used simultaneously. Redundant Power redundant power supply Any single failure on the Power Supply System doesn't cause to lose power supply functionality. However, in case of the primary power failure, the secondary power supply system keeps to supply power to the limited systems for a certain time. A single failure within the power supply system will not cause a loss of power supply function. However, if the primary power supply system fails, the secondary power supply system will continue to supply power to limited systems for a certain period of time. Redundant Communication Redundant Communication Any single failure on the Communication System doesn't cause to lose all the communication functionality. System which needs redundancy has physical redundant communication lines. For more detail imformation, see the chapter "Physical LAN architecture (in-vehicle)”. A single failure in the communication system will not cause the entire communication function to fail. For systems that require redundancy, the communication lines are physically redundant. For details, see the vehicle physical LAN architecture. See . 4. Security Concept 4.1. Outline Regarding security, Toyota's MaaS vehicle adopts the security document issued by Toyota as an upper document. Regarding security, the security measures standard issued by 46F will be used as the higher-level document. . none 4.2. Assumed Risks The entire risk includes not only the risks assumed on the base e-PF but also the risks assumed for the Autono-MaaS vehicle. Not only the threats expected from the electronic platform on which it is based, but also the threats that exist due to the fact that it is an Autono-MaaS vehicle The sum of these is defined as the total anticipated threat. The entire risk is shown as follows. The threats assumed in this document are as follows: [Remote Attack] - To vehicle ·Spoofing the center ECU Software Alteration DoS Attack Sniffer - From vehicle Spoofing the other vehicle ·Software Alternation for a center or a ECU on the other vehicle ·DoS Attack to a center or other vehicle Uploading illegal data [Modification] Illegal Reprogramming Setting up an illegal ADK ·Installation of an unauthenticated product by a customer 4.3. Countermeasure for the risks The countermeasure of the above assumed risks is shown as follows. The response policy for the anticipated threats mentioned above is shown below. 4.3.1. The countermeasure for a remote attack The countermeasure for a remote attack is shown as follows. Countermeasures against remote attacks are shown below. Since the autonomous driving kit communicates with the operator's center, end-to-end security must be ensured. In addition, since the autonomous driving kit has a function for issuing driving control instructions, a multi-layer defense is required within the autonomous driving kit. A secure microcomputer and security chip must be used within the autonomous driving kit to provide sufficient security measures as the first layer of access from the outside. In addition, a separate security It also has a second layer of security by using a cure microcomputer and security chip. (In the autonomous driving kit, the first layer of defense prevents direct intrusion from the outside, and the second layer of defense prevents direct intrusion from the outside.) Having multiple layers of defense, such as a layer of defense and a second layer of defense 4.3.2. The countermeasure for a modification The countermeasure for a modification is shown as follows. Measures against modifications are shown below. To prepare for fake autonomous driving kits, perform device authentication and message authentication. Regarding key storage, measures will be taken to prevent tampering, and key sets will be changed for each pair of vehicle and autonomous driving kit. Alternatively, include in the contract that the operator will adequately manage the system to prevent the installation of unauthorized kits. In preparation for Autono-MaaS vehicle users installing counterfeit products, the operator will install counterfeit products in the vehicle. The contract should include provisions to prevent unauthorized access to the equipment. When applying the technology to actual vehicles, an analysis of anticipated threats is also conducted, and the autonomous driving kit will have been updated to include the latest vulnerabilities at the time of LO. 5. Function Allocation 5.1. In a healthy situation The allocation of representative functionalities is shown as below. A typical layout of functions is shown below (Figure 20). [Function allocation] [Table 108] 5.2. in a single failure See the separated document called "Fault Management" regarding notifiable single failure and expected behavior for the ADS. For information on single faults that can be notified to ADS and the behavior expected in such cases, please refer to the separate document "Fault Management."

[0120] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims, not the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0121] 10 vehicle, 100 vehicle body, 110 vehicle control interface, 111, 112 VCIB, 120 VP, 121A, 121B Brake system, 122A, 122 B Steering system, 123A EPB system, 123B P-Lock system, 124 Propulsion system, 125 PCS system, 126 Body system, 127 Wheel speed sensor, 128A, 128B pinion angle sensor, 129 camera / radar, 190 DCM, 200 ADK, 202 ADS, 210 computer, 230 HMI, 260 recognition sensor, 270 attitude sensor, 290 sensor cleaner, 500 data server, 600 MSPF, 700 mobility service.< / secondary> < / primary>

Claims

[Claim 1] A vehicle capable of mounting an automated driving system, a vehicle platform that performs vehicle control according to commands from the autonomous driving system; a vehicle control interface that interfaces between the automated driving system and the vehicle platform; A tire turning angle command indicating a turning angle of a steering wheel required for performing autonomous driving and an acceleration command indicating a required value of vehicle acceleration are transmitted from the autonomous driving system to the vehicle platform; A signal is transmitted from the vehicle platform to the automated driving system indicating an estimated wheel angle, the estimated wheel angle being an estimate of the steering angle of the steering wheel; The vehicle platform steers according to the tire turning angle command that is set using an estimated wheel angle when the vehicle is in a straight-ahead state; the vehicle platform includes an electric steering system for steering the vehicle; The vehicle platform includes: controlling the vehicle acceleration based on the acceleration command during the automated driving; The vehicle acceleration is not controlled based on an accelerator pedal stroke during the automatic driving, calculating a target acceleration of the vehicle using a sum of a first deceleration request value estimated from a brake pedal stroke and a second deceleration request value from the autonomous driving system during the autonomous driving; selecting a maximum value of a torque value required for the electric steering system, the torque value being estimated from an operation amount of a steering wheel by a driver, and a torque value being required for the electric steering system, the torque value being calculated based on the tire turning angle command during the autonomous driving, as a required torque for the electric steering system; The vehicle does not accept the tire turning angle command when the driver operates the steering wheel with an operating force greater than a threshold during the automatic driving.

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