Vehicle and Vehicle Control Interface

Abstract

To provide an appropriate interface between an automatic driving system and a vehicle platform.SOLUTION: A program allows a VP5 to execute a step of receiving a first deceleration request according to an amount of operation of a brake pedal by a driver, and receiving a second deceleration request from an ADK 3 through a VCIB4, a step of setting an addition value of the first deceleration request and the second deceleration request to be target deceleration of a vehicle 1, during an automatic driving mode, and a step of setting a brake pedal intervention signal to be any one of first to third values. The first value indicates that the brake pedal is not stepped when the amount of operation is smaller than a threshold. The second value indicates that the brake pedal has been stepped when the amount of operation is larger than the threshold. The third value indicates automatic deceleration excess that the first deceleration request is larger than the second deceleration request. The program allows the VP5 to execute a step of outputting the brake pedal intervention signal to the ADK3 through the VCIB4.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure provides: Vehicle and Vehicle Control Interface Regarding. [Background technology]

[0002] In recent years, development of autonomous driving technology for vehicles has been progressing. For example, Japanese Patent Application Laid-Open Publication No. 2018-132015 (Patent Document 1) discloses an autonomous driving system that comprehensively executes autonomous driving control of a vehicle. This autonomous driving system includes a camera, a laser device, a radar device, an operating device, a gradient sensor, an autonomous driving device, and an autonomous driving ECU (Electronic Control Unit). It is equipped with:

[0003] In Patent Document 1, in a second modification, it is disclosed that at least one of the power function, braking function, and steering function of the automatic driving device is restricted (see FIGS. 7 and 8). In this state where automatic control is prohibited, the driver can switch to manual operation. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2018-132015 Summary of the Invention [Problem to be solved by the invention]

[0005] It is possible to mount the autonomous driving system externally on the vehicle itself, in which case autonomous driving will be achieved by the vehicle platform (described below) controlling the vehicle in accordance with commands from the autonomous driving system.

[0006] In order to ensure proper coordination between the automated driving system and the vehicle platform, it is desirable to provide an appropriate interface between the automated driving system and the vehicle platform. The importance of such an interface becomes particularly evident when the developer of the automated driving system is different from the developer of the vehicle platform.

[0007] The present disclosure has been made to solve the above-mentioned problems, and an object of the present disclosure is to provide an appropriate interface between an autonomous driving system and a vehicle platform. [Means for solving the problem]

[0008] According to certain aspects of the present disclosure The vehicle is a vehicle that can be equipped with an autonomous driving system and includes a vehicle platform that controls the vehicle in accordance with commands from the autonomous driving system, and a vehicle control interface that interfaces between the autonomous driving system and the vehicle platform. The vehicle platform outputs a brake pedal position signal, detected by a brake pedal position sensor and indicating the amount of brake pedal operation when the brake pedal position sensor is normal, to the autonomous driving system via the vehicle control interface. The vehicle platform receives a first deceleration request according to the brake pedal position signal, and also receives a second deceleration request from the autonomous driving system via the vehicle control interface. During autonomous driving mode, the vehicle platform sets the target deceleration of the vehicle to the sum of the first deceleration request and the second deceleration request. The vehicle platform outputs a brake pedal intervention signal generated according to the brake pedal position signal to the autonomous driving system via the vehicle control interface. When the brake pedal position sensor fails, the brake pedal intervention signal indicates an invalid value outside the range of the brake pedal operation amount.

[0009] A vehicle control interface according to another aspect of the present disclosure interfaces between an automated driving system and a vehicle platform that controls the vehicle in accordance with commands from the automated driving system. The vehicle platform outputs a brake pedal position signal, detected by a brake pedal position sensor and indicating an operation amount of the brake pedal, to the automated driving system via the automated driving system, receives a first deceleration request in accordance with the brake pedal position signal, and receives a second deceleration request from the automated driving system via the vehicle control interface, and during automated driving mode, sets a target deceleration of the vehicle to a sum of the first deceleration request and the second deceleration request, and outputs a brake pedal intervention signal, which may be a value outside the range of the operation amount of the brake pedal, to the automated driving system via the vehicle control interface. [Effects of the Invention]

[0010] The present disclosure provides a suitable interface between an automated driving system and a vehicle platform. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a diagram illustrating an overview of a MaaS system in which a vehicle according to an embodiment of the present disclosure is used. [Figure 2] FIG. 2 is a diagram showing the configuration of the vehicle in more detail. [Figure 3] FIG. 2 is a functional block diagram relating to brake pedal control in a vehicle. [Figure 4] 10 is a flowchart illustrating braking control in an automatic driving mode in a vehicle. [Figure 5] This is an overall configuration diagram of MaaS. [Figure 6] FIG. 1 is a system configuration diagram of a MaaS vehicle. [Figure 7] FIG. 1 is a diagram showing a typical flow of an autonomous driving system. [Figure 8]FIG. 10 is a diagram showing an example of a timing chart of an API related to stopping and starting a MaaS vehicle. [Figure 9] FIG. 10 is a diagram showing an example of a timing chart of an API related to shift changes in a MaaS vehicle. [Figure 10] FIG. 10 is a diagram showing an example of a timing chart of an API related to wheel locking of a MaaS vehicle. [Figure 11] FIG. 10 is a diagram illustrating a limit value of a change amount of a tire turning angle. [Figure 12] FIG. 10 is a diagram illustrating accelerator pedal intervention. [Figure 13] FIG. 10 is a diagram illustrating brake pedal intervention. [Figure 14] This is an overall configuration diagram of MaaS. [Figure 15] FIG. 1 is a system configuration diagram of a vehicle. [Figure 16] FIG. 2 is a diagram illustrating a power supply configuration of a vehicle. [Figure 17] FIG. 10 is a diagram illustrating a strategy for safely stopping the vehicle when an abnormality occurs. [Figure 18] FIG. 1 is a diagram showing the layout of typical functions in a vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, the present embodiment will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals, and description thereof will not be repeated.

[0013] In the following embodiment, an example will be described in which an autonomous driving kit (ADK) is installed in a MaaS (Mobility as a Service) vehicle. The autonomous driving kit is a tool that aggregates a set of hardware and software for realizing autonomous driving, and is one implementation of an autonomous driving system (ADS). The type of vehicle that can be equipped with the autonomous driving kit is not limited to MaaS vehicles. The autonomous driving kit can be applied to any vehicle that can implement autonomous driving.

[0014] [Embodiment Mode] <Overall structure> FIG. 1 is a diagram illustrating an overview of a MaaS system in which a vehicle according to an embodiment of the present disclosure is used. Referring to FIG. 1, the MaaS system includes a vehicle 1. The vehicle 1 includes a vehicle body 2 and an autonomous driving kit (ADK) 3. The vehicle body 2 includes a vehicle control interface 4, a vehicle platform (VP) 5, and a data communication module (DCM) 6. In addition to the vehicle 1, the MaaS system also includes a data server 7, a mobility service platform (MSPF) 600, and autonomous driving-related mobility services 9.

[0015] Vehicle 1 can perform autonomous driving in accordance with commands from ADK 3 attached to vehicle body 2. In FIG. 1, vehicle body 2 and ADK 3 are shown in separate locations, but in reality ADK 3 is attached to the rooftop of vehicle body 2, etc.

[0016] The ADK 3 can also be detached from the vehicle body 2. When the ADK 3 is detached, the vehicle body 2 can be driven by the driver. In this case, the VP 100 executes driving control in manual mode (driving control according to the driver's operation).

[0017] The vehicle control interface 4 communicates with the A through a CAN (Controller Area Network) or the like. The vehicle control interface 4 executes a predetermined API (Application Program Interface) defined for each signal to be communicated, thereby communicating with the ADK 3. and outputs the state of the vehicle body 2 to the ADK 3.

[0018] When the vehicle control interface 4 receives a command from the ADK 3, it outputs a control command corresponding to the command to the VP 5. The vehicle control interface 4 also acquires various information about the vehicle main body 2 from the VP 5 and outputs the status of the vehicle main body 2 to the ADK 3. The configuration of the vehicle control interface 4 will be described in detail later.

[0019] The VP 5 includes various systems and sensors for controlling the vehicle body 2. The VP 5 executes vehicle control in accordance with commands issued from the ADK 3 via the vehicle control interface 4. That is, the VP 5 executes vehicle control in accordance with commands from the ADK 3, thereby performing automatic driving of the vehicle 1. The configuration of the VP 5 will also be described in detail later.

[0020] The ADK 3 is a type of automated driving system (ADS) for automatically driving the vehicle 1. For example, the ADK 3 creates a driving plan for the vehicle 1 and outputs various commands to the vehicle control interface 4 for driving the vehicle 1 in accordance with the created driving plan, according to an API defined for each command. The ADK 3 also receives various signals indicating the state of the vehicle body 2 from the vehicle control interface 4 according to an API defined for each signal, and reflects the received vehicle state in creating the driving plan. The configuration of the ADK 3 (ADS) will also be described later.

[0021] The DCM 6 includes a communication interface that enables the vehicle body 2 to communicate wirelessly with the data server 7. The DCM 6 outputs various types of vehicle information, such as speed, position, and autonomous driving status, to the data server 7. The DCM 6 also receives various types of data, for example, for managing the traveling of autonomously driven vehicles, including the vehicle 1, from the mobility service 9 via the MSPF 8 and the data server 7 in an autonomous driving-related mobility service 9.

[0022] The data server 7 is configured to be capable of wireless communication with various autonomously driven vehicles including the vehicle 1, and is also configured to communicate with the MSPF 8. The data server 7 stores various data (vehicle state and vehicle control data) for managing the driving of the autonomously driven vehicle.

[0023] MSPF8 is a unified platform to which various mobility services are connected. In addition to autonomous driving-related mobility service 9, various mobility services (not shown) (for example, various mobility services provided by ride-sharing operators, car-sharing operators, insurance companies, rental car operators, taxi operators, etc.) can be connected to MSPF8. Various mobility services, including mobility service 9, can use the APIs published on MSPF8 to use the various functions provided by MSPF8 according to the service content.

[0024] An autonomous driving-related mobility service 9 provides a mobility service using autonomous driving vehicles including vehicle 1. Using an API published on MSPF8, the mobility service 9 can obtain, for example, driving control data of vehicle 1 that communicates with data server 7 and / or information stored in data server 7 from MSPF8. Furthermore, the mobility service 9 uses the API to transmit, for example, data for managing autonomous driving vehicles including vehicle 1 to MSPF8.

[0025] MSPF8 has also released an API for accessing various vehicle status and vehicle control data required for ADS development. ADS operators can use the vehicle status and vehicle control data stored in Data Server 7 required for ADS development as the API.

[0026] <Vehicle configuration> 2 is a diagram showing in more detail the configuration of vehicle 1. Referring to FIG. 2, ADK 3 includes a computer 31, a recognition sensor 32, an attitude sensor 33, an HMI (Human Machine Interface) 34, and a sensor cleaner 35.

[0027] During autonomous driving of the vehicle 1, the computer 31 uses various sensors (described later) to acquire the environment around the vehicle, as well as the attitude, behavior, and position of the vehicle 1. The computer 31 also acquires the state of the vehicle 1 from the VP5 via the vehicle control interface 4, and sets the next operation of the vehicle 1 (such as decelerating, slowing down, or turning). The computer 31 outputs a command to the vehicle control interface 4 to realize the set next operation.

[0028] The recognition sensor 32 recognizes the environment around the vehicle. Specifically, the recognition sensor 32 includes, for example, at least one of a light detection and ranging (LIDAR), a millimeter wave radar, and a camera.

[0029] LIDAR emits infrared pulsed laser light and measures the distance to an object (such as a person, another vehicle, or an obstacle) based on the time it takes for the emitted light to reflect off the object and return. Millimeter-wave radar emits millimeter waves at the object and detects the millimeter waves reflected by the object to measure the distance to the object and / or the direction of the object. The camera is placed, for example, behind the rearview mirror inside the vehicle, and captures images of the area ahead of the vehicle 1. Images captured by the camera can be processed using an image processor equipped with artificial intelligence (AI). Information acquired by the recognition sensor 32 is output to the computer 31.

[0030] The attitude sensor 33 detects the attitude, behavior, and position of the vehicle 1. Specifically, the attitude sensor 33 includes, for example, an inertial measurement unit (IMU) and This may include a Global Positioning System (GPS).

[0031] The IMU detects, for example, deceleration in the longitudinal, lateral, and vertical directions of the vehicle 1, as well as angular velocities in the roll, pitch, and yaw directions of the vehicle 1. The GPS detects the position of the vehicle 1 using information received from multiple GPS satellites orbiting the Earth. Information acquired by the attitude sensor 33 is also output to the computer 31.

[0032] The HMI 34 includes, for example, a display device, an audio output device, and an operation device. Specifically, the HMI 34 may include a touch panel display and / or a smart speaker (AI speaker). The HMI 34 provides information to the user and accepts user operations when the vehicle 1 is being driven autonomously, in manual mode, or during mode transitions.

[0033] The sensor cleaner 35 is configured to remove dirt adhering to each sensor. More specifically, the sensor cleaner 35 removes dirt from the camera lens, the laser irradiation unit, the millimeter wave irradiation unit, and the like using a cleaning liquid, a wiper, or the like.

[0034] The vehicle control interface 4 includes a vehicle control interface box (VCIB) 41 and a VCIB 42. Although not shown, the VCIBs 41 and 42 each include a processor such as a CPU (Central Processing Unit), It has built-in memories such as ROM (Read Only Memory) and RAM (Random Access Memory). Each of the VCIBs 41 and 42 is connected to be able to communicate with the computer 31 of the ADK 3. The VCIBs 41 and 42 are also connected to be able to communicate with each other.

[0035] Each of the VCIBs 41 and 42 relays various commands from the ADK 3 and outputs them to the VP 5 as control commands. More specifically, each of the VCIBs 41 and 42 uses programs stored in memory to convert various commands output from the ADK 3 into control commands used to control each system of the VP 5, and outputs the control commands to the connected system. Each of the VCIBs 41 and 42 also processes (including relaying) vehicle information output from the VP 5 as appropriate and outputs it to the ADK 3 as vehicle status.

[0036] Although the VCIB41 and VCIB42 have different connections to the multiple systems that make up VP5, they basically have the same functions. VCIB41 and VCIB42 have the same functions for the operation of the braking system, steering system, etc., so the control system between ADK3 and VP5 is made redundant (dual). Therefore, even if a failure occurs in one of the above systems, the functions of VP5 (steering, braking, etc.) can be maintained by switching the control system or shutting off the failed control system.

[0037] The VP5 includes a brake pedal 50, brake systems 511 and 512, a wheel speed sensor 52, steering systems 531 and 532, pinion angle sensors 541 and 542, an EPB (Electric Parking Brake) system 551, a P-lock system 552, a propulsion system 56, a PCS (Pre-Crash Safety) system 57, and a camera. The vehicle includes a radar 58 and a body system 59.

[0038] The VCIB 41 is connected to a brake system 512, a steering system 531, and a P-lock system 552 among the multiple systems of the VP5 via a communication bus so that they can communicate with each other. The VCIB 42 is connected to a brake system 511, 512, a steering system 532, an EPB system 551, a P-lock system 552, a propulsion system 56, and a body system 59 among the multiple systems of the VP5 via a communication bus so that they can communicate with each other.

[0039] The brake pedal 50 receives a driver's operation (depression action) and is provided with a brake position sensor (not shown) that detects the amount of operation (depression amount) of the brake pedal 50.

[0040] Brake systems 511 and 512 are configured to be able to control multiple braking devices (not shown) provided on each wheel of vehicle 1. These braking devices may include disc brake systems that operate using hydraulic pressure adjusted by an actuator. Brake systems 511 and 512 may be configured to have equivalent functions. Alternatively, one of brake systems 511 and 512 may be configured to be able to independently control the braking force of each wheel when the vehicle is traveling, and the other may be configured to be able to control the braking force to be generated at each wheel when the vehicle is traveling.

[0041] Each of the brake systems 511, 512 generates a braking command to a braking device in accordance with a predetermined control command transmitted from the ADK 3 via the vehicle control interface 4. Furthermore, the brake systems 511, 512 control the braking device using the braking command generated by either one of the brake systems. Furthermore, if an abnormality occurs in either one of the brake systems 511, 512, the brake system controls the braking device using the braking command generated by the other one.

[0042] In this example, the wheel speed sensor 52 is connected to the brake system 512. The wheel speed sensor 52 is provided, for example, on each wheel of the vehicle 1. The wheel speed sensor 52 detects the rotation speed of each wheel and outputs the detected rotation speed to the brake system 512. The brake system 512 outputs the rotation speed of each wheel to the VCIB 41 as one piece of information included in the vehicle information.

[0043] The steering systems 531 and 532 are configured to be able to control the steering angle of the steering wheels of the vehicle 1 using a steering device (not shown). The steering device may include, for example, a rack and pinion type EPS (Electric Power Steering) that can adjust the steering angle using an actuator. nothing.

[0044] Steering system 531 and steering system 532 have equivalent functions. Each of steering systems 531, 532 generates a steering command to the steering device in accordance with a predetermined control command output from ADK 3 via vehicle control interface 4. Steering systems 531, 532 control the steering device using a steering command generated by either one of them. Furthermore, if an abnormality occurs in either steering system 531, 532, the steering device is controlled using a braking command generated by the other one.

[0045] Pinion angle sensor 541 is connected to steering system 531. Pinion angle sensor 542 is connected to steering system 532. Each of pinion angle sensors 541, 542 detects the rotation angle (pinion angle) of a pinion gear connected to a rotary shaft of an actuator, and outputs the detected pinion angle to steering systems 531, 532, respectively.

[0046] The EPB system 551 is configured to be able to control the EPBs provided on the wheels of the vehicle 1. The EPBs are provided separately from the braking devices of the brake systems 511 and 512, and fix the wheels by operating an actuator. This actuator may be capable of adjusting the hydraulic pressure supplied to the braking devices separately from the brake systems 511 and 512. The EPBs fix the wheels, for example, by operating drum brakes for parking brakes using an actuator.

[0047] The P lock system 552 is configured to be able to control a P lock device (not shown) provided on the transmission of the vehicle 1. More specifically, a gear (lock gear) is provided to connect with a rotating element in the transmission. Furthermore, a parking lock pole is provided whose position can be adjusted by an actuator relative to the teeth of this lock gear. The P lock device fixes the rotation of the output shaft of the transmission by engaging a protrusion located at the tip of the parking lock pole.

[0048] The propulsion system 56 is configured to be capable of switching shift ranges using a shift device (not shown) and to be capable of controlling the driving force of the vehicle 1 in the traveling direction using a drive source (not shown). The shift device is configured to be able to select one of a plurality of shift ranges. The drive source may include a motor generator, an engine, etc.

[0049] The PCS system 57 uses the camera / radar 58 to execute control to avoid collision of the vehicle 1 or to mitigate damage. More specifically, the PCS system 57 is connected to the brake system 512. The PCS system 57 detects an object ahead using the camera / radar 58 and determines whether there is a possibility of collision with the vehicle 1 based on the distance to the object. If it determines that there is a possibility of collision, the PCS system 57 outputs a braking command to the brake system 512 to increase the braking force.

[0050] The body system 59 is configured to be able to control various components (such as turn signals, a horn, or wipers) depending on the driving state or driving environment of the vehicle 1, for example.

[0051] Systems other than the brake systems 511, 512 and the steering systems 531, 532 are also configured to control their corresponding devices in accordance with predetermined control commands transmitted from the ADK 3 via the vehicle control interface 4. Specifically, the EPB system 551 receives control commands from the ADK 3 via the vehicle control interface 4 and controls the EPB in accordance with the control commands. The P-lock system 552 receives control commands from the ADK 3 via the vehicle control interface 4 and controls the P-lock device in accordance with the control commands. The propulsion system 56 receives control commands from the ADK 3 via the vehicle control interface 4 and controls the shift device and drive source in accordance with the control commands. The body system 59 receives control commands from the ADK 3 via the vehicle control interface 4 and controls the above-mentioned components in accordance with the control commands.

[0052] Note that, for the above-mentioned braking device, steering device, EPB, P lock, shift device, drive source, etc., an operating device that can be manually operated by the user may be provided separately.

[0053] <Brake pedal control> 3 is a functional block diagram relating to brake pedal control in vehicle 1. Referring to FIG. 2 and FIG. 3, brake system 511 includes a position calculation unit 511A, a target deceleration calculation unit 511B, and a control unit 511C. Due to space limitations, brake system 511 will be described as an example here, but brake system 512 may also have the same functions as brake system 511.

[0054] The position calculation unit 511A receives a signal indicating the amount of operation of the brake pedal 50 by the driver from a brake position sensor (not shown), and outputs a deceleration request corresponding to the amount of operation of the brake pedal 50 to the deceleration arbitration unit 511B. Hereinafter, this deceleration request will be referred to as a "driver deceleration request." The driver deceleration request corresponds to a "first deceleration request" according to the present disclosure.

[0055] The ADK 3 outputs a deceleration request to the brake system 511 via the VCIB 41. Hereinafter, this deceleration request will be referred to as a "system deceleration request." The system deceleration request corresponds to a "second deceleration request" according to the present disclosure.

[0056] The source of the system deceleration request is not limited to the ADK 3, and may be, for example, the PCS system 57. Furthermore, the ADK 3 and / or the PCS system 57 may output the system deceleration request to the brake system 511 via the other redundant VCIB 42.

[0057] The target deceleration calculation unit 511B receives an autonomous driving command instructing a transition to the autonomous driving mode from the ADK 3 via the VCIB 41. The target deceleration calculation unit 511B also receives a driver deceleration request from the position calculation unit 511A, and a system deceleration request from the ADK 3 via the VCIB 41. During the autonomous driving mode, the target deceleration calculation unit 511B calculates the sum of the driver deceleration request and the system deceleration request, and outputs the sum to the control unit 511C as the target deceleration of the vehicle 1.

[0058] The control unit 511C controls each system included in the VP5 (such as the brake systems 511 and 512 and the propulsion system 56) in accordance with the target deceleration from the target deceleration calculation unit 511B. As a result, braking control of the vehicle 1 is executed so that the deceleration of the vehicle 1 approaches the target deceleration.

[0059] <Control flow> FIG. 4 is a flowchart showing braking control in the autonomous driving mode of the vehicle 1. This flowchart is executed, for example, every time a predetermined control period elapses. Each step included in this flowchart is basically realized by software processing by the VP5, but may also be realized by dedicated hardware (electrical circuitry) created within the VP5. Note that steps are abbreviated as "S."

[0060] Referring to FIG. 4, in S1, the VP5 determines whether the VP5 is in an autonomous driving mode. The autonomous driving mode includes at least a VO (Vehicle Operation) mode and an NVO (Non-Vehicle Operation) mode. S1 is a control mode in which the vehicle 1 is capable of autonomous driving, but a driver is still on board. NVO mode is a control mode in which the vehicle 1 is capable of completely unmanned driving. Therefore, when the VP5 is in VO mode or NVO mode in accordance with the autonomous driving instruction from the ADK3, the VP5 can determine that the VP5 is in the autonomous driving mode. If the VP5 is in the autonomous driving mode (YES in S1), the VP5 proceeds to processing in S2. Note that if the VP5 is not in the autonomous driving mode (NO in S1), that is, if the VP5 is in the manual mode, the VP5 returns processing to the main routine.

[0061] In S2, VP5 acquires the brake operation amount indicated by the brake pedal position signal. The brake pedal operation amount is expressed by a value within a range from 0% to 100%. However, due to assembly errors of the brake pedal and / or brake position sensor, the brake pedal operation amount may exceed 100%.

[0062] In S3, VP5 calculates a driver deceleration request in accordance with the brake operation amount. The driver deceleration request is not limited to the magnitude of the brake operation amount, and may be calculated based on the amount of change in the brake operation amount per unit time.

[0063] In S4, the VP5 acquires a system deceleration request from a system such as the ADK3 via the VCIB41 (or the VCIB42).

[0064] In S5, VP5 calculates the sum of the driver deceleration request calculated in S2 and the system deceleration request acquired in S3. VP5 sets the sum as the target acceleration. VP5 then controls systems such as the brake systems 511 and 512 and the propulsion system 56 so that the target acceleration is achieved.

[0065] As described above, in this embodiment, a vehicle control interface 4 is provided that acts as an interface between the ADK 3 and the VP 5. As a result, a system deceleration request from the ADK 3 is transmitted to the VP 5 via the vehicle control interface 4 (VCIB 41, 42). Therefore, a developer of the ADK 3 can link the ADK 3 and the VP 5 without knowing the detailed specifications of the VP 5 by having the ADK 3 perform communication in accordance with the procedures and data formats (API) defined for the vehicle control interface 4. Therefore, according to this embodiment, an appropriate interface can be provided between the ADK 3 and the VP 5. [Example]

[0066] 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 Typical usage of APIs 7 3.3. APIs for vehicle motion control 9 Functions 9 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 Service 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 provides an overview of the Application Interface. It includes instructions on how to use the product and precautions to take.

[0067] 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 commercially available vehicles manufactured by Toyota. do.

[0068] 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 information may be subject to change. If there are any changes to the information, we will contact you separately. Also, since the detailed design is still in progress, there are some TBD items here and there, but we will update them accordingly.

[0069] 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 5). 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 the vehicle status and vehicle operation status necessary for the development of autonomous driving systems. Both controls can be used as APIs.

[0070] 2.2. System structure of MaaS vehicle The system architecture as a premise is shown. The assumed system configuration is shown below (Figure 6). The target vehicle will adopt the physical architecture of using CAN for the busbetween 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 physical configuration of the vehicle covered by this document is that the connection bus to the vehicle (VCIB) is configured as CAN. . In order to implement each API in this book using CAN, you will need to separately configure the CAN frame and data bit assignments. It is presented as a "bit assignment table."

[0071] 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 when using 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 anADS .

[0072] Typical usage of APIs In this section, typical usage of APIs is described. This section describes typical API usage. 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, APIs 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 7).

[0073] 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. .

[0074] 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 section describes how to transition to Standstill and how to start. This function assumes that Autonomy_State = Autonomous Mode. Requests made in any other mode will be rejected. The diagram below shows an example. The figure 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 requestwere 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. The Acceleration Command requests deceleration and stops the vehicle. After that, when Longitudinal_Velocity is confirmed as 0 [km / h], it requests Standstill Command = "Applied". When brake hold control is completed, Standstill Status = "Applied". Then During this time, the Acceleration Command must continue to request deceleration. If Standstill Command = "Applied" or the deceleration request of Acceleration Command is cancelled, 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 cancelled 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. 8). EPB is engaged when Standstill Status = ”Applied” continues for 3 minutes. EPB will activate after 3 minutes of Standstill Status = "Applied".

[0075] 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 Autonomy_State = Autonomous Mode. Any other request 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 a deceleration to stop the vehicle. After Actual_Moving_Direction="standstill", a desired shift range is requested by the Propulsion Direction Command. (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 (Fig. 9).

[0076] 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 available only when Autonomy_State = Autonomous Mode. Requests made 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 only be performed when the Acceleration Command is Deceleration. Request speed and stop the vehicle. After Actual_Moving_Direction = "standstill", apply WheelLock with 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 acceleration / deceleration is performed according to the value of Acceleration Command (Figure 10).

[0077] 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” condition. Requests made 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 Estimated_Road_Wheel_Angle_Actual. To exert effort. For example, in case that Estimated_Road_Wheel_Angle_Actual =0.1 [rad] while the vehicle is going straight; If ADS requests to go straight ahead, Tire Turning Angle Command should be set to 0+0.1 =0.1[rad]. If ADS requests to steer by -0.3 [rad], Tire Turning Angle Command should be set to -0.3+0.1 = -0.2[rad] For example, if the vehicle is traveling straight, but 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 steering of -0.3 [rad] from ADS, specify a Tire Turning Angle Command of -0.3 + 0.1 = -0.2 [rad].

[0078] 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.

[0079] 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 This section describes the operation when the brake pedal is operated. During autonomous driving mode, 1) the acceleration / 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.

[0080] 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 shift position is requested using a Propulsion Direction Command.

[0081] 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.

[0082] 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” can be used ·D / R is changeable only the vehicle is stationary (Actual_Moving_Direction=”standstill”). Switch only when the vehicle is stopped (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 D / R switching, a deceleration value is also requested via Acceleration Command. (Assuming operation 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”

[0083] 3.3.2.2. Immobilization Command Request to engage / release WheelLock Request WheelLock application / release. Values [Table 5] Remarks ·Available only when Autonomy_State = “Autonomous Mode”. Only Autonomy_State = “Autonomous Mode” can be used ·Changeable only when the vehicle is stationary (Actual_Moving_Direction=”standstill”). Switch 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. (Assuming operation with the brakes held)

[0084] Standstill Command Request the vehicle to be stationary Request permission / release from parking hold Values [Table 6] Remarks ·Only available when Autonomy_State = “Autonomous Mode”. Only Autonomy_State = “Autonomous Mode” can be used ·Confirmed by Standstill Status = “Applied”. Check if 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 Standstill Status = "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” can be used ·Acceleration (+) and deceleration (-) request based on Propulsion Direction Status direction. Acceleration (+) and deceleration (-) requests for the direction of the Propulsion Direction Status. ·The upper / lower limit will vary based on Estimated_Max_Decel_Capability and Estimated_Max_Accel_Capability. Estimated_Max_Decel_Capability and Estimated_Max_Accel_Capability determine the acceleration. 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 System is activated simultaneously, the minimum acceleration required by each system will be selected.

[0085] 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” can be used ·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 going straight is set as the reference value (0). ·This equests relative value of Estimated_Road_Wheel_Angle_Actual. (See 3.4.1.1for 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 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.

[0086] 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.)

[0087] Outputs [Table 9]

[0088] 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 operates the lever, it outputs according to 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 <secondary> [Table 13] Remarks ·Secondary signal does not include EPB lock stouts. Secondary does not include the operational status of the EPB. 3.3.3.4. Immobilization Request by Driver Driver operation of EPB switch EPB switch operation by driver Values [Table 14] Remarks ·”Engaged” is outputted while the EPB switch is being pressed When the EPB switch is pressed, it outputs "Engaged." ·”Released” is outputed while the EPB switch is being pulled When the EPB switch is pulled, it outputs "Released." Standstill Status Vehicle stationary status Brake holding state Values [Table 15] Remarks ·When Standstill Status=Applied continues for 3 minutes, EPB is activated. If the vehicle is desired to start, ADS requests Standstill Command=”Released ". · EPB will be activated after 3 minutes of Standstill Status=Applied. If you want to release and take off, request Standstill Command="Released" from ADS. 3.3.3.6. Estimated_Coasting_Rate Estimated vehicle deceleration when throttle is closed Estimated vehicle acceleration when the throttle is fully closed Values [unit: m / s 2 ] Remarks ·estimated acceleration at WOT is calculated Calculate the estimated acceleration when the throttle is fully closed ·Slope and road load etc. are taken into estimation Estimate taking into account the effects of gradients, road loads, etc. ·When the Propulsion Direction Status is “D”, the acceleration to the forward direction shows a positive value. When the shift range is in "D", forward acceleration is positive. ·When the Propulsion Direction Status is “R”, the acceleration to the reverse direction shows a positive value. When the shift range is in "R", the acceleration in the reverse direction is +. 3.3.3.7. Estimated_Max_Accel_Capability Estimated maximum acceleration) Values [unit: m / s 2 ] Remarks ·The acceleration at WOT is calculated Calculate the estimated acceleration at full throttle ·Slope and road load etc. are taken into estimation Estimate taking into account the effects of gradients, road loads, etc. ·The direction decided by the shift position is considered to be plus. The direction of travel of the vehicle, determined by the shift range, is calculated so that it is positive (+). 3.3.3.8. Estimated_Max_Decel_Capability Estimated maximum deceleration Estimated maximum deceleration that can be requested Values -9.8 to 0 [unit : m / s 2 ] Remarks ·Affected by Brake_System_Degradation_Modes . Details are TB,D. Varies depending on Brake_System_Degradation_Modes etc. See TBD for details. ·Based on vehicle state or road condition, cannot output in some cases Depending on the condition of the vehicle, road surface, etc., actual output may not be possible. 3.3.3.9. Estimated_Road_Wheel_Angle_Actual Front tire turning angle Values [Table 16] Remarks ·Left is positive value(+). right is negative value(-). ·Before "the wheel angle when the vehicle is going strait" becomes available, this signal is Invalid value. An invalid value is output until the steering angle when the vehicle is traveling straight can be obtained. 3.3.3.10. Estimated_Road_Wheel_Angle_Rate_Actual Front wheel steer angle rate Angular velocity of front tire turning angle Values [Table 17] Remarks ·Left is positive value(+). right is negative value(-). 3.3.3.11. Steering_Wheel_Angle_Actual Steering wheel angle Steering angle Values [Table 18] Remarks ·Left is positive value(+). right is negative value(-). ·The steering angle converted from the steering assist motor angle. The angle converted from the steering motor rotation angle to the steering shaft ·Before "the wheel angle when the vehicle is going strait" becomes available, this signal is Invalid value. An invalid value is output until the steering angle when the vehicle is traveling straight can be obtained. 3.3.3.12. Steering_Wheel_Angle_Rate_Actual Steering angular velocity Values [Table 19] Remarks ·Left is positive value(+). right is negative value(-). ·The steering angle rate converted from the steering assist motor angle rate. Angular velocity converted from steering motor rotation angle to steering shaft 3.3.3.13.Current_Road_Wheel_Angle_Rate_Limit Limit value for tire turning angle change. Values When stopped: 0.4 [rad / s] While running: Show "Remarks" Remarks Calculated from the "vehicle speed - steering angle rate" chart like below. A) At a very low speed or stopped situation, use fixed value of 0.4 [rad / s]. B) At a higher speed, the steering angle rate is calculated from the vehicle speed using 2.94m / s 3 . The threshold speed between A and B is 10[km / h] It is calculated from the vehicle speed-steering angle velocity map as shown in the figure below. A) At extremely low speeds and when stopped, the speed is fixed at 0.4 [rad / s]. B) At low speeds and above, 2.94 m / s 3 The steering speed is calculated from the vehicle speed based on the above assumption. A and B are switched based on vehicle speed = [10km / h] (Figure 11). 3.3.3.14. Estimated_Max_Lateral_Acceleration_Capability Maximum lateral acceleration required for control Values 2.94[unit: m / s 2 ] fixed value Remarks ·Wheel Angle controller is designed within the acceleration range up to 2.94m / s^2 The Wheel_Angle controller is designed for up to 2.94m / s^2G. 3.3.3.15. Estimated_Max_Lateral_Acceleration_Rate_Capability Maximum lateral acceleration required for control Values 2.94[unit: m / s 3 ] fixed value Remarks ·Wheel Angle controller is designed within the acceleration range up to 2.94m / s^3 The Wheel_Angle controller is designed for speeds up to 2.94m / s^3 3.3.3.16. Accelerator_Pedal_Position Position of the accelerator pedal (How much is the pedal depressed?) Values 0 to 100 [unit: %] Remarks In order not to change the acceleration openness suddenly, this signal is filtered by a smoothing process. In normal condition The accelerator position signal after zero point calibration is transmitted. Transmits the accelerator opening calculated from the accelerator sensor value (after zero point correction) In failure condition: When an abnormality occurs and abnormality measures are taken (e.g., when transitioning to evacuation driving) Transmitted failsafe value(0xFF) Transmitted failsafe value 3.3.3.17. Accelerator_Pedal_Intervention This signal shows whether the accelerator pedal is depressed by a driver (intervention). Values

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[0089] Toyota's MaaS Vehicle Platform Architecture Specification [Standard Edition #0.1] Revision History

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[0090] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0091] 1 Vehicle, 2 Vehicle body, 3 Autonomous driving kit (ADK), 31 Computer, 32 Recognition sensor, 33 Posture sensor, 34 HMI, 35 Sensor cleaner, 4 Vehicle control interface, 41, 42 Vehicle control interface box (VCIB), 411 Brake pedal position processing unit, 412 Brake pedal intervention processing unit, 511, 512 Brake system, 511A Position calculation unit, 511B Deceleration arbitration unit, 511C Intervention decision unit, 52 Wheel speed sensor, 531, 532 Steering system, 541, 542 Pinion angle sensor, 551 EPB system, 552 P-lock system, 56 Propulsion system, 560 Brake pedal, 57 PCS system, 58 Radar, 59 Body system, 6 DCM, 7 Data server, 8 Mobility service platform (MSPF), 9 Autonomous driving related mobility services.< / secondary> < / primary>

Claims

1. A vehicle that can be equipped with an automated driving system, a vehicle platform that controls the vehicle in accordance with commands from the automated driving system; a vehicle control interface that interfaces between the automated driving system and the vehicle platform; The vehicle platform includes: a brake pedal position signal detected by a brake pedal position sensor, which indicates an operation amount of the brake pedal when the brake pedal position sensor is normal, and which indicates an invalid value outside a range of the operation amount of the brake pedal when the brake pedal position sensor is faulty, is output to the automated driving system via the vehicle control interface; receiving a first deceleration request according to the brake pedal position signal and a second deceleration request from the automated driving system via the vehicle control interface; during an autonomous driving mode, a sum of the first deceleration request and the second deceleration request is set as a target deceleration of the vehicle; outputting a brake pedal intervention signal generated according to the brake pedal position signal to the automated driving system via the vehicle control interface; The vehicle, wherein the brake pedal intervention signal indicates a value corresponding to the invalid value when the brake pedal position sensor fails.

2. The vehicle platform includes: The autonomous driving mode includes a VO (Vehicle Operation) mode, which is a control mode in which the vehicle can be driven autonomously but a driver of the vehicle is on board, and an NVO (Non-Vehicle Operation) mode, which is a control mode in which the vehicle can be driven completely unmanned, 2. The vehicle according to claim 1, wherein, regardless of whether the vehicle is in the VO mode or the NVO mode, the target deceleration of the vehicle is the sum of the first deceleration request corresponding to the amount of operation of the brake pedal by the driver and a second deceleration request from the autonomous driving system.

3. 3. The vehicle according to claim 1, wherein the brake pedal intervention signal indicates one of a first value indicating that the brake pedal is not operated and a second value indicating that the brake pedal is operated when the brake pedal position sensor is normal.

4. A vehicle control interface that interfaces between an automated driving system and a vehicle platform that controls a vehicle according to commands from the automated driving system, The vehicle platform includes: a brake pedal position signal detected by a brake pedal position sensor, which indicates an operation amount of the brake pedal when the brake pedal position sensor is normal, and which indicates an invalid value outside a range of the operation amount of the brake pedal when the brake pedal position sensor is faulty, is output to the automated driving system via the vehicle control interface; receiving a first deceleration request according to the brake pedal position signal and a second deceleration request from the automated driving system via the vehicle control interface; during an autonomous driving mode, a sum of the first deceleration request and the second deceleration request is set as a target deceleration of the vehicle; outputting a brake pedal intervention signal generated according to the brake pedal position signal to the automated driving system via the vehicle control interface; The brake pedal intervention signal indicates a value corresponding to the invalid value when the brake pedal position sensor fails.

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