vehicle

Abstract

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

Description

Technical Field

[0001] The present disclosure relates to a vehicle capable of autonomous driving.

Background Art

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

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when autonomous driving is continued for a long time, the autonomous driving kit tends to generate heat. In particular, when the vehicle during autonomous driving continues to stop without running, the autonomous driving kit is likely to become high temperature because it is not cooled by the running wind. Therefore, in order to operate the autonomous driving kit stably, it is conceivable to provide a cooling device for cooling the autonomous driving kit to the autonomous driving kit. However, since an autonomous driving kit such as that described in Patent Document 1 is small compared to the vehicle body, it is difficult to mount a large cooling device such as a radiator device on the autonomous driving kit. Therefore, a small cooling device with low cooling performance may be mounted on the autonomous driving kit. However, in a vehicle equipped with such an autonomous driving kit, when the ability to cool the autonomous driving kit is insufficient, it is required to operate the autonomous driving kit so that the temperature of the autonomous driving kit does not become too high, and there is a possibility that the ability of the autonomous driving kit cannot be fully exerted.

[0005] This disclosure was made to solve the above-mentioned problems, and its purpose is to suppress the temperature rise of the autonomous driving kit in the vehicle and to facilitate the stable operation of the autonomous driving kit. [Means for solving the problem]

[0006] A vehicle according to one embodiment of the present disclosure comprises a vehicle platform for controlling the vehicle and an autonomous driving kit for transmitting commands for autonomous driving to the vehicle platform. The vehicle platform comprises a radiator unit and a first control unit. The radiator unit has a radiator fan and is configured to cool the autonomous driving kit. The first control unit is configured to control the radiator fan in accordance with commands from the autonomous driving kit. [Effects of the Invention]

[0007] According to this disclosure, the temperature rise of the autonomous driving kit in the vehicle is suppressed, and the autonomous driving kit is more likely to operate stably. [Brief explanation of the drawing]

[0008] [Figure 1] This figure shows the schematic configuration of a vehicle according to an embodiment of the present disclosure. [Figure 2] This diagram shows the details of the vehicle control system shown in Figure 1. [Figure 3] This is a flowchart showing the vehicle control according to an embodiment of the present disclosure. [Figure 4] This figure illustrates a radiator device and its control method according to an embodiment of the present disclosure. [Figure 5] This figure shows a modified example of the configuration shown in Figure 3. [Modes for carrying out the invention]

[0009] The embodiments of this disclosure will be described in detail below with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

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

[0011] The base vehicle 120 is, for example, a commercially available xEV (electric vehicle). In this embodiment, a BEV (battery electric vehicle) is used as the base vehicle 120. However, it is not limited to this, and the base vehicle 120 may be an xEV other than a BEV. The base vehicle 120 includes an integrated control manager 130, various systems and sensors for controlling the base vehicle 120 (wheel speed sensors 127A, 127B, steering angle sensor 127C, etc.), and a camera 129A and radar sensors 129B, 129C for the active safety system 125 to detect collision risk. The integrated control manager 130 functions as a control device. The integrated control manager 130 integrates and controls various systems related to the operation of the base vehicle 120 based on the detection results of the on-board sensors.

[0012] Figure 2 shows the details of the control system of vehicle 1. Referring to Figure 2 together with Figure 1, ADK200 includes an automated driving system (hereinafter referred to as "ADS") 210 for the automated driving of vehicle 1. ADS210 includes a computer assembly (hereinafter referred to as "ADSCOM") 211, a recognition sensor 212, a posture sensor 213, a sensor cleaner 216, and an HMI (Human Machine Interface) 218.

[0013] ADSCOM211 includes computer modules (hereinafter referred to as "ADC") 211A and 211B. Each of ADC211A and 211B includes a processor and a storage device for storing autonomous driving software using an API described later, and is configured so that the autonomous driving software can be executed by the processor. Recognition sensors 212 acquire environmental information indicating the external environment of vehicle 1. Recognition sensors 212 may include at least one of a camera, millimeter-wave radar, and lidar. Attitude sensors 213 acquire attitude information regarding the attitude of vehicle 1. Attitude sensors 213 may include various sensors for detecting the acceleration, angular velocity, and position of vehicle 1. Each of ADC211A and 211B further includes an image processing circuit for performing image processing on the environmental information and a behavior calculation circuit for calculating the behavior of vehicle 1 based on the attitude information. These circuits generate heat during autonomous driving. HMI218 includes an input device and a notification device.

[0014] The base vehicle 120 includes a brake system 121, a steering system 122, a powertrain system 123, an active safety system 125, and a body system 126. In this embodiment, each system is equipped with an electronic control unit (hereinafter also referred to as "ECU").

[0015] In vehicle 1, the control system for the vehicle's behavior (driving, stopping, turning) has redundancy. ADC211A and 211B give instructions to the main control system and sub-control system, respectively. VCIB110 includes VCIB111A (control unit of the main control system) and VCIB111B (control unit of the sub-control system). Each control unit may include a computer equipped with a processor and memory. VCIB111A and 111B may communicate directly with each system, or they may communicate via the integrated control manager 130 shown in Figure 1.

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

[0017] In this embodiment, various control devices (including the body ECU 126a described later) provided by the base vehicle 120 function as the "first control device" according to this disclosure, either individually or in cooperation with each other. Each of the ADC211A and 211B functions as the "second control device" according to this disclosure. In addition, each of the VCIB111A and 111B functions as the "third control device" according to this disclosure.

[0018] Figure 3 is a diagram illustrating the radiator device and its control method according to this embodiment.

[0019] Referring to FIG. 3, the ADK200 has a housing 210a. The base vehicle 120 includes a radiator device 150. The body system 126 includes a body ECU 126a. The radiator device 150 has a radiator 151, a radiator fan 152, and a pump 153, and is configured to cool a heat source HP1 within the housing 210a of the ADK200. The heat source HP1 generates heat during automatic driving. The heat source HP1 may include at least one of ADC211A, 211B, a recognition sensor 212, an attitude sensor 213, an image processing circuit, and a behavior calculation circuit.

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

[0021] The roof top of the base vehicle 120 includes connectors C1 and C2. The radiator device 150 includes flow paths F1, F2, F4. The ADK200 includes a flow path F3. When the ADK200 is mounted on the roof top of the base vehicle 120, the flow paths F2 and F4 of the radiator device 150 are connected to the flow path F3 of the ADK200 via the connectors C1 and C2, respectively. Each of the connectors C1, C2 switches the flow-through / shut-off according to the attachment / detachment of the ADK200. Each of the connectors C1, C2 may be a fluid joint (for example, a coupler) having a check valve.

[0022] When the ADK200 is mounted on the base vehicle 120, a fluid circuit including the flow paths F1 to F4 is formed, and a heat medium flows through the fluid circuit. A reservoir tank (not shown) may be connected to the fluid circuit. Examples of the heat medium include fluorine-based refrigerants, carbon dioxide, propane, and ammonia. The radiator 151 functions as a heat exchanger. The radiator 151 exchanges heat between the heat medium flowing through the fluid circuit and the outside air. The radiator fan 152 functions as a blower for cooling the radiator 151.

[0023] The pump 153 circulates the heat medium in the fluid circuit. The heat medium cooled by the radiator 151 flows in the order of the flow paths F1, F2, F3, and F4. The heat medium flowing through the flow path F3 exchanges heat with the heat source HP1. The heat source HP1 is cooled by this heat exchange. Thus, the heat source HP1 is cooled by the radiator device 150. The shape and path of the flow path F3 are determined in consideration of the heat exchange efficiency. The flow path F3 may be cooled by the traveling wind from the opening 210b. The radiator device 150 is controlled by the body ECU 126a. The pump 153 is, for example, an electric pump. The body ECU 126a drives the pump 153, for example, constantly or for a predetermined period. Further, the body ECU 126a controls the radiator fan 152 according to a command from the ADK200. Note that the body ECU 126a may drive the pump 153 according to a command from the ADK200.

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

[0025] In this embodiment, the ADK200 uses the API commands described below.

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

[0027] The radiator fan command shown in Figure 3 is an API command related to the control (drive request) of the radiator fan 152. The radiator fan command indicates one of the following values: "0" (first value) which requests the radiator fan 152 to stop (OFF); "1" (second value) which requests the rotation speed of the radiator fan 152 to be low (for example, speed V1 or higher and speed V2 or lower); "2" (third value) which requests the rotation speed of the radiator fan 152 to be medium speed faster than low speed (for example, speed greater than V2 and speed V3 or lower); or "3" (fourth value) which requests the rotation speed of the radiator fan 152 to be high speed faster than medium speed (for example, speed greater than V3 and speed V4 or lower). Speeds V1 to V4 are in the order of V4, V3, V2, and V1, from highest to lowest rotation speed.

[0028] The above describes some of the API commands used in vehicle 1. The VCIB110 receives various API commands from the ADK200. When the VCIB110 receives an API command from the ADK200, it converts that API command into a signal format that can be executed by the control unit of the base vehicle 120. Hereinafter, the API command converted into a signal format that can be executed by the control unit of the base vehicle 120 will also be referred to as an "internal command". When the VCIB110 receives an API command from the ADK200, it outputs an internal command corresponding to that API command to the base vehicle 120.

[0029] Next, let's discuss API status. ADK200 uses API status, as described below, to understand the status of the base vehicle 120.

[0030] The Vehicle Mode Status is an API status that indicates the vehicle mode state. Vehicle modes include Manual Mode, Automatic Mode, and Standby Mode. Manual Mode is a vehicle mode in which the vehicle is under the control of a driver (human). Automatic Mode is a vehicle mode in which the vehicle platform (including the base vehicle) is under the control of an autonomous driving kit. Standby Mode is a vehicle mode in which the vehicle is prohibited from moving. Initially, the vehicle mode is Manual Mode. The driver can select the desired vehicle mode via the onboard HMI. The base vehicle 120 determines the vehicle mode considering the status of vehicle 1 and the driver's selection. The Vehicle Mode Status outputs the corresponding values ​​"0", "1", and "2" depending on whether the current vehicle mode is Manual Mode, Automatic Mode, or Standby Mode, respectively.

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

[0032] The radiator fan status is an API status related to the operating state of the radiator fan 152. The radiator fan status outputs the corresponding values ​​"0", "1", "2", and "3" depending on whether the radiator fan 152 is stopped, rotating at low speed, rotating at medium speed, or rotating at high speed, respectively. The radiator fan 152 is basically controlled according to the radiator fan command from ADK200. However, depending on the state of vehicle 1, the radiator fan 152 may not be controlled according to the radiator fan command from ADK200. In other words, there may be cases where the radiator fan command and the radiator fan status do not correspond.

[0033] The above describes some of the API statuses used in vehicle 1. The VCIB110 receives various sensor detection values ​​and status determination results from the base vehicle 120 and outputs various API statuses indicating the status of the base vehicle 120 to the ADK200. The VCIB110 acquires an API status with a value indicating the status of the base vehicle 120 and outputs the obtained API status to the ADK200.

[0034] As shown in Figure 3, the ADK200 further includes a temperature sensor T1 that directly detects the temperature of the heat source HP1, and a temperature sensor T2 that detects the temperature of the medium that exchanges heat with the heat source HP1 (specifically, the heat medium flowing through the flow path F3). The ADK200 periodically executes the processing flow of S101 and S102. This processing flow is basically executed by the ADC211A shown in Figure 2. However, if an abnormality occurs in the ADC211A, the ADC211B may execute it instead. The ADK200 may execute the processing flow only in automatic mode, or it may execute the processing flow in both automatic and manual modes. Each step in the flowchart is simply denoted as "S".

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

[0036] The value determined in S102 indicates the rotational speed of the radiator fan 152 that ADK200 requests from VP100 (base vehicle 120). ADK200 sends a radiator fan command indicating the value determined in S102 to VCIB110. VCIB111A then outputs an internal command corresponding to the received radiator fan command to the body ECU126a. The rotational speed indicated by the radiator fan command (stopped, low speed, medium speed, or high speed) is sent from ADC211A through VCIB111A to the body ECU126a. If a malfunction occurs in VCIB111A, VCIB111B may generate the internal command instead. The body ECU126a detects the rotational speed of the radiator fan 152 and controls the rotational speed of the radiator fan 152 to match the rotational speed indicated by the radiator fan command. As described above, the ADK200 transmits a command to the body ECU126a indicating the rotational speed determined in S102. This makes it easier for the radiator device 150 to properly cool the heat source HP1 in the ADK200.

[0037] In vehicle 1 during autonomous driving, the ADK200 may determine the value of the radiator fan command not only by using the detection results from at least one of the temperature sensors T1 and T2, but also by using the behavior of vehicle 1.

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

[0039] In S12, the base vehicle 120 acquires current vehicle information and transmits the acquired vehicle information to the VCIB 110. The current vehicle information includes information indicating that the vehicle mode is automatic mode, various sensor detection values ​​indicating the current state of the base vehicle 120 (including the rotation speed of the radiator fan 152), and a state determination result based on user operation or sensor detection values. The base vehicle 120 may also store the current vehicle information in a storage device linked to the acquisition time.

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

[0041] The processing flow from S21 to S25 is executed by VCIB110 (VCIB111A or 111B). When VCIB110 receives current vehicle information from the base vehicle 120, it starts the processing flow. In S21, VCIB110 acquires various API statuses (including radiator fan status) that indicate the current state of the base vehicle 120 based on the current vehicle information. VCIB110 may also determine the values ​​of the various API statuses based on various sensor detection values. VCIB110 may also store the acquired values ​​of the various API statuses in a storage device, linked to the acquisition time. In the following S22, VCIB110 sends the various API statuses acquired in S21 to ADK200. After that, in S23, VCIB110 waits for an API command while determining whether or not it has received an API command from ADK200. As long as VCIB110 does not receive an API command (NO in S23), processing does not proceed to S24.

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

[0043] On the other hand, if the vehicle mode status indicates automatic mode (YES in S31), ADK200 creates a driving plan in S32 based on the detection results of various sensors (e.g., environmental information and attitude information) and the API status obtained from VCIB110. The driving plan is data that shows the target behavior of vehicle 1 over a predetermined period. ADK200 may also calculate the behavior of vehicle 1 (vehicle speed, attitude, etc.) and create a driving plan suitable for the state of vehicle 1 and the external environment. In the following S33, ADK200 extracts controllable physical quantities (acceleration, tire steering angle, etc.) from the driving plan created in S32. In the following S34, ADK200 divides the physical quantities extracted in S33 into API cycles. Then, based on the divided physical quantities, ADK200 determines the automatic driving commands (values ​​of various API commands) to realize the physical quantities according to the driving plan. Next, in S35, ADK200 executes processing related to radiator fan control (for example, S101 and S102 shown in Figure 3). In S102 in Figure 3, ADK200 may predict the temperature change of the heat source HP1 using the detection result from at least one of the temperature sensors T1 and T2 and the behavior of vehicle 1 during automatic driving calculated in S32. ADK200 may then determine the value of the radiator fan command using the prediction result and the value of the radiator fan status. Next, in S36, ADK200 sends various API commands, including the radiator fan command, to VCIB110 (see Figure 3). With this configuration, it becomes easier to appropriately control the rotation speed of the radiator fan 152 in response to the temperature change of the heat source HP1. Because ADK200 calculates the behavior of vehicle 1 in automatic driving control, it is easy to predict the effect of the airflow (Figure 3) on the temperature of the heat source HP1 based on the behavior of vehicle 1.

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

[0045] When VCIB110 receives the above API commands (YES in S23), in S24, it converts each received API command into an internal command. This signal conversion yields the internal command corresponding to the API command. In the following S25, VCIB110 transmits the obtained internal command (ADK command) to the base vehicle 120. Once the process in S25 is executed, the processing flow from S21 to S25 is completed. However, this processing flow is restarted each time VCIB110 receives the latest vehicle information from the base vehicle 120.

[0046] When the base vehicle 120 receives an internal command (ADK command) corresponding to an API command (YES in S13), it then performs vehicle control (including radiator fan control) in accordance with the ADK command in the following S14. In automatic mode, the base vehicle 120 performs automatic driving control in accordance with the automatic driving command (ADK command) from ADK200. After that, the process returns to the first step (S11).

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

[0048] Figure 5 shows a modified version of the configuration shown in Figure 3. In this modified version, the fluid circuit further includes a bypass channel B1 connecting channel F2 and channel F4, and a valve B2 provided in the bypass channel B1, in addition to the channels F1 to F4. The bypass channel B1 is formed on the base vehicle 120 side (for example, near the rooftop). The radiator device 150A according to this modified version basically has the same configuration as the radiator device 150 shown in Figure 3. However, the radiator device 150A is configured to cool not only the heat source HP1 of the ADK200 but also the heat source HP2 of the base vehicle 120. The channel F4 is formed so that the heat transfer medium flowing through the channel F4 exchanges heat with the heat source HP2. The heat source HP2 is a component that generates heat in the base vehicle 120 and may include a power conversion circuit (for example, an inverter for electric driving). The base vehicle 120 is further equipped with a temperature sensor T3 that directly detects the temperature of the heat source HP2, and a temperature sensor T4 that detects the temperature of the medium that exchanges heat with the heat source HP2 (more specifically, the heat transfer medium flowing through the flow path F4).

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

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

[0051] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The technical scope provided herein is defined by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0052] 1 Vehicle, 100 Vehicle platform, 110 Vehicle control interface box, 120 Base vehicle, 126 Body system, 126a Body ECU, 150, 150A Radiator unit, 151 Radiator, 152 Radiator fan, 153 Pump, 200 Autonomous driving kit, C1, C2 connectors, HP1, HP2 heat sources, T1, T2, T3, T4 temperature sensors.

Claims

1. A vehicle comprising a vehicle platform for controlling the vehicle and an autonomous driving kit for transmitting commands for autonomous driving to the vehicle platform, The vehicle platform comprises a base vehicle including a radiator system and a first control device. The aforementioned automatic driving kit has a heat source that is cooled by the radiator device and an opening that takes in airflow and directs it to the heat source. The radiator device has a radiator fan and is configured to cool the automatic operation kit. The autonomous driving kit includes a second control device that determines commands relating to the autonomous driving control of the vehicle and commands relating to the control of the radiator fan, and is configured to communicate with the first control device while mounted on the rooftop of the base vehicle. A vehicle in which the first control device is configured to control the radiator fan in accordance with commands from the automatic driving kit.

2. The aforementioned automatic driving kit further includes a temperature sensor that detects at least one of the temperature of the heat source and the temperature of the medium that performs heat exchange with the heat source. The vehicle according to claim 1, wherein the autonomous driving kit predicts the temperature change of the heat source using the detection result from the temperature sensor and the behavior of the vehicle during autonomous driving, determines the rotation speed of the radiator fan based on the prediction result, and transmits a command indicating the determined rotation speed to the first control device.

3. The rooftop of the base vehicle includes a connector, The radiator device includes a first flow path, The aforementioned automatic driving kit includes a second channel, When the autonomous driving kit is mounted on the rooftop, the first flow path is connected to the second flow path via the connector, thereby forming a fluid circuit including the first flow path and the second flow path. The vehicle according to claim 1, wherein the radiator device further comprises a pump for circulating a heat transfer medium in the fluid circuit.

4. The vehicle platform further comprises a vehicle control interface box including a third control device configured to communicate with both the first control device and the second control device, The first control device is configured to transmit vehicle information relating to the base vehicle to the third control device. For communication between the second control unit and the third control unit, API signals defined by the API (Application Program Interface) are used. The API signal includes an API command indicating a command to the base vehicle and an API status indicating the status of the base vehicle. The third control device is configured to convert the API command from the second control device into a signal that the first control device can execute, and to transmit the converted signal to the first control device. The third control device is configured to acquire the API status using the vehicle information from the first control device and to transmit the acquired API status to the second control device. The API command includes a radiator fan command relating to the control of the radiator fan. The aforementioned radiator fan command is, A first value that requests the radiator fan to stop, A second value that requires the rotation speed of the radiator fan to be reduced, A third value that requires the rotation speed of the radiator fan to be set to a medium speed, which is faster than the low speed, A fourth value that requires the rotational speed of the radiator fan to be faster than the medium speed, A vehicle according to claim 1, which represents any of the following.

5. The API status includes a vehicle mode status indicating the vehicle mode state of the vehicle, The aforementioned autonomous driving kit is When the vehicle mode status indicates an automatic mode in which the vehicle platform is under the control of the autonomous driving kit, a driving plan is created that shows the target behavior of the vehicle over a predetermined period of time, based on the state of the vehicle and the external environment. The automated driving command is obtained in accordance with the aforementioned driving plan. The vehicle according to claim 4, wherein the value of the radiator fan command is determined using the behavior of the vehicle in the aforementioned driving plan.

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