# Patent

## Title
Autonomous driving system for communicating with and controlling a vehicle via a vehicle control interface

## Abstract

A vehicle comprises an autonomous driving system and a vehicle platform that controls the vehicle in response to a command received from the autonomous driving system. In the present vehicle, when the autonomous driving system issues a first command to request the vehicle platform to provide deceleration to stop the vehicle and a first signal indicates 0 km/h or a prescribed velocity or less, the autonomous driving system issues a second command to request the vehicle platform to maintain stationary. And after brake hold control is finished, a second signal indicates standstill. Until the second signal indicates standstill, the first command continues to request the vehicle platform to provide deceleration.

## Background
CROSS-REFERENCE TO RELATED APPLICATIONS
This application is a continuation of U.S. application Ser. No. 17/137,519, filed on Dec. 30, 2020, which is based on Japanese Patent Application No. 2020-015719 filed with the Japan Patent Office on Jan. 31, 2020, the entire contents of which are hereby incorporated by reference.


BACKGROUND
Field
The present disclosure relates to a vehicle and an autonomous driving system, and more specifically to a technology used to autonomously drive a vehicle.
Description of the Background Art
Japanese Patent Laid-Open No. 2018-132015 discloses a technology used to autonomously drive a vehicle. In the technology described in Japanese Patent Laid-Open No. 2018-132015, an autonomous driving ECU having a function to sense a vicinity of a vehicle is provided to the vehicle separately from an engine ECU, and the autonomous driving ECU issues an instruction to the engine ECU via an in-vehicle network. The ECU for managing the power of the vehicle and the ECU for autonomous driving that are independent from each other allow an autonomous driving function to be added without significantly changing an existing vehicle platform. In addition, it is expected that a third party should accelerate development of an autonomous driving function.
SUMMARY
It is also conceivable to make an autonomous driving system retrofittable to a vehicular body having a vehicle platform incorporated therein. However, a technique allowing a vehicle platform to appropriately perform vehicle control in response to a command received from such an autonomous driving system has not yet been established, and there remains room for improvement.
The present disclosure has been made in order to address the above issue, and contemplates a vehicle and autonomous driving system capable of appropriately maintaining stationary when a vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
In a first aspect of the present disclosure, a vehicle comprises an autonomous driving system and a vehicle platform that controls the vehicle in response to a command received from the autonomous driving system. The autonomous driving system sends to the vehicle platform a command including a first command to request acceleration and deceleration and a second command to request to maintain stationary. The autonomous driving system obtains a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status. In the present vehicle, when the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle and the first signal indicates 0 km/h or a prescribed velocity or less, the autonomous driving system issues the second command to request the vehicle platform to maintain stationary. And after brake hold control is finished, the second signal indicates standstill. Until the second signal indicates standstill, the first command continues to request the vehicle platform to provide deceleration.
According to the above configuration, acceleration of the vehicle is suppressed in response to a request through the first command for deceleration even after the vehicle is stopped (that is, even after the first signal indicates 0 km/h or a prescribed velocity or less). Thus, when the vehicle platform carries out vehicle control in response to a command received from the autonomous driving system, the vehicle can be appropriately maintained stationary (that is, brake hold control can be carried out appropriately).
In the above configuration, a trigger to issue the second command to request to maintain stationary may be that the first signal indicates 0 km/h or that the first signal indicates a prescribed velocity or less. The prescribed velocity may be a value which is small to an extent allowing the vehicle to be regarded as being stationary (e.g., approximately 0 km/h).
The first command may continue to request a constant deceleration value during a period from when the second command requests to maintain stationary until the second signal indicates standstill. Further, the constant deceleration value may be −0.4 m/s2. According to the above configuration, a state of the vehicle when the vehicle is stopped is easily stabilized by simple control.
In the above vehicle, the autonomous driving system may further obtain a third signal indicating a moving direction of the vehicle. In such a vehicle, the brake hold control may be started when the first command requests deceleration, the second command requests to maintain stationary, and the third signal indicates standstill. According to the above configuration, maintaining the vehicle stationary (that is, brake hold control) is easily, appropriately performed. The third signal may indicate a standstill when a prescribed number of wheels of the vehicle continue a speed of 0 for a prescribed period of time.
In the above vehicle, when the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle, and thereafter, before the brake hold control is finished the request through the first command for deceleration is cancelled, transitioning to the brake hold control may be canceled. According to the above configuration, inappropriately maintaining the vehicle stationary (that is, inappropriate brake hold control) can be suppressed.
In the above vehicle, when the autonomous driving system issues the second command to request the vehicle platform to maintain stationary, and thereafter, before the brake hold control is finished the request through the second command to maintain stationary is cancelled, transitioning to the brake hold control may be canceled. According to the above configuration, inappropriately maintaining the vehicle stationary (that is, inappropriate brake hold control) can be suppressed.
In the above vehicle, after the brake hold control is finished and thereafter the request through the second command to maintain stationary still continues, the vehicle may continue standstill while the request through the second command to maintain stationary continues. According to the above configuration, the vehicle can continue standstill (that is, a state of being maintained stationary) in response to the second command.
The above vehicle may include an electric parking brake. In the vehicle, an electric parking brake may be activated when the second signal continues to indicate standstill for a prescribed period of time. According to such a configuration, brake hold control is finished and thereafter when a prescribed period of time elapses the electric parking brake can further be applied to enhance maintaining the vehicle stationary.
In the above vehicle, when, in order to start the vehicle, the autonomous driving system cancels brake hold control by setting the second command, the vehicle platform may control acceleration/deceleration of the vehicle based on the first command. According to this configuration, the vehicle can be appropriately started in response to a command received from the autonomous driving system.
In a second aspect of the present disclosure a vehicle comprises a vehicle platform that controls the vehicle and a vehicle control interface that mediates communication of a signal between the vehicle platform and an autonomous driving system. By attaching the autonomous driving system to the vehicle, the vehicle platform can carry out autonomous driving control of the vehicle in response to a command received from the autonomous driving system. The autonomous driving system sends to the vehicle platform through the vehicle control interface a command including a first command to request acceleration and deceleration and a second command to request to maintain stationary. The vehicle control interface outputs to the autonomous driving system a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status. When the autonomous driving system issues the first command to request the vehicle platform to provide deceleration to stop the vehicle and the first signal indicates 0 km/h or a prescribed velocity or less, the vehicle control interface requests the autonomous driving system to issue the second command to maintain stationary. The vehicle control interface requests the autonomous driving system to continuously transmit the first command to request deceleration until the second signal indicates standstill in response to the second command.
The vehicle does not comprise an autonomous driving system. However, when the autonomous driving system is retrofitted to the vehicle, the above-described control comes to be carried out when the autonomous driving system stops the vehicle. That is, even after the vehicle is stopped, acceleration of the vehicle is suppressed in response to a request through the first command for deceleration. The vehicle can thus be appropriately maintained stationary when the vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
In a third aspect of the disclosure, an autonomous driving system comprises a computer that sends a command to a vehicle platform. The command that computer sends to the vehicle platform includes a first command to request acceleration and deceleration and a second command to request to maintain stationary. The computer obtains a first signal indicating a longitudinal velocity of the vehicle and a second signal indicating a standstill status. When the computer issues the first command to request the vehicle platform to provide deceleration to stop a vehicle and the first signal indicates 0 km/h or a prescribed velocity or less, the computer issues the second command to request the vehicle platform to maintain stationary. Until the second signal indicates standstill in response to the second command, the computer issues the first command to continue to request the vehicle platform to provide deceleration.
According to the above configuration, the above-described control comes to be carried out when the autonomous driving system stops the vehicle. That is, acceleration of the vehicle is suppressed in response to a request through the first command for deceleration even after the vehicle is stopped. The vehicle can thus be appropriately maintained stationary when the vehicle platform carries out vehicle control in response to a command received from the autonomous driving system.
The foregoing and other objects, features, aspects and advantages of the present disclosure will become more apparent from the following detailed description of the present disclosure when taken in conjunction with the accompanying drawings.



BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a diagram generally showing a MaaS system to which a vehicle according to an embodiment of the present disclosure is applied.
FIG. 2 is a diagram showing details in configuration of a vehicle control interface, a vehicle platform, and an autonomous driving system that the vehicle shown in FIG. 1 comprises.
FIG. 3 is a flowchart of a process performed by the autonomous driving system in autonomous driving control according to an embodiment of the present disclosure.
FIG. 4 is a flowchart of a process performed in the vehicle for setting an actual moving direction according to an embodiment of the present disclosure.
FIG. 5 is a flowchart of brake hold control carried out in an autonomous mode according to an embodiment of the present disclosure.
FIG. 6 is a flowchart of EPB control carried out in the autonomous mode according to an embodiment of the present disclosure.
FIG. 7 is a flowchart of deceleration control carried out in the autonomous mode according to an embodiment of the present disclosure.
FIG. 8 is a flowchart of start control carried out in the autonomous mode according to an embodiment of the present disclosure.
FIG. 9 is a flowchart of acceleration control carried out in the autonomous mode according to an embodiment of the present disclosure.
FIG. 10 is timing plots representing an exemplary operation of a vehicle autonomously driven in the autonomous mode according to an embodiment of the present disclosure.
FIG. 11 is a diagram of an overall configuration of MaaS.
FIG. 12 is a diagram of a system configuration of a MaaS vehicle.
FIG. 13 is a diagram showing a typical flow in an autonomous driving system.
FIG. 14 is an example of timing plots of an API involved in stopping and starting the MaaS vehicle.
FIG. 15 is an example of timing plots of an API involved in a shift change of the MaaS vehicle.
FIG. 16 is an example of timing plots of an API involved in locking a wheel of the MaaS vehicle.
FIG. 17 is a diagram representing a limit value of variation in tire turning angle.
FIG. 18 is a diagram for illustrating intervention by an accelerator pedal.
FIG. 19 is a diagram for illustrating intervention by a brake pedal.
FIG. 20 is a diagram of an overall configuration of MaaS.
FIG. 21 is a diagram of a system configuration of a vehicle.
FIG. 22 is a diagram showing the vehicle's power feeding configuration.
FIG. 23 is a diagram for illustrating a strategy taken until the vehicle is safely brought to a standstill when a failure occurs.
FIG. 24 is a diagram showing an arrangement of representative functions of the vehicle.



DESCRIPTION OF THE PREFERRED EMBODIMENTS
Embodiments of the present disclosure will now be described in detail hereinafter with reference to the drawings, in which identical or corresponding components are identically denoted and will not be described repeatedly.
FIG. 1 is a diagram generally showing a MaaS (Mobility as a Service) system to which a vehicle according to the present embodiment is applied.
Referring to FIG. 1, the MaaS system comprises a vehicle 1, a data server 500, an MSPF (Mobility Service Platform) 600, and autonomous driving-related mobility services 700.
Vehicle 1 includes a vehicular body 10 and an ADK (Autonomous Driving Kit) 20.
Vehicular body 10 includes a vehicle control interface 110, a VP (Vehicle Platform) 120, and a DCM (Data Communication Module) 130. ADK 20 includes an ADS (Autonomous Driving System) 200 for autonomously driving vehicle 1. Vehicle control interface 110 mediates communication of a signal between VP 120 and ADS 200. ADK 20 is actually attached to vehicular body 10 although FIG. 1 shows vehicular body 10 and ADK 20 at positions distant from each other. In the present embodiment, ADK 20 has its body attached to a roof top of vehicular body 10. Note, however, that where ADK 20 is mounted can be changed as appropriate.
Vehicle 1 is configured to be autonomously drivable. When vehicle 1 is autonomously driven, VP 120 and ADS 200 communicate signals with each other via vehicle control interface 110, and VP 120 carries out travel control (that is, autonomous driving control) in an autonomous mode in response to a command received from ADS 200. ADK 20 is removable from vehicular body 10. Even when vehicular body 10 has ADK 20 removed therefrom, the user can drive the vehicle to cause the vehicle to travel with vehicular body 10 alone. When the vehicle travels with vehicular body 10 alone, VP 120 carries out travel control in a manual mode (that is, in response to the user's operation).
In the present embodiment, ADS 200 communicates signals with vehicle control interface 110 through an API (Application Program Interface) defining each signal to be communicated. ADS 200 is configured to process various signals defined by the API. For example, ADS 200 creates a driving plan for vehicle 1 and outputs various commands to vehicle control interface 110 through the API for causing vehicle 1 to travel in accordance with the created driving plan. Hereinafter, each of the various commands output from ADS 200 to vehicle control interface 110 will also be referred to as an “API command.” Further, ADS 200 receives various signals indicating states of vehicular body 10 from vehicle control interface 110 through the API, and reflects the received states of vehicular body 10 in creating the driving plan. Hereinafter, each of the various signals that ADS 200 receive from vehicle control interface 110 will also be referred to as an “API signal.” An API command and an API signal both correspond to signals defined by the API. Details in configuration of ADS 200 will be described hereinafter (see FIG. 2).
Vehicle control interface 110 receives various API commands from ADS 200. When vehicle control interface 110 receives an API command from ADS 200, vehicle control interface 110 converts the API command into a format of a signal that can be processed by VP 120. Hereinafter, an API command converted into a format of a signal that can be processed by VP 120 will also be referred to as a “control command.” When vehicle control interface 110 receives an API command from ADS 200, vehicle control interface 110 outputs to VP 120 a control command corresponding to the API command.
Vehicle control interface 110 outputs to ADS 200 various API signals indicating states of vehicular body 10. In the present embodiment, VP 120 detects a state of vehicular body 10 and sequentially sends various signals (e.g., a sensor signal or a status signal) indicating the state of vehicular body 10 to vehicle control interface 110 in real time. Vehicle control interface 110 receives a signal from VP 120 and uses the received signal to obtain an API signal as described above. Vehicle control interface 110 may determine a value for the API signal based on the signal received from VP 120, or may convert the signal received from VP 120 (i.e., a signal indicating a state of vehicular body 10) to a form of an API signal. Thus, vehicle control interface 110 obtains an API signal in which a value indicating a state of vehicular body 10 is set, and vehicle control interface 110 outputs the obtained API signal to ADS 200. From vehicle control interface 110 to ADS 200, the API signal indicating the state of vehicular body 10 is sequentially output in real time.
In the present embodiment, a less versatile signal defined by, for example, an automobile manufacturer is communicated between VP 120 and vehicle control interface 110, and a more versatile signal (for example, a signal defined by an open API) is communicated between ADS 200 and vehicle control interface 110. Vehicle control interface 110 converts a signal between ADS 200 and VP 120 to allow VP 120 to control vehicle 1 in response to a command received from ADS 200. By attaching ADS 200 to vehicular body 10 having VP 120 incorporated therein, VP 120 can perform autonomous driving control for vehicular body 10 in response to a command received from ADS 200. Note, however, that vehicle control interface 110 functions not only to convert a signal, as described above. For example, vehicle control interface 110 may make a determination, as prescribed, and send a signal based on a result of the determination (e.g., a signal for making notification, an instruction, or a request) to at least one of VP 120 and ADS 200. Details in configuration of vehicle control interface 110 will be described hereinafter (see FIG. 2).
VP 120 includes various systems and various sensors for controlling vehicular body 10. Commands are sent from ADS 200 to VP 120 through vehicle control interface 110. VP 120 carries out vehicle control variously in response to commands received from ADS 200 (more specifically, control commands corresponding to API commands sent by ADS 200). Various commands for causing vehicle 1 to travel in accordance with a driving plan as described above are transmitted from ADS 200 to VP 120, and vehicle 1 is autonomously driven by VP 120 carrying out vehicle control variously in response to the commands. Details in configuration of VP 120 will more specifically be described hereinafter (see FIG. 2).
DCM 130 includes a communication I/F (interface) allowing vehicular body 10 to communicate with data server 500 wirelessly. DCM 130 outputs various vehicle information such as a velocity, a position, and an autonomous driving state to data server 500. Further, DCM 130 for example receives from autonomous driving-related mobility services 700 through MSPF 600 and data server 500 various types of data for travelling of an autonomously driven vehicle including vehicle 1 managed by mobility services 700.
MSPF 600 is an integrated platform to which various mobility services are connected. In addition to autonomous driving related-mobility services 700, various mobility services (not shown) (for example, various mobility services provided by a ride-share company, a car-sharing company, an insurance company, a rent-a-car company, and a taxi company) are connected to MSPF 600. Various mobility services including mobility services 700 can use various functions that are provided by MSPF 600 through an API published on MSPF 600, depending on service contents.
Autonomous driving-related mobility services 700 provide mobility services using an autonomously driven vehicle including vehicle 1. Mobility services 700 can obtain various types of information (for example, driving control data of vehicle 1 communicating with data server 500, and information stored in data server 500) from MSPF 600 through an API published on MSPF 600. Further, mobility services 700 can transmit various types of information (for example, data for management of an autonomously driven vehicle including vehicle 1) to MSPF 600 through the API.
MSPF 600 publishes an API for using various types of data on vehicular state and vehicular control necessary for development of an ADS, and an ADS provider can use as the API the various types of data stored in data server 500 on vehicular state and vehicular control necessary for development of the ADS.
FIG. 2 is a diagram showing details in configuration of vehicle control interface 110, VP 120 and ADS 200 that vehicle 1 comprises.
Referring to FIG. 2 together with FIG. 1, ADS 200 includes an ADC (Autonomous Driving Control) computer 210, an HMI (Human Machine Interface) 230, sensors for perception 260, sensors for pose 270, and a sensor cleaning 290.
ADC computer 210 includes a processor and a storage device for storing autonomous driving software, and is configured to be capable of executing the autonomous driving software by the processor. The above-described API is executed by the autonomous driving software.
HMI 230 is a device allowing a user and ADC computer 210 to communicate information therebetween. HMI 230 may include an input device to receive an input (including a voice input) from a user, and a notification device to notify the user of information. For example, ADC computer 210 may notify the user of prescribed information (e.g., an autonomous driving state, or occurrence of failure) through the notification device. The user can use the input device to instruct or request ADC computer 210, change values of parameters used in the autonomous driving software that are permitted to be changed, and the like. HMI 230 may be a touch panel display which functions as both the input device and the notification device.
Sensors for perception 260 include various sensors which obtain environment information that is information for perceiving an environment external to vehicle 1. Sensors for perception 260 are configured to obtain environment information of vehicle 1 and output the environment information to ADC computer 210. The environment information is used for autonomous driving control. In the present embodiment, sensors for perception 260 include a camera that captures an image around vehicle 1 (including its front and rear sides) and an obstacle detector (e.g., a millimeter-wave radar and/or lidar) that detects an obstacle by an electromagnetic wave or a sound wave. Note, however, that the sensors are not limited as such, and any sensor suitable for obtaining environment information used for autonomous driving control may be adopted as sensors for perception 260. ADC computer 210 can recognize, for example, a person, an object (e.g., another vehicle, a pole, a guard rail and the like), and a line (e.g., a center line) on a road that are present in a range perceivable from vehicle 1 by using environment information received from sensors for perception 260. Artificial intelligence (AI) or an image processing processor may be used for recognition.
Sensors for pose 270 are configured to obtain pose information, which is information regarding a pose of vehicle 1, and output the pose information to ADC computer 210. Sensors for pose 270 include various sensors to sense vehicle 1's acceleration, angular velocity, and position. In the present embodiment, sensors for pose 270 include an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System). The IMU for example detects vehicle 1's acceleration in each of the vehicle's longitudinal, lateral and vertical directions, and detects vehicle 1's angular velocity in each of the vehicle's roll, pitch, and yaw directions. The GPS detects the position of vehicle 1 by using signals received from a plurality of GPS satellites. Combining an IMU and a GPS to measure a pose with high accuracy is a technique known in the field of automobiles and aircraft. ADC computer 210 may for example use such a known technique to measure a pose of vehicle 1 from the pose information.
Sensor cleaning 290 is a device to remove soiling from a sensor (for example, sensors for perception 260) exposed to external air outside the vehicle. For example, sensor cleaning 290 may be configured to use a cleaning solution and a wiper to clean a lens of the camera and an exit of the obstacle detector.
Hereinafter, how vehicle control interface 110 and VP 120 included in vehicular body 10 are configured will be described. In vehicular body 10, for better safety, a prescribed function (for example, braking, steering, and locking the vehicle) is provided with redundancy. Vehicular body 10 includes a plurality of systems to implement equivalent functions.
Vehicle control interface 110 includes VCIBs (Vehicle Control Interface Boxes) 111 and 112. Each of VCIBs 111 and 112 is an ECU (Electronic Control Unit) functioning as an interface and a signal converter between ADS 200 and VP 120. Each of VCIBs 111 and 112 is communicatively connected to ADC computer 210. VCIBs 111 and 112 are both connected to a system constituting VP 120. Note, however, that, as shown in FIG. 2, VCIB 111 and VCIB 112 are partially different in to what they are connected. VCIB 111 and VCIB 112 are mutually communicatively connected. Each of VCIBs 111 and 112 can operate alone, and even when one VCIB fails, the other normally operates, and vehicle control interface 110 thus normally operates.
Each of VCIBs 111 and 112 includes a processor, a RAM (Random Access Memory), and a storage device. As the processor, for example, a CPU (Central Processing Unit) can be employed. The storage device is configured to be able to hold stored information. As the storage device, for example, a ROM (Read Only Memory) and/or a rewritable nonvolatile memory can be employed. The storage device stores a program, and in addition, information (e.g., various parameters) used in the program. A process of vehicle control interface 110, which will be described hereinafter (see FIGS. 4 to 9), is performed by the processor executing a program stored in the storage device (e.g., a program using the API described above). These processes may be performed by any of VCIBs 111 and 112 or may be performed by VCIBs 111 and 112 cooperating when they both normally operate.
In the present embodiment, VP 120 and ADS 200 perform CAN (Controller Area Network) communication with each other via vehicle control interface 110. The API described above is executed periodically as defined for each API. However, a system in which VP 120 and ADS 200 communicate is not limited to the CAN, and may be changed as appropriate.
When any failure occurs in one of the redundant systems of VP 120, VCIBs 111 and 112 switch/shut down a control system to cause a normal system to operate properly. This maintains a function of VP 120 (e.g., braking, steering, and locking the vehicle).
VP 120 includes brake systems 121A and 121B. Each of brake systems 121A and 121B includes a plurality of braking mechanisms provided to each wheel of vehicular body 10, a braking actuator serving as an actuator for driving each braking mechanism, and a control device that controls the braking actuator. The braking mechanism may be, for example, a hydraulic disc brake that applies braking force to a wheel through hydraulic pressure adjustable by the actuator. The control device controls the braking actuator in response to a user operation (for example, a brake pedal operation) in the manual mode, and controls the braking actuator in response to a control command received from VCIBs 111 and 112 in the autonomous mode. The control device of brake system 121A and the control device of brake system 121B may be communicatively connected to each other. Brake systems 121A and 121B both implement a braking function and can operate alone. Therefore, even when one brake system fails, the other normally operates, and vehicular body 10 can be braked.
VP 120 further includes a wheel speed sensor 127. Wheel speed sensor 127 is provided to each wheel of vehicular body 10 and senses a rotation speed of each wheel. A result of sensing by wheel speed sensor 127 is transmitted to vehicle control interface 110. In the present embodiment, the rotation speed of each wheel sensed by wheel speed sensor 127 is output from wheel speed sensor 127 to brake system 121B, and from brake system 121B to VCIB 111.
VP 120 further includes steering systems 122A and 122B. Each of steering systems 122A and 122B includes a steering mechanism capable of adjusting and varying a steering angle of a steering wheel of vehicle 1, a steering actuator serving as an actuator for driving the steering mechanism, and a control device that controls the steering actuator. The steering mechanism may be, for example, a rack and pinion type EPS (Electric Power Steering) capable of adjusting a steering angle by the actuator. The control device controls the steering actuator in response to a user operation (e.g., a steering-wheel operation) in the manual mode, and controls the steering actuator in response to a control command received from VCIBs 111 and 112 in the autonomous mode. The control device of steering system 122A and the control device of steering system 122B may be communicatively connected to each other. Steering systems 122A and 122B both implement a steering function and can operate alone. Therefore, even when one of steering systems 122A and 122B fails, the other normally operates, and vehicular body 10 can thus be steered.
Pinion angle sensors 128A and 128B are connected to steering systems 122A and 122B, respectively. Each of pinion angle sensors 128A and 128B senses a pinion angle. The pinion angle is a rotation angle of a pinion gear coupled to a rotation shaft of the steering mechanism or the steering actuator. The pinion angle represents a tire turning angle. Results of sensing by pinion angle sensors 128A and 128B are transmitted to vehicle control interface 110. In the present embodiment, the pinion angle sensed by pinion angle sensor 128A is output from pinion angle sensor 128A to steering system 122A and from steering system 122A to VCIB 111. The pinion angle sensed by pinion angle sensor 128B is output from pinion angle sensor 128B to steering system 122B and from steering system 122B to VCIB 112.
VP 120 further includes an EPB (Electric Parking Brake) system 123A and a P (parking)-Lock system 123B.
EPB system 123A includes an EPB (electric parking brake) that applies braking force to at least one wheel of vehicular body 10, and a control device that controls the EPB. The EPB is provided separately from the braking mechanism described above, and locks the wheel by an electric actuator. The EPB may be configured to lock the wheel by operating a drum brake by the electric actuator for parking brakes. Further, the EPB may be configured to lock the wheel by adjusting by the electric actuator the hydraulic pressure of a hydraulic system different from the above-described braking actuator. The control device controls the EPB in response to a user operation in the manual mode, and controls the EPB in response to a control command received from VCIBs 111 and 112 in the autonomous mode.
P-Lock system 123B includes a P-Lock mechanism provided in the transmission of vehicular body 10, a P-Lock actuator serving as an actuator for driving the P-Lock mechanism, and a control device that controls the P-Lock actuator. The P-Lock mechanism may be, for example, a mechanism to lock a position of rotation of the output shaft of the transmission by fitting a parking lock pawl, which is positionally adjustable by an actuator, into a gear (a lock gear) coupled to a rotational element in the transmission and thus provided. The control device controls the P-Lock actuator in response to a user operation in the manual mode, and controls the P-Lock actuator in response to a control command received from VCIBs 111 and 112 in the autonomous mode.
EPB system 123A and P-Lock system 123B both implement a vehicle locking function and can operate alone. Therefore, even when one of EPB system 123A and P-Lock system 123B fails, the other operates normally, and vehicular body 10 can be locked. The control device of EPB system 123A and the control device of P-Lock system 123B may be communicatively connected to each other.
VP 120 further includes a propulsion system 124, a PCS (Pre-Crash Safety) system 125, and a body system 126.
Propulsion system 124 includes a shift device that determines a shift range (that is, a propulsion direction) and a driving device that imparts propulsive force to vehicular body 10. The shift device has a shift lever operated by the user, and in the manual mode, the shift device switches a shift range in response to a user operation (that is, a shift lever operation). In the autonomous mode, the shift device switches a shift range in response to a control command received from VCIBs 111 and 112. The driving device includes, for example, a battery that stores electric power for traveling, a motor generator that receives electric power from the battery to rotate a wheel of vehicular body 10, and a control device that controls the motor generator. The control device controls the motor generator in response to a user operation (for example, an accelerator pedal operation) in the manual mode, and controls the motor generator in response to a control command received from VCIBs 111 and 112 in the autonomous mode.
PCS system 125 uses a camera/radar 129 which is a camera and/or a radar to carry out vehicle control to mitigate or avoid damage caused by collision. PCS system 125 is communicatively connected to brake system 121B. PCS system 125 for example uses camera/radar 129 to determine whether there is a possibility of a collision, and when PCS system 125 determines that there is a possibility of a collision, PCS system 125 requests brake system 121B to increase a braking force.
Body system 126 includes body-related components (e.g., a direction indicator, a horn, and a wiper) and a control device that controls the body-related components. In the manual mode, the control device controls the body-related components in response to a user operation, and in the autonomous mode, the control device controls the body-related components in response to a control command received from VCIBs 111 and 112.
While in VP 120 according to the present embodiment a control device is provided for each control system, the number of control devices can be changed as appropriate. For example, one control device may be configured to integrally control each control system.
Vehicle 1 according to the present embodiment is a four-wheel electric vehicle (EV) which does not include an engine (an internal combustion engine). However, vehicle 1 is not limited thereto, and may be a connected car (e.g., a hybrid vehicle) provided with an engine. The number of wheels that vehicle 1 includes is not limited to four wheels, and may be changed as appropriate. Vehicle 1 may include three wheels or five or more wheels.
Vehicle 1 is configured to switchable between an autonomous mode and a manual mode. An API signal that ADS 200 receives from vehicle control interface 110 includes a signal Autonomy_State indicating whether vehicle 1 is in the autonomous mode or the manual mode. The user can select either the autonomous mode or the manual mode via a prescribed input device. The prescribed input device may be an input device (not shown) included in vehicular body 10 (for example, vehicle control interface 110 or VP 120). When any mode is selected by the user, vehicle 1 enters the selected mode, and the selection result is reflected in the Autonomy_State. However, when vehicle 1 is not in an autonomously drivable state, the vehicle does not transition to the autonomous mode even when the user selects the autonomous mode. Autonomy_State indicating the current mode of the vehicle (i.e., the autonomous mode/the manual mode) is sequentially output from vehicle control interface 110 to ADS 200 in real time. In an initial state (that is, when vehicle 1 is started), vehicle 1 is in the manual mode. ADS 200 may be configured to obtain Autonomy_State through HMI 230 (see FIG. 2).
When vehicle 1 is in the autonomous mode, ADS 200 executes the API to transmit a command for autonomous driving control to VP 120. FIG. 3 is a flowchart of a process performed by ADS 200 in autonomous driving control according to the present embodiment. The process shown in this flowchart is repeatedly performed periodically as corresponding to the API (i.e., in accordance with an API period) when vehicle 1 is in the autonomous mode.
Referring to FIG. 3 together with FIGS. 1 and 2, in step (hereinafter simply referred to as “S”) 11, ADS 200 obtains current information of vehicle 1. For example, ADC computer 210 obtains environment information and pose information of vehicle 1 from sensors for perception 260 and sensors for pose 270. In the present embodiment, regardless of whether vehicle 1 may be in the autonomous mode or the manual mode, an API signal indicating a state of vehicle 1 (Propulsion Direction by Driver, Actual_Moving_Direction, Propulsion Direction Status, Estimated_Max_Accel_Capability, Estimated_Max_Decel_Capability, Longitudinal_Velocity, etc., described hereinafter) is sequentially output from vehicle control interface 110 to ADS 200 in real time. ADS 200 can refer to such an API signal to obtain information of vehicle 1 to be used in generating a driving plan (S12), which will be described hereinafter. When the Autonomy_State indicates the manual mode, the process of series of steps shown in FIG. 3 ends.
In S12, ADC computer 210 creates a driving plan based on the information of vehicle 1 obtained in S11. When a driving plan is already present, the driving plan may be corrected based on the information of vehicle 1. For example, ADC computer 210 calculates a behavior of vehicle 1 (e.g., a pose of vehicle 1) and creates a driving plan suitable for a state of vehicle 1 and an environment external to vehicle 1. The driving plan is data indicating a behavior of vehicle 1 for a prescribed period of time.
In S13, ADC computer 210 extracts a physical control quantity (acceleration, a tire turning angle, etc.) from the driving plan created in S12.
In S14, ADC computer 210 splits the physical quantity extracted in S13 by a defined cycle time of each API.
In S15, ADC computer 210 executes the API using the physical quantity split in S14. When the APT is thus executed, an APT command (e.g., a Propulsion Direction Command, an Acceleration Command, and a Standstill Command, and the like, which will be described hereinafter) for implementing the physical quantity in accordance with the driving plan is transmitted from ADS 200 to vehicle control interface 110. Vehicle control interface 110 transmits a control command corresponding to the received API command to VP 120, and VP 120 carries out autonomous driving control of vehicle 1 in response to the control command.
In the present embodiment, it is assumed that vehicle 1 is autonomously driven when vehicle 1 is manned. This is not exclusive, however, and vehicle 1 may be autonomously driven when vehicle 1 is unmanned.
In the manual mode, a shift change of vehicle 1 (i.e., switching a shift range) is performed in response to the driver's shift lever operation. In the present embodiment, in the manual mode, the driver can select any one of a P (parking) range, an N (neutral) range, a D (drive) range, an R (reverse) range, and a B (brake) range, for example. The D range and the B range correspond to a traveling range. Deceleration is stronger in the B range than in the D range.
The command sent from ADS 200 to VP 120 through vehicle control interface 110 includes a command referred to as a Propulsion Direction Command to request to switch a shift range to another. In the autonomous mode, ADS 200 performs a shift change of vehicle 1 by using the Propulsion Direction Command. In the present embodiment, ADS 200 can only select the D range and the R range in the autonomous mode. That is, in the autonomous mode, vehicle 1 has a shift range which is either the D range or the R range. In the present embodiment, the Propulsion Direction Command is set to any one of No Request, a value (R) requesting a shift to the R range, and a value (D) requesting a shift to the D range. In the autonomous mode, VP 120 performs a shift change of vehicle 1 in response to the Propulsion Direction Command.
The API signal includes a signal Propulsion Direction Status indicating the current shift range. The Propulsion Direction Status basically indicates a value corresponding to the current shift range (one of P, N, D, R, and B in the present embodiment), and indicates “Invalid Value” when the current shift range is unknown.
The API signal includes a signal Propulsion Direction by Driver indicating a shift lever position by a driver. The Propulsion Direction by Driver is output from vehicle control interface 110 to ADS 200 when the driver operates the shift lever. The Propulsion Direction by Driver basically represents a value corresponding to a position of the shift lever (one of P, N, D, R, and B in the present embodiment). When the driver releases his/her hand from the shift lever, the shift lever returns to a central position and the Propulsion Direction by Driver indicates “No Request.”
During the autonomous mode, the driver's shift lever operation is not reflected in the Propulsion Direction Status. Note, however, that ADS 200 may determine a value for the Propulsion Direction Command by referring to the Propulsion Direction by Driver. If necessary, ADS 200 confirms the Propulsion Direction by Driver, and requests switching a shift position to another by the Propulsion Direction Command as necessary.
The API signal includes a signal Longitudinal_Velocity indicating an estimated longitudinal velocity of vehicle 1. Longitudinal_Velocity indicates, for example, a longitudinal velocity of vehicle 1 as estimated by VP 120 using a wheel speed sensor. Longitudinal_Velocity indicates an absolute value of the velocity. That is, Longitudinal_Velocity indicates a positive value both when vehicle 1 moves forward and when vehicle 1 moves backward. The Longitudinal_Velocity according to the present embodiment corresponds to one example of a “first signal” according to the present disclosure.
The API signal includes a signal Actual_Moving_Direction indicating a moving direction of vehicle 1. In the present embodiment, Actual_Moving_Direction is set to any one of Forward, Reverse, Standstill, and Undefined. FIG. 4 is a flowchart of a process performed by vehicle control interface 110 for setting Actual_Moving_Direction. The Actual_Moving_Direction according to the present embodiment corresponds to an example of a “third signal” according to the present disclosure.
Referring to FIG. 4 together with FIG. 2, in S21, vehicle control interface 110 determines whether the wheels (i.e., four wheels) of vehicle 1 all have a speed of 0.
When a determination of YES is made in S21 (that is, the four wheels are all stopped), then, vehicle control interface 110 determines in S22 whether a prescribed period of time (for example of 500 msec) has elapsed since the four wheels reached the speed of 0. While a determination of YES is made in S21 and a determination of NO is made in S22 (that is, the prescribed period of time has not yet elapsed), S21 and S22 are repeated. Once a determination of YES is made in S22 (that is, the prescribed period of time has elapsed), vehicle control interface 110 sets the Actual_Moving_Direction to “Standstill” in S25.
When a determination of NO is made in S21 (that is, any of the four wheels is rotating), vehicle control interface 110 determines in S23 whether more than half the wheels rotate forward. When a determination of YES is made in S23 (that is, when three or more wheels rotate forward), vehicle control interface 110 sets the Actual_Moving_Direction to “Forward” in S26.
When a determination of NO is made in S23 (that is, when two or less wheels rotate forward), vehicle control interface 110 determines in S24 whether more than half the wheels rotate backward. When a determination of YES is made in S24 (that is, when three or more wheels rotate backward), vehicle control interface 110 sets the Actual_Moving_Direction to “Reverse” in S27. In contrast, when a determination of NO is made in S24 (that is, when two or less wheels rotate backward), vehicle control interface 110 sets the Actual_Moving_Direction to “Undefined” in S28.
Thus, in vehicle 1 according to the present embodiment, the Actual_Moving_Direction indicates Standstill when a prescribed number of wheels (for example, four wheels) of vehicle 1 continue a speed of 0 for a prescribed period of time. In the present embodiment, the process shown in FIG. 4 is performed by vehicle control interface 110. This is not exclusive, however, and the process of FIG. 4 may be partially or entirely performed by VP 120. For example, the FIGS. 4 S21 and S22 may be performed by VP 120, rather than vehicle control interface 110, and vehicle control interface 110 may receive a result of the steps from VP 120.
A command sent from ADS 200 to VP 120 through vehicle control interface 110 includes an Acceleration Command and a Standstill Command.
The Acceleration Command is a signal requesting acceleration and deceleration in the autonomous mode. The Acceleration Command indicates a positive value when acceleration is requested for a direction indicated by the Propulsion Direction Status, and the Acceleration Command indicates a negative value when deceleration is requested in that direction. The Acceleration Command requests acceleration (+) and deceleration (−) for the direction indicated by the Propulsion Direction Status. Upper limit values of acceleration and deceleration of the Acceleration Command are determined by estimated maximum acceleration capability and estimated maximum deceleration capability, respectively, which will be described hereinafter. The Acceleration Command according to the present embodiment corresponds to an example of a “first command” according to the present disclosure.
The API signal includes a signal Estimated_Max_Accel_Capability indicating an estimated maximum acceleration, and a signal Estimated_Max_Decel_Capability indicating an estimated maximum deceleration. In the present embodiment, VP 120 calculates an acceleration provided at the time of WOT (Wide Open Throttle), estimates a value for Estimated_Max_Accel_Capability (that is, a possible maximum acceleration that vehicle 1 is currently requested to provide) based on the calculated acceleration, the current state of vehicle 1 and the current road surface condition (e.g., gradient and road surface load), and outputs the estimated value to vehicle control interface 110. Estimated_Max_Accel_Capability is such that a direction in which vehicle 1 proceeds (that is, a direction indicated by the Propulsion Direction Status) is a positive direction and the reverse direction is a negative direction. Estimated_Max_Decel_Capability has a value varying in a range of −9.8 m/s2 to 0 m/s2. VP 120 estimates a value for Estimated_Max_Decel_Capability (that is, a possible maximum deceleration that vehicle 1 is currently requested to provide) based on the states of brake systems 121A, 121B (e.g., a brake mode), the current state of vehicle 1, and the current road surface condition. Depending on the state of vehicle 1 and the road surface condition, Estimated_Max_Decel_Capability may be 0.
The Acceleration Command has a value selected from the range of Estimated_Max_Decel_Capability to Estimated_Max_Accel_Capability. When VP 120 receives a request from both the Acceleration Command and PCS system 125 (FIG. 2) for deceleration, VP 120 selects a maximum deceleration out of the decelerations requested by the Acceleration Command and PCS system 125. Note that deceleration is represented in magnitude by an absolute value. That is, deceleration becomes smaller as it approaches 0, and deceleration becomes larger as it is farther away from 0.
The Standstill Command is a signal requesting to maintain stationary in the autonomous mode. In the present embodiment, the Standstill Command is set to any one of No Request, Applied (a value requesting to maintain stationary), and Released (a value requesting release from maintaining stationary). The Standstill Command can be set to maintain stationary when vehicle 1 is at a standstill (for example when the Actual_Moving_Direction is “Standstill”). When the Acceleration Command indicates an acceleration value (a positive value), the Standstill Command is not set to “Applied.” Once to maintain stationary (e.g., brake hold control described hereinafter) is completed, vehicle 1 transitions to Standstill. The Standstill Command according to the present embodiment corresponds to an example of a “second command” according to the present disclosure.
The API signal includes a signal Standstill Status indicating a standstill status of vehicle 1. The Standstill Status basically indicates either Applied (a value indicating that vehicle 1 is at a Standstill) or Released (a value indicating that vehicle 1 is not at a Standstill), and indicates “Invalid Value” when it is unknown which standstill status vehicle 1 has. Standstill means a state in which vehicle 1 is maintained stationary (for example, brake hold). The Standstill Status according to the present embodiment corresponds to an example of a “second signal” according to the present disclosure.
In the present embodiment, when ADS 200 issues an Acceleration Command to request VP 120 to provide deceleration to bring vehicle 1 to a standstill, and the Longitudinal_Velocity indicates 0 km/h, ADS 200 issues a Standstill Command to request VP 120 to maintain stationary, and VP 120 carries out brake hold control. After the brake hold control is finished, the Standstill Status indicates Applied. Until the Standstill Status indicates Applied, the Acceleration Command continues to request VP 120 to provide deceleration.
FIG. 5 is a flowchart of a process involved in brake hold control carried out by vehicle control interface 110 in the autonomous mode. The process shown in this flowchart is repeatedly performed in accordance with the API period in synchronization with a process of ADS 200 when vehicle 1 is in the autonomous mode.
Referring to FIG. 5 together with FIG. 2, in S31, vehicle control interface 110 determines whether a deceleration request (that is, an Acceleration Command to request deceleration) has been received. When a determination of YES is made in S31 (that is, a deceleration request has been received), vehicle control interface 110 determines in S32 whether a standstill request (that is, a Standstill Command to request to maintain stationary) has been received. When a determination of YES is made in S32 (that is, a standstill request has been received), vehicle control interface 110 determines in S33 whether the Actual_Moving_Direction is Standstill.
When a determination of NO is made in S33, the control returns to the initial step (S31). When the Acceleration Command requests deceleration (YES in S31), vehicle 1 is controlled to be decelerated in response to the Acceleration Command (see S52 in FIG. 7 described hereinafter). When vehicle 1 controlled to be decelerated has its four wheels all reaching a speed of 0, the Actual_Moving_Direction is set to Standstill (see FIG. 4), and a determination of YES is made in S33.
When the Acceleration Command requests deceleration (YES in S31), the Standstill Command requests to maintain stationary (YES in S32), and the Actual_Moving_Direction indicates Standstill (YES in S33), vehicle control interface 110 instructs VP 120 in S34 to start brake hold (BH) control. In brake systems 121A and 121B of VP 120 (see FIG. 2), the braking actuator is controlled in accordance with the instruction from vehicle control interface 110. When controlling the braking actuator is completed, brake systems 121A and 121B transmit a BH Completed signal indicating that controlling the braking actuator is completed.
In S35, vehicle control interface 110 determines whether the brake hold control is completed. Vehicle control interface 110 determines whether the brake hold control has been completed based on, for example, whether the BH Completed signal has been received. In the present embodiment, vehicle control interface 110 having received the BH Completed signal means that VP 120 has completed the brake hold control.
While determination of YES is made in all of S31 to S33, brake hold control is carried out in S34, and when the brake hold control is completed (YES in S35), then, in step S36, vehicle control interface 110 sets the Standstill Status to Applied.
When a determination of NO is made in either S31 or S32, vehicle control interface 110 determines in S37 whether a Release Standstill request (that is, a Standstill Command to request release from maintaining stationary) has been received. When a determination of YES is made in S37 (that is, a Release Standstill request has been received), vehicle control interface 110 instructs VP 120 in S38 to release brake hold (BH) of vehicle 1. Thus in brake systems 121A and 121B of VP 120 the brake actuators are controlled and the brake hold is thus released. When it is already released, it is held released. Then, vehicle control interface 110 sets the Standstill Status to Released in S39. In contrast, when a determination of NO is made in S37 (that is, no Release Standstill request has been received), the control returns to the initial step (S31).
In vehicle 1 according to the present embodiment, when ADS 200 issues an Acceleration Command to request VP 120 to provide deceleration to bring vehicle 1 to a standstill (YES in S31), and thereafter, before brake hold control is completed the request through the Acceleration Command for deceleration is cancelled (NO in S31), transitioning to the brake hold control (S34) is canceled. When the request is cancelled before the brake hold control starts, transitioning to the brake hold control is not performed. When the request is cancelled while the brake hold control has already been started, the brake hold control currently carried out is stopped, and brake systems 121A and 121B return to a state assumed before the brake hold control is carried out.
In vehicle 1 according to the present embodiment, when ADS 200 issues a Standstill Command to request VP 120 to maintain stationary (YES in S32), and thereafter, before brake hold control is completed the request through the Standstill Command to maintain stationary is cancelled (NO in S32), transitioning to the brake hold control (S34) is canceled. When the request is cancelled before the brake hold control starts, transitioning to the brake hold control is not performed. When the request is cancelled while the brake hold control has already been started, the brake hold control currently carried out is stopped, and brake systems 121A and 121B return to a state assumed before the brake hold control is carried out.
In the present embodiment, the process shown in FIG. 5 is performed by vehicle control interface 110. This is not exclusive, however, and the process of FIG. 5 may partially or entirely be performed by VP 120. When the FIG. 5 process is performed by VP 120, rather than vehicle control interface 110, then, in S34 and S38, VP 120 per se controls brake systems 121A and 121B (i.e., to maintain stationary/release therefrom) without receiving an instruction from vehicle control interface 110.
In the present embodiment, the EPB (electric parking brake) is activated after a prescribed period of time has elapsed since the Standstill Status indicated Applied. FIG. 6 is a flowchart of a process involved in EPB control carried out by vehicle control interface 110 in the autonomous mode. The process shown in this flowchart is repeatedly performed in accordance with the API period in synchronization with a process of ADS 200 when vehicle 1 is in the autonomous mode.
Referring to FIG. 6 together with FIG. 2, in S41, vehicle control interface 110 determines whether the Standstill Status indicates Applied. When a determination of YES is made in S41 (Standstill Status=Applied), vehicle control interface 110 determines in S42 whether a prescribed period of time (for example of 3 minutes) has elapsed since the Standstill Status indicated Applied. While the Standstill Status is maintained Applied (YES in S41) and a determination of NO is made in S42, S41 and S42 are repeated, and when a determination of YES is made in S42, the control proceeds to S43. In S43, vehicle control interface 110 instructs VP 120 to activate the EPB. Thus, EPB system 123A is controlled in VP 120, and the EPB is activated. When the EPB is already active, the EPB is held active.
When a determination of NO is made in S41 (Standstill Status=Released or Invalid Value), the control proceeds to S44. In S44, vehicle control interface 110 instructs VP 120 to release the EPB. Thus, EPB system 123A is controlled in VP 120, and the EPB is thus released. When the EPB has already been released, the EPB is held released.
Thus, in vehicle 1 according to the present embodiment, the EPB (electric parking brake) is engaged after a prescribed period of time has elapsed since the Standstill Status indicated Applied. In the present embodiment, the process shown in FIG. 6 is performed by vehicle control interface 110. This is not exclusive, however, and the process of FIG. 6 may partially or entirely be performed by VP 120. When the FIG. 6 process is performed by VP 120, rather than vehicle control interface 110, then, in S43 and S44, VP 120 per se controls (i.e., activates/deactivates) EPB system 123A without receiving an instruction from vehicle control interface 110.
In the present embodiment, vehicle control interface 110 interposed between VP 120 and ADS 200 adjusts commands involved in deceleration control, start control, and acceleration control. Various signals communicated between VP 120 and ADS 200 are input to and output from vehicle control interface 110.
FIG. 7 is a flowchart of a procedure of a process performed by vehicle control interface 110 in deceleration control in the autonomous mode. The process shown in this flowchart is started when vehicle 1 is in the autonomous mode and vehicle control interface 110 receives a deceleration request from ADS 200. While vehicle control interface 110 receives a deceleration request from ADS 200, this process is repeatedly performed in accordance with the API period in synchronization with a process of ADS 200.
Referring to FIG. 7 together with FIG. 2, in S51, vehicle control interface 110 determines whether a deceleration request (that is, an Acceleration Command to request deceleration) has been received from ADS 200. When a determination of YES is made in S51 (that is, a deceleration request has been received), in S52 vehicle control interface 110 transmits a control command corresponding to the Acceleration Command (an API command) received from ADS 200 (more specifically, a control command to request deceleration) to VP 120 to carry out deceleration control for vehicle 1. In VP 120, brake systems 121A and 121B and propulsion system 124 (see FIG. 2) are controlled in response to the control command.
After the step of S52, in S53, vehicle control interface 110 uses a signal received from VP 120 to determine whether the Longitudinal_Velocity indicates 0 km/h. When a determination of NO is made in S53 (that is, Longitudinal_Velocity>0 km/h), the control returns to the initial step (S51). When ADS 200 issues an Acceleration Command to request VP 120 to provide deceleration to bring vehicle 1 to a standstill, then, in response to the deceleration request (S51), vehicle 1 is subjected to deceleration control (S52) and thus reduced in velocity, and finally, the Longitudinal_Velocity will indicate 0 km/h.
When a determination of YES is made in S53 (that is, Longitudinal_Velocity=0 km/h), then, in S54, vehicle control interface 110 requests from ADS 200 a Standstill request (i.e., a Standstill Command to request to maintain stationary). In response to this request, ADS 200 transmits the Standstill request to VP 120 through vehicle control interface 110.
After the step of S54, vehicle control interface 110 determines in S55 whether the Standstill Status indicates Applied. The Standstill Status is set through the process shown in FIG. 5. After the step of S54 in FIG. 7, when the Actual_Moving_Direction is set to Standstill, brake hold control is carried out (S34 in FIG. 5). When the brake hold control is completed (YES in S35 in FIG. 5), the Standstill Status is set to Applied (S36 in FIG. 5).
After in response to the request in S54 the Standstill Command is set to Applied before the Standstill Status is set to Applied (that is, while a determination of NO is made in S55), vehicle control interface 110 requests ADS 200 in S56 to set V2 for the value of the Acceleration Command. V2 is a deceleration value (i.e., a negative value). In response to this request, ADS 200 transmits a constant deceleration value (i.e., V2) as a value for the Acceleration Command to VP 120 through vehicle control interface 110. In the present embodiment, V2 is set to −0.4 m/s2.
When a determination of YES is made in S55 (Standstill Status=Applied), vehicle control interface 110 requests ADS 200 in S57 to set V3 for the value of the Acceleration Command. V3 is a deceleration value or 0 m/s2. In the present embodiment, V3 is set to 0 m/s2. In response to the above request (S57), ADS 200 transmits V3 (e.g., 0 m/s2) as a value for the Acceleration Command to VP 120 through vehicle control interface 110. Until start control described hereinafter (see FIG. 8) is started, ADS 200 maintains vehicle 1 at a standstill (Standstill Status=Applied) and maintains the value of the Acceleration Command at V3. Note that V3 is not limited to 0 m/s2. For example, V3 may be a deceleration value smaller than V2 or may be equal to V2.
When the step of S57 is performed, the series of steps of the process of FIG. 7 ends. The series of steps of the process of FIG. 7 also ends when the Acceleration Command no longer requests deceleration (NO in S51).
FIG. 8 is a flowchart of a procedure of a process performed by vehicle control interface 110 in the start control in the autonomous mode. The process shown in this flowchart is started when vehicle 1 is in the autonomous mode and vehicle control interface 110 receives a start request from ADS 200. When the Standstill Status indicates “Applied” and a Standstill Command received from ADS 200 changes from “Applied” to “Released” vehicle control interface 110 determines that a start request has been received from ADS 200.
Referring to FIG. 8 together with FIG. 2, vehicle control interface 110 requests ADS 200 in S61 to set V4 for the value of the Acceleration Command (more specifically, a deceleration value), and in S62 receives the Acceleration Command from ADS 200 and transmits a control command corresponding thereto (more specifically, a control command to request deceleration) to VP 120 to perform deceleration control for vehicle 1. In VP 120, brake systems 121A and 121B and propulsion system 124 (see FIG. 2) are controlled in response to the control command. Thus, until a determination of YES is made in S63 described hereinafter, acceleration of vehicle 1 is suppressed and vehicle 1 is held in a state with a vehicular velocity of 0 (Actual_Moving_Direction=Standstill). V4 is a prescribed deceleration value (that is, a negative value). V4 may be a deceleration value smaller than V2 or may be equal to V2.
In S63, vehicle control interface 110 determines whether a prescribed period of time (hereinafter referred to as “ΔT”) has elapsed since the start request was made. ΔT is for example set to be equal to or longer than a period of time taken after the Standstill Command is set to “Released” before the Standstill Status is set to “Released.” ΔT may be selected from a range of 1 second to 10 seconds.
ADS 200 maintains the Acceleration Command at value V4 for a period of time after the start request is made before ΔT elapses (that is, while a determination of NO is made in S63). After the start request is made when ΔT elapses (YES in S63), in S64 vehicle control interface 110 requests from ADS 200 an Acceleration Command to request acceleration, or an acceleration request, and thereafter the series of steps of the process of FIG. 8 ends. In response to the request from vehicle control interface 110 (S64), ADS 200 transmits the acceleration request to VP 120 through vehicle control interface 110. This allows transitioning to acceleration control described hereinafter.
FIG. 9 is a flowchart of a procedure of a process performed by vehicle control interface 110 in acceleration control in the autonomous mode. The process shown in this flowchart is started when vehicle 1 is in the autonomous mode and vehicle control interface 110 receives an acceleration request from ADS 200. While vehicle control interface 110 receives an acceleration request from ADS 200, this process is repeatedly performed in accordance with the API period in synchronization with a process of ADS 200.
Referring to FIG. 9 together with FIG. 2, in S71, vehicle control interface 110 determines whether an acceleration request has been received from ADS 200. When a determination of YES is made in S71 (that is, an acceleration request has been received), in S72 vehicle control interface 110 transmits a control command corresponding to an Acceleration Command received from ADS 200 (more specifically, a control command to request acceleration) to VP 120 to carry out acceleration control for vehicle 1. In propulsion system 124 of VP 120, the driving device is controlled in response to the control command.
While vehicle control interface 110 receives the acceleration request from ADS 200 (that is, while a determination of YES is made in S71), vehicle control interface 110 continues acceleration control for vehicle 1 (S72). In contrast, when the Acceleration Command no longer requests acceleration (NO in S71), the series of steps of the process in FIG. 9 ends.
In the present embodiment, the processes shown in FIGS. 7 to 9 are performed by vehicle control interface 110. This is not exclusive, however, and the processes shown in FIGS. 7 to 9 may partially or entirely be performed by ADS 200. For example, when the process shown in FIG. 7 is performed by ADS 200, rather than vehicle control interface 110, ADS 200 per se changes each command's value in the steps of S54, S56 and S57 without receiving a request from vehicle control interface 110. Until the Standstill Status indicates Standstill in response to the Standstill Command (S54) (NO in S55), ADS 200 issues the Acceleration Command to continue to request VP 120 to provide deceleration (S56).
FIG. 10 is timing plots representing an exemplary operation of vehicle 1 autonomously driven in the autonomous mode. Referring to FIG. 10, in this example, the Acceleration Command (indicated by a line L12) is set from 0 m/s2 to V1 at time t1. V1 is a deceleration value larger than V2 (that is, a deceleration value more negative than V2). V1 may be selected, for example, from a range of −6.0 m/s2 to −1.0 m/s2. When the Acceleration Command (line L12) is set to V1, vehicle 1 is subjected to deceleration control (S52 in FIG. 7). As a result, the Longitudinal_Velocity (indicated by a line L11) approaches 0 km/h. Thereafter, at time t2, the Longitudinal_Velocity (line L11) reaches 0 km/h, and in response, the Standstill Command (indicated by a line L13) is set to “Applied” (S54 in FIG. 7) and the Acceleration Command is set to V2 (for example, −0.4 m/s2) (S56 in FIG. 7). Thereafter, at time t3, the Actual_Moving_Direction (indicated by a line L15) is set to “Standstill” and brake hold control is carried out (S34 in FIG. 5). At time t4 the brake hold control is completed and the Standstill Status (indicated by a line L14) is set to “Applied” (S36 in FIG. 5), and in response, the Acceleration Command (line L12) is set to V3 (e.g., 0 m/s2) (S57 in FIG. 7). And when a prescribed period of time has elapsed, the EPB is activated (S43 in FIG. 6). The Acceleration Command is maintained at V2 (that is, a constant deceleration value) after the Standstill Command (line L13) is set to “Applied” before the Standstill Status (line L14) is set to “Applied” (or for a period from t2 to t4).
For a period from t4 to t5, vehicle 1 maintains a Standstill. The period from t4 to t5 may be a signal waiting period. In vehicle 1 according to the present embodiment, when the brake hold control is completed and a request through the Standstill Command to maintain stationary still continues, vehicle 1 continues Standstill (Standstill Status=Applied) while the Standstill Command requests to maintain stationary (Standstill Command=Applied).
At time t5, the Standstill Command (line L13) is set from “Applied” to “Released,” and in response, the Acceleration Command (line L12) is set to V4 (S61 in FIG. 8). Furthermore, as the Standstill Command (line L13) is set to “Released,” at time t6 vehicle 1 is released from the brake hold (S38 in FIG. 5), the Standstill Status (line L14) is set to “Released” (S39 in FIG. 5), and the EPB is released (S44 in FIG. 6). Thereafter, at time t7, the Acceleration Command (line L12) is set to V5 (S64 in FIG. 8). V5 is an acceleration value (i.e., a positive value). For a period of t5 to t7, the Acceleration Command is maintained at V4. The period of t5 to t7 corresponds to the aforementioned ΔT.
In vehicle 1 according to the present embodiment, when ADS 200 cancels a Standstill Command to cancel a Maintain Stationary request (Standstill Command=Released) in order to start vehicle 1, brake hold applied to vehicle 1 is released and VP 120 controls acceleration and deceleration of vehicle 1 based on an Acceleration Command.
During a period of t7 to t8, vehicle 1 is subjected to acceleration control (S72 in FIG. 9). As a result, the Longitudinal_Velocity (line L11) increases. At time t8, the Longitudinal_Velocity (line L11) reaches a target value, and in response, the Acceleration Command is set to 0 m/s2, and the acceleration control (FIG. 9) ends.
Thus, vehicle 1 according to the present embodiment comprises ADS 200 and VP 120 that controls vehicle 1 in response to a command received from ADS 200. When ADS 200 issues an Acceleration Command to request vehicle control interface 110 to provide deceleration to stop vehicle 1 and the Longitudinal_Velocity indicates 0 km/h, ADS 200 issues a Standstill Command to request VP 120 to maintain stationary. When the brake hold control is finished, the Standstill Status indicates Applied. Until the Standstill Status indicates Applied, the Acceleration Command continues to request VP 120 to provide deceleration.
According to the above configuration, after vehicle 1 is stopped, acceleration of vehicle 1 is suppressed in response to a request through the Acceleration Command for deceleration. Thus, when VP 120 carries out autonomous driving control in response to a command issued from ADS 200, vehicle 1 can be appropriately maintained stationary (that is, brake hold control can be carried out appropriately).
Vehicle control interface 110 according to the present embodiment is provided between ADS 200 and VP 120 that controls vehicle 1 in response to a command received from ADS 200. When ADS 200 issues an Acceleration Command to request VP 120 to provide deceleration to stop vehicle 1 and the Longitudinal_Velocity indicates 0 km/h, vehicle control interface 110 requests from ADS 200 a Standstill request (i.e., a Standstill Command to request to maintain stationary) (S54 in FIG. 7). Vehicle control interface 110 requests ADS 200 to continuously transmit a deceleration request (that is, an Acceleration Command to request deceleration) until the Standstill Status indicates Applied (S56 in FIG. 7). Such vehicle control interface 110 allows acceleration of vehicle 1 to be suppressed in response to a request through an Acceleration Command for deceleration even after the vehicle is stopped (that is, even after the Longitudinal_Velocity indicates 0 km/h). Thus, when VP 120 carries out autonomous driving control in response to a command issued from ADS 200, vehicle 1 can be appropriately maintained stationary (that is, brake hold control can be carried out appropriately).
In the above embodiment, the Acceleration Command changes stepwise from 0 m/s2 to V1, from V1 to V2, and from V2 to 0 m/s2 (see FIG. 10). This is not exclusive, however, and the Acceleration Command may change smoothly (e.g., in a curve).
In the above embodiment, in S53 of FIG. 7, whether the Longitudinal_Velocity indicates 0 km/h is determined. This is not exclusive, however, and in S53 of FIG. 7, whether the Longitudinal_Velocity indicates a prescribed velocity or less may be determined. The prescribed velocity may be a value which is small to an extent allowing vehicle 1 to be regarded as being stationary (e.g., approximately 0.1 km/h).
Vehicle control interface 110 may be attached to vehicular body 10 replaceably. Vehicle control interface 110 may be mounted in ADK 20 rather than vehicular body 10. Vehicle control interface 110 may be dispensed with by providing the above described function of vehicle control interface 110 to at least one of VP 120 and ADS 200.
Various processes of the vehicle platform, the autonomous driving system, and the vehicle control interface are not limited to execution by software, and may instead be performed by dedicated hardware (or electronic circuitry).
Example 1
Toyota's MaaS Vehicle Platform
API Specification
for ADS Developers
[Standard Edition #0.1]
History of Revision










TABLE 1







Date of Revision
ver.
Summary of Revision
Reviser


2019/05/04
0.1
Creating a new material
MaaS Business Div.









Index
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
        2.2. System structure of MaaS vehicle 6
    
    


3. Application Interfaces 7

    
    
        3.1. Responsibility sharing of when using APIs 7
        3.2. Typical usage of APIs 7
        3.3. APIs for vehicle motion control 9
        
            3.3.1. Functions 9
            3.3.2. Inputs 16
            3.3.3. Outputs 23
        
        
        3.4. APIs for BODY control 45
        
            3.4.1. Functions 45
            3.4.2. Inputs 45
            3.4.3. Outputs 56
        
        
        3.5. APIs for Power control 68
        
            3.5.1. 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
        
            3.7.1. 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.
1.2. Target Vehicle
e-Palette, MaaS vehicle based on the POV (Privately Owned Vehicle) manufactured by Toyota
1.3. Definition of Term










TABLE 2









Term
Definition



ADS
Autonomous Driving System.



ADK
Autonomous Driving Kit



VP
Vehicle Platform.



VCIB
Vehicle Control Interface Box.




This is an ECU for the interface and the signal




converter between ADS and Toyota VP's sub systems.










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 T.B.D. will be updated in the future.
2. Structure
2.1. Overall Structure of MaaS
The overall structure of MaaS with the target vehicle is shown (FIG. 11).
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.
2.2. System Structure of MaaS Vehicle
The system architecture as a premise is shown (FIG. 12).
The target vehicle will adopt the physical architecture of using CAN for the bus between ADS and VCIB. In order to realize each API in this document, the CAN frames and the bit assignments are shown in the form of “bit assignment table” as a separate document.
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.
[ADS]
The ADS should create the driving plan, and should indicate vehicle control values to the VP.
[VP]
The Toyota VP should control each system of the VP based on indications from an ADS.
3.2. Typical Usage of APIs
In this section, typical usage of APIs is described.
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.
A typical workflow of ADS of when executing APIs is as follows (FIG. 13).
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.
3.3.1. 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.
The below diagram shows an example.
Acceleration Command requests deceleration and stops the vehicle. Then, when Longitudinal_Velocity is confirmed as 0 [km/h], Standstill Command=“Applied” is sent. After the brake hold control is finished, Standstill Status becomes “Applied”. Until then, Acceleration Command has to continue deceleration request. Either Standstill Command=“Applied” or Acceleration Command's deceleration request were canceled, the transition to the brake hold control will not happen. After that, the vehicle continues to be standstill as far as Standstill Command=“Applied” is being sent. Acceleration Command can be set to 0 (zero) during this period.
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 (FIG. 14).
EPB is engaged when Standstill Status=“Applied” continues for 3 minutes.
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.
Shift change happens only during Actual_Moving_Direction=“standstill”). Otherwise, the request is 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 shift 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/deceleration is controlled based on Acceleration Command value (FIG. 15).
3.3.1.3. WheelLock Sequence
The engagement and release of wheel lock is described. This function presupposes Autonomy_State=Autonomous Mode, otherwise the request is 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”.
If release is desired, Immobilization Command=“Release” is requested when the vehicle is stationary. Acceleration Command is set to Deceleration at that time.
After this, the vehicle is accelerated/decelerated based on Acceleration Command value (FIG. 16).
3.3.1.4. Road_Wheel_Angle Request
This function presupposes Autonomy_State=“Autonomous Mode”, and the request is rejected otherwise.
Tire Turning Angle Command is the relative value from Estimated_Road_Wheel_Angle_Actual.
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].
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.
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.
3.3.1.5.3. 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.
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.
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.
3.3.2. Inputs









TABLE 3







Signal Name
Description
Redundancy


Propulsion Direction
Request to switch between 
N/A


Command
forward (D range)




and back (R range)



Immobilization Command
Request to engage/
Applied



release VVheelLock



Standstill Command
Request to maintain 
Applied



stationary



Acceleration Cornmand
Request to accelerate/
Applied



decelerate



Tire Turning Angle Command
Request front wheel angle
Applied


Autonomization Command
Request to transition 
Applied



between manual




mode and autonomy mode









3.3.2.1. Propulsion Direction Command
Request to Switch Between Forward (D Range) and Back (R Range)
Values











TABLE 4







value
Description
Remarks









0
No Request




2
R
Shift to R range



4
D
Shift to D range



other
Reserved










Remarks

    
    
        Only available when Autonomy_State=“Autonomous Mode”
        D/R is changeable only the vehicle is stationary (Actual_Moving_Direction=“standstill”).
        The request while driving (moving) is rejected.
        When system requests D/R shifting, Acceleration Command is sent deceleration (−0.4 m/s2) simultaneously. (Only while brake is applied.)
        The request may not be accepted in following cases.
        Direction_Control_Degradation_Modes=“Failure detected”
    
    


3.3.2.2. Immobilization Command
Request to Engage/Release WheelLock
Values









TABLE 5





value
Description
Remarks







0
No Request



1
Applied
EPB is turned on and TM shifts to P range


2
Released
EPB is turned off and TM shifts to the value 




of Propulsion Direction Command









Remarks

    
    
        Available only when Autonomy_State=“Autonomous Mode”
        Changeable only when the vehicle is stationary (Actual_Moving_Direction=“standstill”)
        The request is rejected when vehicle is running.
        When Apply/Release mode change is requested, Acceleration Command is set to deceleration (−0.4 m/s2). (Only while brake is applied.)
    
    


3.3.2.3. Standstill Command
Request the Vehicle to be Stationary
Values











TABLE 6







value
Description
Remarks









0
No Request




1
Applied
Standstill is requested



2
Released










Remarks

    
    
        Only available when Autonomy_State=“Autonomous Mode”
        Confirmed by Standstill Status=“Applied”
        When the vehicle is stationary (Actual_Moving_Direction=“standstill”), transition to Stand Still is enabled.
        Acceleration Command has to be continued until Standstill Status becomes “Applied” and Acceleration Command's deceleration request (−0.4 m/s2) should be continued.
        There are more cases where the request is not accepted. Details are T.B.D.
    
    


3.3.2.4. Acceleration Command
Command Vehicle Acceleration
Values
Estimated_Max_Decel_Capability to Estimated_Max_Accel_Capability [m/s2]
Remarks

    
    
        Only available when Autonomy_State=“Autonomous Mode” Acceleration (+) and deceleration (−) request based on Propulsion Direction Status direction
        The upper/lower limit will vary based on Estimated_Max_Decel_Capability and Estimated_Max_Accel_Capability.
        When acceleration more than Estimated_Max_Accel_Capability is requested, the request is set to Estimated_Max_Accel_Capability.
        When deceleration more than Estimated_Max_Decel_Capability is requested, the request is set to 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.
        When Pre-Collision system is activated simultaneously, minimum acceleration (maximum deceleration) is selected.
    
    


3.3.2.5. Tire Turning Angle Command
Command Tire Turning Angle
Values











TABLE 7







value
Description
Remarks









—
[unit: rad]











Remarks

    
    
        Left is positive value (+). Right is negative value (−).
        Available only when Autonomy_State=“Autonomous Mode”
        The output of Estimated_Road_Wheel_Angle_Actual when the vehicle is going straight, is set to the reference value (0).
        This requests 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.
        The requested value may not be fulfilled depending on the steer angle by the driver.
    
    


3.3.2.6. Autonomization Command
Request to Transition Between Manual Mode and Autonomy Mode
Values









TABLE 8





value
Description
Remarks







00b
No Request For




Autonomy



01b
Request For




Autonomy



10b
Deactivation Request
means transition request to manual mode









    
    
        The mode may be able not to be transitioned to Autonomy mode. (e.g. In case that a failure occurs in the vehicle platform.)
    
    


3.3.3. Outputs









TABLE 9





Signal Name
Description
Redundancy







Propulsion Direction Status
Current shift range
N/A


Propulsion Direction by Driver
Shift lever position by driver
N/A


Immobilization Status
Output of EPB and Shift P
Applied


Immobilization Request by Driver
EPB switch status by driver
N/A


Standstill Status
Stand still status
N/A


Estimated_Coasting_Rate
Estimated vehicle deceleration when throttle is closed
N/A


Estimated_Max_Accel_Capability
Estimated maximum acceleration
Applied


Estimated_Max_Decel_Capability
Estimated maximum deceleration
Applied


Estimated_Road_Wheel_Angle_
Front wheel steer angle
Applied


Actual




Estimated_Road_Wheel_Angle_
Front wheel steer angle rate
Applied


Rate_Actual




Steering_Wheel_Angle_Actual
Steering wheel angle
N/A


Steering_Wheel_Angle_Rate_
Steering wheel angle rate
N/A


Actual




Current_Road_Wheel_Angle_
Road wheel angle rate limit
Applied


Rate_Limit




Estimated_Max_Lateral_
Estimated max lateral acceleration
Applied


Acceleration_Capability




Estimated_Max_Lateral_
Estimated max lateral acceleration rate
Applied


Acceleration_Rate_Capability




Accelerator_Pedal_Position
Position of the accelerator pedal (How much is the
N/A



pedal depressed?)



Accelerator_Pedal_Intervention
This signal shows whether the accelerator pedal is
N/A



depressed by a driver (intervention)



Brake_Pedal_Position
Position of the brake pedal (How much is the pedal
T.B.D.



depressed?)



Brake_Pedal_Intervention
This signal shows whether the brake pedal is
T.B.D.



depressed by a driver (intervention)



Steering_Wheel_Intervention
This signal shows whether the steering wheel is
T.B.D.



turned by a driver (intervention)



Shift_Lever_Intervention
This signal shows whether the shift lever is controlled 
T.B.D.



by a driver (intervention)



WheelSpeed_FL
wheel speed value (Front Left Wheel)
N/A


WheelSpeed_FL_Rotation
Rotation direction of wheel (Front Left)
N/A


WheelSpeed_FR
wheel speed value (Front Right Wheel)
N/A


WheelSpeed_FR_Rotation
Rotation direction of wheel (Front Right)
N/A


WheelSpeed_RL
wheel speed value (Rear Left Wheel)
Applied


WheelSpeed_RL_Rotation
Rotation direction of wheel (Rear Left)
Applied


WheelSpeed_RR
wheel speed value (Rear Right Wheel)
Applied


WheelSpeed_RR_Rotation
Rotation direction of wheel (Rear Right)
Applied


Actual_Moving_Direction
Moving direction of vehicle
Applied


Longitudinal_Velocity
Estimated longitudinal velocity of vehicle
Applied


Longitudinal_Acceleration
Estimated longitudinal acceleration of vehicle
Applied


Lateral_Acceleration
Sensor value of lateral acceleration of vehicle
Applied


Yawrate
Sensor value of Yaw rate
Applied


Autonomy_State
State of whether autonomy mode or manual mode
Applied


Autonomy_Ready
Situation of whether the vehicle can transition to
Applied



autonomy mode or not



Autonomy_Fault
Status of whether the fault regarding a functionality 
Applied



in autonomy mode occurs or not










3.3.3.1. Propulsion Direction Status
Current Shift Range
Values











TABLE 10







value
Description
remarks









0
Reserved




1
P




2
R




3
N




4
D




5
B




6
Reserved




7
Invalid value










Remarks

    
    
        When the shift range is indeterminate, this output is set to “Invalid Value”.
        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 (T.B.D.) (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
Values











TABLE 11







value
Description
remarks









0
No Request




1
P




2
R




3
N




4
D




5
B




6
Reserved




7
Invalid value










Remarks

    
    
        Output based on the lever position operated by driver
        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 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 (T.B.D.) (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
Values
<Primary>









TABLE 12







Value












Shift
EPB
Description
Remarks





0
0
Shift set to other than P, and EPB Released



1
0
Shift set to P and EPB Released



0
1
Shift set to other than P, and EPB applied



1
1
Shift set to P and EPB Applied









<Secondary>











TABLE 13









Value














Shift

Description
Remarks







0
0
Other than Shift P




1
0
Shift P




0
1
Reserved




1
1
Reserved










Remarks

    
    
        Secondary signal does not include EPB lock status.
    
    


3.3.3.4. Immobilization Request by Driver
Driver Operation of EPB Switch
Values











TABLE 14







value
Description
remarks









0
No Request




1
Engaged




2
Released




3
Invalid value










Remarks

    
    
        “Engaged” is outputted while the EPB switch is being pressed.
        “Released” is outputted while the EPB switch is being pulled.
    
    


3.3.3.5. Standstill Status
Vehicle Stationary Status
Values











TABLE 15







Value
Description
remarks









0
Released




1
Applied




2
Reserved




3
Invalid value










Remarks

    
    
        When Standstill Status=Applied continues for 3 minutes, EPB is activated.
        If the vehicle is desired to start, ADS requests Standstill Command=“Released”.
    
    


3.3.3.6. Estimated_Coasting_Rate
Estimated Vehicle Deceleration when Throttle is Closed
Values
[Unit: m/s2]
Remarks

    
    
        Estimated acceleration at WOT is calculated.
        Slope and road load etc. are taken into estimation.
        When the Propulsion Direction Status is “D”, the acceleration to the forward direction shows a positive value.
        When the Propulsion Direction Status is “R”, the acceleration to the reverse direction shows a positive value.
    
    


3.3.3.7. Estimated_Max_Accel_Capability
Estimated Maximum Acceleration
Values
[Unit: m/s2]
Remarks

    
    
        The acceleration at WOT is calculated.
        Slope and road load etc. are taken into estimation.
        The direction decided by the shift position is considered to be plus.
    
    


3.3.3.8. Estimated_Max_Decel_Capability
Estimated Maximum Deceleration
Values
−9.8 to 0 [unit: m/s2]
Remarks

    
    
        Affected by Brake_System_Degradation_Modes. Details are T.B.D.
        Based on vehicle state or road condition, cannot output in some cases
    
    


3.3.3.9. Estimated_Road_Wheel_Angle_Actual
Front Wheel Steer Angle
Values











TABLE 16







value
Description
Remarks









others
[unit: rad]




Minimum Value
Invalid value
The sensor is invalid.










Remarks

    
    
        Left is positive value (+). Right is negative value (−).
        Before “the wheel angle when the vehicle is going straight” becomes available, this signal is Invalid value.
    
    


3.3.3.10. Estimated_Road_Wheel_Angle_Rate_Actual
Front Wheel Steer Angle Rate
Values











TABLE 17







value
Description
Remarks









others
[unit: rad/s]




Minimum Value
Invalid value










Remarks

    
    
        Left is positive value (+). Right is negative value (−).
    
    


3.3.3.11. Steering_Wheel_Angle_Actual
Steering Wheel Angle
Values











TABLE 18







Value
Description
Remarks









others
[unit: rad]




Minimum Value
Invalid value










Remarks

    
    
        Left is positive value (+). Right is negative value (−).
        The steering angle converted from the steering assist motor angle
        Before “the wheel angle when the vehicle is going straight” becomes available, this signal is Invalid value.
    
    


3.3.3.12. Steering_Wheel_Angle_Rate_Actual
Steering Wheel Angle Rate
Values









TABLE 19





Value
Description
Remarks







others
[unit: rad/s]



Minimum Value
Invalid value









Remarks

    
    
        Left is positive value (+). Right is negative value (−).
        The steering angle rate converted from the steering assist motor angle rate
    
    


3.3.3.13. Current_Road_Wheel_Angle_Rate_Limit
Road Wheel Angle Rate Limit
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 2.94 m/s3 
The threshold speed between A and B is 10 [km/h] (FIG. 17).
3.3.3.14. Estimated_Max_Lateral_Acceleration_Capability
Estimated Max Lateral Acceleration
Values
2.94 [unit: m/s2] fixed value
Remarks

    
    
        Wheel Angle controller is designed within the acceleration range up to 2.94 m/s2.
    
    


3.3.3.15. Estimated_Max_Lateral_Acceleration_Rate_Capability
Estimated Max Lateral Acceleration Rate
Values
2.94 [unit: m/s3] fixed value
Remarks

    
    
        Wheel Angle controller is designed within the acceleration range up to 2.94 m/s3.
    
    


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 smoothing process.
        In normal condition
        
            The accelerator position signal after zero point calibration is transmitted.
        
        
        In failure condition
        
            Transmitted failsafe value (0×FF)
        
        
    
    


3.3.3.17. Accelerator_Pedal_Intervention
This signal shows whether the accelerator pedal is depressed by a driver (intervention).
Values









TABLE 20





Value
Description
Remarks







0
Not depressed



1
depressed



2
Beyond autonomy acceleration









Remarks

    
    
        When Accelerator_Pedal_Position is higher than the defined threshold value (ACCL_INTV), this signal [Accelerator_Pedal_Intervention] will turn to “depressed”.
    
    


When the requested acceleration from depressed acceleration pedal is higher than the requested acceleration from system (ADS, PCS etc.), this signal will turn to “Beyond autonomy acceleration”.

    
    
        During NVO mode, accelerator request will be rejected. Therefore, this signal will not turn to “2”.
    
    


Detail Design (FIG. 18)
3.3.3.18. Brake_Pedal_Position
Position of the Brake Pedal (how Much is the Pedal Depressed?)
Values
0 to 100 [unit: %]
Remarks

    
    
        In the brake pedal position sensor failure:
        
            Transmitted failsafe value (0×FF)
        
        
        Due to assembling error, this value might be beyond 100%.
    
    


3.3.3.19. Brake_Pedal_Intervention
This signal shows whether the brake pedal is depressed by a driver (intervention).
Values









TABLE 21





Value
Description
Remarks







0
Not depressed



1
depressed



2
Beyond autonomy deceleration









Remarks

    
    
        When Brake_Pedal_Position is higher than the defined threshold value (BRK_INTV), this signal [Brake_Pedal_Intervention] will turn to “depressed”.
        When the requested deceleration from depressed brake pedal is higher than the requested deceleration from system (ADS, PCS etc.), this signal will turn to “Beyond autonomy deceleration”.
    
    


Detail Design (FIG. 19)
3.3.3.20. Steering_Wheel_Intervention
This signal shows whether the steering wheel is turned by a driver (intervention).
Values









TABLE 22





Value
Description
Remarks







0
Not turned



1
Turned collaboratively
Driver steering torque +




steering motor torque


2
Turned by human driver









Remarks

    
    
        In “Steering_Wheel_Intervention=1”, considering the human driver's intent, EPS system will drive the steering with the Human driver collaboratively.
        In “Steering_Wheel_Intervention=2”, considering the human driver's intent, EPS system will reject the steering requirement from autonomous driving kit. (The steering will be driven the human driver.)
    
    


3.3.3.21. Shift_Lever_Intervention
This signal shows whether the shift lever is controlled by a driver (intervention).
Values









TABLE 23





Value
Description
Remarks







0
OFF



1
ON
Controlled (moved to any




shift position)









Remarks

    
    
        N/A
    
    


3.3.3.22. WheelSpeed_FL, WheelSpeed_FR, WheelSpeed_RL, WheelSpeed_RR
Wheel Speed Value
Values









TABLE 24





Value
Description
Remarks







others
Velocity [unit: m/s]



Maximum Value
Invalid value
The sensor is invalid.









Remarks

    
    
        T.B.D.
    
    


3.3.3.23. WheelSpeed_FL_Rotation, WheelSpeed_FR_Rotation, WheelSpeed_RL_Rotation, WheelSpeed_RR_Rotation
Rotation Direction of Each Wheel
Values









TABLE 25





value
Description
remarks







0
Forward



1
Reverse



2
Reserved



3
Invalid value
The sensor is invalid.









Remarks

    
    
        After activation of ECU, until the rotation direction is fixed, “Forward” is set to this signal.
        When detected continuously 2 (two) pulses with the same direction, the rotation direction will be fixed.
    
    


3.3.3.24. Actual_Moving_Direction
Rotation Direction of Wheel
Values









TABLE 26





value
Description
remarks
















0
Forward


1
Reverse


2
Standstill


3
Undefined









Remarks

    
    
        This signal shows “Standstill” when four wheel speed values are “0” during a constant time.
        When other than above, this signal will be determined by the majority rule of four WheelSpeed_Rotations.
        When more than two WheelSpeed_Rotations are “Reverse”, this signal shows “Reverse”
        When more than two WheelSpeed_Rotations are “Forward”, this signal shows “Forward”.
        When “Forward” and “Reverse” are the same counts, this signal shows “Undefined”.
    
    


3.3.3.25. Longitudinal_Velocity
Estimated Longitudinal_Velocity of Vehicle
Values









TABLE 27





Value
Description
Remarks







others
Velocity [unit: m/s]



Maximum Value
Invalid value
The sensor is invalid.









Remarks

    
    
        This signal is output as the absolute value.
    
    


3.3.3.26. Longitudinal Acceleration
Estimated Longitudinal Acceleration of Vehicle
Values









TABLE 28





value
Description
Remarks







others
Acceleration [unit: m/s2]



Minimum Value
Invalid value
The sensor is invalid.









Remarks

    
    
        This signal will be calculated with wheel speed sensor and acceleration sensor.
        When the vehicle is driven at a constant velocity on the flat road, this signal shows “0”.
    
    


3.3.3.27. Lateral_Acceleration
Sensor value of lateral acceleration of vehicle
Values









TABLE 29





Value
Description
Remarks







others
Acceleration [unit: m/s2]



Minimum Value
Invalid value
The sensor is invalid.









Remarks

    
    
        The positive value means counterclockwise. The negative value means clockwise.
    
    


3.3.3.28. Yawrate
Sensor Value of Yaw Rate
Values









TABLE 30





Value
Description
Remarks







others
Yaw rate [unit: deg/s]



Minimum Value
Invalid value
The sensor is invalid.









Remarks

    
    
        The positive value means counterclockwise. The negative value means clockwise.
    
    


3.3.3.29. Autonomy_State
State of Whether Autonomy Mode or Manual Mode
Values









TABLE 31





value
Description
Remarks







00
Manual Mode
The mode starts from Manual mode.


01
Autonomous Mode









Remarks

    
    
        The initial state is the Manual mode. (When Ready ON, the vehicle will start from the Manual mode.)
    
    


3.3.3.30. Autonomy Ready
Situation of Whether the Vehicle can Transition to Autonomy Mode or not
Values









TABLE 32





value
Description
Remarks







00b
Not Ready For Autonomy



01b
Ready For Autonomy



11b
Invalid
means the status is not determined.









Remarks

    
    
        This signal is a part of transition conditions toward the Autonomy mode.
    
    


Please see the summary of conditions.
3.3.3.31. Autonomy Fault
Status of Whether the Fault Regarding a Functionality in Autonomy Mode Occurs or not
Values









TABLE 33





value
Description
Remarks







00b
No fault



01b
Fault



11b
Invalid
means the status is not determined.









Remarks

    
    
        [T.B.D.] Please see the other material regarding the fault codes of a functionality in autonomy mode.
        [T.B.D.] Need to consider the condition to release the status of “fault”.
    
    


3.4. APIs for BODY Control
3.4.1. Functions
T.B.D.
3.4.2. Inputs









TABLE 34





Signal Name
Description
Redundancy







Turnsignallight_Mode_Command
Command to control the turnsignallight
N/A



mode of the vehicle platform



Headlight_Mode_Command
Command to control the headlight mode of
N/A



the vehicle platform



Hazardlight_Mode_Command
Command to control the hazardlight mode
N/A



of the vehicle platform



Horn_Pattern_Command
Command to control the pattern of horn
N/A



ON-time and OFF-time per cycle of the




vehicle platform



Horn_Number_of_Cycle_Command
Command to control the Number of horn
N/A



ON/OFF cycle of the vehicle platform



Horn_Continuous_Command
Command to control of horn ON of the
N/A



vehicle platform



Windshieldwiper_Mode_Front_Command
Command to control the front windshield
N/A



wiper of the vehicle platform



Windshieldwiper_Intermittent_Wiping_Speed_Command
Command to control the Windshield wiper
N/A



actuation interval at the Intermittent mode



Windshieldwiper_Mode_Rear_Command
Command to control the rear windshield
N/A



wiper mode of the vehicle platform



Hvac_1st_Command
Command to start/stop 1st row air
N/A



conditioning control



Hvac_2nd_Command
Command to start/stop 2nd row air
N/A



conditioning control



Hvac_TargetTemperature_1st_Left_Command
Command to set the target temperature
N/A



around front left area



Hvac_TargetTemperature_1st_Right_Command
Command to set the target temperature
N/A



around front right area



Hvac_TargetTemperature_2nd_Left_Command
Command to set the target temperature
N/A



around rear left area



Hvac_TargetTemperature_2nd_Right_Command
Command to set the target temperature
N/A



around rear right area



Hvac_Fan_Level_1st_Row_Command
Command to set the fan level on the front
N/A



AC



Hvac_Fan_Level_2nd_Row_Command
Command to set the fan level on the rear
N/A



AC



Hvac_1st_Row_AirOutlet_Mode_Command
Command to set the mode of 1st row air
N/A



outlet



Hvac_2nd_Row_AirOutlet_Mode_Command
Command to set the mode of 2nd row air
N/A



outlet



Hvac_Recirculate_Command
Command to set the air recirculation mode
N/A


Hvac_AC_Command
Command to set the AC mode
N/A









3.4.2.1. Turnsignallight_Mode_Command
Command to Control the Turnsignallight Mode of the Vehicle Platform
Values









TABLE 35





value
Description
remarks







0
OFF
Blinker OFF


1
Right
Right blinker ON


2
Left
Left blinker ON


3
reserved









Remarks
T.B.D.
Detailed Design
When Turnsignallight_Mode_Command=1, vehicle platform sends left blinker on request.
When Turnsignallight_Mode_Command=2, vehicle platform sends right blinker on request.
3.4.2.2. Headlight_Mode_Command
Command to Control the Headlight Mode of the Vehicle Platform
Values









TABLE 36





Value
Description
remarks







0
No Request
Keep current mode


1
TAIL mode request
side lamp mode


2
HEAD mode request
Lo mode


3
AUTO mode request



4
HI mode request



5
OFF Mode Request



6-7
reserved









Remarks

    
    
        This command is valid when Headlight_Driver_Input=OFF or Auto mode ON.
        Driver input overrides this command.
        Headlight mode changes when Vehicle platform receives once this command.
    
    


3.4.2.3. Hazardlight_Mode_Command
Command to Control the Hazardlight Mode of the Vehicle Platform
Values









TABLE 37





value
Description
remarks







0
OFF
command for hazardlight OFF


1
ON
command for hazardlight ON









Remarks

    
    
        Driver input overrides this command.
        Hazardlight is active during Vehicle Platform receives ON command.
    
    


3.4.2.4. Horn Pattern Command
Command to control the pattern of horn ON-time and OFF-time per cycle of the vehicle platform
Values









TABLE 38





value
Description
remarks







0
No request



1
Pattern 1
ON-time: 250 ms OFF-time: 750 ms


2
Pattern 2
ON-time: 500 ms OFF-time: 500 ms


3
Pattern 3
reserved


4
Pattern 4
reserved


5
Pattern 5
reserved


6
Pattern 6
reserved


7
Pattern 7
Reserved









Remarks

    
    
        Pattern 1 is assumed to use single short ON, Pattern 2 is assumed to use ON-OFF repeating.
        Detail is under internal discussion.
    
    


3.4.2.5. Horn_Number_of_Cycle_Command
Command to Control the Number of Horn ON/OFF Cycle of the Vehicle Platform
Values 0 ̃7 [−]
Remarks

    
    
        Detail is under internal discussion.
    
    


3.4.2.6. Horn_Continuous_Command
Command to control of horn ON of the vehicle platform
Values









TABLE 39





value
Description
remarks
















0
No request


1
ON request









Remarks

    
    
        This command overrides Horn_Pattern_Command, Horn_Number_of_Cycle_Command.
        Horn is active during Vehicle Platform receives ON command.
        Detail is under internal discussion.
    
    


3.4.2.7. Windshieldwiper_Mode_Front_Command
Command to Control the Front Windshield Wiper of the Vehicle Platform
Values









TABLE 40





value
Description
remarks







0
OFF mode request



1
Lo mode request



2
Hi mode request



3
Intermittent mode request



4
Auto mode request



5
Mist mode request
One-Time Wiping


6, 7
Reserved









Remarks

    
    
        This command is under internal discussion the timing of valid.
        This command is valid when Windshieldwiper_Front_Driver_Input=OFF or Auto mode ON.
        Driver input overrides this command.
        Windshieldwiper mode is kept during Vehicle platform is receiving the command.
    
    


3.4.2.8. Windshieldwiper_Intermittent_Wiping_Speed_Command
Command to control the Windshield wiper actuation interval at the Intermittent mode
Values









TABLE 41





value
Description
remarks
















0
FAST


1
SECOND FAST


2
THIRD FAST


3
SLOW









Remarks

    
    
        This command is valid when Windshieldwiper_Mode_Front_Status=INT.
        Driver input overrides this command.
        Windshieldwiper intermittent mode changes when Vehicle platform receives once this command.
    
    


3.4.2.9. Windshieldwiper_Mode_Rear_Command
Command to Control the Rear Windshield Wiper Mode of the Vehicle Platform
Values









TABLE 42





value
Description
Remarks
















0
OFF mode request


1
Lo mode request


2
reserved


3
Intermittent mode request


4-7
reserved









Remarks

    
    
        Driver input overrides this command.
        Windshieldwiper mode is kept during Vehicle platform is receiving the command.
        Wiping speed of intermittent mode is not variable.
    
    


3.4.2.10. Hvac_1st_Command
Command to Start/Stop 1st Row Air Conditioning Control
Values









TABLE 43





value
Description
Remarks







00
No request



01
ON
means turning the 1st air




conditioning control to ON


02
OFF
means turning the 1st air




conditioning control to OFF









Remarks

    
    
        The hvac of S-AM has a synchronization functionality.
    
    


Therefore, in order to control 4 (four) hvacs (1st_left/right, 2nd left/right) individually, VCIB achieves the following procedure after Ready-ON. (This functionality will be implemented from the CV.)
#1: Hvac 1st Command=ON
#2: Hvac 2nd Command=ON
#3: Hvac_TargetTemperature_2nd_Left_Command
#4: Hvac_TargetTemperature_2nd_Right_Command
#5: Hvac_Fan_Level_2nd_Row_Command
#6: Hvac_2nd_Row_AirOutlet_Mode_Command
#7: Hvac_TargetTemperature_1st_Left_Command
#8: Hvac_TargetTemperature_1st_Right_Command
#9: Hvac_Fan_Level_1st_Row_Command
#10: Hvac_1st_Row_AirOutlet_Mode_Command

    
    
        The interval between each command needs 200 ms or more.
        Other commands are able to be executed after #1.
    
    


3.4.2.11. Hvac_2nd_Command
Command to Start/Stop 2nd Row Air Conditioning Control
Values









TABLE 44





value
Description
Remarks







00
No request



01
ON
means turning the 2nd air




conditioning control to ON


02
OFF
means turning the 2nd air




conditioning control to OFF









Remarks

    
    
        N/A
    
    


3.4.2.12. Hvac_TargetTemperature_1st_Left_Command
Command to Set the Target Temperature Around Front Left Area
Values









TABLE 45





value
Description
Remarks
















0
No request


60 to 85 [unit: ° F.] (by 1.0° F.)
Temperature direction









Remarks

    
    
        N/A
    
    


3.4.2.13. Hvac_TargetTemperature_1st_Right_Command
Command to Set the Target Temperature Around Front Right Area
Values









TABLE 46





value
Description
Remarks
















0
No request


60 to 85 [unit: ° F.] (by 1.0° F.)
Temperature direction









Remarks

    
    
        N/A
    
    


3.4.2.14. Hvac_TargetTemperature_2nd_Left_Command
Command to Set the Target Temperature Around Rear Left Area
Values









TABLE 47





value
Description
Remarks
















0
No request


60 to 85 [unit: ° F.] (by 1.0° F.)
Temperature direction









Remarks

    
    
        N/A
    
    


3.4.2.15. Hvac_TargetTemperature_2nd_Right_Command
Command to Set the Target Temperature Around Rear Right Area
Values









TABLE 48





value
Description
Remarks
















0
No request


60 to 85 [unit: ° F.] (by 1.0° F.)
Temperature direction









Remarks

    
    
        N/A
    
    


3.4.2.16. Hvac_Fan_Level_1st_Row_Command
Command to Set the Fan Level on the Front AC
Values











TABLE 49







value
Description
Remarks









0
No request




1 to 7 (Maximum)
Fan level direction










Remarks

    
    
        If you would like to turn the fan level to 0 (OFF), you should transmit “Hvac_1st_Command=OFF”.
        If you would like to turn the fan level to AUTO, you should transmit “Hvac_1st_Command=ON”.
    
    


3.4.2.17. Hvac_Fan_Level_2nd_Row_Command
Command to Set the Fan Level on the Rear AC
Values











TABLE 50







value
Description
Remarks









0
No request




1 to 7 (Maximum)
Fan level direction










Remarks

    
    
        If you would like to turn the fan level to 0 (OFF), you should transmit “Hvac_2nd_Command=OFF”.
        If you would like to turn the fan level to AUTO, you should transmit “Hvac_2nd_Command=ON”.
    
    


3.4.2.18. Hvac_1st_Row_AirOutlet_Mode_Command
Command to Set the Mode of 1st Row Air Outlet
Values











TABLE 51







value
Description
Remarks









000b
No Operation




001b
UPPER
Air flows to the upper body



010b
U/F
Air flows to the upper body and feet



011b
FEET
Air flows to the feet.



100b
F/D
Air flows to the feet and the windshield 





defogger operates










Remarks

    
    
        N/A
    
    


3.4.2.19. Hvac_2nd_Row_AirOutlet_Mode_CommandCommand to Set the Mode of 2nd Row Air Outlet
Values









TABLE 52





value
Description
Remarks







000b
No Operation



001b
UPPER
Air flows to the upper body


010b
U/F
Air flows to the upper body and feet


011b
FEET
Air flows to the feet.









Remarks

    
    
        N/A
    
    


3.4.2.20. Hvac_Recirculate_Command
Command to Set the Air Recirculation Mode
Values









TABLE 53





value
Description
Remarks







00
No request



01
ON
means turning the air recirculation mode ON


02
OFF
means turning the air recirculation mode OFF









Remarks

    
    
        N/A
    
    


3.4.2.21. Hvac_AC_Command
Command to set the AC mode
Values











TABLE 54







value
Description
remarks









00
No request




01
ON
means turning the AC mode ON



02
OFF
means turning the AC mode OFF










Remarks

    
    
        N/A
    
    


3.4.3. Outputs









TABLE 55





Signal Name
Description
Redundancy







Turnsignallight_Mode_Status
Status of the current turnsignallight
N/A



mode of the vehicle platform



Headlight_Mode_Status
Status of the current headlight mode
N/A



of the vehicle platform



Hazardlight_Mode_Status
Status of the current hazardlight
N/A



mode of the vehicle platform



Hom_Status
Status of the current horn of the
N/A



vehicle platform



Windshieldwiper_Mode_Front_Status
Status of the current front
N/A



windshield wiper mode of the




vehicle platform



Windshieldwiper_Mode_Rear_Status
Status of the current rear windshield
N/A



wiper mode of the vehicle platform



Hvac_1st_Status
Status of activation of the 1st row
N/A



HVAC



Hvac_2nd_Status
Status of activation of the 2nd row
N/A



HVAC



Hvac_Temperature_1st_Left_Status
Status of set temperature of 1st row
N/A



left



Hvac_Temperature_1st_Right_Status
Status of set temperature of 1st row
N/A



right



Hvac_Temperature_2nd_Left_Status
Status of set temperature of 2nd row
N/A



left



Hvac_Temperature_2nd_Right_Status
Status of set temperature of 2nd row
N/A



right



Hvac_Fan_Level_1st_Row_Status
Status of set fan level of 1st row
N/A


Hvac_Fan_Level_2nd_Row_Status
Status of set fan level of 2nd row
N/A


Hvac_1st_Row_AirOutlet_Mode_Status
Status of mode of 1st row air outlet
N/A


Hvac_2nd_Row_AirOutlet_Mode_Status
Status of mode of 2nd row air outlet
N/A


Hvac_Recirculate_Status
Status of set air recirculation mode
N/A


Hvac_AC_Status
Status of set AC mode
N/A


1st_Right_Seat_Occupancy_Status
Seat occupancy status in 1st left
—



seat



1st_Left_Seat_Belt_Status
Status of driver's seat belt buckle
—



switch



1st_Right_Seat_Belt_Status
Status of passenger's seat belt
—



buckle switch



2nd_Left_Seat_Belt_Status
Seat belt buckle switch status in 2nd 
—



left seat



2nd_Right_Seat_Belt_Status
Seat belt buckle switch status in 2nd 
—



right seat









3.4.3.1. Turnsignallight_Mode_Status
Status of the Current Turnsignallight Mode of the Vehicle Platform
Values











TABLE 56







value
Description
Remarks









0
OFF
Turn lamp = OFF



1
Left
Turn lamp L = ON (flashing)



2
Right
Turn lamp R = ON (flashing)



3
invalid










Remarks

    
    
        At the time of the disconnection detection of the turn lamp, state is ON.
        At the time of the short detection of the turn lamp, State is OFF.
    
    


3.4.3.2. Headlight_Mode_Status
Status of the Current Headlight Mode of the Vehicle Platform
Values











TABLE 57







Value
Description
Remarks









0
OFF




1
TAIL




2
Lo




3
reserved




4
Hi




5-6
reserved




7
invalid










Remarks
N/A
Detailed Design

    
    
        At the time of tail signal ON, Vehicle Platform sends 1.
        At the time of Lo signal ON, Vehicle Platform sends 2.
        At the time of Hi signal ON, Vehicle Platform sends 4.
        At the time of any signal above OFF, Vehicle Platform sends 0.
    
    


3.4.3.3. Hazardlight_Mode_Status
Status of the current hazard lamp mode of the vehicle platform
Values











TABLE 58







Value
Description
Remarks









0
OFF
Hazard lamp = OFF



1
Hazard
Hazard lamp = ON (flashing)



2
reserved




3
invalid










Remarks
N/A
3.4.3.4. Horn_Status
Status of the Current Horn of the Vehicle Platform
Values











TABLE 59







Value
Description
Remarks









0
OFF




1
ON




2
reserved (unsupport)




3
invalid (unsupport)










Remarks

    
    
        cannot detect any failure.
        Vehicle platform sends “1” during Horn_Pattern_Command is active, if the horn is OFF.
    
    


3.4.3.5. Windshieldwiper_Mode_Front_Status
Status of the Current Front Windshield Wiper Mode of the Vehicle Platform
Values









TABLE 60





Value
Description
Remarks







0
OFF
Front wiper stopped


1
Lo
Front wiper being active in LO mode 




(also including being active in MIST, 




being active in coordination with washer, 




and being wiping at speed other than HI)


2
Hi
Front wiper being active in HI mode


3
INT
Front wiper being active in INT mode (also 




including motor stop while being active 




in INT mode and being active in INT mode 




owing to vehicle speed change function)


4-5
reserved



6
fail
Front wiper failed


7
invalid


















TABLE 61





Value
Description
Remarks







0
OFF
Front wiper is stopped.


1
Lo
Front wiper is in LO mode (include in MIST 




mode, operation with washer, Medium speed).


2
Hi
Front wiper is in HI mode.


3
INT
Front wiper is in INT mode (include motor 




stopped between INT mode, INT 




operation of vehicle speed change function).


4-5
reserved



6
fail
Front wiper is fail.


7
invalid









Remarks
Fail Mode Conditions

    
    
        detect signal discontinuity
        cannot detect except the above failure.
    
    


3.4.3.6. Windshieldwiper_Mode_Rear_Status
Status of the current rear windshield wiper mode of the vehicle platform
Values











TABLE 62







Value
Description
Remarks









0
OFF
Rear wiper stopped



1
Lo
Rear wiper being in LO mode



2
reserved




3
INT
Rear wiper being in INT mode



4-5
reserved




6
fail
Rear wiper failed



7
invalid










Remarks

    
    
        cannot detect any failure.
    
    


3.4.3.7. Hvac_1st_Status
Status of Activation of the 1st Row HVAC
Values











TABLE 63







value
Description
remarks









0b
OFF




1b
ON










Remarks

    
    
        N/A
    
    


3.4.3.8. Hvac_2nd_Status
Status of Activation of the 2nd Row HVAC
Values









TABLE 64





value
Description
remarks
















0b
OFF


1b
ON









Remarks

    
    
        N/A
    
    


3.4.3.9. Hvac_Temperature_1st_Left_Status
Status of Set Temperature of 1st Row Left
Values









TABLE 65





value
Description
remarks







 0
Lo
Max cold


60 to 85 [unit: ° F.]
Target temperature


100
Hi
Max hot


FFh
Unknown









Remarks

    
    
        N/A
    
    


3.4.3.10. Hvac_Temperature_1st_Right_Status
Status of Set Temperature of 1st Row Right
Values









TABLE 66





value
Description
remarks







 0
Lo
Max cold


60 to 85 [unit: ° F.]
Target temperature


100
Hi
Max hot


FFh
Unknown









Remarks

    
    
        N/A
    
    


3.4.3.11. Hvac_Temperature_2nd_Left_Status
Status of Set Temperature of 2nd Row Left
Values









TABLE 67





value
Description
remarks







 0
Lo
Max cold


60 to 85 [unit: ° F.]
Target temperature


100
Hi
Max hot


FFh
Unknown









Remarks

    
    
        N/A
    
    


3.4.3.12. Hvac_Temperature_2nd_Right_Status
Status of Set Temperature of 2nd Row Right
Values









TABLE 68





value
Description
remarks







 0
Lo
Max cold


60 to 85 [unit: ° F.]
Target temperature


100
Hi
Max hot


FFh
Unknown









Remarks

    
    
        N/A
    
    


3.4.3.13. Hvac_Fan_Level_1st_Row_Status
Status of Set Fan Level of 1st Row
Values









TABLE 69





value
Description
remarks
















0
OFF


1-7
Fan Level


8
Undefined









Remarks

    
    
        N/A
    
    


3.4.3.14. Hvac_Fan_Level_2nd_Row_Status
Status of Set Fan Level of 2nd Row
Values









TABLE 70





value
Description
remarks
















0
OFF


1-7
Fan Level


8
Undefined









Remarks

    
    
        N/A
    
    


3.4.3.15. Hvac_1st_Row_AirOutlet_Mode_Status
Status of Mode of 1st Row Air Outlet
Values









TABLE 71





value
Description
remarks







000b
ALL OFF
when Auto mode is set


001b
UPPER
Air flows to the upper body


010b
U/F
Air flows to the upper body and feet


011b
FEET
Air flows to the feet.


100b
F/D
Air flows to the feet and the




windshield defogger operates


101b
DEF
The windshield defogger operates


111b
Undefined









Remarks

    
    
        N/A
    
    


3.4.3.16. Hvac_2nd_Row_AirOutlet_Mode_Status
Status of Mode of 2nd Row Air Outlet
Values









TABLE 72





value
Description
remarks







000b
ALL OFF
when Auto mode is set


001b
UPPER
Air flows to the upper body


010b
U/F
Air flows to the upper body and feet


011b
FEET
Air flows to the feet.


111b
Undefined









Remarks

    
    
        N/A
    
    


3.4.3.17. Hvac_Recirculate_Status
Status of Set Air Recirculation Mode
Values









TABLE 73





value
Description
remarks







00
OFF
means that the air recirculation mode is OFF


01
ON
means that the air recirculation mode is ON









Remarks

    
    
        N/A
    
    


3.4.3.18. Hvac_AC_Status
Status of Set AC Mode
Values









TABLE 74





value
Description
remarks







00
OFF
means that the AC mode is OFF


01
ON
means that the AC mode is ON









Remarks

    
    
        N/A
    
    


3.4.3.19. 1st_Right_Seat_Occupancy_Status
Seat Occupancy Status in 1st Left Seat
Values









TABLE 75





value
Description
remarks







0
Not occupied



1
Occupied


2
Undecided
IG OFF or signal from sensor being lost


3
Failed









Remarks
When there is luggage on the seat, this signal may be set to “Occupied”.
3.4.3.20. 1st_Left_Seat_Belt_Status
Status of Driver's Seat Belt Buckle Switch
Values









TABLE 76





value
Description
remarks
















0
Buckled


1
Unbuckled


2
Undetermined


3
Fault of a switch









Remarks

    
    
        When Driver's seat belt buckle switch status signal is not set, [undetermined] is transmitted.
    
    


It is checking to a person in charge, when using it. (Outputs “undetermined=10” as an initial value.)

    
    
        The judgement result of buckling/unbuckling shall be transferred to CAN transmission buffer within 1.3 s after IG_ON or before allowing firing, whichever is earlier.
    
    


3.4.3.21. 1st_Right_Seat_Belt_Status
Status of Passenger's Seat Belt Buckle Switch
Values









TABLE 77





value
Description
remarks
















0
Buckled


1
Unbuckled


2
Undetermined


3
Fault of a switch









Remarks

    
    
        When Passenger's seat belt buckle switch status signal is not set, [undetermined] is transmitted.
    
    


It is checking to a person in charge, when using it. (Outputs “undetermined=10” as an initial value.)

    
    
        The judgement result of buckling/unbuckling shall be transferred to CAN transmission buffer within 1.3 s after IG_ON or before allowing firing, whichever is earlier.
    
    


3.4.3.22. 2nd_Left_Seat_Belt_Status
Seat Belt Buckle Switch Status in 2nd Left Seat
Values









TABLE 78





value
Description
remarks
















0
Buckled


1
Unbuckled


2
Undetermined


3
Reserved









Remarks

    
    
        cannot detect sensor failure.
    
    


3.4.3.23. 2nd_Right_Seat_Belt_Status
Seat Belt Buckle Switch Status in 2nd Right Seat
Values









TABLE 79





value
Description
remarks
















0
Buckled


1
Unbuckled


2
Undetermined


3
Reserved









Remarks

    
    
        cannot detect any failure.
    
    


3.5. APIs for Power Control
3.5.1. Functions
T.B.D.
3.5.2. Inputs









TABLE 80





Signal Name
Description
Redundancy







Power_Mode_Request
Command to control the power
N/A



mode of the vehicle platform









3.5.2.1. Power_Mode_Request
Command to Control the Power Mode of the Vehicle Platform
Values









TABLE 81





Value
Description
Remarks







00
No request



01
Sleep
means “Ready OFF”


02
Wake
means that VCIB turns ON


03
Resd
Reserved for data expansion


04
Resd
Reserved for data expansion


05
Resd
Reserved for data expansion


06
Driving Mode
means “Ready ON”









Remarks

    
    
        Regarding “wake”, let us share how to achieve this signal on the CAN. (See the other material) Basically, it is based on “ISO11989-2:2016”. Also, this signal should not be a simple value. Anyway, please see the other material.
        This API will reject the next request for a certain time [4000 ms] after receiving a request.
    
    


The followings are the explanation of the three power modes, i.e. [Sleep][Wake][Driving Mode], which are controllable via API.
[Sleep]
Vehicle power off condition. In this mode, the high voltage battery does not supply power, and neither VCIB nor other VP ECUs are activated.
[Wake]
VCIB is awake by the low voltage battery. In this mode, ECUs other than VCIB are not awake except for some of the body electrical ECUs.
[Driving Mode]
Ready ON mode. In this mode, the high voltage battery supplies power to the whole VP and all the VP ECUs including VCIB are awake.
3.5.3. Outputs









TABLE 82





Signal Name
Description
Redundancy







Power_Mode_Status
Status of the current power
N/A



mode of the vehicle platform









3.5.3.1. Power_Mode_Status
Status of the Current Power Mode of the Vehicle Platform
Values









TABLE 83





Value
Description
Remarks







00
Resd
Reserved for same data align as mode request


01
Sleep
means “Ready OFF”


02
Wake
means that the only VCIB turns ON


03
Resd
Reserved for data expansion


04
Resd
Reserved for data expansion


05
Resd
Reserved for data expansion


06
Driving Mode
means “Ready ON”


07
unknown
means unhealthy situation would occur









Remarks

    
    
        VCIB will transmit [Sleep] as Power_Mode_Status continuously for 3000 [ms] after executing the sleep sequence. And then, VCIB will be shutdown.
    
    


3.6. APIs for Safety
3.6.1. Functions
T.B.D.
3.6.2. Inputs











TABLE 84







Signal Name
Description
Redundancy


















T.B.D.










3.6.3. Outputs









TABLE 85





Signal Name
Description
Redundancy







Request for Operation
Request for operation according to status




of vehicle platform toward ADS


Passive_Safety_Functions_Triggered
Collision detection signal
—


Brake_System_Degradation_Modes
Indicates
Applied



Brake_System_Degradation_Modes


Propulsive_System_Degradation_Modes
Indicates
N/A



Propulsive_System_Degradation_Modes


Direction_Control_Degradation_Modes
Indicates
N/A



Direction_Control_Degradation_Modes


WheelLock_Control_Degradation_Modes
Indicates
Applied



WheelLock_Control_Degradation_Modes


Steering_System_Degradation_Modes
Indicates
Applied



Steering_System_Degradation_Modes


Power_System_Degradation_Modes
Indicates
Applied



Power_System_Degradation_Modes


Communication_Degradation_Modes









3.6.3.1. Request for Operation
Request for Operation According to Status of Vehicle Platform Toward ADS
Values









TABLE 86





value
Description
remarks
















0
No request


1
Need maintenance


2
Need back to garage


3
Need stopping safely immediately


Others
Reserved









Remarks

    
    
        T.B.D.
    
    


3.6.3.2. Passive_Safety_Functions_Triggered
Crash Detection Signal
Values









TABLE 87





value
Description
remarks
















0
Normal


5
Crash Detection (airbag)


6
Crash Detection (high voltage



circuit is shut off)


7
Invalid Value


Others
Reserved









Remarks

    
    
        When the event of crash detection is generated, the signal is transmitted 50 consecutive times every 100 [ms]. If the crash detection state changes before the signal transmission is completed, the high signal of priority is transmitted.
    
    


Priority: crash detection>normal

    
    
        Transmits for 5 s regardless of ordinary response at crash, because the vehicle breakdown judgment system shall send a voltage OFF request for 5 s or less after crash in HV vehicle.
    
    


Transmission interval is 100 ms within fuel cutoff motion delay allowance time (1 s) so that data can be transmitted more than 5 times. In this case, an instantaneous power interruption is taken into account.
3.6.3.3. Brake_System_Degradation_Modes
Indicate Brake_System Status
Values









TABLE 88





value
Description
remarks







0
Normal
—


1
Failure detected
—









Remarks

    
    
        When the Failure is detected, Safe stop is moved.
    
    


3.6.3.4. Propulsive_System_Degradation_Modes
Indicate Powertrain_System Status
Values









TABLE 89





value
Description
remarks







0
Normal
—


1
Failure detected
—









Remarks

    
    
        When the Failure is detected, Safe stop is moved.
    
    


3.6.3.5. Direction_Control_Degradation_Modes
Indicate Direction_Control Status
Values









TABLE 90





value
Description
remarks







0
Normal
—


1
Failure detected
—









Remarks

    
    
        When the Failure is detected, Safe stop is moved.
        When the Failure is detected, Propulsion Direction Command is refused.
    
    


3.6.3.6. WheelLock_Control_Degradation_Modes
Indicate WheelLock_Control Status
Values









TABLE 91





value
Description
remarks







0
Normal
—


1
Failure detected
—









Remarks

    
    
        Primary indicates EPB status, and Secondary indicates SBW indicates.
        When the Failure is detected, Safe stop is moved.
    
    


3.6.3.7. Steering_System_Degradation_Modes
Indicate Steering_System Status
Values









TABLE 92





value
Description
remarks







0
Normal
—


1
Failure detected
—


2
Stationary steering
Temporary lowering in performance



not possible
due to high temperature or the like









Remarks

    
    
        When the Failure are detected, Safe stop is moved.
    
    


3.6.3.8. Power_System_Degradation_Modes
[T.B.D]
3.6.3.9. Communication_Degradation_Modes
[T.B.D]
3.7. APIs for Security
3.7.1. Functions
T.B.D.
3.7.2. Inputs









TABLE 93





Signal Name
Description
Redundancy







1st_Left_Door_Lock_Command
Command to control each door
N/A


1st_Right_Door_Lock_Command
lock of the vehicle platform
N/A


2nd_Left_Door_Lock_Command
Lock command supports only
N/A


2nd_Right_Door_Lock_Command
ALL Door Lock.
N/A



Unlock command supports



1st-left Door unlock only,



and ALL Door unlock.



Trunk Door Lock/unlock



command include in ALL Door



lock/unlock


Central_Vehicle_Lock_Exterior_Command
Command to control the all door
N/A



lock of the vehicle platform









3.7.2.1. 1st_Left_Door_Lock_Command, 1st_Right_Door_Lock_Command, 2nd_Left_Door_Lock_Command, 2nd_Right_Door_Lock_Command
Command to control each door lock of the vehicle platform
Values









TABLE 94





Value
Description
Remarks
















0
No Request


1
Lock (unsupported)


2
Unlock


3
reserved









Remarks

    
    
        Lock command supports only ALL Door Lock.
        Unlock command supports 1st-left Door unlock only, and ALL Door unlock.
    
    


3.7.2.2. Central_Vehicle_Lock_Exterior_Command
Command to control the all door lock of the vehicle platform.
Values









TABLE 95





Value
Description
Remarks







0
No Request



1
Lock (all)
include trunk lock


2
Unlock (all)
include trunk unlock


3
reserved









Remarks

    
    
        Lock command supports only ALL Door Lock.
        Unlock command supports 1st-left Door unlock only, and ALL Door unlock.
    
    


3.7.3. Outputs









TABLE 96





Signal Name
Description
Redundancy







1st_Left_Door_Lock_Status
Status of the current 1st-left door
N/A



lock mode of the vehicle platform


1st_Right_Door_Lock_Status
Status of the current 1st-right door
N/A



lock mode of the vehicle platform


2nd_Left_Door_Lock_Status
Status of the current 2nd-left door
N/A



lock mode of the vehicle platform


2nd_Right_Door_Lock_Status
Status of the current 2nd-right door
N/A



lock mode of the vehicle platform


Central_Vehicle_Exterior_Locked_Status
Status of the current all door lock
N/A



mode of the vehicle platform


Vehicle_Alarm_Status
Status of the current vehicle alarm
N/A



of the vehicle platform









3.7.3.1. 1st_Left_Door_Lock_Status
Status of the current 1st-left door lock mode of the vehicle platform
Values









TABLE 97





value
Description
Remarks







0
reserved



1
Locked
D seat locked


2
Unlocked
D seat unlocked


3
invalid









Remarks

    
    
        cannot detect any failure.
    
    


3.7.3.2. 1st_Right_Door_Lock_Status
Status of the current 1st-right door lock mode of the vehicle platform
Values









TABLE 98





value
Description
remarks







0
reserved



1
Locked
P seat locked


2
Unlocked
P seat unlocked


3
invalid









Remarks

    
    
        cannot detect any failure.
    
    


3.7.3.3. 2nd_Left_Door_Lock_Status
Status of the Current 2nd-Left Door Lock Mode of the Vehicle Platform
Values









TABLE 99





Value
Description
remarks







0
Reserved



1
Locked
RL seat locked


2
Unlocked
RL seat unlocked


3
invalid









Remarks

    
    
        cannot detect any failure.
    
    


3.7.3.4. 2nd_Right_Door_Lock_Status
Status of the Current 2nd-Right Door Lock Mode of the Vehicle Platform
Values









TABLE 100





value
Description
remarks







0
reserved



1
Locked
RR seat locked


2
Unlocked
RR seat unlocked


3
invalid









Remarks

    
    
        cannot detect any failure.
    
    


3.7.3.5. Central_Vehicle_Exterior_Locked_Status
Status of the Current all Door Lock Mode of the Vehicle Platform
Values









TABLE 101





value
Description
remarks
















0
Reserved (unsupport)


1
All Locked (unsupport)


2
Anything Unlocked (unsupport)


3
invalid (unsupport)









Remarks

    
    
        Vehicle platform refers to each door lock status,
        in case any door unlocked, sends 0.
        in case all door locked, sends 1.
    
    


3.7.3.6. Vehicle_Alarm_Status
Status of the Current Vehicle Alarm of the Vehicle Platform
Values









TABLE 102





Value
Description
remarks







0
Disarmed
Auto alarm system not active


1
Armed
Auto alarm system active • not on alert


2
Active
Auto alarm system active • on alert


3
invalid









Remarks
N/A
3.8. APIs for MaaS Service
3.8.1. Functions
T.B.D.
3.8.2. Inputs











TABLE 103







Signal Name
Description
Redundancy


















T.B.D.










3.8.3. Outputs











TABLE 104







Signal Name
Description
Redundancy


















T.B.D.










Example 2
Toyota's MaaS Vehicle Platform
Architecture Specification
[Standard Edition #0.1]
History of Revision










TABLE 105





Date of





Revision
ver.
Summary of Revision
Reviser







2019 Nov. 4
0.1
Creating a new material
MaaS Business Div.









Index
1. General Concept 4

    
    
        1.1. Purpose of this Specification 4
        1.2. Target Vehicle Type 4
        1.3. Target Electronic Platform 4
        1.4. Definition of Term 4
        1.5. Precaution for Handling 4
        1.6. Overall Structure of MaaS 4
        1.7. Adopted Development Process 6
        1.8. ODD (Operational Design Domain) 6
    
    


2. Safety Concept 7

    
    
        2.1. Outline 7
        2.2. Hazard analysis and risk assessment 7
        2.3. Allocation of safety requirements 8
        2.4. Redundancy 8
    
    


3. Security Concept 10

    
    
        3.1. Outline 10
        3.2. Assumed Risks 10
        3.3. Countermeasure for the risks 10
        
            3.3.1. The countermeasure for a remote attack 11
            3.3.2. The countermeasure for a modification 11
        
        
        3.4. Addressing Held Data Information 11
        3.5. Addressing Vulnerability 11
        3.6. Contract with Operation Entity 11
    
    


4. System Architecture 12

    
    
        4.1. Outline 12
        4.2. Physical LAN architecture (in-Vehicle) 12
        4.3. Power Supply Structure 14
    
    


5. Function Allocation 15

    
    
        5.1. in a healthy situation 15
        5.2. in a single failure 16
    
    


6. Data Collection 18

    
    
        6.1. At event 18
        6.2. Constantly 18
    
    


1. General Concept
1.1. Purpose of this Specification
This document is an architecture specification of Toyota's MaaS Vehicle Platform and contains the outline of system in vehicle level.
1.2. Target Vehicle Type
This specification is applied to the Toyota vehicles with the electronic platform called 19ePF [ver.1 and ver.2].
The representative vehicle with 19ePF is shown as follows.
e-Palette, Sienna, RAV4, and so on.
1.3. Definition of Term










TABLE 106







Term
Definition









ADS
Autonomous Driving System.



ADK
Autonomous Driving Kit



VP
Vehicle Platform.



VCIB
Vehicle Control Interface Box.




This is an ECU for the interface and the signal




converter between ADS and Toyota VP's sub




systems.










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 T.B.D. will be updated in the future.
2. Architectural Concept
2.1. Overall Structure of MaaS
The overall structure of MaaS with the target vehicle is shown (FIG. 20).
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.
2.2. Outline of System Architecture on the Vehicle
The system architecture on the vehicle as a premise is shown (FIG. 21).
The target vehicle of this document will adopt the physical architecture of using CAN for the bus between ADS and VCIB. In order to realize each API in this document, the CAN frames and the bit assignments are shown in the form of “bit assignment chart” as a separate document.
2.3. Outline of Power Supply Architecture on the Vehicle
The power supply architecture as a premise is shown as follows (FIG. 22).
The blue colored parts are provided from an ADS provider. And the orange colored parts are provided from the VP.
The power structure for ADS is isolate from the power structure for VP. Also, the ADS provider should install a redundant power structure isolated from the VP.
3. Safety Concept
3.1. Overall Safety Concept
The basic safety concept is shown as follows.
The strategy of bringing the vehicle to a safe stop when a failure occurs is shown as follows (FIG. 23).
1. After occurrence of a failure, the entire vehicle executes “detecting a failure” and “correcting an impact of failure” and then achieves the safety state 1.
2. Obeying the instructions from the ADS, the entire vehicle stops in a safe space at a safe speed (assumed less than 0.2 G).
However, depending on a situation, the entire vehicle should happen a deceleration more than the above deceleration if needed.
3. After stopping, in order to prevent slipping down, the entire vehicle achieves the safety state 2 by activating the immobilization system.








TABLE 107





category
content







Precondition
Only one single failure at a time across the entire



integrated vehicle. (Multiple failures are not covered)



After the initial single failure, no other failure is



anticipated in the duration in which the functionality is



maintained.


Responsibility
In case of a single failure, the integrated vehicle should


for the vehicle
maintain the necessary functionality for safety stop.


platform until
The functionality should be maintained for 15 (fifteen)


safety state 2
seconds.


Basic
[For ADS]


Responsibility
The ADS should create the driving plan, and should


Sharing
indicate vehicle control values to the VP.



[For Toyota vehicle platform]



The Toyota VP should control each system of the VP



based on indications from the ADS.









See the separated document called “Fault Management” regarding notifiable single failure and expected behavior for the ADS.
3.2. Redundancy
The redundant functionalities with Toyota's MaaS vehicle are shown.
Toyota's Vehicle Platform has the following redundant functionalities to meet the safety goals led from the functional safety analysis.
Redundant Braking
Any single failure on the Braking System doesn't cause loss of braking functionality. However, depending on where the failure occurred, the capability left might not be equivalent to the primary system's capability. In this case, the braking system is designed to prevent the capability from becoming 0.3 G or less.
Redundant Steering
Any single failure on the Steering_System doesn't cause loss of steering functionality. However, depending on where the failure occurred, the capability left might not be equivalent to the primary system's capability. In this case, the steering system is designed to prevent the capability from becoming 0.3 G or less.
Redundant Immobilization
Toyota's MaaS vehicle has 2 immobilization systems, i.e. P lock and EPB. Therefore, any single failure of immobilization system doesn't cause loss of the immobilization capability. However, in the case of failure, maximum stationary slope angle is less steep than when the systems are healthy.
Redundant Power
Any single failure on the Power Supply System doesn't cause loss of power supply functionality. However, in case of the primary power failure, the secondary power supply system keeps supplying power to the limited systems for a certain time.
Redundant Communication
Any single failure on the Communication System doesn't cause loss of all the communication functionality. System which needs redundancy has physical redundant communication lines. For more detail information, see the chapter “Physical LAN architecture (in-Vehicle)”.
4. Security Concept
4.1. Outline
Regarding security, Toyota's MaaS vehicle adopts the security document issued by Toyota as an upper document.
4.2. Assumed Risks
The entire risk includes not only the risks assumed on the base e-PF but also the risks assumed for the Autono-MaaS vehicle.
The entire risk is shown as follows.
[Remote Attack]

    
    
        To vehicle
        
            Spoofing the center
            ECU Software Alternation
            DoS Attack
            Sniffering
        
        
        From vehicle
        
            Spoofing the other vehicle
            Software Alternation for a center or an ECU on the other vehicle
            DoS Attack to a center or other vehicle
            Uploading illegal data
        
        
    
    


[Modification]

    
    
        Illegal Reprogramming
        Setting up an illegal ADK
        Installation of an unauthenticated product by a customer
    
    


4.3. Countermeasure for the Risks
The countermeasure of the above assumed risks is shown as follows.
4.3.1. The Countermeasure for a Remote Attack
The countermeasure for a remote attack is shown as follows.
Since the autonomous driving kit communicates with the center of the operation entity, end-to-end security should be ensured. Since a function to provide a travel control instruction is performed, multi-layered protection in the autonomous driving kit is required. Use a secure microcomputer or a security chip in the autonomous driving kit and provide sufficient security measures as the first layer against access from the outside. Use another secure microcomputer and another security chip to provide security as the second layer. (Multi-layered protection in the autonomous driving kit including protection as the first layer to prevent direct entry from the outside and protection as the second layer as the layer below the former)
4.3.2. The Countermeasure for a Modification
The countermeasure for a modification is shown as follows.
For measures against a counterfeit autonomous driving kit, device authentication and message authentication are carried out. In storing a key, measures against tampering should be provided and a key set is changed for each pair of a vehicle and an autonomous driving kit. Alternatively, the contract should stipulate that the operation entity exercise sufficient management so as not to allow attachment of an unauthorized kit. For measures against attachment of an unauthorized product by an Autono-MaaS vehicle user, the contract should stipulate that the operation entity exercise management not to allow attachment of an unauthorized kit.
In application to actual vehicles, conduct credible threat analysis together, and measures for addressing most recent vulnerability of the autonomous driving kit at the time of LO should be completed.
5. Function Allocation
5.1. In a Healthy Situation
The allocation of representative functionalities is shown as below (FIG. 24).
[Function Allocation]










TABLE 108





Function category
Function name
Related to #
remarks







Planning
Plan for driving path
0




Calculating control
0
e.g. longitudinal G



indications


Overall
API Pub/Sub
1
One system with





redundancy


Security
Autonomy Driving Kit
1
One system with



Authentication

redundancy



Message
1
One system with



Authentication

redundancy



Door locking control
8


Longitudinal/Lateral
Motion control
2 (Primary),




3 (Secondary)



Propulsion control
4



Braking control
2, 3
Two units controlled





according to





deceleration





requirement



Steering control
5
One system with





redundancy



Immobilization control
2 (EPB),




6 (P Lock)



Shift control
6


Power supply
Secondary battery
7



control



Vehicle power control
10 
For more information,





see the API





specification.


Access/Comfort
Body control
8
Turn signal,





Headlight, Window,





etc.



HVAC control
9


Data
Data logging (at event)
1



Data logging
1



(constantly)









5.2. In a Single Failure
See the separated document called “Fault Management” regarding notifiable single failure and expected behavior for the ADS.
Though embodiments of the present disclosure have been described above, it should be understood that the embodiments disclosed herein are illustrative and non-restrictive in every respect. The scope of the present invention is defined by the terms of the claims and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

## Claims

1. A vehicle comprising:
an autonomous driving system; and
a vehicle platform that controls the vehicle in response to a command received from the autonomous driving system, wherein:
the autonomous driving system sends to the vehicle platform a command including a first command to request acceleration and deceleration and a second command to request to maintain stationary,
the first command indicates a positive value when acceleration is requested,
the first command indicates a negative value when deceleration is requested,
the autonomous driving system obtains a first signal indicating a longitudinal velocity of the vehicle, a second signal indicating whether the vehicle is at a standstill, and a third signal indicating a moving direction of the vehicle, and
when the first signal indicates 0 km/h or a prescribed velocity or less after the autonomous driving system issues the first command indicating a negative value to request the vehicle platform to provide deceleration to stop the vehicle, the autonomous driving system issues the second command to request the vehicle platform to maintain stationary,
the third signal indicates standstill when a prescribed number of wheels of the vehicle continue at a speed of 0 km/h for a prescribed period of time,
brake hold control is started when the first command requests deceleration, the second command requests the vehicle to be maintained stationary, and the third signal indicates standstill,
when the request through the first command for deceleration is canceled while the brake hold control is being performed, the brake hold control is aborted,
when the request through the second command to maintain the vehicle stationary is canceled while the brake hold control is being performed, the brake hold control is aborted,
when the third signal does not indicate standstill while the brake hold control is being performed, the brake hold control is aborted, and
after the brake hold control is finished, the second signal indicates standstill,
further comprising a vehicular body which the autonomous driving system is mountable on and removable from, wherein:
the vehicular body includes the vehicle platform and a vehicle control interface,
the vehicle control interface mediates communication of a signal between the vehicle platform and the autonomous driving system,
the vehicle platform includes a system, a sensor, and a control device configured to control the vehicular body,
the vehicle without the autonomous driving system is travelable with the vehicular body alone, and
the vehicle control interface includes a processor,

further wherein:
the vehicle control interface converts the command received from the autonomous driving system into a format of a signal that can be processed by the vehicle platform, and sends the converted command to the vehicle platform,
the vehicle platform detects a state of the vehicular body, and sends a detection signal indicating the detected state of the vehicular body to the vehicle control interface, and
the vehicle control interface obtains a state signal indicating the state of the vehicular body based on the detection signal, and outputs the state signal to the autonomous driving system, the state signal including the first signal and the second signal, and

wherein the vehicle platform is further configured to:
calculate an acceleration provided at a time of wide open throttle (WOT),
estimate a value of a possible maximum acceleration based on the calculated acceleration, a current state of the vehicle, and a current road surface condition, and
output the estimated value to the vehicle control interface.

2. The vehicle according to claim 1, wherein the first command continues to request a constant deceleration value during a period from when the second command requests to maintain stationary until the second signal indicates standstill.

3. The vehicle according to claim 2, wherein after the second signal indicates standstill, the autonomous driving system changes a value of the first command, and, until start control is started, the autonomous driving system maintains the vehicle at the standstill and maintains the changed value of the first command.

4. The vehicle according to claim 1, wherein the vehicle includes an electric parking brake,
the vehicle continues standstill while the request through the second command to maintain the vehicle stationary continues after the brake hold control is finished, and
when the second signal continues to indicate standstill for a prescribed period of time, the electric parking brake is activated.

5. The vehicle according to claim 1, wherein when, in order to start the vehicle, the autonomous driving system cancels the brake hold control by setting the second command, the vehicle platform controls acceleration/deceleration of the vehicle based on the first command.

6. The vehicle according to claim 1, wherein
the third signal indicates standstill when all wheels of the vehicle continue at a speed of zero for a prescribed period of time,
the third signal indicates forward motion when more than half the wheels of the vehicle rotate forward, and
the third signal indicates backward motion when more than half the wheels of the vehicle rotate backward.

7. The vehicle according to claim 1, wherein while the brake hold control is being performed, the vehicle control interface determines:
whether the request through the first command for deceleration is canceled,
whether the request through the second command to maintain stationary is canceled, and
whether the second signal indicates standstill.

8. The vehicle according to claim 1, wherein
the first signal indicates a longitudinal velocity of the vehicle as estimated by the vehicle platform using a wheel speed sensor, and
the first signal indicates a positive value both when the vehicle moves forward and when the vehicle moves backward.

9. The vehicle according to claim 1, wherein the vehicle control interface communicates signals with the autonomous driving system through an application program interface (API) defining signals to be communicated.

10. The vehicle according to claim 9, wherein the vehicle control interface communicates signals differing from the API defined signals with the vehicle platform.

11. The vehicle according to claim 1, wherein in the vehicle platform functions for braking, steering, and locking the vehicle are provided with redundancy, and the vehicle platform includes:
a plurality of brake systems configured to brake the vehicle, and
an electric parking brake (EPB) system and a parking-lock (P-L) system configured to lock the vehicle.

12. The vehicle according claim 1, wherein the vehicle platform and the vehicle control interface and the autonomous driving system are connected by a controller area network (CAN).