Explanation of Application Interface of AD/ADAS

vehicle motion control

AUTOSAR CP R21-11

Explanation of Application
Document Title Interface of AD/ADAS vehicle
motion control
Document Owner AUTOSAR
Document Responsibility AUTOSAR
Document Identification No 988

Document Status published

Part of AUTOSAR Standard Classic Platform
Part of Standard Release R21-11

Document Change History

Date Release Changed by Description
• Add Curvature request interface
AUTOSAR • Add interface list as appendix
2021-11-25 R21-11 Release • Expand ADAS function scope: ACC
Management to include standstill, LKA to remove
speed limit
AUTOSAR
2020-11-30 R20-11 Release Initial release
Management

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Disclaimer

This work (specification and/or software implementation) and the material contained in
it, as released by AUTOSAR, is for the purpose of information only. AUTOSAR and the
companies that have contributed to it shall not be liable for any use of the work.
The material contained in this work is protected by copyright and other types of intel-
lectual property rights. The commercial exploitation of the material contained in this
work requires a license to such intellectual property rights.
This work may be utilized or reproduced without any modification, in any form or by
any means, for informational purposes only. For any other purpose, no part of the work
may be utilized or reproduced, in any form or by any means, without permission in
writing from the publisher.
The work has been developed for automotive applications only. It has neither been
developed, nor tested for non-automotive applications.
The word AUTOSAR and the AUTOSAR logo are registered trademarks.

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Table of Contents
1 Introduction 4

2 Description of Terms and Concepts 5

2.1 Axis System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.1 Centre of gravity of passenger car . . . . . . . . . . . . . . . 6
2.2.2 Polar coordinate system . . . . . . . . . . . . . . . . . . . . . 7
2.2.3 Vehicle acceleration/propulsive force direction . . . . . . . . 7
2.2.4 Cant direction . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2.5 Steering wheel angle . . . . . . . . . . . . . . . . . . . . . . 8
2.2.6 Road Variables . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.2.7 Curvature request . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2.8 Definition of the car surroundings . . . . . . . . . . . . . . . 11
2.3 Acronyms and Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . 13
2.4 General remarks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.4.1 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.4.2 Sensor signals . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.4.3 Functional Safety . . . . . . . . . . . . . . . . . . . . . . . . 14
2.4.4 Assumption for ADAS application . . . . . . . . . . . . . . . 14
3 Related Documentation 15

4 Architecture Overview 16
4.1 Functional Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.1.1 ADAS Application . . . . . . . . . . . . . . . . . . . . . . . . 18
4.1.2 ADAS-MGR . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.1.3 Vehicle-MGR . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.1.4 Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.2 Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.3 Scalability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.3.1 ACC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.3.2 AEB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.3.3 LKA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5 Description of the Chassis Domain Software Compositions and Components for
VMC Architecture implementation 26
5.1 VMC Architecture as new SW-Components . . . . . . . . . . . . . . . 26
6 Appendix: Interface list 29

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1 Introduction
This document explains the pattern for architecture of the Vehicle Motion Control In-
terface and its software components, as well as the design decisions that leads to an
update of the Application Interface within Chassis Domain, as depicted in Figure 1.1.

Environmental Scope: Vehicle control functions

models Plant models

[3.1.1] [3.1.2] [3.1.3] [3.1.4]

ADAS
Fusion ADAS ADAS-MGR Vehicle-MGR Actuators
Sensors
Applications (AMG) (VMG)

Figure 1.1: Scope of this document

The scope of the vehicle control functions in this document is ”Implementation of ADAS
requirements” only. The document will focus on a recommended signal cascading
architecture for ADAS function (particularly for ACC, AEB and LKA functions), for which
new SW-Components will be created. For other chassis components, including vehicle
stabilization controls (ABS/TCS, etc.), refer to [1, AUTOSAR_EXP_AIChassis].
The purpose of defining the architecture (functional structure, I/F) in this document is
to improve customer convenience in function development and development efficiency
in no-competitive areas by achieving the ease of function update change, the ease of
design and verification and the ease of mutual understanding.

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2 Description of Terms and Concepts

This document refers to the formulation of unified Application Interfaces of the Domain
Chassis in the frame of a specific pattern implementation of Advanced Driver Assis-
tance Systems (ADAS) with a specific Vehicle Motion Control interface. The results of
the Domain Chassis shall be aligned with the other domains, e.g. Body, Powertrain,
Occupant and Pedestrian Safety. The Application Interface Table represents a good
basis for this alignment and detection of conflicts.

2.1 Axis System

The standard coordinate system used by the Chassis Domain refers to the International
Standard [2, ISO 8855]. Whether a fixed geometry point (e.g. near to the average
Centre of Gravity (CoG) of all variants of a vehicle type) is used as a reference point
for basic Centre of Gravity has to be decided on project level.

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2.2 Definitions

2.2.1 Centre of gravity of passenger car

The car’s chassis-fixed coordinate system’s origin lies in the middle of the Front Axle
(FA) see Figure 2.1. The car’s Centre of gravity is defined as the origin of a chassis-
free coordinate-system that is positioned relative to the FA co-ordinate system. The
orientations of both these co-ordinate systems’ axes are defined as follows:
With the car moving forward:
• x is positive to the front of the car
• y is positive to the left of the car
• z is positive to the top of the car
• Roll is positive in a left-hand bend, when the car body tips to the right-hand side
• Pitch is positive when a car is braking and the car body tips forward
• Yaw is positive in a left-hand bend

Figure 2.1: Definition of a car’s Centre of Gravity (CoG)

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2.2.2 Polar coordinate system

The polar coordinate system is defined as follows:

• With the vehicle moving forward, φ is positive in the counter clockwise direction

r
+

+φ

Top view

Figure 2.2: Polar coordinates system

2.2.3 Vehicle acceleration/propulsive force direction

Longitudinal
+

+
Lateral

(Same as Cartesian coordinate system)

Figure 2.3: Plus, or minus sign of vehicle acceleration/propulsive force

Deceleration is expressed as negative value.

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2.2.4 Cant direction

(Same as roll)
+ Cant

Figure 2.4: Plus, or minus sign of cant

2.2.5 Steering wheel angle

＋ －

(Same as yaw)

Figure 2.5: Plus, or minus sign of steering wheel angle

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2.2.6 Road Variables

Road curvature ＋

＋
Yaw angle

Offset
Right edge
Left edge of Centre of of the lane
the lane the lane

Figure 2.6: Variables of road

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2.2.7 Curvature request

Based on the desired trajectory from vehicle position, calculate corresponding curva-
ture request.

Figure 2.7: Curvature request

Path curvature request is defined relative to the trajectory on a fixed point, which unless
otherwise stated, is the CoG.

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2.2.8 Definition of the car surroundings

Figure 2.8: Definition of car surrounding for ACC

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Figure 2.9: Definition of predicted course

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2.3 Acronyms and Abbreviations

Please also refer to [3, AUTOSAR_TR_Glossary] for explanation of commonly used
terms and abbreviations within AUTOSAR.
Abbreviation / Acronym: Description:
ABS Antilock Braking System
ACC Adaptive Cruise Control
ACL Acceleration
ACT Actuator
ADAS Advance Driver Assistance System
AEB Autonomous Emergency Braking
BAS Brake Assist
BRK Brake
BRWS Basic Rear Wheel Steering
BSTS Basic Steering Torque Superposition
BSAS Basic Steering Angle Superposition
CBC Cornering Brake Control
CoG Centre of Gravity
DAS Driver Assistance System
DTC Regulation of the Drag Torque
EBD Electronic Brake Force Distribution
ECU Electronic Control Unit
EPB Electronic Parking Brake
ESC Electronic Stability Control
FA Front Axle
HDC Hill Decent Control
HHC Hill Hold Control
HMI Human Machine Interface
HW Hardware
I/F Interface
LKA Lane Keep Assist
MGR Manager
NVH Noise, Vibration, Harshness
OEM Original Equipment Manufacturer
PT Powertrain
RA Rear Axle
RSC Roll Stability Control
SR Situation Recognition
SSM Stand Still Manager/Management
STR Steering
SW Software
SW-C Software Component
TCS Traction Control System
VFB Virtual Function Bus
VGR Variable Gear Ratio
VLC Vehicle Longitudinal Control
VM Vehicle Model
VMC Vehicle Motion Control
VSS Vehicle State Sensors
YRC Yaw Rate Control

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2.4 General remarks

2.4.1 Limitations

The logical architectures proposed do not restrict the development or products of com-
panies or organizations participating in AUTOSAR.

2.4.2 Sensor signals

In ADAS, signals of different processing levels are handled for I/F definition.
• Raw signal: Raw sensor data without pre-processing
• Pre-processed signal: Pre-processed sensor data. Abstraction of sensor hard-
ware
• Fused signal: Several sensor signals are processed to generate a fused signal
Raw signals (raw data) should not be used as standard I/F because they are hardware
dependent.

2.4.3 Functional Safety

Most ADAS domain signals are considered as relevant to safety. It is assumed that in
this document, reliable methods of communication are available. No specification of
communication methods is provided in this document.
Dynamic design and safety concepts are not considered in this document. In order
to prove that the discussed use cases are safety compliant (in accordance with the
definition of [4, ISO 26262], [5, ISO 21448], etc.), studies across all applicable domains
will be necessary, and these must be performed at the project level.

2.4.4 Assumption for ADAS application

This document applies the architecture to three ADAS applications (ACC, AEB, and
LKA).
Assumptions for these three applications are shown below:
• ACC: Applies to all vehicle speed ranges including standstill condition.
• AEB: Does not include restarting after stopping.
• LKA: Applies to lane keeping assist functions on highways or motorways in ideal
grip condition.

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3 Related Documentation
[6, ”JASPAR Standards Document: ST-AVI-1”] is also used as a reference for this
document.

[1] Explanation of Application Interfaces of the Chassis Domain

AUTOSAR_EXP_AIChassis
[2] ISO 8855:2011, Road vehicles – Vehicle dynamics and road-holding ability – Vo-
cabulary
http://www.iso.org
[3] Glossary
AUTOSAR_TR_Glossary
[4] ISO 26262:2018 (all parts) – Road vehicles – Functional Safety
http://www.iso.org
[5] ISO/PAS 21448:2019 – Road vehicles – Safety of the intended functionality
http://www.iso.org
[6] JASPAR Standards Document: ST-AVI-1 – AD/ADAS Vehicle Motion Control In-
terface Specification Ver. 2.0
https://www.jaspar.jp/en

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4 Architecture Overview

4.1 Functional Structure

This document defines the vehicle control functions for ADAS in four layers. (Thick
bordered frame in Figure 4.1).
1. ADAS Application
2. ADAS-MGR
3. Vehicle-MGR
4. Domain Actuators (+ related Domain Sensors)
A MGR layer is set for each ADAS and actuator system and the I/F between each layer
is standardized in order to loosen the relationship between the ADAS applications and
actuators, and reduce the effect that adding or changing functions for one element has
on another. For example, the effect of adding or changing a function for the ADAS
system can be absorbed in the ADAS-MGR layer. ADAS-MGR can communicate with
Vehicle-MGR via the standardized I/F, which reduces the effects on subsequent func-
tions. Also, it can make it easier to add and/or change actuators without drastically
affecting the Vehicle-MGR; the reduction in interdependency can also simplify func-
tional safety analysis of the system.
The whole ADAS architecture consists of the four layers above, ADAS sensor layer and
fusion layer. Examples of ADAS sensors include vision sensors (e.g., camera), radar,
and LiDAR. ADAS sensors monitor the vehicle surroundings and send raw signals (raw
data) or pre-processed signals to the fusion layer. The fusion layer fuses signals from
each sensor to recognize surrounding conditions. The recognition results are sent to
the ADAS application layer.
This document does not cover ADAS sensors and fusion layers that do not have a
direct I/F with vehicle control, as described in Figure 1.1. As a general rule, where
possible, interaction between the actuators is avoided in the VMC architecture.

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Term

ADAS Sensors PLN PLaN

VMC Vehicle Motion Control

ACL ACceLeration

BRK BRaKe

Fusion STR STeeRing

VSS Vehicle State Sensors

[3.1.1] ADAS Application

PLN1 PLN2

[3.1.2] ADAS-MGR (AMG)

VMC1 VMC2

[3.1.3] Vehicle-MGR (VMG)

ACL1
ACL2 STR2
BRK1
BRK2 VSS2
STR1

[3.1.4] Actuator
Powertrain Brake Steering Sensors

Figure 4.1: Functional architecture of vehicle control

Table 4.1 shows the main I/Fs between layers.

I/F Explanation
ABS Antilock Braking System
PLN1 I/F from ADAS application layer to ADAS-MGR layer
PLN2 I/F from ADAS-MGR layer to ADAS application layer
VMC1 I/F from ADAS-MGR layer to Vehicle-MGR layer
VMC2 I/F from Vehicle-MGR layer to ADAS-MGR layer
ACL1 I/F from Vehicle-MGR layer to Actuator layer (Powertrain)
ACL2 I/F from Actuator layer (Powertrain) to Vehicle-MGR layer
BRK1 I/F from Vehicle-MGR layer to Actuator layer (Brake)
BRK2 I/F from Actuator layer (Brake) to Vehicle-MGR layer
STR1 I/F from Vehicle-MGR layer to Actuator layer (Steering)
STR2 I/F from Actuator layer (Steering) to Vehicle-MGR layer
VSS2 I/F from Actuator layer (Sensor) to Vehicle-MGR layer

Table 4.1: Main I/Fs between layers

* PLN2 and VMC1 is not yet defined in this document

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4.1.1 ADAS Application

The functions of the ADAS application are shown in Figure 4.2 and Table 4.2.

Driver SW input Recognition sensor info.

ACC State Management AEB State Management LKA State Management

(ON/OFF/STANDBY) (ON/OFF)
(ON/OFF)

ACC Failure ACC AEB Failure ACC LKA Failure LKA

Diagnosis Acceleration Diagnosis Acceleration Diagnosis Curvature
Req. Req. request,
Calculation Calculation Requirement
Calculation

to ADAS-MGR from ADAS-MGR

Figure 4.2: ADAS application functions

Function
Based on a driver assist request via a user interface, such as a switch and/or recognition sensor
information, each ADAS application requests as individual kinematic plan (longitudinal accelera-
tion/deceleration, Curvature request, etc.) for complying with regulation as well as securing safety
and/or comfort.
Each ADAS application performs failure detection and internal state management by itself.
Each ADAS application acts based on status of the ADAS application selected by ADAS-MGR.
*The external stop function is undecided and needs further discussion.
Each ADAS application act based on the external stop request.

Table 4.2: Functional description of ADAS Application

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4.1.2 ADAS-MGR

from ADAS Application to ADAS Application

Arbitrate ADAS application Acknowledgement/notific *This part is undecided

requirement ation of ADAS application and needs further
status discussion.
・Prioritize and select request
Longitudinal acceleration ・Judgement of driver
override ADAS application
・Generate target longitudinal external stop judgment
acceleration ・Discrimination among
ADAS applications ・Driver operation stop
・Complement target longitudinal
judgment
acceleration
・Determine upper and lowe limit ・Actuator system stop
torque for steering assist judgment
according to each application
・Vehicle sensor stop
judgment

to Vehicle-MGR from Vehicle-MGR

Figure 4.3: ADAS-MGR functions

Function
ADAS-MGR arbitrates individual requested kinematic plans from each ADAS application and in-
tegrates ADAS kinematic plan for securing safety and/or comfort.
ADAS-MGR requests Vehicle-MGR for arbitration mode of the requested kinematic plan (including
preparations for the kinematic plan) and driver operations.
ADAS-MGR judges the override by the drivers acceleration/braking/steering maneuver based on
the vehicle state, and informs each ADAS application of the results of arbitration of the kinematic
plan request and the selected ADAS application.
*The external stop function is undecided and needs further discussion.
ADAS-MGR judge witch ADAS application cancel by witch level based on vehicle status and
inform to each ADAS application *discussion need to be continued.

Table 4.3: Functional description of ADAS-MGR

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4.1.3 Vehicle-MGR

from ADAS-MGR to ADAS-MGR

Realizing ADAS Change dimension for Notification actuator Processing and

application ACT target value system availability for normalization of
requirements ADAS request vehicle sensor info.
・Driving acceleration
・Driving feedback ・Generate vehicle
・Braking acceleration
controller speed for display
・Yaw rate
・Braking feedback Actuator status
controller interpretation
・Steering feedback ・PT, BRK, STR failure
controller Vehicle sensor status
・Stability control interpretation
Torque Distribution PT
and BRK

to each actuator from each actuator from each vehicle Sensor

Figure 4.4: Vehicle-MGR functions

Function
Vehicle-MGR calculates/distributes the motion request (driving, braking, steering) for the actuator
system in order to realize the kinematic plan requested by ADAS-MGR.
Vehicle-MGR requests each actuator for the arbitration mode between the motion request and
driver operation request.
Vehicle-MGR informs ADAS-MGR of the vehicle status based on each actuator system status and
momentum sensing information that have been processed if needed.

Table 4.4: Functional description of Vehicle-MGR

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4.1.4 Actuator

Function
Actuator system realizes vehicle motion request (driving, braking, steering) based on driver oper-
ation.
Actuator system realizes vehicle motion request (driving, braking, steering) from Vehicle-MGR.
Each actuator system realizes vehicle motion request based on arbitration request from Vehicle-
MGR.
Actuator system notifies Vehicle-MGR of ON/OFF information about driver operation (accelerator
pedal, brake pedal, holding steering wheel).
Actuator system notifies Vehicle-MGR of status of actuator system (driving, braking, steering).
Actuator system notifies Vehicle-MGR of information about vehicle momentum.

Table 4.5: Functional description of actuator system

The actuator system consists of following sub-systems.

a) Powertrain

from Vehicle-MGR to Vehicle-MGR

Accelerator Arbitration of driving Realization of driving PT capability

pedal torque/force force information and fail
diagnostic

Figure 4.5: Powertrain system functions

b) Brake

from Vehicle-MGR to Vehicle-MGR

Brake pedal Arbitration of braking Realization of braking Brake capability

torque force information and fail
diagnostic

Figure 4.6: Brake system functions

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c) Steering

from Vehicle-MGR to Vehicle-MGR

Steering wheel Arbitration of steering Realization of steering STR capability

angle information and fail
diagnostic

Figure 4.7: Steering system functions

4.2 Interface
For details, please refer to Chapter 6 Appendix: Interface list.

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4.3 Scalability
Use cases of applying this architecture to ACC, AEB, and LKA are shown below. The
I/F or functions to be used can be selected to enable the scalability of this architecture
even when combining multiple ADAS applications or adding applications in the future.

4.3.1 ACC

Figure 4.8 shows a use case that uses ACC only.

[3.1.1] ADAS Application ACC

PLN1 PLN2

[3.1.2] ADAS-MGR (AMG)

VMC1 VMC2

[3.1.3] Vehicle-MGR (VMG)

ACL1
ACL2 STR2
BRK1
BRK2 VSS2
STR1

[3.1.4] Actuator
Powertrain Brake Steering Sensors

【legend】
I/F
Used I/F func. Used function

I/F func. Not used

Not used I/F
function

Figure 4.8: Use case: ACC

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4.3.2 AEB

Figure 4.9 shows a use case that uses AEB only.

[3.1.1] ADAS Application AEB

PLN1 PLN2

[3.1.2] ADAS-MGR (AMG)

VMC1 VMC2

[3.1.3] Vehicle-MGR (VMG)

ACL1
ACL2 STR2
BRK1
BRK2 VSS2
STR1

[3.1.4] Actuator
Powertrain Brake Steering Sensors

【legend】
I/F
Used I/F func. Used function

I/F func. Not used

Not used I/F
function

Figure 4.9: Use case: AEB

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4.3.3 LKA

Figure 4.10 shows a use case that uses LKA only.

[3.1.1] ADAS Application LKA

PLN1 PLN2

[3.1.2] ADAS-MGR (AMG)

VMC1 VMC2

[3.1.3] Vehicle-MGR (VMG)

ACL1
ACL2 STR2
BRK1
BRK2 VSS2
STR1

[3.1.4] Actuator
Powertrain Brake Steering Sensors

【legend】
I/F
Used I/F func. Used function

I/F func. Not used

Not used I/F
function

Figure 4.10: Use case: LKA

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5 Description of the Chassis Domain Software

Compositions and Components for VMC
Architecture implementation

5.1 VMC Architecture as new SW-Components

The implementation of ADAS functionalities within the Chassis Domain was already
introduced through the introduction of Application Interfaces (Figure 5.1 and Figure
5.2).

Figure 5.1: Chassis Domain Overview

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Figure 5.2: Example of a Chassis Domain Structure

In addition, as mentioned in the example of Chapter 5.1 of [1, AU-

TOSAR_EXP_AIChassis], several structures can be discussed to arrange the global
architecture of the functional components, as in following example (Figure 5.3):

Figure 5.3: Example of a dedicated structure of existing AI Chassis domain components

for ADAS purpose

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The understanding of the VMC architecture should also be interpreted as another

Chassis Domain structure, for which each layer of the VMC architecture can or cannot
be composed of other existing Chassis Domain SW-Components.

ADAS
ACC AEB LKA

AMG

VMG

Actuator
Power
train Brake Steering Sensors

Figure 5.4: New Example of VMC Structure (left) compared to Example of Chassis Do-
main Structure (right)

The scope of this document is limited only to the definition of the interfaces between
the SW-Components that comprise the VMC architecture: ADAS, AMG, VMG and (ex-
isting) Actuators/Sensors. Therefore, the content of each components is left up to
project convenience and the way the existing SW-Components is integrated in VMC
architecture is not defined in this document. However, in case the VMC architecture
is implemented along the existing SW-Components in AI Chassis domain, it will be
needed to:
• limit the information flow from currently existing Chassis Domain SW-C ports
• consider arbitration gates that will be defined through new SW-Components.

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6 Appendix: Interface list

Output Output
No Set ACC AEB LKA Type Data name Explanation Supplementary information Unit Range of expressions
source dest.
PLN1
1 PLN1-2 〇 ACC request ACC target acceleration Indicates the target acceleration that ACC AMG m/s^2 *init value:0
guarantees ACC performance

2 〇 ACC status ACC target acceleration Indicates whether the ACC target ACC AMG - 0: Invalid
validity information acceleration is valid or invalid 1: Valid
*init value:0
3 〇 ACC status ACC status Indicates the ACC control status ACC AMG - 0: OFF
1: STANDBY
2: ON
*init value:0
4 〇 ACC request ACC standstill control Indicates whether the ACC standstill ACC AMG - 0: Not requested
request control is requested or not 1: Requested
*init value:0

5 PLN1-6 〇 AEB request AEB target acceleration Indicates the target acceleration that AEB AMG m/s^2 *init value:0
guarantees AEB performance
6 〇 AEB status AEB target acceleration Indicates whether the AEB target AEB AMG - 0: Invalid
validity information acceleration is valid or invalid 1: Valid
*init value:0
7 〇 AEB status AEB status Indicates the AEB control status AEB AMG - 0: OFF
1:
2:ON (Standby)
3:Warning
4:Deceleration preparation
(+ Warning)
5:Soft deceleration
(+ Warning)
6:Strong deceleration
(+ Warning)
7:Vehicle stop hold
*init value:0
8 〇 AEB request AEB standstill control Indicates whether the AEB standstill AEB AMG - 0: Not requested
request control is requested or not 1: Requested
*init value:0
9 〇 LKA request LKA target curvature Indicates the LKA target curvature LKA AMG 1/m *init value:0
10 〇 LKA request LKA target curvature Indicates whether the LKA target LKA AMG - 0: Invalid
validity information curvature is valid or invalid 1: Valid
*init value:0
11 〇 LKA status LKA status Indicates the LKA control status LKA AMG - 0: OFF
1: STANDBY
2: ON
*init value:0

ACL1
1A 〇 VMG request Driving torque for Max Indicates the drive shaft total driving VMG PT Nm *init value:0
selection torque requested of the PT,
assuming the Max selection with the
driver request driving torque

1B 〇 VMG request Driving force for Max Indicates the drive shaft total driving VMG PT N *init value:0
selection force requested of the PT, assuming
the Max selection with the driver
request driving force

2A 〇 VMG request Driving torque for Min Indicates the drive shaft total driving VMG PT Nm *init value:0
selection torque requested of the PT,
assuming the Min selection with the
driver request driving torque

2B 〇 VMG request Driving force for Min Indicates the drive shaft total driving VMG PT N *init value:0
selection force requested of the PT, assuming
the Min selection with the driver
request driving force

3 ACL1- 〇 VMG request Mode for PT Max Indicates the signal for specifying the The method of arbitration is the same VMG PT - 0: Mode not requested
1A selection arbitration method for driver request as Max selection; when the request 1: Mode request A
driving torque and Max selection source application is switched to the 2: Mode request B
driving torque other, use the characteristics of ･･･
application information to optimize 127: Mode request XX
powertrain control, such as input step *init value:0
value or modulated value for control.
→ Characteristics of request
application ≒ mode

4 ACL1- 〇 VMG request Mode for PT Min selection Indicates the signal for specifying the The method of arbitration is the same VMG PT - 0: Mode not requested
2A arbitration method for driver request as Min selection; when the request 1: Mode request A
driving torque and Min selection source application is switched to the 2: Mode request B
driving torque other, use the characteristics of ･･･
application information to optimize 127: Mode request XX
powertrain control, such as input step *init value:0
value or modulated value for control.
→ Characteristics of request
application ≒ mode

Figure 6.1: PLN1, ACL1

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AUTOSAR CP R21-11

Output Output
No Set ACC AEB LKA Type Data name Explanation Supplementary information Unit Range of expressions
source dest.
ACL2
1 ACL2-9 〇 PT status Driver accelerator pedal Indicates whether or not the PT VMG - *init value:0
ON/OFF information accelerator pedal is depressed

2 ACL2-9 〇 PT status Driver accelerator pedal Indicates how much the accelerator PT VMG % *init value:0
operation amount pedal is depressed

3A ACL2-9 〇 PT status Driver request driving Indicates the driving torque A negative value may occur when the PT VMG Nm *init value:0
torque requested via the accelerator pedal accelerator pedal is OFF
Negative value amount changes
according to the gear ratio

3B ACL2-9 〇 PT status Driver request driving Indicates the driving force requested A negative value may occur when the PT VMG N *init value:0
force via the accelerator pedal accelerator pedal is OFF
Negative value amount changes
according to the gear ratio

4 ACL2-9 〇 PT status Selection result of Drive Indicates the selection result for the When there is no driving request PT VMG - 0: Driver request selected
request in PT PT internal driver request and VMG from VMG, 1: VMG request selected
request set as "Driver request selected". *init value:0
However, note that since the The signal is used to secure
selection result also includes drivability by adding powertrain
correction values within the status and performing FB control of
powertrain, this does not necessarily requested values on VMG side.
indicate which of the driver request (Also used for driving force estimated
or VMG request is selected values)

5 ACL2-9 〇 PT status PT actual driving torque Indicates the current drive shaft total A negative value may occur PT VMG Nm
driving torque calculated by the PT Negative value amount changes
according to the gear ratio

5 ACL2-9 〇 PT status PT actual driving force Indicates the current drive shaft total A negative value may occur PT VMG N
driving force calculated by the PT Negative value amount changes
according to the gear ratio

6 ACL2-9 〇 PT status Actual shift range Indicates the current shift range PT VMG - 0: Indefinite
information calculated by the PT 1: P
2: R
3: N
4: D
5-7: Spare
*init value:0

7A ACL2-9 〇 PT limit Realizable driving torque Indicates the upper limit value for the Defined as a value that can be PT VMG Nm
upper limit drive shaft total driving torque that realized for the vehicle within ** msec
the PT can realize at the current gear of the PT receiving the request
ratio *Defined individually for **

7B ACL2-9 〇 PT limit Realizable driving force Indicates the upper limit value for the Defined as a value that can be PT VMG N
upper limit drive shaft total driving force that the realized for the vehicle within ** msec
PT can realize at the current gear of the PT receiving the request
ratio *Defined individually for **

8A ACL2-9 〇 PT limit Realizable driving torque Indicates the lower limit value for the Defined as a value that can be PT VMG Nm
lower limit drive shaft total driving torque that realized for the vehicle within ** msec
the PT can realize at the current gear of the PT receiving the request
ratio *Defined individually for **

8B ACL2-9 〇 PT limit Realizable driving force Indicates the lower limit value for the Defined as a value that can be PT VMG N
lower limit drive shaft total driving force that the realized for the vehicle within ** msec
PT can realize at the current gear of the PT receiving the request
ratio *Defined individually for **

9 〇 〇 PT status PT system reliability Indicates the PT internal status A2-1 to A2-8 and A2-10 signals must PT VMG - 0: Initializing
information required for coordinating the entire be set as signals for judging whether 1: Calibrating
ADAS system VMG should be used 2: Normal
3: Under protection control
4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*Handled as a set with the
state transition diagram

10 ACL2-9 〇 〇 PT status Operation status of Indicates whether or not the driving PT VMG - 0: Stopped
driving force stabilization force stabilization process is 1: Operating
process operating

Figure 6.2: ACL2

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AUTOSAR CP R21-11

Output Output
No Set ACC AEB LKA Type Data name Explanation Supplementary information Unit Range of expressions
source dest.
BRK1
1 〇 〇 VMG request Braking torque for brake Indicates the braking torque VMG BRK Nm *init value:0
control requested of to the BRK, assuming
the Min selection with the driver
request braking torque

2 BRK1- 〇 〇 VMG request Mode for brake control Indicates the signal for specifying the The method of arbitration is when the VMG BRK - 0: Mode not requested
1 arbitration method for driver request request source application is switch 1: Mode request A
braking torque and Min selection to the other, use the characteristics 2: Mode request B
braking torque of application information to optimize ･･･
brake control, such as input step 127: Mode request XX
value or modulated value for control. *init value:0
→ Characteristics of request
application ≒ mode

3 〇 VMG request Braking preparation Indicates the request for the status Defined as a value that can be VMG BRK - 0: Not requested
request where braking can be applied realized for the vehicle within ** msec 1: Requested
immediately of the BRK receiving the request *init value:0
*Defined individually for **

4 〇 〇 VMG Vehicle stop hold request Indicates whether the vehicle stop VMG BRK - 0: Not requested
request hold request is requested or not 1: Requested
requested *init value:0

BRK2
1 BRK2- 〇 BRK status Brake pedal ON/OFF Indicates whether or not the brake BRK VMG - 0: Brake pedal released
5 information pedal is depressed (driver braking not
requested)
1: Brake pedal depressed
(driver braking requested)
2 BRK2- 〇 〇 BRK status Driver braking request Indicates the braking torque BRK VMG Nm
5 torque requested via the brake pedal

3 BRK2- 〇 〇 BRK status Braking request torque Indicates the arbitration result for the BRK VMG Nm
5 after arbitration BRK internal driver request and VMG
request as the requested torque
value
4 BRK2- 〇 〇 BRK status Braking realized torque Indicates the current braking torque BRK VMG Nm
5 after arbitration (estimated value) calculated by BRK

5 〇 〇 BRK status Brake system reliability Indicates the BRK internal status BRK VMG - 0: Initializing
information required for coordinating the entire 1: Calibrating
ADAS system 2: Normal
3: Under protection control
4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare

6 BRK2- 〇 〇 BRK status Operation status of Indicates whether or not the braking BRK VMG - 0: Stopped
5 braking force stabilization force stabilization process is 1: Operating
process (longitudinal) operating
STR1
1 〇 VMG request Target steering wheel Indicates the target steering wheel Counterclockwise direction is defined VMG STR rad *init value:0
angle angle for the ADAS system as positive

2 〇 VMG request Steering wheel angle Indicates whether the target steering VMG STR - 0: Control not requested
control mode wheel angle is valid or invalid. 1: Control requested
2-7: **
*init value:0

3 〇 VMG request Steering wheel upper and Indicates the upper and lower limit Differs according to ADAS VMG STR Nm *init value:0
lower limit torque torque (heaviness of steering wheel application
operation) for steering wheel
operation assist

Figure 6.3: BRK1, BRK2, STR1

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AUTOSAR CP R21-11

Output Output
No Set ACC AEB LKA Type Data name Explanation Supplementary information Unit Range of expressions
source dest.
STR2
1 〇 〇 STR status STR system reliability Indicates the STR internal status STR VMG - 0: Initializing
information required for coordinating the entire 1: Calibrating
ADAS system 2: Normal
3: Under protection control
4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*Handled as a set with the
state transition diagram
*init value:0

2 STR2- 〇 STR status Operation status of Indicates whether or not the steering STR VMG - 0: Stopped
1 steering force stabilization force stabilization process is 1: Operating
process operating *init value:0

3 STR2- 〇 STR status Driver's steering wheel Indicates whether or not the driver is STR VMG - 0: Not holding steering
1 holding status holding the steering wheel (judgment wheel
simply of whether or not a person is 1: Holding steering wheel
holding) 2: Indefinite
*init value:0
4 STR2- 〇 〇 STR status Driver's steering wheel Indicates the strength of the torque Counterclockwise direction is defined STR VMG Nm *init value:0
1 operation torque when the driver operates the steering as positive
wheel
5 STR2- 〇 〇 STR status Steering wheel angle Indicates the angle of the steering Counterclockwise direction is STR VMG rad *init value:0
1 wheel defined as positive

VSS2
1 VSS2- 〇 〇 〇 Vehicle Longitudinal G sensor Indicates the input from the Acceleration side is defined as Vehicle VMG m/s^2 *init value:0
5 sensor value longitudinal acceleration sensor positive sensor
value
2 VSS2- 〇 Vehicle Lateral G sensor value Indicates the input from the lateral Counterclockwise direction is defined Vehicle VMG m/s^2 *init value:0
6 sensor acceleration sensor as positive sensor
value
3 VSS2- 〇 〇 〇 Vehicle Wheel speed sensor Indicates the input from the wheel Forward direction is defined as Vehicle VMG m/s *init value:0
7 sensor values speed sensors positive sensor
value
4 VSS2- 〇 Vehicle Yaw rate sensor value Indicates the input from the yaw rate Counterclockwise direction is defined Vehicle VMG rad/s *init value:0
8 sensor sensor as positive sensor
value
5 〇 〇 〇 Vehicle Longitudinal G sensor Indicates the longitudinal G sensor Vehicle VMG - 0: Initializing
sensor reliability information status required for coordinating the sensor 2: Normal
value entire ADAS system 4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*init value:0

6 〇 Vehicle Lateral G sensor reliability Indicates the lateral G sensor status Vehicle VMG - 0: Initializing
sensor information required for coordinating the entire sensor 2: Normal
value ADAS system 4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*init value:0

7 〇 〇 〇 Vehicle Wheel speed sensor Indicates the wheel speed sensor Vehicle VMG - 0: Initializing
sensor reliability information status required for coordinating the sensor 2: Normal
value entire ADAS system 4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*init value:0

8 〇 Vehicle Yaw rate sensor reliability Indicates the yaw rate sensor status Vehicle VMG - 0: Initializing
sensor information required for coordinating the entire sensor 2: Normal
value ADAS system 4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*init value:0

Figure 6.4: STR2, VSS1

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Output Output
No Set ACC AEB LKA Type Data name Explanation Supplementary information Unit Range of expressions
source dest.
VMC2 (1)
1 〇 VMG limit Realizable longitudinal Indicates the upper limit for the Defined as a value that can be VMG AMG m/s^2 *init value:0
acceleration upper limit longitudinal acceleration that can be realized within ** msec ACC
realized as motion control

2 〇 VMG limit Realizable longitudinal Indicates the lower limit for the Defined as a value that can be VMG AMG m/s^2 *init value:0
acceleration lower limit longitudinal acceleration that can be realized within ** msec ACC
realized as motion control

3 〇 〇 PT status PT system reliability Indicates the PT internal status VMG AMG - 0: Initializing
information required for coordinating the entire ACC 1: Calibrating
ADAS system AEB 2: Normal
3: Under protection control
4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*Handled as a set with the
state transition diagram

4 〇 〇 〇 PT status Operation status of Indicates whether or not the driving VMG AMG - 0: Stopped
driving force stabilization force stabilization process is ACC 1: Operating
process operating AEB

5 〇 PT status Accelerator pedal Indicates whether or not the VMG AMG -

ON/OFF information accelerator pedal is depressed ACC

6 〇 PT status Arbitiration result of Indicates the arbitration result for the VMG AMG - 0: Driver request selected
driving torque/force PT internal driver request and VMG ACC 1: VMG request selected
request request AEB *init value:0

7 〇 PT status Actual shift range Indicates the current shift range VMG AMG - 0: P
information calculated by the PT ACC 1: R
2: N
3: D
4-7: Spare

8 〇 〇 BRK status BRK system reliability Indicates the BRK system internal VMG AMG - 0: Initializing
information status required for coordinating the ACC 1: Calibrating
entire ADAS system AEB 2: Normal
3: Under protection control
4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*Handled as a set with the
state transition diagram

9 〇 〇 〇 BRK status Operation status of Indicates whether or not the braking VMG AMG - 0: Stopped
braking force stabilization force stabilization process is ACC 1: Operating
process operating AEB

10 〇 BRK status Brake pedal ON/OFF Indicates whether or not the brake VMG AMG - 0: Brake pedal released
information pedal is depressed ACC (driver braking not
requested)
1: Brake pedal depressed
(driver braking requested)

11 〇 〇 BRK status Arbitration result of Indicates the arbitration result for the VMG AMG - 0: Driver request selected
braking torque BRK internal driver request and VMG ACC 1: VMG request selected
request AEB

12 〇 BRK status Driver request braking Indicates the acceleration requested Indicates a negative value during VMG AMG m/s^2
acceleration by the driver's braking operation deceleration AEB

13 〇 〇 STR status STR system reliability Indicates the STR internal status VMG AMG - 0: Initializing
information required for coordinating the entire LKA 1: Calibrating
ADAS system AEB 2: Normal
3: Under protection control
4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*Handled as a set with the
state transition diagram
*init value:0
14 〇 〇 〇 STR status Operation status of Indicates whether or not the steering VMG AMG - 0: Stopped
steering force stabilization force stabilization process is LKA 1: Operating
process operating *init value:0
15 〇 STR status Driver's steering wheel Indicates whether or not the driver is VMG AMG - 0: Not holding steering
holding status holding the steering wheel (judgment LKA wheel
simply of whether or not a person is 1: Holding steering wheel
holding) 2: Indefinite
*init value:0
16 〇 〇 STR status Driver's steering wheel Indicates the strength of the torque Counterclockwise direction is defined VMG AMG Nm *init value:0
operation torque when the driver operates the steering as positive LKA
wheel AEB

17 〇 〇 STR status Steering wheel angle Indicates the angle of the steering Counterclockwise direction is defined VMG AMG rad *init value:0
wheel as positive LKA
AEB

Figure 6.5: VSS2(1)

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Output Output
No Set ACC AEB LKA Type Data name Explanation Supplementary information Unit Range of expressions
source dest.
VMC2 (2)
18 VMC2- 〇 〇 〇 Vehicle Estimated longitudinal Indicates the estimated longitudinal Acceleration is defined as positive VMG AMG m/s^2 *init value:0
23 momentum acceleration (ground acceleration equivalent to ground
equivalent) that is calculated by VMG

19 VMC2- 〇 Vehicle Estimated lateral Indicates the estimated lateral Counterclockwise direction is defined VMG AMG m/s^2 *init value:0
24 momentum acceleration acceleration equivalent to ground as positive
that is calculated by VMG

20 VMC2- 〇 〇 〇 Vehicle Estimated vehicle body Indicates the estimated vehicle body Forward direction is defined as VMG AMG m/s *init value:0
25 momentum speed speed that is calculated by VMG positive

21 VMC2- 〇 Vehicle Estimated yaw rate Indicates the estimated yaw rate that Counterclockwise direction is defined VMG AMG rad/s *init value:0
26 momentum is calculated by VMG as positive

22 VMC2- 〇 HMI Meter display vehicle Indicates the vehicle speed displayed Forward direction is defined as VMG AMG m/s *init value:0
27 speed on the meter positive

23 〇 〇 〇 Vehicle Reliability information of Indicates the estimated longitudinal VMG AMG - 0: Initializing
momentum estimated longitudinal acceleration required for coordinating 1: Calibrating
acceleration the entire ADAS system 2: Normal
4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*init value:0
24 〇 Vehicle Reliability information of Indicates the estimated lateral VMG AMG - 0: Initializing
momentum estimated lateral acceleration required for coordinating 1: Calibrating
acceleration the entire ADAS system 2: Normal
4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*init value:0
25 〇 〇 〇 Vehicle Reliability information of Indicates the estimated vehicle VMG AMG - 0: Initializing
momentum estimated vehicle spped speed required for coordinating the 1: Calibrating
entire ADAS system 2: Normal
4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*init value:0
26 〇 Vehicle Reliability information of Indicates the estimated yaw rate VMG AMG - 0: Initializing
momentum estimated yaw rate required for coordinating the entire 1: Calibrating
ADAS system 2: Normal
4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*init value:0
27 〇 HMI Reliability information of Indicates the meter display vehicle VMG AMG - 0: Initializing
Meter display vehicle speed required for coordinating the 2: Normal
speed entire ADAS system 4: Invalid (before
confirmation)
5: Failure (confirmed)
6-F: Spare
*init value:0

28 〇 〇 BRK status Status of vehicle standstill The vehicle is on a standstill VMG AMG - 0: Inactive
condition 1: Active
2: Standstill condition
*init value:0

Figure 6.6: VSS2(2)

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