Control system

Abstract

A control system includes a sensor that acquires a value related to a vertical movement of a wheel of a vehicle, and controls a target vehicle that performs automatic driving. The control system includes one or more processors, and a storage device that stores map data in which vertical motion parameters associated with vertical motion are associated with locations on the map. And one or more processors that determine whether there is a passenger taking in the target vehicle, select a first route as a travel route of the target vehicle more preferentially than a second route in a case where there is no passenger taking in the target vehicle, the map data of the first route being less than the map data of the second route, and select the second route as a travel route of the target vehicle in a case where there is no passenger taking in the target vehicle. And acquiring a value related to the vertical motion from the sensor during the travel of the target vehicle.

Description

Technical Field

[0001] This disclosure relates to control systems. Background Technology

[0002] U.S. Patent Application Publication No. 2018 / 0154723 (US2018 / 0154723A1) discloses a road displacement map that illustrates the correspondence between road surface displacement (road surface roughness) and position. Vibration damping control is performed using this road displacement map. Specifically, the road surface displacement at a predetermined position in front of the vehicle is identified in advance from the road displacement map. The control amount of the active suspension is pre-calculated based on the pre-identified road surface displacement. Then, by controlling the active suspension at the moment when the wheel passes the predetermined position, vehicle vibration is effectively suppressed. Summary of the Invention

[0003] In preview control for reducing vibrations in a vehicle's sprung structure, mapping data can be used to control actuators that control the suspension travel of the target wheel. This mapping data maps road displacement values ​​related to road surface displacement in the vertical direction, while also relating them to position. The mapping data can be created or updated based on values ​​acquired from sensors installed in the vehicle while it is in motion.

[0004] Assume that an autonomous vehicle acquires values ​​from sensors and updates its mapping data while driving. Given multiple candidate routes, from a data collection perspective, driving on routes where mapping data has not yet been acquired is more efficient, if possible. However, on routes where mapping data is unavailable, preview control may not be executed accurately, and the passenger comfort may be compromised. Therefore, data is collected efficiently to ensure that the passenger comfort is not compromised.

[0005] This disclosure relates, in one aspect, to a control system including sensors configured to acquire values ​​related to the vertical motion of a vehicle's wheels, wherein the control system controls a target vehicle to perform autonomous driving. The control system includes one or more processors and a storage device configured to store mapping data in which vertical motion parameters related to the vertical motion are associated with positions on the mapping map. The one or more processors are configured to determine whether there are passengers in the target vehicle, and if there are no passengers in the target vehicle, to prioritize a first route as the target vehicle's travel route over a second route, wherein the mapping data for the first route is less than that for the second route, and to acquire values ​​related to the vertical motion from the sensors while the target vehicle is in motion.

[0006] Using this disclosure, when there are no passengers in the target vehicle, a route with less mapping data is prioritized over a route with more mapping data. This allows for more efficient expansion of the mapping data based on information to be acquired during the vehicle's journey. Furthermore, prioritizing routes with less mapping data when there are no passengers prevents a decline in passenger comfort and quality of travel. Attached Figure Description

[0007] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, wherein like reference numerals denote like elements, and wherein: Figure 1 This is a schematic diagram illustrating an exemplary configuration of a vehicle according to an embodiment; Figure 2 This is a conceptual diagram illustrating an exemplary configuration of the suspension according to this embodiment; Figure 3 This is a flowchart illustrating an example of the unsprung displacement calculation process according to this embodiment; Figure 4 This is a block diagram illustrating an exemplary configuration of a vehicle control system according to this embodiment; Figure 5 This is a block diagram illustrating an example of driving environment information according to this embodiment; Figure 6 This is a block diagram illustrating an exemplary configuration of a mapping management system according to this embodiment; Figure 7 This is a conceptual diagram used to describe the unsprung displacement mapping diagram according to this embodiment; Figure 8 This is a schematic diagram illustrating the flowchart of the mapping graph generation-update process according to this embodiment; Figure 9 This is a conceptual diagram used to describe a preview control using an unsprung displacement map according to this embodiment; Figure 10 This is a flowchart illustrating a preview control using a unsprung displacement map according to this embodiment; Figure 11 This is a flowchart illustrating an example of the processing flow for selecting a driving route performed by the control unit of a vehicle control system; Figure 12 This is a conceptual diagram illustrating a specific example of route selection performed by the control device of the vehicle control system according to this embodiment; and Figure 13 This is a flowchart illustrating an example of the processing flow for selecting a driving route performed by the control unit of the vehicle control system. Detailed Implementation

[0008] Embodiments of this disclosure will be described with reference to the accompanying drawings. In the drawings, the same or corresponding components are labeled with the same reference numerals, and their descriptions are simplified or omitted. 1. Suspension and vertical motion parameters

[0009] Figure 1 This is a schematic diagram illustrating an exemplary configuration of vehicle 1 (target vehicle) according to this embodiment. Vehicle 1 is an autonomous vehicle capable of performing autonomous driving. Vehicle 1 includes wheels 2 and suspensions 3. Wheels 2 include a left front wheel 2FL, a right front wheel 2FR, a left rear wheel 2RL, and a right rear wheel 2RR. Suspension 3FL, 3FR, 3RL, and 3RR are respectively configured for the left front wheel 2FL, the right front wheel 2FR, the left rear wheel 2RL, and the right rear wheel 2RR. In the following description, unless a special distinction is required, each wheel will be referred to as wheel 2, and each suspension will be referred to as suspension 3.

[0010] Figure 2 This is a conceptual diagram illustrating an exemplary configuration of suspension 3. Suspension 3 is configured to couple the unsprung structure 4 and the sprung structure 5 of vehicle 1. The unsprung structure 4 includes a wheel 2. Suspension 3 includes a spring 3S, a damper (shock absorber) 3D, and an actuator 3A. The spring 3S, damper 3D, and actuator 3A are arranged in parallel between the unsprung structure 4 and the sprung structure 5. The spring constant of spring 3S is K. The damping coefficient of damper 3D is C. The damping force of damper 3D can be variable. Actuator 3A applies a vertical control force Fc between the unsprung structure 4 and the sprung structure 5.

[0011] Terminology will be defined as follows: "Road Displacement Zr" is the vertical displacement of the road surface RS. "Unsprung Displacement Zu" is the vertical displacement of unsprung structure 4. "Sprung Displacement Zs" is the vertical displacement of suprung structure 5. "Unsprung Velocity Zu′" is the vertical velocity of unsprung structure 4. "Sprung Velocity Zs′" is the vertical velocity of suprung structure 5. "Unsprung Acceleration Zu″" is the vertical acceleration of unsprung structure 4. "Sprung Acceleration Zs″" is the vertical acceleration of suprung structure 5. The signs of the parameters are positive in the upward direction and negative in the downward direction.

[0012] Wheel 2 moves on the road surface RS. In the following description, the parameters related to the vertical motion of wheel 2 are referred to as "vertical motion parameters". Examples of vertical motion parameters include the road surface displacement Zr, unsprung displacement Zu, unsprung velocity Zu′, unsprung acceleration Zu″, sprung displacement Zs, sprung velocity Zs′, and sprung acceleration Zs″ mentioned above. It can be said that the vertical motion parameters are "road surface displacement related parameters" that are related to the road surface displacement Zr.

[0013] As an example, the following description will discuss the case where the vertical motion parameter is the unsprung displacement Zu. In general terms, "unsprung displacement" will be replaced with "vertical motion parameter" in the following description.

[0014] Figure 3 This is a flowchart illustrating an example of unsprung displacement calculation.

[0015] In step S11, the spring acceleration Zs″ is detected by the spring acceleration sensor 22 installed on the spring structure 5. In step S12, the spring acceleration Zs″ is integrated twice to calculate the spring displacement Zs.

[0016] In step S13, the stroke ST (=Zs-Zu) is obtained as the relative displacement between the sprung structure 5 and the unsprung structure 4. For example, the stroke ST is detected by a stroke sensor mounted on the suspension 3. As another example, the stroke ST can be estimated by an observer configured based on a single-wheel two-degree-of-freedom model based on the sprung acceleration Zs″.

[0017] In step S14, filtering is performed on the time-series data of the sprung displacement Zs to suppress the effects of sensor drift, etc. Similarly, in step S15, filtering is performed on the time-series data of the stroke ST. For example, the filter is a bandpass filter that allows signal components in a specific frequency band to pass through. The specific frequency band can be set to include the sprung resonant frequency of vehicle 1. For example, the specific frequency band is 0.3Hz to 10Hz.

[0018] In step S16, the difference between the sprung displacement Zs and the stroke ST is calculated as the unsprung displacement Zu.

[0019] Instead of steps S14 and S15, filtering can also be performed on the time series data of the unsprung displacement Zu calculated in step S16.

[0020] Alternatively, as another example, the unsprung acceleration Zu″ can be detected by an unsprung acceleration sensor, and the unsprung displacement Zu can be calculated based on the unsprung acceleration Zu″. 2 Vehicle Control System 2.1 Exemplary Configuration

[0021] Figure 4This is a block diagram illustrating an exemplary configuration of a vehicle control system 10 according to this embodiment. The vehicle control system 10 is mounted in a vehicle 1 and controls the vehicle 1. The control of the vehicle 1 performed by the vehicle control system 10 includes autonomous driving control of the vehicle 1. The vehicle control system 10 includes a vehicle status sensor 20, an identification sensor 30, a position sensor 40, a communication device 50, a driving device 60, an HMI 64, and a control device 70.

[0022] Vehicle status sensor 20 detects the status of vehicle 1. Vehicle status sensor 20 includes a vehicle speed sensor (wheel speed sensor) 21 for detecting the vehicle speed V of vehicle 1, and a sprung acceleration sensor 22 for detecting sprung acceleration Zs″. Vehicle status sensor 20 may include a travel sensor 23 for detecting travel ST. Vehicle status sensor 20 may include an unsprung acceleration sensor. Additionally, vehicle status sensor 20 includes a lateral acceleration sensor, a yaw rate sensor, and a rudder angle sensor.

[0023] The identification sensor 30 identifies (detects) the conditions around the vehicle 1. Examples of identification sensors 30 include cameras, laser imaging detection and ranging (LIDAR), and radar.

[0024] Position sensor 40 detects the position and orientation of vehicle 1. For example, position sensor 40 includes a Global Navigation Satellite System (GNSS).

[0025] The communication device 50 communicates with the outside of the vehicle 1.

[0026] The driving device 60 includes a steering device 61, a drive device 62, a braking device 63, and a suspension 3 (see...). Figure 2 Steering device 61 steers wheels 2. For example, steering device 61 includes power steering (EPS: Electric Power Steering). Drive unit 62 is the power source that generates driving force. Examples of drive unit 62 include engines, electric motors, and in-wheel electric motors. Braking device 63 generates braking force.

[0027] The HMI 64 presents various information to the user through display or sound and accepts various inputs from the user. Typically, the user of vehicle 1 is the occupant or driver of vehicle 1. The HMI 64 consists of displays (e.g., multi-information displays, instrument displays, head-up displays), switches (e.g., turn signals, door switches), touchpads, speakers, touchscreens, and microphones.

[0028] The control unit 70 is a computer that controls the vehicle 1. The control unit 70 includes one or more processors 71 (hereinafter referred to as "processor 71") and one or more storage devices 72 (hereinafter referred to as "storage device 72"). The control unit 70 may include one or more electronic control units (ECUs).

[0029] Processor 71 performs various processes. For example, processor 71 may consist of a general-purpose processor, a special-purpose processor, a central processing unit (CPU), a graphics processing unit (GPU), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), an integrated circuit, a conventional circuit, or one or more combinations thereof. Processor 71 may be referred to as a circuit or processing circuit. A circuit is hardware that includes a program for implementing the functions of control device 70, or hardware that performs the functions of control device 70.

[0030] Storage device 72 stores various information required for processing by processor 71. For example, storage device 72 is composed of recording media such as random-access memory (RAM), read-only memory (ROM), solid-state drive (SSD), hard disk drive (HDD).

[0031] Storage device 72 stores vehicle control program 80. Vehicle control program 80 is a computer program for controlling vehicle 1 and is executed by processor 71. Vehicle control program 80 consists of a set of instructions written to be executed by processor 71. Vehicle control program 80 is recorded in a computer-readable recording medium. Processor 71 executes vehicle control program 80 to enable the function of control device 70. 2.2 Driving Environment Information

[0032] Figure 5 This is a block diagram illustrating an example of driving environment information 90 indicating the driving environment of vehicle 1. The driving environment information 90 is stored in storage device 72. The driving environment information 90 includes map information 91, vehicle status information 92, surrounding conditions information 93, and location information 94.

[0033] Map information 91 includes a general navigation map. Map information 91 may also indicate lane configurations and road conditions. Map information 91 may include location information about white lines, traffic lights, signs, landmarks, etc. Map information 91 is obtained from a map database. The map database may be installed in vehicle 1 or stored in an external management server. In the latter case, control device 70 communicates with the management server and obtains the required map information 91.

[0034] Map information 91 also includes "Unsprung Displacement Map 200". Details of the unsprung displacement map 200 will be described in detail later.

[0035] Vehicle status information 92 indicates the status of vehicle 1. Control device 70 acquires vehicle status information 92 from vehicle status sensor 20. For example, vehicle status information 92 includes vehicle speed V, sprung acceleration Zs″, travel ST, lateral acceleration, yaw rate, and rudder angle. Vehicle speed V can be calculated based on the vehicle position detected by position sensor 40. Control device 70 can also... Figure 3 The technique shown is used to calculate the unsprung displacement Zu. In this case, the vehicle status information 92 also includes the unsprung displacement Zu calculated by the control device 70.

[0036] The surrounding conditions information 93 is information indicating the conditions surrounding vehicle 1. Control device 70 uses recognition sensor 30 to recognize the conditions surrounding vehicle 1 and acquires the surrounding conditions information 93. For example, the surrounding conditions information 93 includes image information captured by a camera. As another example, the surrounding conditions information 93 includes point cloud information obtained by LIDAR.

[0037] The surrounding environment information 93 also includes "physical body information" about physical objects surrounding vehicle 1. Examples of physical bodies include pedestrians, bicycles, other vehicles (moving vehicles, parked vehicles, etc.), road structures (white lines, curbs, guardrails, walls, median strips, or roadside structures, etc.), signs, poles, and obstacles. The physical body information indicates the position and velocity of physical bodies relative to vehicle 1. For example, image information obtained by a camera can be analyzed. Thus, physical bodies can be specified, and their relative positions can be calculated. Furthermore, based on point cloud information obtained via LIDAR, physical bodies can be specified, and their relative positions and relative velocities can be obtained.

[0038] Position information 94 indicates the position and orientation (direction of vehicle movement) of vehicle 1. Control device 70 acquires position information 94 from measurements taken by position sensor 40, such as GNSS. As another example, control device 70 can acquire position information 94 through dead reckoning. Furthermore, as yet another example, control device 70 can acquire position information 94 with high precision using physical object information and map information 91 through known self-position estimation processing (localization). 2.3 Vehicle Driving Control

[0039] Control unit 70 performs vehicle driving control to control the movement of vehicle 1. Vehicle driving control includes steering control, drive control, and braking control. Control unit 70 performs vehicle driving control by controlling driving devices 60 (steering device 61, drive device 62, and braking device 63). Control unit 70 can perform automatic driving control of vehicle 1 based on driving environment information 90. Furthermore, control unit 70 can perform driver assistance control to assist the driving of vehicle 1 based on driving environment information 90. Examples of driver assistance control include lane keeping control and collision avoidance.

[0040] Furthermore, the control device 70 controls the suspension 3. Typically, the control device 70 performs damping control to suppress vibrations in the vehicle 1 by controlling the suspension 3. For example, the control device 70 controls the actuator 3A, thereby generating a vertical control force Fc between the unsprung structure 4 and the sprung structure 5 (see reference). Figure 2 As another example, control device 70 can perform variable control of the damping force of damper 3D. Vibration reduction control includes the "preview control" described later. 3 Mapping Graph Management System 3.1 Exemplary Configuration

[0041] Figure 6 This is a block diagram illustrating an exemplary configuration of a map management system 100 according to this embodiment. The map management system 100 is a computer that manages various types of map information. The management of map information includes the generation, updating, provision, and delivery of map information. Typically, the map management system 100 is a management server in the cloud. The map management system 100 can be a distributed system in which multiple servers perform distributed processing.

[0042] The mapping management system 100 includes a communication device 110. The communication device 110 is connected to a communication network NET. For example, the communication device 110 communicates with multiple vehicles 1 through the communication network NET.

[0043] The mapping management system 100 also includes one or more processors 120 (hereinafter referred to as "processor 120") and one or more storage devices 130 (hereinafter referred to as "storage device 130").

[0044] Processor 120 performs various processes. For example, processor 120 may be composed of a general-purpose processor, a special-purpose processor, a CPU, a GPU, an ASIC, an FPGA, an integrated circuit, a conventional circuit, or one or more combinations thereof. Storage device 130 stores various map information. Furthermore, storage device 130 stores various information required by processor 120 to perform processes. For example, storage device 130 may be composed of recording media such as RAM, ROM, SSD, HDD, etc.

[0045] Storage device 130 stores a mapping management program 140. The mapping management program 140 is a computer program for mapping management and is executed by processor 120. The mapping management program 140 consists of a set of instructions written to be executed by processor 120. The mapping management program 140 is recorded in a computer-readable recording medium. Processor 120 executes the mapping management program 140, thereby implementing the functions of the mapping management system 100.

[0046] The processor 120 communicates with the vehicle control system 10 of the vehicle 1 via the communication device 110. The processor 120 collects various information from the vehicle control system 10 and generates and updates map information based on the collected information. Furthermore, the processor 120 transmits the map information to the vehicle control system 10. Furthermore, the processor 120 provides map information in response to requests from the vehicle control system 10. 3.2 Unsprung Displacement Mapping Diagram

[0047] The map information managed by the mapping management system 100 includes "Unsprung Displacement Map (Vertical Motion Parameter Map) 200". The Unsprung Displacement Map 200 is a map of the unsprung displacement Zu (vertical motion parameter). The Unsprung Displacement Map 200 is stored in the storage device 130.

[0048] Figure 7This is a conceptual diagram used to describe the unsprung displacement mapping diagram 200. For example, the absolute coordinate system on the horizontal plane is defined by the latitude and longitude directions, while the position is defined by the latitude (LAT) and longitude (LON). In the unsprung displacement mapping diagram 200, at least the unsprung displacement Zu is associated with the position (LAT, LON) on the mapping diagram. In other words, the unsprung displacement mapping diagram 200 at least represents the unsprung displacement Zu as a function of the position (LAT, LON). Furthermore, in the unsprung displacement mapping diagram 200, the "number of trips N" can be associated with the position (LAT, LON) on the mapping diagram. As described later, the unsprung displacement Zu at a certain position is evaluated based on information obtained from vehicle 1 actually traveling at that position (LAT, LON). The number of trips N at a certain position (LAT, LON) indicates the number of times vehicle 1 involved in the evaluation of the unsprung displacement Zu travels at that position. Generally, the unsprung displacement Zu at a certain position (LAT, LON) has higher accuracy as the number of trips N at that position increases. This is because the larger the number of mileages N, the larger the amount of data used to evaluate the unsprung displacement Zu. The number of mileages N can be replaced with "evaluation number N" or "update number N".

[0049] The road area can be divided into a grid pattern on a horizontal plane. That is, the road area can be divided into multiple unit areas M on a horizontal plane. For example, the unit area M has a rectangular shape. For example, the unit area M is a square with one side length of 10cm. The unsprung displacement mapping diagram 200 shows the correspondence between the position of the unit area M and the unsprung displacement Zu. The position of the unit area M can be defined by a representative position in the unit area M (e.g., the center position), or it can be defined by the range of the unit area M (latitude range and longitude range). For example, the unsprung displacement Zu of the unit area M is the average value of the unsprung displacement Zu obtained in the unit area M. The smaller the unit area M, the higher the resolution of the unsprung displacement mapping diagram 200.

[0050] The unsprung displacement mapping map 200 can be composed of multiple layers, each layered according to the number of trips N. For example, the unsprung displacement mapping map 200 can be composed of layers showing mapping data where the number of trips N is 0 or more but less than 10, layers showing mapping data where the number of trips N is 10 or more but less than 30, and layers showing mapping data where the number of trips N is 30 or more. By composing the unsprung displacement mapping map 200 into multiple layers in this way, mapping data with different accuracies of unsprung displacement Zu can be distinguished.

[0051] Furthermore, it is known that the unsprung displacement Zu varies depending on the speed of vehicle 1. Therefore, the unsprung displacement mapping map 200 can be composed of multiple layers layered according to the speed range of vehicle 1. For example, the unsprung displacement mapping map 200 can be composed of layers showing mapping data for the low-speed range of 0 km / h and below 30 km / h, layers showing mapping data for the medium-speed range of 30 km / h and below 60 km / h, and layers showing mapping data for the high-speed range of 60 km / h and above. By making the unsprung displacement mapping map 200 composed of multiple layers in this way, the unsprung displacement Zu can be managed with higher precision according to the speed of vehicle 1 for each layer. 3.3 Mapping Graph Generation and Update Processing

[0052] Processor 120 collects information from a plurality of vehicles 1 via communication device 110. Then, processor 120 generates and updates unsprung displacement mapping 200 based on the information collected from the plurality of vehicles 1. An example of the mapping generation-update process will be described in more detail below.

[0053] The positions on the unsprung displacement mapping diagram 200 represent the positions that wheel 2 has already passed. The position of each wheel 2 is calculated based on position information 94. Specifically, the relative positional relationship between the reference point of the vehicle position in vehicle 1 and each wheel 2 is known information. The position of each wheel 2 can be calculated based on the relative positional relationship and the vehicle position shown in position information 94.

[0054] Unsprung displacement Zu passes Figure 3 The technique shown is used for calculation. That is, the sprung displacement Zs and stroke ST are obtained using the vehicle state sensor 20 mounted in vehicle 1. For convenience, the sprung displacement Zs and stroke ST are referred to as "sensor-based information". The unsprung displacement Zu is calculated based on the sensor-based information.

[0055] For example, during the operation of vehicle 1, the control unit 70 of vehicle control system 10 calculates the unsprung displacement Zu in real time based on sensor-based information. Further, the control unit 70 correlates the wheel positions and unsprung displacement Zu at the same time. Then, the control unit 70 sends the set of time-series data of wheel positions and unsprung displacement Zu to mapping management system 100. The processor 120 of mapping management system 100 generates and updates the unsprung displacement mapping map 200 based on the time-series data of wheel positions and unsprung displacement Zu.

[0056] As another example, the control unit 70 of the vehicle control system 10 correlates wheel positions and sensor-based information at the same time. The control unit 70 then sends a set of time-series data of the wheel positions and the sensor-based information to a mapping management system 100. The processor 120 of the mapping management system 100 calculates the unsprung displacement Zu based on the received sensor-based information. Furthermore, the processor 120 generates and updates the unsprung displacement mapping 200 based on the time-series data of the wheel positions and the unsprung displacement Zu.

[0057] When the unsprung displacement Zu is calculated in the mapping management system 100, there is no limitation on processing time, so a zero-phase filter can be used to perform filtering. Phase shift can be prevented by using a zero-phase filter.

[0058] Figure 8 This is a schematic diagram illustrating the flowchart of the mapping graph generation-update process according to this embodiment.

[0059] In step S100, the processor 120 of the mapping management system 100 obtains "mapping update information" from the vehicle 1 (vehicle control system 10) via the communication device 110. The mapping update information includes time-series data of the vehicle 1's position (wheel position). Furthermore, the mapping update information includes time-series data of sensor-based information (e.g., sprung displacement Zs and travel ST) required to calculate the unsprung displacement Zu. Alternatively, the mapping update information may also include time-series data of the unsprung displacement Zu calculated by the control device 70 of the vehicle control system 10.

[0060] In step S200, the processor 120 of the mapping management system 100 generates and updates the unsprung displacement mapping map 200 based on the mapping map update information. 3.4 Variations

[0061] The vehicle control system 10 of vehicle 1 can maintain a database for the unsprung displacement mapping map 200, and can generate and update the unsprung displacement mapping map 200 in the vehicle control system 10. That is, the mapping management system 100 can also be included in the vehicle control system 10. 4. Preview control using the unsprung displacement map

[0062] The control unit 70 of the vehicle control system 10 communicates with the mapping management system 100 via the communication device 50. The control unit 70 obtains an unsprung displacement mapping 200 from the mapping management system 100 for a region including the current position of the vehicle 1. The unsprung displacement mapping 200 is stored in the storage device 72. Furthermore, the control unit 70 performs a "preview control" as a form of vibration damping control based on the unsprung displacement mapping 200.

[0063] Figure 9 This is a concept diagram used to describe the preview controls. Figure 10 This is a flowchart illustrating the preview controls. (Refer to...) Figure 9 and Figure 10 To describe the preview controls.

[0064] In step S31, the control device 70 acquires the current position P0 of each wheel 2. The relative positional relationship between the reference point of the vehicle position in vehicle 1 and each wheel 2 is known information. The position of each wheel 2 can be calculated based on the relative positional relationship and the vehicle position shown in the position information 94.

[0065] In step S32, the control device 70 calculates the predicted passing position Pf of wheel 2 after the preview time tp. For example, the preview time tp is set to be greater than or equal to the time required for calculation and communication processing before the actuator 3A of suspension 3 is activated. The preview time tp can be fixed or can vary depending on the situation. The preview distance Lp is given by the product of the preview time tp and the vehicle speed V. The predicted passing position Pf is the position previewed forward by a distance Lp from the current position P0. As a variation, the control device 70 can calculate the expected driving route based on the vehicle speed V and the steering angle of wheel 2, and can calculate the predicted passing position Pf based on the expected driving route.

[0066] In step S33, the control device 70 reads the predicted unsprung displacement Zu at position Pf from the unsprung displacement map 200.

[0067] In step S34, the control device 70 calculates the target control force Fc_t of the actuator 3A of the suspension 3 based on the predicted unsprung displacement Zu at position Pf. For example, the target control force Fc_t is calculated as follows.

[0068] Regarding the spring-loaded structure 5 (see...) Figure 2 The equation of motion of ) is represented by the following expression (1). Expression 1 m·Zs"=C(Zu'-Zs')+K(Zu-Zs)-Fc......(1)

[0069] In expression (1), m is the mass of the spring structure 5, C is the damping coefficient of the damper 3D, K is the spring constant of the spring 3S, and Fc is the vertical control force Fc generated by the actuator 3A. When the vibration of the spring structure 5 is completely canceled by the control force Fc (Zs″=0, Zs′=0, Zs=0), the control force Fc is represented by the following expression (2). Expression 2 Fc=C·Zu'+K·Zu……(2)

[0070] The control force Fc that causes the vibration reduction effect is represented by the following expression (3). Expression 3 Fc=α·C·Zu'+β·K·Zu......(3)

[0071] In expression (3), the gain α is greater than 0 and less than or equal to 1, and the gain β is greater than 0 and less than or equal to 1. When the derivative term in expression (3) is omitted, the control force Fc that causes the vibration reduction effect is represented by the following expression (4). Expression 4 Fc=β·K·Zu……(4)

[0072] The control device 70 calculates the target control force Fc_t according to expression (3) or expression (4). That is, the control device 70 calculates the target control force Fc_t by substituting the predicted unsprung displacement Zu at the passing position Pf into expression (3) or expression (4).

[0073] In step S35, the control device 70 controls the actuator 3A to generate a target control force Fc_t at the moment when wheel 2 passes the predicted passing position Pf. The moment when wheel 2 passes the predicted passing position Pf is obtained from the preview time tp.

[0074] By using the preview control described above using the unsprung displacement mapping diagram 200, the vibration of vehicle 1 (sprung structure 5) can be effectively suppressed. 5. Route Selection 5.1 First Embodiment

[0075] The control unit 70 of the vehicle control system 10 performs automatic driving control to control the automatic driving of the vehicle 1. In automatic driving control, the control unit 70 selects a driving route for the vehicle 1 and controls the vehicle 1 to drive along the selected driving route. The driving route is determined based on the vehicle 1's current location, destination, and map information 91. The vehicle 1's current location is obtained from the position sensor 40. For example, the destination is obtained by accepting the destination input by the user via the HMI 64. Alternatively, the destination can be set as a waiting location of the vehicle 1 pre-stored in the storage device 72, or it can be obtained from the management server managing the vehicle 1 via a wireless network. When the destination is obtained, the control unit 70 selects a driving route from the vehicle 1's current location to the destination. Then, the control unit 70 begins automatic driving of the vehicle 1 along the selected driving route.

[0076] The preview control of vehicle 1 while it is traveling on a driving route will be discussed. In the preview control, vehicle 1 is controlled based on the unsprung displacement Zu obtained from the mapping data of the unsprung displacement mapping map 200. Accordingly, in order to perform preview control, it is necessary to be able to obtain the unsprung displacement Zu from the mapping data of the unsprung displacement mapping map 200. However, it is difficult to create mapping data for all positions on the mapping map. Accordingly, in practice, it is possible for positions where each position has mapping data and preview control can be performed, and positions where each position does not have mapping data and preview control cannot be performed, to exist in a mixed manner. When the driving route of vehicle 1 includes many positions where each position does not have mapping data, preview control cannot be performed during the process of vehicle 1 traveling on the driving route in many cases. As a result, there are concerns that preview control may not adequately improve the comfort of vehicle 1.

[0077] However, preview control is not always necessary while vehicle 1 is in motion. Specifically, vehicle 1 sometimes performs autonomous driving without passengers. In such cases, there is a high probability that vehicle 1's comfort is not required. As examples of situations without passengers, there might be instances where vehicle 1 is traveling towards a user's meeting point, or where it is traveling without service after dropping the user off at their desired destination. In these cases, the likelihood of needing vehicle 1's comfort is low; instead, it is efficient to acquire map update information during travel to obtain a larger amount of map update information for expanding the unsprung displacement map 200.

[0078] Therefore, in the vehicle control system 10 of the first embodiment, when the vehicle 1 is traveling without passengers, among the various routes from the current location of the vehicle 1 to the destination, the route with a smaller mapping data volume is preferentially selected as the driving route of the vehicle 1 compared to the route with a larger mapping data volume of the unsprung displacement mapping map 200. That is, the route with a smaller mapping data volume is selected as the driving route of the vehicle 1. Whether the mapping data volume of one route is less than the mapping data volume of another route can be evaluated from some viewpoints described below. 5.2 Perspectives for evaluating whether the amount of mapping data for one route is less than the amount of mapping data for another route.

[0079] In a first perspective for evaluating whether the amount of mapping data for one route is less than that for another route, the ratio of intervals with mapping data within the route is used. An interval with mapping data can be defined as the interval from which the unsprung displacement Zu (vertical motion parameter) can be obtained. In this first perspective, the ratio of intervals with mapping data (hereinafter referred to as the "mapping presence ratio") is calculated for each route. Then, the amount of mapping data for one route can be evaluated by comparing the mapping presence ratios. That is, a route with a smaller amount of mapping data has a lower mapping presence ratio. The presence of mapping data for a given point on the route can be determined based on whether the unsprung displacement Zu is associated with the position of at least one unit region M within that point.

[0080] In the first viewpoint, when the unsprung displacement mapping map 200 consists of multiple layers, the mapping map presence ratio can be calculated for each layer. Then, the amount of mapping map data for one route can be evaluated by comparing the sum of the mapping map presence ratios for each layer to determine if the amount of mapping map data for another route is less. In this case, the sum of the mapping map presence ratios for each layer can be a weighted sum including the weights corresponding to those layers. For example, the case where the unsprung displacement mapping map 200 consists of multiple layers based on the number of trips N will be discussed. In this case, the sum of the mapping map presence ratios can be calculated by assigning a larger weight to the layer with the larger number of trips N. Therefore, the number of trips N can also be considered when comparing mapping map presence ratios. That is, a route with a larger amount of mapping map data is a route with a larger number of trips N and a higher mapping map presence ratio for the mapping map data. Conversely, a route with a smaller amount of mapping map data is a route with a lower mapping map presence ratio and a smaller number of trips N for the points with mapping maps.

[0081] In the second perspective, used to evaluate whether the amount of mapping data for one route is less than that for another route, the length of the interval containing mapping data within the route is used. In this second perspective, the length of the interval containing mapping data (hereinafter referred to as the "mapping existence distance") is calculated for each route. The amount of mapping data for one route can be evaluated by comparing these mapping existence distances. That is, a route with a smaller amount of mapping data has a shorter mapping existence distance.

[0082] In the second viewpoint, further, when the unsprung displacement mapping map 200 consists of multiple layers, the mapping map existence distance can also be calculated for each layer. Then, the amount of mapping map data for one route can be evaluated as less than the amount of mapping map data for another route by comparing the sum of the mapping map existence distances for each layer. In this case, the sum of the mapping map existence distances for each layer can be a weighted sum including the weights corresponding to these layers.

[0083] In a third perspective for evaluating whether the map data volume of one route is less than that of another route, the number of trips per unit distance N in the route is used. The larger the number of trips N for a given point, the larger the map data volume constituting that point. Accordingly, it is assumed that the larger the number of trips N per unit distance in a route, the larger the map data volume of that route. In this third perspective, the number of trips N per unit distance is calculated for each route. Then, the map data volume of one route can be evaluated by comparing the number of trips N per unit distance. That is, a route with a larger map data volume is a route with a larger number of trips N per unit distance, and a route with a smaller map data volume is a route with a smaller number of trips N per unit distance. In the calculation of the number of trips N per unit distance, the number of trips N for a given point on the route can be the average or sum of the number of trips N for each unit region M contained within that point. Alternatively, the maximum value of the number of trips N for each unit region M contained within that point can be used.

[0084] The above viewpoints can be combined. For example, the case of combining the first and third viewpoints will be discussed. In this case, the map presence ratio and the number of trips per unit distance N are calculated for each route. Then, the map data volume of one route is evaluated by comparing the map presence ratio and the number of trips per unit distance N. This comparison can be performed by calculating an evaluation value using the map presence ratio and the number of trips per unit distance N as independent variables. That is, the route with smaller map data is the route with a lower calculated evaluation value. The configuration of the evaluation value can be appropriately determined according to the environment in which this embodiment is applied. For example, the evaluation value is a linear sum of the results of multiplying the map presence ratio and the number of trips per unit distance N by coefficients, respectively. Alternatively, as a comparison of the map presence ratio and the number of trips per unit distance N, the comparison of the map presence ratio and the comparison of the number of trips per unit distance N can be performed in stages. For example, firstly, by comparing the map presence ratios, it is determined whether there is a gap greater than a predetermined value between one map presence ratio and another map presence ratio. If a gap exceeding a predetermined value exists, the route with the lower ratio in the mapping map is selected as the route with less mapping map data. Conversely, if no gap exceeding the predetermined value exists, the next step is to compare the number of trips N per unit distance. Then, the route with the smaller number of trips N per unit distance is selected as the route with less mapping map data.

[0085] Based on one of the above viewpoints, the control device 70 of the vehicle control system 10, which is an autonomous driving system, evaluates whether the amount of mapping data for a certain route is less than the amount of mapping data for another route. Then, when there are no passengers in the vehicle 1, the control device 70 prioritizes the route with less mapping data as the driving route for the vehicle 1, compared to the route with more mapping data. 5.3 Processing Flow

[0086] Figure 11 This is a flowchart illustrating an example of a processing flow for route selection executed by control unit 70 (more specifically, processor 71). The process begins when control unit 70 acquires the destination and initiates autonomous driving. Figure 11 The processing flow is shown below.

[0087] First, in step S41, the control device 70 determines whether there are passengers in vehicle 1. For example, this can be determined by analyzing images captured by an onboard camera inside vehicle 1. Alternatively, it can be determined based on information from load sensors installed at the seats in vehicle 1. Alternatively, the control device 70 can also determine that there are passengers in vehicle 1 if some action performed by a passenger is input to HMI 64, and can determine that there are no passengers in vehicle 1 if an instruction for no-service operation is received from the management server.

[0088] If there are no passengers in vehicle 1, the process proceeds to step S42. On the other hand, if there are passengers in vehicle 1, the process sequence ends. Even when there are passengers in vehicle 1, a driving route is set based on the current location and destination, and automatic driving of vehicle 1 along the driving route is performed. However, a description is omitted here.

[0089] In step S42, the control device 70 calculates multiple route candidates from the current location of vehicle 1 to the destination. In this embodiment, there are no particular limitations on the technique used to calculate the route candidates. For example, all route candidates that allow reaching the destination without turning back are calculated.

[0090] Next, in step S43, the control device 70 evaluates the mapping data for each of the calculated route candidates. The evaluation of the mapping data for each route candidate is determined based on the perspective adopted from the above-described viewpoint. For example, when adopting a first viewpoint, the mapping presence ratio of each route candidate is calculated by evaluating the mapping data. Further, for example, when adopting a second viewpoint, the mapping presence distance of each route candidate is calculated by evaluating the mapping data. Further, for example, when adopting a third viewpoint, the number of trips N per unit distance for each route candidate is calculated by evaluating the mapping data. Further, for example, when adopting a combination of the first and third viewpoints, the mapping presence ratio and the number of trips N per unit distance are calculated for each route candidate by evaluating the mapping data.

[0091] Next, in step S44, the control device 70 prioritizes routes with smaller mapping map data from among the route candidates, selecting routes with larger mapping map data as the driving route for vehicle 1. In step S43, based on the evaluation results of the mapping map data, it assesses whether the mapping map data volume of one route is less than that of another route. For example, in the case of a first viewpoint, the mapping map data volume is assessed based on the mapping map presence ratio. In this case, the control device 70 prioritizes routes with a lower mapping map presence ratio from among the route candidates, selecting routes with a higher mapping map presence ratio as the driving route for vehicle 1. Further, for example, in the case of a second viewpoint, the mapping map data volume is assessed based on the mapping map presence distance. In this case, the control device 70 prioritizes routes with a shorter mapping map presence distance from among the route candidates, selecting routes with a longer mapping map presence distance as the driving route for vehicle 1. Further, for example, in the case of a third viewpoint, the mapping map data volume is assessed based on the number of trips N per unit distance. In this case, the control device 70 prioritizes the route with the smaller number of trips per unit distance (N) from the route candidates, rather than the route with the larger number of trips per unit distance (N), as the route for vehicle 1.

[0092] Typically, the route selected in step S44 is the route candidate with the smallest map data volume among all route candidates. For example, in the case of the first viewpoint, the selected route is usually the route candidate with the lowest map presence ratio. However, it is more preferable to select a route with a smaller map data volume as the route for vehicle 1 than a route with a large map data volume, and it is not always necessary to select the route with the smallest map data volume as the route for vehicle 1. That is, the selection of the route for vehicle 1 can also be performed considering indicators different from the map data, such as the required time or the distance to the destination. For example, the control device 70 can also be configured to consider the required time and not select a route candidate with an extremely long required time as the route for vehicle 1. In this case, when the required time of the route candidate with the smallest map data volume is extremely long, the route candidate with the smallest map data volume is not selected as the route for vehicle 1. The control device 70 prioritizes the route with a smaller map data volume as the route for vehicle 1 from among the route candidates whose required time is not extremely long, compared to routes with a large map data volume.

[0093] Next, in step S45, the control device 70 begins autonomous driving of the vehicle 1 along the selected driving route. While the vehicle 1 is driving autonomously, the control device 70 acquires values ​​related to the vertical motion of the vehicle 1 from sensors equipped in the vehicle 1. For example, the control device 70 acquires sensor-based information from the vehicle state sensor 20 for calculating the unsprung displacement Zu. Alternatively, during the driving of the vehicle 1, the control device 70 can acquire values ​​related to the vertical motion of the vehicle 1 from a camera capturing images of the road surface. The acquired values ​​are sent to the mapping management system 100 as mapping update information, either sequentially or after the autonomous driving ends, and are used for the generation and updating of the unsprung displacement mapping 200.

[0094] As described above, the control device 70 according to this embodiment selects a driving route for the autonomous driving of vehicle 1. As a variation, instead of calculating route candidates, the control device 70 can pre-read the unsprung displacement map 200 and select the driving route of vehicle 1 such that vehicle 1 prioritizes passing through points with less map data compared to points with more map data. In this case, the control device 70 skips... Figure 11 The processes shown in steps S42 and S43 are executed, and the process in step S44 is performed. 5.4 Specific Examples

[0095] Figure 12 This is a conceptual diagram illustrating a specific example of route selection performed by the control unit 70 of the vehicle control system 10. Figure 12 In the example shown, control device 70 calculates four route candidates R10 (route A R10-A, route B R10-B, route C R10-C, and route D R10-D) from the current location of vehicle 1 to the destination DT. Furthermore, in Figure 12 In the example shown, the mapping ratio of route candidate R10 is calculated. Figure 12 An example is shown where the mapping map data volume of one route is less than that of another route based on the mapping map presence ratio. Accordingly, the control device 70 prioritizes routes with lower mapping map presence ratios over routes with higher mapping map presence ratios as the driving route for vehicle 1. Typically, the control device 70 selects route B R10-B, which has the lowest mapping map presence ratio, as the driving route for vehicle 1. However, the control device 70 may exclude route B R10-B from the selection pool of driving routes for vehicle 1, taking into account the required time. In this case, for example, the control device 70 selects route A R10-A as the driving route for vehicle 1. 5.5 effect

[0096] In the first embodiment, when there are no occupants in vehicle 1, a route with less mapping data is prioritized over a route with more mapping data as the driving route for vehicle 1. Furthermore, during autonomous driving of vehicle 1, values ​​related to the vertical motion of vehicle 1 are acquired from sensors in vehicle 1, and the unsprung displacement mapping map 200 is generated and updated based on the acquired values. Thus, a large number of vertical motion parameters can be acquired at points with less mapping data, thereby efficiently expanding the unsprung displacement mapping map 200. 5.6 Second Embodiment

[0097] The first embodiment has been described above. Next, the second embodiment will be described. The second embodiment relates to the selection of a travel route when there are occupants in vehicle 1. As mentioned above, when the travel route of vehicle 1 includes many locations where each location lacks mapping data, preview control cannot be performed in many cases while vehicle 1 is traveling on the travel route. As a result, there are concerns that preview control may not adequately improve the comfort of vehicle 1.

[0098] Therefore, in the second embodiment, when there are occupants in vehicle 1, the driving route of vehicle 1 with high feasibility of preview control is selected to improve the comfort of vehicle 1.

[0099] When there are occupants in vehicle 1, the control device 70 of the vehicle control system 10 according to this embodiment prioritizes routes with larger mapping data volume from the current location of vehicle 1 to the destination over routes with smaller mapping data volume of the unsprung displacement mapping map 200 as the driving route of vehicle 1. That is, the route with larger mapping data volume is selected as the driving route of vehicle 1. Whether the mapping data volume of one route is greater than that of another route can be evaluated based on the same viewpoint as in the first embodiment. 5.7 Processing Flow

[0100] Figure 13 This is a flowchart illustrating an example of a processing flow for selecting a driving route, executed by control device 70 (more specifically, processor 71). Figure 13 The process shown begins when vehicle 1 obtains its destination and starts autonomous driving.

[0101] In step S51, the control device 70 determines whether there are passengers in vehicle 1. The method for determining whether there are passengers is the same as... Figure 11The process is the same as in step S41. If there are passengers in vehicle 1, the process proceeds to step S52. If there are no passengers in vehicle 1, the process sequence ends. Although the description is omitted here, any method can be used as a method for selecting a route when there are no passengers in vehicle 1.

[0102] The processing in steps S52 and S53 Figure 11 The processing in steps S42 and S43 is the same. The control device 70 calculates multiple route candidates from the current location of vehicle 1 to the destination and evaluates the mapping data for each of the calculated route candidates.

[0103] Next, in step S54, the control device 70 prioritizes routes with larger mapping data from the route candidates over routes with smaller mapping data volume as the driving route for vehicle 1. Typically, the driving route selected in step S43 is the route candidate with the largest mapping data volume among all route candidates. For example, in the case of the first viewpoint, the selected driving route is usually the route candidate with the highest mapping data availability ratio. However, prioritizing routes with larger mapping data volume over routes with smaller mapping data volume as the driving route for vehicle 1 is not always necessary. That is, the selection of the driving route for vehicle 1 can also be performed considering indicators different from those exemplified by the mapping data, such as required time, distance to the destination, or cost. For example, the control device 70 can also be configured to consider the required time and not select a route candidate with an extremely long required time as the driving route for vehicle 1.

[0104] Next, in step S55, the control device 70 begins automatic driving of vehicle 1 along the selected driving route. At this time, the control device 70 can present the selected driving route to the user.

[0105] As described above, the control device 70 according to this embodiment performs processing regarding the selection of the driving route of vehicle 1. As a variation, instead of calculating route candidates, the control device 70 can pre-read the unsprung displacement mapping map 200 and select the driving route of vehicle 1 such that vehicle 1 prioritizes passing through points with larger mapping map data rather than points with smaller mapping map data. In this case, the control device 70 skips... Figure 13 The processes shown in steps S52 and S53 are executed, and the process in step S54 is performed. 5.8 Effect

[0106] Using the second embodiment, when there are occupants in vehicle 1, routes with larger mapping map data are prioritized over routes with smaller mapping map data as the driving route of vehicle 1. Therefore, routes with larger mapping map data and higher effectiveness of preview control can be selected as the driving route of vehicle 1. As a result, the comfort of vehicle 1 can be improved. 5.9 Other Functions

[0107] In the second embodiment, as another function of the vehicle control system 10, the user of vehicle 1 can set priorities. The control device 70 prioritizes routes with larger mapping data volumes over routes with smaller mapping data volumes as the driving route for vehicle 1. As described above, the control device 70 can consider indicators different from the mapping data when selecting the driving route for vehicle 1. For example, the control device 70 can consider the required time and exclude routes with extremely long required times from the selection pool for vehicle 1's driving routes. Thus, within the range where the required time is not extremely long, routes with larger mapping data volumes are selected as the driving route for vehicle 1.

[0108] In some cases, users prefer routes with higher comfort levels, regardless of the required travel time. Therefore, the control device 70 according to this embodiment can accept user input for setting the priority of using the mapping data when selecting a driving route. Then, the control device 70 can also select the driving route of vehicle 1 such that as the priority set by the user increases, the degree to which indicators different from the mapping data are considered decreases.

[0109] The user performs priority setting input via HMI 64. Control device 70 obtains the priorities set by the user from HMI 64. As an example of priority setting input, priorities are set in stages. For example, the user sets priorities in three stages from level 1 to level 3. In this case, it is assumed that level 1 is the default value, and the priorities increase in the order of level 2 and level 3. Figure 12 In the example shown, it is assumed that when the priority is set to level 1, the control device 70 selects route A R10-A as the driving route for vehicle 1. At this time, for example, when the user sets the priority to level 3, the control device 70 reduces the degree of consideration for the required time, etc., and selects route B R10-B as the driving route for vehicle 1.

[0110] Another example of prioritizing inputs is setting whether to prioritize map data over individual metrics. For instance, a user might specify whether to prioritize map data for each of the following: required time, distance to destination, and cost. Suppose required time is set to the default setting, meaning it is prioritized over map data. In this case, in... Figure 12In the example shown, assume that control device 70 selects route A R10-A as the driving route for vehicle 1. For example, when the user sets a priority for using mapping data in a way that prioritizes it over the required time, control device 70 reduces the consideration of the required time and selects route B R10-B as the driving route for vehicle 1.

[0111] In this way, users can prioritize the use of mapping data, and thus, they can adjust the level of consideration for metrics that differ from the mapping data. This improves usability. 5.10 Consider the selection of driving routes within the driving lanes

[0112] In the first and second embodiments, the driving route may include specifying the lane in which vehicle 1 is traveling. The section located on the selected driving route of vehicle 1 and where mapping data exists will be discussed. In such cases, even within this section, locations with large amounts of mapping data and locations with small amounts of mapping data may exist in a mixed manner. For example, if the section includes multiple lanes, in some cases, one lane may have mapping data while another lane does not. That is, even when vehicle 1 is traveling in a section where mapping data exists, vehicle 1 may still travel in locations with little or no mapping data. In this case, the effectiveness of preview control is reduced, but efficiency is improved from the viewpoint of expanding mapping data.

[0113] Therefore, the travel route of vehicle 1 can include the designation of the lane in which vehicle 1 travels. In the first embodiment, when there are no passengers in vehicle 1, lanes with little or no mapping data are preferentially selected. In the second embodiment, when there are passengers in vehicle 1, lanes with a large amount of mapping data are preferentially selected. 5.11 Due to the update of the unsprung displacement map of the event

[0114] On the driving route of vehicle 1, events that affect vertical motion parameters may occur. Hereinafter, such events will be referred to as target events. Examples of target events include road construction. When road construction has been performed, the road surface condition may change, and the vertical motion parameters may differ from those obtained from the unsprung displacement mapping data 200 before construction. Therefore, in the first and second embodiments, the control device 70 of the vehicle control system 10 can select the driving route considering the locations where target events have occurred. That is, in the first embodiment, the control device 70 can preferentially select the route with a large number of locations where events have occurred as the driving route of vehicle 1 when there are no occupants in vehicle 1. Further, in the second embodiment, the control device 70 can preferentially select the route with a small number of locations where events have occurred as the driving route of vehicle 1 when there are occupants in vehicle 1. The control device 70 can, for example, obtain information about target events from the management server managing vehicle 1, i.e., information about whether target events have occurred and information about the locations where target events have occurred.

[0115] The above have described two embodiments regarding the selection of the driving route for vehicle 1 as an autonomous vehicle. The first embodiment and the second embodiment can be combined.

Claims

1. A control system, comprising sensors configured to acquire values ​​related to the vertical motion of the wheels of a vehicle, the control system controlling a target vehicle to perform autonomous driving, characterized in that, The control system includes: One or more processors; and A storage device configured to store mapping data in which vertical motion parameters related to the vertical motion are associated with positions on the mapping map, wherein... The one or more processors are configured as follows: Determine whether there are passengers in the target vehicle. If there are no passengers in the target vehicle, the first route is preferred over the second route as the target vehicle's travel route, since the mapping data for the first route is less than that for the second route. While the target vehicle is moving, values ​​related to the vertical motion are acquired from the sensor.

2. The control system according to claim 1, characterized in that, The one or more processors are configured to prioritize the first route over the second route, and Compared to the second route, the ratio of intervals from which the vertical motion parameters can be obtained from the mapping data is lower in the first route.

3. The control system according to claim 1, characterized in that, The one or more processors are configured to prioritize the first route over the second route, and Compared to the second route, the length of the interval from which the vertical motion parameters can be obtained from the mapping data is shorter in the first route.

4. The control system according to claim 1, characterized in that, In the mapping data, the total number of vehicle trips involved in the evaluation of the vertical motion parameters is associated with the vehicle's position on the mapping map. The one or more processors are configured to prioritize the first route over the second route, and Compared to the second route, the total number of trips per unit distance is smaller in the first route.

5. The control system according to claim 1, characterized in that, The first route and the second route include specifying the lane in which the target vehicle will travel. The one or more processors are configured to prioritize the first route over the second route, and Compared to the second route, the first route contains less mapping data for the lane in which the target vehicle is traveling.

6. The control system according to claim 1, characterized in that, The one or more processors are configured as follows: Obtain information about the location of events that have been executed, which affect the vertical motion parameters, and Compared to the second route, the first route is given higher priority, and Compared to the second route, the total number of points where the event has been executed is greater in the first route.

7. The control system according to any one of claims 1 to 6, characterized in that, The one or more processors are configured to prioritize the second route over the first route when there are passengers in the target vehicle.

8. A control system, characterized in that, include: A storage device configured to store mapping data in which vertical motion parameters related to the vertical motion of the vehicle's wheels are associated with positions on the mapping map; and One or more processors configured to control a target vehicle based on the vertical motion parameters to be obtained from the mapping data, wherein The one or more processors are configured as follows: Determine whether there are passengers in the target vehicle, and If there are passengers in the target vehicle, the first route is preferred over the second route as the driving route of the target vehicle, and the mapping data of the first route is more extensive than that of the second route.

Images