Vehicle management system

Abstract

A vehicle management system holds a map indicating a correspondence relationship between a position and a vertical motion parameter relating to vertical motion of wheels of a vehicle. In addition, the vehicle management system gives a reward to the user of the target vehicle. The route to the destination of the target vehicle includes a first route and a second route whose mapping details are lower than that of the first route. The vehicle management system is set so that the reward when the target vehicle travels on the second route is more than the reward when the target vehicle travels on the first route. Further, in a case where the subject vehicle travels on the second route, the vehicle management system causes the subject vehicle to collect information for updating the map along the second route.

Description

Technical Field

[0001] This disclosure relates to the use of a mapping that represents the correspondence between parameters and positions associated with the up-and-down movement of a vehicle's wheels. Background Technology

[0002] U.S. Patent Application Publication No. 2018 / 0154723 discloses a road displacement map that represents the correspondence between road surface displacement (road surface unevenness) and position. Vibration control is achieved by utilizing such a road displacement map. Specifically, based on the road displacement map, the road surface displacement at a predetermined position in front of the vehicle is pre-identified. 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 precise timing when the wheels pass through this predetermined position, vehicle vibrations are effectively suppressed. Summary of the Invention

[0003] Consider a mapping that represents the correspondence between parameters and positions associated with the vertical movement of a vehicle's wheels. Such a mapping can be used for vehicle control, such as vibration damping control. However, in areas where the mapping has not yet been generated, vehicle control utilizing this mapping is not possible.

[0004] This disclosure provides a technique that can improve the detail of the mapping representing the correspondence between parameters and positions associated with the up-and-down movement of a vehicle's wheels.

[0005] One aspect of this disclosure relates to vehicle management systems.

[0006] The vehicle management system has the following features: One or more storage devices configured to store a mapping representing the correspondence between vertical motion parameters and positions associated with the vertical motion of the vehicle's wheels; and One or more processors configured to award rewards to users of the target vehicle.

[0007] The path to the destination of the target vehicle includes a first path and a second path with a lower level of detail than the first path.

[0008] One or more processors are configured such that the reward for the object vehicle traveling on the second path is greater than the reward for the object vehicle traveling on the first path.

[0009] When the object vehicle is traveling on the second path, one or more processors cause the object vehicle to collect information for updating the mapping along the second path.

[0010] According to this disclosure, when a vehicle travels on a second path with low mapping detail, the user of the vehicle receives a greater reward. In other words, the user of the vehicle is incentivized to choose the second path with low mapping detail. This increases the likelihood that the vehicle will travel on the second path with low mapping detail. When the vehicle travels on the second path, new mapping update information along that path is obtained. As a result, the mapping detail along the second path is improved. Thus, according to this disclosure, the improvement of mapping detail can be promoted. Attached Figure Description

[0011] 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, in which the same reference numerals denote the same parts, wherein: Figure 1 This is a schematic diagram illustrating an example of the configuration of a vehicle involved in the implementation method; Figure 2 This is a conceptual diagram illustrating an example of the suspension configuration involved in the implementation method; Figure 3 This is a flowchart illustrating an example of the unsprung displacement calculation process involved in the implementation method; Figure 4 This is a block diagram illustrating an example of the configuration of a vehicle control system according to the implementation method; Figure 5 This is a block diagram illustrating an example of driving environment information involved in the implementation method; Figure 6 This is a block diagram illustrating an example of the configuration of a mapping management system involved in the implementation method; Figure 7 This is a conceptual diagram used to illustrate the unsprung displacement mapping involved in the implementation method; Figure 8 It is a flowchart that summarizes the mapping generation / update process involved in the implementation method; Figure 9 This is a conceptual diagram used to illustrate the pre-aiming control using unsprung displacement mapping involved in the implementation method; Figure 10 This is a flowchart illustrating the pre-aiming control using unsprung displacement mapping as described in the implementation method; Figure 11 This is a conceptual diagram used to illustrate the mapping detail of the unsprung displacement mapping involved in the implementation method; Figure 12 This is a conceptual diagram used to illustrate the outline of the vehicle management system involved in the implementation method; Figure 13 This is a block diagram illustrating an example of the configuration of a vehicle management system involved in the implementation method; Figure 14This is a conceptual diagram illustrating the user prompt function of the vehicle management system involved in the implementation method; Figure 15 This is a conceptual diagram illustrating the path determination function of the vehicle management system involved in the implementation method; and Figure 16 This is a conceptual diagram used to illustrate the mode switching function of the vehicle management system involved in the implementation method. Detailed Implementation

[0012] The embodiments of this disclosure will be described with reference to the accompanying drawings.

[0013] 1. Suspension and vertical motion parameters Figure 1 This is a schematic diagram illustrating an example configuration of the vehicle 1 according to this embodiment. The vehicle 1 includes wheels 2 and suspensions 3. The 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 provided for these left front wheel 2FL, right front wheel 2FR, left rear wheel 2RL, and right rear wheel 2RR. In the following description, unless otherwise specified, each wheel will be referred to as a wheel 2, and each suspension will be referred to as a suspension 3.

[0014] Figure 2 This is a conceptual diagram illustrating an example of the configuration of suspension 3. Suspension 3 connects the unsprung structure 4 and the sprung structure 5 of vehicle 1. The unsprung structure 4 includes the wheel 2. Suspension 3 includes a spring 3S, a shock absorber 3D, and an actuator 3A. The spring 3S, shock absorber 3D, and actuator 3A are arranged side-by-side between the unsprung structure 4 and the sprung structure 5. The spring constant of spring 3S is K. The damping coefficient of shock absorber 3D is C. The damping force of shock absorber 3D can also be variable. Actuator 3A applies a vertical control force Fc between the unsprung structure 4 and the sprung structure 5.

[0015] Here, the terms are defined. "Road displacement Zr" is the vertical displacement of the road surface RS. "Unsprung displacement Zu" is the vertical displacement of the unsprung structure 4. "Sprung displacement Zs" is the vertical displacement of the sprung structure 5. "Unsprung velocity Zu'" is the vertical velocity of the unsprung structure 4. "Sprung velocity Zs'" is the vertical velocity of the sprung structure 5. "Unsprung acceleration Zu" is the vertical acceleration of the unsprung structure 4. "Sprung acceleration Zs" is the vertical acceleration of the sprung structure 5. Furthermore, the signs of each parameter are positive when pointing upwards and negative when pointing downwards.

[0016] Wheel 2 moves on the road surface RS. In the following description, the parameters associated with 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". Vertical motion parameters can also be referred to as "road surface displacement associated parameters" that are associated with the road surface displacement Zr.

[0017] As an example, the following description considers the case where the vertical motion parameter is the unsprung displacement Zu. For generalization, replace "unsprung displacement" with "vertical motion parameter" in the following description.

[0018] Figure 3 This is a flowchart illustrating an example of unsprung displacement calculation.

[0019] In S11, the spring acceleration Zs” is detected by the spring acceleration sensor 22 installed on the spring structure 5. In S12, the spring displacement Zs is calculated by performing a second integral on the spring acceleration Zs”.

[0020] In S13, the relative displacement between the sprung structure 5 and the unsprung structure 4, i.e., the stroke ST (=Zs-Zu), is obtained. For example, the stroke ST is detected by a stroke sensor installed on the suspension 3. As another example, the stroke ST can also be estimated based on the sprung acceleration Zs” using an observer based on a single-wheel two-degree-of-freedom model.

[0021] In S14, the time-series data of the sprung displacement Zs is filtered to suppress the effects of sensor drift, etc. Similarly, in S15, the time-series data of the stroke ST is filtered. For example, the filter is a bandpass filter that allows signal components of 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 from 0.3Hz to 10Hz.

[0022] In S16, the difference between the sprung displacement Zs and the stroke ST is calculated as the unsprung displacement Zu.

[0023] It can also replace S14 and S15 to filter the time series data of the unsprung displacement Zu calculated in S16.

[0024] As another example, the unsprung acceleration Zu” can also be detected by the unsprung acceleration sensor, and the unsprung displacement Zu can be calculated based on the unsprung acceleration Zu”.

[0025] 2. Vehicle control system 2-1. Example of composition Figure 4This is a block diagram illustrating an example configuration of the vehicle control system 10 according to this embodiment. The vehicle control system 10 is applied to a vehicle 1 and controls the vehicle 1. For example, the vehicle control system 10 is mounted on the vehicle 1. As another example, the vehicle control system 10 may also be distributed in the vehicle 1 and a remote device. 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, and a control device 70.

[0026] Vehicle status sensor 20 is mounted on vehicle 1 to detect 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, a sprung acceleration sensor 22 for detecting the sprung acceleration Zs", etc. Vehicle status sensor 20 may also include a travel sensor 23 for detecting the travel ST. Vehicle status sensor 20 may also include an unsprung acceleration sensor. In addition, vehicle status sensor 20 includes a lateral acceleration sensor, a yaw rate sensor, a steering angle sensor, etc.

[0027] The identification sensor 30 is mounted on the vehicle 1 to identify (detect) the surrounding conditions of the vehicle 1. Examples of identification sensors include cameras, LIDAR (Laser Imaging Detection and Ranging), and radar.

[0028] The position sensor 40 is mounted on the vehicle 1 and includes a positioning device for detecting the position and orientation of the vehicle 1. For example, the position sensor 40 includes GNSS (Global Navigation Satellite System). For example, the position sensor 40 includes RTK-GNSS.

[0029] The communication device 50 communicates with the outside of the vehicle 1.

[0030] The driving device 60 includes a steering device 61, a drive device 62, a braking device 63, and a suspension 3 mounted on the vehicle 1 (see reference). Figure 2 Steering device 61 steers wheels 2. For example, steering device 61 includes power steering (EPS). Drive device 62 is the power source that generates driving force. Examples of drive device 62 include engines, electric motors, in-wheel motors, etc. Braking device 63 generates braking force.

[0031] The control device 70 is a computer that controls the vehicle 1. The control device 70 may be mounted on the vehicle 1 or partially included in a remote device. The control device 70 includes one or more processors 71 (hereinafter simply referred to as processor 71) and one or more storage devices 72 (hereinafter simply referred to as storage device 72). The processor 71 performs various processes. Examples of processors 71 include CPU (Central Processing Unit), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), etc. The processor 71 may also be referred to as a process circuitry. The storage device 72 stores various information required for the processes performed by the processor 71. Examples of storage devices 72 include volatile memory, non-volatile memory, HDD (Hard Disk Drive), SSD (Solid State Drive), etc. The control device 70 may include one or more ECUs (Electronic Control Units).

[0032] The vehicle control program 80 is a computer program used to control vehicle 1, and is executed by processor 71. The vehicle control program 80 is stored in storage device 72. Alternatively, the vehicle control program 80 may also be stored in a computer-readable storage medium. The functions of the control device 70 are realized by executing the vehicle control program 80 through processor 71.

[0033] 2-2. Driving Environment Information Figure 5 This is a block diagram illustrating an example of driving environment information 90 representing 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.

[0034] Map information 91 includes a standard navigation map. Map information 91 may also display lane configurations, road shapes, etc. Map information 91 may also include location information for lane lines, traffic lights, signs, landmarks, etc. Map information 91 is obtained from a map database. Furthermore, the map database may be mounted on vehicle 1 or stored on an external management server. In the latter case, control device 70 communicates with the management server to obtain the necessary map information 91.

[0035] Map information 91 also includes "Unsprung displacement mapping 200". Details of unsprung displacement mapping 200 are described later.

[0036] 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, steering angle, etc. Vehicle speed V can also be calculated based on the vehicle position detected by position sensor 40. Control device 70 can also... Figure 3 The method shown calculates the unsprung displacement Zu. In this case, the vehicle status information 92 also includes the unsprung displacement Zu calculated by the control device 70.

[0037] Surrounding conditions information 93 is information representing the conditions surrounding vehicle 1. Control device 70 uses recognition sensor 30 to recognize the conditions surrounding vehicle 1 and acquire surrounding conditions information 93. For example, surrounding conditions information 93 includes image information captured by a camera. As another example, surrounding conditions information 93 includes point cloud information obtained by LIDAR.

[0038] The surrounding environment information 93 also includes "object information" related to objects around vehicle 1. Examples of objects include pedestrians, bicycles, other vehicles (vehicles traveling ahead, parked vehicles, etc.), road features (lane lines, curbs, guardrails, walls, median strips, roadside structures, etc.), signs, poles, obstacles, etc. Object information represents the relative position and relative speed of an object relative to vehicle 1. For example, objects can be identified and their relative positions calculated by analyzing image information obtained from a camera. Alternatively, objects can be identified and their relative positions and speeds obtained based on point cloud information obtained from LIDAR.

[0039] Location information 94 represents the position and orientation of vehicle 1. Position includes horizontal and vertical positions. For example, horizontal position is defined by latitude and longitude. Vertical position is defined by altitude (elevation). Examples of altitude include elevation, geoid height, and ellipsoidal height. Control device 70 acquires location information 94 based on measurements from position sensors 40 such as GNSS. Alternatively, control device 70 can acquire location information 94 through dead reckoning. Yet another example, control device 70 can acquire high-precision location information 94 by utilizing known self-location estimation processing (Localization) based on object information and map information 91.

[0040] 2-3. Vehicle Control The control device 70 performs vehicle driving control, which controls the movement of the vehicle 1. Vehicle driving control includes steering control, drive control, and braking control. The control device 70 performs vehicle driving control by controlling the driving devices 60 (steering device 61, drive device 62, and braking device 63). The control device 70 can also perform driver assistance control based on driving environment information 90 to assist the driving of the vehicle 1. Examples of driver assistance controls include lane keeping control, collision avoidance control, and automatic driving control.

[0041] Furthermore, the control device 70 controls the suspension 3. Typically, the control device 70 controls the suspension 3 to perform damping control to suppress the vibration of the sprung structure 5 of the vehicle 1 (the object vehicle). For example, the control device 70 controls the actuator 3A to generate a vertical control force Fc between the unsprung structure 4 and the sprung structure 5 (see reference). Figure 2 This suppresses the vibration of the spring structure 5. As another example, the control device 70 can also provide variable control over the damping force of the damper 3D. The damping control includes "pre-aiming control" as described later.

[0042] 3. Mapping Management System 3-1. Example of composition Figure 6 This is a block diagram illustrating an example configuration of the mapping management system 100 according to this embodiment. The mapping management system 100 is a computer that manages various types of map information. The management of map information includes the generation, updating, provision, and publication of map information. Typically, the mapping management system 100 is a cloud-based management server. The mapping management system 100 can also be a distributed system consisting of multiple servers performing distributed processing.

[0043] 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 via the communication network NET.

[0044] The mapping management system 100 also includes one or more processors 120 (hereinafter referred to as processors 120) and one or more storage devices 130 (hereinafter referred to as storage devices 130). The processors 120 perform various information processing tasks. Examples of processors 120 include CPUs, ASICs, FPGAs, etc. The processors 120 may also be referred to as process circuitry. The storage devices 130 store various map information. Additionally, the storage devices 130 store various information required for the processing performed by the processors 120. Examples of storage devices 130 include volatile memory, non-volatile memory, HDDs, SSDs, etc.

[0045] Mapping management program 140 is a computer program for mapping management, executed by processor 120. Mapping management program 140 is stored in storage device 130. Alternatively, mapping management program 140 may also be stored in a computer-readable storage medium. The mapping management system 100 is implemented by executing mapping management program 140 through processor 120.

[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. Additionally, the processor 120 publishes 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.

[0047] 3-2. Unsprung displacement mapping One of the map information managed by the mapping management system 100 is "Unsprung Displacement Mapping (Up-Down Motion Parameter Mapping) 200". Unsprung displacement mapping 200 is a map related to unsprung displacement Zu (up-down motion parameter), representing the correspondence between unsprung displacement Zu (up-down motion parameter) and position. Unsprung displacement mapping 200 is stored in storage device 130.

[0048] Figure 7 This is a conceptual diagram used to illustrate the unsprung displacement mapping 200. The XY plane represents the horizontal plane. For example, the absolute coordinate system in the horizontal plane is defined by the latitude and longitude directions, and the horizontal position is defined by latitude and longitude. The unsprung displacement mapping 200 at least represents the correspondence between the horizontal position (X,Y) and the unsprung displacement Zu. In other words, the unsprung displacement mapping 200 represents the unsprung displacement Zu as at least a function of the horizontal position (X,Y).

[0049] Road areas can also be divided into a grid on a horizontal plane. That is, road areas can be divided into multiple unit areas M on a horizontal plane. A unit area M is, for example, a square. The length of one side of the square is, for example, 10 cm. The unsprung displacement map 200 represents 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 its representative position (e.g., the center position) or by its range (latitude range, longitude range). The unsprung displacement Zu of the unit area M is, for example, the average value of the unsprung displacement Zu obtained within the unit area M. The smaller the unit area M, the higher the resolution of the unsprung displacement map 200.

[0050] As a variation, different unsprung displacement mappings 200 can be prepared for different vehicle speed ranges. For example, different unsprung displacement mappings 200 can be prepared for low speed, medium speed, and high speed.

[0051] 3-3. Mapping Generation / Update Processing Processor 120 collects information from multiple vehicles 1 via communication device 110. Then, based on the information collected from the multiple vehicles 1, processor 120 generates and updates the unsprung displacement mapping 200. An example of the mapping generation / update process is described in more detail below.

[0052] The position in the unsprung displacement map 200 is the position through which the wheel 2 passes. The position of each wheel 2 is calculated based on the position information 94 mentioned above. 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 this relative positional relationship and the vehicle position represented by the position information 94.

[0053] Unsprung displacement Zu passes Figure 3 The method shown is used for calculation. That is, the sprung displacement Zs and stroke ST can be obtained by using the vehicle state sensor 20 mounted on vehicle 1. For convenience, these sprung displacements Zs and stroke ST are referred to as "sensor-based information". The unsprung displacement Zu is calculated based on this sensor-based information.

[0054] 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. Furthermore, the control unit 70 associates wheel positions at the same timing with the unsprung displacement Zu. Then, the control unit 70 sends the combined 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 200 based on the time-series data of wheel positions and unsprung displacement Zu.

[0055] As another example, the control unit 70 of the vehicle control system 10 associates wheel positions at the same timing with sensor-based information. Then, the control unit 70 sends a set of time-series data of the wheel positions and time-series data of the sensor-based information to the 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.

[0056] Furthermore, when calculating the unsprung displacement Zu in the mapping management system 100, since there is no processing time limitation, a zero-phase filter can be used for filtering. By utilizing a zero-phase filter, "phase shift" can be prevented.

[0057] Figure 8This is a flowchart that summarizes the mapping generation / update process involved in this embodiment.

[0058] In 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 position (wheel position) of the vehicle 1. In addition, the mapping update information includes time-series data of sensor-based information (e.g., sprung displacement Zs, stroke 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.

[0059] In S200, the processor 120 of the mapping management system 100 generates / updates the unsprung displacement mapping 200 based on the mapping update information.

[0060] For example, previously obtained mapping update information is stored in storage device 130. Processor 120 updates the unsprung displacement mapping 200 for the same location based on the latest (current) mapping update information and past mapping update information. For example, the unsprung displacement Zu at a certain location (unit area M) is the average of the unsprung displacement Zu calculated based on N mapping update information including the latest mapping update information. Here, N is an integer greater than or equal to 1. N can also be referred to as "number of trips," "number of data samples," etc. As the number of trips N increases, the accuracy of the unsprung displacement Zu calculated based on the N mapping update information also increases. Figure 7 As shown, the unsprung displacement mapping 200 can also represent the correspondence between "position (unit area M)", "number of trips N" and "unsprung displacement Zu".

[0061] 3-4. Variations The vehicle control system 10 of vehicle 1 can also maintain a database of unsprung displacement mapping 200 and generate / update its own unsprung displacement mapping 200. That is, the mapping management system 100 can also be included in the vehicle control system 10.

[0062] 4. Pre-aiming control using unsprung displacement mapping 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 the unsprung displacement mapping 200 of the region containing the current position of the vehicle 1 from the mapping management system 100. The unsprung displacement mapping 200 is stored in the storage device 72. Then, based on the unsprung displacement mapping 200, the control unit 70 executes "pre-aiming control" as one of the vibration damping controls.

[0063] Figure 9 This is a conceptual diagram used to illustrate pre-aiming control. Figure 10 This is a flowchart illustrating the aiming control. (See reference...) Figure 9 and Figure 10 The pre-aiming control is explained.

[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 this relative positional relationship and the vehicle position represented by the position information 94.

[0065] In S32, the control device 70 calculates the predicted passing position Pf of wheel 2 after a preview time tp. The preview time tp is, for example, set to be greater than the time required for calculation and communication processing until the actuator 3A of suspension 3 is activated. The preview time tp can be fixed or variable depending on the situation. The preview distance Lp is obtained by producting the preview time tp with the vehicle speed V. The predicted passing position Pf is the position located a preview distance Lp ahead of the current position P0. As a variation, the control device 70 can also calculate the desired driving route based on the vehicle speed V and the steering angle of wheel 2, and calculate the predicted passing position Pf based on the desired driving route.

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

[0067] In 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. The target control force Fc_t is calculated, for example, as described below.

[0068] With spring-loaded structure 5 (see reference) Figure 2 The relevant equation of motion is represented by the following formula (1).

[0069] Formula 1 In formula (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. Assuming that the vibration of the spring structure 5 is completely eliminated by the control force Fc (Zs”=0, Zs'=0, Zs=0), the control force Fc is represented by the following formula (2).

[0070] Formula 2 The control force Fc that at least brings about the vibration reduction effect is represented by the following formula (3).

[0071] Equation 3 In equation (3), the gain α is greater than 0 and less than 1, and the gain β is also greater than 0 and less than 1. Without omitting the differential terms in equation (3), the control force Fc that at least brings about the vibration reduction effect is represented by the following equation (4).

[0072] Equation 4 The control device 70 calculates the target control force Fc_t according to the above formula (3) or formula (4). That is, the control device 70 substitutes the predicted unsprung displacement Zu at position Pf into formula (3) or formula (4) to calculate the target control force Fc_t.

[0073] In S35, the control device 70 controls the actuator 3A by generating a target control force Fc_t at the timing when the wheel 2 passes through the predicted passing position Pf. The timing when the wheel 2 passes through the predicted passing position Pf can be determined from the pre-aiming time tp.

[0074] By utilizing the pre-aiming control of the unsprung displacement map 200 as described above, the vibration of vehicle 1 (sprung structure 5) can be effectively suppressed.

[0075] 5. Mapping completeness and its improvement 5-1. Mapping completeness As explained in section 3 above, the unsprung displacement mapping 200 is generated and updated based on mapping update information collected from multiple vehicles 1. At locations where mapping update information has not yet been obtained, there is no mapping data (unsprung displacement Zu) for the unsprung displacement mapping 200. At locations where mapping data is absent, vehicle control such as pre-aiming control using the mapping data cannot be implemented. Furthermore, at locations where mapping data exists but the number of trips N is low, the accuracy of the mapping data may be low. At locations with low mapping data accuracy, the accuracy of vehicle control such as pre-aiming control using the mapping data may also decrease.

[0076] Therefore, from the perspective of vehicle control utilizing the unsprung displacement map 200, it is useful to understand how detailed the unsprung displacement map 200 is. Hereinafter, the degree of detail in the unsprung displacement map 200 will be referred to as "mapping detail." Mapping detail can also be called the "coverage" of the unsprung displacement map 200. Furthermore, mapping detail can be referred to as the "mapping data volume" of the unsprung displacement map 200.

[0077] Figure 11This is a conceptual diagram used to illustrate the mapping detail of the unsprung displacement mapping 200. Here, the mapping detail of the path traveled by vehicle 1 is specifically explained. For simplicity, we consider two paths, the first path P1 and the second path P2, as the path from the current position of vehicle 1 to its destination. The same applies to the case of three or more paths.

[0078] exist Figure 11 In part (A) of the diagram, the shaded area represents the interval where mapped data exists on the path. Hereinafter, the total length of the interval where mapped data exists on the path will be referred to as the "mapping distance L_map". The first mapping distance L1_map is the mapping distance L_map on the first path P1, and the second mapping distance L2_map is the mapping distance L_map on the second path P2. Assume that the first mapping distance L1_map is longer than the second mapping distance L2_map.

[0079] exist Figure 11 In part (A), the mapping detail is calculated based on the mapping existence distance L_map. For example, the mapping detail is calculated in a manner proportional to the mapping existence distance L_map. Since the first mapping existence distance L1_map is longer than the second mapping existence distance L2_map, the mapping detail of the first path P1 is higher than that of the second path P2. As another example, the mapping existence distance L_map can also be used as a ratio of the mapping existence distance L_map to the total length L_tot of the path to the destination, i.e., the "mapping existence rate (L_map / L_tot)". In this case, the mapping detail is calculated in a manner proportional to the mapping existence rate. For example, if the total length of the first path P1 is equal to the total length of the second path P2, the mapping detail of the first path P1 is higher than that of the second path P2.

[0080] Furthermore, the granularity of the path can be the road itself, a lane within a road (driving lane), or even a location within a lane. For example, ... Figure 11 As shown in section (B), the first path P1 and the second path P2 can also be different lanes within the same road.

[0081] In addition, such as Figure 11As shown in section (B), mapping data is not necessarily present in all lateral locations along the width direction (lateral) of a road or lane. It is possible for lateral locations with and without mapping data to coexist. Therefore, when the path granularity is a road or lane, the mapping presence distance L_map can be calculated as follows: First, for each unit distance along the path, obtain the distribution of the presence or absence of lateral mapping data. Assign a coefficient "1" to lateral locations (unit area M) with mapping data and a coefficient "0" to lateral locations (unit area M) without mapping data. Next, calculate the average of the lateral coefficients as a correction coefficient (weight) associated with that unit distance. Then, calculate the product of the unit distance and the correction coefficient (weight) and integrate along the path to obtain the mapping presence distance L_map.

[0082] exist Figure 11 In part (C), consider the aforementioned number of trips N. Based on N mapping update information containing the latest mapping update information, the mapping data (unsprung displacement Zu) at a certain position is calculated. It can be said that the number of trips N represents how much mapping update information the mapping data is based on. As the number of trips N increases, the accuracy of the mapping data increases. Therefore, increasing the number of trips N also contributes to improving the mapping detail. The number of trips N at each position (unit area M) is based on... Figure 7 The unsprung displacement mapping 200 is obtained as shown. Then, the mapping detail is calculated in a manner proportional to the sum or average of the number of trips N along the path. Figure 11 In the example shown in section (C), the number of trips N along the first path P1 is generally higher, while the number of trips N along the second path P2 is generally lower. Therefore, the mapping detail of the first path P1 is higher than that of the second path P2. Furthermore, the correction coefficient (weight) considering the distribution of the presence or absence of mapping data in the lateral direction can also be applied to the number of trips N.

[0083] exist Figure 11 In part (D), different unsprung displacement maps 200 are generated for each vehicle speed range. For the first path P1, all unsprung displacement maps 200 for high speed, medium speed, and low speed already exist. On the other hand, for the second path P2, only the unsprung displacement map 200 for low speed exists; unsprung displacement maps 200 for other speed ranges do not exist. In this case, it can be said that the mapping detail of the first path P1 is higher than that of the second path P2.

[0084] It can also be a combination of the above perspectives. That is, it can also be based on... Figure 11The mapping completeness is calculated by combining two or more perspectives from parts (A), (C), and (D) of the map. For example, an evaluation value (score) is calculated by inputting the mapping distance L_map and the number of trips N into a prescribed evaluation formula. Then, the mapping completeness is calculated in such a way that the higher the evaluation value (score), the higher the mapping completeness. As another example, the final mapping completeness can also be calculated by adding two or more mapping completeness values ​​calculated based on two or more perspectives.

[0085] 5-2. Improvement of mapping detail From the perspective of vehicle control utilizing the unsprung displacement map 200, it is preferable to improve the mapping detail of the unsprung displacement map 200. Therefore, this embodiment proposes a technique that can promote the improvement of the mapping detail of the unsprung displacement map 200.

[0086] Figure 12 This is a conceptual diagram illustrating the outline of the vehicle management system 300 according to this embodiment. The vehicle management system 300 can cooperate with the vehicle control system 10 and the mapping management system 100. The vehicle management system 300 can communicate with the vehicle control system 10 and the mapping management system 100. The vehicle management system 300 may be included in the vehicle control system 10, or it may be partially shared with the vehicle control system 10. The vehicle management system 300 may be included in the mapping management system 100, or it may be partially shared with the mapping management system 100. The vehicle management system 300 may also be distributed within the vehicle control system 10 and the mapping management system 100.

[0087] The target vehicle 1T is an object controlled by the vehicle control system 10. The vehicle management system 300 is configured to cooperate with the vehicle control system 10 to provide a "reward" to the user U of the target vehicle 1T that meets certain conditions. Examples of rewards include discounts on service usage fees, points awarded, and coupons provided. For example, if the target vehicle 1T provides mobile services such as MaaS (Mobility as a Service) or taxis, the reward is a discount on the usage fee for that mobile service. As another example, if the unsprung displacement mapping 200 is chargeable, the reward is a discount on the usage fee for that unsprung displacement mapping 200. The vehicle management system 300 may also provide the reward given to the user U to the user terminal UE.

[0088] The vehicle management system 300 maintains an unsprung displacement mapping 200. Based on the unsprung displacement mapping 200, the vehicle management system 300 calculates the current mapping detail of the path to the destination of the object vehicle 1T. The method for calculating the mapping detail of the path is as described in section 5-1 above.

[0089] Furthermore, the vehicle management system 300 sets rewards based on the mapping detail of the path. Assume that there are two candidate paths to the destination: a first path P1 and a second path P2, where the mapping detail of the first path P1 is higher than that of the second path P2. In this case, the vehicle management system 300 sets the reward so that the reward for vehicle 1T traveling on the second path P2 is higher than the reward for vehicle 1T traveling on the first path P1. Therefore, the user U of vehicle 1T is incentivized to choose the second path P2, which has lower mapping detail. As a result, the likelihood of vehicle 1T traveling on the second path P2, with lower mapping detail, is expected to increase. The vehicle management system 300 then awards the user U a reward corresponding to the path actually traveled by vehicle 1T.

[0090] When the target vehicle 1T travels at least along the second path P2, the vehicle management system 300, in cooperation with the vehicle control system 10, collects mapping update information along the second path P2. As described above, the mapping update information is used to calculate the unsprung displacement Zu (vertical motion parameter). The mapping update information collected by the target vehicle 1T is sent to the mapping management system 100. The mapping management system 100 updates the mapping data of the unsprung displacement mapping 200 along the second path P2 based on the new mapping update information. As a result, the mapping detail along the second path P2 is improved.

[0091] The mapping detail changes before and after the target vehicle 1T travels along the second path P2. The vehicle management system 300 can also obtain the "mapping expansion degree". The mapping expansion degree is proportional to the increase in mapping detail between the target vehicle 1T traveling along the second path P2 and the second path P2. The mapping expansion degree can be calculated after the target vehicle 1T travels along the second path P2, or it can be estimated before the target vehicle 1T travels along the second path P2. Furthermore, the vehicle management system 300 can also set the reward for the target vehicle 1T traveling along the second path P2 in accordance with the mapping expansion degree. More specifically, the vehicle management system 300 can also be set so that the more the mapping expansion degree increases, the greater the reward. Thus, the amount of reward is more appropriate.

[0092] As explained above, when the target vehicle 1T travels on the second path P2 with low mapping detail in the unsprung displacement mapping 200, a greater reward is given to the user U of the target vehicle 1T. In other words, the user U of the target vehicle 1T is incentivized to choose the second path P2 with low mapping detail. This increases the likelihood that the target vehicle 1T will travel on the second path P2 with low mapping detail. When the target vehicle 1T travels on the second path P2, new mapping update information along the second path P2 is obtained. As a result, the mapping detail along the second path P2 is improved. Thus, according to this embodiment, the improvement of mapping detail can be promoted. From the perspective of vehicle control such as pre-aiming control using the unsprung displacement mapping 200, the improvement of mapping detail is suitable.

[0093] 5-3. Example of a vehicle management system Figure 13 This is a block diagram illustrating an example configuration of the vehicle management system 300 according to this embodiment. The vehicle management system 300 includes one or more interfaces 310, one or more processors 320, and one or more storage devices 330.

[0094] Interface 310 includes a communication interface. The vehicle management system 300 can communicate with the vehicle control system 10 and the mapping management system 100 via the communication interface. Additionally, interface 310 may also include a user interface that provides information to the user U and accepts input from the user U. Examples of user interfaces include touch panels, displays, etc. The user interface may also be a navigation system mounted on the target vehicle 1T. The user interface may also be a user terminal (UE).

[0095] Processor 320 performs various information processing tasks. Examples of processor 320 include CPU, ASIC, FPGA, etc. Processor 320 can also be referred to as a process circuitry. Processor 320 can also be the same as processor 71 of vehicle control system 10. Processor 320 can also be the same as processor 120 of mapping management system 100.

[0096] Storage device 330 stores various information. Examples of storage devices 330 include volatile memory, non-volatile memory, HDD, SSD, etc. Storage device 330 may also be the same as storage device 72 of vehicle control system 10. Storage device 330 may also be the same as storage device 130 of mapping management system 100. Storage device 330 stores unsprung displacement mapping 200. Unsprung displacement mapping 200 is obtained from mapping management system 100. In addition, storage device 330 stores map information 91 and location information 94. Location information 94 is information indicating the position of the target vehicle 1T, obtained from vehicle control system 10.

[0097] The processor 320 can also execute computer programs. The computer programs are stored in the storage device 330. Alternatively, the computer programs can be stored on a computer-readable storage medium. The functions of the vehicle management system 300 can be implemented by executing the computer programs through the processor 320.

[0098] Processor 320 acquires destination information for vehicle 1T. The method for setting the destination is arbitrary. For example, processor 320 receives destination information from user U via interface 310. Based on the destination, map information 91, and location information 94, processor 320 calculates one or more candidate routes from the current location of vehicle 1T to the destination. The method for calculating route candidates is known and not particularly limited. Route candidates with excessively long distances or time requirements can also be pre-excluded. The degree to which distance and time are considered can also be appropriately set by user U. Route information 400 represents the calculated route candidates. Route information 400 is stored in storage device 330.

[0099] The processor 320 calculates the current mapping detail of each candidate path based on the path information 400 and the unsprung displacement mapping 200. The method for calculating the mapping detail is as described in section 5-1 above. Furthermore, the processor 320 sets the reward based on the mapping detail of the path. Assume that there are first path P1 and second path P2 as candidate paths to the destination, and the mapping detail of first path P1 is higher than that of second path P2. In this case, the processor 320 sets the reward such that the reward for the target vehicle 1T traveling on the second path P2 is greater than the reward for the target vehicle 1T traveling on the first path P1.

[0100] Reward information 500 indicates the content of the rewards set for each path candidate. Reward information 500 is stored in storage device 330. Processor 320 can also prompt reward information 500 to user U via interface 310. Processor 320 provides user U with rewards corresponding to the actual path traveled by the target vehicle 1T. For example, processor 320 provides the rewards given to user U to user terminal UE.

[0101] When the target vehicle 1T travels at least along the second path P2, the processor 320, in cooperation with the vehicle control system 10, collects mapping update information along the second path P2. This improves the mapping detail along the second path P2.

[0102] Processor 320 can also acquire the mapping fullness. The mapping fullness is proportional to the increase in mapping detail between when vehicle 1T travels on the second path P2 and when it travels on the second path P2. The mapping fullness can be calculated after vehicle 1T travels on the second path P2, or it can be estimated before vehicle 1T travels on the second path P2. Furthermore, processor 320 can also set the reward for vehicle 1T traveling on the second path P2 in accordance with the mapping fullness. More specifically, processor 320 can also be set so that the more the mapping fullness increases, the greater the reward. Thus, the amount of reward is more appropriate.

[0103] 5-4. User prompt function Figure 14 This is a conceptual diagram illustrating the user prompting function of the vehicle management system 300. The vehicle management system 300 (processor 320) includes a user prompting unit 340. Interface 310 includes a user interface 315. For example, the user interface 315 is a navigation system installed in the target vehicle 1T. As another example, the user interface 315 can also be a user terminal (UE).

[0104] User prompting unit 340 prompts user U of target vehicle 1T with route information 400 and reward information 500 via user interface 315. For example Figure 14 As shown, the prompts indicate the first path P1 and the first reward given for following the first path P1, as well as the second path P2 and the second reward given for following the second path P2. User U can view the prompts and consider whether to choose the first path P1 or the second path P2.

[0105] User U uses user interface 315 to specify a desired path. For example, the navigation system begins navigation based on the path specified by user U. User U drives the target vehicle 1T along the specified path. As another example, if the target vehicle 1T is an autonomous vehicle, it drives automatically along the path specified by user U. In either case, user U is provided with a reward corresponding to the path actually traveled by the target vehicle 1T.

[0106] 5-5. Path determination function Figure 15This is a conceptual diagram illustrating the route determination function of the vehicle management system 300. The vehicle management system 300 (processor 320) includes a route determination unit 350. The route determination unit 350 automatically determines the travel route of the target vehicle 1T based on route information 400 and mapping detail, according to a predetermined strategy. For example, suppose there are two candidate routes to the destination: a first route P1 and a second route P2, where the mapping detail of the first route P1 is higher than that of the second route P2. In this case, the route determination unit 350 can prioritize the second route P2 over the first route P1 as the travel route for the target vehicle 1T. As a result, the user U receives a greater reward, and the mapping detail along the second route P2 is improved.

[0107] 5-6. Mode switching function Regarding the determination of the driving path of the target vehicle 1T, multiple modes can be prepared. For example, multiple modes include a comfort-oriented mode (mode 1) and a reward-oriented mode (mode 2). The comfort-oriented mode is a mode that actively utilizes the pre-aiming control using the unsprung displacement mapping 200. On the other hand, the reward-oriented mode prioritizes obtaining more rewards. That is, the reward-oriented mode gives higher priority to rewards than the comfort-oriented mode. The user of the target vehicle 1T can choose the mode they prefer.

[0108] Figure 16 This is a conceptual diagram illustrating the mode switching function of the vehicle management system 300. The vehicle management system 300 (processor 320) includes a path determination unit 350 and a mode switching unit 360. Interface 310 includes a user interface 315.

[0109] The mode switching unit 360 prompts the user U with multiple modes through the user interface 315. The user U selects the preferred mode through the user interface 315. The mode switching unit 360 receives the mode selection result from the user U through the user interface 315.

[0110] When the comfort-priority mode is selected, the mode switching unit 360 activates the path determination unit 350 in comfort-priority mode. In comfort-priority mode, the path determination unit 350 prioritizes the first path P1 over the second path P2 as the driving path for the target vehicle 1T. Since the target vehicle 1T travels on the first path P1 with high mapping detail, pre-aiming control utilizing the unsprung displacement mapping 200 can be performed fully and efficiently. As a result, the comfort and satisfaction of the user U are improved.

[0111] On the other hand, when the reward-priority mode is selected, the mode switching unit 360 activates the path determination unit 350 in the reward-priority mode. In the reward-priority mode, the path determination unit 350 prioritizes the second path P2 over the first path P1 as the driving path for the target vehicle 1T. As a result, the user U receives more rewards, and the mapping detail along the second path P2 is improved.

[0112] The multiple modes can be further refined. If generalized, the multiple modes include a first mode and a second mode that prioritizes rewards compared to the first mode. In the first mode, the path determination unit 350 prioritizes the first path P1 over the second path P2 as the driving path for the target vehicle 1T. As a result, the user U's comfort and satisfaction are improved. On the other hand, in the second mode, the path determination unit 350 prioritizes the second path P2 over the first path P1 as the driving path for the target vehicle 1T. As a result, the user U receives more rewards, and the mapping detail along the second path P2 is improved.

Claims

1. A vehicle management system, comprising: One or more storage devices configured to store a mapping representing the correspondence between vertical motion parameters and positions associated with the vertical motion of the vehicle's wheels; and One or more processors configured to award rewards to users of the target vehicle. The path to the destination of the target vehicle includes a first path and a second path whose detail is less than that of the first path. The one or more processors are configured to, The reward is set to be greater when the target vehicle travels on the second path than when the target vehicle travels on the first path. When the target vehicle is traveling on the second path, the target vehicle collects information for updating the mapping along the second path.

2. The vehicle management system according to claim 1, wherein, The one or more processors are further configured to, Obtain a mapping augmentation that is proportional to the increase in the detail of the mapping between the object vehicle and the second path. Corresponding to the mapping expansion, the reward is set when the object vehicle travels on the second path.

3. The vehicle management system according to claim 1 or 2, wherein, The one or more processors are further configured to prompt the user with the first path, the second path, and the reward.

4. The vehicle management system according to claim 1 or 2, wherein, The one or more processors are further configured to prioritize the second path over the first path as the driving path of the target vehicle.

5. The vehicle management system according to claim 1 or 2, wherein, The target vehicle is configured to perform pre-aiming control that suppresses vibration of the target vehicle based on the vertical motion parameters obtained from the mapping. The multiple modes include a first mode and a second mode that prioritizes the rewards compared to the first mode. The one or more processors are further configured to, In the first mode, the first path is given higher priority than the second path as the driving path for the target vehicle. In the second mode, the second path is given higher priority than the first path as the driving path of the target vehicle.

Images