Vehicle control device and vehicle control system

Abstract

A vehicle control device comprises: an internal road surface condition sensing unit that acquires information about a road surface condition observed by a sensor mounted on a vehicle; an external road surface condition sensing unit that acquires information about the road surface condition, the information being transmitted from outside;and an external communication unit that transmits the road surface condition information captured by the internal road surface condition detection unit to an external device, wherein the external road surface condition detection unit captures the road surface condition information observed prior to the time at which the road surface condition information is captured by the internal road surface condition detection unit, and the external communication unit transmits the road surface condition information captured by the internal road surface condition detection unit to an external device, regardless of whether a trip planning unit is creating a trip plan or not.

Description

Technical field

[0001] The present invention relates to a vehicle control device and in particular to a technology for sharing an external environment sensing result with equipment outside of a vehicle and to a vehicle control technology that uses the shared information. State of the art

[0002] In recent years, driver assistance technologies and automated driving technologies have been developed. In driver assistance and automated driving technologies, a vehicle is controlled based on road surface information obtained through external data acquisition via communication or sensor technology, and the driver's actions are supported by steering assistance, acceleration / deceleration assistance, and similar systems.

[0003] The state of the art in this field includes PTL 1 (JP 2021 - 190038 A) and PTL 2 (JP 2022 - 139515 A).PTL 1 discloses a vehicle control device in which, when a first vehicle, contained in a plurality of vehicles, slips, a unit for creating a plan to avoid a slippery road surface transmits information specifying a slippery road surface from the first vehicle to other surrounding vehicles via vehicle-to-vehicle communication, in each of the other vehicles a unit for creating a plan to avoid a slippery road surface creates a plan to avoid a slippery road surface for its own vehicle based on the information specifying the slippery road surface received from the first vehicle, and a control unit controls the driving of its own vehicle based on the plan to avoid a slippery road surface for its own vehicle.

[0004] PTL 2 describes a vehicle control system that includes a water splash threshold map for setting a water splash threshold to reduce water splashes that occur when a vehicle passes a puddle, based on environmental information, puddle information, road map information, and vehicle information; in which a puddle avoidance route is set based on information acquired by an external environmental information receiving device; in a case where the puddle avoidance route cannot be set, a puddle crossing route is set; in a case where the puddle is detected while driving along the puddle crossing route, the water splash threshold is set according to the presence of a pedestrian or the like around the vehicle and a positional relationship between them; and a new route that includes driving control.which includes at least one delay and steering control, is set according to the set water spray threshold. Citation list of patent literature PTL 1: JP 2021 - 190038 A PTL 2: JP 2022 - 139515 A Summary of the invention: Technical problem

[0005] To improve the accuracy of avoiding slippery road surfaces, puddles, or similar obstacles, to suppress skidding, reduce water splashing, and so on, it is necessary to accurately detect the position and nature of the road surface and to control the vehicle accordingly. Furthermore, to minimize passenger comfort and reduce driver strain during driver assistance, it is necessary to detect obstacles on the road surface early and smooth out any changes in vehicle behavior. In other words, it is necessary to detect the condition of the road surface with high accuracy, including not only its position but also its nature, at an early stage and to control the vehicle accordingly.However, it is difficult to detect the condition of a remote road surface with high accuracy using an external environmental sensor, and therefore it is difficult to adequately control driving with sufficient margin according to the nature of the condition. Solution to the problem

[0006] A representative example of the invention disclosed in the present application is as follows. That is, a vehicle control device comprises: an arithmetic unit that performs arithmetic processing; and a storage unit that the arithmetic unit can access, wherein the arithmetic unit comprises: an internal road surface condition detection unit that detects information regarding a road surface condition on a roadway, wherein the road surface condition is observed by a sensor mounted on a vehicle; an external road surface condition detection unit that detects information regarding the road surface condition on the roadway, wherein the information is transmitted by external equipment;a journey planning unit that creates a journey plan to reduce the impact of the road surface condition on a surrounding road user and / or unstable behavior of the vehicle when the vehicle is about to pass a point corresponding to the road surface condition, according to information regarding the road surface condition;and an external communication unit that transmits the road surface condition information acquired by the internal road surface condition detection unit to the external equipment, wherein the external road surface condition detection unit acquires the road surface condition information observed prior to the time at which the road surface condition information is acquired by the internal road surface condition detection unit, and the external communication unit transmits the road surface condition information acquired by the internal road surface condition detection unit to the external equipment, irrespective of whether the timetable planning unit creates the timetable. Advantageous effects of the invention

[0007] According to one aspect of the present invention, it is possible to create a route plan suitable for passing through or avoiding a point corresponding to a road surface condition. Problems, configurations, and effects that differ from those described above are clarified by the following description of embodiments for carrying out the invention. Brief description of the drawings [ Fig. 1] Fig. Figure 1 is a diagram for describing the operation of a system according to an embodiment of the present invention. [ Fig. 2] Fig. Figure 2 is a diagram to describe an example in which the detection reliability for a road surface condition is improved in the embodiment of the present invention. [ Fig. 3A] Fig. Figure 3A is a diagram for describing an update of road surface condition information according to the embodiment of the present invention. [ Fig. 3B] Fig. Figure 3B is a diagram describing the updating of road surface condition information according to the embodiment of the present invention. [ Fig. 4] Fig. Figure 4 is a block diagram that represents a configuration example of an electronic control unit according to the embodiment of the present invention. [ Fig. 5] Fig. Figure 5 is a flowchart of a processing operation that reacts to the road surface condition and is carried out by the electronic control unit according to the embodiment of the present invention. [ Fig. 6A] Fig. Figure 6A is a diagram illustrating an example of sending and receiving road surface condition information via an information sharing center according to the embodiment of the present invention. [ Fig. 6B] Fig. Figure 6B is a diagram illustrating an example of sending and receiving road surface condition information via the information sharing center according to the embodiment of the present invention. [ Fig. 7] Fig. Figure 7 is a diagram that shows an example of a data format of all information parts sent by a vehicle according to the embodiment of the present invention. [ Fig. 8] Fig. Figure 8 is a diagram that represents an example of the content of common information according to the embodiment of the present invention. [ Fig. 9] Fig. Figure 9 is a diagram that presents an example of road surface condition information according to the embodiment of the present invention. [ Fig. 10] Fig. Figure 10 is a diagram that provides an example of position / shape information of a road surface condition point E and additional road surface condition information according to the embodiment of the present invention. [ Fig. 11] Fig. Figure 11 is a diagram that presents an example in which a pedestrian is present near a small puddle A as the road surface condition according to the embodiment of the present invention. [ Fig. 12] Fig. Figure 12 is a diagram that presents an example in which a pedestrian is present near a large puddle B as the road surface condition according to the embodiment of the present invention. [ Fig. 13] Fig. Figure 13 is a diagram that presents an example in which a small frozen point A is present as the road surface condition on a curved road according to the embodiment of the present invention. [ Fig. 14] Fig. Figure 14 is a diagram that presents an example in which a large frozen point B is present as the road surface condition on a curved road according to the embodiment of the present invention. Description of embodiments

[0008] In the following, embodiments of the present invention are described with reference to the drawings.

[0009] In the embodiment of the present invention, regardless of whether the detection of a road surface condition affects a vehicle's route, the type and position of a road surface condition are detected when the vehicle approaches a point corresponding to that condition, and even after passing the condition, as needed, in order to increase the reliability of the road surface condition detection. The detection result is shared with another vehicle via a server or directly through communication.

[0010] During automated driving, the vehicle detects a road surface condition outside the detection range of its own external environmental sensing function. This detection uses road surface condition information, which specifies the type and location of the condition and is shared with another vehicle. The vehicle then modifies its driving plan to avoid the point corresponding to the road surface condition or to suppress its influence on driving. During driver assistance, a steering or deceleration maneuver is supported to avoid the point corresponding to the road surface condition or to suppress its influence.

[0011] In a case where the vehicle's external environment sensing function determines that there is an error in the road surface condition information shared with another vehicle, a change to the driving plan is made based on correct information while ensuring safety.

[0012] First, the operation of a system according to the embodiment of the present invention is described with reference to Fig. 1 described. An example in which in which in Fig. The system shown in Figure 1 shows that information regarding a road surface condition point A510, which is detected by a second vehicle 200, is transmitted externally, and a first vehicle 100, which has received the transmitted information, corrects its route plan to follow a route A410 while avoiding the road surface condition point A510.

[0013] In this description, the road surface condition refers to a partial state of a road surface in a situation that can affect driving and can be expressed as a road surface obstacle. Additionally, the road surface condition includes, for example, a bump in the road surface and a small fallen object, including those that are difficult to detect from a distance by an external environmental sensor. For the sake of simplicity, a vehicle that transmits the road surface condition is referred to as the second vehicle 200, and a vehicle that receives and uses the transmitted information is referred to as the first vehicle 100. However, the first vehicle 100 also performs a function of the second vehicle 200, and the second vehicle 200 also performs a function of the first vehicle 100.

[0014] The first vehicle 100 includes an AA110 camera, which is an external environmental sensor primarily monitoring the front; an AB120 camera, which is an external environmental sensor primarily monitoring the rear; an AC130 camera, which is an external environmental sensor primarily monitoring the left side; and an AD140 camera, which is an external environmental sensor primarily monitoring the right side. Area AA115 specifies an area where the road surface condition can be detected from a video recorded by camera AA110, and area AC135 specifies an area where the road surface condition can be detected from a video recorded by camera AC130.

[0015] The second vehicle, number 200, includes a BA210 camera, which is an external environmental sensor primarily monitoring the front; a BB220 camera, which is an external environmental sensor primarily monitoring the rear; a BC230 camera, which is an external environmental sensor primarily monitoring the left side; and a BD240 camera, which is an external environmental sensor primarily monitoring the right side. A BC235 area specifies a region where the road surface condition can be detected from a video recorded by camera BC230.

[0016] The AA115, AC135, and BC135 ranges each specify only the area in which the road surface condition can be detected from the video recorded by each camera. The area in which a road user, such as a vehicle or pedestrian, can be detected may differ from the area in which the road surface condition can be detected. Generally, a road user, such as a vehicle or pedestrian, that is sufficiently high above the road surface may be detected from a point farther away than the area used to determine the road surface condition, due to the influence of the orientation of a detection target's surface as captured by the external environmental sensor, such as the camera.

[0017] In the Fig. In the situation illustrated in Figure 1, the external environmental sensor of the first vehicle 100 cannot detect road surface condition point A510, and road surface condition point A510 is not within the area where the first vehicle 100 can detect road surface conditions. Therefore, if no information is provided from the outside, the first vehicle 100 cannot correct its route to avoid road surface condition point A510 unless the first vehicle 100 approaches road surface condition point A510 until it enters area AA115. In the situation illustrated in Figure 1, the first vehicle 100 cannot adjust its route to avoid road surface condition point A510 unless it approaches road surface condition point A510 until it enters area AA115. Fig. In the illustrated situation 1, the second vehicle 200 detects the road surface condition point A510 and transmits information regarding its presence, type, and position. The first vehicle 100 can receive the information transmitted by the second vehicle 200, correct its route to avoid the road surface condition point A510 at a stage where the first vehicle 100 is at a sufficient distance from the road surface condition point A510 based on the received information, review the route with sufficient margin so that the first vehicle 100 can proceed according to the corrected route, perform a control maneuver according to the reviewed route, and proceed according to route EA410.

[0018] As described above, since the driving plan can be changed at an early stage, the impact on surrounding road users (for example, the occurrence of damage caused by water or mud spray) and / or unstable vehicle behavior can be reduced. That is, by changing the driving plan at an early stage, the steering angle and acceleration and deceleration required to avoid the road surface condition point can be reduced. Therefore, it is possible to suppress the deterioration in passenger comfort resulting from avoiding the road surface condition point.Furthermore, in the event of intervention in a driving process of the occupant during the driving assistance, it is possible to reduce a feedback amount such as steering, which accompanies an avoidance process of the vehicle, and a difference between the driving process of the occupant and the actual movement of the vehicle, and to reduce the occurrence of stress on the occupant.

[0019] When the second vehicle 200 transmits the information regarding road surface condition point A510, the detection processing by the external environmental sensor attached to the second vehicle 200 continues regardless of whether the information is reflected in the second vehicle 200's route or not, and a result of the detection processing is appropriately transmitted externally. That is, the second vehicle 200 transmits externally the information regarding road surface condition point A510, which is updated using information acquired while driving over or near road surface condition point A510, and information acquired after driving through road surface condition point A510.

[0020] The information regarding road surface condition point A510, which is to be transmitted externally, is transmitted in cases where there is a change in the detection result, such as the type, position, and shape information, and in cases where there is a change in the detection reliability. Even in cases where the detection reliability for a particular road surface condition point is reduced, the detection result can be updated and the updated detection result can be transmitted if a predetermined level of detection reliability or higher can be ensured.A newly detected road surface condition and new shape information (for example, information regarding a track after the vehicle has driven, in a case where the road surface condition point A510 is covered with snow), which serve as additional information of the detected road surface condition, can be added as information regarding the road surface condition.Since the road surface condition detection processing continues when the vehicle passes through the road surface condition point, and after the vehicle passes through the road surface condition point, in a case where the detection reliability of a certain level or higher for the road surface condition, which has been changed due to the vehicle's movement, is to be ensured, the detection result can be updated to a detection result that corresponds to the changed condition, and the updated detection result can be transmitted.

[0021] In the Fig. In the illustrated example 1, the second vehicle 200 drives through the road surface condition point A510, and it is already difficult for the second vehicle 200 to take a driving action considering the influence of the road surface condition point A510, but the detection processing for detecting the road surface condition point A510 is performed continuously. In a case where the detection accuracy for type information of the road surface condition point A510 is improved by driving over the road surface condition point A510, the updated detection result is transmitted externally.For example, in a case where the road surface condition point A510 is a puddle, if a disturbance of a water surface or water splashes occurs due to the driving of the second vehicle 200 and the situation is detected by imaging carried out by the camera BC230, the accuracy in recognizing that the type is a 'puddle' can be improved.

[0022] Another example where the detection reliability for road surface condition is improved is given with reference to Fig. 2 described.

[0023] Fig. Figure 2 illustrates an example in which the second vehicle 200 approaches a road surface condition point B520. The second vehicle 200 continuously detects the road surface condition point B520 using camera BC230. At this time, if the road surface condition point B520 is a highly reflectible target such as a puddle or a lightly frozen spot, camera BC230 captures an image of the road surface condition point B520 influenced by light reflected from a direction B610. The direction B610 depends on an angle θ, and this angle θ changes as the second vehicle 200 approaches the road surface condition point B520. That is, this change is used for detection processing.The change can be used to improve the detection accuracy for a type of road surface condition point B520 based on the reflectance of the road surface condition point B520, and can be used to improve the detection accuracy for the road surface condition based on a difference in reflectance between the road surface condition point B520 and the periphery of the road surface condition point B520.

[0024] The updating of road surface condition information by continuing the road surface condition detection processing even after driving through the road surface condition point is described with reference to Fig. 3A and Fig. 3B described.

[0025] Fig. 3A illustrates a state before the second vehicle 200 passes through a road surface condition point C530, and Fig. Figure 3B illustrates a state after the second vehicle 200 passes through the road surface condition point C530. A dashed line BA216 indicates a horizontal view angle of camera BA210, and a dashed line BB226 indicates a horizontal view angle of camera BB220.

[0026] As in Fig. Figure 3A illustrates that, before the second vehicle 200 passes through road surface condition point C530, the road surface condition point C530 is detected using images obtained by imaging the road surface condition point C530 using cameras BA210 and BC230. Even after passing through road surface condition point C530, the second vehicle 200 continuously detects the road surface condition point C530 using an image captured by camera BB220, as shown in Figure 3A. Fig. Figure 3B illustrates this. As a result, the second vehicle 200 can detect a track C535 formed by driving at the road surface condition point C530 and can provide information adding the track C535 to the road surface condition point C530 outside the second vehicle 200. Specific examples of the road surface condition point C530 include snow cover and soil.

[0027] Examples of an obstacle whose shape or other characteristics change as the vehicle passes over it include small objects such as an empty can, a plastic bottle, and an instant noodle container. Such objects are small, and therefore, it can be difficult to detect them until the vehicle approaches them. Accordingly, detection processing using an image captured as the vehicle approaches the object is effective, as described in the present embodiment. Since an empty can, a plastic bottle, or the like is likely to roll and move in an uncompressed state, additionally, in such a state, only coarse positional information about the obstacle can be provided externally.However, if it can be detected that the object has been compressed due to the vehicle passing over it, the information provided externally can be updated, and specific position information can be provided.

[0028] Fig. Figure 4 is a block diagram that shows a configuration example of an electronic control unit that implements the functions of the first vehicle 100 and the second vehicle 200.

[0029] The electronic control unit of the present embodiment includes an external environmental sensor input unit 310, an environmental information acquisition unit 315, a self-position estimation unit 320, a map information management unit 325, an object information acquisition unit 330, a road surface condition acquisition unit 335, an external communication unit 340, an external communication antenna 345, an obstacle information management unit 350, a driving planning unit 360, an integrated vehicle behavior control unit 370, a vehicle behavior acquisition unit 375, a driving operation input / output unit 380, a brake control unit 391, a drive output / transmission control unit 392 and a steering control unit 393.

[0030] The external environmental sensor input unit 310 receives external environmental information observed by the external environmental sensor (a device capable of detecting an external environment around the vehicle, such as a camera or lidar) mounted on the vehicle. The external environmental sensor input unit 310 transmits the external environmental information received from the external environmental sensor to the object information acquisition unit 330 and the road surface condition acquisition unit 335.In the present embodiment, an example is described in which the camera is used as the external environmental sensor, but a sensor other than the camera can be used as long as the sensor is an external environmental sensor capable of detecting the road surface condition, and the external environmental sensor input unit 310 has a function corresponding to the external environmental sensor to be used.

[0031] The environmental information acquisition unit 315 calculates temperature, humidity, and atmospheric pressure using sensor output signals received from environmental sensors, such as a temperature sensor, a humidity sensor, and an atmospheric pressure sensor, mounted on the vehicle. The environmental information acquisition unit 315 transmits the calculated environmental information to the road surface condition acquisition unit 335, the external communication unit 340, and the powertrain output / transmission control unit 392. Not all of the temperature sensor, humidity sensor, and atmospheric pressure sensor are necessarily installed, and some environmental sensors (for example, the humidity sensor and the atmospheric pressure sensor) can be omitted.

[0032] The Object Information Acquisition Unit 330 performs object recognition processing using external environmental information received from the external environmental sensor and detects an environmental traffic participant (various vehicles, pedestrians, animals, or the like) and an object fixed to the ground (a building, a street tree, a sign, or the like). The Object Information Acquisition Unit 330 transmits a detection result to the Obstacle Information Management Unit 350 and the Self-Position Estimation Unit 320. The Obstacle Information Management Unit 350 determines whether the traffic participant and the object in the detection result impede driving and integrally manages the detection result for the traffic participant and the object that impede driving. The Self-Position Estimation Unit 320 estimates a position and orientation of the vehicle on a map.

[0033] The road surface condition detection unit 335 performs the detection processing using the external environmental information received from the external environmental sensor and detects the road surface condition. At this point, the road surface condition detection processing can be performed using obstacle information (including the road surface condition information) acquired from outside the vehicle by the external communication unit 340 as reference information. The obstacle information acquired from outside the vehicle by the external communication unit 340 is managed integrally by the obstacle information management unit 350.Examples of road surface conditions include those that spread across the road surface, such as a puddle or an icy surface; a depressed section of the road surface, such as a pothole; and a small fallen object. For example, an area where detailed detection processing is required can be narrowed down using road surface condition information received from the outside, allowing the road surface condition to be detected early and accurately by the vehicle's own external environmental sensor.

[0034] The road surface condition detection unit 335 can refer to the environmental information received by the environmental information detection unit 315 in the road surface condition detection processing. For example, a frozen spot detected when the temperature is high may be considered a fault and not present.

[0035] The 335 road surface condition detection unit can detect the road surface condition and a sunlit area surrounding it that is exposed to sunlight. The sunlit area can be treated as additional information regarding the condition of a nearby road surface.

[0036] The 335 road surface condition detection unit can perform recognition processing to detect lane information using external environmental information captured by the external environmental sensor. Road surface condition can influence lane detection; for example, it may be necessary to consider a lane as a roadway, and thus the 335 road surface condition detection unit can detect the lane.

[0037] The road surface condition detection unit 335 can acquire information regarding the occurrence of wheel rotation or vehicle slip from the vehicle behavior integrated control unit 370 and detect a slip-prone section that cannot be detected by the external environmental sensor. The vehicle behavior integrated control unit 370 manages the occurrence of vehicle slip, which is detected from acceleration observed by an inertial sensor. Once the occurrence of slip is detected, the accuracy of the road surface condition detection by the external environmental sensor can be improved by detecting the road surface condition in detail after the vehicle's wheels have traversed it using the external environmental sensor for rear monitoring, and this result can be transmitted externally.

[0038] The self-position estimating unit 320 estimates the vehicle's position and orientation based on position information received from a GNSS receiver, vehicle behavior information received from the vehicle behavior integrated control unit 370, information regarding an object affixed to the ground on the map managed by the map information management unit 325, and information obtained by the object information acquisition unit 330, which performs an object match. The vehicle's position and orientation information estimated by the self-position estimating unit 320 is sent to the external communication unit 340, the obstacle information management unit 350, and the route planning unit 360.

[0039] The external communication unit 340 transmits and receives information to and from external sources, such as another vehicle and an information sharing center 700, using the external communication antenna 345. For example, the external communication unit 340 receives self-position estimation information, which serves as a position reference for the road surface condition, from the self-position estimation unit 320 and transmits this self-position estimation information externally. It also transmits the road surface condition information received by the road surface condition detection unit 335 externally. Environmental information received by the environmental information detection unit 315 is also transmitted externally.Road surface condition information received from external sources is transmitted to the Obstacle Information Management Unit 350, which can collectively manage obstacle information (including road surface condition) and information received from external sources. The Obstacle Information Management Unit 350 integrates and manages portions of information, including obstacle information (including road surface condition) received from the Road Surface Condition Detection Unit 335 and the Object Information Detection Unit 330, as well as road surface information, lane information, and road surface condition information received from external sources via the External Communication Unit 340.The obstacle information management unit 350 calculates a relationship between the information received from outside and the position and orientation of the own vehicle using the information regarding the position and orientation of the own vehicle from the own position estimation unit 320.

[0040] The information managed by the obstacle information management unit 350 is sent to the route planning unit 360 and the vehicle behavior integrated control unit 370.

[0041] The scheduling unit 360 creates the schedule so that the vehicle can travel to a destination along the map and route information provided by the map information management unit 325. The scheduling unit 360 preferably receives information regarding the lane, obstacle, and road surface condition from the obstacle information management unit 350 and creates a detailed route plan and a speed plan for the road.

[0042] The vehicle behavior sensing unit 375 receives an output from the inertial sensor, a wheel speed pulse, and similar data necessary for sensing vehicle behavior, and detects changes in vehicle orientation and the occurrence of slip at each wheel. The vehicle behavior sensing unit 375 transmits the acquired information to the vehicle behavior integrated control unit 370.

[0043] The driving operation input / output unit 380 receives a signal from equipment related to the occupant's driving operation, such as the operation of a steering wheel, accelerator pedal, brake, gearshift, or the like, and outputs a feedback instruction signal to the equipment, generating feedback for driving operation, such as an instruction to generate a reaction force for the steering wheel, brake, or the like. The driving operation input / output unit 380 also outputs a display request on a display panel related to driving operation, as required.

[0044] The vehicle behavior integrated control unit 370 issues a driving instruction to the brake control unit 391, the powertrain output / transmission control unit 392, and the steering control unit 393, so that the vehicle behavior follows a signal indicating the occupant's driving action, which is received from the driving action input / output unit 380 or from content planned by the trip planning unit 360. At the point when driving through an area where the road surface condition changes (a specific road surface condition) is predicted based on information acquired by the obstacle information management unit 350, the driving instruction is adjusted to enable driving suitable for traversing the road surface condition. Furthermore, if contact with the obstacle that must be avoided is predicted, emergency braking processing is executed.In a case where the occurrence of abnormal vehicle behavior, such as wheel slip, is detected from the information acquired by the vehicle behavior detection unit 375, it is preferable to change the drive torque distribution of each wheel and issue a driving instruction adapted to restore the vehicle behavior.

[0045] The brake control unit 391 issues a command to a brake device control actuator to generate a braking force for each wheel, as specified by the vehicle behavior integrated control unit 370. At this point, in the case of a vehicle with an energy regeneration function, such as an electric vehicle or a hybrid vehicle, the brake control unit 391 issues a command to the brake device control actuator so that a target braking force is generated by combining a braking force accompanying the energy regeneration and a braking force generated by the brake control actuator, in conjunction with the powertrain output / transmission control unit 392.

[0046] The drive output / transmission control unit 392 issues an instruction to a drive device system comprising a vehicle drive force generation source and drive force transmission mechanism, and performs control to obtain the drive force for each wheel specified by the vehicle behavior integrated control unit 370.

[0047] The steering control unit 393 controls an actuator of a steering device according to the content of an instruction from the vehicle behavior integrated control unit 370.

[0048] The electronic control unit of the present embodiment is a control device comprising an arithmetic device and a storage device. The arithmetic device is a processor (for example, a microcomputer) that executes a program stored in a storage device. The arithmetic device executes a predetermined program to function as a functional unit providing various functions. The storage device comprises a non-volatile memory area and a volatile memory area. The non-volatile memory area includes a program area for storing the program to be executed by the arithmetic device and a data area for storing data to be used when the arithmetic device executes the program.The volatile memory area stores data to be used when the arithmetic device executes the program. Program data can also be allocated to the volatile memory area to improve the execution speed of the arithmetic device. In this case, the program is transferred from the non-volatile memory area to the volatile area when it needs to be executed. The program, compressed and stored in the non-volatile memory area, can be expanded at the time of the transfer.

[0049] Fig. 5 is a flowchart of a processing operation that reacts to the road surface condition, which is carried out by the electronic control unit with the in Fig. The configuration shown in section 4 is executed.

[0050] First, the self-position estimation unit 320 determines the position and orientation of the vehicle (S810). The vehicle's position and orientation are necessary to convert road surface condition information received through communication from outside the vehicle into a coordinate system for the vehicle, and to convert road surface condition information acquired by the vehicle's external environmental sensor into a position on the map, so that the position can be shared with the outside of the vehicle.

[0051] Next, the road surface condition detection unit 335 captures road surface condition information from the outside of the vehicle, received through communication from the outside of the vehicle, such as from another vehicle (S820). When the road surface condition information is captured from the outside of the vehicle, information that does not affect the vehicle's future route and information regarding road surface condition that can be detected by the vehicle's external environmental sensor are discarded, thus reducing the load of subsequent processing and the amount of road surface condition information.On the other hand, even if the route of the vehicle is not affected, the information regarding the road surface condition, which can be detected by the vehicle's external environmental sensor, is held for display on the outside of the vehicle, such as another vehicle.

[0052] The Obstacle Information Management Unit 350 then detects the road surface condition using information acquired by the vehicle's own external environmental sensor. The Obstacle Information Management Unit 350 then integrates portions of road surface condition information obtained from a variety of the vehicle's own external environmental sensors for each road surface condition point (S830).

[0053] The Obstacle Information Management Unit 350 then integrates the road surface condition information (external road surface condition information) acquired from the outside of the vehicle and the road surface condition information (internal road surface condition information) derived from the vehicle's external environmental sensor (S840). The external road surface condition information is also integrated with portions of road surface condition information from a variety of sources, such as other vehicles, and the Information Sharing Center 700 for each road surface condition point. The Information Sharing Center 700 is a management server that administers the road surface condition information transmitted by the vehicle.

[0054] In step S840, the obstacle information management unit 350, referring to external road surface condition information, makes a determination based on the detection reliability and consistency between the multiple information sources, even for road surface conditions not observed by the vehicle's own external environmental sensor. If the external road surface condition information is determined to be correct, the road surface condition point is considered to be present. As a result, the route planning unit 360 can update the route plan, taking into account the presence of the road surface condition point, even before the road surface condition point is detected by the vehicle's own external environmental sensor.

[0055] The obstacle information management unit 350 then determines whether a valid road surface condition point has been detected (S850). If the valid road surface condition point has not been detected (No in S850), the road surface condition-responsive processing terminates. A valid road surface condition point is one whose detection reliability is equal to or greater than a predetermined threshold.

[0056] On the other hand, in a case where the valid road surface condition point has been detected (Yes in S850), the obstacle information management unit 350 determines whether the vehicle needs to take action regarding the road surface condition point in relation to driving (S860). At this time, the presence of other road users around the road surface condition can also be taken into account.

[0057] In a case where it is necessary to take action regarding the road surface condition point in relation to the driving of the vehicle, the scheduling unit 360 updates the schedule to achieve appropriate driving, taking into account the position, shape, size, and type of the road surface condition point and the surrounding road user (vehicle, pedestrian, animal, or the like) that affects the driving of the vehicle (S870). Conversely, in a case where it is not necessary to take action regarding the road surface condition point in relation to the driving of the vehicle, a schedule update step (S870) is omitted, and processing proceeds to step S880.

[0058] Next, the road surface condition monitoring unit 335 converts the data necessary for transmitting the road surface condition information externally into an externally transmittable format (S880). Then, the external communication unit 340 transmits the road surface condition information, now converted into the transmittable format, externally (S890).

[0059] The processing described above ensures that, in a case where step S850 determines that the valid road surface condition point has been detected, the road surface condition information is transmitted to the outside of the vehicle in step S890, regardless of whether or not it is necessary to take any action regarding the vehicle's operation. Therefore, road surface condition detection information detected while the vehicle is approaching the road surface condition point can be provided to the outside of the vehicle, and road surface condition information acquired by an external environmental sensing function of the vehicle can also be provided to the outside of the vehicle.

[0060] Fig. 6A and Fig. Figure 6B shows diagrams illustrating an example of sending and receiving road surface condition information via the Information Sharing Center 700. Fig. 6B illustrates a situation after a predetermined time (for example, several minutes to several hours) in Fig. 6A.

[0061] Immediately after the second vehicle 200 passes a road surface condition point D540, which is located in Fig. As illustrated in Figure 6A, the second vehicle 200 improves the detection reliability for road surface condition point D540 by continuously detecting the road surface condition point D540 before driving through it. Furthermore, the second vehicle 200 detects the condition of road surface condition point D540 after driving using camera BB220 and transmits the final information obtained by detecting road surface condition point D540 to the information sharing center 700 in the diagram. Fig. 6A illustrated the situation.

[0062] The second vehicle 200 transmits the road surface condition information regarding road surface condition point D540 to the information sharing center 700 in an appropriate manner each time the detection reliability is improved or a detection content is corrected, even while road surface condition point D540 is continuously being detected. However, if the second vehicle 200 passes through road surface condition point D540 and is far from it, and the detection reliability for road surface condition point D540 is reduced, the subsequent detection information for road surface condition point D540 cannot be used. Therefore, the road surface condition information transmitted to the outside of the second vehicle 200 no longer includes information regarding road surface condition point D540.

[0063] Then a situation arises of Fig. 6B, in which the first vehicle 100, which is another vehicle, approaches the road surface condition point D540. In the situation of Fig. 6B, a certain amount of time has passed since the second vehicle 200 passed through road surface condition point D540, and the second vehicle 200 is now a distance from road surface condition point D540. Therefore, the road surface condition information regarding road surface condition point D540 is not directly transmitted from the second vehicle 200 to the first vehicle 100 via vehicle-to-vehicle communication, and the first vehicle 100 cannot receive the information regarding road surface condition point D540 from the second vehicle 200.Therefore, the first vehicle 100 collects the road surface condition information regarding road surface condition point D540 and uses the road surface condition information for the schedule of the first vehicle 100 with reference to the road surface condition information regarding road surface condition point D540 provided by the information sharing center 700.

[0064] When the first vehicle 100 passes through the road surface condition point D540, the first vehicle 100 detects the road surface condition point D540 and transmits the detected road surface condition point D540 to the information sharing center 700, so that the road surface condition information regarding the road surface condition point D540, which is held by the information sharing center 700, is appropriately updated.

[0065] The Information Sharing Center 700 determines the validity of road surface condition information based on a change history of the road surface condition at a location where the condition exists. This is done by referencing the time elapsed since the last time the road surface condition information was received, the surrounding environment of the location, the season, and the type and extent of the road surface condition. The center then transmits the road surface condition information determined to be valid. In cases where there is a possibility that the road surface condition may have changed at the time the validity is determined, the road surface condition information may be transmitted along with information indicating the possibility of such a change.Therefore, the Information Sharing Center 700 refers to the environmental information that is added to the road surface condition information transmitted by the vehicle. Furthermore, the Information Sharing Center 700 can refer to information gathered by sources other than the vehicle, such as weather information.

[0066] For example, even if the road surface condition is a frozen spot, in a case where the season is spring, the temperature is sufficiently high (for example, 10°C or higher), or the spot is a sunlit spot even though the temperature is around 5°C, there is a possibility that the frozen spot will change into a puddle in a relatively short time. Therefore, a parameter indicating the possibility of changing into a puddle is added to the road surface condition information as a large value. On the other hand, if the season is winter or the temperature is 3°C or lower, the possibility of a puddle freezing over time increases, and thus a parameter indicating the possibility of changing into a frozen spot is added to the road surface condition information as a large value.Since the size of a puddle increases according to the product of the amount of precipitation and the time elapsed, an additional parameter indicating the possibility that the size of the puddle will increase can be added to the road surface condition information as a value corresponding to the amount of precipitation.

[0067] In determining the validity of road surface condition information, the 700 Information Sharing Center can, in principle, invalidate the information after a certain period (e.g., several hours) has elapsed since the last receipt of the information, due to its low reliability. However, this period can be adjusted based on factors such as the season, traffic volume, and the past state of the road surface condition at the location where it is present. For example, if traffic volume is high, there is a high probability that snow, which corresponds to the road surface condition, will disappear at an early stage due to passing vehicles, and thus the validity period of the road surface condition information can be shortened.

[0068] The Information Sharing Center 700 can receive fragments of information regarding the same road surface condition point from a large number of vehicles. Essentially, an update is performed for the same road surface condition point using newly received road surface condition information.However, portions of immediately preceding information, which can be determined to be information relating to the same road surface condition point and which are received from approximately several to several dozen vehicles from which the portions of road surface condition information were transmitted, are held for a predetermined time (for example, approximately 10 minutes), and in a case where the recognition reliability of the newly received information is lower than the recognition reliability of the held road surface condition information, or in a case where the recognition reliability of the newly received information differs significantly from that of the road surface condition information previously received from other vehicles, it is determined that the reliability of the information is low, and the use of the newly received information is temporarily suspended.The road surface condition information, the use of which is suspended, may be compared with information that has a reliability equal to or higher than a certain threshold and is transmitted by a vehicle different from the vehicle that provided the road surface condition information. Such information may be considered valid if it is determined that the road surface condition information is information relating to the same road surface condition and may be included in the information to be transmitted by the Information Sharing Center 700.

[0069] An example of a data format, when road surface condition information is transmitted from the vehicle, is given with reference to Fig. 7, Fig. 8 and Fig. 9 described.

[0070] Fig. 7 is a diagram that shows an example of the data format of all information sent by the vehicle, Fig. Figure 8 is a diagram that presents an example of the content of common information 910, and Fig. Figure 9 is a diagram that presents an example of road surface condition information.

[0071] As in Fig. As illustrated in Figure 7, the information pieces sent by the vehicle include the common information 910, the number 920 of information pieces, and information pieces 1 (921) to n (92n) in sequence.

[0072] The common information item 910 stores data that is used together in subsequent information items. The number 920 of information parts indicates the number of information parts in a subsequent set. The information parts 1 (921) to n (92n) are data sequences contained in a set of information parts.

[0073] In the Fig. The 7 illustrated example does not include an error detection code such as a checksum or a CRC, but in practice the error detection code can be added to any piece of information or data series to detect an error in communication and correct the error.

[0074] An example of the content contained in Common Information 910 is given with reference to Fig. 8 described. V1 (Transmission Source Identification Code) is unique identification information for identifying an information transmission source. V2 (Transmission Time) is international atomic time based on a reference clock on an information transmission page. V3 (Transmission Source Position Information) is information regarding a position (a three-dimensional position including altitude) on the map, obtained by the vehicle that is the information transmission source through self-position estimation, and an orientation (a yaw angle, a roll angle, and a pitch angle). V4 (Environmental Information) is environmental information around the vehicle, acquired by the Environmental Information Acquisition Unit 315, and includes, for example, ambient temperature, humidity, and atmospheric pressure.V4 (Environmental Information) can only be information (for example, temperature) received by the vehicle that is the transmission source. V5 (Detection Reliability) is the reliability in the detection processing for each detection target group (a group of road user, sign, lane, traffic light, and the like), and the vehicle that provides the road surface condition information externally also outputs a detection reliability for the detection processing performance for a road surface condition group.

[0075] V5 (detection reliability) can be calculated by determining the average degree of consistency of the relevant type between a detection result based on information acquired by the vehicle's external environmental sensor and information obtained through communication. That is, if the degree of consistency between the highly reliable information acquired through communication (newly acquired, highly reliable information provided by the Information Sharing Center 700) and the detection result based on the information acquired by the vehicle's external environmental sensor is low, then V5 (detection reliability) will be low. Conversely, if the degree of consistency is high, then V5 (detection reliability) will be high.The vehicle receiving the information from the outside checks the received V5 (recognition reliability). If the value is lower than a predetermined threshold, the vehicle determines that the recognition processing in the vehicle that is the information transmission side is inadequate, discards the information transmitted by that vehicle, and invalidates the information where a faulty recognition is suspected.

[0076] An example of content in a case where a set of information is information regarding a specific road surface condition point is given with reference to Fig. 9 described, wherein the series of information is contained in each of the information parts 1 (921) to n (929).

[0077] X1 (information type code) specifies the type of information. In the case of information regarding the road surface condition point, X1 (information type code) is a code that specifies the "road surface condition." That is, the formats of subsequent data in the same set of information pieces are determined by X1 (information type code). In a case where X1 (information type code) is not the code that specifies the "road surface condition," the formats of data after X1 (information type code) may differ from those in Fig. 9 distinguish.

[0078] X2 (road surface condition detection time) indicates the time at which the road surface condition, contained in the same set of information pieces, is detected. This time is not the time at which the road surface condition is first detected, but rather the time at which the external environmental sensor acquires information regarding the latest detection result, which is transmitted externally in a situation where the external environmental sensor is continuously detecting the road surface condition.

[0079] X3 (Road Surface Condition Identification Code) is unique identification information assigned to each information transmission source and each road surface condition. For example, the X3 (Road Surface Condition Identification Code) can include information about the date and time the road surface condition was first detected and a serial number assigned at the same date and time. The Road Surface Condition Identification Code assigned to a particular road surface condition uses the same identification information continuously as long as the road surface condition is being tracked. The vehicle receiving the information can track the same road surface condition point for each information transmission source using V1 (Transmission Source Code) and X3 (Road Surface Condition Identification Code).

[0080] X4 (Road Surface Condition Type Code) is identification information corresponding to the type of road surface condition point. For example, the road surface condition type includes a puddle, a frozen spot, a snow cover, a hole (a pothole or the like), a small object (hard object), a small object (soft object), a small object (object of unknown hardness), an undefined obstacle, and an obstacle of unknown type. The difference between an undefined obstacle and an obstacle of unknown type is that an undefined obstacle is used when it is determined that the obstacle is of a type other than a defined type (such as a puddle), and an obstacle of unknown type is used when it is unclear whether the obstacle is of a defined type or not.The hard and soft objects, which are the small objects, can be classified by whether or not the respective object is significantly deformed by the vehicle passing over it. In the hard object and soft object classification, a detailed type of the small object is estimated in one stage of the recognition processing. If the type of small object is unknown, the corresponding object is treated as a small object (object with unknown hardness). The hardness classification of the small object can be updated based on information indicating the presence or absence of deformation in the road surface condition, detected by the external environmental sensor after the vehicle has passed.

[0081] An object with a height that exceeds the minimum ground clearance of the vehicle permitted by law may be treated as a normal object instead of a small object or the road surface condition.

[0082] X4 (road surface condition type code) can represent a multitude of types simultaneously, for example, types such as a "puddle" and a "frozen spot". In a case where X4 represents a multitude of types, it is preferable to represent the types in descending order of probability.

[0083] X5 (Position / Shape Information) is information regarding the position and shape of the road surface condition. The position is represented by its location on the map. The shape is represented by the number of vertices and information regarding the position of each vertex by approximating the road surface condition to a polygon. The shape may include a height from the road surface. The height is the elevation of a section of the corresponding road surface condition that is identified as having the greatest deviation from the road surface. In the case of a road surface condition that is sunken from the road surface, such as a pothole, the height will have a negative value. In a case where the elevation of the road surface condition is unknown, the road surface condition may be expressed as having an "unknown elevation".

[0084] X6 (Type Reliability) is the recognition reliability for X4 (Road Surface Condition Identification Code) and can be expressed, for example, as a percentage. Recognition reliability is a value output when the road surface condition is correctly identified from information gathered by the external environmental sensor of the information transmission source. Recognition reliability can be calculated taking into account the road surface condition information acquired externally.For example, if the type of road surface condition detected at a particular location corresponds to many pieces of road surface condition information present at that same location that are acquired externally, the reliability is increased. Conversely, if the type of road surface condition detected at a particular location does not correspond to the road surface condition information present at that same location that are acquired externally, the reliability is decreased. In a case where X4 (road surface condition type code) represents a multitude of types, the reliability can be specified for each type. In a case where the reliability is expressed as a percentage, the reliability for each individual type does not exceed 100, but the overall reliability value can exceed 100.For example, in a situation where ice and water are mixed as the types, both the detection reliability for ice (frozen spot) and the detection reliability for water (puddle) can be high.

[0085] X7 (detected position / shape reliability) is the detection reliability for X5 (position / shape information) and is a value output when the road surface condition is detected from the information acquired by the vehicle's external environmental sensor, which serves as the information transmission source. X7 (detected position / shape reliability) includes respective reliability values ​​for position in a horizontal direction and height in a vertical direction. The detection reliability for the detected position / shape can be calculated taking into account the road surface condition information acquired externally.For example, if the position of the road surface condition detected at a particular location corresponds to many pieces of road surface condition information present at the same location and acquired from external sources, the reliability is increased. Conversely, if the position of the road surface condition detected at a particular location does not correspond to the road surface condition information present at the same location and acquired from external sources, the reliability is decreased. Similarly, the elevation of the road surface condition can be calculated based on whether or not its elevation corresponds to the elevation of the road surface condition information acquired at the same location from external sources.

[0086] X8 (external reference number) is the number of information transmission sources for portions of received information referenced in the recognition processing. Portions of information transmitted by a multitude of other vehicles around the vehicle can be received, portions of information transmitted by the Information Sharing Center 700 can be received, or portions of information regarding the road surface condition of a point can be provided by a multitude of information transmission sources. Among such transmission sources, the number referenced in the recognition processing for the road surface condition is X8 (external reference number).The road surface condition information transmitted by the Information Sharing Center 700 is typically based on portions of road surface condition data transmitted by a variety of vehicles. However, the number of information transmission sources can be counted separately for the other vehicles and the Information Sharing Center 700. Additionally, any externally received information source that was not referenced in the road surface condition detection processing is excluded.

[0087] X9 (external reference recognition statistics information) is statistical information on the recognition reliability of road surface condition information received from external sources and referenced in the recognition processing. X9 (external reference recognition statistics information) includes the reliability of the road surface condition information received from external sources and used in the vehicle's own recognition processing (for example, the lowest reliability, an average reliability, and the highest reliability for each of the types of X6 (type reliability) and the horizontal position and height of X7 (detected position / shape reliability)).A road surface condition information receiving page can determine whether to use the received information by using X8 (external reference number) and X9 (external reference recognition statistics information). For example, if the average reliability is equal to or lower than a predetermined threshold, or if the lowest reliability is equal to or lower than a predetermined threshold, the information can be ignored as unavailable.

[0088] X10 (estimated road surface condition change tendency) is a temporal change tendency of road surface condition information and represents a change in position, shape (including height), and type. For example, in a case where the small object has a shape that is easy to roll, such as a sphere or a cylinder, there is a possibility that the road surface condition will roll and move, and thus it is preferable for X10 (estimated road surface condition change tendency) to represent that "the position is likely to change in a short time." For a target (for example, the small object or soft snow) whose shape and height change due to the vehicle passing over it, X10 (estimated road surface condition change tendency) can represent that "the shape and height are likely to change in a short time."Information regarding the direction of change, such as an increase or decrease in shape or height, can be added to X10 (estimated road surface condition change tendency). Furthermore, information regarding the rate of change over time can be added to X10 (estimated road surface condition change tendency). In cases where it is possible to estimate the type of change, such as a change from a snow cover or frozen spot to a puddle, or vice versa, information regarding the type of change can be added to X10 (estimated road surface condition change tendency).In a case where the information transmission source does not have a function for estimating a road surface condition change tendency to be estimated, and in a case where it is difficult to estimate the road surface condition change tendency to be estimated even though the information transmission source has the estimation function, X10 (estimated road surface condition change tendency) can be set to "no information".

[0089] The vehicle receiving the road surface condition information uses this information to determine whether to use the received information or to modify the route with a positional margin based on X10 (estimated road surface condition change tendency). For example, in a case where the shape of a puddle is expected to be large, it is preferable to create a route to avoid the puddle with a positional margin.

[0090] X11 (Road Surface Condition Supplementary Information Number) represents the number of road surface condition supplementary information pieces included after X12. In a case where there is no information after X12, X11 (Road Surface Condition Supplementary Information Number) is 0.

[0091] X12 (Road Surface Condition Additional Information 1) is the first Road Surface Condition Additional Information. This additional information relates to an extra object added to the Road Surface Condition, such as a lane in a case where the Road Surface Condition is Snow Cover. Several Road Surface Condition Additional Information components, represented by X11 (Road Surface Condition Additional Information Number), exist.

[0092] The respective road surface condition supplementary information parts contain the same information as X4 (road surface condition type code) to X9 (external reference recognition reliability).Here, X4 (road surface condition type code) is a code of a type of the additional object, X5 (position / shape information) is information regarding a position / shape of the additional object, X6 (type reliability) is reliability for the type of the additional object, X7 (detected position / shape reliability) is reliability for the position / shape of the additional object, X8 (external reference number) is the number of transmission sources of information regarding the additional object that are received from outside and referenced, and X9 (external reference recognition reliability) is statistical information regarding the recognition reliability for the received information that is referenced in the recognition processing for the additional object.Each reliability for the road surface condition supplementary information and the number of transmission sources of the information referenced may differ from each reliability for the road surface condition to which the supplementary object is added and the number of transmission sources of the information referenced.

[0093] The type of additional object is, for example, a track, a partial protrusion or recess, or a small obstacle in the road surface condition. Road surface condition supplementary information allows vehicles to share details about this additional shape or small obstacle.

[0094] An example of the in Fig. 7, Fig. 8 and Fig. The data format shown in Figure 9 can be partially modified and used as the road surface condition information transmitted by the Information Sharing Center 700. The road surface condition information transmitted by the Information Sharing Center 700 can be distinguished by V1 (transmission source code), and the vehicle on the receiving end modifies how the received road surface condition information is handled.

[0095] In the information transmitted by the Information Sharing Center 700, V3 (Transmission Source Position Information) is the position information of an information delivery target, and the orientation is "no information." Because portions of information are gathered from vehicles traveling at different locations at the Information Sharing Center 700, an area on the map is divided into predetermined sections, and the road surface conditions present in each section are collectively transmitted as a set of information. The position information of the information delivery target specifies the section on the map.

[0096] In the case of receiving information from the 700 Information Sharing Center, it is preferable to determine the need for reception based on the location information of the information delivery target and to discard information regarding the section of the map that does not affect the driving of the vehicle in order to reduce the processing load for the received information. Additionally, in the case of wireless transmission of road surface condition information, the amount of data to be transmitted wirelessly can be reduced by not transmitting road surface condition information for an area other than the wirelessly covered area and a perimeter thereof.

[0097] The Information Sharing Center 700 can provide road surface condition information at predetermined time intervals, or the vehicle can transmit position information from the vehicle side before crossing a section specified by the position information of the information provision target received by the Information Sharing Center 700, and request information regarding a new section from the Information Sharing Center 700, and the Information Sharing Center 700 can transmit the road surface condition information in response to the request.To reduce the impact of a time delay until the road surface condition information for the section is collected by the Information Sharing Center 700 after the vehicle has crossed the section on the map, the Information Sharing Center 700 can transmit the road surface condition information for the section adjacent to the vehicle's position to the vehicle, and the vehicle can receive information regarding the section the vehicle can next enter from the Information Sharing Center 700.

[0098] V4 (Environmental Information) is environmental information (temperature, humidity, atmospheric pressure, wind speed, wind direction, weather, and the like) for the section, corresponding to the positional information of the information delivery target. In a case where the section is wide, it can be subdivided into multiple areas, and V4 can be environmental information for each subdivided area. The environmental information transmitted by the Information Sharing Center 700 is generated based on environmental information transmitted by the vehicle, and environmental information gathered from a weather information provider or observed by a pre-installed environmental monitoring device can be used.

[0099] V5 (Detection Reliability) is prediction reliability and is a value that indicates the reliability of a temporal change predicted in the section corresponding to the location information of the information delivery target from the Information Sharing Center 700. One prediction corresponds to X10 (Estimated Road Surface Condition Change Trend). The information transmitted by the Information Sharing Center 700 may include outdated information. Therefore, if the prediction reliability is low, it is preferable for the receiving end to discard information with a long elapsed time, as measured by X2 (Road Surface Condition Detection Time). The prediction reliability can be calculated based on environmental information or similar data.For example, in the case of a weather condition where the temperature changes rapidly and the forecast is likely to deviate from it, the reliability of the forecast may be reduced.

[0100] The Information Sharing Center 700 discards road surface condition information that, based on prediction reliability and the time elapsed since the road surface condition detection time, can be determined to be difficult to use, and subsequently does not transmit the road surface condition information that is difficult to use.

[0101] X3 (Road Surface Condition Identification Code) is unique identification information assigned to each road surface condition by the Information Sharing Center 700. The Information Sharing Center 700 integrates portions of road surface condition information received from a variety of vehicles and uses the same identification information for the same road surface condition as long as that condition exists. If valid information regarding the road surface condition disappears, the road surface condition's identification information becomes invalid.

[0102] Fig. Figure 10 is a diagram that shows an example of the position / shape information of a road surface condition point E550 and the additional road surface condition information. The road surface condition point E550 represents a partial snow cover on the road, and a track E556 is present in the snow cover.

[0103] The X5 (position / shape information) of the road surface condition point E550 are represented by the positions of vertices of a polygon that surrounds the road surface condition point E550. However, to suppress an increase in processing load due to an increase in the number of vertices, an upper limit on the number of vertices can be set, and the "polygon" does not have to be the smallest, as long as it is sufficiently small. Therefore, the polygon that specifies the road surface condition point E550 is represented, for example, by a polygon E555, and the X5 (position / shape information) can be represented by a data sequence in which the respective vertices are arranged in the order in which the sides of the polygon were formed.

[0104] If the position of the vertex is represented, in order to reduce the amount of data, the position of any vertex of the polygon can be represented by a position on the map, and the position of the other vertex can be represented by a relative position from the vertex or a relative position from a position of a previous vertex in the data sequence.

[0105] Lane E556 is represented as a road surface condition supplementary information part of the road surface condition point E550. Although each road surface condition supplementary information part contains X5 (position / shape information), the X5 (position / shape information) of the road surface condition supplementary information is also specified by the position of the vertex of the polygon that surrounds the target, similar to the road surface condition. However, a shape of the supplementary information is valid within the shape of the road surface condition point to which the road surface condition supplementary information is added.In a case where the road surface condition point is completely intersected longitudinally by a lane or similar feature, the direction in which the road surface condition point is intersected longitudinally is treated as a shape that is extended to completely intersect the shape of X5 (position / shape information) that specifies the road surface condition longitudinally. The same applies in the case where the road surface condition point is intersected not longitudinally, but transversely or obliquely. As a result, X5 (position / shape information) of lane E556, for example, is represented by polygon E557. By handling it in this way, when the vehicle that received the road surface condition information creates its route plan, it can determine whether or not the vehicle can pass the road surface condition point to travel in the lane.

[0106] The position of the vertex of the polygon that specifies the road surface condition supplementary information can be expressed by a relative positional relationship with the road surface condition point to which the road surface condition supplementary information is added. For example, the positional information of polygon E557, which encloses lane E556, can be specified by a relative position from the position of the first vertex of X5 (positional / shape information) of road surface condition point E550.Alternatively, the position of the first vertex of a polygon specifying a polygon EX557 can be represented by a relative position from the position of the first vertex of X5 (position / shape information) of the road surface condition point E550, and the other vertices can each be represented by a relative position from the vertex or a relative position from a position of an immediately preceding vertex in the data sequence.By specifying the position information of the road surface condition supplementary information by its relative position with respect to the road surface condition point to which the road surface condition supplementary information is added, the accuracy when specifying a relative position of the additional object with respect to the road surface condition point can be improved compared to a case of using coordinates on the map that have to handle a large area.

[0107] The consistency of portions of road surface condition information with respect to the same road surface condition point, captured from a variety of transmission sources, can be determined based on an area size ratio. For example, an area of ​​road surface condition represented by X5 (position / shape information) is compared, and the ratio between an area of ​​a section where the polygons of two portions of road surface condition information overlap, and an area of ​​a section where the polygons of the two portions of road surface condition information do not overlap (an area represented by only one portion of road surface condition information), is calculated as the degree of consistency and can be used as an index representing the consistency.In such a procedure, the degree of consistency is calculated for each combination of road surface condition information components.

[0108] An example of improving the vehicle's schedule based on the road surface condition received from the outside is given with reference to Fig. 11 to Fig. 14 described.

[0109] Fig. Figure 11 is a diagram illustrating an example where a small puddle A560 represents the road surface condition and a pedestrian 650 is present near the puddle A560. Because the pedestrian 650 is near the puddle A560, the first vehicle 100 must travel at a speed to suppress water or mud splashes towards the pedestrian 650.

[0110] A driving route AC422 is an example of a front left wheel's route in a case where the first vehicle 100 does not view or cannot detect puddle A560. In this case, since puddle A560 is not viewed and the driving speed is not reduced, there is a high probability of damage caused by water or mud splashing towards pedestrian 650.

[0111] Route AB421 is an example of a route for the front left wheel of the first vehicle 100 according to the schedule, which was designed to reduce the possibility of water or mud splashing towards pedestrian 650 in a case where the first vehicle 100 detects puddle A560 and pedestrian 650 using its own external environment sensor. Since an area where the first vehicle 100 can detect the road surface condition in front of it using its external environment sensor is part of area AA115, the possibility of water or mud splashing occurring after the first vehicle 100 approaches puddle A560 is detected, and the schedule is changed so that the front left wheel of the first vehicle 100 travels on route AB421. Route AB421 does not completely avoid puddle A560.Therefore, when the first vehicle 100 drives through the puddle A560, the distance to the pedestrian 650 is short, and it is thus desirable for the first vehicle 100 to slow down and then drive through the puddle A560. At this point, to ensure the prevention of water or mud splashing towards the pedestrian 650, an unavoidable slowdown can be carried out, even if the driving comfort of the occupant of the first vehicle 100 is reduced, taking into account the safety of the following vehicle.

[0112] A driving route AA420 is an example of a route for the front left wheel of the first vehicle 100 according to a driving plan designed to reduce the possibility of water or mud splashes occurring towards the pedestrian 650. This occurs when the first vehicle 100 detects the presence of the puddle A560 based on road surface condition information received from outside and detects the pedestrian 650 using its own vehicle's external environmental sensor. Since an object such as a pedestrian has a height relative to the road surface condition, the object can be detected relatively easily through detection processing using the external environmental sensor.Therefore, the presence of the object can be detected by the vehicle's own external environmental sensor even outside the AA115 area, which is an area where the road surface condition can be detected.

[0113] By creating the route plan using the road surface condition information obtained from external sources, as described above, route AA420 becomes a route where the possibility of damage caused by water or mud splashing from puddle A560 is reduced compared to route AB421. By creating the route plan to avoid puddle A560 early on, puddle A560 can be avoided entirely, thus eliminating the need for a delay.

[0114] Even if it is determined that the possibility of damage occurring due to puddle A560 must be reduced early on, avoiding puddle A560 may be difficult due to the presence of an oncoming vehicle or similar obstacles. Even in such a case, it is possible to reduce the steering angle required to minimize the risk of damage by changing the driving plan at an early stage. It is also possible to decelerate early on, thus reducing lateral G-force due to steering and longitudinal G-force due to deceleration. Additionally, the rate of change of lateral G-force and longitudinal G-force per unit of time can also be reduced.

[0115] This means that by creating the driving plan based on information about the road surface condition acquired from the outside, unnecessary slowing down can be suppressed, the magnitudes of lateral G and longitudinal G and the amount of change per unit of time can be reduced, passenger comfort can be improved, and the energy consumption caused by re-acceleration can be reduced.

[0116] Fig. Figure 12 is a diagram that presents an example where a large puddle B570 is present as the road surface condition and pedestrian 650 is present near the puddle B570.

[0117] In the Fig. In the example shown in Figure 12, since pedestrian 650 is located near the large puddle B570, the first vehicle 100 must reduce the possibility of damage caused by water or mud splashing towards pedestrian 650. In the example shown in Fig. In example 12, the puddle on B570 represents a larger road surface condition than the one shown in the diagram. Fig. 11 illustrated example, and it is difficult to create a schedule to avoid puddle B570, and it is necessary to reduce the possibility of damage occurring due to water splashing or mud splashing towards pedestrian 650 after passing puddle B570.

[0118] A driving route BB431 is an example of a route for the front left wheel of the first vehicle 100 according to the driving plan, which was designed to reduce the possibility of damage caused by water or mud splashing towards the pedestrian 650, in a case where the first vehicle 100 detects the puddle B570 and the pedestrian 650 using its own external environment sensor. Since one area where the first vehicle 100 can detect the road surface condition in front of it using its external environment sensor is the area of ​​AA115, a possibility of damage caused by water or mud splashing is detected, the driving plan is changed after the first vehicle 100 approaches the puddle B570, and the front left wheel of the first vehicle 100 travels on driving route BB431.

[0119] When the first vehicle 100 passes through puddle B570, the driving route BB431 cannot adequately maintain a safe distance from pedestrian 650, and therefore vehicle 100 must slow down sufficiently. At this point, considering that the degree of water or mud splashing tends to be significant due to the size of puddle B570, and that the front left wheel enters the puddle completely, it is necessary to drive at a low speed through the puddle, even if the distance to pedestrian 650 remains the same at the time of passing through the puddle and rapid deceleration is required. Alternatively, it is necessary to increase the steering input and maintain a safe distance from pedestrian 650 as the vehicle passes through puddle B570. In some cases, the steering input can be increased while performing a sudden deceleration.

[0120] A driving route BA430 is an example of a route of the front left wheel of the first vehicle 100 according to a driving plan that was created to reduce the possibility of water splashes or mud splashes occurring in the direction of the pedestrian 650, in a case where the first vehicle 100 detects the presence of the puddle B570 based on the road surface condition information received from outside and detects the pedestrian 650 using the outside environment sensor of its own vehicle.

[0121] By creating the timetable using externally collected road surface condition information, route BA430 can be designed to reduce the likelihood of damage caused by water or mud splashing from puddle B570 compared to route BB431. By incorporating route BB430 into the timetable early, it is possible to ensure sufficient distance to pedestrian 650 when driving through puddle B570, eliminating the need to slow down, unlike route BB431. Since the deceleration distance is considerable, the first vehicle 100 can decelerate smoothly.

[0122] Even if the timetable to reduce the occurrence of water or mud splashes due to puddle B570 is drawn up at an early stage, the distance to pedestrian 650 when passing through puddle B570 may become short due to the presence of an oncoming vehicle or the like. Even in such a case, by changing the timetable at an early stage, the deceleration distance can be increased, and the deceleration can be carried out smoothly.

[0123] As in Fig. As shown in Figure 12, even in a case where the road surface condition point is large and passing it is unavoidable, it is possible to suppress a reduction in speed or deceleration and to allow gradual steering by creating a driving plan based on information about the road surface condition acquired from the outside. Therefore, it is possible to improve passenger comfort and reduce the energy consumption caused by re-acceleration.

[0124] Fig. Figure 13 is a diagram illustrating an example where a small frozen spot A580 represents the road surface condition on a curved road. In the presence of a frozen spot, there is a need to reduce the possibility of slippage.

[0125] A driving route CB441 is an example of a route for the front left wheel of the first vehicle 100 in a case where the first vehicle 100 does not view the frozen point A580, the frozen point A580 cannot be detected, or the frozen point A580 is detected late. In a case where the frozen point A580 is not viewed or the frozen point A580 cannot be detected, no deceleration is performed when the first vehicle 100 passes the frozen point A580, and the frozen point A580 is not avoided, which can cause slippage. In a case where there is a high probability that there is an undetected frozen point around the frozen point A580, and the frozen point A580 is detected late, a sudden deceleration can cause slippage.Therefore, the first vehicle 100 must proceed according to the schedule, gradually decelerating while maintaining steering to minimize the possibility of wheel slip. Although the steering angle can be slightly reduced to decrease lateral G, reducing the steering angle positions the route on the outside of the curve relative to route CB441, thus limiting clearance to the road shoulder and the route after passing frozen point A580.

[0126] A driving route CA440 is an example of a route of the front left wheel of the first vehicle 100 according to the schedule, which was created to reduce the possibility of slippage in a case where the first vehicle 100 receives the road surface condition information from outside and detects the presence of the frozen spot A580.

[0127] By creating the driving plan using the road surface condition information acquired from the outside, driving route CA440 can be created as a route that reduces the possibility of slippage due to the frozen point A580 compared to driving route CB441. As a result, the first vehicle 100 travels along driving route CA440, which is positioned on the inside of the curve relative to driving route CB441, by gradually decelerating from a point away from the frozen point A580 and slightly increasing the steering angle, thus avoiding the frozen point A580 and reducing the possibility of slippage.

[0128] Even in a case where the timetable is created using road surface condition information gathered from outside, or in a case where the first vehicle 100 has to travel on route CB441 due to the presence of an oncoming vehicle or the like, the first vehicle 100 can smoothly decelerate from a point away from the frozen point A580.

[0129] This means that since the schedule is created early using road surface condition information gathered from the outside, it is possible to create a schedule that allows for sufficient deceleration, smooth deceleration, or avoidance of the frozen point, thus reducing the possibility of slippage and improving passenger comfort.

[0130] Fig. Figure 14 is a diagram that presents an example in which a larger frozen point B590 is shown than the one in the diagram. Fig. The example shown in Figure 13 illustrates the condition of the road surface on a curved road.

[0131] Route DB451 is an example of a route for the front left wheel of the first vehicle 100 in a case where the first vehicle 100 does not consider the frozen point B590, cannot detect the frozen point B590, or detects the frozen point B590 late. In a case where the frozen point B590 is not considered or cannot detect, no countermeasure is taken to avoid driving on the frozen point B590, and thus there is a high probability of wheel slip. In a case where the frozen point B590 is detected late, a sudden steering maneuver or sudden deceleration will cause wheel slip, and it is difficult to avoid the frozen point due to its size. Therefore, only a slight deceleration can be implemented as planned to reduce the probability of wheel slip.

[0132] A driving route DA450 is an example of a route of the front left wheel of the first vehicle 100 according to the timetable, which was created to reduce the possibility of slippage in a case where the first vehicle 100 receives the road surface condition information from outside and detects the presence of the frozen spot B590.

[0133] By creating the timetable using the road surface condition information acquired externally, route DA450 can be created as a timetable that can reduce the possibility of slippage due to the frozen point B590 compared to route DB451, and a route specified in route DB451 can be adopted. In route DA450, if the timetable is created in which the first vehicle 100 passes through the frozen point B590, it is possible, since the first vehicle 100 is at a sufficient distance from the frozen point B590, to drive on a route in which the steering angle is reduced when the first vehicle 100 passes through the frozen point B590, as specified by route DB451.By reducing the steering angle when passing the frozen point B590, the lateral G-force can be reduced, thus minimizing the possibility of wheel slip. Additionally, since a gradual deceleration can be implemented from a distance from the frozen point B590, the rate of change of deceleration can also be reduced. Therefore, it is possible to reduce the longitudinal G-force and its rate of change, while simultaneously minimizing the possibility of wheel slip and thus preventing a deterioration in passenger comfort.

[0134] In each of the in Fig. 11 to Fig. In the 14 illustrated cases, if the vehicle's external environmental sensor detects the need for hazard avoidance, the driving plan necessary for hazard avoidance is preferably modified (including emergency braking and emergency steering avoidance). Additionally, if the vehicle's external environmental sensor determines that there is an error in the information received from outside, the driving plan may be modified again to reduce risk if the error increases the risk to driving safety. Since a reaction to the road surface condition based on the detection result of the vehicle's external environmental sensor is likely to result in a sudden change in behavior, the driving plan modified based on the information received from outside may only be modified again in a case where such a modification is unavoidable for risk avoidance.Even in a case where there is no other option than to modify the timetable again, it is preferable to minimize the modification.

[0135] In the reference to Fig. 11 to Fig.The 14 described examples illustrate how a driving plan is created based on the road surface condition, and the vehicle then drives according to this plan. However, such examples are not only useful for automated driving but also for driver assistance systems that intervene in the occupant's driving in response to the road surface condition. When the driver assistance system intervenes to avoid a hazard caused by the road surface condition, the driving plan is modified at a point away from the road surface condition, and a smooth driving intervention process is carried out. This reduces the likelihood of situations that might surprise or upset the occupant, thus minimizing the level of discomfort.

[0136] To avoid hazards caused by road surface conditions, information regarding the type of obstacle is just as important as its location and shape. If the obstacle is a puddle, its potential impact (such as damage from water or mud splashes) on surrounding road users must be considered. If the obstacle is a frozen patch, the possibility of slippage must be minimized. In the case of a pothole, it is essential to avoid it. This means adjusting the route accordingly, depending on the type of obstacle.

[0137] Additionally, from the perspective of avoiding hazards caused by road surface conditions and ensuring passenger comfort, it is important to gather information regarding the position, shape, and type of road surface condition at a point remote from the point where the road surface condition is located. However, the road surface condition exhibits little or no elevation difference from the road surface, making it difficult to gather this information early and with high accuracy solely through detection using the vehicle's external environmental sensor.

[0138] If the detection processing continues until the vehicle approaches the road surface condition, the road surface condition information is acquired with high detection accuracy, and this information is shared with another vehicle, it is possible to create a suitable driving plan that avoids the road surface condition by using the highly accurate information at a stage when the vehicle is a sufficient distance from the point corresponding to the road surface condition. Therefore, it is possible to reduce the impact on surrounding road users and / or ensure occupant comfort by preventing unstable vehicle behavior at the moment of encountering the road surface condition.

[0139] As described above, according to the embodiment of the present invention, since the external environmental sensing is performed when the vehicle is approaching the road surface condition point for which a driving action is required, high-resolution road surface condition information can be acquired, and the detection accuracy for the road surface condition can be improved. Additionally, even in cases where the road surface has a high reflectivity, such as water or ice, it is possible to detect a change in the light reflected from the road surface condition, thus improving the determination accuracy for the type of road surface condition by using the road surface condition information after approaching or driving.Furthermore, the type and position of the road surface condition can be specified with high accuracy by using the changes in the road surface condition after driving (generation of waves in the case of water, a change in shape in the case of snow, and the like). Additionally, in cases where the change in the shape of the road surface condition occurs due to the vehicle passing over it, such as snow, information regarding the road surface condition, as viewed from a vehicle driving behind, can be captured by continuously monitoring the road surface condition even after the vehicle has passed over it.By sharing such information with another vehicle and using road surface condition information with high accuracy, it is possible to create an appropriate driving plan according to the point corresponding to the road surface condition and the type of road surface condition, and to carry out appropriate automated driving and driver assistance.

[0140] Additionally, by incorporating shared road surface condition information into the driving plan itself, even in cases where the road surface condition requiring action cannot be detected until the vehicle approaches, the driving plan can be designed with sufficient margin to avoid the road surface condition and reduce the impact on surrounding road users (for example, damage caused by water or mud spray). Furthermore, it is possible to suppress sudden changes in vehicle behavior, thereby reducing vehicle instability, minimizing passenger comfort, and reducing passenger stress resulting from sudden intervention by the driver assistance system.

[0141] The present description describes an example where a camera is used as the external environmental sensor, but other sensors such as LiDAR and an ultrasonic sensor can be used as long as such sensors can be used to detect the road surface condition. Additionally, a variety of types of external environmental sensors can be used in combination.

[0142] Furthermore, the configuration of the electronic control unit described in this description is an example, and a device with a different configuration may be used as long as the device can control the vehicle based on the method described in this description. Various implementation methods, such as software implementation, implementation by an electronic circuit like a logic circuit, and implementation by a combination of software and an electronic circuit, may be used to implement the processing in the electronic control unit. Additionally, the electronic control unit may be in any form, as long as functionalities can be implemented, such as a system-on-chip (SoC) or a circuit board on which an electronic circuit is mounted, instead of a form in which the electronic control unit is housed in a casing.

[0143] The present invention is not limited to the embodiments described above and includes various modifications and equivalent configurations as defined in the appended claims. For example, the embodiments described above have been described in detail to provide an easily understandable description of the present invention, and the present invention is not necessarily limited to those that have all the described configurations. Furthermore, a part of the configuration of one embodiment can be replaced by the configuration of another embodiment. Additionally, the configuration of one embodiment can be added to the configuration of another embodiment. Furthermore, a part of the configuration of each embodiment can be added to, deleted from, or replaced by another configuration.

[0144] Additionally, some or all of the configurations, functions, processing units, processing means and the like described above can be implemented using hardware, for example by designing with an integrated circuit, or can be implemented using software by a processor that interprets and executes a program to implement each function.

[0145] Information such as a program, a table, and a file for implementing each function can be stored in a storage device such as memory, a hard disk or a solid-state drive (SSD), or a recording medium such as an integrated circuit (IC) card, a secure digital (SD) card, or a DVD.

[0146] Additionally, the control and information lines shown indicate those deemed necessary for the description and do not necessarily show all control and information lines required for implementation. In practice, it can be assumed that almost all configurations are interconnected. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2021 - 190038 A [0003, 0004] JP 2022 - 139515 A [0003, 0004]

Claims

[1] Vehicle control device comprising: an arithmetic unit that performs arithmetic processing; and a storage unit that the arithmetic unit can access, wherein the arithmetic unit comprises: an internal road surface condition detection unit that captures information regarding a road surface condition on a roadway, wherein the road surface condition is observed by a sensor mounted on a vehicle; an external road surface condition detection unit that collects information regarding the road surface condition on the roadway, with the information being transmitted from an external device; a journey planning unit that creates a journey plan to reduce the impact of road surface conditions on surrounding road users and / or unstable vehicle behavior when the vehicle is about to pass a point corresponding to the road surface condition, based on information regarding the road surface condition; and an external communication unit that transmits the information regarding the road surface condition, which is collected by the internal road surface condition detection unit, to the external equipment, The external road surface condition monitoring unit captures information regarding the road surface condition that is observed prior to the time at which the road surface condition information is captured by the internal road surface condition monitoring unit, and The external communication unit transmits the information regarding the road surface condition, which is captured by the internal road surface condition detection unit, to the external equipment, regardless of whether the timetable planning unit is creating the timetable. [2] Vehicle control device according to claim 1, wherein the external communication unit transmits the information regarding the road surface condition, which is acquired by the internal road surface condition detection unit and to which environmental information including the observed road surface condition is added, to the external equipment. [3] Vehicle control device according to claim 2, wherein the information regarding the road surface condition is managed according to a validity period which is changed based on the environmental information. [4] Vehicle control device according to claim 1, wherein the external equipment is a control device provided in another vehicle and / or an administration server provided outside the vehicle in which the vehicle control device is provided. [5] Vehicle control device according to claim 1, wherein the information regarding the road surface condition acquired by the external road surface condition sensing unit is information obtained by another vehicle approaching and observing the point corresponding to the road surface condition. [6] Vehicle control device according to any one of claims 1 to 4, wherein The internal road surface condition detection unit has a function of acquiring information regarding the road surface condition observed behind the vehicle, and The external communication unit has a function of transmitting information regarding the road surface condition observed behind the vehicle to the external equipment. [7] Vehicle control system including: a vehicle control device mounted on a vehicle; and a management server configured to communicate with the vehicle control device, wherein The vehicle control device includes: an internal road surface condition detection unit that captures information regarding a road surface condition on a route of travel of the vehicle, wherein the road surface condition is observed by a sensor mounted on the vehicle; an external road surface condition detection unit that collects information regarding the road surface condition on the vehicle's route, with the information being transmitted from the management server; a journey planning unit that creates a journey plan to reduce the impact of road surface conditions on surrounding road users and / or unstable vehicle behavior when the vehicle is about to pass a point corresponding to the road surface condition, based on information regarding the road surface condition; and an external communication unit that transmits the information regarding the road surface condition, which is collected by the internal road surface condition detection unit, to the management server, The external road surface condition monitoring unit captures information regarding the road surface condition that is observed prior to the time at which the road surface condition information is captured by the internal road surface condition monitoring unit, and The external communication unit transmits the information regarding the road surface condition, which is collected by the internal road surface condition detection unit, to the management server, regardless of whether the timetable planning unit creates the timetable. [8] Vehicle control system according to claim 7, wherein the management server manages a validity period of the information regarding the road surface condition based on environmental information including the road surface condition acquired by the vehicle control device. [9] Vehicle control system according to claim 7, wherein the management server manages a validity period of the information regarding the road surface condition using at least one of a season and a traffic volume.

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