Vehicle control system

Abstract

To provide a technique capable of efficiently expanding map data while keeping comfortability of an occupant regarding the map data related to a parameter related to vertical motion of a vehicle.SOLUTION: The present disclosure relates to a control system that controls a target vehicle capable of automatic driving, the target vehicle including a sensor that acquires a value related to vertical motion of a wheel of the vehicle. The control system includes one or more processors and a storage device that stores map data in which a vertical movement parameter related to the vertical movement is associated with a position on the map. The one or more processors are configured to determine whether a passenger gets on the target vehicle, select a first route having less map data as a traveling route of the target vehicle preferentially over a second route having more map data when the passenger does not get on the target vehicle, and acquire the value related to the vertical motion from the sensor while the target vehicle is traveling.SELECTED DRAWING: Figure 11

Description

[Technical Field]

[0001] The present disclosure relates to vehicle control using map data relating to parameters related to vertical wheel movement. [Background technology]

[0002] Patent Document 1 discloses a road surface displacement map that shows the correspondence between road surface displacement (road surface unevenness) and position. Vibration suppression control is performed by using such a road surface displacement map. Specifically, road surface displacement at a predetermined position ahead of the vehicle is recognized in advance from the road surface displacement map. A control amount for the active suspension is calculated in advance according to the recognized road surface displacement. Then, vehicle vibration is effectively suppressed by controlling the active suspension when the wheels pass the predetermined position. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] US Patent Application Publication No. 2018 / 0154723 Summary of the Invention [Problem to be solved by the invention]

[0004] In preview control for reducing vibrations in the sprung structure of a vehicle, map data may be used to map values ​​related to vertical displacement of the road surface in relation to position in order to control the actuator that controls the suspension stroke of the controlled wheel. Such map data can be created or updated based on values ​​acquired from sensors mounted on the vehicle while the vehicle is traveling.

[0005] Here, we consider the case where values ​​are acquired from sensors and map data is updated while an autonomous vehicle is traveling. When considering multiple candidate routes, it is more efficient from the perspective of data collection to travel along routes for which map data has not yet been acquired. However, on routes for which map data has not yet been acquired, there is a possibility that preview control cannot be performed accurately, which may result in a decrease in passenger comfort. Therefore, the challenge is to efficiently collect data while not impairing passenger comfort. [Means for solving the problem]

[0006] One aspect of the present disclosure relates to a control system for controlling a target vehicle capable of autonomous driving, the control system including a sensor for acquiring values ​​related to the vertical movement of the vehicle's wheels. The control system includes one or more processors and a storage device for storing map data in which vertical movement parameters related to the vertical movement are linked to positions on a map. The one or more processors determine whether the target vehicle has passengers, and if the target vehicle has no passengers, selects a first route with less map data as the target vehicle's travel route in preference to a second route with more map data, and acquires the values ​​related to the vertical movement from the sensor while the target vehicle is traveling. [Effects of the Invention]

[0007] According to the present disclosure, when there are no passengers on board a target vehicle, a route with less map data is preferentially selected as the target vehicle's travel route over a route with more map data. This makes it possible to more efficiently expand map data based on information acquired while the target vehicle is traveling. Furthermore, because a route with less map data is preferentially selected when there are no passengers on board, it is possible to prevent passengers from experiencing poor riding comfort and loss of comfort. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a schematic diagram illustrating an example of the configuration of a vehicle according to an embodiment. [Figure 2] 1 is a conceptual diagram illustrating a configuration example of a suspension according to an embodiment. [Figure 3] 4 is a flowchart illustrating an example of an unsprung displacement calculation process according to the embodiment. [Figure 4] 1 is a block diagram showing an example of the configuration of a vehicle control system according to an embodiment; [Figure 5] 3 is a block diagram showing an example of driving environment information according to an embodiment; [Figure 6] 1 is a block diagram illustrating an example of the configuration of a map management system according to an embodiment. [Figure 7] FIG. 4 is a conceptual diagram for explaining an unsprung displacement map according to the embodiment. [Figure 8] 10 is a flowchart showing an outline of a map generation / update process according to an embodiment. [Figure 9] FIG. 10 is a conceptual diagram for explaining preview control using an unsprung displacement map according to the embodiment. [Figure 10] 10 is a flowchart illustrating preview control using an unsprung displacement map according to an embodiment. [Figure 11] 10 is a flowchart showing an example of a processing flow relating to selection of a travel route by a control device of a vehicle control system. [Figure 12] FIG. 2 is a conceptual diagram showing a specific example of selection of a travel route by a control device of a vehicle control system according to an embodiment. [Figure 13] 10 is a flowchart showing an example of a processing flow relating to selection of a travel route by a control device of a vehicle control system. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. In each drawing, the same or corresponding components are designated by the same reference numerals, and the description thereof will be simplified or omitted.

[0010] 1. Suspension and vertical movement parameters FIG. 1 is a schematic diagram showing an example configuration of a vehicle 1 (target vehicle) according to this embodiment. Vehicle 1 is an autonomously driven vehicle capable of autonomous driving. Vehicle 1 is equipped with wheels 2 and suspensions 3. Wheels 2 include a left front wheel 2FL, a right front wheel 2FR, a left rear wheel 2RL, and a right rear wheel 2RR. Suspensions 3FL, 3FR, 3RL, and 3RR are provided for the left front wheel 2FL, right front wheel 2FR, left rear wheel 2RL, and right rear wheel 2RR, respectively. In the following description, unless a distinction is particularly required, each wheel will be referred to as a wheel 2, and each suspension will be referred to as a suspension 3.

[0011] FIG. 2 is a conceptual diagram showing an example configuration of a suspension 3. The suspension 3 is provided to connect the unsprung structure 4 and the sprung structure 5 of the vehicle 1. The unsprung structure 4 includes the wheel 2. The suspension 3 includes a spring 3S, a damper (shock absorber) 3D, and an actuator 3A. The spring 3S, the damper 3D, and the actuator 3A are provided in parallel between the unsprung structure 4 and the sprung structure 5. The spring 3S has a spring constant K. The damping coefficient of the damper 3D is C. The damping force of the damper 3D may be variable. The actuator 3A applies a vertical control force Fc between the unsprung structure 4 and the sprung structure 5.

[0012] Here, the terms are defined. "Road surface displacement Zr" is the vertical displacement of the road surface RS. "Unsprung displacement Zu" is the vertical displacement of the unsprung structure 4. "Sprung displacement Zs" is the vertical displacement of the sprung structure 5. "Unsprung velocity Zu'" is the vertical velocity of the unsprung structure 4. "Sprung velocity Zs'" is the vertical velocity of the sprung structure 5. "Unsprung acceleration Zu''" is the vertical acceleration of the unsprung structure 4. "Sprung acceleration Zs''" is the vertical acceleration of the sprung structure 5. The sign of each parameter is positive when pointing upward and negative when pointing downward.

[0013] The wheel 2 moves on the road surface RS. In the following description, parameters related to the vertical motion of the wheel 2 are referred to as "vertical motion parameters." Examples of vertical motion parameters include the above-mentioned road surface displacement Zr, unsprung displacement Zu, unsprung velocity Zu', unsprung acceleration Zu'', sprung displacement Zs, sprung velocity Zs', and sprung acceleration Zs''. The vertical motion parameters can also be said to be "road surface displacement-related parameters" related to the road surface displacement Zr.

[0014] As an example, in the following description, a case where the vertical movement parameter is the unsprung displacement Zu will be considered. To generalize, the term "unsprung displacement" in the following description should be read as "vertical movement parameter."

[0015] FIG. 3 is a flowchart showing an example of the unsprung displacement calculation process.

[0016] In step S11, the sprung acceleration Zs'' is detected by the sprung acceleration sensor 22 installed in the sprung structure 5. In step S12, the sprung acceleration Zs'' is double-integrated to calculate the sprung displacement Zs.

[0017] In step S13, the stroke ST (= Zs - Zu), which is the relative displacement between the sprung structure 5 and the unsprung structure 4, is acquired. For example, the stroke ST is detected by a stroke sensor installed in the suspension 3. As another example, the stroke ST may be estimated based on the sprung acceleration Zs'' by an observer configured based on a single wheel two-degree-of-freedom model.

[0018] In step S14, filtering is performed on the time series data of the sprung displacement Zs to suppress the effects of sensor drift, etc. Similarly, in step S15, filtering is performed on the time series data of the stroke ST. For example, the filter is a band-pass filter that passes signal components in a specific frequency band. The specific frequency band may be set to include the sprung resonance frequency of the vehicle 1. For example, the specific frequency band is 0.3 to 10 Hz.

[0019] In step S16, the difference between the sprung displacement Zs and the stroke ST is calculated as the unsprung displacement Zu.

[0020] Instead of steps S14 and S15, a filtering process may be performed on the time series data of the unsprung displacement Zu calculated in step S16.

[0021] As yet another example, the unsprung acceleration Zu'' may be detected by an unsprung acceleration sensor, and the unsprung displacement Zu may be calculated from the unsprung acceleration Zu''.

[0022] 2. Vehicle Control System 2.1 Configuration example 4 is a block diagram showing an example of the configuration of a vehicle control system 10 according to this embodiment. The vehicle control system 10 is mounted on a vehicle 1 and controls the vehicle 1. The control of the vehicle 1 performed by the vehicle control system 10 includes automatic driving control of the vehicle 1. The vehicle control system 10 includes a vehicle state sensor 20, a recognition sensor 30, a position sensor 40, a communication device 50, a driving device 60, an HMI 64, and a control device 70.

[0023] The vehicle state sensor 20 detects the state of the vehicle 1. The vehicle state sensor 20 includes a vehicle speed sensor (wheel speed sensor) 21 that detects the vehicle speed V of the vehicle 1, a sprung acceleration sensor 22 that detects the sprung acceleration Zs'', and the like. The vehicle state sensor 20 may include a stroke sensor 23 that detects the stroke ST. The vehicle state sensor 20 may also include an unsprung acceleration sensor. In addition, the vehicle state sensor 20 includes a lateral acceleration sensor, a yaw rate sensor, a steering angle sensor, and the like.

[0024] The recognition sensor 30 recognizes (detects) the situation around the vehicle 1. Examples of the recognition sensor 30 include a camera, a LIDAR (Laser Imaging Detection and Ranging), and a radar.

[0025] The position sensor 40 detects the position and orientation of the vehicle 1. For example, the position sensor 40 includes a Global Navigation Satellite System (GNSS).

[0026] The communication device 50 communicates with the outside of the vehicle 1 .

[0027] The traveling device 60 includes a steering device 61, a drive device 62, a braking device 63, and a suspension 3 (see FIG. 2). The steering device 61 steers the wheels 2. For example, the steering device 61 includes an electric power steering (EPS) device. The drive device 62 is a power source that generates a driving force. Examples of the drive device 62 include an engine, an electric motor, and an in-wheel motor. The braking device 63 generates a braking force.

[0028] The HMI 64 presents various types of information to the user by displaying and / or sounding, and also accepts various types of input from the user. The user of the vehicle 1 is typically a passenger or driver of the vehicle 1. The HMI 64 is composed of displays (e.g., multi-information displays, meter displays, head-up displays), switches (e.g., steering switches, door switches), touchpads, speakerphones, touchscreens, microphones, etc.

[0029] The control device 70 is a computer that controls the vehicle 1. The control device 70 includes one or more processors 71 (hereinafter simply referred to as processors 71) and one or more storage devices 72 (hereinafter simply referred to as storage devices 72). The control device 70 may include one or more ECUs (Electronic Control Units).

[0030] The processor 71 executes various processes. The processor 71 may be configured, for example, as a general-purpose processor, a special-purpose processor, a central processing unit (CPU), a graphics processing unit (GPU), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), an integrated circuit, a conventional circuit, or a combination of one or more of these. The processor 71 may also be called circuitry or processing circuitry. Circuitry is hardware programmed to realize the functions of the control device 70, or hardware that executes the functions of the control device 70.

[0031] The storage device 72 stores various types of information necessary for the processor 71 to execute processing. The storage device 72 is configured with a recording medium such as a RAM (Random Access Memory), a ROM (Read Only Memory), an SSD (Solid State Drive), or an HDD (Hard Disk Drive).

[0032] The storage device 72 stores a vehicle control program 80. The vehicle control program 80 is a computer program for controlling the vehicle 1, and is executed by the processor 71. The vehicle control program 80 is composed of an instruction set that describes the processes to be executed by the processor 71. The vehicle control program 80 is recorded on a computer-readable recording medium. The processor 71 executes the vehicle control program 80, thereby realizing the functions of the control device 70.

[0033] 2.2 Driving Environment Information 5 is a block diagram showing an example of driving environment information 90 that indicates the driving environment of the vehicle 1. The driving environment information 90 is stored in the storage device 72. The driving environment information 90 includes map information 91, vehicle state information 92, surrounding situation information 93, and location information 94.

[0034] The map information 91 includes a general navigation map. The map information 91 may indicate lane layout, road shape, etc. The map information 91 may also include position information of white lines, traffic lights, signs, landmarks, etc. The map information 91 is obtained from a map database. The map database may be installed in the vehicle 1 or may be stored in an external management server. In the latter case, the control device 70 communicates with the management server to obtain the necessary map information 91.

[0035] The map information 91 further includes an "unsprung displacement map 200." The unsprung displacement map 200 will be described in detail later.

[0036] The vehicle state information 92 is information that indicates the state of the vehicle 1. The control device 70 acquires the vehicle state information 92 from the vehicle state sensor 20. For example, the vehicle state information 92 includes the vehicle speed V, the sprung acceleration Zs'', the stroke ST, the lateral acceleration, the yaw rate, the steering angle, and the like. The vehicle speed V may be calculated from the vehicle position detected by the position sensor 40. The control device 70 may calculate the unsprung displacement Zu by the method shown in FIG. 3. In this case, the vehicle state information 92 also includes the unsprung displacement Zu calculated by the control device 70.

[0037] The surrounding situation information 93 is information that indicates the situation around the vehicle 1. The control device 70 recognizes the situation around the vehicle 1 using the recognition sensor 30 and acquires the surrounding situation information 93. For example, the surrounding situation information 93 includes image information captured by a camera. As another example, the surrounding situation information 93 includes point cloud information obtained by LIDAR.

[0038] The surrounding situation information 93 further includes "object information" relating to objects around the vehicle 1. Examples of objects include pedestrians, bicycles, other vehicles (preceding vehicles, parked vehicles, etc.), road configurations (white lines, curbs, guardrails, walls, medians, roadside structures, etc.), signs, poles, obstacles, etc. The object information indicates the relative position and relative speed of the object with respect to the vehicle 1. For example, by analyzing image information obtained by a camera, it is possible to identify the object and calculate the relative position of the object. It is also possible to identify the object and obtain the relative position and relative speed of the object based on point cloud information obtained by LIDAR.

[0039] The position information 94 is information indicating the position and orientation (vehicle traveling direction) of the vehicle 1. The control device 70 acquires the position information 94 from the measurement results of the position sensor 40 such as a GNSS. As another example, the control device 70 may acquire the position information 94 by dead reckoning. As yet another example, the control device 70 may acquire highly accurate position information 94 by a well-known self-position estimation process (localization) that uses object information and map information 91.

[0040] 2.3 Vehicle Control The control device 70 performs vehicle driving control to control the driving of the vehicle 1. The vehicle driving control includes steering control, drive control, and braking control. The control device 70 performs vehicle driving control by controlling the driving devices 60 (steering device 61, drive device 62, and brake device 63). The control device 70 can perform automatic driving control of the vehicle 1 based on the driving environment information 90. The control device 70 may also perform driving assistance control to assist the driving of the vehicle 1 based on the driving environment information 90. Examples of driving assistance control include lane keeping control and collision avoidance control.

[0041] Furthermore, the control device 70 controls the suspension 3. Typically, the control device 70 controls the suspension 3 to perform vibration suppression control that suppresses vibration of the vehicle 1. For example, the control device 70 controls the actuator 3A to generate a control force Fc in the vertical direction between the unsprung structure 4 and the sprung structure 5 (see FIG. 2). As another example, the control device 70 may variably control the damping force of the damper 3D. The vibration suppression control includes a "preview control" that will be described later.

[0042] 3. Map Management System 3.1 Configuration example 6 is a block diagram showing an example of the configuration of a map management system 100 according to this embodiment. The map management system 100 is a computer that manages various types of map information. The management of map information includes the generation, updating, provision, distribution, etc. of the map information. Typically, the map management system 100 is a management server on a cloud. The map management system 100 may be a distributed system in which multiple servers perform distributed processing.

[0043] The map management system 100 includes a communication device 110. The communication device 110 is connected to a communication network NET. For example, the communication device 110 communicates with a large number of vehicles 1 via the communication network NET.

[0044] The map management system 100 further includes one or more processors 120 (hereinafter simply referred to as processors 120) and one or more storage devices 130 (hereinafter simply referred to as storage devices 130).

[0045] The processor 120 executes various processes. The processor 120 may be configured, for example, as a general-purpose processor, a special-purpose processor, a CPU, a GPU, an ASIC, an FPGA, an integrated circuit, a conventional circuit, or a combination of one or more of these. The storage device 130 stores various types of map information. The storage device 130 also stores various types of information required for the processor 120 to execute processes. The storage device 130 may be configured, for example, as a storage medium such as a RAM, a ROM, an SSD, or an HDD.

[0046] The storage device 130 stores a map management program 140. The map management program 140 is a computer program for map management, and is executed by the processor 120. The map management program 140 is composed of an instruction set that describes the processes to be executed by the processor 120. The map management program 140 is recorded on a computer-readable recording medium. The functions of the map management system 100 are realized by the processor 120 executing the map management program 140.

[0047] The processor 120 communicates with the vehicle control system 10 of the vehicle 1 via the communication device 110. The processor 120 collects various information from the vehicle control system 10, and generates and updates map information based on the collected information. The processor 120 also distributes the map information to the vehicle control system 10. The processor 120 also provides the map information in response to a request from the vehicle control system 10.

[0048] 3.2 Unsprung displacement map One of the pieces of map information managed by the map management system 100 is an “unsprung displacement map (vertical movement parameter map) 200.” The unsprung displacement map 200 is a map relating to unsprung displacement Zu (vertical movement parameter). The unsprung displacement map 200 is stored in the storage device 130.

[0049] FIG. 7 is a conceptual diagram for explaining the unsprung displacement map 200. For example, an absolute coordinate system on a horizontal plane is defined by latitude and longitude, and a position is defined by latitude LAT and longitude LON. In the unsprung displacement map 200, at least the unsprung displacement Zu is linked to a position (LAT, LON) on the map. In other words, the unsprung displacement map 200 represents the unsprung displacement Zu as a function of at least the position (LAT, LON). Furthermore, in the unsprung displacement map 200, the "number of travel times N" may be linked to the position (LAT, LON) on the map. As will be described later, the unsprung displacement Zu at a certain position (LAT, LON) is evaluated based on information obtained from a vehicle 1 that actually traveled through that position. The number of travel times N at a certain position (LAT, LON) indicates the number of times the vehicle 1 involved in the evaluation of the unsprung displacement Zu has traveled through that position. Generally, the accuracy of the unsprung displacement Zu at a certain position (LAT, LON) increases as the number of travel times N at that position increases. This is because the more travel times N, the more data there is to evaluate the unsprung displacement Zu. The number of travel times N can also be referred to as the "number of evaluation times N" or the "number of updates N."

[0050] The road area may be divided into a mesh pattern on a horizontal plane. That is, the road area may be divided into a plurality of unit areas M on a horizontal plane. The unit area M has, for example, a rectangular shape. For example, the unit area M is a square with a side length of 10 cm. The unsprung displacement map 200 represents the correspondence between the position of the unit area M and the unsprung displacement Zu. The position of the unit area M may be defined by a representative position of the unit area M (e.g., a central position), or may be defined by the range of the unit area M (latitude range, longitude range). The unsprung displacement Zu of the unit area M is, for example, the average value of the unsprung displacement Zu acquired within the unit area M. The smaller the unit area M, the higher the resolution of the unsprung displacement map 200.

[0051] The unsprung displacement map 200 may be composed of a plurality of layers stratified by the number of times of traveling N. For example, the unsprung displacement map 200 may be composed of a layer showing map data where the number of times of traveling N is equal to or greater than 0 and less than 10, a layer showing map data where the number of times of traveling N is equal to or greater than 10 and less than 30, and a layer showing map data where the number of times of traveling N is equal to or greater than 30. By configuring the unsprung displacement map 200 with a plurality of layers in this way, it is possible to distinguish between map data with different accuracy of the unsprung displacement Zu.

[0052] It is also known that the unsprung displacement Zu varies depending on the speed of the vehicle 1. Therefore, the unsprung displacement map 200 may be composed of multiple layers stratified according to the speed range of the vehicle 1. For example, the unsprung displacement map 200 may be composed of a layer showing map data for a low speed range of 0 to 30 km / h, a layer showing map data for a medium speed range of 30 to 60 km / h, and a layer showing map data for a high speed range of 60 km / h or more. By configuring the unsprung displacement map 200 with multiple layers in this way, it is possible to manage the unsprung displacement Zu with higher accuracy according to the speed of the vehicle 1 for each of the multiple layers.

[0053] 3.3 Map generation / update process The processor 120 collects information from a large number of vehicles 1 via the communication device 110. Then, the processor 120 generates and updates the unsprung displacement map 200 based on the information collected from the large number of vehicles 1. An example of the map generation / update process will be described in more detail below.

[0054] The positions in the unsprung displacement map 200 are positions that the wheels 2 have passed through. The position of each wheel 2 is calculated based on the above-mentioned position information 94. Specifically, the relative positional relationship between the reference point of the vehicle position on the vehicle 1 and each wheel 2 is known information. Based on this relative positional relationship and the vehicle position indicated by the position information 94, the position of each wheel 2 can be calculated.

[0055] The unsprung displacement Zu is calculated by the method shown in Fig. 3. That is, the sprung displacement Zs and the stroke ST are obtained by using the vehicle state sensor 20 mounted on the vehicle 1. For convenience, the sprung displacement Zs and the stroke ST are referred to as "sensor-based information." The unsprung displacement Zu is calculated based on this sensor-based information.

[0056] For example, while the vehicle 1 is traveling, the control device 70 of the vehicle control system 10 calculates the unsprung displacement Zu in real time based on sensor-based information. The control device 70 also associates the wheel position and the unsprung displacement Zu at the same timing. The control device 70 then transmits a set of time-series data of the wheel position and time-series data of the unsprung displacement Zu to the map management system 100. The processor 120 of the map management system 100 generates and updates the unsprung displacement map 200 based on the time-series data of the wheel position and the time-series data of the unsprung displacement Zu.

[0057] As another example, the control device 70 of the vehicle control system 10 associates wheel positions with sensor-based information at the same time. Then, the control device 70 transmits a set of time-series data of the wheel positions and time-series data of the sensor-based information to the map management system 100. The processor 120 of the map management system 100 calculates the unsprung displacement Zu based on the received sensor-based information. Furthermore, the processor 120 generates and updates the unsprung displacement map 200 based on the time-series data of the wheel positions and the time-series data of the unsprung displacement Zu.

[0058] When calculating the unsprung displacement Zu in the map management system 100, there is no restriction on processing time, so filtering processing can be performed using a zero-phase filter. By using a zero-phase filter, it is possible to prevent "phase shift."

[0059] FIG. 8 is a flowchart showing an outline of the map generation / update process according to this embodiment.

[0060] In step S100, the processor 120 of the map management system 100 acquires "map update information" from the vehicle 1 (vehicle control system 10) via the communication device 110. The map update information includes time series data of the position (wheel position) of the vehicle 1. The map update information also includes time series data of sensor-based information (e.g., sprung displacement Zs, stroke ST) required to calculate the unsprung displacement Zu. Alternatively, the map update information may include time series data of the unsprung displacement Zu calculated by the control device 70 of the vehicle control system 10.

[0061] In step S200, the processor 120 of the map management system 100 generates / updates the unsprung displacement map 200 based on the map update information.

[0062] 3.4 Variations The vehicle control system 10 of the vehicle 1 may hold a database of the unsprung displacement map 200 and generate / update its own unsprung displacement map 200. In other words, the map management system 100 may be included in the vehicle control system 10.

[0063] 4 Preview control using unsprung displacement map The control device 70 of the vehicle control system 10 communicates with the map management system 100 via the communication device 50. The control device 70 acquires an unsprung displacement map 200 of an area including the current position of the vehicle 1 from the map management system 100. The unsprung displacement map 200 is stored in the storage device 72. Then, the control device 70 executes "preview control," which is a type of vibration suppression control, based on the unsprung displacement map 200.

[0064] Fig. 9 is a conceptual diagram for explaining preview control, and Fig. 10 is a flowchart showing preview control. Preview control will be described with reference to Figs.

[0065] In step S31, the control device 70 acquires the current position P0 of each wheel 2. The relative positional relationship between the reference point of the vehicle position on the vehicle 1 and each wheel 2 is known information. Based on this relative positional relationship and the vehicle position indicated by the position information 94, the position of each wheel 2 can be calculated.

[0066] In step S32, the control device 70 calculates a predicted passing position Pf of the wheel 2 after the preview time tp. The preview time tp is set, for example, to be equal to or longer than the time required for calculation processing and communication processing required to operate the actuator 3A of the suspension 3. The preview time tp may be fixed or may be variable depending on the situation. The preview distance Lp is given by the product of the preview time tp and the vehicle speed V. The predicted passing position Pf is a position that is the preview distance Lp ahead of the current position P0. As a modified example, the control device 70 may calculate a predicted traveling route based on the vehicle speed V and the steering angle of the wheel 2, and calculate the predicted passing position Pf based on the predicted traveling route.

[0067] In step S33, the control device 70 reads out the unsprung displacement Zu at the predicted passing position Pf from the unsprung displacement map 200.

[0068] In step S34, the control device 70 calculates, based on the unsprung displacement Zu at the predicted passing position Pf, a target control force Fc_t of the actuator 3A of the suspension 3. The target control force Fc_t is calculated, for example, as follows.

[0069] The equation of motion for the sprung structure 5 (see FIG. 2) is expressed by the following equation (1).

[0070]

number

[0071] In equation (1), m is the mass of the sprung structure 5, C is the damping coefficient of the damper 3D, K is the spring constant of the spring 3S, and Fc is the vertical control force Fc generated by the actuator 3A. If the vibration of the sprung structure 5 is completely canceled out by the control force Fc (Zs''=0, Zs'=0, Zs=0), the control force Fc is expressed by the following equation (2).

[0072]

number

[0073] The control force Fc that provides at least a vibration damping effect is expressed by the following equation (3).

[0074]

number

[0075] In equation (3), gain α is greater than 0 and less than or equal to 1, and gain β is also greater than 0 and less than or equal to 1. When the differential term in equation (3) is omitted, the control force Fc that provides at least the vibration damping effect is expressed by the following equation (4).

[0076]

number

[0077] The control device 70 calculates the target control force Fc_t according to the above formula (3) or formula (4). That is, the control device 70 calculates the target control force Fc_t by substituting the unsprung displacement Zu at the predicted passing position Pf into formula (3) or formula (4).

[0078] In step S35, the control device 70 controls the actuator 3A to generate a target control force Fc_t at the timing when the wheel 2 passes through the predicted passing position Pf. The timing when the wheel 2 passes through the predicted passing position Pf can be determined from the preview time tp.

[0079] The preview control using the unsprung displacement map 200 described above makes it possible to effectively suppress vibrations of the vehicle 1 (sprung structure 5).

[0080] 5. Route selection 5.1. First Embodiment The control device 70 of the vehicle control system 10 performs automatic driving control that controls the automatic driving of the vehicle 1. In the automatic driving control, the control device 70 selects a driving route for the vehicle 1 and controls the vehicle 1 to drive according to the selected driving route. The driving route is determined based on the current location of the vehicle 1, a destination, and map information 91. The current location of the vehicle 1 is acquired from the position sensor 40. The destination is acquired, for example, by receiving a destination input from a user via the HMI 64. Alternatively, a waiting location for the vehicle 1 stored in advance in the storage device 72 may be set as the destination, or the destination may be acquired via a wireless network from a management server that manages the vehicle 1. When the destination is acquired, the control device 70 selects a driving route from the current location of the vehicle 1 to the destination. The control device 70 then starts automatic driving of the vehicle 1 along the selected driving route.

[0081] Now, let us consider preview control while the vehicle 1 is traveling along a travel route. Preview control controls the vehicle 1 based on the unsprung displacement Zu obtained from the map data of the unsprung displacement map 200. Therefore, in order to perform preview control, it is necessary to be able to obtain the unsprung displacement Zu from the map data of the unsprung displacement map 200. However, it is difficult to create map data for every position on the map. Therefore, in reality, it is conceivable that the map will contain a mixture of positions where map data exists and preview control can be performed, and positions where map data does not exist and preview control cannot be performed. If the travel route of the vehicle 1 includes many positions where map data does not exist, preview control will often be unable to be performed while the vehicle 1 is traveling along the travel route. As a result, there is a risk that the improvement in comfort of the vehicle 1 achieved by preview control will not be fully realized.

[0082] However, preview control is not always required when the vehicle 1 is traveling. Specifically, the vehicle 1 may perform autonomous driving without any passengers on board, and in such cases, the comfort of the vehicle 1 is likely not required. Examples of situations in which no passengers are on board include when the vehicle 1 is heading to a meeting place with a user or when the vehicle 1 is traveling as a normal route, such as after delivering the user to the user's desired destination. In such situations, the comfort of the vehicle 1 is unlikely to be required, and it is more efficient to acquire more map update information for expanding the unsprung displacement map 200 while the vehicle is traveling.

[0083] Therefore, in the vehicle control system 10 of the first embodiment, when the vehicle 1 is traveling without passengers, a route with less map data in the unsprung displacement map 200 is selected as the traveling route of the vehicle 1 from the current location of the vehicle 1 to the destination, in preference to a route with more map data. In other words, a route with less map data is selected as the traveling route of the vehicle 1. Whether a certain route has more or less map data than another route can be evaluated from several viewpoints as shown below.

[0084] 5.2 Perspectives for evaluating whether a route has more or less map data than other routes A first viewpoint for evaluating whether a route has more or less map data than other routes is to use the ratio of sections within the route where map data exists. Sections where map data exists can also be referred to as sections where unsprung displacement Zu (vertical movement parameter) can be obtained from the map data. According to the first viewpoint, the ratio of sections where map data exists for each route (hereinafter referred to as the "map existence rate") is calculated. Then, whether a route has more or less map data than other routes can be evaluated by comparing the map existence rates of each other. In other words, a route with a lower map existence rate is a route with less map data. Note that whether map data exists at a certain point on a route can be determined by linking the unsprung displacement Zu to the position of at least one unit area M at that point.

[0085] In the first aspect, when the unsprung displacement map 200 is composed of multiple layers, the map presence rate may be calculated for each of the multiple layers. Then, by comparing the sum of the map presence rates of each layer, it may be evaluated whether a certain route has more or less map data than other routes. In this case, the sum of the map presence rates of each layer may be a weighted sum, in which weights are assigned according to the layer. For example, consider a case where the unsprung displacement map 200 is composed of multiple layers stratified by the number of travels N. In this case, the sum of the map presence rates may be calculated using a weighted sum in which a layer with a larger number of travels N is assigned a larger weight. This makes it possible to compare the map presence rates while further considering the number of travels N. In other words, a route with a larger map presence rate for map data with a larger number of travels N is a route with more map data. The opposite is true for routes with less map data: a route with a smaller map presence rate and a smaller number of travels N at points where maps exist is a route with less map data.

[0086] A second perspective for evaluating whether a route has more or less map data than other routes is to use the length of the section within the route where map data exists. According to the second perspective, the length of the section within the route where map data exists (hereinafter referred to as the "map existence distance") is calculated for each route. Whether a route has more or less map data than other routes can be evaluated by comparing the map existence distances of each other. In other words, a route with a shorter map existence distance is a route with less map data.

[0087] In the second aspect, when the unsprung displacement map 200 is configured with multiple layers, the map existence distance may be calculated for each of the multiple layers. Then, by comparing the sum of the map existence distances of each layer, it may be evaluated whether a certain route has more or less map data than another route. In this case, the sum of the map existence distances of each layer may be a weighted sum in which weights are assigned according to the layer.

[0088] A third perspective for evaluating whether a route has more or less map data than other routes is to use the number of times N traveled per unit distance of the route. The greater the number of times N traveled at a certain point, the more data that constitutes the map data for that point. Therefore, it is considered that the greater the number of times N traveled per unit distance of a route, the more map data for that route. According to the third perspective, the number of times N traveled per unit distance is calculated for each route. Whether a route has more or less map data than other routes can be evaluated by comparing the number of times N traveled per unit distance of each route. In other words, a route with a greater number of times N traveled per unit distance is a route with more map data, and a route with a smaller number of times N traveled per unit distance is a route with less map data. Note that when calculating the number of times N traveled per unit distance, the number of times N traveled at a certain point on a route may be the average or total of the number of times N traveled for the unit areas M included in that point. Alternatively, it may be the maximum value of the number of times N traveled for the unit areas M included in that point.

[0089] The above aspects can be combined. For example, consider a case where the first and third aspects are combined. In this case, the map presence rate and the number of times N traveled per unit distance are calculated for each route. Then, whether a route has more or less map data than another route is evaluated by comparing the map presence rate and the number of times N traveled per unit distance. This comparison may be performed by calculating an evaluation value using the map presence rate and the number of times N traveled per unit distance as arguments. In other words, a route with a lower calculated evaluation value has less map data. The configuration of the evaluation value may be suitably determined depending on the environment in which this embodiment is applied. For example, the evaluation value is a linear sum obtained by multiplying the map presence rate and the number of times N traveled per unit distance by a coefficient. Alternatively, the comparison of the map presence rate and the number of times N traveled per unit distance may be performed in stages, with the comparison of the map presence rate and the comparison of the number of times N traveled per unit distance being performed in stages. For example, the map presence rates are first compared to determine whether one map presence rate deviates from the other map presence rate by a predetermined value or more. If there is a deviation of a predetermined value or more, the route with the lowest map presence rate is determined to have less map data. On the other hand, if there is no deviation of a predetermined value or more, the number of times N traveled per unit distance is compared. Then, the route with the lowest number of times N traveled per unit distance is determined to have less map data.

[0090] Based on any of the above viewpoints, the control device 70 of the vehicle control system 10 as an automated driving system evaluates whether a certain route has more or less map data than other routes. Then, when there are no passengers on board the vehicle 1, the control device 70 selects a route with less map data as the driving route for the vehicle 1, preferentially over a route with more map data.

[0091] 5.3 Processing flow 11 is a flowchart showing an example of a processing flow executed by the control device 70 (more specifically, the processor 71) in relation to the selection of a travel route. The processing flow shown in FIG. 11 starts when the control device 70 acquires a destination and starts autonomous driving.

[0092] First, in step S41, the control device 70 determines whether or not there are passengers on board the vehicle 1. The presence or absence of passengers can be determined, for example, by analyzing images from an in-vehicle camera that captures images of the interior of the vehicle 1. Alternatively, the presence or absence of passengers may be determined based on information from a load sensor installed on a seat in the vehicle 1. Alternatively, the control device 70 may determine that a passenger is on board the vehicle 1 when any operation by the passenger is input to the HMI 64, and may determine that no passenger is on board the vehicle 1 when an instruction to perform a deadhead run is received from the management server.

[0093] If there are no passengers in vehicle 1, the process proceeds to step S42. On the other hand, if there are passengers in vehicle 1, the process ends. Note that even when there are passengers in vehicle 1, a driving route is set based on the current location and destination, and vehicle 1 is automatically driven along the driving route, but a description thereof will be omitted here.

[0094] In step S42, the control device 70 calculates multiple route candidates from the current location of the vehicle 1 to the destination. In this embodiment, the method for calculating the multiple route candidates is not particularly limited. For example, all routes that can reach the destination without turning back are calculated as the multiple route candidates.

[0095] Next, in step S43, the control device 70 evaluates the map data for each of the calculated multiple route candidates. The content of the evaluation of the map data for each route candidate is determined depending on which of the above-mentioned perspectives is adopted. For example, when the first perspective is adopted, the map presence rate of each route candidate is calculated by evaluating the map data. When the second perspective is adopted, the map presence distance of each route candidate is calculated by evaluating the map data. When the third perspective is adopted, the number of times N traveled per unit distance for each route candidate is calculated by evaluating the map data. When a combination of the first and third perspectives is adopted, the map presence rate and the number of times N traveled per unit distance for each route candidate are calculated by evaluating the map data.

[0096] Next, in step S44, the control device 70 selects, from among the multiple route candidates, a route with less map data as the driving route for the vehicle 1, preferentially over routes with more map data. Whether a route candidate has more or less map data than other route candidates is evaluated based on the map data evaluation results in step S42. For example, when the first perspective is adopted, whether there is more or less map data is evaluated based on the map presence rate. In this case, the control device 70 selects, from among the multiple route candidates, a route with a low map presence rate as the driving route for the vehicle 1, preferentially over routes with a high map presence rate. Furthermore, when the second perspective is adopted, for example, whether there is more or less map data is evaluated based on the map presence distance. In this case, the control device 70 selects, from among the multiple route candidates, a route with a short map presence distance as the driving route for the vehicle 1, preferentially over routes with a long map presence distance. Furthermore, when the third perspective is adopted, for example, whether there is more or less map data is evaluated based on the number of times N traveled per unit distance. In this case, the control device 70 selects, from among the multiple route candidates, a route with a smaller number of travel times N per unit distance as the travel route for the vehicle 1, preferentially over a route with a larger number of travel times N per unit distance.

[0097] The driving route selected in step S44 is typically the route candidate with the least map data among the multiple route candidates. For example, when the first aspect is adopted, the selected driving route is typically the route candidate with the lowest map presence rate. However, selecting a route with less map data as the driving route for the vehicle 1 in preference to a route with more map data does not necessarily mean selecting the route candidate with the least map data as the driving route for the vehicle 1. In other words, in selecting the driving route for the vehicle 1, indicators other than map data, such as the required time or the distance to the destination, may be considered. For example, the control device 70 may be configured to take the required time into consideration and not select a route candidate with an extremely long required time as the driving route for the vehicle 1. In this case, if the required time of the route candidate with the least map data is extremely long, that route candidate is not selected as the driving route for the vehicle 1. The control device 70 selects a route with less map data as the driving route for the vehicle 1 in preference to a route with more map data among route candidates for which the required time is not extremely long.

[0098] Next, in step S45, the control device 70 starts automatic driving of the vehicle 1 along the selected driving route. While the vehicle 1 is traveling in an automatic driving mode, the control device 70 acquires values ​​related to the vertical movement of the vehicle 1 from sensors mounted on the vehicle 1. For example, the control device 70 acquires sensor-based information for calculating the unsprung displacement Zu from the vehicle state sensor 20. Alternatively, while the vehicle 1 is traveling, the control device 70 may acquire values ​​related to the vertical movement of the vehicle 1 from a camera that captures images of the road surface. The acquired values ​​are transmitted to the map management system 100 as map update information either sequentially or after the end of automatic driving, and are used to generate / update the unsprung displacement map 200.

[0099] As described above, the control device 70 according to this embodiment selects a driving route for automatic driving of the vehicle 1. As a modified example, instead of calculating a plurality of route candidates, the control device 70 may read the unsprung displacement map 200 in advance and select a driving route for the vehicle 1 by giving priority to passing through points with less map data over points with more map data. In this case, the control device 70 skips the processes related to steps S42 and S43 shown in FIG. 11 and executes the process related to step S44.

[0100] 5.4 Specific examples FIG. 12 is a conceptual diagram illustrating a specific example of route selection by the control device 70 of the vehicle control system 10. In the example illustrated in FIG. 12, the control device 70 calculates four route candidates R10 (route A R10-A, route B R10-B, route C R10-C, and route D R10-D) from the current location of the vehicle 1 to the destination DT. Furthermore, in the example illustrated in FIG. 12, the map presence rate of each route candidate R10 is calculated. The example illustrated in FIG. 12 illustrates a case where a route is evaluated based on the map presence rate to determine whether it has more or less map data than other routes. Therefore, the control device 70 preferentially selects routes with lower map presence rates as the vehicle 1's route over routes with higher map presence rates. Typically, the control device 70 selects route B R10-B, which has the lowest map presence rate, as the vehicle 1's route. However, the control device 70 may exclude route B R10-B from the route options for the vehicle 1, taking into account the required travel time. In this case, for example, the control device 70 selects the A route R10-A as the travel route for the vehicle 1.

[0101] 5.5 Effects In the first embodiment, when there are no occupants in the vehicle 1, a route with less map data is preferentially selected as the driving route for the vehicle 1 over a route with more map data. Furthermore, while the vehicle 1 is traveling in an autonomous driving mode, values ​​related to the vertical movement of the vehicle 1 are acquired from sensors in the vehicle 1, and the unsprung displacement map 200 is generated / updated based on the acquired values. This makes it possible to acquire many vertical movement parameters at points with little map data, and to efficiently expand the unsprung displacement map 200.

[0102] 5.6 Second embodiment The first embodiment has been described above. Next, a second embodiment will be described. The second embodiment relates to the selection of a driving route when an occupant is on board the vehicle 1. As described above, if the driving route of the vehicle 1 includes many locations for which no map data exists, preview control will often not be possible while the vehicle 1 is traveling along the driving route. As a result, there is a risk that the improvement in comfort of the vehicle 1 due to preview control will not be fully realized.

[0103] Therefore, in the second embodiment, when a passenger is on board the vehicle 1, a travel route for the vehicle 1 that has a high possibility of executing preview control is selected in order to improve the comfort of the vehicle 1.

[0104] When an occupant is on board the vehicle 1, the control device 70 of the vehicle control system 10 according to this embodiment preferentially selects, as the driving route for the vehicle 1, a route with more map data in the unsprung displacement map 200 from the current location of the vehicle 1 to the destination, over a route with less map data. In other words, the route with more map data is selected as the driving route for the vehicle 1. Whether a certain route has more or less map data than another route can be evaluated based on the same viewpoint as in the first embodiment.

[0105] 5.7 Processing Flow 13 is a flowchart showing an example of a process flow related to the selection of a travel route executed by the control device 70 (more specifically, the processor 71). The process flow shown in FIG. 13 starts when the destination of the vehicle 1 is acquired and autonomous driving starts.

[0106] In step S51, the control device 70 determines whether or not there are passengers on board the vehicle 1. The method for determining whether or not there are passengers is the same as that in step S41 of FIG. 11. If there are passengers on board the vehicle 1, the process proceeds to step S52. If there are no passengers on board the vehicle 1, the process ends. Note that, although not explained here, the method for selecting a travel route when there are no passengers on board the vehicle 1 is arbitrary.

[0107] The processing in steps S52 and S53 is the same as that in steps S42 and S43 in Fig. 11. The control device 70 calculates a plurality of route candidates from the current location of the vehicle 1 to the destination, and evaluates map data for each of the calculated plurality of route candidates.

[0108] Next, in step S54, the control device 70 selects, from among the multiple route candidates, a route with more map data as the driving route for the vehicle 1, giving priority to routes with less map data. The driving route selected in step S54 is typically the route candidate with the most map data among the multiple route candidates. For example, when the first aspect is adopted, the selected driving route is typically the route candidate with the highest map presence rate. However, selecting a route with more map data as the driving route for the vehicle 1 giving priority to a route with less map data does not necessarily mean selecting, as the driving route for the vehicle 1, the route candidate with the most map data. In other words, when selecting the driving route for the vehicle 1, indicators other than map data, such as the required time, distance to the destination, and fare, may be taken into consideration. For example, the control device 70 may be configured to take the required time into consideration and not select, as the driving route for the vehicle 1, a route candidate with an extremely long required time among the multiple route candidates.

[0109] Next, in step S55, the control device 70 starts automatic driving of the vehicle 1 along the selected travel route. At this time, the control device 70 may present the selected travel route to the user.

[0110] As described above, the control device 70 according to this embodiment executes processing related to the selection of a travel route for the vehicle 1. As a modified example, instead of calculating a plurality of route candidates, the control device 70 may pre-read the unsprung displacement map 200 and select a travel route for the vehicle 1 by giving priority to passing points with more map data over points with less map data. In this case, the control device 70 skips the processing related to steps S52 and S53 shown in FIG. 13 and executes the processing related to step S54.

[0111] 5.8 Effects According to the second embodiment, when there is a passenger in the vehicle 1, a route with more map data is preferentially selected as the driving route for the vehicle 1 over a route with less map data. This makes it possible to select a route with more map data and higher effectiveness of preview control as the driving route for the vehicle 1. As a result, the comfort of the vehicle 1 can be improved.

[0112] 5.9 Other Features In the second embodiment, another function of the vehicle control system 10 may be that the user of the vehicle 1 can set priorities. The control device 70 selects, as the driving route for the vehicle 1, a route with more map data than a route with less map data. As described above, the control device 70 may consider an index other than map data when selecting the driving route for the vehicle 1. For example, the control device 70 may consider the required travel time and remove routes with extremely long required travel times from the options for the driving route for the vehicle 1. In this way, a route with more map data is selected as the driving route for the vehicle 1, within the range where the required time is not extremely long.

[0113] On the other hand, there may be cases where the user prefers a more comfortable route regardless of the required travel time. Therefore, the control device 70 according to this embodiment may receive a setting input from the user regarding the priority of using map data when selecting a travel route. The control device 70 may then select a travel route for the vehicle 1 by decreasing the degree of consideration of indicators other than map data as the priority set by the user increases.

[0114] The user inputs a priority setting via the HMI 64. The control device 70 acquires the priority set by the user from the HMI 64. One example of a priority setting input is setting the priority in stages. For example, the user sets the priority in three stages from level 1 to level 3. In this case, level 1 is set as the default, and the priority increases as the priority increases to levels 2 and 3. In the example shown in FIG. 12, when level 1 is set, the control device 70 selects route A R10-A as the travel route for vehicle 1. In this case, for example, if the user sets the priority to level 3, the control device 70 reduces the degree of consideration of factors such as travel time and selects route B R10-B as the travel route for vehicle 1.

[0115] Another example of a priority setting input is to relatively set whether to prioritize the use of map data for each indicator. For example, the user sets whether to prioritize the use of map data for each of the required time, distance to the destination, and fare. Assume that the default setting is set so that the required time takes priority over the use of map data. In this case, in the example shown in FIG. 12, assume that the control device 70 selects Route A R10-A as the travel route for the vehicle 1. Here, for example, if the user sets the priority so that the use of map data takes priority over the required time, the control device 70 reduces the degree of consideration of the required time and selects Route B R10-B as the travel route for the vehicle 1.

[0116] In this way, by allowing the user to set priorities regarding the use of map data, the user can change the degree to which consideration is given to indicators other than map data, thereby improving usability.

[0117] 5.10 Route Selection Considering Lane In the first and second embodiments, the driving route may include a specification of the lanes on which the vehicle 1 is traveling. Consider a section of the selected driving route of the vehicle 1 for which map data exists. In this case, even within that section, it is conceivable that there will be a mixture of locations with a lot of map data and locations with little map data. For example, in a section including multiple lanes, it is conceivable that map data will exist for some lanes while map data will not exist for other lanes. In other words, even if the vehicle 1 is traveling in a section for which map data exists, it may be traveling in a location for which there is no or little map data. In this case, while the effectiveness of preview control will be reduced, it is efficient from the viewpoint of expanding the map data.

[0118] Therefore, the travel route of the vehicle 1 may include the specification of the lane in which the vehicle 1 will travel. In the first embodiment, when there are no passengers in the vehicle 1, lanes for which there is no map data or for which there is little map data are preferentially selected. In the second embodiment, when there are passengers in the vehicle 1, lanes for which there is much map data are preferentially selected.

[0119] 5.11 Update of unsprung displacement map by event An event that affects the vertical movement parameters may occur on the driving route of the vehicle 1. Hereinafter, such an event will be referred to as a target event. An example of the target event is construction work performed on a road. That is, when road construction work is performed, the road surface condition changes, and the vertical movement parameters may differ from the map data acquired from the unsprung displacement map 200 before the construction work. Therefore, in the first and second embodiments, the control device 70 of the vehicle control system 10 may select a driving route taking into account the location where the target event occurred. That is, in the first embodiment, when no occupant is on board the vehicle 1, the control device 70 may preferentially select a route with many locations where the target event has occurred as the driving route for the vehicle 1. Furthermore, in the second embodiment, when an occupant is on board the vehicle 1, the control device 70 may preferentially select a route with few locations where the target event has occurred as the driving route for the vehicle 1. The control device 70 can acquire information about the target event, i.e., information about whether the target event has been performed and the locations where it has been performed, from, for example, a management server that manages the vehicle 1.

[0120] The above describes two embodiments relating to the selection of a travel route for the vehicle 1 as an autonomous driving vehicle. Note that the first and second embodiments can also be combined. [Explanation of symbols]

[0121] 1 vehicle 10 Vehicle Control System 100 Map Management System 70 Control device 71 processors 72 Storage device 80 Vehicle Control Program 140 Map Management Program 200 Unsprung Displacement Map

Claims

1. A control system for controlling a target vehicle capable of autonomous driving, comprising: a sensor for acquiring values ​​related to the vertical movement of a wheel of the vehicle; one or more processors; a storage device that stores map data in which up-and-down movement parameters related to the up-and-down movement are linked to positions on a map; Equipped with the one or more processors: determining whether a passenger is on board the target vehicle; When the passenger is not on board the target vehicle, the first route having less map data is selected as the travel route of the target vehicle in preference to the second route having more map data; While the target vehicle is traveling, a value related to the vertical movement is acquired from the sensor. Control system.

2. 2. The control system of claim 1, Selecting the first route with higher priority than the second route includes selecting the first route, which has a lower ratio of sections in a travel route where the vertical movement parameter can be acquired from the map data, with higher priority than the second route, which has a higher ratio of sections in a travel route where the vertical movement parameter can be acquired from the map data. Control system.

3. 2. The control system of claim 1, Selecting the first route with priority over the second route includes selecting the first route with a shorter section of the travel route for which the vertical movement parameters can be acquired from the map data with priority over the second route with a longer section of the travel route for which the vertical movement parameters can be acquired from the map data. Control system.

4. 2. The control system of claim 1, The map data further includes a number of times that the vehicle involved in the evaluation of the vertical movement parameter is driven, and the number of times the vehicle is driven is linked to a position on the map. Selecting the first route with higher priority than the second route includes selecting the first route with a smaller number of travels per unit distance with higher priority than the second route with a larger number of travels per unit distance. Control system.

5. 2. The control system of claim 1, The first route and the second route further include a designation of a lane in which the target vehicle is to travel; Selecting the first route with higher priority than the second route includes selecting the first route with lower map data for the lane on which the target vehicle is traveling with higher priority than the second route with higher map data for the lane on which the target vehicle is traveling. Control system.

6. 2. The control system of claim 1, The one or more processors further obtain information about a location where an event affecting the vertical motion parameter occurred; Selecting the first route with higher priority than the second route includes selecting the first route with higher priority than the second route with lower priority. Control system.

7. 7. A control system according to any one of claims 1 to 6, comprising: the one or more processors: When the passenger is on board the target vehicle, the second route is selected as the travel route with priority over the first route. Control system.

8. a storage device that stores map data in which vertical movement parameters related to the vertical movement of the wheels of a vehicle are linked to positions on a map; one or more processors that control a target vehicle based on the vertical movement parameters obtained from the map data; Equipped with the one or more processors: determining whether a passenger is on board the target vehicle; When the passenger is on board the target vehicle, the first route having more map data is selected as the travel route of the target vehicle with priority over the second route having less map data. Control system.

Images