Vehicle Management System

Abstract

To promote improvement of the completeness of a map showing the correspondence between parameters related to the up and down movement of vehicle wheels and positions. [Solution] A vehicle management system maintains a map showing the correspondence between vertical movement parameters related to the vertical movement of the vehicle's wheels and position. The vehicle management system also provides a reward to the user of a target vehicle. The route to the target vehicle's destination includes a first route and a second route with a map that is less complete than the first route. The vehicle management system sets the reward when the target vehicle travels along the second route to be greater than the reward when the target vehicle travels along the first route. When the target vehicle travels along the second route, the vehicle management system also causes the target vehicle to collect information for updating the map along the second route.

Description

[Technical Field]

[0001] The present disclosure relates to the use of maps that show the correspondence between parameters and positions related to the vertical movement of vehicle wheels. [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] Consider a map that shows the correspondence between parameters related to the vertical movement of a vehicle's wheels and their positions. Such a map can be used for vehicle control, such as vibration control. However, in areas where the map has not yet been generated, vehicle control using the map cannot be performed.

[0005] One object of the present disclosure is to provide a technology that can promote improvement in the completeness of a map that indicates the correspondence between parameters related to the up and down movement of vehicle wheels and positions. [Means for solving the problem]

[0006] One aspect of the present disclosure relates to a vehicle management system. The vehicle management system is one or more storage devices configured to store a map indicating a correspondence between vertical movement parameters and positions associated with vertical movement of wheels of a vehicle; one or more processors configured to provide a reward to a user of the target vehicle; Equipped with. The route to the destination of the target vehicle includes a first route and a second route having a map with less completeness than the first route. The one or more processors set a benefit when the subject vehicle travels along the second route to be greater than a benefit when the subject vehicle travels along the first route. As the subject vehicle travels the second route, the one or more processors cause the subject vehicle to collect information for updating the map along the second route. [Effects of the Invention]

[0007] According to the present disclosure, when the target vehicle travels along the second route with a low map completeness, the user of the target vehicle is given a greater benefit. In other words, the user of the target vehicle is given an incentive to select the second route with a low map completeness. This is expected to increase the opportunities for the target vehicle to travel along the second route with a low map completeness. When the target vehicle travels along the second route, new map update information along the second route is obtained. As a result, the map completeness along the second route is improved. In this way, according to the present disclosure, it is possible to promote improvement in the map completeness. [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] FIG. 6 is a conceptual diagram for explaining the map completeness of an unsprung displacement map according to the embodiment. [Figure 12] 1 is a conceptual diagram for explaining an overview of a vehicle management system according to an embodiment; [Figure 13] 1 is a block diagram illustrating an example of the configuration of a vehicle management system according to an embodiment. [Figure 14] FIG. 2 is a conceptual diagram for explaining a user presentation function of the vehicle management system according to the embodiment. [Figure 15] FIG. 2 is a conceptual diagram for explaining a route determination function of the vehicle management system according to the embodiment. [Figure 16] FIG. 2 is a conceptual diagram for explaining a mode switching function of the vehicle management system according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0010] 1. Suspension and vertical movement parameters FIG. 1 is a schematic diagram showing an example configuration of a vehicle 1 according to this embodiment. The vehicle 1 is equipped with wheels 2 and suspensions 3. The wheels 2 include a left front wheel 2FL, a right front wheel 2FR, a left rear wheel 2RL, and a right rear wheel 2RR. Suspensions 3FL, 3FR, 3RL, and 3RR are provided for the left front wheel 2FL, the right front wheel 2FR, the left rear wheel 2RL, and the 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 (acts) 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 applied to a vehicle 1 and controls the vehicle 1. For example, the vehicle control system 10 is mounted on the vehicle 1. As another example, the vehicle control system 10 may be distributed between the vehicle 1 and a remote device. 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, and a control device 70.

[0023] The vehicle state sensor 20 is mounted on the vehicle 1 and 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 also 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 is mounted on the vehicle 1 and recognizes (detects) the situation around the vehicle 1. Examples of the recognition sensor include a camera, a LIDAR (Laser Imaging Detection and Ranging), and a radar.

[0025] The position sensor 40 is mounted on the vehicle 1 and includes a positioning device that detects the position and orientation of the vehicle 1. For example, the position sensor 40 includes a Global Navigation Satellite System (GNSS). For example, the position sensor 40 includes an RTK-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) mounted on the vehicle 1. 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 control device 70 is a computer that controls the vehicle 1. The control device 70 may be mounted on the vehicle 1, or may be partially included in a remote device. 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 processor 71 executes various processes. Examples of the processor 71 include a central processing unit (CPU), an application specific integrated circuit (ASIC), and a field-programmable gate array (FPGA). The processor 71 can also be referred to as a processing circuitry. The storage device 72 stores various information required for processing by the processor 71. Examples of the storage device 72 include a volatile memory, a non-volatile memory, a hard disk drive (HDD), and a solid state drive (SSD). The control device 70 may include one or more electronic control units (ECUs).

[0029] 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 stored in the storage device 72. Alternatively, the vehicle control program 80 may be 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.

[0030] 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.

[0031] 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.

[0032] The map information 91 further includes an "unsprung displacement map 200." The unsprung displacement map 200 will be described in detail later.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] The position information 94 is information indicating the position and orientation of the vehicle 1. The position includes a horizontal position and a vertical position. For example, the horizontal position is defined by latitude and longitude. The vertical position is defined by altitude (elevation). Examples of altitude include sea level, geoid height, and ellipsoid height. The control device 70 acquires the position information 94 based on the measurement results of a 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.

[0037] 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 braking device 63). The control device 70 may 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, collision avoidance control, and automatic driving control.

[0038] 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 sprung structure 5 of the vehicle 1 (target vehicle). For example, the control device 70 controls the actuator 3A to generate a vertical control force Fc between the unsprung structure 4 and the sprung structure 5 (see FIG. 2), thereby suppressing vibration of the sprung structure 5. 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.

[0039] 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.

[0040] 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.

[0041] 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). The processor 120 executes various types of information processing. Examples of the processor 120 include a CPU, an ASIC, and an FPGA. The processor 120 can also be called a processing circuitry. The storage device 130 stores various types of map information. The storage device 130 also stores various types of information required for processing by the processor 120. Examples of the storage device 130 include a volatile memory, a non-volatile memory, an HDD, and an SSD.

[0042] 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 stored in the storage device 130. Alternatively, the map management program 140 may be recorded on a computer-readable recording medium. The processor 120 executes the map management program 140 to implement the functions of the map management system 100.

[0043] 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.

[0044] 3-2.Unsprung displacement map One of the pieces of map information managed by the map management system 100 is the "unsprung displacement map (vertical movement parameter map) 200." The unsprung displacement map 200 is a map relating to unsprung displacement Zu (vertical movement parameter) and indicates the correspondence between unsprung displacement Zu (vertical movement parameter) and position. The unsprung displacement map 200 is stored in the storage device 130.

[0045] FIG. 7 is a conceptual diagram for explaining the unsprung displacement map 200. The XY plane represents a horizontal plane. For example, the absolute coordinate system on the horizontal plane is defined by the latitude and longitude directions, and the horizontal position is defined by the latitude and longitude. The unsprung displacement map 200 represents the correspondence between at least the horizontal position (X, Y) and the unsprung displacement Zu. In other words, the unsprung displacement map 200 represents the unsprung displacement Zu as a function of at least the horizontal position (X, Y).

[0046] 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 is, for example, a square. The length of one side of the square is, for example, 10 cm. The unsprung displacement map 200 represents the correspondence between the position of the unit area M and the unsprung displacement Zu. The position of the unit area M 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.

[0047] As a modified example, different unsprung displacement maps 200 may be prepared for different vehicle speed ranges. For example, different unsprung displacement maps 200 may be prepared for low speed, medium speed, and high speed.

[0048] 3-3. Map generation / update processing 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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."

[0054] FIG. 8 is a flowchart showing an outline of the map generation / update process according to this embodiment.

[0055] 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.

[0056] 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.

[0057] For example, map update information obtained in the past is stored in the storage device 130. The processor 120 updates the unsprung displacement map 200 for the same position based on the latest (current) map update information and previous map update information. For example, the unsprung displacement Zu at a certain position (unit area M) is the average value of the unsprung displacement Zu calculated from N pieces of map update information including the latest map update information. Here, N is an integer equal to or greater than 1. N can also be referred to as the "number of times traveled," "data parameter," etc. As the number of times traveled N increases, the accuracy of the unsprung displacement Zu calculated from the N pieces of map update information also increases. As shown in FIG. 7, the unsprung displacement map 200 may indicate the correspondence between the "position (unit area M)," the "number of times traveled N," and the "unsprung displacement Zu."

[0058] 3-4. Modifications 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] The equation of motion for the sprung structure 5 (see FIG. 2) is expressed by the following equation (1).

[0066]

number

[0067] 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).

[0068]

number

[0069] The control force Fc that provides at least a vibration damping effect is expressed by the following equation (3).

[0070]

number

[0071] 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).

[0072]

number

[0073] 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).

[0074] 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.

[0075] 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).

[0076] 5. Map enrichment and its improvement 5-1. Map Comprehensiveness As explained in Section 3 above, the unsprung displacement map 200 is generated and updated based on map update information collected from a large number of vehicles 1. At locations where map update information has not yet been obtained, there is no map data (unsprung displacement Zu) in the unsprung displacement map 200. At locations where no map data exists, vehicle control such as preview control using the map data cannot be performed. Furthermore, at locations where map data exists but the number of travel times N is small, the accuracy of the map data may be low. At locations where the accuracy of the map data is low, the accuracy of vehicle control such as preview control using the map data may also be low.

[0077] Therefore, understanding how complete the unsprung displacement map 200 is is useful from the perspective of vehicle control that utilizes the unsprung displacement map 200. The degree to which the unsprung displacement map 200 is complete is hereinafter referred to as "map completeness." The map completeness can also be referred to as the "coverage" of the unsprung displacement map 200. The map completeness can also be referred to as the "map data amount" of the unsprung displacement map 200.

[0078] 11 is a conceptual diagram for explaining the map completeness of the unsprung displacement map 200. Here, the map completeness of the route along which the vehicle 1 travels will be particularly explained. For simplicity, two routes, a first route P1 and a second route P2, are considered as routes from the current position of the vehicle 1 to the destination. The same applies to the case of three or more routes.

[0079] In (A) of FIG. 11, the hatched area represents a section on the route where map data exists. The total length of the section on the route where map data exists is hereinafter referred to as the "map presence distance L_map." The first map presence distance L1_map is the map presence distance L_map on the first route P1, and the second map presence distance L2_map is the map presence distance L_map on the second route P2. The first map presence distance L1_map is longer than the second map presence distance L2_map.

[0080] In (A) of FIG. 11, the map completeness is calculated based on the map presence distance L_map. For example, the map completeness is calculated to be proportional to the map presence distance L_map. Because the first map presence distance L1_map is longer than the second map presence distance L2_map, the map completeness of the first route P1 is higher than the map completeness of the second route P2. As another example, a "map completeness ratio (L_map / L_tot)" may be used, which is the ratio of the map existence distance L_map to the total length L_tot of the route to the destination. In this case, the map completeness is calculated to be proportional to the map completeness ratio. For example, if the total length of the first route P1 and the total length of the second route P2 are equal, the map completeness of the first route P1 is higher than the map completeness of the second route P2.

[0081] The granularity of the route may be a road, a lane within a road, or a position within a lane. For example, as shown in (B) in Figure 11, the first route P1 and the second route P2 may be different lanes within the same road.

[0082] Furthermore, as shown in (B) in FIG. 11, map data does not necessarily exist at all lateral positions in the width direction (lateral direction) of a road or lane. There may be a mixture of lateral positions where map data exists and lateral positions where it does not exist. Therefore, when the granularity of a route is a road or lane, the map existence distance L_map may be calculated, for example, as follows: First, the distribution of the presence or absence of map data in the lateral direction is obtained for each unit distance along the route. A coefficient of "1" is assigned to lateral positions (unit area M) where map data exists, and a coefficient of "0" is assigned to lateral positions (unit area M) where map data does not exist. Next, the average value of the coefficients in the lateral direction is calculated as a correction coefficient (weight) for that unit distance. Then, the product of the unit distance and the correction coefficient (weight) is integrated along the route to calculate the map existence distance L_map.

[0083] In (C) of FIG. 11, the number of travel times N is taken into consideration. Map data (unsprung displacement Zu) at a certain position is calculated from N sets of map update information, including the latest map update information. The number of travel times N can be said to represent how much map update information the map data was calculated based on. As the number of travel times N increases, the accuracy of the map data increases. Therefore, an increase in the number of travel times N also contributes to improving the map completeness. The number of travel times N at each position (unit area M) is obtained from the unsprung displacement map 200 shown in FIG. 7. Then, the map completeness is calculated so as to be proportional to the sum or average number of travel times N along the route. In the example shown in (C) of FIG. 11, the number of travel times N along the first route P1 is generally large, and the number of travel times N along the second route P2 is generally small. Therefore, the map completeness of the first route P1 is higher than that of the second route P2. Note that the correction coefficient (weight) that takes into account the distribution of map data availability in the lateral direction can also be applied to the number of travel times N.

[0084] In (D) of Fig. 11, a different unsprung displacement map 200 is generated for each vehicle speed range. For the first path P1, all of the unsprung displacement maps 200 for high speed, medium speed, and low speed already exist. On the other hand, for the second path P2, only the unsprung displacement map 200 for low speed exists, and no unsprung displacement maps 200 for other vehicle speed ranges exist. In this case as well, it can be said that the map completeness of the first path P1 is higher than that of the second path P2.

[0085] A combination of the above viewpoints is also possible. That is, the map completeness may be calculated based on a combination of two or more viewpoints among (A), (C), and (D) in FIG. 11. For example, an evaluation value (score) is calculated by inputting the map existence distance L_map and the number of travel times N into a predetermined evaluation formula. The map completeness is calculated so that the higher the evaluation value (score), the higher the map completeness. As another example, the final map completeness may be calculated by adding together two or more map completenesses calculated based on two or more viewpoints.

[0086] 5-2.Improved map content Improving the map completeness of the unsprung displacement map 200 is preferable from the viewpoint of vehicle control that uses the unsprung displacement map 200. Therefore, the present embodiment proposes a technique that can promote the improvement of the map completeness of the unsprung displacement map 200.

[0087] FIG. 12 is a conceptual diagram for explaining an overview of a vehicle management system 300 according to this embodiment. The vehicle management system 300 is capable of cooperating with the vehicle control system 10 and the map management system 100. The vehicle management system 300 is capable of communicating with the vehicle control system 10 and the map management system 100. The vehicle management system 300 may be included in the vehicle control system 10, or may be partially shared with the vehicle control system 10. The vehicle management system 300 may be included in the map management system 100, or may be partially shared with the map management system 100. The vehicle management system 300 may be distributed between the vehicle control system 10 and the map management system 100.

[0088] The target vehicle 1T is a target of vehicle control by the vehicle control system 10. The vehicle management system 300 is configured to cooperate with the vehicle control system 10 to provide a "benefit" to a user U of the target vehicle 1T who satisfies a condition. Examples of the benefit include a discount on service usage fees, points, and coupons. For example, if the target vehicle 1T provides a mobility service such as MaaS or a taxi, the benefit is a discount on the usage fee for the mobility service. As another example, if the unsprung displacement map 200 requires a fee, the benefit is a discount on the usage fee for the unsprung displacement map 200. The vehicle management system 300 may provide the benefit to the user U to the user terminal UE.

[0089] The vehicle management system 300 holds the unsprung displacement map 200. The vehicle management system 300 calculates the current map completeness of the route to the destination of the target vehicle 1T based on the unsprung displacement map 200. The method for calculating the map completeness of the route is as described above in Section 5-1.

[0090] Furthermore, the vehicle management system 300 sets a reward according to the map completeness of the route. Assume that there are a first route P1 and a second route P2 as candidate routes to the destination, and the map completeness of the first route P1 is higher than that of the second route P2. In this case, the vehicle management system 300 sets a reward for the target vehicle 1T traveling along the second route P2 so that it is greater than the reward for the target vehicle 1T traveling along the first route P1. This provides an incentive for the user U of the target vehicle 1T to select the second route P2, which has a lower map completeness. As a result, it is expected that there will be more opportunities for the target vehicle 1T to travel along the second route P2, which has a lower map completeness. The vehicle management system 300 provides the user U with a reward according to the route actually traveled by the target vehicle 1T.

[0091] When the target vehicle 1T travels at least along the second route P2, the vehicle management system 300 cooperates with the vehicle control system 10 to collect map update information along the second route P2. As described above, the map update information is information for calculating the unsprung displacement Zu (vertical movement parameter). The map update information collected by the target vehicle 1T is sent to the map management system 100. The map management system 100 updates the map data of the unsprung displacement map 200 along the second route P2 based on the new map update information. This improves the map completeness along the second route P2.

[0092] The map enrichment level changes before and after the target vehicle 1T travels along the second route P2. The vehicle management system 300 may acquire a "map expansion level." The map expansion level is proportional to the increase in map enrichment level between before and after the target vehicle 1T travels along the second route P2. The map expansion level may be calculated after the target vehicle 1T travels along the second route P2, or may be estimated before the target vehicle 1T travels along the second route P2. The vehicle management system 300 may then set a benefit for the target vehicle 1T when traveling along the second route P2, depending on the map expansion level. More specifically, the vehicle management system 300 may set a greater benefit as the map expansion level increases. This allows the amount of benefit to be more appropriately determined.

[0093] As described above, when the target vehicle 1T travels along the second route P2 having a low map completeness of the unsprung displacement map 200, the user U of the target vehicle 1T is given a greater benefit. In other words, the user U of the target vehicle 1T is given an incentive to select the second route P2 having a low map completeness. This is expected to increase the opportunities for the target vehicle 1T to travel along the second route P2 having a low map completeness. When the target vehicle 1T travels along the second route P2, new map update information along the second route P2 is obtained. As a result, the map completeness along the second route P2 is improved. In this way, according to the present embodiment, it is possible to promote the improvement of the map completeness. The improvement of the map completeness is preferable from the viewpoint of vehicle control such as preview control that uses the unsprung displacement map 200.

[0094] 5-3. Example of vehicle management system configuration 13 is a block diagram showing an example of the configuration of a vehicle management system 300 according to this embodiment. The vehicle management system 300 includes one or more interfaces 310, one or more processors 320, and one or more storage devices 330.

[0095] The interface 310 includes a communication interface. The vehicle management system 300 can communicate with the vehicle control system 10 and the map management system 100 via the communication interface. The interface 310 may also include a user interface that provides information to the user U and accepts input from the user U. Examples of the user interface include a touch panel and a display. The user interface may be a navigation system installed in the target vehicle 1T. The user interface may be a user terminal UE.

[0096] The processor 320 executes various types of information processing. Examples of the processor 320 include a CPU, an ASIC, and an FPGA. The processor 320 can also be called a processing circuitry. The processor 320 may be the same as the processor 71 of the vehicle control system 10. The processor 320 may be the same as the processor 120 of the map management system 100.

[0097] The storage device 330 stores various types of information. Examples of the storage device 330 include a volatile memory, a non-volatile memory, an HDD, and an SSD. The storage device 330 may be the same as the storage device 72 of the vehicle control system 10. The storage device 330 may be the same as the storage device 130 of the map management system 100. The storage device 330 stores an unsprung displacement map 200. The unsprung displacement map 200 is obtained from the map management system 100. The storage device 330 also stores map information 91 and position information 94. The position information 94 is information indicating the position of the target vehicle 1T and is obtained from the vehicle control system 10.

[0098] The processor 320 may execute a computer program. The computer program is stored in the storage device 330. Alternatively, the computer program may be recorded on a computer-readable recording medium. The functions of the vehicle management system 300 may be realized by the processor 320 executing the computer program.

[0099] The processor 320 acquires information about the destination of the target vehicle 1T. The method for setting the destination is arbitrary. For example, the processor 320 receives information about the destination from the user U via the interface 310. The processor 320 calculates one or more route candidates from the current position of the target vehicle 1T to the destination based on the destination, map information 91, and location information 94. The method for calculating the route candidates is a well-known technique and is not particularly limited. Route candidates with too long a distance or too long a required time may be excluded in advance. The degree to which the distance and required time are taken into consideration may be set appropriately by the user U. The route information 400 indicates the calculated route candidates. The route information 400 is stored in the storage device 330.

[0100] The processor 320 calculates the current map completeness of each route candidate based on the route information 400 and the unsprung displacement map 200. The method for calculating the map completeness is as described in Section 5-1 above. Furthermore, the processor 320 sets a reward according to the map completeness of the route. Assume that there are a first route P1 and a second route P2 as route candidates to the destination, and the map completeness of the first route P1 is higher than the map completeness of the second route P2. In this case, the processor 320 sets the reward when the target vehicle 1T travels along the second route P2 to be higher than the reward when the target vehicle 1T travels along the first route P1.

[0101] The reward information 500 indicates the content of a reward set for each route candidate. The reward information 500 is stored in the storage device 330. The processor 320 may present the reward information 500 to the user U via the interface 310. The processor 320 provides the user U with a reward according to the route actually traveled by the target vehicle 1T. For example, the processor 320 provides the reward to be provided to the user U to the user terminal UE.

[0102] When the target vehicle 1T travels at least along the second route P2, the processor 320 cooperates with the vehicle control system 10 to collect map update information along the second route P2, thereby improving the map completeness along the second route P2.

[0103] The processor 320 may acquire a map expansion degree. The map expansion degree is proportional to the increase in map enrichment between before and after the target vehicle 1T travels along the second route P2. The map expansion degree may be calculated after the target vehicle 1T travels along the second route P2, or may be estimated before the target vehicle 1T travels along the second route P2. The processor 320 may then set a benefit for when the target vehicle 1T travels along the second route P2 according to the map expansion degree. More specifically, the processor 320 may set a greater benefit as the map expansion degree increases. This allows the amount of benefit to be more appropriately determined.

[0104] 5-4. User-presented functions 14 is a conceptual diagram for explaining the user presentation function of the vehicle management system 300. The vehicle management system 300 (processor 320) includes a user presentation unit 340. The interface 310 includes a user interface 315. For example, the user interface 315 is a navigation system installed in the target vehicle 1T. As another example, the user interface 315 may be a user terminal UE.

[0105] The user presentation unit 340 presents the route information 400 and the benefit information 500 to the user U of the target vehicle 1T via the user interface 315. For example, as shown in FIG. 14 , a first route P1 and a first benefit to be given in the case of the first route P1, and a second route P2 and a second benefit to be given in the case of the second route P2 are presented. The user U can consider whether to select the first route P1 or the second route P2 by looking at the presented information.

[0106] The user U specifies a desired route using the user interface 315. For example, the navigation system starts navigation based on the route specified by the user U. The user U drives the target vehicle 1T according to the specified route. As another example, if the target vehicle 1T is an autonomous vehicle, the target vehicle 1T automatically travels according to the route specified by the user U. In either case, the user U is given a benefit according to the route that the target vehicle 1T actually travels.

[0107] 5-5. Route determination function FIG. 15 is a conceptual diagram illustrating the route determination function of the vehicle management system 300. The vehicle management system 300 (processor 320) includes a route determination unit 350. The route determination unit 350 automatically determines a driving route for the target vehicle 1T based on the route information 400 and the map completeness in accordance with a predetermined policy. For example, assume that there are a first route P1 and a second route P2 as route candidates to the destination, and the map completeness of the first route P1 is higher than that of the second route P2. In this case, the route determination unit 350 may determine the second route P2 as the driving route for the target vehicle 1T with priority over the first route P1. This allows the user U to obtain many benefits and improves the map completeness along the second route P2.

[0108] 5-6. Mode switching function A plurality of modes may be prepared for determining the driving route of the target vehicle 1T. For example, the plurality of modes include a comfort-focused mode (first mode) and a reward-focused mode (second mode). The comfort-focused mode is a mode that actively utilizes preview control using the unsprung displacement map 200. On the other hand, the reward-focused mode is a mode that prioritizes obtaining as many rewards as possible. In other words, the reward-focused mode prioritizes rewards over the comfort-focused mode. The user of the target vehicle 1T can select the mode of their choice.

[0109] 16 is a conceptual diagram for explaining the mode switching function of the vehicle management system 300. The vehicle management system 300 (processor 320) includes a route determination unit 350 and a mode switching unit 360. The interface 310 includes a user interface 315.

[0110] The mode switching unit 360 presents a plurality of modes to the user U through the user interface 315. The user U selects a preferred mode through the user interface 315. The mode switching unit 360 receives the result of the mode selection by the user U through the user interface 315.

[0111] When the comfort-focused mode is selected, the mode switching unit 360 operates the route determination unit 350 in the comfort-focused mode. In the comfort-focused mode, the route determination unit 350 determines the first route P1 as the travel route for the target vehicle 1T, giving priority to the second route P2. Because the target vehicle 1T travels on the first route P1, which has a high map completeness, preview control using the unsprung displacement map 200 can be performed sufficiently and effectively. As a result, the comfort and satisfaction of the user U are improved.

[0112] On the other hand, when the benefit-focused mode is selected, the mode switching unit 360 operates the route determination unit 350 in the benefit-focused mode. In the benefit-focused mode, the route determination unit 350 determines the second route P2 as the travel route for the target vehicle 1T with priority over the first route P1. As a result, the user U can obtain more benefits, and the map completeness along the second route P2 is improved.

[0113] The multiple modes may be further subdivided. Generally speaking, the multiple modes include a first mode and a second mode that prioritizes benefits over the first mode. In the first mode, the route determination unit 350 determines the first route P1 as the travel route for the target vehicle 1T with priority over the second route P2. As a result, the comfort and satisfaction of the user U are improved. On the other hand, in the second mode, the route determination unit 350 determines the second route P2 as the travel route for the target vehicle 1T with priority over the first route P1. As a result, the user U can obtain more benefits, and the map completeness along the second route P2 is improved. [Explanation of symbols]

[0114] 1 vehicle 2 wheels 3. Suspension 10 Vehicle Control System 70 Control device 100 Map Management System 200 Unsprung Displacement Map 300 Vehicle Management System

Claims

1. one or more storage devices configured to store a map indicating a correspondence between vertical movement parameters and positions associated with vertical movement of the wheels of the vehicle; one or more processors configured to provide a reward to a user of the target vehicle; Equipped with a route to a destination of the target vehicle includes a first route and a second route having a map with a lower degree of completeness than the first route; the one or more processors: setting the benefit when the target vehicle travels along the second route to be greater than the benefit when the target vehicle travels along the first route; When the target vehicle travels along the second route, the target vehicle collects information for updating the map along the second route. It was configured as Vehicle management system.

2. The vehicle management system according to claim 1, The one or more processors further acquiring a map expansion degree proportional to an increase in the degree of completion of the map between before and after the target vehicle travels along the second route; The benefit is set when the target vehicle travels along the second route according to the map expansion level. It was configured as Vehicle management system.

3. 3. The vehicle management system according to claim 1, The one or more processors are further configured to present the first route, the second route, and the offer to the user. Vehicle management system.

4. 3. The vehicle management system according to claim 1, The one or more processors are further configured to determine the second route as the travel route of the target vehicle with priority over the first route. Vehicle management system.

5. 3. The vehicle management system according to claim 1, the target vehicle is configured to execute preview control to suppress vibration of the target vehicle based on the vertical movement parameter obtained from the map; the plurality of modes include a first mode and a second mode that prioritizes the benefit over the first mode; The one or more processors further In the first mode, the first route is determined as the travel route of the target vehicle with priority over the second route; In the second mode, the second route is determined as the travel route of the target vehicle with priority over the first route. It was configured as Vehicle management system.

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