Vehicle Control Systems

Abstract

To provide a vehicle control system performing travel control in which puddle and the like is avoided considering multiplex conditions such as vehicle peripheral environment and vehicle state or water splash is decreased when passing through puddle and the like.SOLUTION: A vehicle control system with a water splash threshold map which sets a water splash threshold value to decrease water splash generated when a vehicle passes through puddle on the basis of peripheral environment information, puddle information, road map information, and vehicle information is given in which: a puddle avoiding traveling route is set based on information acquired by an external information receiving device; a puddle passing traveling route is set when the puddle avoiding traveling route cannot be set; a water splash threshold value is set according to existence of a pedestrian around the vehicle and positional relation thereof when puddle is recognized while traveling on the puddle passing traveling route; and a new traveling route is set including traveling control implying at least one of deceleration control and steering control according to the set water splash threshold value.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle control system that sets a driving route that avoids puddles or reduces water splashes when passing through puddles in accordance with the surrounding environment of the vehicle. [Background technology]

[0002] In recent years, automatic driving control technology has been developed for vehicles such as automobiles, which allows the vehicle to travel automatically without the driver's operation. In addition, various vehicle control systems that can execute various driving controls to assist the driver's driving operation by utilizing this type of automatic driving control technology have been proposed and are becoming generally put into practical use.

[0003] In conventional vehicle control systems, various sensing devices such as an image capture device (camera) are used to recognize the vehicle's surrounding environment (for example, the presence of pedestrians, oncoming vehicles, other vehicles traveling alongside, road conditions such as puddles, etc.) while the vehicle is traveling, and a driving route that avoids puddles, etc. is set based on the acquired information about the vehicle's surrounding environment, and driving control is performed to drive the vehicle along the set driving route, thereby assisting the driver in driving operations.Various technologies have been proposed, for example, in Patent Publications 2008-179251 and 2010-257307.

[0004] The technology disclosed in the above-mentioned JP 2008-179251 A and the like is such that, when a puddle or the like is recognized in the traveling direction of the vehicle, if a following vehicle is detected, deceleration control of the vehicle is performed to decelerate the following vehicle, thereby preventing splashing of water by the vehicle and other following vehicles. Also, when a puddle or the like is recognized in the traveling direction of the vehicle, but a following vehicle is not detected, if there is a route to avoid oncoming vehicles and there is no risk of collision with surrounding vehicles to the side or rear, steering control is performed to avoid the puddle. On the other hand, if there is a risk of collision with surrounding vehicles in this case, deceleration control is performed to prevent splashing of water.

[0005] The technology disclosed in the above-mentioned JP 2010-257307 A and the like has a means for acquiring information on the difference in elevation of the road surface and a means for detecting rainfall, and judges locations where puddles are likely to form based on the presence or absence of rainfall and the elevation difference of the road surface, and when the vehicle approaches the judged location, performs travel control such as controlling the vehicle speed and performing operations to avoid the puddle, etc. At this time, for example, when passing through a part of a puddle, etc., the passing speed that does not cause water splashing, etc. is calculated in consideration of the depth of the puddle, the weight of the vehicle, etc., and deceleration control is performed. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2008-179251 A [Patent Document 2] JP 2010-257307 A Summary of the Invention [Problem to be solved by the invention]

[0007] However, the techniques disclosed in the above-mentioned JP 2008-179251 A, JP 2010-257307 A, etc. are configured to recognize puddles, etc., and to perform deceleration control to a passing speed that does not cause water splashing when passing over the puddle, etc. Therefore, depending on various conditions such as information on the puddle, information on the vehicle, and information on the surrounding environment, it is possible that the vehicle may be forced to decelerate excessively, which may disrupt the traffic of other vehicles in the vicinity.

[0008] Furthermore, when a puddle is recognized and the surrounding environment is checked, if there is no risk of collision with other vehicles nearby, steering control is performed to avoid the puddle. At this time, there may be cases where pedestrians are present around the vehicle. In such a case, if steering control is performed to move the vehicle in the direction of the pedestrians, there is a possibility that the pedestrians will be put in danger.

[0009] The present invention aims to provide a vehicle control system that can perform driving control that avoids puddles, etc. or reduces water splashing when passing through puddles, etc., by taking into consideration a comprehensive range of factors such as the vehicle's surrounding environment and vehicle conditions while the vehicle is moving. [Means for solving the problem]

[0010] In order to achieve the above object, a vehicle control system according to one aspect of the present invention includes a surrounding environment information acquisition device that acquires surrounding environment information of a vehicle, an external information receiving device that acquires information including a vehicle's position and road map information from an external device, and a driving control device that controls vehicle driving by performing at least one of deceleration control and steering control based on a plurality of pieces of information acquired by the surrounding environment information acquisition device and the external information receiving device, and in this vehicle control system, a driving route is set between a current vehicle position and an input destination, and the vehicle is caused to drive along the set driving route, and the driving control device sets a water splash threshold map based on the surrounding environment information, puddle information related to puddles, the road map information, and vehicle information related to the vehicle, and sets a water splash threshold value that reduces water splashing that occurs when the vehicle passes over a puddle. a sudden deceleration and sudden steering threshold map that sets deceleration and steering control thresholds that can avoid the puddle or reduce water splashing without causing sudden deceleration and sudden steering until the vehicle reaches the puddle recognized ahead of the vehicle, based on the puddle information, the road map information, and the vehicle information; a puddle avoidance driving route that avoids puddles on a road is set based on information acquired by the external information receiving device, and if the puddle avoidance driving route cannot be set, a puddle through driving route that passes over the puddle is set, and if a puddle is recognized ahead of the vehicle while the vehicle is traveling along the puddle through driving route, calculating an expected arrival time for the vehicle to reach the puddle based on a vehicle speed of the vehicle and a distance between the vehicle and the puddle recognized ahead of the vehicle; According to the presence of three-dimensional objects around the vehicle recognized by the surrounding environment information acquisition device and the positional relationship between these three-dimensional objects and the vehicle, Then, referring to the water splash threshold map, Water splash threshold Check and confirm The splash threshold The predicted arrival time is calculated based on the sudden deceleration and sudden steering threshold map. A new travel route is set, which includes travel control accompanied by at least one of the deceleration control and the steering control. Effect of the Invention

[0011] According to the present invention, It is possible to provide a vehicle control system that can perform driving control that avoids puddles or reduces water splashing when passing through puddles, etc., by taking into consideration a comprehensive range of factors, such as the vehicle's surrounding environment and vehicle conditions while the vehicle is traveling. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a block diagram showing a schematic configuration of a vehicle control system according to an embodiment of the present invention; [Diagram 2] 1 is a flowchart (first half) showing a processing sequence of driving control that takes into account puddles and the like in a vehicle control system according to an embodiment of the present invention; [Diagram 3] 1 is a flowchart (second half) showing a processing sequence of driving control that takes into account puddles and the like in a vehicle control system according to an embodiment of the present invention; [Figure 4] FIG. 1 is a conceptual diagram showing an example of a driving route taking into consideration surrounding conditions when a puddle or the like is recognized by a vehicle equipped with a vehicle control system according to an embodiment of the present invention; [Diagram 5] FIG. 1 is a conceptual diagram showing an example of a water splash reduction driving route when a puddle or the like is recognized by a vehicle equipped with a vehicle control system according to an embodiment of the present invention and a pedestrian is recognized; [Figure 6] 1 is a conceptual diagram showing an example of a water splash-reducing driving route when a vehicle equipped with a vehicle control system of one embodiment of the present invention recognizes a puddle or the like and then recognizes another vehicle (an oncoming vehicle, etc.). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] The present invention will be described below with reference to the illustrated embodiments. The drawings used in the following description are schematic, and the dimensional relationship and scale of each component may be different for each component in order to show each component at a size that can be recognized on the drawing. Therefore, the present invention is not limited to the illustrated form with respect to the quantity of each component, the shape of each component, the size ratio of each component, the relative positional relationship of each component, etc. shown in each drawing.

[0014] The vehicle control system of the present invention is a control system that is mounted on a vehicle such as an automobile and performs driving control to assist the driving operation by a driver of the vehicle.

[0015] The vehicle control system of this embodiment acquires information about the vehicle's surrounding environment using sensing devices such as an on-board camera unit or a radar device (for example, information about the vehicle's surrounding environment including other vehicles traveling ahead and around the vehicle, such as leading vehicles, following vehicles, oncoming vehicles, and vehicles traveling alongside the vehicle, moving objects such as bicycles and pedestrians, buildings, various structures, three-dimensional obstacles, and the like, as well as the road surface conditions of the road on which the vehicle is traveling; hereinafter simply referred to as surrounding environment information, etc.).

[0016] In addition to the surrounding environment information, etc. acquired as described above, the vehicle control system of this embodiment recognizes road conditions, etc., including information on preceding and following vehicles, various structures, three-dimensional obstacles, etc., as well as road surface conditions, etc. (e.g., road surface shape information such as the unevenness and slope of the road surface), based on road map information, etc. acquired through communication from an external device, such as a high-precision road map database.

[0017] The road map information, etc. includes not only general road map information, etc., but also real-time weather information (e.g., weather such as sunny or rainy conditions, rainfall, cloud cover, sunshine conditions, temperature, humidity, air pressure, and other environmental information), etc. Therefore, by acquiring the road map information, etc., it is possible to acquire weather information, etc. for a predetermined area including the area where the vehicle is located.

[0018] As a result, the vehicle control system of this embodiment appropriately uses these various types of information (such as surrounding environment information, map information including road condition information and weather information, etc.) as information when performing driving control to assist the driver in driving operations.

[0019] The vehicle control system of this embodiment has a configuration capable of at least executing lane keeping driving assist control that causes the vehicle to drive along a driving route set within the driving lane. For example, when a user of the vehicle, such as a driver, inputs a desired destination, the vehicle control system of this embodiment sets a driving route from the current vehicle position to the destination. This route setting is performed based on the above-mentioned various information acquired by the vehicle control system. For example, based on the acquired weather information, a driving route (a puddle avoidance route) that avoids rainfall areas and does not include puddles, etc. is set. In addition, in a situation where puddles, etc. cannot be avoided, the vehicle control system of this embodiment has a function of re-setting a driving route taking into account puddles, etc., when it recognizes puddles, etc. on the road surface within the driving lane during execution of lane keeping driving assist control.

[0020] In this case, a driving route that takes puddles, etc. into consideration is a driving route that can safely avoid recognized puddles, etc. without passing over them, by performing steering control, including lane changes, etc. depending on the surrounding conditions, for example.

[0021] In addition, this is a driving route that passes through part of a puddle, etc. when there are pedestrians walking near the vehicle or other vehicles driving around the vehicle, or when the puddle, etc. cannot be safely avoided taking into account the shape, size, depth, amount of water, etc. of the puddle, etc.

[0022] Here, when passing through a part of a recognized puddle, driving control is performed to reduce "scattering of mud, sewage, etc." (hereinafter referred to as water splashing, etc.) from the puddle.

[0023] Driving control to reduce water splashing, etc. refers to a predetermined driving control (deceleration control, steering control, etc.) that reduces water splashing, etc. to a level that does not adversely affect the surroundings, taking into consideration the surrounding environmental conditions such as the presence or absence of pedestrians or other vehicles (vehicles traveling alongside, oncoming vehicles) near the vehicle, based on water splashing information calculated based on puddle information and vehicle information.

[0024] In this case, the puddle information is information about puddles, such as their position, shape, size, depth, and water volume. The vehicle information is information about the specifications of the vehicle itself (vehicle weight, vehicle width, tread width, etc.) on which the vehicle control system of this embodiment is mounted, and about the vehicle conditions (vehicle speed, etc.). The water splash information is information about the amount, direction, height, etc. of water splashing that occurs when a vehicle passes over a puddle.

[0025] In other words, when the vehicle control system of this embodiment recognizes a puddle or the like ahead of the vehicle in the direction of travel while the vehicle is traveling along a set driving route, it performs deceleration control or steering control as appropriate to perform driving control to avoid the puddle or the like, or performs driving control to reduce water splashing or the like if the vehicle cannot avoid the puddle or the like and passes over it.

[0026] An embodiment of the vehicle control system of the present invention having such a configuration will be described below. Fig. 1 is a block diagram showing a schematic configuration of a vehicle control system according to an embodiment of the present invention.

[0027] The configuration of the vehicle control system 1 of this embodiment is basically substantially similar to the configuration of the same type of vehicle control system in a conventional form. Therefore, when describing the configuration of the vehicle control system 1 of this embodiment, only the main configuration related to the present invention will be described. The detailed configuration of the vehicle control system 1 is assumed to be substantially similar to that of the conventional vehicle control system, and detailed description of parts other than the configuration directly related to the present invention will be omitted. Also, in FIG. 1, only the main configuration of the vehicle control system 1 of this embodiment is illustrated, and configurations not directly related to the present invention are omitted.

[0028] As shown in FIG. 1, the vehicle control system 1 of this embodiment includes, as its main components, a locator unit 11, a periphery monitoring unit 20, a camera unit 21, a driving control unit 22 which is a driving control device, an engine control unit 23, a power steering control unit 24, and a brake control unit 25.

[0029] Here, the locator unit 11, the surroundings monitoring unit 20, and the camera unit 21 are sensor units for recognizing the inside and outside of the vehicle and are constituent units that function as an environment recognition device. Each of these units (11, 20, 21) exists as a completely independent constituent unit without depending on each other.

[0030] Each control unit, namely, the driving control unit 22, the engine control unit 23, the power steering control unit 24, and the brake control unit 25, together with the locator unit 11, the surrounding monitoring unit 20, and the camera unit 21, are connected to each other via an in-vehicle communication line 10 such as a CAN (Controller Area Network), and share data as needed and appropriate.

[0031] Locator unit 11 is an information acquisition device that estimates the position of the vehicle (vehicle position) on a road map and acquires road map information, etc., mainly of the area ahead of the estimated vehicle position.

[0032] The locator unit 11 includes a map locator calculation unit 12, an acceleration sensor 13, a wheel speed sensor 14, a gyro sensor 15, a GNSS receiver 16, a road information receiver 17, a high-precision road map database (DB; Data Base, abbreviated as road map DB in FIG. 1) 18 as a map information storage unit, and a route information input unit 19.

[0033] Among these, the acceleration sensor 13, the wheel speed sensor 14, and the gyro sensor 15 are various sensors required for estimating the position of the host vehicle (host vehicle position). For example, the acceleration sensor 13 is a sensor that detects the longitudinal acceleration of the host vehicle. The wheel speed sensor 14 is a sensor that detects the rotational speed of each of the front, rear, left and right wheels (in the case of a four-wheeled vehicle). The gyro sensor 15 is a sensor that detects the angular velocity or angular acceleration of the host vehicle. Each of these sensors (13, 14, 15) is a group of autonomous driving sensors that function as a driving state acquisition unit, and is connected to the input side of the map locator calculation unit 12.

[0034] The autonomous driving sensor group (sensors 13, 14, 15) are provided to enable autonomous driving when, for example, the reception sensitivity from a GNSS satellite (not shown) decreases during driving in a tunnel or the like, making it impossible to effectively receive a positioning signal. In addition to the above-mentioned sensors (13, 14, 15), the autonomous driving sensor group also includes, for example, a vehicle speed sensor, a yaw rate sensor, and the like, which are not shown.

[0035] The GNSS receiver 16 functions as a vehicle position acquisition unit and is an external information receiving device that receives various information from, for example, a GNSS (Global Navigation Satellite System). That is, the GNSS receiver 16 receives positioning signals transmitted from a plurality of positioning satellites. The GNSS receiver 16 outputs the acquired positioning signals to the map locator calculation unit 12 of the locator unit 11. The map locator calculation unit 12 estimates the vehicle position (latitude, longitude) based on the positioning signals received by the GNSS receiver 16 from the plurality of positioning satellites. For this reason, the GNSS receiver 16 is connected to the input side of the map locator calculation unit 12.

[0036] Furthermore, the map locator calculation unit 12 is connected to a road information receiver 17, a high-precision road map database 18 as a storage device, a route information input unit 19, and the like.

[0037] The road information receiver 17 is an external information receiving device that receives and acquires various information stored in a predetermined base station (not shown) or a cloud server (not shown) connected via the Internet, such as information necessary for automated driving and road map information. The road map information received by the road information receiver 17 includes information on road surface conditions (road surface shape information such as unevenness and inclination of the road surface), real-time weather information, and the like.

[0038] Road information receiver 17 outputs the various types of information acquired to map locator calculation unit 12 of locator unit 11. Road information receiver 17 may further include a function of transmitting the various types of information acquired by the vehicle to a predetermined base station or cloud server (not shown), and may be configured in the form of a road information transmitting / receiving device.

[0039] The map locator calculation unit 12 performs map matching of the vehicle position on a map based on road map information received by the road information receiver 17, and constructs a driving route connecting the input destination and the vehicle position. Furthermore, the map locator calculation unit 12 sets a driving route for performing automatic driving up to several kilometers ahead of the vehicle on the constructed driving route. Here, items to be set as the driving route include various items such as the lane in which the vehicle will travel (for example, which lane to travel in when there are three lanes), lane changes to overtake a preceding vehicle, and the timing to start lane changes.

[0040] The high-precision road map database 18 is mainly composed of large-capacity storage media such as HDD (Hard Disk Drive) and SSD (Solid State Drive). Well-known high-precision road map information (local dynamic map) is stored in this high-precision road map database 18. Here, the high-precision road map information has the same layer structure as a global dynamic map provided in, for example, a cloud server (not shown), and forms a hierarchical structure in which additional map information necessary to support automated driving is superimposed on the lowest static information layer that serves as the base.

[0041] The additional map information includes static location information such as road type (general road, expressway, etc.), road shape, left and right dividing lines (e.g. center line, outer side line, lane boundary line, etc.), exits of expressways and bypass roads, etc., entrance / exit lengths (start and end positions) of branch lanes and merging lanes leading to junctions, service areas, parking areas, etc., as well as dynamic location information such as traffic congestion information, accidents, or traffic restrictions due to construction work.

[0042] When a driving route is set by the map locator calculation unit 12, this additional map information is continuously obtained from the global dynamic map and sequentially updated as surrounding information required for the vehicle to autonomously drive along the set driving route.

[0043] In addition, the high-precision road map information also contains lane data required for autonomous driving, such as lane width data, lane center position coordinate data, lane travel azimuth data, speed limit information, etc. This lane data and other information is stored at intervals of several meters for each lane on the road map.

[0044] The route information input unit 19 is a terminal device operated by a person in the vehicle, such as a driver or a passenger. The route information input unit 19 can collect and input a series of information required for setting a driving route in the map locator calculation unit 12, such as setting a destination and intermediate points (such as a service area to stop at on a highway).

[0045] Specifically, route information input unit 19 is an input unit of a car navigation system (for example, a touch panel of a monitor, etc.), a mobile terminal such as a smartphone, a personal computer, etc. Route information input unit 19 is connected to map locator calculation unit 12 by wire or wirelessly. As a result, when a driver or a passenger operates route information input unit 19 to input information of a destination or a stopover point (facility name, address, telephone number, etc.), the input information is read into map locator calculation unit 12. Map locator calculation unit 12 sets the position coordinates (latitude, longitude) of the destination and the stopover point input from route information input unit 19.

[0046] The map locator calculation unit 12 includes a vehicle position estimation unit 12a, a map information acquisition unit 12b, and the like.

[0047] The vehicle position estimation unit 12a is a component having a function of estimating the vehicle position. The vehicle position estimation unit 12a acquires the position coordinates (latitude, longitude) of the vehicle based on the positioning signal received by the GNSS receiver 16. Then, the vehicle position estimation unit 12a performs map matching of the acquired position coordinates on the route map information to estimate the current vehicle position on the road map.

[0048] In addition, in an environment where a valid positioning signal from a positioning satellite cannot be received due to reduced sensitivity of the GNSS receiver 16, such as when driving inside a tunnel, the vehicle position estimation unit 12a switches to autonomous navigation, which estimates the vehicle position based on various data such as vehicle speed data obtained based on the wheel speed detected by the wheel speed sensor 14, angular velocity data detected by the gyro sensor 15, and longitudinal acceleration data detected by the acceleration sensor 13, and estimates the vehicle position (latitude, longitude) on a road map.

[0049] The map information acquisition unit 12b constructs driving route information (information on a driving route connecting the vehicle position on the high-precision road map information and the destination (or the destination via the via point if a via point is set) connecting the current vehicle position to the destination based on the position information (latitude, longitude) of the vehicle position estimated by the vehicle position estimation unit 12a and the position information (latitude, longitude) of the destination and the via point input by the driver or the like from the route information input unit 19, according to a route condition (recommended route, fastest route, etc.) set in advance. At this time, the vehicle position estimation unit 12a identifies the driving lane in which the vehicle is traveling, acquires the road shape such as the driving lane and the merging lane stored in the road map data, and sequentially stores this information in a predetermined internal storage memory 22d (described later) or the like. The map information acquisition unit 12b also transmits the driving route information to the vehicle position estimation unit 12a.

[0050] In this way, the map locator calculation unit 12 identifies the current vehicle position by map matching the vehicle position estimated by the vehicle position estimation unit 12a on a road map, and acquires road map information including information on the surrounding conditions. The map locator calculation unit 12 also sets a target driving route for the vehicle by the map information acquisition unit 12b.

[0051] The camera unit 21 is a surrounding environment information acquisition device that recognizes the environment mainly in the traveling direction (forward) of the vehicle and acquires it as image information, and constitutes a part of a surrounding environment recognition device.

[0052] Specifically, the camera unit 21 recognizes various types of road surroundings, including, for example, other vehicles traveling in front of or to the sides of the vehicle (both leading vehicles, oncoming vehicles, vehicles traveling alongside, following vehicles, etc.), three-dimensional objects including moving objects such as bicycles and motorcycles traveling alongside, road markings such as traffic lights (light color, flashing state, arrow direction, etc.), road signs, stop lines and dividing lines (e.g., center line of the road, outer line of the road, lane boundary line, etc.), and road surface conditions (e.g., unevenness of the road surface, the presence or absence of puddles (and their shape, size, depth, etc.)).

[0053] The camera unit 21 is fixed to the upper center of the front part of the passenger compartment of the vehicle and is configured to include an on-board camera (stereo camera) consisting of a main camera 21a and a sub-camera 21b arranged at symmetrical positions on either side of the center of the vehicle width, an image processing unit (IPU) 21c, a driving environment recognition unit 21d, etc.

[0054] The camera unit 21 captures reference image data with the main camera 21a and captures comparison image data with the sub-camera 21b. The two image data acquired by the two cameras 21a and 21b are subjected to predetermined image processing by the IPU 21c.

[0055] The driving environment recognition unit 21d reads the reference image data and comparison image data that have been image-processed by the IPU 21c, recognizes the same object in both images based on the parallax between the two images, and calculates distance data (distance information from the vehicle to the object) from the positional deviation amount of the object in both images using the principle of triangulation, and generates forward driving environment image information (distance image information) that includes this distance information.

[0056] Further, the driving environment recognition unit 21d recognizes various road markings including, for example, dividing lines (e.g., a center line, an outer side line, a lane boundary line, etc.) dividing the left and right of the driving lane in which the vehicle is traveling as surrounding environment information based on distance image information acquired by the camera unit 21 and processed by the IPU 21c. In this case, the driving environment recognition unit 21d functions as a dividing line detection unit that detects dividing lines of the driving lane.

[0057] The driving environment recognition unit 21d also obtains the road curvature [1 / m] at the center of the left and right dividing lines (lane boundary lines, etc.) of the road on which the host vehicle is traveling (host vehicle driving lane), the width between the left and right dividing lines (lane width), and the like.

[0058] There are various known methods for determining the road curvature and lane width at the center between lane lines, but for example, the driving environment recognition unit 21d recognizes the left and right lane lines by binarization processing based on the brightness difference based on the forward driving environment image information, determines the curvature of the left and right lane lines for each predetermined section by a curve approximation formula using the least squares method, and calculates the lane width from the difference in curvature between the two lane lines.The driving environment recognition unit 21d then determines the road curvature at the center of the lane based on the curvature of the left and right lane lines of the own lane and the lane width.

[0059] Furthermore, the driving environment recognition unit 21d performs a predetermined pattern matching on the distance image information to recognize guardrails, curbs, and various three-dimensional objects (pedestrians, motorcycles, vehicles other than motorcycles, and the like that are present around the vehicle) that exist along the road. Here, when the driving environment recognition unit 21d recognizes three-dimensional objects, for example, the type of the three-dimensional object, the distance to the three-dimensional object, the moving speed of the three-dimensional object, and the relative speed between the three-dimensional object and the vehicle are recognized.

[0060] Furthermore, the driving environment recognition unit 21d recognizes puddles and the like formed on the road surface in a driving lane ahead of the vehicle traveling in the driving lane, based on the image data and the like processed by the IPU 21c.

[0061] Here, the recognition of puddles and the like by the driving environment recognition unit 21d is performed, for example, by the following process.

[0062] First, the driving environment recognition unit 21d obtains an average value of the luminance of the road surface (hereinafter referred to as road surface luminance) within a predetermined area (hereinafter referred to as road surface search area) set within one frame of image for each piece of continuously acquired image data based on the image data acquired by the camera unit 21 and processed by the IPU 21c. Based on the average road surface luminance value for each of the multiple image data thus continuously acquired, the driving environment recognition unit 21d estimates the normal road surface luminance value of the road on which the vehicle is traveling every predetermined time (several seconds) and sets it as the normal road surface luminance estimation value.

[0063] Next, the driving environment recognition unit 21d detects a change in road surface luminance (luminance difference) that changes with the vehicle's driving within the road surface search area. Then, it detects a high-luminance area having a luminance value equal to or higher than a predetermined luminance value relative to a normal road surface luminance estimation value. Then, the driving environment recognition unit 21d performs a predetermined shape estimation process based on area distribution for each detected high-luminance area, and estimates whether the high-luminance area is a puddle or the like.

[0064] Usually, road surfaces are provided with road markings and manholes that are planar and have a standardized shape. On the other hand, puddles and the like are generally planar and irregularly shaped on the road surface. Therefore, by performing the above-mentioned shape estimation process on the detected high brightness area, it is possible to estimate whether or not it is a puddle.

[0065] Here, the above-mentioned predetermined shape estimation process refers to a process of comparing the shape of each high-luminance area detected by the driving environment recognition unit 21d with the surface shape of road markings, etc., determining whether or not the shape of the high-luminance area approximately matches the shape of an object installed on the road surface, and estimating the shape.

[0066] Examples of road markings and the like installed on the road surface include manhole covers and various road markings. The shapes of these road markings and the like are generally standardized. Therefore, their shape specification data and the like are stored in advance in a predetermined storage area (for example, an internal storage memory 22d of the cruise control unit 22 described later, etc.) in the vehicle control system 1, and are referenced and compared in the shape estimation process. In addition, since some of the shape specification data of road markings and the like is included in road map information, etc., it may be read from a map database, etc.

[0067] Then, in the above-mentioned shape estimation process, the shape of each high-luminance area detected by the driving environment recognition unit 21d is compared with the surface shape of the road marking, etc., and if the two shapes substantially match, it is determined to be a road marking, etc. On the other hand, if it does not match a road marking, etc. and is determined to be an irregularly shaped area, the irregularly shaped high-luminance area is estimated to be a puddle, etc.

[0068] In addition, even if a puddle is formed on the road surface, it may have a shape similar to a fixed road marking. In such a case, it is not possible to reliably determine whether it is a road marking or a puddle. Therefore, in this case, for safety reasons, it is desirable to assume that it is a puddle.

[0069] In addition, in this embodiment, as described above, the estimation of puddles and the like is based on the detection of high-luminance areas. Therefore, for example, the shadow of an object formed on the road surface has low luminance and does not meet the estimation conditions for puddles and the like, so it is excluded.

[0070] In this way, puddles and the like formed on the road surface are recognized as surrounding environment information by the driving environment recognition unit 21d. In this case, the driving environment recognition unit 21d acquires information such as the position, shape, and size (surface area) of the puddles and the like as part of information (puddle information) related to the puddles and the like.

[0071] On the other hand, with regard to puddles, etc. recognized in this way, the depth, water volume, etc. of the puddle, etc. are estimated by referring to the vehicle position information estimated by the vehicle position estimation unit 12a, the position information contained in the road map information etc. received by the road information receiver 17, the road surface condition (road surface unevenness information, etc.) and real-time weather information (rainfall information, precipitation amount information, etc.), and are obtained as part of the puddle information.

[0072] Among the puddle information, information regarding the depth of the puddle can also be obtained by providing an ultrasonic sensor as the surrounding environment recognition sensor 20a described later and using this ultrasonic sensor. In this case, for example, ultrasonic waves are emitted from the ultrasonic sensor toward the water surface of the puddle, and the reflected waves are detected to obtain the depth information of the puddle.

[0073] Then, the various types of surrounding environment information recognized by the driving environment recognition section 21d are output to the driving control unit 22.

[0074] The surroundings monitoring unit 20 is a surrounding environment information acquisition device that recognizes the situation around the vehicle and acquires it as information, and constitutes a part of the surroundings recognition device. This surroundings monitoring unit 20 is configured with a surroundings recognition sensor 20a, a surroundings recognition unit 20b, etc.

[0075] The surrounding environment recognition sensor 20a is a group of autonomous sensors serving as surrounding environment detection means, which includes sensing devices such as an ultrasonic sensor, a millimeter wave radar, a LiDAR (Light Detection and Ranging), and a camera, and a combination of these.

[0076] In the vehicle control system 1 of this embodiment, for example, a plurality of millimeter wave radars serving as the surrounding environment recognition sensor 20a are disposed at the four corners of the vehicle (for example, the left front side, the right front side, the left rear side, the right rear side, etc.). Of these, the left and right front side millimeter wave radars are provided, for example, at the left and right sides of the front bumper, and are used to monitor some areas around the vehicle that are difficult to recognize using images acquired by the two cameras 21a, 21b of the camera unit 21 (areas diagonally forward and to the left and right of the vehicle).

[0077] In addition, the left and right rear side millimeter wave radars are provided, for example, on the left and right sides of the rear bumper and are used to monitor some areas around the vehicle (areas from the sides to the rear of the vehicle) that cannot be monitored by the left and right front side millimeter wave radars.

[0078] The surrounding environment recognition unit 20b acquires surrounding environment information, which is information about moving objects around the vehicle (e.g., vehicles traveling alongside, following, oncoming vehicles, etc., as well as pedestrians, etc.) based on an output signal from the surrounding environment recognition sensor 20a.

[0079] The periphery monitoring unit 20 and the camera unit 21 constitute a surrounding environment information acquisition device and a surrounding environment recognition device in the vehicle control system 1 of this embodiment. Here, the driving environment recognition section 21d of the camera unit 21 and the surrounding environment recognition section 20b of the periphery monitoring unit 20 are connected to the input side of the driving control unit 22 through the in-vehicle communication line 10. In addition, the driving control unit 22 and the map locator calculation section 12 are connected to each other via the in-vehicle communication line 10 so as to be able to communicate freely in both directions.

[0080] And, to the input side of the driving control unit 22, there are connected a mode change switch 33, a steering wheel touch sensor 34, a steering torque sensor 35, a brake sensor 36, an accelerator sensor 37, etc., as a plurality of various switches or a group of sensors that detect information on the vehicle's internal environment.

[0081] The mode changeover switch 33 refers to a group of switches that the driver switches on and off to select various driving modes and multiple control functions related to driving assistance control. By operating the mode changeover switch 33, the driver can selectively switch on and off various driving modes, such as a manual driving mode, a first driving assistance mode (semi-automatic driving mode), a second driving assistance mode (automatic driving mode), and an evacuation mode (automatic driving mode in an emergency).

[0082] In addition, the mode change switch 33 also includes an operating member that allows the driver to selectively switch on and off the driving control that the driver desires from among various driving controls (e.g., lane keeping driving assist control, etc.) that can be executed by the vehicle control system 1 of this embodiment.

[0083] The steering wheel touch sensor 34 is a sensor for detecting a state in which the driver is gripping a steering wheel (not shown; hereinafter simply referred to as steering wheel) in a steering device, that is, a state in which the driver is holding the steering wheel. The steering wheel touch sensor 34 is provided at a predetermined position on the steering wheel of the vehicle. The steering wheel touch sensor 34 outputs an ON signal when the driver is gripping a predetermined portion of the steering wheel (when the driver is in a holding steering state).

[0084] The steering torque sensor 35 is a sensor that detects steering torque as an amount of driving operation by a driver, and is provided on a steering shaft (not shown) in a steering device of the vehicle.

[0085] The steering wheel touch sensor 34 and the steering torque sensor 35 are sensors for recognizing the state of the steering wheel maintained by the driver of the vehicle and function as a steering state recognition unit. The output signals of both of these sensors (34, 35) are output to the cruise control unit 22.

[0086] The brake sensor 36 is a sensor that detects the amount of depression of the brake pedal as an amount of driving operation by the driver.

[0087] The accelerator sensor 37 is a sensor that detects the amount of depression of the accelerator pedal as an amount of driving operation by the driver.

[0088] Meanwhile, an alarm device 38 equipped with a monitor panel, a speaker, etc. is connected to the output side of the driving control unit 22. The alarm device 38 is a device that notifies the driver of the surrounding environment information acquired by the driving control unit 22 by the driving environment recognition unit 21d, the surrounding environment recognition unit 20b, etc., and an alarm corresponding to the surrounding environment recognized based on the surrounding environment information (for example, a visual alarm display on a display device such as a monitor panel, an auditory alarm display by a sound device such as a speaker, a horn, etc.).

[0089] The notification device 38 also performs various displays as necessary to make the driver perceive audibly or visually a display suggesting an operation that the driver should perform (specifically, for example, suggestive notifications such as "Please depress the brake pedal," "Please release the accelerator," "Please correct the steering," etc.) As the notification device 38, specifically, for example, a sound generating device including a speaker or a display device including a display panel is applied.

[0090] The driving control unit 22 is a component unit that performs overall driving control of the vehicle. For example, the driving control unit 22 makes the vehicle travel along a driving route set based on various information (surrounding environment information, etc.) acquired by the driving environment recognition unit 21d, the surrounding environment recognition unit 20b, etc., and contributes to driving control when executing lane keeping driving support control that safely continues driving of the vehicle while maintaining the driving lane.

[0091] In this case, when the driving control unit 22 in the vehicle control system 1 of this embodiment recognizes, for example, obstacles including puddles on the road surface in the driving lane while executing lane keeping driving assistance control, it functions as a driving control unit that avoids these obstacles or re-sets a new driving route taking into account the puddles.

[0092] For this purpose, the driving control unit 22 is configured to include a steering assistance control unit 22a, a target driving path setting unit 22b, a wheel passing position estimating unit 22c, an internal storage memory 22d, and the like.

[0093] The steering assist control unit 22a performs control to assist driving control involving steering operations among the various controls that can be executed by the vehicle control system 1 of this embodiment, such as steering operations to stably drive the vehicle within the driving lane, and assisting steering operations performed by the driver when avoiding collisions or contact with dangers, etc. that the vehicle may encounter while driving or obstacles, etc. on the driving route.

[0094] For example, the steering assist control unit 22a performs steering assist control as needed during execution of lane keeping driving assist control for driving the vehicle along a set driving route. In addition, when the vehicle recognizes an obstacle, such as a puddle, on the road surface ahead while the vehicle is driving under lane keeping driving assist control, the steering assist control unit 22a performs steering assist control as needed to avoid the obstacle.

[0095] The target driving route setting unit 22b virtually sets target setting lines on the left and right sides along the inner edges of the recognized left and right dividing lines of the vehicle's driving lane, based on information about the left and right dividing lines of the vehicle's driving lane, which is obtained based on surrounding environment information recognized by the driving environment recognition unit 21d of the camera unit 21, and sets the center position of these target setting lines as the driving route based on lane width data, etc.

[0096] Then, the target driving route setting unit 22b recognizes the area between the target setting lines as the driving lane in which the host vehicle will travel. The target driving route drawn in the center position of the recognized driving lane is set within the host lane, and becomes a virtual driving line that is a target when the host vehicle travels by executing the lane keeping driving assist control.

[0097] The wheel passing position estimation unit 22c is a wheel passing position estimation device or a wheel passing position estimation circuit that estimates the positions where the front, rear, left and right wheels of the host vehicle will pass when the vehicle is caused to travel along the travel route set by the target travel route setting unit 22b. In this case, the wheel passing positions are estimated based on the set travel route and various information (vehicle information) related to the host vehicle, such as vehicle width data or tread width data of the host vehicle.

[0098] Note that vehicle information such as vehicle width data and tread width data of the vehicle itself is referenced from data stored in advance in a predetermined storage area in the vehicle control system 1 (eg, the internal storage memory 22d of the cruise control unit 22, etc.).

[0099] The internal storage memory 22d is a storage area in which various data are prestored, etc. In the internal storage memory 22d, various data are stored, such as a water splash threshold map (to be described later), a sudden deceleration and sudden steering threshold map (to be described later), and vehicle specification information data.

[0100] In addition, the driving control unit 22 performs various predetermined situation judgments, etc. based on output information from the driving environment recognition unit 21d of the camera unit 21 and the surrounding environment recognition unit 20b (i.e., the surrounding environment information acquisition device) of the surrounding monitoring unit 20, as well as various information obtained through the map locator calculation unit 12, and vehicle internal environment information obtained from the mode change switch 33 and various sensors (34, 35, 36, 37), etc., and performs driving control of the vehicle through the engine control unit 23, the power steering control unit 24, the brake control unit 25, etc. based on these judgment results.

[0101] When an automatic driving section where automatic driving control is permitted is set in the driving route set by the map locator calculation unit 12, the driving control unit 22 sets a driving route for performing automatic driving control in the automatic driving section. In the automatic driving section, the driving control unit 22 also has a function of appropriately controlling the engine control unit 23, the power steering control unit 24, the brake control unit 25, etc. to automatically drive the vehicle in the second driving assistance mode along the driving route set from the vehicle position estimated based on various information.

[0102] At that time, the driving control unit 22 makes the vehicle follow the preceding vehicle when the preceding vehicle is detected, and makes the vehicle travel at a set vehicle speed within the speed limit when the preceding vehicle is not detected, for example, by preceding vehicle following control, lane keeping driving support control, etc. based on the surrounding environment information recognized by the driving environment recognition unit 21d. In addition, the driving control unit 22 executes steering support control selected appropriately, such as lane keeping driving support control, lane departure suppression control, lane change control, etc., and further performs driving control such as driver abnormality response control in some cases.

[0103] As described above, the cruise control unit 22 is connected to each of the control units, such as the engine control unit 23, the power steering control unit 24, and the brake control unit 25, through the in-vehicle communication line 10. In this way, the cruise control unit 22 controls each of the control units (23, 24, 25), etc.

[0104] A throttle actuator 27 is connected to the output side of the engine control unit 23. This throttle actuator 27 opens and closes a throttle valve of an electronically controlled throttle provided in a throttle body of the engine, and generates a desired engine output by opening and closing the throttle valve in response to a drive signal from the engine control unit 23 to adjust the intake air flow rate.

[0105] An electric power steering motor (abbreviated as electric power steering in FIG. 1) 28 is connected to the output side of the power steering control unit 24. This electric power steering motor 28 applies steering torque to the steering mechanism by the rotational force of the electric motor. In driving modes other than the manual mode (first and second driving support modes, evacuation mode, etc.), various steering support controls that support steering operation (i.e., steering) are executed by controlling the electric power steering motor 28 with a drive signal from the power steering control unit 24. In addition, a steering torque sensor 35 presents a steering torque value by detecting a change in the drive amount of the electric power steering motor 28 or the drive amount of the steering mechanism, etc.

[0106] A brake actuator 29 is connected to the output side of the brake control unit 25. This brake actuator 29 adjusts the brake hydraulic pressure supplied to the brake wheel cylinders provided on each wheel, and when the brake actuator 29 is driven by a drive signal from the brake control unit 25, the brake wheel cylinders generate braking force on each wheel, forcibly decelerating the vehicle. The schematic configuration of the vehicle control system 1 of this embodiment has been described above.

[0107] In addition, all or some of the map locator calculation unit 12, the surrounding environment recognition unit 20b, the driving environment recognition unit 21d, the driving control unit 22, the engine control unit 23, the power steering control unit 24, the brake control unit 25, etc. are configured by a processor including hardware.

[0108] Here, the processor is configured, for example, by a well-known configuration including a central processing unit (CPU), a random access memory (RAM), a read only memory (ROM), a non-volatile memory, a non-volatile storage, etc., and peripheral devices thereof.

[0109] The software programs executed by the CPU and fixed data such as data tables are stored in advance in the ROM, non-volatile memory, non-volatile storage device, etc. Then, the CPU reads out the software programs stored in the ROM, etc., expands them in the RAM, and executes them, and the software programs appropriately refer to various data, etc., thereby realizing the functions of the above-mentioned components and components (12, 20b, 21d, 22, 23, 24, 25), etc.

[0110] The processor may be configured with a semiconductor chip such as a Field Programmable Gate Array (FPGA), etc. Furthermore, the above-mentioned components and components units (12, 20b, 21d, 22, 23, 24, 25) may be configured with electronic circuits.

[0111] Furthermore, the software program may be in a form in which the whole or part is recorded as a computer program product on a portable disk medium such as a flexible disk, CD-ROM, or DVD-ROM, or on a non-transitory computer readable medium such as a card-type memory, HDD (Hard Disk Drive) device, or SSD (Solid State Drive) device.

[0112] The operation of the driving control that takes into consideration puddles, etc. in the vehicle control system 1 of this embodiment configured as described above will be described below. Figures 2 and 3 are flowcharts showing the processing sequence of driving control that takes into consideration puddles, etc. in the vehicle control system of this embodiment. Here, Figure 2 shows the first half of the flowchart, and Figure 3 shows the second half of the flowchart.

[0113] When the driver starts the vehicle equipped with the vehicle control system 1 of this embodiment, each component unit of the vehicle control system 1, such as the camera unit 21, the surroundings monitoring unit 20, and the driving control unit 22, starts to operate. This puts the vehicle into a state of waiting for the start of driving control. In this state, the vehicle waits for a predetermined operation input by the driver.

[0114] 2, driving control unit 22 starts a process of recognizing the environment ahead of the vehicle and the surrounding environment through surrounding environment recognition unit 20b, driving environment recognition unit 21d, etc. At the same time, road information receiver 17 of locator unit 11 starts communication with an external device to obtain predetermined information.

[0115] Next, in step S12, cruise control unit 22 starts receiving various information from the GNSS via GNSS receiver 16 of locator unit 11. As a result, cruise control unit 22 estimates the current vehicle position on the road map.

[0116] Next, in step S13, cruise control unit 22 checks the input signal from route information input section 19 of locator unit 11 to check whether or not the driver or the like has performed an input operation of information related to the destination. If destination input is confirmed, the process proceeds to the next step S14. If destination input is not confirmed, the series of processes ends and the mode transitions to a normal cruise control mode, for example, a normal cruise control mode in which the vehicle travels without setting a route (return).

[0117] In step S14, the driving control unit 22 checks road information (particularly, road surface unevenness information, etc.) regarding the driving route connecting the current vehicle position and the input destination, and real-time weather information (particularly, rainfall information and precipitation amount information, etc.) in the area including the current vehicle position and the destination.

[0118] In step S15, the target driving route setting unit 22b of the driving control unit 22 checks whether or not it is possible to set a driving route that does not include puddles as a route connecting the current vehicle position and the input destination based on various information checked in the process of step S14 described above. Here, a driving route that does not include puddles can be, for example, a driving route that allows the vehicle to reach the destination from the current vehicle position without traveling through a rainy area.

[0119] Here, if it is possible to set a travel route that does not include a puddle, the process proceeds to step S51. Then, in step S51, the target travel path setting unit 22b of the travel control unit 22 sets a puddle avoidance travel route that does not include a puddle. After that, in step S52, the travel control unit 22 starts travel control along the set puddle avoidance route, and returns to the process of step S11 described above. Here, by returning to the process of step S11, if a change in the travel environment (e.g., a sudden change in weather, etc.) occurs during the execution of travel control along the set puddle avoidance route, it is possible to change to a new travel route according to the changed surrounding environment. When such a loop process is performed, the determination information in the process of step S13 refers to the destination information that has already been input. Also, if new destination information is input before the process of step S13, the new destination information may be referenced.

[0120] On the other hand, if it is determined in step S15 that it is not possible to set a travel route that does not include puddles, the process proceeds to step S16.

[0121] In step S16, the cruise control unit 22 sets an appropriate travel route connecting the current vehicle position to the destination. A puddle or the like is present on the travel route set here. Therefore, in this case, a puddle-passing travel route that passes over the puddle or the like is set.

[0122] After the start operation before the process of step S11 and the destination input operation before the process of step S13, the driver performs a predetermined operation for driving to start the vehicle traveling. As a result, the vehicle starts the traveling control along the set traveling route.

[0123] When the vehicle starts driving control along the driving route set in the process of step S16, in step S17, the driving control unit 22 checks whether or not a puddle or the like has been recognized in the traveling direction (forward) of the vehicle based on information acquired from a surrounding environment information acquisition device such as the camera unit 21. If a puddle or the like has been recognized, the process proceeds to step S18.

[0124] The processing sequence after branching to step S16 in the processing of step S15 described above is a control for setting a driving route taking into consideration puddles, etc., and is premised on the existence of puddles, etc. on the set driving route. Therefore, the processing of step S17 is premised on the fact that puddles, etc. are always recognized while the vehicle is traveling, and in order to simplify the processing, loop processing is performed until a puddle, etc. is recognized.

[0125] In step S18, the cruise control unit 22 calculates puddle information for the puddle or the like recognized in the process of step S17 described above. The puddle information includes information on the position of the puddle (including the distance from the vehicle to the puddle or the like and the relative positional relationship, etc.), shape, size (surface area), depth, water volume, etc.

[0126] In step S19, the cruise control unit 22 detects the current vehicle speed based on information acquired from the wheel speed sensors, etc. Also, at this point, vehicle information such as the vehicle weight of the host vehicle is read out and acquired from a predetermined internal storage memory 22d, etc.

[0127] Next, in step S20, the cruise control unit 22 calculates water splash information based on the puddle information acquired in the process of step S18 described above and the vehicle information acquired in the process of step S19 described above. Then, the process proceeds to step S21 in Fig. 3 (see circle (11) in Fig. 2 and Fig. 3).

[0128] 3, the cruise control unit 22 calculates an expected arrival time for the host vehicle to reach the puddle or the like recognized in the process of step S16 described above. This expected arrival time can be calculated from the host vehicle position and the distance to the recognized puddle or the like (obtained in step S17), and the current vehicle speed (obtained in step S18).

[0129] Next, in step S22, the driving control unit 22 checks whether or not there are pedestrians or other vehicles (vehicles running alongside, oncoming vehicles, etc.) around the vehicle based on information acquired from surrounding environment information acquisition devices such as the camera unit 21 and the periphery monitoring unit 20. If there are no pedestrians or other vehicles (vehicles running alongside, oncoming vehicles, etc.) around the vehicle, the process proceeds to step S28. Then, in step S28, the driving control unit 22 sets a driving route for the vehicle to continue going straight while maintaining the current vehicle speed, and continues driving control along the set driving route. The vehicle's driving route at this time is, for example, as shown in FIG. 4. Then, the process returns to step S16 in FIG. 2 (see FIG. 3 and the circle (10) in FIG. 2).

[0130] Fig. 4 is a conceptual diagram showing an example of a driving route taking into consideration the surrounding conditions when a puddle, etc. is recognized by a vehicle equipped with the vehicle control system of this embodiment. Fig. 4 shows, for example, a situation in which the host vehicle M is traveling on a road with one lane in each direction (two lanes in both directions).

[0131] In the following description of the present embodiment, a road system based on left-hand traffic, in which the vehicle is driven on the left side, is used as an example. Therefore, the configuration of the present invention can be easily applied to a road system based on right-hand traffic by simply switching the left and right.

[0132] In Fig. 4, symbols M, M1, and M2 indicate the host vehicle. Symbol M indicates the host vehicle at the host vehicle position when a puddle or the like is recognized ahead. Symbol M1 indicates the host vehicle at the host vehicle position when the vehicle passes over the puddle or the like. Symbol M2 indicates the host vehicle at the host vehicle position after the vehicle passes over the puddle or the like.

[0133] 4, reference numeral 201 indicates the lane in which the vehicle M is traveling (the vehicle's own lane). A two-dot chain line (reference numeral TC) drawn in the center of the vehicle's own lane 201 indicates a travel route already set by the vehicle control system 1. Reference numeral 204 indicates an oncoming lane that exists parallel to the vehicle's own lane 201 in the right area of ​​the vehicle's own lane 201. Reference numeral 205 indicates a sidewalk that exists parallel to the vehicle's own lane 201. Reference numeral 202 indicates a curb that is a boundary between the vehicle's own lane 201 and the sidewalk 205. Also, a situation is shown in which a puddle or the like 210 has formed in the vehicle's own lane 201 ahead in the traveling direction of the vehicle M. In this case, reference numeral 210a indicates water splashes or the like.

[0134] The situation shown in FIG. 4 shows a case where there are no pedestrians or other vehicles around the vehicle M while it is traveling (see branch to [N] in the process of step S22).

[0135] 4, as described above, a travel route is set for the host vehicle M that passes over the recognized puddles, etc. 210, and the host vehicle M travels along the set travel route. Therefore, water splashes, etc. 210a are generated when the host vehicle M passes over the puddles, etc. 210.

[0136] However, at this time, it has been confirmed in the process of step S22 described above that there are no pedestrians or other vehicles that may be affected by the water splashes, etc. 210a in the vicinity of the host vehicle M. Therefore, even if the host vehicle M passes over the puddle, etc. 210 and water splashes, etc. 210a are generated from the host vehicle M1, no problem will occur.

[0137] In this case, as described above, water splashes 210a are generated by the host vehicle M1 passing over the puddle 210. At this time, since there are no pedestrians or other vehicles around the host vehicle M1, there is no problem that the water splashes 210a from the puddle 210 adversely affect the surroundings of the host vehicle M. However, there is a possibility that the water splashes 210a may soil the host vehicle M, for example.

[0138] For this reason, when the vehicle M1 passes over a puddle or the like 210, deceleration control may be performed to reduce water splashes or the like 210a even if there are no pedestrians or other vehicles in the vicinity. In this case, deceleration control may be performed, for example, at the timing of transition from the process of step S22 to the process of step S28 in Fig. 3. Specifically, the deceleration control at this time is performed by slightly suppressing the deceleration, for example by decelerating the vehicle by about 10% to 20% of the current vehicle speed (not shown).

[0139] On the other hand, if it is confirmed in step S22 that there are pedestrians or other vehicles (vehicles traveling alongside, oncoming vehicles, etc.) around the host vehicle, the process proceeds to step S23.

[0140] In step S23, the cruise control unit 22 checks the water splash threshold value by referring to a preset water splash threshold value map.

[0141] Here, the water splash threshold is the allowable upper limit value of the water splash amount, water splash height, etc. that occurs when a vehicle passes over a puddle, etc., which is considered to not have an adverse effect on pedestrians, other vehicles, etc.

[0142] For example, the amount of splashing water, the height of splashing water, and the like, among the splashing water information for a puddle or the like 210 of a predetermined shape, can be reduced by decreasing the vehicle speed when passing over the puddle or the like.

[0143] In this case, the permissible upper limit of the impact of splashing water, etc. on pedestrians (water splash threshold) is different from the permissible upper limit of the impact of splashing water, etc. on other vehicles, etc. (water splash threshold). It is also known that the degree of splashing water, etc. tends to increase as the vehicle speed increases when passing over a puddle, etc. In consideration of these facts, the water splash threshold differs depending on whether the subject for which water splashing, etc. is to be considered is a pedestrian or another vehicle, etc. Furthermore, the higher the vehicle speed when passing over a puddle, etc., the lower the water splash threshold needs to be set.

[0144] In consideration of these, the vehicle control system 1 of this embodiment has a water splash threshold map, which is a database showing water splash thresholds corresponding to water splash information (information calculated in step S20 of FIG. 2), the surrounding environment (information of objects for which water splashing, such as pedestrians and other vehicles recognized in step S22 of FIG. 3 should be considered), and vehicle information (such as the vehicle speed detected in step S19 of FIG. 2), in association with each other. This water splash threshold map is stored in advance in the internal storage memory 22d of the cruise control unit 22, for example.

[0145] The water splash threshold map in the vehicle control system 1 of this embodiment specifies, for example, a water splash threshold for pedestrians of about 70% when the vehicle is traveling at medium to low speeds (for example, about 40 to 60 km / h) and about 40% when the vehicle is traveling at high speeds (for example, about 100 km / h). Also, for example, a water splash threshold for other vehicles of about 80% when the vehicle is traveling at medium to low speeds (for example, about 40 to 60 km / h) and about 50% when the vehicle is traveling at high speeds (for example, about 100 km / h).

[0146] In this case, the water splash threshold = 70% means that 70% is the upper allowable value for at least the water splash amount, water splash height, etc., of the water splash information calculated from the puddle information of puddles etc. 210 recognized ahead and the current vehicle information.

[0147] Therefore, in this case, by performing deceleration control so that the amount of water splashing, water splash height, etc. are 70% or less of the calculated value of the current water splash information, the adverse effects of water splashing, etc. on objects such as pedestrians and other vehicles can be reduced.

[0148] In this way, the water splash threshold in the processing of step S23 described above is appropriately set depending on the surrounding environment of the host vehicle M (presence or absence of pedestrians, other vehicles, etc.) and the current vehicle speed of the host vehicle M, etc.

[0149] Returning to the flowchart of FIG. 3, once the water splash threshold is confirmed in step S23, the process proceeds to the next step S24.

[0150] In step S24, the cruise control unit 22 checks whether the current water splash information calculated in the process of step S20 in Fig. 2 is less than the water splash threshold confirmed in the process of step S23 described above. If it is confirmed that the current water splash information is less than the water splash threshold, the process proceeds to step S28.

[0151] Then, in step S28, the cruise control unit 22 sets a driving route for continuing to go straight while maintaining the current vehicle speed, and continues cruise control along the set driving route (see FIG. 4). After that, the process returns to step S16 in FIG. 2 (see FIG. 3 and the circle (10) in FIG. 2).

[0152] In this case, as in the case where the process moves from step S22 to step S28, deceleration control may be performed to slightly suppress the deceleration for the same reason.

[0153] On the other hand, if it is confirmed in step S24 that the current water splash information is not less than the water splash threshold (is equal to or greater than the threshold), the process proceeds to step S25.

[0154] In step S25, the cruise control unit 22 calculates a target vehicle speed at which the current water splash information becomes less than a predetermined water splash threshold when the vehicle passes over the puddle or the like 210, by referring to the water splash threshold map.

[0155] Next, in step S26, the driving control unit 22 checks whether it is possible to decelerate from the current vehicle speed (detected in step S19 of FIG. 2) to the target vehicle speed (calculated in step S25) within the expected arrival time to the puddle, etc. 210 (calculated in step S21).

[0156] The determination as to whether the vehicle M can decelerate from the current vehicle speed to the target vehicle speed within the predicted arrival time until it reaches the puddle, etc. 210 is made by referring to a preset sudden deceleration and sudden steering threshold map. Here, the sudden deceleration and sudden steering threshold map is a database that indicates deceleration and steering control thresholds that can avoid a puddle, etc., or reduce water splashing when passing through a puddle, etc., without causing sudden deceleration and sudden steering, according to the puddle information, water splashing information, and vehicle information, etc. This sudden deceleration and sudden steering threshold map is stored in advance in, for example, the internal storage memory 22d of the cruise control unit 22.

[0157] That is, in the processing of step S26 described above, it is determined whether or not the vehicle M can smoothly and safely decelerate from the current vehicle speed to the target vehicle speed without sudden deceleration within the expected arrival time until the vehicle M reaches the puddle, etc. 210.

[0158] If it is determined in the process of step S26 described above that smooth and safe deceleration is possible without sudden deceleration, the process proceeds to step S27.

[0159] Then, in step S27, the cruise control unit 22 sets a straight-line driving route while performing a predetermined deceleration control, and continues cruise control along the set driving route (see FIG. 4). Then, the process returns to step S16 in FIG. 2 (see FIG. 3 and the circle (10) in FIG. 2).

[0160] If it is determined in the process of step S26 that smooth and safe deceleration without sudden deceleration is not possible, the process proceeds to step S29.

[0161] Then, in step S29, the cruise control unit 22 performs a predetermined deceleration control that does not result in sudden deceleration and a predetermined steering control that does not result in sudden steering within the expected time to reach the puddle, etc. 210, thereby confirming whether or not it is possible to reduce water splashing, etc., to below a predetermined water splash threshold. If it is confirmed here that it is possible to reduce water splashing, etc., to below the predetermined water splash threshold, the process proceeds to step S30.

[0162] Then, in step S30, the cruise control unit 22 performs predetermined deceleration control that does not result in sudden deceleration, as well as predetermined steering control that does not result in sudden steering, to set a travel route that can reduce water splashing, and continues cruise control along the set travel route. The vehicle travel route at this time is, for example, as shown in Figures 5 and 6. Then, the process returns to step S16 in Figure 2 (see circle (10) in Figures 3 and 2).

[0163] Fig. 5 is a conceptual diagram showing an example of a water-splash-reduced driving route when a puddle or the like is recognized by a vehicle equipped with the vehicle control system of this embodiment and a pedestrian is recognized. Fig. 6 is a conceptual diagram showing an example of a water-splash-reduced driving route when a puddle or the like is recognized by a vehicle equipped with the vehicle control system of this embodiment and another vehicle (an oncoming vehicle, etc.) is recognized. Note that Figs. 5 and 6 also show a situation in which the vehicle M is traveling on a road with one lane in each direction (two lanes in both directions), as in Fig. 4. Also, in Figs. 5 and 6, the same reference numerals are used to indicate the same configurations or objects as in Fig. 4.

[0164] First, the situation shown in Fig. 5 illustrates a situation in which a pedestrian H is present on a sidewalk 205 around a traveling host vehicle M. In Fig. 5, an oncoming vehicle M3 in the oncoming lane 204 is indicated by a dotted line.

[0165] In the situation shown in FIG. 5, the host vehicle M performs steering control in a direction to move closer to the oncoming lane 204 with respect to the recognized puddle or the like 210, and sets a new driving route.

[0166] First, when only a pedestrian H is present near the vehicle M, the vehicle control system 1 of the vehicle M sets a new driving route that passes over puddles 210 and reduces water splashes 210a, and passes through a position as far away as possible from the pedestrian H near the vehicle M. Note that in this situation, the presence of an oncoming vehicle M3 is not taken into consideration. A situation in which an oncoming vehicle M3 is present in this situation will be described later.

[0167] To set a new driving route in this situation, the vehicle control system 1 first sets a target point Ta at a lateral position (position in the width direction of the host vehicle M) of a puddle or the like 210 that is at least a half (W / 2) distance of the vehicle width W toward the host vehicle lane 201 from a right dividing line 206 (which is also the center line of the road in the example of FIG. 5) of the host vehicle M's lane 201 on which the host vehicle M is traveling. Note that the target point Ta may be set at a position obtained by subtracting a half of the vehicle width of the host vehicle M from the lane width of the host vehicle 201.

[0168] Next, a target midpoint Tb1 is set as the lateral center position (lateral distance W4) between this target point Ta and the center position of the host vehicle M (current travel route TC). Then, new travel routes TC1, TC2 are set that pass from the current travel route TC of the host vehicle M through the target midpoint Tb1 and the target point Ta. Furthermore, a new travel route TC3 is set forward in the travel direction from the lateral position of the puddle, etc. 210, which returns from the new travel route TC2 to the original travel route TC. This new travel route TC3 is set on a line extended from the target midpoint Tb1 in the travel direction of the host vehicle M, and is a travel route that passes through the target midpoint Tb2 that is set at a position equivalent to the target midpoint Tb1.

[0169] In this way, when only the pedestrian H is recognized near the vehicle M, a new travel route (TC1, TC2, TC3) as shown in Fig. 5 is set in the process of step S30 in Fig. 3, and travel control is performed along this new travel route. This makes it possible to reduce water splashes 210a on the pedestrian H.

[0170] In this case, if there is no oncoming vehicle M3 in the oncoming lane 204 and it has been confirmed that the traffic regulations for the road in question are a regulated area that permits driving beyond the center line (the right-side dividing line 206 in Figure 5), a new driving route may be set that involves driving beyond the center line into the oncoming lane 204.

[0171] When such a new travel route is set, the vehicle M travels at a position indicated by the reference symbol M1, which is further away from the pedestrian H. Therefore, in this case, the effect of reducing water splashes and the like 210a on the pedestrian H can be further improved.

[0172] In addition to the situation where a pedestrian H is recognized in the vicinity of the vehicle M as described above, if an oncoming vehicle M3 is recognized at the same time as shown by the dotted line in Figure 5, a new driving route similar to that shown in Figure 5 can be set.

[0173] However, when a pedestrian H and an oncoming vehicle M3 are simultaneously recognized in the vicinity of the vehicle M, in order to set the new driving route shown in Figure 5, it is first necessary to confirm the positional relationship between the vehicle M and the oncoming vehicle M3.

[0174] For example, there is a possibility that the oncoming vehicle M3 is traveling in a position extremely close to the own vehicle lane 201 in the oncoming lane 204. In such a situation, if the own vehicle M travels on the new travel route (TC2) close to the right dividing line 206 (center line), there is a possibility that the own vehicle M will come into contact with the oncoming vehicle M3 traveling in the oncoming lane 204 at the position indicated by reference symbol M1 in Fig. 5. Therefore, when a pedestrian H and the oncoming vehicle M3 are recognized simultaneously in the vicinity of the own vehicle M, when setting the new travel route in Fig. 5, it is necessary to confirm that the distance between the own vehicle M and the oncoming vehicle M3 is sufficient to avoid a collision between the own vehicle M and the oncoming vehicle M3.

[0175] To achieve this, for example, it is considered that the relative lateral position between the host vehicle M and the oncoming vehicle M3 can be secured by setting the target point Ta at a position that is the lateral distance between the host vehicle M and the oncoming vehicle M3 minus the vehicle width of the host vehicle M.

[0176] When the oncoming vehicle M3 is recognized, if the distance between the host vehicle M and the oncoming vehicle M3 is insufficient, a new travel route is set as shown in FIG.

[0177] The situation shown in Fig. 6 shows a situation in which an oncoming vehicle M3 is present on the oncoming lane 204 around the traveling vehicle M. The oncoming vehicle M3 is traveling at a position closer to the vehicle's lane 201 (closer to the center line) on the oncoming lane 204. In Fig. 6, a pedestrian H on the sidewalk 205 is indicated by a dotted line.

[0178] In the situation shown in FIG. 6, the vehicle M performs steering control in a direction to move closer to the sidewalk 205 than the recognized puddle or the like 210, and sets a new driving route.

[0179] First, when only an oncoming vehicle M3 is present near the host vehicle M and the lateral distance between the oncoming vehicle M3 and the host vehicle M is short, the vehicle control system 1 of the host vehicle M sets a new driving route that passes over puddles, etc. 210 while reducing water splashes, etc. 210a. Note that in this situation, the presence of a pedestrian H is not taken into consideration. The situation when a pedestrian H is present in this situation will be described later.

[0180] In order to set a new travel route in this situation, first, the vehicle control system 1 sets a target point Ta1 at a lateral position (position in the width direction of the host vehicle M) of a puddle or the like 210 that is at least half the vehicle width W (W / 2) away from the left end of the host vehicle lane 201 on which the host vehicle M is traveling (the edge of the curb 202 in the example of FIG. 6) toward the host vehicle lane 201. Note that, when the curb 202 does not exist, the target point Ta may be set at a position at a distance obtained by subtracting the vehicle width of the host vehicle M from the lateral distance between the host vehicle M and the pedestrian H. Also, when the curb 202 exists, the target point Ta may be set at a position at a distance obtained by subtracting the vehicle width of the host vehicle M from the lateral distance between the host vehicle M and the left end of the host vehicle lane 201 (the edge of the curb 202).

[0181] Next, a target midpoint Tb3 is set as the lateral center position between this target point Ta1 and the center position (current travel route TC) of the host vehicle M. Then, new travel routes TC4, TC5 are set that pass from the current travel route TC of the host vehicle M through the target midpoint Tb3 and the target point Ta1. Furthermore, a new travel route TC6 is set forward in the travel direction from the lateral position of the puddle, etc. 210, which returns from the new travel route TC5 to the original travel route TC. This new travel route TC6 is set on a line extended from the target midpoint Tb3 in the travel direction of the host vehicle M, and is a travel route that passes through the target midpoint Tb4 that is set at a position equivalent to the target midpoint Tb3.

[0182] In this way, when only the oncoming vehicle M3 traveling near the vehicle M is recognized, a new travel route (TC4, TC5, TC6) as shown in Fig. 6 is set in the process of step S30 in Fig. 3, and travel control is performed along this new travel route. This makes it possible to reduce water splashes 210a on the oncoming vehicle M3.

[0183] In addition to the situation described above in which an oncoming vehicle M3 close to the vehicle M is recognized, a new driving route similar to that shown in Figure 6 can also be set when a pedestrian H, as shown by the dotted line in Figure 6, is recognized in the vicinity of the vehicle M.

[0184] However, when a pedestrian H and an oncoming vehicle M3 are simultaneously recognized in the vicinity of the vehicle M, in order to set the new driving route shown in Figure 6, it is first necessary to confirm the positional relationship between the vehicle M and the pedestrian H.

[0185] For example, there is a possibility that the pedestrian H is walking on the sidewalk 205 at a position close to the own vehicle lane 201. There is also a possibility that the curbstone 202 that marks the boundary between the sidewalk 205 and the own vehicle lane 201 is not installed. In general, on roads where the curbstone 202 is not installed, the width of the sidewalk 205 tends to be narrow. Therefore, in this case, there is a tendency that the lateral distance between the traveling vehicle M and the pedestrian H cannot be made sufficiently wide.

[0186] In such a situation, if the vehicle M travels along the new driving route (TC5) closer to the sidewalk 205, it is possible that when the vehicle M passes over a puddle or the like 210 at the position indicated by symbol M1 in Figure 6, water splashes or the like 210a may have a negative impact on the pedestrian H.

[0187] Therefore, when a pedestrian H and an oncoming vehicle M3 are recognized simultaneously in the vicinity of the vehicle M, when setting a new driving route as shown in Figure 6, it is necessary to confirm that the distance between the vehicle M and the pedestrian H is sufficient.

[0188] To achieve this, for example, it is considered that the relative lateral position between the host vehicle M and the oncoming vehicle M3 can be secured by setting the target point Ta at a position that is the lateral distance between the host vehicle M and the pedestrian H (or the curb 202) minus the vehicle width of the host vehicle M.

[0189] If the vehicle M cannot keep a sufficient distance from the pedestrian H, it may be possible to set a new driving route as shown in Fig. 5. In that case, however, it becomes necessary to check the positional relationship between the vehicle M and the oncoming vehicle M3, as in the above case.

[0190] On the other hand, returning to FIG. 3, in the above-mentioned step S29, if it is impossible to reduce splashing, etc. to below a predetermined splashing threshold by performing a predetermined steering control that does not result in sudden steering in addition to a predetermined deceleration control that does not result in sudden deceleration within the expected arrival time to the puddle, etc. 210, the processing proceeds to step S31.

[0191] In step S31, the cruise control unit 22 estimates the position where the wheels of the vehicle M pass when passing over the puddle, etc. 210 by the wheel passing position estimation unit 22c, sets a travel route that can minimize water splashing from the puddle, etc. 210 even if the water splash threshold is exceeded, and continues cruise control along the set travel route. Then, the process returns to step S16 in Fig. 2 (see circle (10) in Fig. 3 and Fig. 2).

[0192] Here, a driving route that can best reduce splashes from puddles, etc. 210 means a driving route that can secure water splash information that is as close as possible to the water splash threshold while exceeding the water splash threshold and not being able to reduce water splashes to below the water splash threshold.

[0193] For example, depending on the shape and size (surface area) of the recognized puddle, etc. 210, steering control may be performed to set a new driving route such that only one of the left and right wheels of the vehicle M passes over the puddle, etc. 210.

[0194] For example, if the lateral width of the puddle, etc. 210 is narrow compared to the vehicle width W of the vehicle M, the amount of water splashing, etc. 210a can be reduced by passing only one of the left and right wheels of the vehicle M over the puddle, etc. 210.

[0195] Furthermore, in this case, by setting the wheels passing over the puddle, etc. 210 so that the water splash direction faces laterally away from the recognized position of the pedestrian H, the adverse effects of the water splash, etc. 210a on the pedestrian H can be prevented.

[0196] Specifically, for example, as shown in Fig. 6, if a pedestrian H is present on the sidewalk 205 on the left side of the vehicle M, and a puddle or the like 210 is present near the center of the vehicle lane 201, a new driving route can be set in which only the right wheels of the vehicle M pass over the puddle or the like 210. In this case, water splashing from the left wheels of the vehicle M can be prevented, and water splashing from the right wheels 210a is scattered to the right side where the pedestrian H is not present, thereby reducing the impact of water splashing on the pedestrian H.

[0197] Furthermore, if the lateral width of the puddle or the like 210 is sufficiently narrower than the vehicle width or the tread width of the vehicle M, a new driving route is set for the vehicle M to travel across the puddle or the like 210. This makes it possible to prevent the left and right wheels of the vehicle M from passing over the puddle or the like 210, thereby preventing water splashing or the like.

[0198] On the other hand, depending on the shape and size (surface area) of the puddle, etc. 210, even if deceleration and steering control are performed, there may be a situation where both the left and right wheels of the vehicle M are forced to pass over the puddle, etc. 210 at the same time and the water splash threshold cannot be reduced (when branching from step S29 to step S31 in FIG. 3). In this case, the surroundings of the vehicle M are confirmed, and if safety is ensured (such as when there is no following vehicle), the vehicle may be completely stopped at a position just before reaching the puddle, etc., even if sudden braking is required. This makes it possible to prevent water from splashing onto the pedestrian H. Then, a driving control may be performed in which the vehicle resumes driving after confirming that pedestrians, etc. or other vehicles, etc. have passed near the vehicle.

[0199] As described above, according to the above embodiment, when setting a driving route connecting the current vehicle position and the destination, a driving route that avoids puddles, etc. can be set in advance based on the vehicle's surrounding environment information (road map information, weather information, etc.) obtained from an external device, etc.

[0200] In addition, while a vehicle equipped with the vehicle control system 1 is traveling on a road, it can set a driving route that avoids puddles, or a driving route that reduces water splashing from puddles, based on the vehicle's surrounding environment information obtained by recognizing the vehicle's surrounding environment (pedestrians, other vehicles, puddles, etc.) using various sensing devices of the imaging device (camera, etc.), information obtained from external devices, etc. (vehicle position information, road map information including weather information, etc.), the vehicle's own specification information (vehicle weight, vehicle width, etc.) and vehicle status information (vehicle speed, etc.), etc.

[0201] In addition, by taking into consideration a variety of information related to the vehicle and the surrounding environment while it is moving, such as puddle information, surrounding environment information, and vehicle information, it is possible to reduce water splashing that occurs when the vehicle passes over a puddle, etc., and to set a driving route that can prevent adverse effects on pedestrians, other vehicles, etc., while providing smoother and safer driving control.

[0202] The present invention is not limited to the above-mentioned embodiment, and various modifications and applications can be implemented within the scope of the gist of the invention. Furthermore, the above-mentioned embodiment includes inventions at various stages, and various inventions can be extracted by appropriate combinations of the disclosed multiple constituent elements. For example, even if some constituent elements are deleted from all the constituent elements shown in the above-mentioned one embodiment, if the problem to be solved by the invention can be solved and the effect of the invention can be obtained, the configuration from which the constituent elements are deleted can be extracted as the invention. Furthermore, the constituent elements across different embodiments may be appropriately combined. The present invention is not restricted by its specific embodiment except as limited by the attached claims. [Explanation of symbols]

[0203] 1. Vehicle control system 10…In-vehicle communication line 11...Locator unit 12...Map locator calculation unit 12a... Vehicle position estimation unit 12b…Map information acquisition section 13...Accelerometer 14...Wheel speed sensor 15...Gyro sensor 16...GNSS receiver 17...Road information receiver 18…High-precision road map database 19…Route information input section 20...Perimeter monitoring unit 20a…Surrounding environment recognition sensor 20b…Surrounding Area Awareness Department 21...Camera unit 21a…Main camera 21b…Sub camera 21d…Driving environment recognition section 22...Drive control unit 22a...Steering assistance control unit 22b...Target driving route setting unit 22c...Wheel passing position estimation section 22d…Internal storage memory 23…Engine control unit 24...Power steering control unit 25…Brake control unit 27...Throttle actuator 28...Electric power steering motor 29…Brake actuator 33...Mode switch 34…Handle touch sensor 35...Steering torque sensor 36...Brake sensor 37...Accelerator sensor 38...Alarm device 201…own lane 202…Curb 204…Oncoming traffic 205...Sidewalk 206…Right side lane line (center line) 210...Puddles, etc. 210a...Water splashes, etc.

Claims

1. A surrounding environment information acquisition device that acquires surrounding environment information of a vehicle; an external information receiving device for acquiring information including a vehicle position and road map information from an external device; a driving control device that controls driving of a vehicle by performing at least one of deceleration control and steering control based on a plurality of pieces of information acquired by the surrounding environment information acquisition device and the external information receiving device; A vehicle control system for setting a travel route between a current vehicle position and an input destination and for causing a vehicle to travel along the set travel route, The driving control device includes: a water splash threshold map that sets a water splash threshold for reducing water splashing that occurs when the vehicle passes over a puddle, based on the surrounding environment information, puddle information related to a puddle, the road map information, and vehicle information related to the vehicle; a sudden deceleration and sudden steering threshold map that sets deceleration and steering control thresholds that can avoid the puddle or reduce water splashing without causing sudden deceleration and sudden steering until the vehicle reaches the puddle recognized ahead of the vehicle based on the puddle information, the road map information, and the vehicle information; Equipped with setting a puddle avoidance driving route that avoids puddles on a road based on the information acquired by the external information receiving device; When the puddle avoidance driving route cannot be set, a puddle through driving route that passes over the puddle is set, and when a puddle is recognized ahead of the vehicle while the vehicle is driving along the puddle through driving route, calculating an expected arrival time for the vehicle to reach the puddle based on a vehicle speed of the vehicle and a distance between the vehicle and the puddle recognized ahead of the vehicle; confirming the water splash threshold by referring to the water splash threshold map according to the presence of three-dimensional objects around the vehicle recognized by the surrounding environment information acquisition device and the positional relationship between the three-dimensional objects and the vehicle; A vehicle control system characterized by setting a new driving route including driving control involving at least one of the deceleration control and the steering control by referring to the confirmed water splash threshold, the calculated predicted arrival time, and the sudden deceleration and sudden steering threshold map.

2. The driving control device includes: a wheel passing position estimation device that estimates positions where left and right wheels of the vehicle pass over a recognized puddle while the vehicle is traveling along a set traveling route; The driving control device includes: The vehicle control system according to claim 1, further comprising: a control unit for controlling a vehicle speed of the vehicle; a control unit for controlling a vehicle speed of the vehicle;

3. The vehicle control system according to claim 1 or claim 2, characterized in that the water splash threshold map sets a water splash threshold for water splash information including the amount, direction and height of water splash generated when a vehicle passes over a puddle.

4. The puddle information includes information on the position, shape, size, depth, and water volume of the puddle, The road map information includes a road map, road roughness conditions, and weather information, The vehicle information includes vehicle specifications and vehicle speed information.

4. The vehicle control system according to claim 3.

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