Vehicle control device

Abstract

To support appropriate vehicle control by predicting a minute state for each road surface and supporting a driving operation corresponding to the state of the road surface.SOLUTION: A vehicle control device is mounted on a vehicle. The vehicle control device comprises: a risk map acquisition section for acquiring a risk map where map information is associated with road surface information obtained by predicting the states of road surfaces in a predetermined area including the periphery of an own vehicle; a risk level acquisition section for acquiring a risk level of a slippery area existing in a travel direction of a track of the own vehicle based on the risk map and the travel state of the own vehicle; and a travel mode determination section for determining a travel mode corresponding to the risk level with respect to the slippery area as a recommendation travel mode.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle control device.

Background Art

[0002] Conventionally, a technique for controlling a vehicle according to the state of a road surface is known. For example, Patent Document 1 discloses a vehicle speed control device that controls so as to set a lower upper limit value of the vehicle speed during vehicle speed control as the road surface friction coefficient obtained by the host vehicle or acquired from another vehicle is smaller. Further, Patent Document 2 discloses a vehicle control system that distributes the driving force to each wheel of the host vehicle based on the position information of the host vehicle, the estimated μ of the road surface by a lidar, and the uneven state of the road surface based on the road surface information received from another vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, the state of the road surface changes depending on environmental conditions including weather conditions. For example, the road surface may become slippery due to rainfall or snowfall. In such a case, it is desirable to grasp in advance the detailed state of each road surface, such as the slippery portions and lanes on the road surface and the degree of slipperiness, and perform appropriate vehicle control. Although it is possible to predict to some extent whether the road surface is in a slippery state based on a weather forecast or the like, since the weather forecast is information for each relatively large area, it is not possible to predict the detailed state of each road surface as described above. Therefore, in a vehicle during travel, the detailed state of the road surface cannot be accurately grasped, and it is not always possible to perform appropriate driving operations and vehicle control according to the road surface.

[0005] The present invention aims to address such a situation. That is, an object of the present invention is to predict the detailed state of each road surface, assist driving operations according to the state of the road surface, and assist appropriate vehicle control.

Means for Solving the Problems

[0006] To solve such problems, a vehicle control device according to the present invention has the following configuration. That is, one aspect of the present invention is a vehicle control device provided in a vehicle, including a risk map acquisition unit that acquires a risk map in which map information is associated with road surface information predicting the state of a road surface in a predetermined area including the periphery of the host vehicle, a risk level acquisition unit that acquires a risk level of an area prone to slipping existing in the traveling direction of the traveling road of the host vehicle based on the risk map and the traveling state of the host vehicle, and a traveling mode determination unit that determines a traveling mode corresponding to the risk level for the area prone to slipping as a recommended traveling mode.

Effects of the Invention

[0007] According to a vehicle control device having such characteristics, it is possible to predict the detailed state of each road surface, assist driving operations according to the state of the road surface, and assist appropriate vehicle control.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Embodiments for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same reference numerals in different figures indicate parts having the same function, and duplicate descriptions in each figure are omitted as appropriate.

[0010] The vehicle control device 21 and the road surface information providing device 3 mounted on the vehicle 2 according to an embodiment of the present invention function as part of the vehicle control support system 1. That is, the vehicle control support system 1 includes the vehicle control device 21 mounted on the vehicle 2 and the road surface information providing device 3 that transmits and receives various information to and from the vehicle control device 21.

[0011] As shown in FIGS. 1 and 2, the road surface information providing device 3 communicates with vehicle control devices 21 mounted on a plurality of vehicles 2A, 2B, 2C, ··· (hereinafter, simply referred to as "vehicle 2" when distinction between each vehicle is not required) during travel, and acquires vehicle information from each vehicle control device 21 mounted on the plurality of vehicles 2. Further, the road surface information providing device 3 generates information indicating the state of the road surface based on the vehicle information acquired from the vehicle control device 21, and provides the generated information to the vehicle control device 21.

[0012] As shown in FIG. 1, the road surface information providing device 3 includes a communication unit 31, an information acquisition unit 32, a road surface state prediction unit 33, a risk map generation unit 34, and a risk level determination unit 35. The communication unit 31 communicates with a plurality of vehicles 2 during travel, a weather information providing server (not shown) managed by a private or public institution, and other predetermined information providing servers, etc., and performs transmission and reception of various information.

[0013] The information acquisition unit 32 acquires vehicle information from at least the vehicle 2 that has detected wheel spin of its own vehicle among the plurality of vehicles 2 via the communication unit 31. The vehicle information includes position information indicating the traveling position when wheel spin is detected in the vehicle 2, and traveling information indicating the traveling state. The traveling information includes, for example, vehicle speed, information related to wheel spin, road surface μ value which is the friction coefficient of the road surface where wheel spin is detected, steering angle, wiper operation state, traveling mode, and information related to the traveling route (set destination, etc.). Further, as vehicle information, information related to the surrounding environment such as outside air temperature acquired by the vehicle 2 can also be included.

[0014] In addition, the information acquisition unit 32 acquires current weather information of the area including the traveling position of the vehicle 2, and observation information including outside air temperature, rainfall amount, and snowfall amount, etc. from the vehicle 2 or the weather information providing server via the communication unit 31.

[0015] The road surface state prediction unit 33 generates road surface information predicting the state of the road surface in a predetermined area including the periphery of the traveling vehicle 2 based on the vehicle information and the weather information acquired by the information acquisition unit 32.

[0016] For example, based on the position information of the vehicle 2, the road surface state prediction unit 33 predicts the position on the map of the traveling road including the slippery area. Further, the road surface state prediction unit 33 grasps the position of the wheel that has spun (front wheel, rear wheel, right or left side in the traveling direction) based on the information regarding the wheel spin of the vehicle 2, and predicts the slippery position on the traveling road. Also, the road surface state prediction unit 33 predicts the degree of slipperiness at the slippery position based on the μ value of the road surface at the position where the vehicle 2 on the traveling road has detected wheel spin.

[0017] Furthermore, by acquiring vehicle information from a plurality of vehicles 2 respectively, the road surface state prediction unit 33 can specify the slippery area (for example, the entire width of the traveling road, only a specific lane, only the right or left side in the traveling direction of a specific lane, etc.) on the traveling road, the range of the slippery area, the number of vehicles that have slipped in the slippery area, etc. from the slippery positions grasped from each vehicle, and can accurately predict the state of the road surface.

[0018] The road surface state prediction unit 33 includes the above prediction results, that is, the prediction results regarding the traveling road including the slippery area (slip location), the range of the slippery area in the traveling road, and the degree of slipperiness as slip information in the road surface information. In addition, the road surface state prediction unit 33 can estimate the environment around the vehicle 2 from, for example, weather information and observation information. Therefore, the road surface state prediction unit 33 can predict the state of the road surface several tens of minutes or several hours later from the estimated surrounding environment, and the information regarding the predicted future road surface state can also be made part of the road surface information.

[0019] The risk map generation unit 34 generates a risk map in which the road surface information is associated with the map information. That is, the risk map generation unit 34 generates a risk map by, for example, superimposing the road surface information including the same position information as the position information of the map information on the map information. When superimposing, characters, numbers, images, etc. can be appropriately selected.

[0020] By generating such a risk map, it is possible to provide a map that intuitively shows the state of the road surface. In vehicle 2 that has received the risk map, by displaying the risk map on a display provided in vehicle 2, if there are areas on the road surface during driving or in the vicinity that are prone to slipping, the areas prone to slipping can be displayed on the map and the driver or the like can be notified.

[0021] The map information can be stored in advance in a storage device (not shown) provided in the road surface information providing device 3, or can be sequentially acquired from an external map information management server via the communication unit 31. Also, by using high-precision 3D map information such as a dynamic map as the map information, a more detailed risk map can be generated. The generated risk map is transmitted to vehicle 2 by the communication unit 31.

[0022] The risk level determination unit 35 identifies vehicle 2 on the risk map and determines, for each vehicle, a risk level indicating the degree of risk in the traveling direction of vehicle 2 traveling on the risk map. The risk level can be determined, for example, in multiple levels (for example, three levels such as large, medium, and small) based on whether there is an area prone to slipping (slip section) in the traveling direction of vehicle 2 traveling on the risk map, and if there is a slip section, the range of the slip section, the distance from the vehicle 2 to the slip section, the number of slipping vehicles at the slip section, and so on. The risk level for each vehicle, which is the determination result, is transmitted to each vehicle via the communication unit 31.

[0023] Note that it is not necessarily required to determine the risk level in the road surface information providing device 3. The risk level of the own vehicle can also be determined in vehicle 2 that has received the risk map.

[0024] Subsequently, an example of the vehicle control device 21 will be described. The vehicle control device 21 provided in the vehicle 2 is connected to various electronic devices (described later) necessary for the running of the vehicle 2, and includes a plurality of in-vehicle ECUs (Electronic Control Units) that control these electronic devices. These electronic devices and in-vehicle ECUs are connected to be mutually communicable via an in-vehicle network such as CAN (Controller Area Network) or LIN (Local Interconnect Network).

[0025] Each in-vehicle ECU can be configured to include a processor such as a CPU (Central Processing Unit) or MPU (Micro Processing Unit), an electric circuit, and storage elements such as a RAM (Random Access Memory) and a ROM (Read Only Memory). Also, part or all of the operations executed by the in-vehicle ECU can be realized by hardware such as an ASIC (application specific integrated circuit), an FPGA (field-programmable gate array), or a GPU (Graphics Processing Unit). In the following description, the description and illustration of electronic devices and in-vehicle ECUs that are not directly involved in the control operation of the vehicle 2 by the vehicle control device 21 in the present embodiment are omitted.

[0026] As shown in FIG. 2, as the vehicle drive system and electronic devices necessary for the running of the vehicle 2, the vehicle control device 21 includes a communication unit 41, a wiper operation unit 42, a vehicle drive unit 43 (a power train system 431, a brake system 432, a steering system 433, etc.), a notification unit 44 (a display unit 441, an alarm sounding unit 442, a vibrator 443), a storage unit 45, an outside air temperature sensor 51, a vehicle speed sensor 52, a wheel speed sensor 53, a steering angle sensor 54, an acceleration sensor 55, a gyro sensor 56, and a GPS sensor 57, which are connected via an in-vehicle network.

[0027] The communication unit 41 is an interface for transmitting and receiving various information to and from an external server such as the road surface information providing device 3, other vehicles. The wiper operating unit 42 detects, for example, the rainfall amount and operates the wiper at predetermined time intervals according to the detected rainfall amount.

[0028] The vehicle drive unit 43 includes drive units such as a power train system 431, a brake system 432, and a steering system 433, and is driven (steered, accelerated / decelerated, stopped, etc.) and controlled according to a control signal from the drive control unit 270.

[0029] The notification unit 44 includes a display unit 441, an alarm sounding unit 442, and a vibrator 443, and notifies the driver of the vehicle 2 of driving support information including a recommended driving mode (described later) for avoiding danger by a method according to the degree of danger according to the control by the notification control unit 260.

[0030] The display unit 441 is composed of, for example, a display panel provided on the dashboard or a HUD (Head-Up Display) that projects onto the front window, and displays an image visible to the passengers including the driver. When the display unit 441 is a HUD, speed display, navigation image, etc. can be displayed on the front window of the vehicle 2 to present various information to the passengers of the vehicle 2, particularly the driver.

[0031] In addition, the display unit 441 can display driving support information including slip information in the traveling direction of the vehicle 2 and a recommended driving mode so as to be visible to the driver or the like according to a notification instruction from the notification control unit 260 of the vehicle control device 21, and can prompt danger avoidance.

[0032] The alarm sounding unit 442 can use, for example, a general speaker, and can output voice, a predetermined ringing sound, etc. indicating that there is slip information or danger information in the traveling direction according to a notification instruction from the notification control unit 260. The alarm sounding unit 442 does not necessarily need to be provided exclusively for notification, and can be used in combination with, for example, the speaker of the in-vehicle audio device or the navigation system.

[0033] The vibrator 443 includes a seat vibrator that vibrates the seat of the driver's seat where the driver is seated, and a steering wheel vibrator that vibrates the steering wheel. By vibrating the seat vibrator or the steering wheel vibrator, driving support information including recommended driving modes for the vehicle 2, slip information, etc. can be notified to the driver of the vehicle 2, and a danger avoidance operation can be prompted.

[0034] The storage unit 45 stores information necessary for the operation of the vehicle control device 21, information transmitted and received by the communication unit 41, slip information according to the danger level, notification methods reported to the danger level, etc. (see FIG. 3).

[0035] Also, the storage unit 45 stores information regarding a plurality of driving modes defined for the vehicle 2. As driving modes, for example, the responsiveness to driving operations is determined in advance according to the driver's preferences, the environment and state of the driving road, the weather, etc. For example, there are a mode used during normal driving, a mode considering rough road traversability, a mode emphasizing comfort, a mode optimal for sports driving, a mode emphasizing energy saving, etc., and usually, a plurality of types are set for each vehicle.

[0036] The sensor group (outside air temperature sensor 51, vehicle speed sensor 52, wheel speed sensor 53, steering angle sensor 54, acceleration sensor 55, gyro sensor 56, and GPS sensor 57) detects the driving state of the vehicle 2 according to the characteristics of each sensor.

[0037] The vehicle control device 21 realizes each part of the vehicle information collection unit 210, the idling detection unit 220, the risk map acquisition unit 230, the danger level acquisition unit 240, the driving mode determination unit 250, the notification control unit 260, and the drive control unit 270 by each in-vehicle ECU included in the vehicle control device 21, and controls the drive system and electronic devices connected to the vehicle control device 21 described above.

[0038] The vehicle information collection unit 210 acquires, as the vehicle information of vehicle 2, position information indicating the traveling position of vehicle 20, and traveling information indicating, for example, vehicle speed, wheel spin information, road surface μ value, steering angle amount, outside air temperature, wiper operation state, traveling route (destination setting), and traveling mode, etc. In addition, it acquires vehicle identification information indicating vehicle type, vehicle weight, types of wheels equipped on the vehicle, etc.

[0039] The vehicle speed is information regarding the traveling speed of vehicle 2 obtained by monitoring the output from the vehicle speed sensor 52 at a predetermined cycle. The position information is information regarding the position of the vehicle including the latitude and longitude obtained based on the radio wave received by the GPS sensor 57 from artificial satellites constituting the GPS (Global Positioning System), etc., and the output of the gyro sensor 56.

[0040] The wheel spin information is information regarding the rotational speed or rotation number of each wheel based on the output of the wheel speed sensor 53 provided on each wheel when wheel spin is detected by the spin detection unit 220 described later.

[0041] The road surface μ value is the friction coefficient of the road surface on which vehicle 2 travels, and is obtained, for example, by calculating the road surface μ value during traveling at a predetermined cycle based on the vehicle speed obtained from the vehicle speed sensor 52 of vehicle 2, the rotational speed of the wheels by the wheel speed sensor 53, and the steering angle acquired from the steering angle sensor 54.

[0042] The steering angle amount is information obtained based on the output of, for example, the steering angle sensor 54 or a steering torque sensor (not shown) provided in the steering system 433. The outside air temperature is the current outside air temperature of the area where vehicle 2 is traveling, and is obtained by monitoring the output of the outside air temperature sensor 51 at a fixed cycle.

[0043] The wiper operation state is information regarding, for example, the operation interval of the wiper. The traveling route is information regarding the traveling route from the departure point to the destination point input by the occupant of vehicle 2 from a predetermined input unit (not shown) or proposed by an external server when the occupant inputs the destination.

[0044] The driving mode as vehicle information is information for specifying the driving mode that is selected by the occupant from a plurality of driving modes set in advance in the vehicle control device 21 and is currently used for driving.

[0045] Such vehicle information is temporarily stored in the storage unit 45 and, when wheel spin is detected by the spin detection unit 220 described later, is transmitted to the road surface information providing device 3 by the communication unit 41. As described above, based on the vehicle information transmitted from the vehicle 2, the road surface information providing device 3 collects information on areas prone to slipping on the road surface, etc., from the position on the road surface where the vehicle 2 has spun and the μ value of the road surface, etc., and generates a risk map.

[0046] The spin detection unit 220 monitors the rotational speed or number of rotations of all rotating wheels based on the output from the wheel speed sensors 53 attached to each wheel of the vehicle 2 for detecting the rotation of the wheels, and detects the spin of a wheel when the rotational speed or number of rotations of any wheel increases extremely compared to other wheels.

[0047] The risk map acquisition unit 230 acquires the risk map from the road surface information providing device 3 via the communication unit 41. As described above, in the risk map, road surface information predicting the state of the road surface in a predetermined area including the periphery of the host vehicle and map information are associated with each other. In the vehicle control device 21, by displaying the risk map on the display unit 441, the driver can intuitively grasp the state of the road surface, such as whether there is an area prone to slipping on the road surface in the traveling direction on the displayed map.

[0048] The risk level acquisition unit 240 receives and acquires the risk level for the vehicle 2 together with the risk map from the road surface information providing device 3. When the risk level acquisition unit 240 does not receive the risk level from the road surface information providing device 3, it evaluates the risk level indicating the degree of risk of the road surface in the traveling direction of the host vehicle based on the risk map.

[0049] Specifically, the risk level acquisition unit 240 refers to the risk map to identify the slippery areas (slip locations) existing in the traveling direction of the vehicle 2, predicts the range and degree of slipperiness of the identified slip locations, and evaluates the risk level in multiple levels (for example, three levels). The evaluation of the risk level by the risk level acquisition unit 240 can be performed in the same manner as the determination of the risk level in the above-described road surface information providing device 3.

[0050] An example of the evaluation of the risk level by the risk level acquisition unit 240 will be described. That is, the risk level acquisition unit 240 refers to the risk map to determine whether there is a slip location in the traveling direction of the vehicle 2. If there is no slip location, it is evaluated that the risk level is "low".

[0051] The risk level acquisition unit 240 determines whether the distance to the slip location of the own vehicle is less than a predetermined distance or the arrival time to the slip location when the vehicle 2 travels at the current vehicle speed is less than a predetermined time. If it is greater than or equal to the predetermined distance or greater than or equal to the predetermined time, it is evaluated that the risk level is "medium".

[0052] In addition, when the distance to the slip location is less than or equal to the predetermined distance or the arrival time to the slip location is less than or equal to the predetermined time, and the number of slips at the slip location is less than the predetermined number, the risk level acquisition unit 240 evaluates that the risk level is "medium". Furthermore, when the distance to the slip location is less than or equal to the predetermined distance or the arrival time to the slip location is less than or equal to the predetermined time, and the number of slips at the slip location is greater than or equal to the predetermined number, the risk level acquisition unit 240 evaluates that the risk level is "high".

[0053] The driving mode determination unit 250 determines a recommended driving mode according to the risk level with respect to the slippery area of the own vehicle. That is, when the vehicle 2 travels through a slip location, the driving mode determination unit 250 determines the optimal recommended driving mode to prevent slipping and avoid danger according to the slip location and the risk of the own vehicle.

[0054] The recommended driving mode is determined based on, for example, the danger level of slippery areas, slip information (the range of slippery areas on the road surface and the degree of slipperiness), vehicle identification information (the vehicle type, weight of vehicle 2, and types of wheels equipped on vehicle 2), the gradient of the road surface, weather information, etc., from among a plurality of driving modes stored in advance in the storage unit 45. Note that the driving mode determination unit 250 may receive the recommended driving mode of the host vehicle from the road surface information providing device 3.

[0055] In addition, when the vehicle is traveling in a driving mode different from the recommended driving mode, the driving mode determination unit 250 can automatically change the driving mode to the recommended driving mode. When the driving mode determination unit 250 does not automatically change the driving mode, it allows the driver to select whether to change the driving mode to the recommended driving mode. In this case, for example, a display screen including an icon for changing to the recommended driving mode may be displayed on the display unit 441, or the warning buzzer unit 442 may be used to prompt the driver to select whether to change the driving mode by voice. Note that whether the driving mode determination unit 250 automatically changes to the recommended driving mode or the driver selects it can be set in advance.

[0056] The notification control unit 260 controls the notification unit 44 to notify the driver of vehicle 2 of the driving support information. In particular, the notification control unit 260 controls the notification unit 44 to notify the driver of vehicle 2 of at least the slip information, particularly the information regarding the position of the slippery area, among the driving support information. Further, in addition to the information regarding the position of the slippery area, the recommended driving mode when vehicle 2 travels in the slippery area can be notified.

[0057] At this time, the notification control unit 260 can control the method of notifying the driver assistance information by the notification unit 44 to be different according to the risk level, and control to notify the driver assistance information to the driver more strongly as the risk level is higher. Thereby, it is possible to notify the slip information and the recommended driving mode while differentiating according to the risk level, and it is possible to notify the driver that a risk avoidance operation is required, specifically, that it is necessary to change the driving mode of the host vehicle or to notify the recommended driving mode.

[0058] For example, in the case of the risk level "low", control is performed to display the driver assistance information on the display unit 441. In the case of the risk level "medium", the driver assistance information is displayed on the display unit 441 and is notified by voice or alarm from the alarm sounding unit 442. In the case of the risk level "high", the display on the display unit 441 is enlarged, and the volume of the voice or alarm from the alarm sounding unit 442 is increased, and the seat vibrator or the steering vibrator can be vibrated by the vibrator 443, etc.

[0059] Such notification methods different according to the risk level can be stored in the storage unit 45 in advance in association with the risk level as shown in FIG. 3(A). As described above, the driver assistance information includes the recommended driving mode in addition to the slip information. Therefore, the notification control unit 260 may notify the vehicle 2 of the recommended driving mode together with specific information among the slip information according to the risk level (FIG. 3(B)).

[0060] Also, in the vehicle 2, when the driving mode is changed (including when it is changed to the recommended driving mode), the notification unit 44 is controlled to notify the driver that the driving mode has been changed.

[0061] The drive control unit 270 controls the driving of the vehicle 2 by controlling the steering, acceleration / deceleration, stop, etc. of the vehicle drive unit 43. In particular, the drive control unit 270 controls the vehicle drive unit 43 in accordance with the control content defined in the selected driving mode in the vehicle 2. Each time the driving mode is changed, the drive control unit 270 controls the vehicle drive unit 43 in accordance with the driving mode selected each time.

[0062] (Processing in the road surface information providing device and the vehicle control device) Hereinafter, the processing in the road surface information providing device 3 and the vehicle control device 21 will be described respectively.

[0063] First, the risk map generation processing flow in the road surface information providing device 3 will be described using the flowchart of FIG. 4. In the road surface information providing device 3, the information acquisition unit 32 acquires vehicle information of the vehicle 2 from the vehicle control device 21 provided in the vehicle 2 that has detected wheel spin of its own vehicle among a plurality of vehicles 2 during traveling via the communication unit 31 (step S101). Further, the information acquisition unit 32 acquires real-time weather information of a predetermined area including the periphery of the vehicle 2 from the vehicle 2 or the weather information providing server (step S102).

[0064] Next, a risk map is generated by the risk map generation unit 34 (step S103). Prior to the generation of the risk map, road surface information including slip information and the like predicting the state of the road surface in a predetermined area including the periphery of the vehicle 2 during traveling is generated by the road surface state prediction unit 33 based on the vehicle information and weather information respectively acquired from the plurality of vehicles 2. The risk map generation unit 34 associates the road surface information with the map information and generates a risk map in which the road surface information is superimposed on the map information (step S103).

[0065] The risk level determination unit 35 identifies the vehicle 2 traveling on the generated risk map (step S104) and determines the risk level in the traveling direction of the vehicle 2 for each vehicle 2 (step S105). The determination of the risk level will be described later. The communication unit 31 transmits the risk map generated by the risk map generation unit 34 and the risk level related to the determination result by the risk level determination unit 35 to each vehicle 2 (step S106).

[0066] Next, the risk level determination process by the risk level determination unit 35 will be described according to the flowchart of FIG. 5. Based on the risk map, the risk level determination unit 35 determines whether there is a slip location in the traveling direction of the vehicle 2 (step S201). If there is no slip location, it determines that the risk level is "low" (step S202).

[0067] If there is a slip location in the traveling direction of the vehicle 2 (step S201), it determines whether the distance from the vehicle 2 to the slip location is less than a predetermined distance, or whether the time until the vehicle 2 reaches the slip location is less than a predetermined time (step S203). If the distance between the vehicle 2 and the slip location in the traveling direction of the vehicle 2 is greater than or equal to the predetermined distance, or if the time until the vehicle 2 reaches the slip location is greater than or equal to the predetermined time, it determines that the risk is "medium" (step S204).

[0068] If the distance between the vehicle 2 and the slip location in the traveling direction of the vehicle 2 is less than the predetermined distance, or if the time until the vehicle 2 reaches the slip location is less than the predetermined time, it determines whether the number of vehicles that have slipped at that slip location is greater than or equal to a predetermined number (step S205). If the number of vehicles that have slipped is less than the predetermined number, it determines that the risk level is "medium" (step S206). If the number of vehicles that have slipped is greater than or equal to the predetermined number, it determines that the risk level is "high" (step S207).

[0069] Note that the evaluation of the risk level by the risk level acquisition unit 240 of the vehicle control device 21 can be performed in the same manner as the risk level determination process in the road surface information providing device shown in FIG. 5.

[0070] Subsequently, the processing flow in the vehicle control device 21 will be described using the flowcharts of FIGS. 5 and 6. FIG. 6(A) is a flowchart showing a process of transmitting vehicle information to the road surface information providing device 3 in the vehicle control device 21, and FIG. 6(B) is a flowchart showing a process after receiving the risk map and the risk level from the road surface information providing device 3.

[0071] As shown in FIG. 6(A), in the vehicle control device 21, when the wheel spin detection unit 220 detects wheel spin (step S301), the vehicle information collection unit 210 acquires vehicle information for transmission to the road surface information providing device 3 from the outputs of the sensor group and stores it in the storage unit 45 (step S302). The vehicle information collection unit 210 transmits the vehicle information collected from the sensor group and stored in the storage unit 45 to the road surface information providing device 3 via the communication unit 41 (step S303).

[0072] As shown in FIG. 6(B), in the vehicle control device 21, when receiving the risk map and the risk level from the road surface information providing device 3 (step S401), if the host vehicle is traveling in a recommended driving mode corresponding to the risk level (step S402), it notifies that there is a slip portion in the traveling direction (step S403). If the host vehicle is traveling in a driving mode different from the recommended driving mode corresponding to the risk level (step S402), it determines whether to automatically change the driving mode (step S404). When the driving mode determination unit 250 is set to automatically change the driving mode, it automatically changes to the recommended driving mode (step S405), and further notifies that there is a slip portion (step S403).

[0073] In the vehicle control device 21, as shown in FIG. 7, the manner of notifying the driving support information can be made stronger or weaker according to the risk level. That is, when the risk level is "small" (step S501), the notification control unit 260 controls the display unit 441 to display the slip portion together with the recommended driving mode or to highlight the slip portion on the risk map (step S502).

[0074] When the risk level is "medium" (step S503), the slip location is displayed together with the recommended driving mode, and at the same time, the warning horn unit 442 notifies the driver of the presence of a slip location, the distance to the slip location, etc. by warning or voice (step S504).

[0075] When the risk level is "high" (step S505), in addition to displaying the recommended location and the slip location and sounding the warning horn, the driver's seat is vibrated (step S506).

[0076] As described above, according to the road surface information providing device according to the present embodiment, when wheel spin is detected in a traveling vehicle, information regarding slippery locations on the road surface can be grasped by acquiring vehicle information from the vehicle. By acquiring vehicle information from a plurality of vehicles, information regarding slippery locations can be aggregated, and by acquiring surrounding weather information, the state of the road surface can be accurately predicted.

[0077] In addition, by generating a risk map in which the predicted road surface information is associated with the map information, a map that can intuitively grasp slippery locations can be provided, which helps to support control according to the state of the road surface for the driver.

[0078] In a vehicle that has received the risk map, by displaying the risk map on a display provided in the vehicle, if there is a slippery area on the road surface during traveling or in the vicinity, the slippery area can be displayed on the map and notified to the driver and the like.

[0079] By determining the risk level for each vehicle from the risk map and determining the recommended driving mode of the vehicle according to the risk level, a driving mode with reduced risk according to the vehicle can be provided, and appropriate driving control according to the state of the road surface can be supported.

[0080] Although the embodiments of the present invention have been described in detail with reference to the drawings, the specific configuration is not limited to these embodiments, and design changes and the like within the scope not departing from the gist of the present invention are also included in the present invention. In addition, as long as there are no particular contradictions or problems in the purpose, configuration, etc. of the above-described embodiments, it is possible to cross-use and combine each other's technologies.

Explanation of Reference Numerals

[0081] 1: Vehicle control support system, 2, 2A, 2B, 2C: Vehicles, 3: Road surface information providing device, 21: Vehicle control device, 31: Communication unit, 32: Information acquisition unit, 33: Road surface state prediction unit, 34: Risk map generation unit, 35: Risk level determination unit, 41: Communication unit, 42: Wiper operation unit, 43: Vehicle drive unit, 44: Notification unit, 45: Storage unit, 51: Outside air temperature sensor, 52: Vehicle speed sensor, 53: Wheel speed sensor, 54: Steering angle sensor, 55: Acceleration sensor, 56: Gyro sensor, 57: GPS sensor, 210: Vehicle information collection unit, 220: Wheel spin detection unit, 230: Risk map acquisition unit, 240: Risk level acquisition unit, 250: Driving mode determination unit, 260: Notification control unit, 270: Drive control unit, 431: Power train system, 432: Brake system, 433: Steering system, 441: Display unit, 442: Alarm sounding unit, 443: Vibrator

Claims

1. A vehicle control device provided in a vehicle, comprising: a risk map acquisition unit that acquires a risk map in which map information is associated with road surface information obtained by predicting the state of the road surface in a predetermined area including the periphery of the host vehicle based on the vehicle information acquired from a plurality of vehicles traveling in the predetermined area and the weather information of the predetermined area; a risk level acquisition unit that acquires a risk level of an area where slipping is likely to occur in the traveling direction of the traveling road of the host vehicle, which is determined based on the risk map and position information indicating the traveling position of the host vehicle; a travel mode determination unit that determines a travel mode corresponding to the risk level for the area where slipping is likely to occur as a recommended travel mode, the vehicle control device comprising the travel mode determination unit.

2. When the host vehicle is traveling in a travel mode different from the recommended travel mode, the travel mode determination unit causes the driver of the host vehicle to select whether to change the travel mode to the recommended travel mode. The vehicle control device according to Claim 1.

3. When the host vehicle is traveling in a travel mode different from the recommended travel mode, the travel mode determination unit automatically changes the travel mode to the recommended travel mode. The vehicle control device according to Claim 1.

4. The vehicle control device according to any one of Claims 1 to 3, further comprising a notification control unit that controls a notification unit to notify at least information regarding the position of the area where slipping is likely to occur to the driver.

5. The notification control unit controls the notification unit to notify the driver of the recommended travel mode. The vehicle control device according to Claim 4.

6. The notification control unit controls the notification unit to notify the driver of the recommended travel mode more strongly as the risk level is higher. The vehicle control device according to Claim 5.

7. When the travel mode is changed, the notification control unit controls the notification unit to notify the driver that the travel mode has been changed. The vehicle control device according to any one of Claims 4 to 6.

8. The vehicle information includes information indicating the traveling position and traveling state of the vehicle acquired from a vehicle that has detected wheel spin during traveling among the plurality of vehicles. The vehicle control device according to any one of Claims 1 to 7.

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