Vehicle control device

Abstract

To suppress the stuck state of a vehicle in an activation section in which vehicle stability control by brake control is activated.SOLUTION: A vehicle control device that performs automatic driving of an own vehicle includes: an activation section information acquisition unit that acquires activation section information being the information on the section in which the vehicle stability control by brake control is activated in the past in a vehicle during automatic driving; a driving plan generation unit that generates a driving plan of automatic driving of the own vehicle on the basis of a pre-set target route and map information; and a vehicle control unit that performs automatic driving along the driving plan. The driving plan generation unit generates the driving plan so that the own vehicle does not stop in the activation section.SELECTED DRAWING: Figure 6

Description

[Technical Field]

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

[0002] Japanese Patent Application Laid-Open Publication No. 2011-063106 is a known technical document related to a vehicle control device. This publication describes a method for estimating the road surface friction of a road that is the subject of a driving plan based on driving information (including longitudinal Gx, lateral Gy, and position information) of the subject vehicle or other vehicles, calculating tire generated force based on the estimated road surface friction, and generating a driving plan under conditions that do not exceed the calculated tire generated force. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2011-063106 Summary of the Invention [Problem to be solved by the invention]

[0004] However, with the conventional device described above, if the vehicle is stopped in a section of the road where the road surface friction is low, when the vehicle attempts to start moving, the actual road surface friction may be lower than the estimated value, and the vehicle may become stuck. [Means for solving the problem]

[0005] One aspect of the present invention is a vehicle control device that performs automatic driving of a vehicle, and the vehicle stability control by brake control has been activated in the past during automatic driving of the vehicle. Operation The vehicle control system includes an operation section information acquisition unit that acquires operation section information, which is information about a section; a driving plan generation unit that generates a driving plan for autonomous driving of the vehicle based on a preset target route, map information, and operation section information; and a vehicle control unit that executes autonomous driving in accordance with the driving plan. The activation section information is associated with weather information when the vehicle stability control is activated,The driving plan generation unit generates a driving plan so that the vehicle does not stop in an operating section on the target route. Then, the information on the operational section is narrowed down to the information on the operational section according to the current weather information and used to generate the operation plan. .

[0006] In the vehicle control device, the driving plan generating unit may generate a driving plan such that the host vehicle passes through the operation section at a constant speed.

[0009] In the above-mentioned vehicle control device, the operating section information is associated with weather information when the vehicle stability control is activated, and the driving plan generation unit may narrow down the operating section information to that corresponding to the current weather information and use it to generate the driving plan. [Effects of the Invention]

[0010] According to one aspect of the present invention, a driving plan can be generated so that the vehicle does not stop in an activated section where vehicle stability control using brake control is activated, thereby preventing the vehicle from getting stuck in the activated section. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a diagram illustrating a vehicle information processing system according to an embodiment. [Figure 2] FIG. 2 is a diagram illustrating a vehicle control device of the vehicle information processing system. [Figure 3] 10 is a graph showing an example of an operation plan including uphill and downhill operating sections. [Figure 4] FIG. 10 is a plan view showing an example of a stopping position in an operating section. [Figure 5] 10 is a flowchart showing an example of an operation section information storage process in the vehicle information processing system. [Figure 6] 10A is a flowchart illustrating an example of an operation plan generation process in the vehicle control device, and FIG. 10B is a flowchart illustrating an example of a stop control process in the vehicle control device. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0013] Fig. 1 is a diagram showing a vehicle information processing system according to one embodiment. Fig. 2 is a diagram showing a vehicle control device of the vehicle information processing system. As shown in Figs. 1 and 2, the vehicle information processing system includes a vehicle information processing server 10, an operating section database 11, and a vehicle control device 13 installed in a communication vehicle 2.

[0014] The vehicle information processing server 10 is configured as a general computer equipped with a processor, a storage unit, a communication unit, a user interface, etc. The operation section database 11 is a storage device connected to the vehicle information processing server 10.

[0015] The vehicle information processing server 10 is configured to be able to communicate with a plurality of communication vehicles 2 (communication vehicles 2A to 2Z) via a wireless communication network N. The wireless communication network N may be the Internet, WIFI, or a communication network used for mobile phones.

[0016] The communication vehicle 2 is a vehicle that provides various types of driving information to the vehicle information processing server 10. The communication vehicle 2 may be a vehicle with an autonomous driving function or a vehicle without an autonomous driving function. The communication vehicle 2 may be an autonomous vehicle that travels around a predetermined driving route. The communication vehicle 2 may have an autonomous driving function equivalent to autonomous driving level 4 of the SAE (Society of Automotive Engineers). The number of communication vehicles 2 is not particularly limited, and may be one. Note that the communication vehicle 2 does not necessarily need to provide various types of information to the vehicle information processing server 10, and may simply acquire information from the vehicle information processing server 10.

[0017] The communication vehicle 2 transmits vehicle information including vehicle position information and vehicle speed information to the vehicle information processing server 10. While performing autonomous driving, the communication vehicle 2 transmits vehicle stability control operation information regarding the operation of vehicle stability control by brake control to the vehicle information processing server 10. The vehicle stability control operation information includes information regarding the position and time when the vehicle stability control was activated. The vehicle stability control operation information may also include information regarding the type of vehicle stability control. The vehicle stability control operation information may also include weather information when the vehicle stability control was activated.

[0018] The vehicle stability control by brake control includes at least one of vehicle stability control such as VSC (Vehicle Stability Control), TRC (Traction Control), and ABS (Anti-lock Braking System).

[0019] The vehicle information processing server 10 stores activation section information regarding the activation section, which is the section where vehicle stability control by brake control was activated, in the activation section database 11 based on activation information of vehicle stability control by brake control transmitted from the communicating vehicle 2.

[0020] The operation section includes a section from the point where the vehicle stability control is started to the point where it is ended. Specifically, the operation section may be a section with a margin section (e.g., 5 m) added before the point where the vehicle stability control is started, a section with a margin section (e.g., 5 m) added after the point where the vehicle stability control is ended, or a section with margin sections before and after the point where the vehicle stability control is ended.

[0021] The operation section database 11 stores operation section information for a certain period of time (for example, the past year). The operation section database 11 may discard operation section information that has elapsed for a certain period of time. The vehicle information processing server 10 transmits the operation section information stored in the operation section database 11 to the communication vehicle 2 in response to a request from the communication vehicle 2.

[0022] The vehicle control device 13 is mounted on a communication vehicle 2A that can communicate with the vehicle information processing server 10, and performs autonomous driving of the communication vehicle 2A. The autonomous driving may include autonomous driving level 2 (automatic control of at least vehicle speed), autonomous driving level 3, or autonomous driving level 4.

[0023] The vehicle control device 13 includes an ECU 30 (Electronic Control Unit) that performs overall control of the device. The ECU 30 is an electronic control unit having a CPU (Central Processing Unit) and a storage unit such as a ROM (Read Only Memory) or a RAM (Random Access Memory). The ECU 30 realizes various functions, for example, by executing programs stored in the storage unit in the CPU. The ECU 30 may be composed of multiple electronic units. In addition, some of the functions of the ECU 30 described below may be executed by a server that can communicate with the communication vehicle 2A. Hereinafter, the communication vehicle 2A will be referred to as the host vehicle.

[0024] The ECU 30 is connected to a GNSS receiver 21, an external sensor 22, an internal sensor 23, a map database 24, a communication unit 25, and an actuator 26.

[0025] The GNSS receiver 21 receives signals from positioning satellites to measure the position of the vehicle (for example, the latitude and longitude of the vehicle). The GNSS receiver 21 transmits the measured position information of the vehicle to the ECU 30.

[0026] The external sensor 22 is a detection device that detects the situation around the vehicle, and includes at least one of a camera and a radar sensor.

[0027] The camera is an imaging device that captures images of the external situation of the vehicle. The camera is provided, for example, behind the windshield of the vehicle and captures images of the area ahead of the vehicle. The camera transmits image information relating to the external situation of the vehicle to the ECU 30. The camera may be a monocular camera or a stereo camera.

[0028] A radar sensor is a detection device that detects objects around the vehicle using radio waves (e.g., millimeter waves) or light. Radar sensors include, for example, millimeter wave radar or LIDAR (Light Detection and Ranging). The radar sensor detects objects by transmitting radio waves or light around the vehicle and receiving the radio waves or light reflected by the objects. The radar sensor transmits information about the detected objects to the ECU 30.

[0029] The internal sensors 23 are detection devices that detect the traveling state of the host vehicle, and include a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor.

[0030] The map database 24 is a database that stores map information. The map information includes road location information. The map information may also include road gradient information. The map information may also include information on downhill and uphill slopes.

[0031] The communication unit 25 acquires various types of information via the wireless communication network N. The communication unit 25 exchanges information such as operating section information with the vehicle information processing server 10. The communication unit 25 may acquire weather information corresponding to the current position of the vehicle and the driving route from a server of a public institution.

[0032] The actuator 26 is used to control the host vehicle. The actuator 26 includes a drive actuator, a brake actuator, and a steering actuator. The drive actuator controls the amount of air supplied to the engine (throttle opening) in response to a control signal from the ECU 30, thereby controlling the driving force of the host vehicle. If the host vehicle is a hybrid electric vehicle (HEV: Hybrid Electric Vehicle), in addition to the amount of air supplied to the engine, a control signal from the ECU 30 is input to a motor serving as a power source to control the driving force. If the host vehicle is an electric vehicle (BEV: Battery Electric Vehicle), a control signal from the ECU 30 is input to the motor serving as a power source to control the driving force. In these cases, the motor serving as a power source constitutes the actuator 26.

[0033] The brake actuator controls a brake system in response to a control signal from the ECU 30, thereby controlling the braking force applied to the wheels of the vehicle. For example, a hydraulic brake system can be used as the brake system. The steering actuator controls the drive of an assist motor that controls the steering torque of the electric power steering system in response to a control signal from the ECU 30. In this way, the steering actuator controls the steering torque of the vehicle.

[0034] Next, a description will be given of the functional configuration of the ECU 30. As shown in Fig. 2, the ECU 30 includes a vehicle position acquisition unit 31, an external environment recognition unit 32, a driving state recognition unit 33, an operating section information acquisition unit 34, a driving plan generation unit 35, and a vehicle control unit 36.

[0035] The vehicle position acquisition unit 31 recognizes the position of the vehicle on the map based on the position information of the GNSS receiver 21 and the map information of the map database 24. The vehicle position acquisition unit 31 may also recognize the position of the vehicle by SLAM (Simultaneous Localization and Mapping) technology, using position information of fixed obstacles such as utility poles included in the map information of the map database 24 and the detection results of the external sensor 22. The vehicle position acquisition unit 31 may also recognize the position of the vehicle on the map by other well-known methods.

[0036] The external environment recognition unit 32 recognizes the external environment around the vehicle based on the detection results of the external sensor 22. The external environment includes the position of an obstacle relative to the vehicle, the relative speed of the obstacle relative to the vehicle, and the moving direction of the obstacle relative to the vehicle. The external environment may include the lighting status of traffic lights, recognition of stop lines, and recognition of road signs. The external environment may also include the degree of road surface friction.

[0037] The running state recognition unit 33 recognizes the running state of the host vehicle based on the detection result of the internal sensor 23. The running state includes the speed, acceleration, and yaw rate of the host vehicle.

[0038] When the host vehicle performs autonomous driving, the operation section information acquisition unit 34 acquires operation section information related to operation sections on the target route for autonomous driving. The operation section information acquisition unit 34 acquires operation section information by communicating with the vehicle information processing server 10. The target route is calculated from the current position of the host vehicle and the destination of the autonomous driving. When the host vehicle is a patrol-type autonomous driving vehicle with level 4 autonomous driving, the target route is preset as a patrol route.

[0039] When the host vehicle performs autonomous driving, the driving plan generation unit 35 generates a driving plan for autonomous driving along a target route. The driving plan includes at least a vehicle speed plan. The vehicle speed plan includes, for example, a set vehicle speed of the host vehicle corresponding to a position on the target route. A set acceleration may be used instead of the set vehicle speed. The driving plan may also include a steering plan. The steering plan includes, for example, a set steering angle or set lateral position of the host vehicle corresponding to a position on the target route. The set lateral position is the lateral position of the host vehicle relative to the lane in which the vehicle is traveling.

[0040] The driving plan generation unit 35 generates a driving plan based on the target route, map information, and activated section information so that the host vehicle does not stop in the activated section. Here, the driving plan is generated assuming that there is no preceding vehicle slower than the host vehicle in the activated section that the host vehicle will arrive at in the future.

[0041] The driving plan generation unit 35 may generate a driving plan so that the vehicle passes through the operation section at a constant speed. By setting the speed to a constant speed, the ground acceleration generated by the actuator 26 of the vehicle can be made close to zero, thereby reducing the risk of slipping. For example, when the gradient of the operation section is flat, the driving plan generation unit 35 generates a driving plan so that the vehicle passes through the operation section at a constant speed. Even when the operation section has a gradient, the driving plan generation unit 35 may generate a driving plan so that the vehicle passes through the operation section at a constant speed.

[0042] When the operating section is an uphill section, the driving plan generation unit 35 may generate a driving plan in which the host vehicle passes through the operating section without accelerating or decelerating within the operating section. An uphill section is a road with an upward gradient of a certain value or more. "Without accelerating or decelerating" means that the host vehicle is not accelerated by the driving force of the drive actuator (or engine) of the host vehicle, and is not decelerated by the braking force of the brake actuator. Acceleration or deceleration due to gravitational acceleration occurs.

[0043] The driving plan generation unit 35 generates a driving plan for the host vehicle to pass through the activation section, which is an uphill slope, without accelerating or decelerating by controlling the vehicle speed so that the vehicle speed can pass through the activation section without accelerating before entering the activation section. The weight of the host vehicle may be the total vehicle weight from the specifications, or a value obtained by adding the weight of occupants to the vehicle weight based on the number of occupants detected by a seat belt sensor or an in-vehicle camera, or a value obtained by further adding the weight of cargo if it is possible to detect the weight of cargo.

[0044] When the activation section is a downhill slope, the driving plan generation unit 35 may generate a driving plan in which the host vehicle passes through the activation section without accelerating or decelerating within the activation section. A downhill slope is a road with a downward gradient of a certain value or more. The driving plan generation unit 35 generates a driving plan in which the host vehicle passes through the activation section without accelerating or decelerating by controlling the vehicle speed so that the host vehicle passes through the downhill activation section using only acceleration due to inertia and gravitational acceleration. In this way, by passing through the activation section on an uphill or downhill slope without accelerating or decelerating, the risk of slipping within the activation section can be reduced.

[0045] FIG. 3 is a graph showing an example of a driving plan including uphill and downhill operating sections. The vertical axis of FIG. 3 represents the vehicle speed, and the horizontal axis represents the distance traveled. In FIG. 3, the section from point A to point C is an uphill section, and the section from point C to point D is a downhill section. The section from point B to point D is set as the operating section. FIG. 3 also shows the initial vehicle speed V1, the conventional vehicle speed plan Vp, and the current vehicle speed plan Vn.

[0046] 3, the driving plan generating unit 35 generates a driving plan as shown by vehicle speed plan Vn, in which sufficient acceleration is performed before the operating section, so that the vehicle climbs the uphill slope within the operating section without accelerating, and accelerates due to gravitational acceleration by not decelerating on the downhill slope after point C. As a result, compared to the conventional vehicle speed plan Vp that maintains a constant speed within the operating section by accelerating using driving force and decelerating using braking force, the vehicle speed plan Vn generated by the driving plan generating unit 35 can bring the ground acceleration generated by the actuator 26 of the host vehicle within the operating section closer to zero, thereby reducing the risk of slipping.

[0047] The driving plan generating unit 35 may narrow down the activation section information to be used in generating the driving plan according to the current weather information. In this case, the activation section information is stored in the activation section database 11 in association with the weather information when the vehicle stability control was activated. For example, if the current weather information is snow, the driving plan generating unit 35 may use only the activation section information associated with the snow weather information in generating the driving plan. For example, if the current weather information is rain, the driving plan generating unit 35 may use only the activation section information associated with the rain weather information in generating the driving plan. Note that the driving plan generating unit 35 may narrow down the activation section information for each activation section using the current weather information of the area in which the activation section is located.

[0048] The driving plan generating unit 35 may take into account outside temperature information and humidity information in the weather information. The driving plan generating unit 35 may use only operating section information where the current weather around the vehicle is the same, the outside temperature is within ±10 degrees, and the humidity is within ±10%, for generating a driving plan.

[0049] The driving plan generation unit 35 may correct the driving plan while the vehicle is traveling in autonomous driving so that the vehicle does not stop in the activated section. When the driving plan generation unit 35 acquires information on the switching cycle of the lighting state of traffic lights in the activated section, the driving plan generation unit 35 may correct the driving plan so that the vehicle passes through the activated section when the traffic light in the activated section is green (in a lighting state indicating passage permission).

[0050] When the next activation section is an uphill section and there is a preceding vehicle in front of the host vehicle, the driving plan generation unit 35 may modify the driving plan to ensure a sufficient distance between the preceding vehicle and the host vehicle in order to accelerate in advance before entering the activation section. Similarly, when the next activation section is a downhill section and there is a preceding vehicle in front of the host vehicle, the driving plan generation unit 35 may modify the driving plan to ensure a sufficient distance between the preceding vehicle and the host vehicle so that the host vehicle does not catch up with the preceding vehicle due to acceleration due to gravitational acceleration on the downhill section.

[0051] The driving plan generation unit 35 determines whether or not it is necessary for the host vehicle to stop within an operating section during autonomous driving, based on the external environment recognized by the external environment recognition unit 32. For example, the driving plan generation unit 35 determines that it is necessary for the host vehicle to stop when a traffic light in front of the host vehicle within the operating section turns red (a lit state indicating no passage). The driving plan generation unit 35 determines that it is necessary for the host vehicle to stop when a preceding vehicle stops within the operating section.

[0052] When the driving plan generation unit 35 determines that the host vehicle needs to stop during autonomous driving within an operating section, it generates a driving plan to stop the host vehicle at a position offset to the left or right of the center of the host vehicle's driving lane within the operating section. Fig. 4 is a plan view showing an example of a stopping position within the operating section. Fig. 4 shows the white lines La and Lb of the driving lane, the icy IC, the host vehicle 2A, and the tires FR, FL, RR, and RL of the host vehicle 2A.

[0053] An icy IC is a place on a snowy road where the snow has been compacted by other vehicles stopping, making the road slippery. An icy IC is likely to form a rut along the center of a lane where vehicles frequently stop. For this reason, as shown in FIG. 4, the driving plan generation unit 35 can prevent the vehicle from getting stuck due to the icy IC when starting off by stopping the vehicle at a position offset to the left from the center of the driving lane. By stopping the vehicle so that at least one of the left and right tires is off the icy IC, the probability of starting off without getting stuck due to TRC increases.

[0054] The offset amount can be set in advance based on the tread of a typical vehicle. For example, the offset amount is 30 cm. Even when there is no snowfall, puddles may form in areas where vehicles frequently stop, as part of the road may be worn away along the tires. Puddles can also cause vehicles to get stuck, so it is best to avoid them.

[0055] In addition, when the longitudinal position where the vehicle frequently stops is fixed due to a stop line or the like, the influence of ice or puddles on the rear wheels can be reduced by offsetting the stopping position in the longitudinal direction. The longitudinal offset amount can be set in advance taking into account the wheelbase of a general vehicle. The longitudinal offset amount is, for example, 30 cm. Each offset amount may be determined taking into account the tread, wheelbase, and drive type of the host vehicle. In particular, when the host vehicle is rear-wheel drive, it is desirable to stop the vehicle so that the rear wheels are away from ice or puddles.

[0056] When the road surface friction level is recognized by image recognition or the like by the external environment recognition unit 32, the driving plan generation unit 35 may modify the driving plan so that the host vehicle stops while avoiding locations within the operating section where the road surface friction level is less than a certain value. The driving plan generation unit 35 may obtain information about the road surface friction level within the operating section from a preceding vehicle through vehicle-to-vehicle communication.

[0057] The vehicle control unit 36 ​​performs automatic driving of the host vehicle in accordance with the driving plan generated by the driving plan generation unit 35. The vehicle control unit 36 ​​performs automatic driving of the host vehicle based on the driving plan while referring to the external environment of the host vehicle and the driving state of the host vehicle, so as not to stop in the operation section. When the host vehicle needs to stop in the operation section, the vehicle control unit 36 ​​stops the host vehicle at a position offset in the left / right direction or the front / rear direction from the position where the vehicle normally stops, based on the driving plan.

[0058] Next, the operation section information storage process of the vehicle information processing system according to this embodiment will be described with reference to Fig. 5. Fig. 5 is a flowchart showing an example of the operation section information storage process in the vehicle information processing system.

[0059] 5, the vehicle information processing server 10 of the vehicle information processing system determines in S10 whether vehicle stability control by brake control has been activated during autonomous driving of the communication vehicle 2. If the vehicle information processing server 10 determines that vehicle stability control has been activated during autonomous driving (S10: YES), the process proceeds to S11. If the vehicle information processing server 10 does not determine that vehicle stability control has been activated during autonomous driving (S10: NO), the vehicle information processing server 10 ends the current operation section information storage process.

[0060] In S11, the vehicle information processing server 10 stores operation section information relating to an operation section, which is a section where vehicle stability control by brake control was activated, in the operation section database 11. Thereafter, the vehicle information processing server 10 ends the operation section information storage process for this time.

[0061] Next, the processing of the vehicle control device 13 according to this embodiment will be described with reference to Fig. 6. Fig. 6(a) is a flowchart showing an example of a driving plan generation process in the vehicle control device. The driving plan generation process is executed when the host vehicle performs autonomous driving.

[0062] As shown in Fig. 6(a), the ECU 30 of the vehicle control device 13 sets a target route in S20. The target route is determined, for example, from the current position of the vehicle and a set destination. If the vehicle is a patrol type autonomous driving vehicle, the target route setting process is not necessary.

[0063] In S21, the ECU 30 acquires operation section information related to operation sections on the target route for autonomous driving using the operation section information acquisition unit 34. The operation section information acquisition unit 34 acquires operation section information from the operation section database 11 of the vehicle information processing server 10 via the communication unit 25. The operation section information acquisition unit 34 may use current weather information to narrow down the operation section information to be acquired.

[0064] In S22, the ECU 30 generates a driving plan by the driving plan generation unit 35 so that the host vehicle does not stop in the activated section. The driving plan generation unit 35 may generate a driving plan so that the host vehicle passes through the activated section at a constant speed. If the activated section is an uphill or downhill section, the driving plan generation unit 35 may generate a driving plan so that the host vehicle passes through the activated section without accelerating or decelerating within the activated section.

[0065] 6(b) is a flowchart showing an example of a vehicle stop control process in a vehicle control device. The vehicle stop control process is performed while autonomous driving is being performed. The vehicle stop control process may be performed when the vehicle, which is being autonomously driven, approaches within a certain distance from an operating section and may be performed while the vehicle is being autonomously driven within the operating section.

[0066] As shown in FIG. 6(b), in S30, the ECU 30 determines whether or not it is necessary for the host vehicle to stop within the activated section during autonomous driving using the driving plan generation unit 35. The driving plan generation unit 35 determines that it is necessary for the host vehicle to stop when, for example, a traffic light in front of the host vehicle within the activated section turns red (a no-passing light is on). If it is determined that it is necessary for the host vehicle to stop within the activated section (S30: YES), the ECU 30 proceeds to S31. If it is not determined that it is necessary for the host vehicle to stop within the activated section (S30: NO), the ECU 30 ends the current stop control process. Thereafter, the ECU 30 executes the stop control process at regular time intervals while autonomous driving continues.

[0067] In S31, the ECU 30 generates a driving plan by the driving plan generation unit 35 so that the host vehicle stops at a position offset to the left or right from the center of the driving lane of the host vehicle. Note that the driving plan generation unit 35 may generate a driving plan so that the host vehicle stops at a position offset in the forward or backward direction from the stop position of the stop line.

[0068] According to the vehicle control device 13 of the present embodiment described above, a driving plan can be generated so that the host vehicle does not stop in an activated section where vehicle stability control by brake control is activated in the host vehicle or another communicating vehicle 2, thereby preventing the host vehicle from getting stuck in the activated section. Furthermore, the vehicle control device 13 can avoid unnecessary constraints on the driving plan by precisely narrowing down the activated section in consideration of weather information.

[0069] Moreover, the vehicle control device 13 generates a driving plan so that the host vehicle passes through an operation section at a constant speed, thereby making it possible to bring the ground acceleration generated by the actuator 26 of the host vehicle close to zero and reducing the risk of slipping. Furthermore, when the operation section is an uphill or downhill slope, the vehicle control device 13 generates a driving plan so that the host vehicle passes through the operation section without accelerating or decelerating within the operation section, thereby reducing the risk of slipping within the operation section.

[0070] Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments. The present invention can be embodied in various forms, including the above-described embodiments, with various modifications and improvements made based on the knowledge of those skilled in the art.

[0071] For example, the vehicle control device 13 does not necessarily have to constitute a vehicle information processing system including the vehicle information processing server 10. The vehicle control device 13 may target only operation sections where the host vehicle has previously activated vehicle stability control by brake control. The vehicle control device 13 generates a driving plan so that the host vehicle does not stop in operation sections where the host vehicle has previously activated vehicle stability control. In this case, the operation section database 11 is installed in the host vehicle. [Explanation of symbols]

[0072] 2...communicating vehicle, 2A...own vehicle, 10...vehicle information processing server, 13...vehicle control device, 22...external sensor, 34...operating section information acquisition unit, 35...driving plan generation unit, 36...vehicle control unit.

Claims

1. A vehicle control device that performs automatic driving of a vehicle, an activation section information acquisition unit that acquires activation section information, which is information on activation sections in which vehicle stability control by brake control was activated in the past in an autonomously driven vehicle; a driving plan generation unit that generates a driving plan for the autonomous driving of the host vehicle based on a predetermined target route, map information, and operating section information; a vehicle control unit that executes the automatic driving in accordance with the driving plan; Equipped with The operation section information is associated with weather information at the time when the vehicle stability control is operated, The driving plan generation unit generates the driving plan so that the vehicle does not stop in the operating section on the target route, and narrows down the operating section information to be used in generating the driving plan according to current weather information.

2. The vehicle control device according to claim 1 , wherein the driving plan generation unit generates the driving plan so that the host vehicle passes through the operation section at a constant speed.

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