Vehicle control device

Abstract

A vehicle control device according to the present invention comprises: a travel environment information acquisition unit that acquires information about the travel environment ahead of a host vehicle; a storage unit that stores road map information; a host vehicle position detection unit that detects a current position of the host vehicle; a reaction force application unit that applies a reaction force to an operation unit operated by a driver; and a control unit. A curved road is set in advance in the road map information as a section where momentary slip may occur. The control unit includes: a slip detection unit that detects slip of a drive wheel; a reaction force directing unit that outputs a reaction force application command signal to the reaction force application unit when slip is detected; and a section determination unit that checks whether or not the host vehicle is traveling on a curved road set in the road map information as a section where slip may occur. The control unit does not execute slip detection in the slip detection unit if it is determined that the host vehicle is traveling on a curved road and a roadbed object is detected on the curved road on the basis of the travel environment information.

Description

Vehicle control device

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

[0002] When a vehicle is traveling, slip occurs when the driving force applied to the tires of the drive wheels (referred to as "drive tires") exceeds the grip force from the road surface acting on the drive tires (referred to as "road grip force"). As shown in Figure 6, the driving force P of the drive tires (front wheels in the figure) of vehicle M is calculated as follows: P = T / r (1) where T is the torque of the drive tires and r is the effective radius of the drive tires.

[0003] The road grip force F is calculated as follows: F=μ·Wf (2) where μ is the road friction coefficient, Wf is the vehicle weight applied to the driving tires (front wheels), and in FIG. 6, W is the total vehicle weight, and Wr is the vehicle weight applied to the driven tires (rear wheels).

[0004] Therefore, on dry paved roads, it is relatively easy to control driving so that the driving force P does not exceed the road grip force F (P≦F). If the relationship P≦F is always maintained, it is possible to continue driving without causing slippage.

[0005] On the other hand, even on a dry paved road, when passing over a manhole or the like, the tire's road grip force F temporarily decreases, and the relationship P>F is likely to occur.

[0006] Even if the vehicle M is an electrically powered vehicle such as an electric vehicle (EV), a fuel cell vehicle (FCV), or a hybrid electric vehicle (HEV), slippage can be prevented by always maintaining the relationship P≦F when the vehicle is driven.

[0007] The drive force of electric vehicle drive motors is often controlled using vector control. Vector control separates the current flowing through the motor into a current component that generates torque (torque current component) and a current component that generates magnetic flux in the rotor (magnetic flux current component), and controls each component independently. Therefore, the drive force P of the drive tires can be quickly estimated from the torque current component flowing through the motor.

[0008] On the other hand, when the drive tires spin (slip), the motor torque fluctuates, causing high-frequency vibrations (slip vibrations) in the motor rotation speed. The road surface μ can be estimated from these slip vibrations. Therefore, the electric vehicle M can detect even momentary slippage that occurs when passing over a surface with a low coefficient of friction, such as a manhole.

[0009] For example, Japanese Patent Application Laid-Open Publication No. 2013-112192 discloses a technology in which, when vehicle slippage is detected from the difference between the rotational speed of the drive wheels and the rotational speed of the driven wheels, a reaction force control device applies a reaction force to the accelerator pedal to notify the driver that a slippage has occurred.

[0010] However, even if a vehicle slips momentarily when passing through a manhole or the like, the driver may not feel it. If the reaction force control device detects a slip that the driver cannot feel and applies a reaction force to the accelerator pedal, the driver may mistakenly believe this to be a malfunction. If a metal surface such as a manhole intermittently touches the road and the reaction force control device detects a slip every time the vehicle passes over it, the reaction force control device will apply a reaction force intermittently to the accelerator pedal, causing discomfort to the driver.

[0011] In view of the above circumstances, an object of the present invention is to provide a vehicle control device that can suppress the application of unnecessary reaction force to the pedal even when slippage of the drive wheels is detected.

[0012] A vehicle control device according to one aspect of the present invention comprises a driving environment information acquisition unit that acquires driving environment information ahead of the vehicle, a memory unit that stores road map information, a vehicle position detection unit that detects the current position of the vehicle, a reaction force application unit that applies a reaction force to an operating unit operated by the driver, and a control unit, wherein the road map information stored in the memory unit has curved roads pre-set as sections where temporary slippage may occur, and the control unit has a slip detection unit that detects slippage of the drive wheels, a reaction force instruction unit that outputs a reaction force application command signal to the reaction force application unit if slippage is detected by the slip detection unit, and a section determination unit that checks whether the vehicle is traveling on the curved road that is set in the road map information as a section where slippage may occur, and when the section determination unit determines that the vehicle is traveling on the curved road and recognizes road markings on the curved road based on the driving environment information acquired by the driving environment information acquisition unit, the control unit does not perform slip detection in the slip detection unit.

[0013] Schematic diagram of a drive control device mounted on an electric vehicle. Flowchart (part 1) showing a reaction force application suppression control routine. Flowchart (part 2) showing a reaction force application suppression control routine. Diagram showing a temporary slip prediction section on an elevated road and a bridge. Diagram showing a temporary slip prediction section on a curved road. Diagram of a temporary slip prediction section with road studs. Diagram showing a manner in which an electric vehicle deviates from its lane in a temporary slip prediction section with road studs. Diagram showing the relationship between the driving force of the drive tires and road grip force.

[0014] An embodiment of the present invention will be described below with reference to the drawings. Note that the drawings are schematic, and that the relationship between the thickness and width of each member, the thickness ratio of each member, and the like differ from the actual ones. Of course, the drawings also include portions in which the dimensional relationships and ratios differ from one another. Reference numeral 1 in FIG. 1 denotes a drive control device. This drive control device 1 is mounted on a host vehicle M (see FIG. 6). The host vehicle M is an electric vehicle. Hereinafter, the host vehicle M will be referred to as an electric vehicle M.

[0015] The drive control device 1 has a vehicle integrated control unit 2 as a control section. This vehicle integrated control unit 2 comprehensively performs various controls related to the drive of the electric vehicle M. A camera control unit 3 is connected to the input side of this vehicle integrated control unit 2. Although not shown, various sensors that acquire information required when driving the electric vehicle M are also connected to the vehicle integrated control unit 2.

[0016] Furthermore, a vibration sensor 14a is connected to the input side of the vehicle integrated control unit 2. The vibration sensor 14a detects vibrations (hereinafter referred to as "motor vibrations") [Hz] that occur at the rotational speed of a drive motor 14, which will be described later.

[0017] An inverter control unit 5 and a pressure actuator 8 serving as a reaction force applying unit are connected to the output side of the vehicle integrated control unit 2. Although not shown, the vehicle integrated control unit 2 is connected to various control units so as to be able to communicate bidirectionally.

[0018] Each control unit 2, 3, 5 is composed of a microcontroller equipped with a CPU, RAM, ROM, rewritable non-volatile memory (flash memory or EEPROM), and peripheral devices. The ROM stores programs and fixed data necessary for the CPU to execute various processes. The RAM serves as a work area for the CPU, temporarily storing various data for the CPU. The CPU is also called an MPU (microprocessor) or processor. A GPU (graphics processing unit) or a GSP (graph streaming processor) may be used instead of the CPU. Alternatively, a CPU, GPU, and GSP may be selectively combined.

[0019] An inverter 12 of an electric powertrain 11 is connected to the inverter control unit 5. The electric powertrain 11 includes the inverter 12, a high-voltage battery 13, and a drive motor 14. The inverter 12 is operated by a command signal from the inverter control unit 5. In accordance with the command signal from the inverter control unit 5, the inverter 12 converts direct current (DC) power from the high-voltage battery 13 into alternating current (AC) power and supplies it to the drive motor 14. The inverter control unit 5 controls the driving force of the drive motor 14 by vector control.

[0020] An output shaft 21 of the drive motor 14 is connected to drive shafts 22l, 22r of left and right drive wheels Fl, Fr via a differential Df. The drive motor 14 drives the drive wheels Fl, Fr with power supplied from the inverter 12, thereby powering the electric vehicle M.

[0021] Reference numeral 31 denotes a pedal operation unit. This pedal operation unit 31 is operated by the driver and has an accelerator pedal 31a for setting the vehicle speed and a brake pedal 31b. A pressure actuator 8 is connected to the accelerator pedal 31a and the brake pedal 31b. This pressure actuator 8 applies a reaction force to the accelerator pedal 31a and the brake pedal 31b in accordance with a command from the vehicle integrated control unit 2.

[0022] A camera unit 6 is installed at the front of the electric vehicle M. The camera unit 6 is equipped with a stereo camera consisting of a main camera 6a and a sub-camera 6b. The camera control unit 3 acquires information about the driving environment ahead of the electric vehicle M by processing the images of the driving environment ahead of the electric vehicle M captured by both cameras 6a and 6b. Therefore, the camera control unit 3 has the function of a driving environment information acquisition unit of the present invention.

[0023] The acquired forward driving environment information includes the road shape (straight road, curved road) ahead of the electric vehicle M, joints arranged in the gaps of road joints, and road studs (Botts Dots, Chatter Bars, etc.) laid on the road. Note that these joints and road studs are specific examples of road structures of the present invention.

[0024] A navigation system 7 is also connected to the camera control unit 3. The navigation system 7 has a storage unit for storing road map information. The navigation system 7 acquires vehicle position information (latitude, longitude, and altitude) that is information about the current position of the electric vehicle M based on GNSS (Global Navigation Satellite System) satellites. Therefore, the navigation system has a function as the vehicle position detection unit of the present invention.

[0025] The navigation system 7 then plots the acquired vehicle position on the road map information stored in the storage unit, and estimates the current vehicle position on the road map and the traveling direction.

[0026] The navigation system 7 also acquires environmental information about the current vehicle position based on road map information, and outputs the environmental information to the vehicle integrated control unit 2 via the camera control unit 3.

[0027] The environmental information acquired by the navigation system 7 includes road information such as straight roads, curved roads, bridges, and elevated roads. Furthermore, this road map information has road sections categorized by type such as straight roads, curved roads, and bridges pre-registered. Furthermore, sections in which there is a possibility of a short-term temporary slip occurring (hereinafter referred to as "temporary slip predicted sections") are registered within these road sections.

[0028] The temporary slip prediction section is set as a curve section with a relatively large curvature in terms of road shape, such as a bridge, a curved road, an interchange or junction on a highway, etc. Also set as the temporary slip prediction section is a section where joints placed in the gaps of road joints or road studs (Botts Dots, Chatter Bars, etc.) laid on the road are placed at predetermined intervals.

[0029] When the electric vehicle M is traveling on a curved road with a relatively large curvature, lateral forces are generated in the tires. As a result, temporary slippage may occur depending on how the steering wheel is turned. In addition, the joints and road studs located in the gaps between road joints are made of metal and have a low coefficient of friction (μ). Therefore, when the drive wheels Fl and Fr of the electric vehicle M pass over the curved road, the drive force P tends to be greater than the road grip force F (P > F), which may cause temporary slippage.

[0030] When the vehicle integrated control unit 2 detects slippage of the drive wheels Fl, Fr, it operates the pressure actuator 8 to apply a reaction force to the accelerator pedal 31a and the brake pedal 31b. This notifies the driver that a slip has occurred. When joints or road studs are placed at predetermined intervals in the gaps of road joints, there is a possibility that a slip will occur every time the drive wheels Fl, Fr of the electric vehicle M pass by that location. In this case as well, the vehicle integrated control unit 2 operates the pressure actuator 8 every time it detects a slip, to apply a reaction force to the accelerator pedal 31a and the brake pedal 31b.

[0031] However, the time it takes for the drive wheels Fl and Fr to pass over the joints or road studs is very short. When slippage is detected and a reaction force is applied to the accelerator pedal 31a and the brake pedal 31b, the drive wheels Fl and Fr may have already passed over the joints or road studs. Also, even if a temporary slippage occurs in the drive wheels Fl and Fr for a short period of time, the driver may not feel that the slippage has occurred.

[0032] In such a situation, if reaction forces are applied intermittently to the accelerator pedal 31a and the brake pedal 31b, the driver will feel uncomfortable.

[0033] Therefore, even if the vehicle integrated control unit 2 detects slippage of the drive wheels Fl and Fr, it does not apply reaction force to the accelerator pedal 31a and the brake pedal 31b in sections where short-term temporary slippage may occur.

[0034] The vehicle integrated control unit 2 learns the occurrence of slip when passing through a temporary slip prediction zone. If the vehicle integrated control unit 2 detects the occurrence of slip even once in the temporary slip prediction zone, it prevents a reaction force from being applied to the accelerator pedal 31 a and the brake pedal 31 b when passing through the temporary slip prediction zone, even if a slip occurs (reaction force application suppression control).

[0035] The reaction force application suppression control executed by the vehicle integrated control unit 2 is performed in accordance with a reaction force application suppression control routine shown in FIGS. 2A and 2B.

[0036] The vehicle integrated control unit 2 reads the vehicle position information acquired by the navigation system 7 (step S1). The vehicle integrated control unit 2 refers to road map information based on the vehicle position information, and detects a predicted temporary slip zone ahead of the electric vehicle M from road information around the vehicle position (step S2).

[0037] The road map information predefines temporary slip predicted sections, such as elevated roads and bridges (see Figure 3), curved roads (see Figure 4), highway interchanges and junctions, and sections of dividing lines formed by road studs laid at predetermined intervals (see Figures 5A and 5B).

[0038] Next, the vehicle integrated control unit 2 compares the position information of the electric vehicle M with road map information to determine whether the electric vehicle M is currently traveling in the temporary slip prediction section (step S3). If the vehicle integrated control unit 2 determines that the electric vehicle M is traveling in the temporary slip prediction section (step S3: YES), it checks whether or not a joint located in the gap of a road joint is present in the temporary slip prediction section (step S4). If the vehicle integrated control unit 2 determines that the electric vehicle M is traveling outside the temporary slip prediction section (step S3: NO), it jumps to step S8. The processes in steps S2 and S3 correspond to the section determination unit of the present invention.

[0039] The presence or absence of a joint is checked based on information from the camera control unit 3. A joint is a metal member with a short width that crosses the road surface. The camera control unit 3 recognizes the joint using a technique such as pattern matching.

[0040] In addition, if the electric vehicle M is equipped with a radar device such as a millimeter wave radar, a laser radar, or a LIDAR (Light Detection and Ranging) device, the vehicle integrated control unit 2 may check the presence or absence of a joint using reflected waves from the radar device.

[0041] Because the joint is narrow in front-to-rear width, the drive wheels F1, Fr of the electric vehicle M pass through it in a short time. In addition, because the joint is made of a metal member, the coefficient of friction (μ) is low, and when the drive wheels F1, Fr of the electric vehicle M pass through it, the drive force P tends to be greater than the road grip force F (P>F).

[0042] Therefore, when the drive wheels F1 and Fr pass through a joint, slippage is likely to occur, but this slippage is only temporary and lasts for an extremely short period of time. Also, as shown in Figures 3 and 4, multiple joints are arranged at predetermined intervals. Therefore, each time the drive wheels F1 and Fr pass through a joint, slippage occurs intermittently for an extremely short period of time.

[0043] If the vehicle integrated control unit 2 determines that there is a joint in the temporary slip prediction section (step S5: YES), it exits the routine. As a result, even if the drive wheels Fl, Fr of the electric vehicle M slip for a very short time when the drive wheels Fl, Fr pass through the joint in the temporary slip prediction section, no reaction force is applied to the accelerator pedal 31 a and the brake pedal 31 b (reaction force application suppression). As a result, it is possible to reduce discomfort felt by the driver.

[0044] In particular, as shown in Figure 4, when the temporary slip prediction section is a curved road, the tires of the electric vehicle M roll with a slip angle. Therefore, the road grip force F of the tires when traveling on a curved road is lower than when traveling on a straight road. Therefore, when the drive wheels Fl and Fr pass through a joint in the temporary slip prediction section, slip is more likely to occur than when traveling on a straight road. When traveling on a curved road, the driver operates the steering wheel along the curve.

[0045] When the temporary slip prediction section is a curved road and a joint is detected, the vehicle integrated control unit 2 does not apply a reaction force to the accelerator pedal 31a and the brake pedal 31b, thereby reducing the hassle and discomfort felt by the driver when operating the steering wheel.

[0046] Furthermore, if the vehicle integrated control unit 2 determines that no joint has been detected in the temporary slip prediction section (step S5: NO), it checks whether the dividing line in the temporary slip prediction section is a road stud (step S6). The vehicle integrated control unit 2 acquires road stud information from road map information. Alternatively, the vehicle integrated control unit 2 acquires road stud information from information recognized by the camera control unit 3 using a technique such as pattern matching. Alternatively, if the electric vehicle M is equipped with the above-mentioned radar device, the vehicle integrated control unit 2 may detect road stud information based on reflected waves from the radar device.

[0047] If the vehicle integrated control unit 2 determines that the marking line is not a road stud (step S6: NO), the process proceeds to step S7. If the vehicle integrated control unit 2 determines that the marking line is a road stud (step S6: YES), the process branches to step S15.

[0048] In step S7, the vehicle integrated control unit 2 checks whether slip information has already been registered by learning for the temporary slip prediction section through which the electric vehicle M will pass. If the vehicle integrated control unit 2 determines that slip information has already been registered for the temporary slip prediction section (step S7: YES), the vehicle integrated control unit 2 exits the routine.

[0049] As a result, if a short-term temporary slip has been detected in the temporary slip prediction section in the past, no reaction force will be applied to the accelerator pedal 31a and the brake pedal 31b when the electric vehicle M passes through this temporary slip prediction section (reaction force application suppression).

[0050] On the other hand, if the vehicle integrated control unit 2 determines that no slip has yet been stored in the temporary slip prediction section (step S7: NO), it returns to step S8, reads the motor vibration occurring in the rotational speed of the drive motor 14, and performs slip determination.

[0051] Then, the vehicle integrated control unit 2 checks whether or not slip vibration has been detected based on the motor vibration occurring in the rotation speed of the drive motor 14 (step S9).

[0052] When slippage occurs on the drive wheels Fl and Fr, the motor torque fluctuates suddenly. This fluctuation in motor torque causes torsional resonance (vibration in rotation speed) in the motor rotating shaft. In particular, when slippage occurs, high-frequency vibration (slip vibration) is detected.

[0053] If the vehicle integrated control unit 2 determines that slip vibration is detected (step S9: YES), it calculates an estimated road surface μ from the slip vibration (step S10). On the other hand, if the vehicle integrated control unit 2 determines that slip vibration is not detected (step S9: NO), it exits the routine.

[0054] Therefore, for example, there are cases where a joint is provided outside the temporary slip prediction zone, as shown in Figures 4 and 5. If slip is detected when the drive wheels Fl and Fr pass through this joint, a reaction force is applied to the accelerator pedal 31a and the brake pedal 31b.

[0055] The vehicle integrated control unit 2 calculates an estimated road surface μ based on this slip vibration (step S10). Then, the vehicle integrated control unit 2 compares the estimated road surface μ with a slip determination threshold μ (step S11). If the estimated road surface μ exceeds the slip determination threshold μ (μ > μ), the vehicle integrated control unit 2 determines that slip has not occurred (step S11: NO) and exits the routine.

[0056] On the other hand, if the estimated road surface μ is equal to or less than the slip determination threshold μo (μ>μo), the vehicle integrated control unit 2 determines that a slip has occurred (step S11: YES) and proceeds to step S12. The processing in steps S9 to S11 corresponds to the slip detection unit of the present invention.

[0057] In step S12, a reaction force application command signal for applying a reaction force is output to the pressure actuator 8. The process in step S12 corresponds to the reaction force instruction unit of the present invention.

[0058] The pressure actuator 8 outputs a reaction force command value to the accelerator pedal 31 a and the brake pedal 31 b in accordance with a reaction force application command signal from the vehicle integrated control unit 2 .

[0059] This reaction force command value is a force that repels the pressure exerted when the driver depresses either the accelerator pedal 31 a or the brake pedal 31 b. This reaction force command value may simply apply a repulsive force to the accelerator pedal 31 a or the brake pedal 31 b. Alternatively, this reaction force command value may generate vibrations in the accelerator pedal 31 a or the brake pedal 31 b. Furthermore, this reaction force command value may simultaneously or alternately apply a repulsive force and vibrations to the accelerator pedal 31 a or the brake pedal 31 b.

[0060] The driver can recognize that slip has occurred in the drive wheels Fl and Fr by feeling the reaction force when the driver depresses either the accelerator pedal 31a or the brake pedal 31b.

[0061] Thereafter, the vehicle integrated control unit 2 checks whether the current driving road is a temporary slip prediction section (step S13). If the vehicle integrated control unit 2 determines that the current driving road is a temporary slip prediction section (step S13: YES), it stores information about the occurrence of a slip in the temporary slip prediction section currently being driven in the road map information provided in the navigation system 7 (step S14), and then exits the routine. The processing in steps S13 and S14 corresponds to the slip information registration section of the present invention.

[0062] Moreover, when the vehicle integrated control unit 2 determines that the current driving road is outside the temporary slip predicted section (step S13: NO), the vehicle integrated control unit 2 exits the routine.

[0063] Meanwhile, when the vehicle integrated control unit 2 branches from step S6 to step S15, it checks whether the electric vehicle M is changing lanes. The presence or absence of a lane change is determined by checking the blinker switch and the vehicle's position on the road map. If the blinker switch is ON and the vehicle's position is moving in a direction that crosses a dividing line marked with a road stud on the road map information, it determines that the vehicle is changing lanes (step S15: YES) and exits the routine. Therefore, even if the tires of the drive wheels Fl and Fr run over a road stud during a lane change and slippage occurs, no reaction force is applied to the accelerator pedal 31a or the brake pedal 31b.

[0064] Note that a lane change may be determined based on a turn signal switch and information from the camera control unit 3. In this case, the vehicle integrated control unit 2 determines that a lane change has occurred when the turn signal switch is ON and the electric vehicle M is crossing a dividing line marked with a road stud. Alternatively, a lane change may be determined based on the turn signal switch and the steering angle detected by the steering angle sensor. In this case, the vehicle integrated control unit 2 determines that a lane change has occurred when the turn signal switch is ON and the steering angle is turned in the ON direction of the turn signal switch.

[0065] Furthermore, when the vehicle integrated control unit 2 determines that the turn signal switch is OFF and that the vehicle has not changed lanes (step S15: NO), it checks whether the electric vehicle M has deviated from its lane (step S16). Whether the electric vehicle M has deviated from its lane is checked based on the turn signal switch and the traveling direction of the vehicle M. When the turn signal switch is OFF and the electric vehicle M is moving in the direction of a dividing line where a road stud is laid, the vehicle integrated control unit 2 determines that the vehicle has deviated from its lane (step S16: YES) and exits the routine.

[0066] Therefore, even if the tires of the drive wheels Fl and Fr run over road studs and slip during lane departure, no reaction force is applied to the accelerator pedal 31 a and the brake pedal 31 b. When lane departure is detected, the vehicle integrated control unit 2 activates a well-known lane departure prevention (LDP) control system.

[0067] On the other hand, if the blinker switch is OFF and the electric vehicle M is traveling within the driving lane, the vehicle integrated control unit 2 determines that the vehicle has not departed from the lane (step S16: NO).Then, the process returns to step S8, where the vehicle integrated control unit 2 reads the motor vibrations that occur in the rotational speed of the drive motor 14 and performs a slip determination.

[0068] As described above, in this embodiment, if a joint located in a gap between road joints is detected while the electric vehicle is traveling through a preset temporary slip prediction section, slip determination is not performed when the drive wheels F1 and Fr pass through the joint. Therefore, even if slip occurs when the drive wheels F1 and Fr of the electric vehicle pass through the joint, no reaction force is applied to the accelerator pedal 31 a and the brake pedal 31 b. As a result, unnecessary reaction force is prevented from being applied to the accelerator pedal 31 a and the brake pedal 31 b, and discomfort to the driver can be alleviated.

[0069] Furthermore, if the temporary slip prediction section is a curved road, the drive wheels F1, Fr of the electric vehicle M roll with a slip angle when traveling on the curved road. Therefore, the road grip force F of the drive wheels F1, Fr is reduced, and slip is likely to occur when passing through a joint. In this case, too, if a joint is detected in the temporary slip prediction section, slip determination is not performed. Therefore, even if slip occurs when the drive wheels F1, Fr pass through a joint, no reaction force is applied to the accelerator pedal 31a and the brake pedal 31b.

[0070] In particular, when the electric vehicle M is traveling on a curved road, the driver operates the steering wheel along the curved road. Therefore, even if slippage occurs when the drive wheels Fl and Fr pass through the joint, no reaction force is applied to the accelerator pedal 31a and the brake pedal 31b, thereby reducing the inconvenience to the driver.

[0071] The electric vehicle M may be a four-wheel drive vehicle. The roadside objects also include manhole covers.

Claims

1. A vehicle control device comprising: a driving environment information acquisition unit that acquires driving environment information ahead of the vehicle; a memory unit that stores road map information; a vehicle position detection unit that detects the current position of the vehicle; a reaction force application unit that applies a reaction force to an operation unit operated by a driver; and a control unit, wherein the road map information stored in the memory unit has curved roads set in advance as sections where temporary slippage may occur, and the control unit has: a slip detection unit that detects slippage of a drive wheel; a reaction force instruction unit that outputs a reaction force application command signal to the reaction force application unit if slippage is detected by the slip detection unit; and a section determination unit that checks whether the vehicle is traveling on the curved road that is set in the road map information as a section where slippage may occur, wherein the control unit does not perform slip detection in the slip detection unit when the section determination unit determines that the vehicle is traveling on the curved road and recognizes a road object on the curved road based on the driving environment information acquired by the driving environment information acquisition unit.

2. The vehicle control device according to claim 1, characterized in that the roadside installation is a joint arranged in the gap of a road joint.

3. A vehicle control device as described in claim 1, characterized in that the control unit further has a slip information registration unit which, when a slip is detected on the curved road set in the road map information as a section where temporary slippage may occur, registers information on the occurrence of a slip in the section corresponding to the curved road in the road map information.

4. A vehicle control device as described in claim 3, characterized in that, when slip occurrence information is registered for the curved road that is set in the road map information as a section where temporary slippage may occur, the control unit does not perform slip detection in the slip detection unit when the vehicle is traveling on the curved road.

5. The vehicle control device according to claim 1, characterized in that the road markings are road studs that are laid on the road to form dividing lines.

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