Vehicle motion control device and vehicle motion control method

Abstract

A vehicle motion control device capable of reducing vibrations generated by a vehicle in motion and suppressing occurrence of unstable behavior of the vehicle. The vehicle motion control device controls a motion of a vehicle, including: a running management unit that generates running condition information of the vehicle; a running track generation unit that generates a running track of the vehicle based on the running condition information; and a running control unit that controls driving, braking, and steering of the vehicle based on the running track, the running track generation unit including: a travel route planning section that generates a target travel route based on the running condition information; and a speed planning section that plans a target speed by calculating a front-rear acceleration and a lateral acceleration, each of which is one of peaks of a resultant acceleration generated by the vehicle when running on each curve of the target travel route.

Description

Technical Field

[0001] This invention relates to a vehicle motion control device and a vehicle motion control method for controlling the movement of a vehicle. Background Technology

[0002] As a type of vehicle motion control technology, represented by driver assistance and autonomous driving, the following technologies are known: generating a driving trajectory composed of information on the driving path and speed, which serve as the vehicle's driving target, and controlling the powertrain, brakes, steering wheel, etc., to make the vehicle travel along the driving trajectory. As the simplest driving path control, there is, for example, lane keeping control, which sets the center of the lane as the driving path.

[0003] Furthermore, as a more advanced driving path control technology, there is the technology disclosed in Patent Document 1. For example, claim 1 of Patent Document 1 describes a vehicle motion control device that "calculates the driving path in which the vehicle turns left and right and then continuously turns to the other side, such that the peak value of the curvature of the driving path becomes smaller in the portion of the driving path where the vehicle speed is higher." In addition, claim 2 describes a vehicle motion control device that "calculates the difference between the maximum value of the combined front-to-back and lateral acceleration of the vehicle during the period when the vehicle turns left and right and the maximum value of the combined front-to-back and lateral acceleration of the vehicle during the period when it turns to the other side, ... and calculates the driving path such that the difference becomes smaller compared to the case where the vehicle turns left and right along a point-symmetric track."

[0004] Therefore, Patent Document 1 discloses a vehicle motion control device that calculates the driving trajectory of a vehicle that turns left and right and then continuously turns to the other side, i.e., the vehicle movement in the lane change state, and calculates the driving trajectory so that the peak value of the curvature of the driving trajectory is smaller when the vehicle speed is higher during the lane change, thereby suppressing the peak value of the combined front-to-back and lateral acceleration of the vehicle and improving the stability of the vehicle behavior.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2018-047828 Summary of the Invention

[0008] The technical problem that the invention aims to solve

[0009] However, the vehicle motion device in Patent Document 1 does not suppress the peak number of composite acceleration to improve passenger comfort and enjoyment. Instead, it suppresses the peak number of composite acceleration, resulting in an increase in the peak number of composite acceleration, an increase in the number of vibrations generated by the vehicle, and an instability in the vehicle's behavior.

[0010] Therefore, the purpose of this invention is to provide a vehicle motion control device and a vehicle motion control method that reduces vehicle vibration and suppresses unstable vehicle behavior by suppressing the peak number of the vehicle's composite acceleration.

[0011] Technical solutions to solve technical problems

[0012] To address the aforementioned problems, the vehicle motion control device of the present invention is a vehicle motion control device for controlling the motion of a vehicle, comprising: an operation management unit that generates driving status information of the vehicle; a driving trajectory generation unit that generates a driving trajectory of the vehicle based on the driving status information; and a driving control unit that controls the driving, braking, and steering of the vehicle based on the driving trajectory. The driving trajectory generation unit comprises: a route planning unit that generates a target route based on the driving status information; and a speed planning unit that calculates the forward and backward acceleration and lateral acceleration generated by the vehicle when driving on each curve of the target route, where the peak value of the combined acceleration is 1, to plan a target speed.

[0013] Invention Effects

[0014] According to the vehicle motion control device and method of the present invention, by suppressing the peak number of the vehicle's composite acceleration, the vibration generated by the vehicle can be reduced, and the unstable behavior of the vehicle can be suppressed. Furthermore, other problems, structures, and effects besides those described above will become clearer through the following description of embodiments. Attached Figure Description

[0015] Figure 1 This is a functional block diagram of the vehicle system in Embodiment 1.

[0016] Figure 2 This is a functional block diagram of the speed planning unit in Embodiment 1.

[0017] Figure 3 This is a top view of the first driving path.

[0018] Figure 4A This is the acceleration graph when using the existing control system while driving on the first driving path.

[0019] Figure 4B This is an acceleration graph when using the control of Example 1 while traveling on the first driving path.

[0020] Figure 5 This is an acceleration diagram when using the control of Example 1 while traveling on the first driving path.

[0021] Figure 6 This is a top view of the second driving route.

[0022] Figure 7 This is an acceleration graph when using the control method of Example 1 while traveling on the second driving path.

[0023] Figure 8 This is a top view of the third driving route.

[0024] Figure 9A This is an acceleration graph when using the control of Example 1 while traveling on the third driving path.

[0025] Figure 9B This is another example of an acceleration graph when using the control of Example 1 while traveling on the third driving path.

[0026] Figure 10 This is a functional block diagram of the speed planning unit in Embodiment 2. Detailed Implementation

[0027] Hereinafter, embodiments of the vehicle motion control device and vehicle motion control method of the present invention will be described using the accompanying drawings. Furthermore, substantially identical or similar structures will be given the same reference numerals, and descriptions may be omitted where repetition occurs. Additionally, descriptions of known technologies may also be omitted.

[0028] Example 1

[0029] First, use Figures 1 to 9B The vehicle motion control device 2 of Embodiment 1 of the present invention will be described below.

[0030] <In-vehicle System 1>

[0031] Figure 1 This is a functional block diagram of the vehicle system 1 with the vehicle motion control device 2 of this embodiment. The vehicle system 1 is a system mounted on a vehicle and used to perform vehicle motion control such as driving assistance and autonomous driving. As shown in the figure, it includes an external communication device 11, a GNSS (Global Navigation Satellite System) 12, a map information storage unit 13, a sensor 14, an HMI (human machine interface) unit 15, the vehicle motion control device 2, a powertrain system 6, a braking system 7, and a steering system 8. These will be described in sequence below.

[0032] <Information source group of vehicle motion control device 2>

[0033] The vehicle-to-vehicle communication device 11 performs vehicle-to-vehicle communication with other vehicles or roadside communication with roadside equipment via wireless communication, and sends and receives information about vehicles, the surrounding environment, etc.

[0034] GNSS12 receives radio waves emitted from artificial satellites such as Quasi-Zenith Satellite and GPS (Global Positioning System) satellites, and obtains information such as the vehicle's (this vehicle's) location.

[0035] The map information storage unit 13 stores general road information used in navigation systems, road information related to curves such as road width or road curvature, road surface conditions or traffic conditions, and information on the driving conditions of other vehicles, i.e., vehicle or surrounding environment information.

[0036] In addition, information such as vehicle or surrounding environment is updated sequentially by information obtained through vehicle-to-vehicle communication and road-to-road communication via the external communication device 11.

[0037] Sensor 14 is an external identification sensor that detects information such as vehicles or their surrounding environment, including image sensors, millimeter-wave radar, and lidar, as well as sensors that detect driver operations, vehicle speed, acceleration, jerk, angular velocity, and wheel steering angle. The information detected by the external identification sensor includes various objects such as obstacles, signs, lane markings, lane lines, buildings, pedestrians, and other vehicles around the vehicle. Furthermore, sensor 14 identifies lane markings, lane lines, etc., for example, based on the brightness difference between white lines in image data captured by the image sensor and the road surface.

[0038] The HMI unit 15 receives information from user input operations such as driving mode selection and destination setting, information acquired by the external communication device 11, GNSS 12, and sensors 14, and information stored in the map information storage unit 13. It then displays the information required by the user on the display and provides voice guidance through the speaker. Furthermore, the HMI unit 15 generates alarms to attract the user's attention.

[0039] Here, driving modes include, for example, comfort mode, economy mode, and sport mode. The driving mode can be arbitrarily set by the user, preset by the user, or set by the operation management unit 3 (described later) based on driving status information, and the vehicle's speed, acceleration, and jerk are set. That is, the upper limit of vehicle behavior varies according to the driving mode. Furthermore, driving modes include a minimum travel time mode and a minimum travel distance mode, among others.

[0040] <Vehicle Motion Control Device 2>

[0041] Vehicle motion control device 2, such as Figure 1 As shown, the device includes an operation management unit 3, a travel trajectory generation unit 4, and a travel control unit 5. The travel trajectory generation unit 4 further includes a route planning unit 41 and a speed planning unit 42. Specifically, this vehicle motion control device 2 is an ECU (Electronic Control Unit) that performs overall vehicle control, incorporating hardware such as a CPU (Central Processing Unit), a main storage device or auxiliary storage device such as a semiconductor memory, and a communication device. Various functions of the operation management unit 3, etc., are implemented by the operation management unit executing programs loaded in the main storage device. Furthermore, in this embodiment, for ease of explanation, the operation management unit 3, the travel trajectory generation unit 4, and the travel control unit 5 have separate structures, but this is not necessarily required. In actual vehicles using these units, their various functions can be implemented through a higher-level controller.

[0042] The Operation Management Unit 3 generates vehicle location information, information about various objects around the vehicle (vehicle, surrounding environment, etc.), lateral acceleration, yaw rate, lateral jerk, and other vehicle-related information based on information acquired by the external communication device 11, GNSS 12, and sensor 14, and information recorded in the map information storage unit 13. Furthermore, the Operation Management Unit 3 periodically transmits this vehicle location information, object information, and vehicle-related behavior information to other vehicles and roadside equipment via the external communication device 11, and also to the map information storage unit 13, updating the information stored in the map information storage unit 13 periodically. Additionally, based on this vehicle location information, object information, vehicle-related behavior information, and information received by the HMI unit 15 (e.g., driving mode, destination), the Operation Management Unit 3 sets the path information from the vehicle's current location to the destination. Hereinafter, the information generated and set by the Operation Management Unit 3 will sometimes be referred to as "driving status information."

[0043] Based on the driving status information input from the operation management unit 3, the driving trajectory generation unit 4 generates a path (hereinafter referred to as "target driving route P") that is the target driving path of the vehicle when it travels on the road in the driving route planning unit 41, and generates a speed (hereinafter referred to as "target speed") that is the target driving speed of the vehicle when it travels on the road in the speed planning unit 42. Then, it outputs a driving trajectory consisting of the target driving route P and the target speed information. In addition, the details of the speed planning unit 42 will be described later.

[0044] The driving control unit 5 sets the target driving force, target braking force, target steering angle, etc., and controls the powertrain system 6, braking system 7 and steering system 8 so that the vehicle follows the driving trajectory output from the driving trajectory generation unit 4.

[0045] <Controlled object group of vehicle motion control device 2>

[0046] The powertrain system 6 controls the driving force generated by the internal combustion engine, electric motor, etc., based on the driver's operation or the target driving force output from the driving control unit 5.

[0047] The braking system 7 controls the braking force generated by the brake calipers, etc., based on the driver's operation or the target braking force output from the driving control unit 5.

[0048] The steering system 8 controls the wheel steering angle based on the driver's operation or the target steering angle output from the driving control unit 5.

[0049] <Speed ​​Planning Department 42>

[0050] Next, use Figure 2 To explain the details of Speed ​​Planning Department 42. Figure 2 This is a functional block diagram of the speed planning unit 42. The speed planning unit 42 generates the vehicle's target speed based on the vehicle's position or speed, the upper limit of its behavior, the target travel route P, etc., and includes an information acquisition unit 42a, a vehicle behavior prediction unit 42b, an acceleration determination unit 42c, an acceleration correction unit 42d, and a travel speed generation unit 42e. These will be described sequentially below.

[0051] The information acquisition unit 42a acquires driving status information from the operation management unit 3, acquires the target driving route P from the route planning unit 41, and outputs them to various parts within the speed planning unit 42.

[0052] The vehicle behavior prediction unit 42b predicts the vehicle's behavior at various points along the travel path when traveling on the target travel path P, based on the driving condition information from the information acquisition unit 42a, the target travel route P, and the acceleration correction value from the acceleration correction unit 42d (described later). Furthermore, the vehicle behavior prediction unit 42b predicts and outputs the vehicle's behavior below the upper limit of the driving mode set by the driver, etc., which is affected by the acceleration correction value from the acceleration correction unit 42d.

[0053] The acceleration determination unit 42c determines whether the peak value of the composite acceleration during a drive on a curve is single, based on the driving condition information and target travel path P from the information acquisition unit 42a, and the vehicle behavior prediction value from the vehicle behavior prediction unit 42b, and outputs the determination result (information). Furthermore, the composite acceleration used here refers to the magnitude of the composite vector of accelerations generated by the vehicle; for example, in the case of planar motion of the vehicle, it is the square root of the sum of the squares of the front-rear acceleration and the lateral acceleration generated by the vehicle. Moreover, the peak value of the composite acceleration refers to the maximum value of the composite acceleration generated by the vehicle during a drive on a curve. Additionally, the peak value mentioned here also includes the peak value on the acceleration graph that remains at its maximum value for a specified time, thus becoming flat.

[0054] To determine whether the peak value of the combined acceleration when driving on a curve is singular, the acceleration determination unit 42c first extracts the inflection points I of the curvature of the target travel path P, and then defines the interval enclosed by the preceding and following inflection points I as a curve. Next, it detects the number (information) of curves existing in the vehicle's travel direction, and for each detected curve, calculates and outputs information such as the curve's length, width, curvature, turning direction, start point, and end point. Furthermore, the curvature that forms a peak value or inflection point within a single curve is sometimes referred to as "peak curvature" below.

[0055] The acceleration correction unit 42d calculates the acceleration correction value based on the driving condition information and target travel route P from the information acquisition unit 42a, the vehicle behavior prediction value from the vehicle behavior prediction unit 42b, and the determination result (information) from the acceleration determination unit 42c. The acceleration correction value is a value below the upper limit of the controllable increase or decrease of vehicle acceleration calculated only when the peak value of the resultant acceleration in one curve is not one. For example, it can be set to make the magnitude of the forward and backward acceleration generated by the vehicle relative to the lateral acceleration a predetermined ratio so that the peak value of the resultant acceleration in one curve is one.

[0056] The driving speed generation unit 42e sets the speed (driving speed) at each point on the driving path only when the peak value of the composite acceleration is 1, based on the driving condition information and target travel route P from the information acquisition unit 42a, the vehicle behavior prediction value from the vehicle behavior prediction unit 42b, and the determination result (information) from the acceleration determination unit 42c.

[0057] <Route 1>

[0058] Next, use Figures 3 to 5 This is to illustrate the situation of vehicle V traveling on the first travel path.

[0059] Figure 3This is a top view of the first driving path, illustrating a target driving route P within a drivable area R in which the vehicle V can travel without contacting obstacles, pedestrians, buildings, other vehicles, etc. On this target driving route P, there is an inflection point I1 at the starting point of a right turn and an inflection point I2 at the ending point. Therefore, the acceleration determination unit 42c defines the interval from inflection point I1 to inflection point I2 as a curve C1.

[0060] in addition, Figure 3 In this context, the target travel route P is set as a path that travels in the center of the drivable area R. However, as long as it is within the drivable area R, for example, the target travel route P can also be set with a peak curvature smaller than the peak curvature of the road shape.

[0061] Next, comparison Figure 3 The behavior of the vehicle V in the case of traveling slowly in and quickly out of the curve C1 of the first driving path, in the case of prior art and this embodiment.

[0062] Figure 4A Yes Figure 3 The acceleration diagram of vehicle V using existing control. Figure 4B Yes Figure 3 The acceleration diagrams for vehicle V under the control described in Example 1 are shown. In both diagrams, the dashed line represents the forward and backward acceleration of vehicle V, the dashed line represents the lateral acceleration of vehicle V, and the solid line represents the square root of the sum of the squares of the forward and backward accelerations and the lateral acceleration, i.e., the composite acceleration.

[0063] like Figure 4A As shown by the front and rear acceleration (dotted line), when vehicle V decelerates near the entrance of curve C1 and accelerates near the exit, the existing control that suppresses the peak value of the composite acceleration (solid line) not only produces two peak values ​​of composite acceleration near the entrance and exit of curve C1, but also the acceleration changes near each peak are relatively steep.

[0064] On the other hand, such as Figure 4B As shown, according to the acceleration control of this embodiment, by making the peak value of the absolute value of the forward and backward acceleration (dotted line) smaller than the peak value of the absolute value of the lateral acceleration (dashed line), not only does the peak value of the composite acceleration (solid line) become 1 near the center of curve C1, but the acceleration change near the peak value also becomes slower.

[0065] Therefore, according to this embodiment, not only can the peak values ​​of the composite acceleration be reduced from two to one, but the acceleration variation also becomes more gradual. In other words, according to the acceleration control of this embodiment, compared with existing methods, the number of vibrations generated by the vehicle V traveling in curve C1 is reduced, suppressing the occurrence of unstable vehicle behavior, thus improving passenger comfort. Furthermore, Figure 4BIn the example of the shape of the front and rear acceleration control in Embodiment 1, a sine wave shape is shown, but it can also be a rectangular wave shape or a trapezoidal wave shape, for example.

[0066] Figure 5 Is to show execution Figure 4B The graph shows the acceleration generated by vehicle V under acceleration control. Additionally, Figure 5 The forward and backward accelerations and the lateral accelerations shown are Figure 4B The time variations of the forward and backward acceleration and the lateral acceleration are shown. Figure 5 The resultant jerk shown is the square root of the sum of the squares of the forward and backward jerks and the lateral jerk.

[0067] like Figure 4B As shown, when the peak value of the synthetic acceleration is set to 1, by... Figure 5 The peak value of the combined acceleration is set to a minimum, thereby further reducing the vibration generated by vehicle V traveling in curve C1 and further suppressing the occurrence of unstable behavior of vehicle V. Additionally, as... Figure 5 As shown, the shape of the front and rear acceleration in Embodiment 1 is a sine wave shape, but it can also be a rectangular wave shape or a trapezoidal wave shape, for example. By setting the shape of the front and rear acceleration or the front and rear jerk to a rectangular wave shape or a trapezoidal wave shape, the peak value of the composite jerk can be reduced.

[0068] <Route 2>

[0069] Next, use Figure 6 and Figure 7 This is to illustrate the situation of vehicle V traveling on the second driving path.

[0070] Figure 6 This is a top view of the second driving path, illustrating a target driving route P within the drivable area R when vehicle V changes lanes between two adjacent straight roads. On this target driving route P, there are inflection points I3, I4, and I5 between the start and end points of the lane change. Therefore, the acceleration determination unit 42c defines the left turn interval from inflection point I3 to inflection point I4 as one curve C2, and the right turn interval from inflection point I4 to inflection point I5 as another curve C3.

[0071] Figure 7 Yes Figure 6The acceleration diagram shows the vehicle V under the control described in this embodiment. As shown by the front-to-rear acceleration (dotted line), the vehicle V using the control described in this embodiment decelerates near the entrance to the initial curve C2 and accelerates near the exit of the next curve C3. In this case, by making the peak value of the absolute value of the front-to-rear acceleration (dotted line) smaller than the peak value of the absolute value of the lateral acceleration (dashed line), the peak value of the resultant acceleration (solid line) can be set to 1 regardless of whether the vehicle is traveling on curve C2 or curve C3. Therefore, even during consecutive lane changes in opposite curves, the vibration generated by the vehicle V can be reduced, and the occurrence of unstable vehicle behavior can be suppressed.

[0072] <Route 3>

[0073] Next, use Figures 8 to 9B This will illustrate the situation of vehicle V traveling on the third driving path.

[0074] Figure 8 This is a top view of the third driving path, illustrating a target driving route P set within the driving area R of vehicle V. On this target driving route P, there is an inflection point I6 at the start of a right turn and an inflection point I7 at the end. Therefore, the acceleration determination unit 42c defines the section up to inflection point I6 as a straight road S, and the section from inflection point I6 to inflection point I7 as a curve C4.

[0075] Figure 9A Yes Figure 8 Here is an example of an acceleration diagram for vehicle V using the control described in this embodiment. As shown by the front-to-back acceleration (dotted line), vehicle V begins to decelerate from its current position on the straight road S and enters curve C4 while decelerating. At this time, by making the peak value of the absolute value of the front-to-back acceleration (dotted line) less than the peak value of the absolute value of the lateral acceleration (dashed line), the peak value of the resultant acceleration (solid line) of curve C4 can be set to 1.

[0076] also, Figure 9B Showing the vehicle V ratio Figure 9A Acceleration diagram for entering curve C4 with faster and greater deceleration. In this case, before vehicle V enters curve C4, by making the peak value of the absolute value of the front-to-back acceleration (dotted line) smaller than the peak value of the absolute value of the lateral acceleration (dashed line), the peak value of the resultant acceleration (solid line) during the passage through curve C4 can be set to 1.

[0077] Therefore, according to the vehicle motion control device of Embodiment 1, by controlling the relationship between the front-to-back acceleration and the lateral acceleration, the peak value of the combined acceleration of the vehicle V during each curve is reduced to one, thereby reducing the number of vibrations generated by the vehicle V and suppressing the occurrence of unstable behavior of the vehicle V. This improves passenger comfort and enjoyment.

[0078] Example 2

[0079] Next, use Figure 10 The vehicle motion control device 2 of Embodiment 2 of the present invention will be described below. Furthermore, repeated descriptions of points common to Embodiment 1 will be omitted.

[0080] Figure 10 This is a functional block diagram of the speed planning unit 42 in Embodiment 2. The speed planning unit 42 shown here in this embodiment is relative to... Figure 2 The speed planning unit 42 of Embodiment 1 shown changes the driving speed generation unit 42e to a driving speed candidate generation unit 42f, and adds a driving speed selection unit 42g.

[0081] The driving speed candidate generation unit 42f generates multiple target speed candidates with a peak value of 1 synthetic acceleration based on the driving condition information and target travel route P from the information acquisition unit 42a, the vehicle behavior prediction value from the vehicle behavior prediction unit 42b, and the determination result (information) from the acceleration determination unit 42c, and outputs them to the driving speed selection unit 42g.

[0082] The driving speed selection unit 42g selects one target speed based on the current driving mode (shortest time mode, economy mode, etc.) shown by the driving condition information from the information acquisition unit 42a and multiple target speed candidates from the driving speed candidate generation unit 42f, and outputs it to the driving control unit 5. For example, if the driving condition information indicates the shortest time mode, the target speed candidate with the shortest travel time is selected from the multiple target speed candidates generated by the driving speed candidate generation unit 42f; if the driving condition information indicates the economy mode, the target speed candidate with the lowest energy consumption is selected from the multiple target speed candidates. In other words, the driving speed selection unit 42g selects the target speed with the shortest travel time or the target speed with the lowest energy consumption from multiple target speeds.

[0083] Therefore, the vehicle motion control device according to Embodiment 2 can not only achieve the same effect as Embodiment 1, but also control the vehicle motion according to the selection of the driving mode.

[0084] This invention is not limited to the above embodiments, but also includes various modifications.

[0085] For example, the above embodiments are specific descriptions provided to facilitate understanding of the present invention and are not limited to having all the structures described. Furthermore, a part of the structure of one embodiment can be replaced by a part of the structure of another embodiment. Additionally, structures from other embodiments can be added to the structure of a certain embodiment. Furthermore, for a part of the structure of each embodiment, that part of the structure can be deleted, a part of another structure can be added, or a part of another structure can be replaced.

[0086] Label Explanation

[0087] 1. Vehicle system

[0088] 11. External communication device

[0089] 12 GNSS

[0090] 13. Map Information Storage Department

[0091] 14 Sensors

[0092] 15 HMI units

[0093] 2 Vehicle motion control device

[0094] 3. Operation Management Unit

[0095] 4. Track Generation Unit

[0096] 41. Route Planning Department

[0097] 42 Speed ​​Planning Department

[0098] 42a Information Acquisition Department

[0099] 42b Vehicle Behavior Prediction Department

[0100] 42c Acceleration Detection Unit

[0101] 42d Accelerometer Correction Unit

[0102] 42e Speed ​​Generation Unit

[0103] 5. Driving control unit

[0104] 6 Powertrain System

[0105] 7. Braking System

[0106] 8. Steering System

[0107] C-curve

[0108] I Turning Point

[0109] P Target Route

[0110] R Driving Area

[0111] S straight road

[0112] V. Vehicle.

Claims

1. A vehicle motion control device for controlling the motion of a vehicle, characterized in that, include: An operation management unit that generates the vehicle's driving status information; A driving trajectory generation unit generates the driving trajectory of the vehicle based on the driving condition information; as well as A driving control unit that controls the vehicle's driving, braking, and steering based on the driving trajectory. The travel trajectory generation unit includes: A route planning unit generates a target route based on the driving condition information; and The speed planning unit calculates the longitudinal and lateral accelerations generated by the vehicle as it travels on each curve of the target route to plan the target speed. The speed planning unit includes: An acceleration determination unit determines whether the peak value of the combined acceleration obtained by combining the longitudinal acceleration and the lateral acceleration generated when driving on a curve is one; and An acceleration correction unit, when the peak value of the composite acceleration within a curve is not one, sets the magnitude of the forward and backward acceleration to a predetermined ratio relative to the lateral acceleration, so that the peak value of the composite acceleration is one.

2. The vehicle motion control device as described in claim 1, characterized in that, The speed planning department plans the time variation of the composite acceleration, i.e., the peak value of the composite acceleration, to be the minimum forward and backward acceleration and lateral acceleration.

3. The vehicle motion control device as described in claim 1, characterized in that, The speed planning unit corrects the acceleration generated by the vehicle to below the upper limit of vehicle behavior.

4. The vehicle motion control device as described in claim 1, characterized in that, The combined acceleration is the magnitude of the combined vector of the forward and backward acceleration and the lateral acceleration.

5. The vehicle motion control device as described in claim 1, characterized in that, The peak value of the composite acceleration is the maximum value of the composite acceleration generated when driving on each curve.

6. The vehicle motion control device as described in claim 1, characterized in that, The curve is the section of the target's travel route that is sandwiched by an inflection point.

7. The vehicle motion control device as described in claim 1, characterized in that, The speed planning unit plans multiple target speed candidates and selects a target speed corresponding to the driving mode from these multiple target speed candidates.

8. The vehicle motion control device as described in claim 7, characterized in that, When the driving mode is the shortest time mode, the speed planning unit selects the target speed with the shortest travel time from the plurality of target speed candidates.

9. The vehicle motion control device as described in claim 7, characterized in that, When the driving mode is in economy mode, the speed planning unit selects the target speed with the lowest energy consumption from the plurality of target speed candidates.

10. A vehicle motion control method for controlling the motion of a vehicle, characterized in that, include: The first step in generating the vehicle's driving status information; The second step is to generate the target travel route based on the driving condition information; The third step is to calculate the forward and backward acceleration and lateral acceleration generated by the vehicle when it travels on each curve of the target route to plan the target speed; as well as The fourth step is to control the vehicle's driving, braking, and steering based on the target travel route and the target speed. The third step includes: An acceleration determination step to determine whether the peak value of the combined acceleration obtained by combining the longitudinal acceleration and the lateral acceleration generated when driving on a curve is one; as well as If the peak value of the composite acceleration within the curve is not one, an acceleration correction step is performed by setting the magnitude of the forward and backward acceleration to a predetermined ratio relative to the lateral acceleration so that the peak value of the composite acceleration is one.

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