Vehicle motion control device and vehicle motion control method

Abstract

The invention provides a vehicle motion control device which suppresses vehicle swing when a deceleration factor of a vehicle occurs. A vehicle motion control device is provided with: a first target speed and acceleration calculation unit that calculates a first target speed and acceleration on the basis of a travel path of a host vehicle including a curve; a second target speed and acceleration calculation unit that calculates a second target speed and acceleration on the basis of a factor other than the factor that curves the travel path; and a third target speed and acceleration calculation unit that calculates a third target speed and acceleration that are command values when the host vehicle travels, the third target speed and acceleration calculation unit calculating a second target speed and acceleration on the basis of the first target speed and acceleration and the second target speed and acceleration. Generating a speed and acceleration plan for a period until the host vehicle reaches the other factor, or a speed and acceleration plan for a period until the host vehicle reaches a predetermined position determined by the other factor, and generating a speed and acceleration plan for a period until the host vehicle reaches the predetermined position determined by the other factor on the basis of the evaluation results of the speed and acceleration plans. The calculation method of the third target speed and the acceleration is changed.

Description

Technical Field

[0001] The invention relates to a vehicle motion control device and a vehicle motion control method for controlling the motion of a vehicle according to a driving path. Background Art

[0002] As one of the vehicle motion control technologies represented by driving assistance or automatic driving, the following technology is known: a driving track consisting of information such as a driving path or driving speed as a driving target of the vehicle is generated, and a powertrain, brakes, steering devices, etc. are controlled to make the vehicle drive along the driving track. As the simplest driving speed control, for example, there is speed maintenance control for maintaining a set driving speed.

[0003] In addition, as a more advanced driving speed control technology, there is a technology disclosed in Patent Document 1. For example, in paragraph 0012 of the document, it is recorded that: "The leading vehicle detection determination unit 11 outputs a signal indicating whether the leading vehicle traveling in front of the vehicle is detected to the curve passing target vehicle speed correction unit 14 and the target vehicle speed switching unit 15 based on the output signal from the inter-vehicle distance detection device 1. The following target vehicle speed calculation unit 12 calculates the target vehicle speed corresponding to the relative positional relationship between the leading vehicle and the vehicle, that is, the target vehicle speed (first target vehicle speed) for following the leading vehicle.", and in paragraph 0013, it is recorded that: "The curve passing target vehicle speed calculation unit 13 calculates the target vehicle speed (second target vehicle speed) when passing the curve road based on the shape of the curve road in front of the vehicle. The curve passing target vehicle speed correction unit 14 calculates the target vehicle speed (third target vehicle speed) when the leading vehicle is lost on the curve road based on the target vehicle speed calculated by the curve passing target vehicle speed calculation unit 13."

[0004] Thus, patent document 1 discloses a driving assistance method which, when a leading vehicle is lost on a curved road, controls the vehicle speed based on the position of the leading vehicle relative to the curved road just before the loss and the second target vehicle speed, thereby inferring how the leading vehicle is traveling on the curved road after the loss, thereby suppressing the driver's sense of disharmony caused by being left behind by the leading vehicle. Prior art literature Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2008-162564 Summary of the invention Problem that the invention aims to solve

[0006] However, the driving assistance method of Patent Document 1 is limited to a technique for suppressing a decrease in the target vehicle speed of the vehicle when the preceding vehicle is lost on a curved road, and is not a technique for improving the riding comfort or comfort of the occupants. Therefore, using the technique of Patent Document 1, when the vehicle is intended to shift from a state where the vehicle is traveling alone in accordance with the shape of the curved road ahead of the vehicle to a state where the vehicle is traveling following a moving object such as a preceding vehicle detected traveling ahead of the vehicle, the number of accelerations and decelerations may increase in order to compensate for the decrease in vehicle speed, or the behavior of the vehicle may become unstable, which may sometimes impair the riding comfort and comfort of the occupants.

[0007] Therefore, an object of the present invention is to provide a vehicle motion control device that improves the riding comfort or comfort of the occupants when a deceleration factor of the vehicle such as a shift to a leading vehicle following control occurs in a curved driving path of the vehicle including a curved road or lane change. Technical means of solving problems

[0008] In order to solve the above-mentioned problems, the vehicle motion control device of the present invention comprises: a first target speed and acceleration calculation unit, which calculates the first target speed and acceleration based on the driving path of the vehicle including a curve; a second target speed and acceleration calculation unit, which calculates the second target speed and acceleration based on other factors other than the factors that make the driving path curved; and a third target speed and acceleration calculation unit, which calculates the instruction value of the vehicle during driving, namely the third target speed and acceleration, and the third target speed and acceleration calculation unit generates a speed and acceleration plan for the period from the vehicle reaching the other factors, or a speed and acceleration plan for the period from the vehicle reaching the specified position determined by the other factors, based on the first target speed and acceleration and the second target speed and acceleration, and changes the calculation method of the third target speed and acceleration based on the evaluation result of the speed and acceleration plan. Effects of the Invention

[0009] According to the vehicle motion control device or vehicle motion control method of the present invention, it is possible to improve the riding comfort or comfort of the occupants when the vehicle decelerates due to factors such as the transition to the following control of the leading vehicle occurs in the curved driving path of the vehicle including a curve or lane change. In addition, the problems, structures and effects other than those mentioned above will be clarified through the description of the following embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 This is a functional block diagram of the vehicle-mounted system of Example 1. Figure 2 This is a functional block diagram of the travel trajectory generating unit of the first embodiment. Figure 3 This is a functional block diagram of the speed planning unit of the first embodiment. Figure 4 This is an example of a top view of a travel route. Figure 5 This is a flowchart showing an outline of the processing of the speed planning unit of the first embodiment. Fig. 6A is Figure 4 An example of a physical quantity graph when the present invention is not used when traveling along a driving route. Figure 6B is Figure 4 An example of a physical quantity graph when the third speed and acceleration of step S6 are used when traveling along the driving route. Figure 6C is reduced Figure 6B An example of a physical quantity graph when the longitudinal acceleration is a specified value. Fig.6D is Figure 4 An example of a physical quantity graph when the third speed and acceleration of step S7 are used when traveling along the driving route. Figure 7 This is another example of a top view of a travel route. Fig. 8A is Figure 7 An example of a physical quantity graph when the present invention is not used when traveling along a driving route. Figure 8B is Figure 7 An example of a physical quantity graph when the third speed and acceleration of step S6 are used when traveling along the driving route. Fig. 9 This is a flowchart showing an outline of processing of the speed planning unit of the second embodiment. Fig.10 This is a functional block diagram of the speed planning unit of the third embodiment. DETAILED DESCRIPTION

[0011] Hereinafter, embodiments of the vehicle motion control device of the present invention will be described using the accompanying drawings. In addition, substantially the same or similar structures are given the same reference numerals below, and repeated descriptions are sometimes omitted. In addition, for well-known technologies, their descriptions are sometimes omitted. Example 1

[0012] First, use Figures 1 to 8B A vehicle motion control device 2 according to a first embodiment of the present invention will be described.

[0013] <In-vehicle system 1> Figure 1This is a functional block diagram of a vehicle-mounted system 1 having a vehicle motion control device 2 of this embodiment. The vehicle-mounted system 1 is mounted on the vehicle and is a system for performing vehicle motion control such as driving assistance or automatic driving. As shown in the figure, it has an off-vehicle 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, a vehicle motion control device 2, a powertrain system 6, a brake system 7, and a steering system 8. The following will be described in order.

[0014] <Information Source Group of Vehicle Motion Control Device 2> The vehicle external communication device 11 performs vehicle-to-vehicle communication between the vehicle and other vehicles, or road-to-vehicle communication between the vehicle and a roadside device through wireless communication, and transmits and receives information such as the vehicle or the surrounding environment.

[0015] The GNSS 12 receives radio waves transmitted from artificial satellites such as quasi-zenith satellites and GPS (Global Positioning System) satellites, and acquires information such as the position of the vehicle.

[0016] The map information storage unit 13 stores general road information used in navigation systems, road information including information on curves such as road width and road curvature, road surface conditions and traffic conditions, and information on vehicles or surrounding environments such as information on the driving status of other vehicles. In addition, information on vehicles or surrounding environments is sequentially updated based on information acquired in vehicle-to-vehicle communication or road-to-vehicle communication via the external vehicle communication device 11.

[0017] The sensor 14 is an external recognition sensor such as an image sensor, a millimeter wave radar, or a laser radar that detects information such as the vehicle or the surrounding environment, or a sensor that detects information such as the driver's operation, the vehicle's speed, acceleration, jerk, angular velocity, and the steering angle of the wheel. The information such as the vehicle or the surrounding environment detected by the external recognition sensor is, for example, information on various objects such as obstacles, signs, lane boundaries, lane outer lines, buildings, pedestrians, and other vehicles that exist around the vehicle. In addition, the sensor 14 recognizes lane boundaries or lane outer lines, etc., based on the difference in brightness between the white line of the image data captured by the image sensor and the road surface.

[0018] The HMI unit 15 displays information required by the user on a display and provides voice guidance from a speaker, based on information received through user input operations such as selection of a driving mode and setting of a destination, information acquired through the vehicle external communication device 11, the GNSS 12, and the sensor 14, and information stored in the map information storage unit 13. In addition, the HMI unit 15 generates an alarm to call the user's attention.

[0019] Here, the driving mode includes, for example, a comfort mode, an economy mode, a sports mode, etc. The driving mode is arbitrarily set by the user, or is set in advance by the user, or is set by the operation management unit 3 described later based on the driving condition information, and sets the speed, acceleration, jerk, speed (hereinafter referred to as "relative speed") and distance (hereinafter referred to as "relative distance") between the vehicle and the preceding vehicle traveling in front of the vehicle. Therefore, the prescribed value setting unit 31 of the operation management unit 3 changes the prescribed value of the vehicle's behavior according to the set driving mode. In addition, in the driving mode, there is a shortest time mode that makes the moving time the shortest, a shortest distance mode that makes the moving distance the shortest, etc.

[0020] <Vehicle motion control device 2> like Figure 1 As shown, the vehicle motion control device 2 has an operation management unit 3, a driving track generation unit 4, and a driving control unit 5. Specifically, the vehicle motion control device 2 is an ECU (Electronic Control Unit) that has a computing device such as a CPU (Central Processing Unit), a main storage device such as a semiconductor memory and an auxiliary storage device, and a communication device and other hardware, and performs unified control of the vehicle. The various functions of the operation management unit 3 and the like are realized by executing the program loaded into the main storage device by the computing device. In addition, in this embodiment, for the sake of convenience of explanation, the operation management unit 3, the driving track generation unit 4, and the driving control unit 5 have separate structures, but they do not necessarily need to have separate structures. When these units are used in actual vehicles, the various functions of these units can also be realized by a higher-level controller.

[0021] The operation management unit 3 generates the position information of the vehicle, the information of various objects existing around the vehicle (information such as the position or speed of the vehicle or the surrounding environment), the longitudinal acceleration, longitudinal jerk, lateral acceleration, yaw rate, lateral jerk, etc., and the information related to the behavior of the vehicle, based on the information acquired by the vehicle external communication device 11, GNSS 12, and sensor 14, and the map information recorded in the map information storage unit 13. In addition, the operation management unit 3 periodically sends the position information of the vehicle, the information of various objects, and the information related to the behavior of the vehicle to other vehicles or roadside equipment via the vehicle external communication device 11, and also sends them to the map information storage unit 13, and sequentially updates the map information stored in the map information storage unit 13. Furthermore, the operation management unit 3 sets the information of the route from the current position of the vehicle to the destination based on the position information of the vehicle, the information of various objects, the information related to the behavior of the vehicle, and the information received from the HMI unit 15 (for example, the driving mode or the destination). The information of the route set here includes the prescribed value of the behavior of the vehicle set by the prescribed value setting unit 31 of the operation management unit 3 according to the driving mode. In addition, hereinafter, information generated or set by the operation management unit 3 may be referred to as "driving condition information".

[0022] like Figure 2 As shown in FIG. 4 , the travel trajectory generation unit 4 includes an information acquisition unit 41, a path planning unit 42, a speed planning unit 43, and an information output unit 44. The travel trajectory generation unit 4 generates a path (hereinafter referred to as "path instruction value P") that is a travel target when the vehicle travels on the road in the path planning unit 42 based on the travel status information sent from the operation management unit 3 and acquired by the information acquisition unit 41. Here, the path instruction value P is, for example, an instruction value generated based on information about the vicinity of the vehicle acquired by the sensor 14 or the like, or information synthesized from the map information storage unit 13 or the like and the information about the vicinity of the vehicle, but the method for generating the path instruction value P is not limited. Then, in the speed planning unit 43, the speed and acceleration (hereinafter referred to as "speed and acceleration instruction value") that are the travel targets when the vehicle travels on the road are generated based on the path instruction value P and the travel status information, and in the information output unit 44, the travel trajectory composed of information such as the path instruction value P and the speed and acceleration instruction value is output to the travel control unit 5. Note that the speed planning unit 43 will be described in detail later.

[0023] The travel control unit 5 sets a target driving force, a target braking force, a target steering angle, etc., and controls the powertrain system 6 , the brake system 7 , and the steering system 8 so that the vehicle travels along the travel trajectory output from the travel trajectory generation unit 4 .

[0024] <Control Object Group of Vehicle Motion Control Device 2> The powertrain system 6 controls the driving force generated by the internal combustion engine, the electric motor, or the like according to the operation of the driver or the target driving force output from the driving control unit 5 .

[0025] The brake system 7 controls the braking force generated by the brake caliper and the like according to the driver's operation or the target braking force output from the driving control unit 5 .

[0026] The steering system 8 controls the steering angle of the wheels according to the operation of the driver or the target steering angle output from the driving control unit 5 .

[0027] <Speed ​​Planning Unit 43> Next, use Figure 3 The speed planning unit 43 of the driving trajectory generation unit 4 is shown in detail. The speed planning unit 43 generates a speed command value of the vehicle according to the position or speed of the vehicle, the upper limit value of the behavior, the path command value P, etc. Figure 3 As shown, the information acquisition unit 43a, the first target speed and acceleration calculation unit 43b, the second target speed and acceleration calculation unit 43c, the third target speed and acceleration calculation unit 43d, and the information output unit 43e are provided.

[0028] The information acquisition unit 43 a acquires the travel status information from the operation management unit 3 and acquires the route instruction value P from the route planning unit 42 , and outputs them to each unit in the speed planning unit 43 .

[0029] The first target speed and acceleration calculation unit 43b calculates the target speed and acceleration (hereinafter referred to as "first target speed and acceleration") when the host vehicle travels on the route command value P based on the route command value P acquired from the information acquisition unit 43a.

[0030] The second target speed and acceleration calculation unit 43c calculates the target speed and acceleration (hereinafter referred to as "second target speed and acceleration") when the vehicle follows the moving body or avoids collision with the obstacle based on the result of detecting other factors (hereinafter referred to as "other factors") such as the moving body or obstacles on the path other than the factors that make the path bend using the detection unit such as the sensor 14, or the data obtained through communication with the above factors using the vehicle external communication unit 11. Here, the other factors considered in the second target speed and acceleration calculation unit 43c may be signals, sunlight, reflected light, light such as headlights, and the definition of the other factors is not limited.

[0031] The third target speed and acceleration calculation unit 43d calculates the speed and acceleration (hereinafter referred to as the "third target speed and acceleration") that become the command values ​​when the vehicle travels on the path command value P based on the presence, magnitude, and location of the first target speed and acceleration and the second target speed and acceleration.

[0032] The information output unit 43 e outputs the third target speed and acceleration from the third target speed and acceleration calculation unit 43 d to the information output unit 44 as speed and acceleration command values.

[0033] <An Example of Processing by the Speed ​​Planning Unit 43> Next, use Figures 5 to 6D Description Figure 4 When the vehicle is traveling along the driving route, the speed planning unit 43 generates speed and acceleration command values ​​at all times.

[0034] Figure 4 : is a top view of the driving path of the host vehicle V, and illustrates the path command value P set within the range of the drivable area R of the host vehicle V at a certain time. In the drivable area R, there is an inflection point H at the starting point of the left turn and an inflection point N at the end point. The section to the inflection point H is defined as a straight road S, the section from the inflection point H to the inflection point N is defined as a curve C, and the section after the inflection point N is defined as a straight road M. In addition, in the curve C of the drivable area R, there is a preceding vehicle T traveling in front of the host vehicle V. In addition, the curve C is an example of the driving path of the host vehicle including a curve, and the vehicle control described later can also be applied to the control of the host vehicle during the lane change.

[0035] Figure 5 This is a flowchart of the speed planning unit 43 of the first embodiment.

[0036] First, in step S1 , the information acquisition unit 43 a of the speed planning unit 43 acquires the travel status information from the information acquisition unit 41 and acquires the route instruction value P from the route planning unit 42 .

[0037] Next, in step S2, the first target speed and acceleration calculation unit 43b of the speed planning unit 43 calculates the first target speed and acceleration so that the acceleration or jerk generated when the vehicle V travels alone on the path instruction value P is within the specified value based on the driving condition information and the path instruction value P acquired in step S1.

[0038] In step S3, the second target speed and acceleration calculation unit 43c of the speed planning unit 43 generates a second target speed and acceleration such that the relative speed, relative distance, acceleration, and jerk of the host vehicle V when following the preceding vehicle T are within predetermined values ​​based on the travel status information acquired in step S1.

[0039] Here, use Fig. 6A Description Enter Figure 4 The problem arises when the vehicle V on the curve C changes from the driving state of traveling alone at the first target speed and acceleration calculated in step S2 to the driving state of following the slow preceding vehicle T at the second target speed and acceleration calculated in step S3. Fig. 6A In the figure, (a) is the time variation of the relative distance between the host vehicle V and the preceding vehicle T, (b) is the time variation of the curvature of the path instruction value P, (c) is the time variation of the vehicle speed of the host vehicle V, (d) is the time variation of the longitudinal acceleration of the host vehicle V, (e) is the time variation of the lateral acceleration of the host vehicle V, (f) is the time variation of the longitudinal jerk of the host vehicle V, and (g) is the time variation of the lateral acceleration of the host vehicle V.

[0040] from Fig. 6A From the interval U and interval Q of (d), we can see that Fig. 6A In the embodiment, the change of the front-rear acceleration caused by the first target acceleration and the change of the front-rear acceleration caused by the second target acceleration occur continuously, and it is considered that they have an adverse effect on the riding comfort and comfort of the occupants. Therefore, it can be seen that in order to improve the riding comfort of the occupants, it is not desirable to immediately switch the vehicle control from the first target acceleration to the second target acceleration. Therefore, in this embodiment, in order to calculate the third speed and acceleration command value that can improve the riding comfort and comfort of the occupants, the following steps S4 to S7 are set.

[0041] First, in step S4, the third target speed and acceleration calculation unit 43d of the speed planning unit 43 evaluates whether the speed and acceleration plan for the period until the vehicle reaches some other factor (such as a moving body, an obstacle, etc.), or the speed and acceleration plan for the period until the vehicle reaches a predetermined position determined by another other factor (data, signals, light, etc. from a moving body) is likely to damage the riding comfort and comfort of the occupants. Then, if it is likely to damage the riding comfort or comfort, the process proceeds to step S5, otherwise, the process proceeds to step S7.

[0042] Specifically, the third target speed and acceleration calculation unit 43d determines whether the second target acceleration occurs between the peak values ​​of the first target acceleration generated when the vehicle V travels on the path instruction value P, or between the peak value of the first target acceleration and the final point of the path instruction value P, based on the driving condition information and the path instruction value P acquired in step S1, the first target speed and acceleration calculated in step S2, and the second target speed and acceleration calculated in step S3.

[0043] Here, the peak value of the first target acceleration is, for example, Figure 6BThe peak value p1 of the first target acceleration in the interval U of (d) is indicated by a solid line, and the peak value p2 of the first target acceleration in the interval W is indicated by a dotted line. The final point of the path command value P is, for example, Figure 6B (b) shows point J. Therefore, Figure 6B In the example, when the second target acceleration occurs between the peak values ​​p1 and p2 of the first target acceleration, or when the second target acceleration occurs between the peak value p2 of the first target acceleration and the final point J of the path instruction value P, it is judged that there is a possibility of damaging the riding comfort and comfort of the occupant (step S4, yes), and the process goes to step S5; otherwise, it is judged that there is no possibility of damaging the riding comfort and comfort of the occupant (step S4, no), and the process goes to step S7.

[0044] Next, in step S5, the third target speed and acceleration calculation unit 43d determines whether the first target speed for independent travel included in the speed and acceleration plan when the host vehicle V travels on the path command value P is always faster than the second target speed for following travel. Then, when the first target speed is faster than the second target speed, that is, when the host vehicle V is close to the preceding vehicle T (step S5, yes), the process proceeds to step S6, and when the first target speed is less than the second target speed, that is, when the host vehicle V is not close to the preceding vehicle T (step S5, no), the process proceeds to step S7.

[0045] In step S6, the third target speed and acceleration calculation unit 43d calculates a third target speed and acceleration (command value) at which the second target acceleration generated during the peak period of the first target acceleration generated when the host vehicle V travels on the path command value P is equal to or less than a predetermined value.

[0046] Figure 6B is an example of a physical quantity related to the vehicle behavior of the host vehicle V generated when the host vehicle V travels at the third speed and the speed command value generated in step S6. Fig. 6A Same. In addition, Figure 6B The dashed line in the interval W of (d) illustrates the first target acceleration generated when the host vehicle V travels on the path instruction value P. On the other hand, Figure 6B The solid line of (d) is to suppress the vehicle vibration by minimizing the occurrence of front and rear acceleration so that Figure 6B The second target acceleration generated in the interval Q of (d) (refer to Fig. 6A (d)) is below a specified value, for example, zero, which is equivalent to Fig. 6A The third target acceleration (command value) is calculated by adding the acceleration of the second target acceleration of (d) to the first target acceleration of interval U. Fig. 6A(d) and Figure 6B From the comparison of (d), it can be seen that the absolute value of the acceleration peak in interval U is within the specified value range. Figure 6B (d) than in Fig. 6A (d) medium and large.

[0047] As a result, Figure 6B By utilizing the speed and acceleration command values ​​of step S6, the number of occurrences of acceleration changes under (d) longitudinal acceleration is suppressed from 2 times to 1 time, and then (d) longitudinal acceleration, (e) lateral acceleration, (f) longitudinal jerk, and (g) lateral jerk become within the specified values, which can fully ensure the riding comfort and comfort of the occupants.

[0048] in addition, Figure 6C is an example of a physical quantity related to the vehicle behavior of the host vehicle V generated when the host vehicle V travels at the third speed and acceleration command value generated in step S6. Fig. 6A etc. Figure 6C (d) shows the ratio of the specified value of the front and rear acceleration Figure 6B In order to suppress vibration and make (d) front and rear accelerations etc. within the specified values, by utilizing the speed and acceleration command values ​​of step S6, if it is deceleration, the deceleration start point is moved toward the front (towards the direction of the vehicle V); if it is acceleration, the acceleration end point is moved toward the inside (away from the vehicle V), thereby calculating the third target speed and acceleration within the specified values ​​so that the physical quantities related to the vehicle behavior are sufficient to ensure the riding comfort and comfort of the occupants.

[0049] In step S7, since the third target speed and acceleration calculation unit 43d does not need to consider the second target speed and acceleration, the first target speed and acceleration calculated in step S2 are directly output as the third target speed and acceleration (command value).

[0050] Fig.6D is an example of a physical quantity related to the vehicle behavior of the host vehicle V generated when the host vehicle V travels at the third speed and acceleration command value generated in step S7. Fig. 6A etc. Fig.6D Illustrated in Figure 4 In the case where the speed of the leading vehicle T traveling on the curve C is equal to or higher than that of the present vehicle V (the case where the present vehicle V has not caught up with the preceding vehicle T), the first target speed and acceleration calculated in step S2 are directly set to the third target speed and acceleration, thereby suppressing the number of acceleration and deceleration to a minimum, and (d) the front and rear accelerations, etc. become within the specified values, which can fully ensure the riding comfort and comfort of the occupants.

[0051] Finally, in step S8, the information output unit 43e of the speed planning unit 43 outputs the third target speed and acceleration calculated in either step S6 or step S7 as speed and acceleration command values ​​to the information output unit 44 of the travel trajectory generating unit 4. In addition, the speed and acceleration command values ​​output in step S8 can suppress vehicle vibration and control physical quantities related to vehicle behavior within a specified value, so the travel control unit 5 receiving the speed command value from the information output unit 44 can control the powertrain system 6, the brake system 7, and the steering system 8 in a manner that realizes vehicle control with good ride comfort.

[0052] <Another Example of Processing by the Speed ​​Planning Unit 43> Next, use Figures 7 to 8B Another example of the processing of the speed planning unit 43 will be described. Figure 7 is another example of a top view of the travel path of the host vehicle V. In addition to the positions of the host vehicle V and the preceding vehicle T, Figure 4 Same. Figure 4 In the example, the vehicle V is traveling on the straight road S in the drivable area R, and the preceding vehicle T is traveling on the curved road C in front of it. Figure 7 In the example, the vehicle V is traveling on a curved road C in the drivable area R, and the preceding vehicle T is traveling on a straight road M in front of it. Figure 4 Corresponding Figure 6A to Figure 6D In FIG. 1 , the time variation of each physical quantity when the vehicle V enters the curve C is illustrated, but in Figure 7 Corresponding Fig. 8A and Figure 8B , the time changes of various physical quantities when the host vehicle V exits the curve C are illustrated.

[0053] Fig. 8A Is exiting Figure 7 An example of physical quantities related to vehicle behavior generated when the vehicle V on the curve C changes from the driving state of traveling alone at the first target speed and acceleration calculated in step S2 to the driving state of following the slow preceding vehicle T at the second target speed and acceleration calculated in step S3, and the composition of the graph is similar to Fig. 6A etc.

[0054] from Fig. 8A From the interval H and interval N of (d), we can see that Fig. 8A In the above, the two changes of the front-rear acceleration caused by the first target acceleration and the front-rear acceleration caused by the second target acceleration occur continuously, which are considered to have an adverse effect on the riding comfort and comfort of the occupants. Therefore, it can be seen that in order to improve the riding comfort of the occupants, it is not desirable to immediately switch the vehicle control from the first target acceleration to the second target acceleration.

[0055] on the other hand, Figure 8B This is an example of a physical quantity related to the vehicle behavior of the own vehicle V generated when the own vehicle V runs with the third speed and acceleration calculated in step S6 as the command value. Fig. 6A etc.

[0056] Figure 8B The solid line is to suppress the vehicle vibration by minimizing the number of occurrences of the front and rear accelerations, and the second target acceleration generated in the interval N (refer to Fig. 8A (d)) is less than a specified value, for example, zero, which is equivalent to Fig. 8A The third target acceleration (command value) is calculated by adding the acceleration of the second target acceleration of (d) to the first target acceleration of section H.

[0057] As a result, Figure 8B By utilizing the speed and acceleration command values ​​of step S6, the occurrence frequency of (d) longitudinal acceleration is suppressed from 2 times to 1 time, and then (d) longitudinal acceleration, (e) lateral acceleration, (f) longitudinal jerk, and (g) lateral jerk become within the specified values, which can fully ensure the riding comfort and comfort of the occupants.

[0058] In this way, FIG. 6A to FIG. 6D ,or Fig. 8A , Figure 8B In the speed and acceleration control of the present embodiment illustrated, a first target speed and acceleration are calculated based on a curved driving path of the vehicle including a curved road or a lane change, a second target speed and acceleration are calculated based on other factors other than the factors that make the driving path curved, such as a preceding vehicle or a signal, and when it is predicted that the second target speed and acceleration will occur and the first target speed is greater than the second target speed, a third target speed and acceleration calculated by adding the second target acceleration to the first target acceleration is set as the target speed and acceleration of the vehicle. Acceleration is performed so that the second target acceleration becomes below a specified value. When the second target speed and acceleration are not predicted to occur, or the first target speed is below the second target speed, the first target speed and acceleration are set as the target speed and acceleration of the vehicle, so that the number of acceleration and deceleration is minimized, and the range of front and rear accelerations is gradually expanded until the physical quantity related to the vehicle behavior reaches a specified value, thereby suppressing vibration as much as possible and controlling the physical quantity related to the vehicle behavior within a specified value that does not impair the riding comfort and comfort of the occupants.

[0059] As described above, according to the vehicle control device of this embodiment, it is possible to improve the riding comfort or comfort of the occupants when a deceleration factor of the host vehicle such as a shift to the preceding vehicle following control occurs in a curved host vehicle travel path including a curved road or a lane change. Example 2

[0060] Next, use Fig. 9 A vehicle motion control device 2 according to a second embodiment of the present invention will be described. Note that duplicate descriptions of points common to the first embodiment will be omitted.

[0061] Fig. 9 This is a flow chart of the speed planning unit 43 of the second embodiment. Figure 5 In the flowchart of the first embodiment shown, step S1A is added between step S1 and step S2.

[0062] In the additional step S1A, the speed planning unit 43 determines whether the speed planning unit 43 calculates the speed and acceleration command values ​​based on a flag generated by a controller (e.g., the operation management unit 3) higher than the speed planning unit 43. Then, if the flag indicates that the processing is prohibited (step S1A, yes), the processing is terminated, and no speed and acceleration command values ​​are calculated in the speed planning unit 43. On the other hand, if the flag indicates that the processing is permitted (step S1A, no), the processing proceeds to step S2 and thereafter, and the speed planning unit 43 calculates the desired speed and acceleration command values.

[0063] Therefore, for example, when an abnormality is detected in a sensor or system, when the calculation processing of the speed and acceleration command values ​​in the speed planning unit 43 is prohibited by the upper controller, the speed and acceleration control is transferred to the upper controller that emphasizes avoidance performance. Although this leads to a deterioration in riding comfort, collisions with obstacles, etc. can be avoided, thereby improving safety. Example 3

[0064] Next, use Fig.10 A vehicle motion control device 2 according to a third embodiment of the present invention will be described. Note that duplicate descriptions of points common to the above-described embodiments will be omitted.

[0065] Fig.10 1 is a functional block diagram of the speed planning unit 43 of the third embodiment. The speed planning unit 43 of the present embodiment shown here will Figure 3 In the illustrated first embodiment, the first target speed and acceleration calculation unit 43b, the second target speed and acceleration calculation unit 43c, and the third target speed and acceleration calculation unit 43d are replaced by a target speed and acceleration candidate generation unit 43f, and a target speed and acceleration selection unit 43g is added.

[0066] The target speed and acceleration candidate generation unit 43f generates a plurality of speed and acceleration instruction values ​​within specified values ​​for physical quantities related to the vehicle behavior of the vehicle V when traveling on the path instruction value P based on the driving condition information and the path instruction value P acquired by the information acquisition unit 43a, and outputs them to the target speed and acceleration selection unit 43g.

[0067] In addition, the target speed and acceleration selection unit 43g selects one as the speed and acceleration command value based on the current driving mode (shortest time mode or economic mode, etc.) represented by the driving condition information from the information acquisition unit 43a and multiple speed and acceleration command value candidates from the target speed and acceleration candidate generation unit 43f, and outputs it to the driving control unit 5 by the information output unit 43e.

[0068] For example, when the driving condition information indicates the shortest time mode, the speed and acceleration command value candidate with the shortest moving time is selected from the multiple speed and acceleration command value candidates generated by the target speed and acceleration candidate generation unit 43f, and when the driving condition information indicates the economic mode, the speed and acceleration command value candidate with the minimum energy consumption is selected from the multiple speed and acceleration command value candidates. That is, in the target speed and acceleration selection unit 43g, the speed and acceleration command value with the shortest moving time is selected from the multiple speed and acceleration command value candidates, or the speed and acceleration command value with the minimum energy consumption is selected from the multiple speed and acceleration command value candidates.

[0069] In addition, in order to generate a plurality of speed and acceleration command values ​​in the target speed and acceleration candidate generating unit 43f, in the specified value setting unit 31 of the operation management unit 3 of the present embodiment, a plurality of specified values ​​may be set according to the mass, size, configuration of the vehicle's passengers or cargo, and the state of the vehicle's travel path. Thus, in the target speed and acceleration candidate generating unit 43f, a plurality of speed and acceleration command values ​​corresponding to the number of passengers or the seating position, etc. can be generated. Therefore, in the target speed and acceleration selecting unit 43g, by selecting the speed command value corresponding to the number of passengers, etc., the ride comfort during vehicle travel can be further improved.

[0070] Thus, according to the vehicle motion control device of the third embodiment, not only can the same effects as those of the first and second embodiments be obtained, but also the vehicle motion can be controlled according to the selection of the driving mode and the vehicle loading condition.

[0071] In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-mentioned embodiments are specifically described in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to embodiments having all the described structures. In addition, a part of the structure of one embodiment may be replaced with a part of the structure of another embodiment. In addition, the structure of another embodiment may be added to the structure of a certain embodiment. In addition, a part of the structure of each embodiment may be deleted, and a part of another structure may be added or replaced with a part of another structure. Explanation of symbols

[0072] 1…In-vehicle system, 11…External-vehicle communication device, 12…GNSS, 13…Map information storage unit, 14…Sensor, 15…HMI unit, 2…Vehicle motion control device, 3…Operation management unit, 31…Specified value setting unit, 4…Driving trajectory generation unit, 41…Information acquisition unit, 42…Path planning unit, 43…Speed ​​planning unit, 43a…Information acquisition unit, 43b…1st target speed and acceleration calculation unit, 43c…2nd target speed and acceleration calculation unit, 43d…3rd target speed and acceleration calculation unit, 43e…Information output unit, 44…Information output unit, 5…Driving control unit, 6…Power transmission system, 7…Braking system, 8…Steering system.

Claims

1. A vehicle motion control device, characterized in that: have: a first target speed and acceleration calculation unit that calculates a first target speed and acceleration based on a travel path of the host vehicle including a curve; a second target speed and acceleration calculation unit that calculates a second target speed and acceleration based on factors other than the factor causing the travel path to bend; as well as a third target speed and acceleration calculation unit for calculating a third target speed and acceleration as command values ​​when the host vehicle is traveling; In the third target speed and acceleration calculation unit, generating a speed and acceleration plan for a period until the host vehicle reaches the other factor, or a speed and acceleration plan for a period until the host vehicle reaches a predetermined position determined by the other factor, based on the first target speed and acceleration and the second target speed and acceleration; And according to the evaluation result of the speed and acceleration plan, the calculation method of the third target speed and acceleration is changed.

2. The vehicle motion control device according to claim 1, characterized in that: The other factors are moving objects, obstacles, signals, lights, or communications located in the traveling direction of the vehicle or around the vehicle.

3. The vehicle motion control device according to claim 1 or 2, characterized in that: The third target speed and acceleration calculation unit calculates the third target speed and acceleration so as to be within a predetermined value.

4. The vehicle motion control device according to claim 3, characterized in that: The prescribed value is set according to the mass, size, configuration, allowable physical quantity of the vehicle's occupants and cargo, and the state of the path along which the vehicle travels.

5. The vehicle motion control device according to claim 1 or 2, characterized in that: The second target speed and acceleration calculation unit calculates the second target speed and acceleration based on a result of detection of the other factor by a detection unit or data acquired through communication with the other factor.

6. The vehicle motion control device according to claim 1 or 2, characterized in that: When it is predicted that the second target speed and acceleration will occur and the first target speed is greater than the second target speed, the third target speed and acceleration calculation unit calculates the third target speed and acceleration by adding the second target acceleration to the first target acceleration so that the second target acceleration becomes equal to or less than a predetermined value.

7. The vehicle motion control device according to claim 1 or 2, characterized in that: When the second target speed and acceleration are not predicted to occur or when the first target speed is equal to or lower than the second target speed, the third target speed and acceleration calculation unit sets the first target speed and acceleration as the third target speed and acceleration.

8. The vehicle motion control device according to claim 1 or 2, characterized in that: When the flag output from the host controller indicates that the process is permitted, the first target speed and acceleration to the third target speed and acceleration are calculated, When the flag indicates processing prohibition, the first target speed and acceleration to the third target speed and acceleration are not calculated.

9. A vehicle motion control method executed by a computing device, characterized in that: have: The first step is to calculate a first target speed and acceleration based on a travel path of the host vehicle including a curve; The second step is to calculate a second target speed and acceleration based on factors other than the factor causing the travel path to bend; The third step is to calculate a third target speed and acceleration used when the vehicle is traveling based on the first target speed and acceleration and the second target speed and acceleration. In the third step, generating a speed and acceleration plan for a period until the host vehicle reaches the other factor, or a speed and acceleration plan for a period until the host vehicle reaches a predetermined position determined based on the other factor, The calculation method of the third target speed and acceleration is changed according to the evaluation result of the speed and acceleration plan.

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