Vehicle motion control device and vehicle motion control method

Abstract

Provided is a vehicle motion control device capable of generating a target speed using a limit value set on the basis of a moving body around the vehicle and an environmental element. A vehicle motion control device includes: an information acquisition unit that acquires external information of a vehicle; an information processing unit that calculates, on the basis of the outside information, information relating to a moving body around the host vehicle and the risk of collision between the host vehicle and the moving body; a travel route generation unit that generates a travel route of the host vehicle on the basis of the outside information; a limit value setting unit that sets a physical quantity limit value relating to the movement of the host vehicle in a region including the travel route on the basis of the collision risk, the position of the moving body with respect to the travel route, the direction of travel, and the speed; and a speed planning unit that generates a target speed of the host vehicle at which the physical quantity generated in the host vehicle is equal to or less than the limit value when the host vehicle travels on the travel route.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle motion control device and a vehicle motion control method that control the motion of a host vehicle in accordance with the surrounding environment. BACKGROUND

[0002] As one of vehicle motion control technologies typified by driving assistance and automated driving, there is known a technology that generates a travel trajectory constituted by information such as a travel path and a travel speed that are travel targets of a vehicle, and controls power transmission, braking, steering, and the like so that the vehicle travels along the travel trajectory. As the simplest travel speed control, there is, for example, speed maintenance control that maintains a set travel speed.

[0003] In addition, as a more advanced travel speed control, for example, Patent Literature 1 discloses a speed control method that controls the speed of a host vehicle in accordance with the density of dangerous objects (objects) in the direction of travel of the host vehicle when the host vehicle passes near a plurality of dangerous objects (objects), thereby providing the driver with driving assistance with less discomfort.

[0004] Further, in paragraph 0017 of this document, as a specific speed control method, it is stated that "the driving assistance device 1 calculates an upper limit passing speed when the host vehicle passes near a dangerous object when it is detected that there is a dangerous object in front of the host vehicle. The upper limit passing speed refers to an upper limit value of speed control when the host vehicle passes near a dangerous object. The driving assistance device 1 calculates the upper limit passing speed based on the kind of dangerous object (pedestrian, bicycle, four-wheeled vehicle, building, etc.), relative speed, moving direction, and the like.

[0005] PRIOR ART DOCUMENTS

[0006] PATENT LITERATURE

[0007] Patent Literature 1: Japanese Patent Laying-Open No. 2012-240659 SUMMARY

[0008] PROBLEMS TO BE SOLVED BY THE INVENTION

[0009] However, the speed control method of Patent Literature 1 only stops at setting the upper limit passing speed of the host vehicle based on the kind of dangerous object (pedestrian, bicycle, four-wheeled vehicle, building, etc.), relative speed, moving direction, and the like, and therefore, for example, in the case where a pedestrian who is crossing a pedestrian crossing is detected as a dangerous object, although the travel speed is within the upper limit passing speed set based on the relative speed and moving direction of the pedestrian, it can still lead to the host vehicle passing through a pedestrian crossing where a pedestrian is crossing, which is a traffic violation.

[0010] Further, if speed control that can interfere with the behavior of pedestrians crossing is performed, not only will pedestrians who assume that the vehicle will temporarily stop in front of the pedestrian crossing be startled, but, for example, in the case where a pedestrian is present on a pedestrian crossing at a left or right turn, the pedestrian who is walking suddenly starts running because the pedestrian crossing signal changes to a blinking green light, or the pedestrian who judges that the pedestrian crossing cannot be crossed suddenly changes direction and returns to the sidewalk, in order to avoid a collision with the pedestrian who makes unexpected behavior, the vehicle can suddenly decelerate or suddenly turn, which not only makes the pedestrian feel danger, but also makes the passenger in the vehicle feel danger.

[0011] In view of this, an object of the present application is to provide a vehicle motion control device and a vehicle motion control method in which, in a case where both a pedestrian crossing, a sign, and the like, and a moving body such as a pedestrian and a bicycle are detected, in order to simultaneously ensure the safety and comfort of the moving body and the passenger, a limit value that is set based on the moving body and the environmental element around the host vehicle is used to generate a target speed of the host vehicle.

[0012] Technical means for solving the technical problem

[0013] The vehicle motion control device includes an information acquisition section that acquires outside information of a host vehicle, an information processing section that calculates information related to a collision risk of the host vehicle and a moving body around the host vehicle based on the outside information, a travel path generation section that generates a travel path of the host vehicle based on the outside information, a limit value setting section that sets a limit value of a physical quantity related to a motion of the host vehicle in a region including the travel path based on the collision risk, a position, a travel direction, and a speed of the moving body with respect to the travel path, and a speed planning section that generates a target speed of the host vehicle such that the physical quantity generated by the host vehicle is equal to or less than the limit value when the host vehicle travels on the travel path.

[0014] Effects of the Invention

[0015] According to the present application, in a case where both a pedestrian crossing, a sign, and the like, and a moving body such as a pedestrian and a bicycle are detected, a limit value that is set based on the moving body and the environmental element around the host vehicle is used to generate a target speed of the host vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 is a functional block diagram of the in-vehicle system related to Embodiment 1.

[0017] Figure 2 is a functional block diagram of the travel trajectory planning unit related to Embodiment 1. is a functional block diagram of the travel trajectory planning unit related to Embodiment 1.

[0018] Figure 3 is a flowchart of a processing outline of the travel trajectory planning unit involved in Example 1.

[0019] Figure 4A is a processing example of the functional module of the travel trajectory planning unit involved in Example 1.

[0020] Figure 4B is a modification example of the processing of the functional module of the travel trajectory planning unit involved in Example 1.

[0021] Figure 5 is a processing example of the functional module of the travel trajectory planning unit involved in Example 2.

[0022] Figure 6 is a processing example of the functional module of the travel trajectory planning unit involved in Example 3.

[0023] Figure 7 is a processing example of the functional module of the travel trajectory planning unit involved in Example 4.

[0024] Figure 8 is a flowchart of a processing outline of the travel trajectory planning unit involved in Example 5. DETAILED DESCRIPTION

[0025] Hereinafter, the embodiments of the present application will be described with reference to the drawings. The following description and drawings are provided to illustrate the present application and are not intended to limit the present application. The present application can be embodied in various other forms. Unless particularly limited, each structural element can be either singular or plural.

[0026] For the sake of facilitating the understanding of the present application, the position, size, shape, range, etc. of each constituent element shown in the drawings are sometimes not indicative of actual position, size, shape, range, etc. Therefore, the present application is not necessarily limited to the position, size, shape, range, etc. disclosed in the drawings.

[0027] [Example 1]

[0028] First, the processing outline of the vehicle motion control device 2 of Example 1 will be described with reference to the flowchart of Fig. 1. Figures 1 to 4B The vehicle motion control device 2 of Example 1 will be described.

[0029] <Function module diagram of the in-vehicle system 1>

[0030] Figure 1Fig. 1 is a functional block diagram of a vehicle-mounted system 1 according to the present embodiment. The vehicle-mounted system 1 is a system mounted on a host vehicle V for performing vehicle motion control such as driving assistance, automatic driving, and the like. The vehicle-mounted system 1 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, a vehicle motion control device 2, a powertrain system 6, a brake system 7, and a steering system 8. Further, the vehicle motion control device 2 includes an operation management unit 3, a travel trajectory planning unit 4, and a travel control unit 5.

[0031] <Information source group of vehicle motion control device 2>

[0032] The external communication device 11 performs vehicle-to-vehicle communication between the host vehicle V and other vehicles or road-to-vehicle communication between the host vehicle V and a roadside device through wireless communication, and transmits and receives information on the vehicle and the surrounding environment, and the like, and cloud information.

[0033] The GNSS 12 receives radio waves emitted from a quasi-zenith satellite, a GPS (Global Positioning System) satellite, or the like, and acquires information on the position of the host vehicle V and the like.

[0034] The map information storage unit 13 stores general road information used by a navigation system or the like, road information including information on road width and road curvature, and the like, information on road surface conditions and traffic conditions, and the like, and information on vehicles and the surrounding environment, and the like, as information on the travel state of other vehicles. Further, the information on vehicles and the surrounding environment, and the like, and the cloud information are sequentially updated based on information acquired through vehicle-to-vehicle communication or road-to-vehicle communication via the external communication device 11.

[0035] The sensor 14 is an external recognition sensor that detects information on the vehicle, the surrounding environment, and the like, such as an image sensor, a millimeter wave radar, a laser radar, or the like, and is also a sensor that detects information on the operation of the driver, the vehicle speed, the acceleration, the jerk, the angular velocity, the steering angle of the wheels, and the like. Information on the vehicle, the surrounding environment, and the like, detected by the external recognition sensor in the sensor 14 is, for example, information on various objects such as obstacles, signs, lane boundary lines, lane outer side lines, buildings, pedestrians, bicycles, other vehicles, and the like, present around the host vehicle V. Further, a sign, which is one of environmental elements, is, for example, a "bicycle-only road" sign. In addition, the sensor 14 recognizes lane boundary lines, lane outer side lines, and the like, based on, for example, a difference in brightness between a white line and the road surface in image data captured by an image sensor.

[0036] The HMI unit 15 displays information required by the user on a display and performs voice guidance via a speaker based on information received by the user's input operation through selection of a travel mode, setting of a destination, and the like, information acquired by the vehicle exterior communication device 11, the GNSS 12, and the sensor 14, and information recorded in the map information storage section 13. In addition, the HMI unit 15 issues an alarm that attracts the user's attention.

[0037] <VEHICLE MOTION CONTROL DEVICE 2>

[0038] The vehicle motion control device 2 is an ECU (Electronic Control Unit) that has a hardware such as a CPU (Central Processing Unit) or the like as an arithmetic device, a main storage device such as a semiconductor memory or the like, an auxiliary storage device, and a communication device, and that performs unified control of a vehicle. By the arithmetic device executing a program loaded in the main storage device, various functions of the operation management unit 3 and the like are realized. In addition, in the present embodiment, the operation management unit 3, the travel trajectory planning unit 4, and the travel control unit 5 have a separate structure for convenience of explanation, but it is not necessary to have a separate structure, and when these units are used in an actual vehicle, various functions of these units can be realized by a higher-level controller.

[0039] The travel mode of the vehicle controlled by the vehicle motion control device 2 includes, for example, a comfort mode, an economy mode, a sport mode, a shortest time mode that makes a moving time the shortest, a shortest distance mode that makes a moving distance the shortest, and the like. Such a travel mode can be arbitrarily set by the user, or can be set by the user in advance, or can be set by the operation management unit 3 based on travel condition information. Thus, the vehicle motion control device 2 sets a speed, an acceleration, a jerk, and a speed and a distance between the host vehicle V and a preceding vehicle traveling in front of the host vehicle, and the like.

[0040] <OPERATION MANAGEMENT UNIT 3>

[0041] The operation management unit 3 generates position information of the host vehicle V, information of various objects existing around the host vehicle V (position, speed, and the like of a vehicle, a surrounding environment, and the like), front and rear accelerations, front and rear jerks, lateral acceleration, yaw rate, lateral jerk, and the like relating to behavior of the vehicle, based on information acquired by the vehicle exterior communication device 11, the GNSS 12, and the sensor 14, and map information recorded in the map information storage section 13.

[0042] In addition, the operation management unit 3 periodically sends the generated location information of its own vehicle V, information about various objects, and information related to vehicle behavior to other vehicles and roadside equipment via the external communication device 11, and also sends it to the map information storage unit 13. The map information storage unit 13 updates the stored map information sequentially based on the acquired location information of its own vehicle V, information about various objects, and information related to vehicle behavior.

[0043] Furthermore, based on the vehicle V's location information, information about various objects, information related to vehicle behavior, and information acquired by the HMI unit 15 (such as driving mode and destination), the operation management unit 3 sets path information from the vehicle's current location to the destination. This path information will be presented in the map described later and used to determine the vehicle's driving trajectory. The information generated and set by the operation management unit 3 will be explained below as driving status information.

[0044] <Driving Control Unit 5>

[0045] The driving control unit 5 sets the target driving force, target braking force, target steering angle, etc., so that the vehicle follows the driving trajectory output from the driving trajectory planning unit 4 and controls the power transmission system 6, braking system 7, and steering system 8.

[0046] <Controlled object group of vehicle motion control device 2>

[0047] The powertrain system 6 controls the driving force generated by the internal combustion engine, electric motor, etc., based on the driver's operation and the target driving force output from the driving control unit 5.

[0048] The braking system 7 controls the braking force generated by the brake calipers, etc., based on the driver's operation and the target braking force output from the driving control unit 5.

[0049] The steering system 8 controls the steering angle of the wheels based on the driver's operation and the target steering angle output from the driving control unit 5.

[0050] <Driving Trajectory Planning Unit 4>

[0051] like Figure 2 As shown, the driving trajectory planning unit 4 includes an information acquisition unit 41, an information processing unit 42, a driving path generation unit 43, a limit value setting unit 44, a speed planning unit 45, and an information output unit 46. Hereinafter, refer to... Figure 3 The flowchart illustrates the processing of each part.

[0052] First, in step S1, the information acquisition unit 41 acquires external information related to the surrounding environment of the vehicle V from the operation management unit 3.

[0053] Next, in step S2, the information processing unit 42 calculates risk prediction information (risk prediction value R) based on the external information obtained in step S1, taking into account the position, direction of travel, and speed of moving objects (pedestrian P, bicycle, other vehicles, etc.) and environmental elements (pedestrian crossings, signs, etc.) relative to the vehicle V.

[0054] In step S3, the driving path generation unit 43 calculates the driving path W of the vehicle V based on the external information obtained in step S1 and the risk prediction information calculated in step S2.

[0055] In step S4, the limit setting unit 44, based on the external information obtained in step S1 and the risk prediction information calculated in step S2, sets the limit value in the driving area A, which includes the driving path W generated in step S3. V Within this, limit values ​​L are set for physical quantities (such as longitudinal or lateral acceleration, jerk) related to the motion of the vehicle V. Additionally, the driving area A... V This refers to the area that vehicle V can travel in, determined based on environmental factors such as its direction of travel and lane boundaries.

[0056] The limit value L set here is determined based on the limits of the passenger and cargo mass, size, configuration, permissible physical quantities, and physical quantities related to the motion performance of the vehicle V. This is because even if external information and risk prediction information are the same, if the various conditions affecting the braking performance of the vehicle V are different, then the target speed T used to appropriately control the motion of the vehicle V will be different. V Things will be different.

[0057] In step S5, the speed planning unit 45 generates the target speed T of the vehicle V traveling on the driving path W based on the driving path W generated in step S3 and the limit value L set in step S4. V .

[0058] In step S6, the information output unit 46 will include the driving path W generated in step S3 and the target speed T generated in step S5. V The vehicle's trajectory information, including that of vehicle V, is output to the driving control unit 5. Therefore, the driving control unit 5 can, based on the relationship between the vehicle and surrounding moving bodies and environmental factors, drive the vehicle at a suitable target speed T. V To control this vehicle V.

[0059] <Processing Example of Driving Trajectory Planning Unit 4>

[0060] Here, using Figure 4A , Figure 4B There is a pedestrian crossing A on the travel path W of vehicle V. P, and there is a pedestrian P who wants to cross the pedestrian crossing A P The processes of steps S2 to S5 (particularly, the calculation method of the risk prediction value R in the information processing section 42, the setting method of the limit value L in the limit value setting section 44, and the generation method of the target speed T V ) in the situation where the pedestrian P wants to cross the pedestrian crossing A P are explained.

[0061] << First Example Figure 4A >>

[0062] Figure 4A is a graph that illustrates the time changes of the risk prediction value R, the limit value L, and the target speed T V of the host vehicle V in the situation where the host vehicle V is traveling on a straight road section and the pedestrian P is about to cross the pedestrian crossing A P in front of the host vehicle V. In addition, time tl in the graph is the time when the pedestrian P is about to start crossing the pedestrian crossing A P , time t2 is the time when the pedestrian P is crossing the pedestrian crossing A P , and time t3 is the time when the pedestrian P has completed crossing the pedestrian crossing A V . Furthermore, the travel direction D is the direction in which the pedestrian P is moving at each time.

[0063] In this environment, the information processing section 42 sequentially updates the risk prediction value R of the host vehicle V on the travel area A P based on the outside information sequentially acquired by the information acquisition section 41. The risk prediction value R of the present embodiment is calculated using the position, the travel direction D, and the speed of the pedestrian P as outside information, and is sequentially Ra, Rb, Rc, Rd, Re from high to low in risk.

[0064] The risk prediction value R of the present embodiment is basically set to be higher the closer the moving body is in the travel direction of the moving body or the higher the speed of the moving body. Therefore, if the pedestrian P is running across the pedestrian crossing A P , the risk prediction values Ra, Rb, Rc, Rd, Re are sequentially calculated from the area close to the pedestrian P on the travel area A V , and the lowest risk prediction value Re is calculated on the travel area A P outside the pedestrian crossing A V deviating from the travel direction D. In addition, at time t3, the risk prediction value R calculated in the direction opposite to the travel direction D of the pedestrian P is calculated taking into account the possibility that the travel direction D of the pedestrian P is reversed and the travel direction becomes the opposite direction.

[0065] The limit value setting section 44 sets the limit value L on the travel area A VThe upper limit is set based on the risk prediction value R and the limit value L.

[0066] In this embodiment, the limit values ​​L, from smallest to largest, are La, Lb, Lc, Ld, and Le. Figure 4A In order not to hinder pedestrian P's crossing behavior, the pedestrian crossing A is positioned at times t1 and t2 before pedestrian P completes the crossing. P A minimum limit value La is set for the entire area, and the time t3 for pedestrian P to complete crossing the pedestrian crossing A is also set. P Update the limit value L corresponding to the risk prediction value R. Additionally, at any time, at pedestrian crossing A... P The maximum limit value Le is set in all areas except for those specified in the driving area. Furthermore, even for the driving path W of this vehicle V, the limit is set in the driving area A as is. V The limit value L is set above. Furthermore, the limit value L is not a single limit value. If the physical quantities of the controlled object are the speed of the vehicle V, its acceleration and jerk in the forward and backward directions, and its acceleration and jerk in the lateral direction, then limit values ​​are set for each physical quantity. Additionally, the speed limit value, equivalent to the minimum limit value La, is ideally set to 0 so that the vehicle V can pass through the pedestrian crossing A where a pedestrian is crossing. P Park the car in front of you.

[0067] The speed planning unit 45 generates a suitable target speed T based on the limit value L set by the limit value setting unit 44 on the driving path W. V and target acceleration T A Therefore, if the speed limit equivalent to the minimum limit value La is 0, it will generate a situation where the vehicle V is at the pedestrian crossing A. P The target speed T comes to a smooth stop in front of it. V and target acceleration T A The vehicle V will stop smoothly according to these conditions, so it will not hinder the pedestrian P's crossing behavior or make the pedestrian P feel dangerous, nor will it compromise the comfort of the passengers of the vehicle V.

[0068] Thus, the limit setting unit 44, based on the risk prediction value R calculated by the information processing unit 42, determines the limit value when a pedestrian P is about to cross the pedestrian crossing A. P In the case of pedestrian crossing A P A minimum limit value L is set throughout the entire area, thereby generating a system that allows vehicle V to navigate the pedestrian crossing A. P The target speed T, which offers high safety and comfort when parking within the specified limits, is... V Furthermore, by setting a limit value L in the opposite direction to the direction of pedestrian P's movement D, which takes into account the situation where the direction of pedestrian P's movement D reverses, it is possible to generate a target speed T with higher comfort that suppresses the abrupt change in target speed that would occur without considering reversal.V .

[0069] <<Second example ( Figure 4B )>>

[0070] Figure 4B Based on the position of vehicle V, the diagram shows that vehicle V is about to make a left turn at an intersection, and pedestrian P is about to cross the pedestrian crossing A at the left-turn target. P Risk prediction value R, limit value L, target speed T under the following conditions V The time variation. Additionally. Figure 4B Information acquisition unit 41 and other processing and Figure 4A Common. In this situation, it is also possible to use the same as... Figure 4A The same method is used to generate the target velocity T. V .

[0071] In the vehicle motion control device 2 of this embodiment, not only is it designed for... Figure 4A Straight road sections, in Figure 4B For situations like left turns at intersections, appropriate target speeds T can be set for various situations such as right turns and lane changes at intersections. V For example, when the detected environmental element is a "dedicated bicycle path," and a bicycle (moving object) is detected traveling on the dedicated bicycle path, a suitable risk prediction value R is set around the dedicated bicycle path, thereby generating a suitable target speed T based on the risk prediction value R. V It allows you to pass bicycles traveling on dedicated bike lanes at a safe speed.

[0072] As described above, according to this embodiment, when environmental elements such as pedestrian crossings and signs, as well as moving objects such as pedestrians and bicycles, are detected, a suitable target speed for the vehicle can be generated using limit values ​​set based on the moving objects and environmental elements around the vehicle.

[0073] [Example 2]

[0074] Next, use Figure 5 The driving trajectory planning unit 4 of Embodiment 2 of the present invention will be described. Furthermore, the commonalities with Embodiment 1 will be omitted from the description.

[0075] Figure 5 Compared with Example 1 Figure 4A The same example illustrates the situation where there is a pedestrian crossing A. P The handling of pedestrians traveling on straight sections of road. Figure 4A In the middle, at pedestrian crossing A P Set the maximum limit value Le in areas other than [the specified area], while Figure 5 In the middle, at pedestrian crossing AP In areas outside of these zones, appropriate limit values ​​L are also set based on a specified time. Here, the specified time refers to... Figure 5 The example shown illustrates the situation from which vehicle V will move to pedestrian crossing A. P The value obtained by dividing the distance from vehicle V by the speed of vehicle V, or the distance from vehicle V to pedestrian crossing A. P The distance divided by the speed of the vehicle V and the distance to the pedestrian crossing A P The value obtained by the difference between the set speed limit value L and the actual speed limit value. Within driving area A. V The internally set limit value L is set to the minimum of the limit value L based on the risk prediction value R and the limit value L based on the specified time.

[0076] Figure 5 The limit setting section 44 illustrates, for example, the situation where vehicle V and pedestrian crossing A are within a specified time. P Between the set ratio Figure 4A The situation where the limit value Le is smaller than the limit value Lc.

[0077] Although Figure 5 Speed ​​Planning Department 45's processing is basically the same as Figure 4A The same, but an example is shown where vehicle V meets pedestrian crossing A. P A ratio was set between them. Figure 4A The limit value Le is set to be smaller than the limit value Lc, so that it is smaller than the limit value Le. Figure 4A The situation where the deceleration begins at a more forward position or at an earlier time.

[0078] Therefore, the limit setting unit 44 not only considers the risk prediction value R calculated by the information processing unit 42, but also considers the specified time to set the limit value L, thereby generating a limit that inhibits the vehicle V from approaching the pedestrian crossing A. P The target speed T, which provides a high level of reassurance and safety for the passengers and pedestrians P of vehicle V, is [speed and acceleration]. V .

[0079] [Example 3]

[0080] Next, use Figure 6 The driving trajectory planning unit 4 of Embodiment 3 of the present invention will be described. Furthermore, the commonalities with Embodiment 1 will be omitted from the description.

[0081] Figure 6 An example is shown where there is a pedestrian crossing A. P Pedestrian Pa and places to cross the no-crosswalk A P The diagram illustrates the handling of pedestrian Pb traveling on a straight section of the road. Additionally, time t1 in the diagram represents pedestrian Pa crossing crosswalk A. P Pedestrian Pb begins crossing the deserted crosswalk at point A.P the time t2 is the time when the pedestrian Pa completes crossing the pedestrian crossing A P the time t3 is the time when the pedestrian Pb completes crossing the place without a pedestrian crossing A P the time t3 is the time when the pedestrian Pb completes crossing the place without a pedestrian crossing A P the time t3 is the time when the pedestrian Pb completes crossing the place without a pedestrian crossing A

[0082] It is needless to say that the progress of the pedestrian Pa is restricted on the pedestrian crossing A P On the contrary, the pedestrian Pb is crossing the road at an arbitrary position and in an arbitrary direction, and thus it can be said that the degree of freedom of the direction D of the progress of the pedestrian Pb is higher than that of the pedestrian Pa.

[0083] Therefore, the restriction value setting section 44 of the present embodiment takes into account that the direction Db of the progress of the pedestrian Pb crossing the place without a pedestrian crossing A P is more difficult than the pedestrian Pa crossing the pedestrian crossing A P , and sets the restriction value La in a range larger than that of the pedestrian Pa crossing the pedestrian crossing A P . In addition, regarding the restriction value L set for the pedestrian Pb crossing the place without a pedestrian crossing A P , the minimum restriction value La is set at the time tl when the direction Db of the progress of the pedestrian Pb intersects with the travel path W of the host vehicle V as with the pedestrian Pa crossing the pedestrian crossing A P , but after the time t2 when the direction Db of the progress of the pedestrian Pb does not intersect with the travel path W of the host vehicle V, it is the place without a pedestrian crossing A P , and thus the restriction value L in the direction opposite to the direction Db of the progress of the pedestrian Pb is gradually increased even if the pedestrian Pb is crossing.

[0084] Thus, the restriction value setting section 44 can generate the target speed T V with higher comfort after the sharp change of the target speed caused in the case where the direction and speed of the progress of the pedestrian Pb crossing the place without a pedestrian crossing A P are sharply changed, by making the range of the restriction value L set for the pedestrian Pb crossing the place without a pedestrian crossing A P larger than that of the pedestrian Pa crossing the pedestrian crossing A P .

[0085] [Embodiment 4]

[0086] Next, the travel trajectory planning unit 4 of Embodiment 4 of the present application will be described using Figure 7 . In addition, regarding the common points with Embodiment 3, repeated description will be omitted.

[0087] Figure 7 theFigure 6 The same is shown in the case where the straight line section of travel of the pedestrian Pa crossing the pedestrian crossing A P and the pedestrian Pb crossing the place A P ' where there is no pedestrian crossing is present.

[0088] Figure 7 The limit value L set on the basis of the distance between the plurality of regions of the limit value L set for each moving body and the threshold value of the distance is shown in the travel region A V . The plurality of regions of the limit value L are regions represented by the pedestrian crossing A Figure 7 and the place A P ' where there is no pedestrian crossing, which are shown in the example in the region A P . The threshold value is set on the basis of the magnitude of the limit values La to Le and the like.

[0089] The limit value setting section 44 also sets the corresponding limit value L between the regions represented by the pedestrian crossing A P and the place A P ' where there is no pedestrian crossing, in the case where the distance between the regions is equal to or less than the threshold value. The limit value L set between the regions is set to a value obtained by linearly interpolating the limit values L set in the regions sandwiching the region.

[0090] Thus, the limit value setting section 44 sets the limit value L between the regions in the case where the distance between the plurality of regions of the limit value L set for each moving body is equal to or less than the threshold value, and thereby can generate the target speed T V with higher comfort that suppresses acceleration and deceleration after the distance between the regions is short.

[0091] [Embodiment 5]

[0092] Figure 8 The flowchart of the travel trajectory planning unit 4 shown in FIG. 10 is new added with a step S7 between the step S1 and the step S2 of the flowchart shown in FIG. 9. Figure 3 In the step S7, the travel trajectory planning unit 4 judges whether or not to calculate the travel trajectory, for example, on the basis of a flag generated by a controller higher than the travel trajectory planning unit 4 such as the operation management unit 3. In the case where the flag is a prohibition processing (Yes), the processing is ended without generating the travel trajectory. On the other hand, in the case where the flag is an allowance processing (No), the step S2 and the subsequent processing shown in FIG. 9 are performed, the desired limit value L is set, and the travel trajectory is generated.

[0093] Figure 3

[0094] ​​Thus, the travel trajectory planning unit 4 generates the target trajectory in the case where the flag output from the upper controller indicates the permission processing, and does not generate the target trajectory in the case where the flag indicates the prohibition processing, thereby, for example, when the control device detects an abnormality of the sensor, the system, the generation processing of the target trajectory that places importance on the safety and the comfort is prohibited, the vehicle motion control that places importance on the avoidance performance is shifted to, and collision with the obstacle and the like is avoided, and the safety can be improved.

[0095] Further, the present application is not limited to the above-described embodiments, and various modifications or combinations with other structures can be made within the scope of the gist thereof. Further, the present application is not limited to the case where all the structures described in the above-described embodiments are provided, and includes the case where part of the structures is deleted, part of other structures is added, or part of other structures is substituted.

[0096] Explanation of Reference Numerals

[0097] 1 Vehicle-mounted System

[0098] 2 Vehicle Motion Control Device

[0099] 3 Operation Management Unit

[0100] 4 Travel Trajectory Planning Unit

[0101] 41 Information Acquisition Section

[0102] 42 Information Processing Section

[0103] 43 Travel Path Generation Section

[0104] 44 Limit Value Setting Section

[0105] 45 Speed Planning Section

[0106] 46 Information Output Section

[0107] 5 Travel Control Unit

[0108] 6 Power Transmission System

[0109] 7 Brake System

[0110] 8 Steering System

[0111] 11 Outside-vehicle Communication Device

[0112] 12 GNSS

[0113] 13 Map Information Storage Section

[0114] 14 Sensor

[0115] 15 HMI Unit

[0116] V Own Vehicle

[0117] A V Travel area

[0118] W Travel path of own vehicle

[0119] P Pedestrian

[0120] A P Crosswalk

[0121] A P Place of non-crosswalk

[0122] D Direction of travel of pedestrian

[0123] R Risk prediction value

[0124] L Limit value

Claims

1. A vehicle motion control device, characterized in that, include: Information acquisition unit, which acquires external information about the vehicle; An information processing unit that, based on the external information, calculates information related to moving objects around the vehicle and the collision risk between the vehicle and the moving objects. A driving path generation unit generates a driving path for the vehicle based on the external information. The limit setting unit sets limit values ​​for physical quantities related to the motion of the vehicle within a region including the travel path, based on the collision risk, the position, direction of travel, and speed of the moving body relative to the travel path. as well as A speed planning unit that, when the vehicle is traveling on the driving path, generates a target speed for the vehicle such that the physical quantity generated by the vehicle is below the limit value.

2. The vehicle motion control device as described in claim 1, characterized in that, The limit setting unit sets a limit value within a region containing the environmental elements based on the position, direction of travel, and speed of the moving body relative to environmental elements present on the vehicle's travel path.

3. The vehicle motion control device as described in claim 1, characterized in that, The limit setting unit updates the limit values ​​around the position of the mobile body or the area where the mobile body is presumed to be traveling, based on the position, direction of travel, and speed of the mobile body relative to the travel path.

4. The vehicle motion control device as described in claim 2, characterized in that, The limit setting unit updates the limit values ​​around the position of the mobile body or the area where the mobile body is presumed to be traveling, based on the position, direction of travel, and speed of the mobile body relative to the environmental elements.

5. The vehicle motion control device as described in claim 1, characterized in that, The limit setting unit sets the limit value based on a specified time.

6. The vehicle motion control device as described in claim 1, characterized in that, In the limit setting unit, the greater the degree of freedom for at least one of the position, direction of travel, and speed of the moving body, the larger the area for setting the limit value.

7. The vehicle motion control device as described in claim 1, characterized in that, When multiple moving bodies exist, the limit setting unit sets a limit value for each moving body in multiple regions. When the distance between the multiple regions where the limit value is set is below a threshold, the limit setting unit sets a limit value between the multiple regions.

8. The vehicle motion control device as described in claim 1, characterized in that, The limiting values ​​are the acceleration and jerk of the vehicle in the forward and backward directions on the acceleration and deceleration sides, and the lateral acceleration and jerk of the vehicle.

9. The vehicle motion control device as described in claim 1, characterized in that, The limit setting unit sets the limit value based on the mass, size, configuration, permissible physical quantity, and limits of physical quantities related to the vehicle's motion performance of the passengers or cargo.

10. The vehicle motion control device as described in claim 1, characterized in that, If the flag output from the host controller indicates that processing is allowed, the target speed is generated. If the flag output from the host controller is set to disable processing, the target speed will not be generated.

11. A vehicle motion control method, which is a vehicle motion control method executed by a computing device, characterized in that, include: Information acquisition steps for obtaining external information about this vehicle; Information processing steps that calculate information related to the collision risk between the vehicle and the moving objects around the vehicle, based on the external information; A driving path generation step, which generates the driving path of the vehicle based on the external information; a limit value setting step, which sets limit values ​​for physical quantities related to the motion of the vehicle within the area containing the driving path, based on the collision risk, the position, direction of travel, and speed of the moving body relative to the driving path; and a limit value setting step. When the vehicle is traveling on the driving path, a speed planning step is generated to make the target speed of the vehicle below the limit value.

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