VEHICLE MOTION CONTROL DEVICE AND VEHICLE MOTION CONTROL METHOD

Abstract

A vehicle motion control device is provided, capable of generating a target speed using a limit value determined based on a moving object or environmental element around the vehicle. The vehicle motion control device comprises: an information acquisition section that acquires information about the external environment of the vehicle; an information processing section that calculates information regarding a moving object around the vehicle and the risk of collision between the vehicle and the moving object based on the information about the external environment; and a route generation section that generates a route for the vehicle based on the information about the external environment.a limit setting section that sets a limit value of a physical quantity relating to the movement of the own vehicle for an area containing the route, based on the collision risk and the position, direction of travel and speed of the moving object in relation to the route; and a speed planning section that generates a target speed of the own vehicle at which the physical quantity generated in the own vehicle when the own vehicle travels on the route is equal to or less than the limit value.

Description

Technical field

[0001] The present invention relates to a vehicle motion control device and a vehicle motion control method for controlling the movement of a vehicle according to an environment. State of the art

[0002] As a type of vehicle motion control technology, typical of driver assistance and automated driving, a technique is known that generates a route containing information such as the vehicle's destination and speed, and controls the powertrain, brakes, steering, and the like, so that the vehicle travels along this route. The simplest example of speed control is a speed maintenance control system for maintaining a set speed.

[0003] Furthermore, PTL 1, as a more advanced vehicle speed control, discloses, for example, a speed control method for performing a driver assistance with less discomfort for a driver by controlling the speed of the own vehicle based on the density of hazards (objects) in the direction of travel of the own vehicle when the own vehicle passes near a large number of the hazards (objects).

[0004] Furthermore, paragraph 0017 of PTL 1 describes a specific speed control procedure as follows: “In a case where a driver assistance device 1 detects a hazard in front of the vehicle, the driver assistance device 1 calculates an upper limit for the passing speed at which the vehicle passes the hazard. The upper limit for the passing speed is an upper limit for the speed control of the vehicle when passing the hazard. The driver assistance device 1 calculates the upper limit for the passing speed based on the type of hazard (pedestrian, bicycle, quadricycle, structural object, and the like), the relative speed, the direction of travel, and the like.” List of patent literature

[0005] PTL 1: JP 2012-240659 A Summary of the invention: Technical problem

[0006] However, the PTL 1 speed control procedure sets the upper limit of the vehicle's passing speed only based on the type of hazard (pedestrian, bicycle, quadricycle, structural object, etc.), the relative speed, the direction of movement, and similar factors. Thus, for example, in a case where a pedestrian crossing a crosswalk is identified as a hazard, the speed control procedure results in a traffic violation, namely that the vehicle passes through the crosswalk where the pedestrian is walking, even though the speed is within the upper limit of the passing speed set based on the relative speed and the direction of movement of the pedestrian.

[0007] Furthermore, if speed control is implemented that can interfere with the pedestrian's crossing, not only will the pedestrian, who is assumed to be temporarily stopping before the pedestrian crossing, be surprised, but there is also, for example, in a case where a pedestrian is at the pedestrian crossing after a right or left turn, if the pedestrian who was walking suddenly starts running, or if the pedestrian who has realized that they cannot cross the pedestrian crossing suddenly changes direction and returns to the original sidewalk due to circumstances such as the pedestrian traffic light flashing green, there is a possibility that the vehicle will suddenly decelerate or steer to avoid a collision with the pedestrian who has taken an unexpected action, so that not only the pedestrian,but also the occupant of the vehicle feels a danger.

[0008] In view of this, an objective of the present invention is to provide a vehicle motion control device and a vehicle motion control method that generate a target speed of the vehicle using a limit value determined on the basis of a moving object and an environmental element around the vehicle, in order to ensure the safety and comfort of the moving object and an occupant in a case where both the environmental element, such as a pedestrian crossing and a sign, and the moving object, such as a pedestrian and a bicycle, are detected. Solution to the problem

[0009] A vehicle motion control device comprises: an information acquisition section that acquires information about the external environment of the vehicle; an information processing section that calculates information about a moving object around the vehicle and a collision risk between the vehicle and the moving object based on the information about the external environment; a route generation section that generates a route for the vehicle based on the information about the external environment; a limit setting section that sets a limit value for a physical quantity relating to the movement of the vehicle for an area containing the route, based on the collision risk and the position, direction of travel, and speed of the moving object relative to the route;and a speed planning section that generates a target speed for the own vehicle, at which the physical quantity generated in the own vehicle when the own vehicle travels on the route is equal to or less than the limit value. Advantageous effects of the invention

[0010] According to the present invention, in a case where both an environmental element in the form of a crosswalk or a sign and a moving object in the form of a pedestrian or a bicycle are detected, a target speed of the vehicle can be generated using a limit value that is determined on the basis of the moving object and the environmental element around the vehicle. Brief description of the drawings

[0011] They show: Fig. 1 a functional block diagram of a vehicle-internal system according to a first embodiment, Fig. 2 a functional block diagram of a route planning unit according to the first embodiment, Fig. 3 a flowchart showing an overview of the processing of the route planning unit according to the first embodiment, Fig. 4A a processing example of functional blocks of the route planning unit according to the first embodiment, Fig. 4B a modification example of the processing of the functional blocks of the route planning unit according to the first embodiment, Fig. 5. A processing example of functional blocks of a route planning unit according to a second embodiment, Fig. 6. A processing example of functional blocks of a route planning unit according to a third embodiment, Fig. 7 a processing example of functional blocks of a route planning unit according to a fourth embodiment and Fig. 8 a flowchart showing an overview of the processing of a route planning unit according to a fifth embodiment. Description of embodiments

[0012] In the following, embodiments of the present invention are described with reference to the drawings. The following description and the drawings serve as an exemplary description of the present invention, and for the sake of clarity, suitable omissions and simplifications have been made.

[0013] The present invention can be implemented in various other forms. Unless otherwise specified, each component can be present singly or in multiples.

[0014] The positions, sizes, shapes, areas, and the like of the components shown in the drawings are provided for the purpose of facilitating understanding of the invention and may not represent actual positions, sizes, shapes, areas, and the like. Therefore, the present invention is not necessarily limited to the positions, sizes, shapes, areas, and the like shown in the drawings. [First embodiment]

[0015] First, a vehicle motion control device 2 according to a first embodiment of the present invention is described with reference to the Fig. 1 to 4B described. <Funktionsblockdiagramm des fahrzeuginternen Systems 1>

[0016] Fig. Figure 1 is a functional block diagram of an in-vehicle system 1, which includes the vehicle motion control device 2 according to the present embodiment. The in-vehicle system 1 is a system mounted on the vehicle V itself and performs vehicle motion control in the manner of driver assistance and automated driving. The in-vehicle system 1 comprises an external communication device 11, a GNSS (Global Navigation Satellite System) 12, a map information storage section 13, a sensor 14, an HMI (Human-Machine Interface) unit 15, a vehicle motion control device 2, a powertrain system 6, a braking system 7, and a steering system 8. Furthermore, the vehicle motion control device 2 comprises an operations management unit 3, a route planning unit 4, and a driving control unit 5. <Informationsquellengruppe der Fahrzeugbewegungs-Steuervorrichtung 2>

[0017] The vehicle-external communication device 11 performs vehicle-to-vehicle communication between the vehicle's own vehicle V and another vehicle or road-to-vehicle communication between the vehicle's own vehicle V and a roadside device by means of wireless communication and sends and receives information about a vehicle, an environment and the like, as well as cloud information.

[0018] The GNSS 12 receives radio waves transmitted by an artificial satellite in the form of a quasi-zenithal satellite or a GPS (Global Positioning System) satellite, and captures information such as the position of the vehicle V.

[0019] The map information storage section 13 stores general road information used in a navigation system or the like, road information including information regarding a curve such as the width or curvature of a road, information such as road surface conditions or traffic conditions, and information about a vehicle, its surroundings, and the like, which is information about the driving state of another vehicle. It should be noted that the information about a vehicle, its surroundings, and the like, and the cloud information are sequentially updated by information acquired through vehicle-to-vehicle communication or road-to-vehicle communication via the vehicle-external communication device 11.

[0020] Sensor 14, for example, is an external environment detection sensor that acquires information about a vehicle, its surroundings, and the like, similar to an image sensor, millimeter-wave radar, or LiDAR sensor. It is a sensor that acquires information such as driver input, speed, acceleration, jerk, vehicle angular velocity, and wheel steering angle. The information about the vehicle, its surroundings, and the like that acquired by the external environment detection sensor in Sensor 14 includes, for example, information about various objects such as obstacles, signs, lane markings, road edges, buildings, pedestrians, bicycles, and other vehicles present around the vehicle V.It should be noted that the sign, which is a type of environmental element, is, for example, a "Bicycle Street" sign. Furthermore, sensor 14 detects, for example, a lane boundary line, a lane outer line, and the like based on a difference in luminance between a white line and a road surface using image data captured by the image sensor.

[0021] The HMI unit 15 displays information required by a user on a screen. This information is derived from user input, such as selecting a driving mode or specifying a destination, from the vehicle's external communication device 11, the GNSS 12, and the sensor 14, and from information recorded in the map information storage section 13. It also provides voice prompts through a loudspeaker. Additionally, the HMI unit 15 generates an alarm to alert the user. <Fahrzeugbewegungs-Steuervorrichtung 2>

[0022] The vehicle motion control device 2 is an ECU (electronic control unit) comprising hardware of a computing device such as a CPU (central processing unit), a main memory device such as a semiconductor memory, an auxiliary memory device, a communication device, and the like, and integrally controls the vehicle. It performs various functions of the operations management unit 3 and the like by executing a program that is loaded into the main memory device by the computing device. It should be noted that, according to the present embodiment, for the sake of simplicity of description, the operations management unit 3, the route planning unit 4, and the vehicle control unit 5 have separate configurations, but they do not necessarily have separate configurations.In a case where these units are used for an actual vehicle, various functions of these units can be implemented by a higher-level control unit.

[0023] Examples of the vehicle's driving mode, controlled by the vehicle motion control unit 2, include a comfort mode, an economy mode, a sport mode, a shortest-time mode to minimize travel time, and a shortest-distance mode to minimize travel distance. Such a driving mode is freely selected by the user, pre-selected by the user, or determined by the operational management unit 3 based on driving status information. The vehicle motion control unit 2 then sets the speed, acceleration, jerk of the vehicle's own V, and the speed, distance, and other parameters between the vehicle's own V and the vehicle traveling ahead of it. <Betriebsverwaltungseinheit 3>

[0024] Based on the information acquired by the vehicle-external communication device 11, the GNSS 12 and the sensor 14, and the map information recorded in the map information storage section 13, the operational management unit 3 generates information regarding the behavior of the vehicle in the form of position information of the vehicle V, information about various objects that are present around the vehicle V (information such as the position and speed of the vehicle, the environment and the like), longitudinal acceleration, longitudinal jerk, lateral acceleration, yaw rate and lateral jerk.

[0025] Furthermore, the operations management unit 3 periodically transmits the generated position information of its own vehicle V, information about various objects, and information regarding the vehicle's behavior via the vehicle-external communication device 11 to other vehicles and roadside devices, and simultaneously also sends the generated information to the map information storage section 13. The map information storage section 13 sequentially updates the stored map information based on the acquired position information of its own vehicle V, the information about various objects, and the information regarding the vehicle's behavior.

[0026] Furthermore, the Operations Management Unit 3 determines route information from the vehicle's current position to a destination based on the vehicle's own position information V, information about various objects, information regarding the vehicle's behavior, and information (such as a driving mode or destination) acquired by the HMI Unit 15. The route information is displayed as a map, as described later, and is used to determine the vehicle's trajectory. The information generated or determined by Operations Management Unit 3 is described below as trip status information. <Fahrsteuereinheit 5>

[0027] The driving control unit 5 sets a target driving force, a target braking force, a target steering angle and the like in such a way that the vehicle drives in such a way that it follows the route output from the route planning unit 4, and controls the drive train system 6, the braking system 7 and the steering system 8. <Steuerzielgruppe der Fahrzeugbewegungs-Steuervorrichtung 2>

[0028] The powertrain system 6 controls the drive force generated by an internal combustion engine, an electric motor or the like, based on an action by the driver or a target drive force output from the vehicle control unit 5.

[0029] The braking system 7 controls the braking force generated by a brake caliper or the like, based on an actuation by the driver or a target braking force output from the driving control unit 5.

[0030] The steering system 8 controls the steering angle of a wheel based on an action by the driver or a target steering angle output from the vehicle control unit 5. <Fahrtweg-Planungseinheit 4>

[0031] As in Fig. As shown in Figure 2, the route planning unit 4 comprises an information acquisition section 41, an information processing section 42, a route generation section 43, a limit setting section 44, a speed planning section 45, and an information output section 46. The processing in each unit is described below with reference to the flowchart of Fig. 3 described.

[0032] First, in step S1, the information acquisition section 41 receives information about the external environment relating to the environment of its own vehicle V from the operations management unit 3.

[0033] Then, in step S2, the information processing section 42 calculates risk prediction information (risk prediction value R) taking into account the position, direction of travel and speed of a moving object (pedestrian P, bicycle, other vehicle and the like) and an environmental element (a pedestrian crossing, a sign or the like) in relation to the vehicle V itself, based on the information about the external environment acquired in step S1.

[0034] In step S3, the route generation section 43 calculates a route W for the own vehicle V based on the information about the external environment recorded in step S1 and the risk prediction information calculated in step S2.

[0035] In step S4, the limit value determination section 44 sets a limit value L of a physical quantity (for example, an acceleration or a jerk in the front-back direction or the lateral direction) that relates to the movement of the own vehicle V, for a driving area A V , which has the route W generated in step S3, is determined based on the information about the external environment collected in step S1 and the risk prediction information calculated in step S2. It should be noted that the driving area A V an area in which the own vehicle V can drive, which is determined on the basis of the direction of travel of the own vehicle V or of environmental elements in the form of a lane boundary line.

[0036] The limit value L defined here is based on the mass, size, arrangement, and permissible physical size of an occupant and any cargo of the vehicle V, as well as the limit of the physical size with respect to the vehicle's own performance V. This is because, even if the information about the external environment, risk prediction information, and the like are equivalent, if various conditions influencing the braking performance of the vehicle V differ, then the target speed T will also differ. V for appropriately controlling the movement of one's own vehicle V and the like are different.

[0037] In step S5, the speed planning section 45 generates the target speed T. V , if the own vehicle V travels on route W, based on the route W generated in step S3 and the limit value L set in step S4.

[0038] In step S6, the information output section 46 provides information about the route of the own vehicle V, which is the route W generated in step S3 and the target speed T generated in step S5. V include, to the vehicle control unit 5. This allows the vehicle control unit 5 to drive its own vehicle V at a suitable target speed T. V control is based on a relationship with the moving object and the environmental element around the vehicle. <Verarbeitungsbeispiel der Fahrtweg-Planungseinheit 4>

[0039] Here, with reference to the Fig. 4A and Fig. 4B Processes of steps S2 to S5 (in particular a procedure for calculating the risk prediction value R by the information processing section 42, a procedure for setting the limit value L by the limit value setting section 44 and a procedure for generating the target velocity T) Vdescribed in speed planning section 45) in a situation where a pedestrian crossing A P on the route W of the own vehicle V there is a pedestrian P who is about to cross the pedestrian crossing A P to cross. <<Erstes Beispiel (FIG. 4A)> >

[0040] Fig. Figure 4A shows changes over time in the risk prediction value R, the limit value L, and the target speed T. V with reference to the position of the own vehicle V in a situation in which the own vehicle V is traveling on a direct route and the pedestrian P is about to cross the pedestrian crossing A P to cross in front of him. It should be noted that a time t1 in the diagram is the time immediately before pedestrian P begins to cross the pedestrian crossing A. P to cross, a time t2 is a time at which the pedestrian P crosses the pedestrian crossing A Pcrossed, and a time t3 is a time at which the pedestrian P completes the crossing of the pedestrian crossing A P has ended. Furthermore, a direction of travel D is a direction in which the pedestrian P moves at all times.

[0041] Under this environment, information processing section 42 updates the risk prediction value R on the driving area A. V The vehicle V's own vehicle is sequentially determined based on information about the external environment, which is sequentially acquired by the information acquisition section 41. According to the present embodiment, the risk prediction value R is obtained by calculating the position, direction of travel D, and speed of the pedestrian P as information about the external environment and consists of risk prediction values ​​Ra, Rb, Rc, Rd, and Re in descending order of risk.

[0042] In principle, the risk prediction value R according to the present embodiment is set such that it increases when the vehicle approaches a moving object or when the speed of the moving object is higher in the direction of travel of the moving object. Thus, in a case where the pedestrian P is running and crossing the pedestrian crossing A P crossed, the risk prediction values ​​Ra, Rb, Rc, Rd and Re in order from an area closer to pedestrian P on the travel area A V at pedestrian crossing A P calculated, and the lowest risk prediction value Re is calculated for driving area A V outside pedestrian crossing A Pcalculated, which deviates from the direction of travel D. It should be noted that the risk prediction value R, which is calculated in a direction opposite to the direction of travel D of pedestrian P at time t3, is calculated taking into account the possibility that the direction of travel D of pedestrian P is reversed and the direction of travel is the opposite direction.

[0043] Limit value determination section 44 sets a limit value L based on the risk prediction value R in the navigation area A V firmly.

[0044] The limit values ​​L in the present embodiment are limit values ​​La, Lb, Lc, Ld and Le in ascending order. Fig. 4A will be the smallest limit value La for the entire area of ​​pedestrian crossing A PThe threshold L, which corresponds to the value of the risk prediction value R, is set at time t1 and time t2 before pedestrian P finishes crossing, so as not to disturb pedestrian P's crossing process, and is updated for pedestrian crossing A. P The limit is set at time t3 when pedestrian P finishes crossing. Additionally, the maximum limit Le is set at any given time for an area other than pedestrian crossing A. P This concerns... Furthermore, the limit value L, which applies to travel area A... VThe limit L is also fixed unchanged for the route W of the vehicle V. It should be noted that the limit L is not a single limit, and if the physical quantity used as the control target is the speed V of the vehicle, the acceleration and jerk in the front-to-back direction, and the acceleration and jerk in the lateral direction, a limit is provided for each physical quantity. It should be noted that a speed limit corresponding to the smallest limit La is desirablely set to 0, so that the vehicle V passes the pedestrian crossing A before reaching it. P , on which the pedestrian is crossing, can stop.

[0045] The speed planning section 45 generates a suitable target speed T. V and target acceleration T Abased on the limit value L, which was set by limit value determination section 44 for route W. Thus, if the speed limit, which corresponds to the smallest limit value La, is 0, the target speed T V and the target acceleration T A generated in such a way that the vehicle V moves gently in front of the pedestrian crossing A P stops, so that the own vehicle V travels at the target speed T V and the target acceleration T A a gentle stop is made. Therefore, not only is the crossing process of pedestrian P not obstructed, nor does pedestrian P feel any danger, but the comfort of the occupant of the vehicle V is also not impaired.

[0046] As described above, the smallest limit value L is determined for the entire area of ​​the pedestrian crossing A. Pdetermined on the basis of the risk prediction value R calculated by Information Processing Section 42 or the like in a case where there is a pedestrian P about to cross pedestrian crossing A P to cross, whereby the limit value determination section 44 sets the target speed T V can generate a high level of safety and comfort, where the vehicle V remains within the limit value before pedestrian crossing A P stops. Furthermore, by setting the limit value L in the direction opposite to the direction of travel D of pedestrian P, taking into account the reversal of the direction of travel D of pedestrian P, the target speed T can be determined. V high comfort is achieved while suppressing a sudden change in the target speed, which would occur if the reversal were not taken into account. <<Zweites Beispiel (FIG. 4B)> >

[0047] Fig. Figure 4B shows changes over time in the risk prediction value R, the limit value L, and the target speed T. V with reference to the position of one's own vehicle V in a situation in which one's own vehicle V is about to turn left at an intersection, and the pedestrian P is about to cross the pedestrian crossing A P to cross before turning left. It should be noted that processes of information gathering section 41 and the like in Fig. 4B with those in Fig. 4A are common. Even in such a situation, the target speed T V using the Fig. 4A-like processes are generated.

[0048] In the vehicle motion control device 2 according to the present embodiment, it is possible to set a suitable target speed T. Vto define the different situations such as turning right at an intersection and changing lanes, as well as situations on a straight road in Fig. 4A and the left turn at the intersection in Fig. 4B corresponds. For example, in a case where the detected environmental element is a "bicycle street", if a bicycle (moving object) traveling on the bicycle street is detected, a suitable target speed T can be set around the bicycle street by defining a suitable risk prediction value R. V based on the risk prediction value R, the vehicle can pass the bicycle traveling on the bicycle road at a safe speed.

[0049] As described above, according to the present embodiment, in a case where both an environmental element such as a crosswalk or sign and a moving object such as a pedestrian or bicycle are detected, a suitable target speed of the vehicle can be generated using a limit value that is determined on the basis of the moving object and the environmental element around the vehicle. [Second embodiment]

[0050] Next, a route planning unit 4 according to a second embodiment of the present invention is described with reference to Fig. 5 described. It should be noted that a repeated description of similarities with the first embodiment is omitted.

[0051] Fig. Figure 5 shows the processing under a situation where the vehicle is driving on a straight road, where, as in Fig. 4A of the first embodiment, a pedestrian crossing A P A pedestrian crossing is present. The highest limit value Le is set in an area that is not pedestrian crossing A. P in Fig. 4A is involved, in Fig. However, 5 is also a suitable limit value L based on a predetermined time in an area that is not pedestrian crossing A. P This is about the predetermined time in the Fig. In the situation shown in section 5, a value is obtained by dividing the distance between the vehicle V and the pedestrian crossing A. P obtained by the speed of the vehicle V, or a value obtained by dividing the distance between the vehicle V and the pedestrian crossing A P the difference between the speed of the vehicle itself V and the speed limit L for the pedestrian crossing A Pis determined, will be received. As in travel area A V Given a defined limit value L, the minimum of the limit value L is determined based on the risk prediction value R and the limit value L is determined based on a predetermined time.

[0052] The limit value determination section 44 in Fig. Figure 5 illustrates a situation where a limit Lc, which is smaller than the one in Fig. 4A, the specified limit value Le is based on the predetermined time between the vehicle's own vehicle V and the pedestrian crossing A. P is determined.

[0053] The processing of speed planning section 45 in Fig. 5 is essentially the same as the one in Fig. 4A, but Fig. Figure 5 illustrates a situation where the limit Lc, which is smaller than the limit in Fig. 4A, the specified limit Le is between the vehicle V and the pedestrian crossing A. Pis fixed so that the delay is initiated at a time prior to that in Fig. 4A is located there.

[0054] As described above, the limit setting section 44 sets the limit L in addition to the risk prediction value R, which is calculated by the information processing section 42, taking into account the predetermined time, so that it is possible to determine the target speed T. V to generate a high sense of security and high safety for the occupant of the vehicle V and the pedestrian P, whereby the speed and acceleration with which the vehicle V approaches the pedestrian crossing A P approaching, being reduced. [Third embodiment]

[0055] Next, a route planning unit 4 according to a third embodiment of the present invention is described with reference to Fig. 6 described. It should be noted that a repeated description of similarities with the first embodiment is omitted.

[0056] Fig. Figure 6 shows the processing in a situation where a vehicle is driving on a straight road where a pedestrian Pa is crossing a pedestrian crossing A P crossed, and a pedestrian Pb, who is at a place A P 'without crossing a pedestrian crossing, are present. It should be noted that in the drawing, time t1 is the time immediately before pedestrian Pa crosses pedestrian crossing A. P crossed and pedestrian Pb begins to reach place A P 'without crossing a pedestrian crossing, a time t2 is a time at which the pedestrian Pa completes the crossing of the pedestrian crossing A P has ended and the pedestrian Pb has reached location A P ' without crossing a pedestrian crossing, and a time t3 is a time at which the pedestrian Pb crosses location A P' without a pedestrian crossing.

[0057] Naturally, pedestrian Pa is restricted to using pedestrian crossing A. P to walk, whereas pedestrian Pb crosses the street at any point in any direction. Therefore, it can be said that the degree of freedom of pedestrian Pb in the direction of travel D is higher than the degree of freedom of pedestrian Pa.

[0058] Therefore, according to the present embodiment, the limit value determination section 44 sets the limit value La taking into account the fact that the prediction of a direction of travel Db of the pedestrian Pb, who is at location A P 'crossing without a pedestrian crossing is more difficult than predicting the pedestrian Pa who uses pedestrian crossing A P crossed, fixed in an area wider than pedestrian Pa, which is crossing pedestrian crossing A Pcrossed. Furthermore, regarding the limit value L, which is set for the pedestrian Pb who is about to cross point A, P 'without crossing a pedestrian crossing, the smallest limit La is similar to that of pedestrian Pa, who uses pedestrian crossing A P crossed, determined at time t1 when the direction of travel Db of the pedestrian Pb and the route W of the own vehicle V intersect, but after time t2 when the direction of travel Db of the pedestrian Pb and the route W of the own vehicle V do not intersect, due to the location A P 'Without a pedestrian crossing, the limit value L in the direction opposite to the direction of travel Db of the pedestrian Pb gradually increases even during the crossing.

[0059] As described above, limit value determination section 44 defines the range of the limit value L that is set for the pedestrian Pb who is at location A P'crossed without a pedestrian crossing, so firmly that it is larger than the one for pedestrian Pa, who uses pedestrian crossing A P crossed, so that it is possible to achieve the target speed T V to generate with high comfort while suppressing the sudden change in the target speed that occurs in a case where the direction of travel or the speed of the pedestrian Pb, who is at location A, changes P 'without crossing at a pedestrian crossing, suddenly changes. [Fourth embodiment]

[0060] Next, a route planning unit 4 according to a fourth embodiment of the present invention is described with reference to Fig. 7 described. It should be noted that a repeated description of similarities with the third embodiment is omitted.

[0061] As in Fig. 6 of the third embodiment shows Fig. 7. The processing in a situation where a vehicle is traveling on a straight road where the pedestrian Pa, who is crossing at pedestrian crossing A P crossed, and the pedestrian Pb, who was at place A P ' without crossing at a pedestrian crossing, are present.

[0062] Fig. 7 shows a limit value L, which is located in the driving area A V based on a distance between a multitude of threshold areas L, which is defined for each moving object, and a distance threshold. The multitude of threshold areas L are areas defined by the pedestrian crossing A. P and the location A P ' without a pedestrian crossing indicated, which are in Fig. Figure 7 is shown. The threshold is determined based on the values ​​of the limit values ​​La to Le.

[0063] In a case where the distance between the areas crossed by pedestrian crossing AP and the location A P If, without a pedestrian crossing specified, the threshold value is equal to or less than the threshold value, the threshold determination section 44 also specifies a corresponding threshold value L between the areas. The threshold value L specified between the areas is a value obtained by linearly interpolating threshold values ​​L specified in areas that enclose the areas.

[0064] As described above, in a case where the distance between the plurality of areas of the limit value L, which is set for each moving object, is equal to or less than the threshold, the limit value setting section 44 sets the limit value L between the areas such that the target velocity T V can be generated with a high level of comfort, in which the occurrence of acceleration / deceleration between areas with a small distance is suppressed. [Fifth embodiment]

[0065] The flowchart of a route planning unit 4, which is in Fig. As shown in Figure 8, this is achieved by adding a new step S7 between step S1 and step S2 of the diagram. Fig. 3 flowcharts are obtained.

[0066] In step S7, route planning unit 4 determines whether a route should be calculated or not, based on a warning signal generated by a control unit superior to route planning unit 4, such as operations management unit 3. If the warning signal indicates a processing prohibition (YES), processing is terminated, and the route is not generated. Conversely, if the warning signal indicates processing permission (NO), processing is carried out in step S2 and the subsequent steps described in Fig.3 are shown, and the desired limit value L is set and the travel path is generated.

[0067] As described above, the route planning unit 4 generates the target route if the warning signal issued by the higher-level control unit indicates permission to process it, and does not generate the target route if the warning signal indicates prohibition. Thus, for example, if the control device detects an anomaly in the sensor or system, route planning unit 4 prohibits the processing of target route generation with a focus on safety and comfort and switches to vehicle motion control with a focus on avoidance. This makes it possible to avoid a collision with an obstacle or similar hazard and improve safety.

[0068] It should be noted that the present invention is not limited to the embodiments described above and includes combinations of various modifications and other configurations within a scope that does not deviate from its basic concept. Furthermore, the present invention is not limited to those embodiments that have all the configurations described above and includes those in which part of one configuration is removed, part of another configuration is added, and part of another configuration is replaced. Reference symbol list 1 in-vehicle system 2 Vehicle movement control device 3 Operations Management Unit 4 Route planning unit 41 Information gathering section 42 Information Processing Section 43 Route generation section 44 Limit value determination section 45 Speed ​​planning section 46 Information output section 5 Driving control unit 6 Powertrain system 7 Braking system 8 Steering system 11. Vehicle-external communication device 12 GNSS 13 Map Information Storage Section 14 Sensor 15 HMI units V own vehicle A V area of ​​operation W Route of own vehicle P Pedestrians A P In-Street Ped Crossing A P 'Place without a pedestrian crossing' D Direction of travel of the pedestrian R risk predictor value L limit value QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2012-240659 A

[0005]

Claims

Vehicle motion control device comprising: an information acquisition section that acquires information about the external environment of the vehicle; an information processing section that calculates information about a moving object around the vehicle and a collision risk between the vehicle and the moving object based on the information about the external environment; a route generation section that generates a route for the vehicle based on the information about the external environment; a limit setting section that sets a limit value for a physical quantity relating to the movement of the vehicle for an area containing the route, based on the collision risk and the position, direction of travel, and speed of the moving object in relation to the route;and a speed planning section that generates a target speed for the own vehicle, at which the physical quantity generated in the own vehicle when the own vehicle travels on the route is equal to or less than the limit value. Vehicle motion control device according to claim 1, wherein the limit value setting section sets a limit value for an area having an environmental element, based on the position, direction of travel and speed of the moving object in relation to the environmental element present on the route of travel of the vehicle itself. Vehicle motion control device according to claim 1, wherein the limit setting section updates a limit value of an area around the position of the moving object or an area in which travel of the moving object is estimated, based on the position, direction of travel and speed of the moving object in relation to the route. Vehicle motion control device according to claim 2, wherein the limit setting section updates a limit value of an area around the position of the moving object or an area in which travel of the moving object is estimated, based on the position, direction of travel and speed of the moving object in relation to the environmental element. Vehicle motion control device according to claim 1, wherein the limit value setting section sets a limit value based on a predetermined time. Vehicle motion control device according to claim 1, wherein the limit-setting section enlarges an area for setting a limit when a degree of freedom increases with respect to at least one of a position, direction of travel and speed of the moving object. Vehicle motion control device according to claim 1, wherein the limit setting section, in a case where a plurality of moving objects are present, sets a limit for a plurality of areas for each of the moving objects, and, in a case where the distance between a plurality of areas is equal to or less than a threshold, sets a limit between the multiple areas in which the limit is set. Vehicle motion control device according to claim 1, wherein the limit value is an acceleration and a jerk on an acceleration side and a deceleration side in the front-to-rear direction of the vehicle and an acceleration and a jerk in the lateral direction of the vehicle. Vehicle motion control device according to claim 1, wherein the limit value determination section determines a limit value based on the mass, size, arrangement and permissible physical size of an occupant or cargo of the vehicle itself and a limit of a physical size relating to the motion performance of the vehicle itself. Vehicle motion control device according to claim 1, wherein the target speed is generated in a case where a warning signal issued from a higher-level control unit is a processing authorization, and the target speed is not generated in a case where the warning signal issued from the higher-level control unit is a processing prohibition. A vehicle motion control method executed by a computing device, wherein the vehicle motion control method comprises: an information acquisition step for acquiring information about the external environment of the vehicle; an information processing step for calculating information regarding a moving object around the vehicle and a collision risk between the vehicle and the moving object based on the information about the external environment; a route generation step for generating a route for the vehicle based on the information about the external environment;a limit-setting step of setting a limit value of a physical quantity relating to the movement of the own vehicle for an area containing the route, based on the collision risk and the position, direction of travel and speed of the moving object with respect to the route; and a speed planning step of generating a target speed of the own vehicle at which the physical quantity generated in the own vehicle when the own vehicle travels on the route is equal to or less than the limit value.

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