Vehicle motion control device

Abstract

To provide a vehicle motion control device capable of achieving generation of a trajectory plan on the basis of a plurality of limit values calculated on the basis of environment information in travel and travel information of an own vehicle.SOLUTION: A vehicle motion control device includes: an information acquisition unit that acquires a plurality of pieces of environment information regarding a peripheral environment of an own vehicle; a limit value setting unit that calculates a plurality of limit values regarding a physical amount related to a motion of the own vehicle on the basis of the plurality of pieces of environment information and sets a final limit value determined on the basis of the plurality of limit values to a map; and a trajectory planning unit that generates a travel trajectory of the own vehicle on the basis of the final limit value.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

[0002] As one type of vehicle motion control technology represented by driving assistance and autonomous driving, a technology is known in which a driving trajectory is generated that is composed of information such as a driving route and a driving speed that is a driving target of the vehicle, and the power train, brakes, steering, etc. are controlled so that the vehicle travels along the driving trajectory. For example, the simplest example of driving speed control is speed maintenance control that maintains a set driving speed.

[0003] As an example of an advanced driving speed control technology, the following Patent Document 1 discloses a trajectory planning method that provides comfort to passengers by driving the vehicle along a driving route within constraints based on a route design algorithm that uses nodes to take into account the driving time or driving distance used in planning the vehicle's trajectory, and selects the minimum cost route. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Special Publication No. 2019-510674 Summary of the Invention [Problem to be solved by the invention]

[0005] In the trajectory planning method described in Patent Document 1, the travel speed is determined based on a certain limit value set for the sub-route, but when using this method to travel on a road with obstacles, a trajectory is generated in which the vehicle travels at a low travel speed even in places far from the obstacle when avoiding the obstacle. In this way, the vehicle speed may be unnecessarily slowed down, which may result in a decrease in passenger comfort. In view of this, the present invention aims to provide a vehicle motion control device that realizes the generation of a trajectory plan based on multiple limit values ​​calculated based on environmental information on the road and travel information of the vehicle itself, in order to simultaneously ensure the safety and comfort of passengers. [Means for solving the problem]

[0006] The vehicle motion control device includes an information acquisition unit that acquires multiple pieces of environmental information related to the surrounding environment of the vehicle, a limit value setting unit that calculates multiple limit values ​​for physical quantities related to the motion of the vehicle based on the multiple pieces of environmental information and sets a final limit value determined based on the multiple limit values ​​in a map, and a trajectory planning unit that generates a driving trajectory of the vehicle based on the final limit value. Effect of the Invention

[0007] According to the present invention, it is possible to provide a vehicle motion control device that can realize the generation of a trajectory plan based on a plurality of limit values ​​calculated based on driving environment information and driving information of the vehicle itself. [Brief description of the drawings]

[0008] [Figure 1] 1 is a functional block diagram of an in-vehicle system according to a first embodiment. [Diagram 2] FIG. 2 is a functional block diagram of a travel trajectory planning unit according to the first embodiment. [Diagram 3] 5 is a flowchart showing processing of a travel trajectory planning unit according to the first embodiment. [Figure 4A] 4 shows a processing example of a functional block of a travel trajectory planning unit according to the first embodiment. [Figure 4B]13 is a first modified example of the functional blocks of the travel trajectory planning unit according to the first embodiment. [Figure 4C] 13 is a second modified example of the functional blocks of the travel trajectory planning unit according to the first embodiment. [Diagram 5] 10 is a flowchart showing the processing of a travel trajectory planning unit according to the second embodiment. [Figure 6] FIG. 11 is a functional block diagram of a travel trajectory planning unit according to a third embodiment. [Figure 7] 13 shows a processing example of a functional block of a travel trajectory planning unit according to the third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The following description and drawings are examples for explaining the present invention, and appropriate omissions and simplifications have been made for clarity of explanation. The present invention can be implemented in various other forms. Unless otherwise specified, each component may be singular or plural.

[0010] In order to facilitate understanding of the invention, the position, size, shape, range, etc. of each component shown in the drawings may not represent the actual position, size, shape, range, etc. Therefore, the present invention is not necessarily limited to the position, size, shape, range, etc. disclosed in the drawings.

[0011] (Overall configuration from the first embodiment) (Figure 1) The in-vehicle system 1 is a system mounted on a vehicle and performs vehicle motion control such as driving assistance and automatic driving. The in-vehicle system 1 includes an external communication device 11, a Global Navigation Satellite System (GNSS) 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 vehicle motion control device 2 includes an operation management unit 3, a driving trajectory planning unit 4, and a driving control unit 5.

[0012] The exterior vehicle communication device 11 performs vehicle-to-vehicle communication between the vehicle itself and other vehicles, or road-to-vehicle communication between the vehicle itself and a roadside unit, via wireless communication, and transmits and receives information about the vehicle, the surrounding environment, and cloud information.

[0013] 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.

[0014] 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, information on road surface conditions and traffic conditions, information on vehicles and surrounding environments, which is information on the driving conditions of other vehicles, etc. The information on vehicles and surrounding environments and cloud information are updated successively by information acquired through vehicle-to-vehicle communication and road-to-vehicle communication via the exterior communication device 11.

[0015] The sensor 14 is an external environment recognition sensor such as an image sensor, a millimeter wave radar, a lidar, etc., that detects information on the vehicle and the surrounding environment, and also detects information on the driver's operation, the vehicle speed, acceleration, jerk, angular velocity, steering angle of the wheels, etc. The information on the vehicle and the surrounding environment detected by the external environment recognition sensor in the sensor 14 is, for example, information on various objects present around the vehicle, such as obstacles, signs, lane boundaries, lane outer lines, buildings, pedestrians, and other vehicles. The sensor 14 also recognizes lane boundaries, lane outer lines, etc., based on the difference in brightness between the white lines in the image data captured by the image sensor and the road surface, for example.

[0016] The HMI unit 15 displays on the display and provides audio guidance from the speaker the information required by the user from information received through user input operations such as selection of a driving mode and setting of a destination, information acquired by the external communication device 11, the GNSS 12, and the sensor 14, and information recorded in the map information storage unit 13. The HMI unit 15 also generates an alarm to alert the user.

[0017] The vehicle motion control device 2 is an ECU (Electronic Control Unit) that has a calculation device such as a CPU (Central Processing Unit), a main storage device such as a semiconductor memory, an auxiliary storage device, and hardware such as a communication device, and performs overall control of the vehicle, and realizes various functions of the traffic management unit 3, etc. by executing a program loaded into the main storage device on the calculation device. Note that in this embodiment, for convenience of explanation, the traffic management unit 3, the driving trajectory planning unit 4, and the driving control unit 5 have separate configurations, but they do not necessarily have to have separate configurations, and when these units are used in an actual vehicle, the various functions of these units may be realized by a higher-level controller.

[0018] The vehicle driving modes controlled by the vehicle motion control device 2 include, for example, a comfort mode, an economy mode, a sports mode, a minimum time mode for minimizing travel time, a minimum distance mode for minimizing travel distance, etc. Such driving modes are set arbitrarily by the user, set in advance by the user, or set by the operation management unit 3 based on travel situation information. In this way, the vehicle motion control device 2 sets the speed, acceleration, and jerk of the host vehicle, and the speed and distance between the host vehicle and a preceding vehicle traveling in front of the host vehicle, etc.

[0019] Based on information acquired by the external communication device 11, the GNSS 12, and the sensor 14, and map information recorded in the map information memory unit 13, the operation management unit 3 generates information on the vehicle's position, information on various objects present around the vehicle (information on the position and speed of the vehicle and the surrounding environment, etc.), and information on the vehicle's behavior, such as longitudinal acceleration, longitudinal jerk, lateral acceleration, yaw rate, and lateral jerk.

[0020] Furthermore, the operation management unit 3 periodically transmits the generated vehicle position information, object information, and vehicle behavior information to other vehicles and roadside devices via the external vehicle communication device 11, and also transmits the information to the map information storage unit 13. The map information storage unit 13 successively updates the stored map information using the acquired vehicle position information, object information, and vehicle behavior information.

[0021] Furthermore, the operation management unit 3 sets information on a route from the current position of the vehicle to the destination based on the information on the position of the vehicle, information on various objects, information on the behavior of the vehicle, and information acquired by the HMI unit 15 (for example, a driving mode and a destination). This route information is displayed on a map, which will be described later, and is used to determine the vehicle's driving trajectory. The information generated and set by the operation management unit 3 will be described below as driving situation information.

[0022] The driving control unit 5 sets target driving force, target braking force, target steering angle, etc., and controls the powertrain system 6, brake system 7, and steering system 8 so that the vehicle follows the driving trajectory output from the driving trajectory planning unit 4.

[0023] The powertrain system 6 controls the driving force generated by the internal combustion engine, the electric motor, and the like, based on the operation by the driver or a target driving force output from the cruise control unit 5.

[0024] The brake system 7 controls the braking force generated by the brake calipers and the like based on the operation by the driver or a target braking force output from the cruise control unit 5.

[0025] The steering system 8 controls the steering angle of the wheels based on the operation by the driver or a target steering angle output from the cruise control unit 5.

[0026] (Figure 2) The running trajectory planning unit 4 has a first information acquisition unit 41, a second information acquisition unit 42, a limit value setting unit 43, a trajectory planning unit 44, and an information output unit 45. The first information acquisition unit 41 and the second information acquisition unit 42 acquire a plurality of pieces of environmental information related to the surrounding environment of the host vehicle. The limit value setting unit 43 calculates a plurality of limit values ​​for physical quantities related to the motion of the host vehicle based on the plurality of pieces of environmental information acquired by the second information acquisition unit 42, and sets a final limit value calculated based on the plurality of limit values ​​in a map described later. The trajectory planning unit 44 generates a running trajectory of the host vehicle based on the final limit value set in the map, and outputs information on the running trajectory to the driving control unit 5 via the information output unit 45.

[0027] The first information acquisition unit 41 acquires, for example, vehicle information such as the mass and size of the vehicle, and a drivable area, which is area information about the area in which the vehicle can travel without colliding with structures such as curbs and traffic lights on its path.

[0028] The second information acquisition unit 42 acquires, for example, obstacle information such as the size and position of obstacles such as other vehicles and pedestrians present around the vehicle, surrounding environment information such as the road surface condition and position, such as the friction coefficient and gradient of the road surface around the vehicle, and information about the limit value of the vehicle set by the occupant of the vehicle or set in advance. The user setting value, which is information about the vehicle limit value set by the occupant of the vehicle, is at least a fixed value.

[0029] The travel trajectory planning unit 4 may have only one information acquisition unit, instead of the two, the first information acquisition unit 41 and the second information acquisition unit 42, as shown in Fig. 2. The information acquired by the second information acquisition unit 42 may include information such as the size and arrangement of the mass of the occupants and cargo of the vehicle, and allowable physical quantities.

[0030] (Figure 3) The processing of the running trajectory planning unit 4 will be described with reference to the functional block diagrams of Figures 1 and 2. In step S1, the first information acquisition unit 41 and the second information acquisition unit 42 of the running trajectory planning unit 4 acquire running status information from the traffic management unit 3.

[0031] Next, in step S2, the limit value setting unit 43 of the driving trajectory planning unit 4 sets limit values ​​for the physical quantities of vehicle motion that occur when the vehicle drives on a road, based on the driving condition information acquired by the second information acquisition unit 42 in step S1.

[0032] Next, in step S3, the trajectory planning section 44 of the driving trajectory planning unit 4 calculates and generates a route that is a driving target when the vehicle drives on a road and a driving trajectory consisting of speed and acceleration that is a driving target when the vehicle drives on a road, based on the driving condition information acquired by the first information acquisition section 41 in step S1 and the limit value set by the limit value setting section 43 in step S2.

[0033] Finally, in step S4, the information output section 45 of the traveling trajectory planning unit 4 outputs to the traveling control unit 5 the traveling trajectory generated by the trajectory planning section 44 in step S3.

[0034] (Figure 4A) The following describes the limit value set by the limit value setting unit 43 and the travel trajectory generated by the trajectory planning unit 44 so as to avoid the risks, such as obstacles and places where the friction coefficient of the road surface is low (hereinafter referred to as "low μ road"), in a situation where the vehicle is traveling on such a road. Note that the process shown in Fig. 4A to Fig. 4C below is an example of the process from step S1 to step S3 in Fig. 3 described above.

[0035] The second information acquisition unit 42 acquires information A which is information about an obstacle, information B which is information about the friction coefficient of the road surface, and information C which is information about a limit value of the host vehicle set by an occupant of the host vehicle.

[0036] Next, the limit value setting unit 43 sets each limit value 43b calculated based on the information A, information B, and information C acquired by the second information acquisition unit 42 to each point of the squares on the grid map 43a. Note that the grid map is a map composed of squares, and by dividing the space into individual squares separated by equally spaced vertical and horizontal lines, the limit value 43b is set to the point of each divided square.

[0037] The numerical values ​​shown for each limit value 43b set at each point on the grid map 43a are, from top to bottom, examples of limit values ​​based on information A, limit values ​​based on information B (shown in bold), and limit values ​​based on information C (shown underlined).

[0038] Each limit value 43b includes the speed, the acceleration and jerk in the longitudinal direction of the host vehicle, and the acceleration and jerk in the lateral direction of the host vehicle as limit values ​​related to the physical quantities of the vehicle motion, and a plurality of grid maps 43a may be provided for each of these limit values. In addition, the limit value setting unit 43 may set independent limit values ​​for the longitudinal direction and the lateral direction of the host vehicle, or may set a limit value based on the magnitude of the square root of the sum of the squares of the longitudinal and lateral values.

[0039] In addition to this method, the method of extracting each limit value 43b set at each point on the grid map 43a may be, for example, the sum of values ​​obtained by multiplying the calculated multiple limit values ​​by a weighting coefficient, or a value based on the limit value or information around the specified point. Also, each limit value 43b set at each point may be, for example, multiple limit values ​​having information on priority order according to the surrounding environment of the specified point. These calculation methods are also common to Figures 4B and 4C described later.

[0040] The limit value setting unit 43 extracts and sets the minimum limit value 43c, which is the smallest value among the limit values ​​43b based on the information A, information B, and information C set on the grid map 43a, as the final limit value for each point.

[0041] The trajectory planning unit 44 determines a drivable area 44a starting from the square (grid) of the vehicle's position on the grid map 43a based on the vehicle information and drivable area information acquired by the first information acquisition unit 41 and the final limit value set by the limit value setting unit 43, and generates a travel trajectory 44b, which is a trajectory on which the vehicle can travel, toward the right side, which is the direction of travel on the grid map 43a. The travel trajectory 44b is formed so as to avoid squares with relatively small limit values ​​among the minimum limit values ​​43c set at each point on the grid map 43a.

[0042] In this way, the limit value setting unit 43 sets the limit value 43b at a specified point on the map 43a based on the calculated multiple limit values ​​43b, and sets the limit value 43c at that point to a smaller value the closer the limit value 43b is to risk on the map 43a, thereby generating a safe driving trajectory 44b that passes through areas where the limit value 43c is high.

[0043] (First Modification) (Figure 4B) The process of FIG. 4B, which is another process example different from that of FIG. 4A, will be described. Instead of using the grid used in the map of FIG. 4A, a limit value 43b is set for risks such as obstacles on the route and places with low friction coefficients of the road surface. Note that the information acquired by the second information acquisition unit 42 of FIG. 4B is the same as that of FIG. 4A.

[0044] The limit value setting unit 43 sets a limit value 43b based on the information A, information B, and information C acquired by the second information acquisition unit 42, the size of the obstacle, a low μ road, etc., at each point on the map 43a. The following process including the relationship between each numerical value written at each point on the map 43a and the information acquired by the second information acquisition unit 42 is the same as in Fig. 4A. By generating the travel trajectory 44b using such a method, it becomes unnecessary to set or extract a limit value at a point where the setting is not required, and therefore the calculation cost can be reduced.

[0045] (Second Modification) (Figure 4C) The process of Fig. 4C, which is another process example different from Fig. 4A and Fig. 4B, will be described. Note that the information acquired by the second information acquisition unit 42 is the same as Fig. 4A and Fig. 4B. In addition, the following process including the relationship between each numerical value described at each point on the map 43a and the information acquired by the second information acquisition unit 42 is the same as Fig. 4A and Fig. 4B.

[0046] In Fig. 4C, similar to Fig. 4B, a limit value 43b is set based on the size of the obstacle object and the risk of a low μ road, etc., but when a final limit value 43c is set from that and reflected in the map 43a, a contour-like range 43d is created. The contour-like range 43d has a larger limit value the farther it is from the risk object for which the limit value is set, and a smaller limit value is set the closer it is to the risk object. This makes it possible to reflect a risk range that is even finer than that in Fig. 4B on the map 43a, and the drivable area 44a is not formed excessively far from the risk, making it possible to generate a highly safe and comfortable driving trajectory 44b that is less likely to slow down.

[0047] 4A to 4C, the following process may be executed: For example, limit value setting unit 43 may set limit value 43b at a predetermined point based on information about the surroundings of the predetermined point.

[0048] Furthermore, the limit value setting unit 43 may set the limit value 43b on the map based on, for example, the size and arrangement of the mass of the occupants and cargo of the vehicle, the allowable physical quantities acquired by the second information acquisition unit 42, and a risk value calculated from the limits of the physical quantities related to the dynamic performance of the vehicle and risk targets that are factors that may impede the traveling of the vehicle. The risk value calculated at this time is a value based on factors that may impede the traveling of the vehicle.

[0049] Furthermore, the limit value setting unit 43 may set a final limit value 43c based on a plurality of limit values ​​43b calculated according to a plurality of pieces of environmental information acquired by the information acquisition unit 42 and a previously set limit value. The previously set limit value calculated at this time is a value that was set in the same situation or at the same place as the calculated plurality of limit values ​​43c.

[0050] In this way, taking into account risks such as obstacles and low μ roads, limit values ​​are set at specified points so that the speed, acceleration, and jerk are below appropriate limit values, and the driving trajectory 44b generated based on the set limit values ​​is set as the driving trajectory of the vehicle, thereby reducing the risk of approaching obstacles, low μ roads, etc., while keeping the physical quantities related to the vehicle motion of the vehicle within the limit values, thereby contributing to the ride comfort of the occupants.

[0051] Second embodiment (Figure 5) The flowchart of the travel trajectory planning unit 4 shown in FIG. 5 is obtained by adding a new step S5 between steps S1 and S2 of the flowchart shown in FIG.

[0052] In step S5, the traveling trajectory planning unit 4 judges whether or not to calculate a traveling trajectory based on a flag generated by a controller higher than the traveling trajectory planning unit 4, such as the traffic management unit 3. If the flag prohibits processing (YES), the processing is terminated and a traveling trajectory is not generated. On the other hand, if the flag permits processing (NO), the processing is performed from step S2 shown in FIG. 3 onwards, and a desired limit value is set and a traveling trajectory is generated.

[0053] In this way, the trajectory planning unit 44 generates a target trajectory when the flag output from the higher-level controller indicates that processing is permitted, and does not generate a target trajectory when the flag indicates that processing is prohibited. For example, when the control device detects an abnormality in a sensor or system, the trajectory planning unit 44 prohibits the generation process of a driving trajectory that prioritizes safety and comfort, and transitions to vehicle motion control that prioritizes avoidance performance, thereby avoiding collisions with obstacles, etc., and improving safety.

[0054] Third embodiment (Figure 6) 2, the trajectory planning unit 4 includes a trajectory candidate generating unit 46 and a trajectory selecting unit 47. The trajectory candidate generating unit 46 generates a plurality of trajectory candidates in which the physical quantities related to the vehicle motion of the host vehicle generated when the host vehicle is traveling are within the limit values ​​based on the driving situation information and the limit values ​​acquired by the trajectory planning unit 44, and outputs the generated plurality of trajectory candidates to the trajectory selecting unit 47.

[0055] The driving trajectory selection unit 47 selects one driving trajectory based on the current driving mode (such as shortest time mode or economy mode) indicated by the driving status information acquired from the first information acquisition unit 41 and multiple driving trajectory candidates acquired from the driving trajectory candidate generation unit 46, and outputs the selected one driving trajectory to the information output unit 45.

[0056] (Figure 7) The trajectory planning unit 44 generates a first driving trajectory candidate 44c indicated by a dashed line and a second driving trajectory candidate 44d indicated by a dashed line in the driving trajectory candidate generating unit 46. The first driving trajectory candidate 44c requires the vehicle speed to be reduced because it passes through a point where the final limit value 43c is low, but since it is a driving trajectory that goes straight from the vehicle position, no lateral acceleration occurs and the ride quality is improved compared to a driving trajectory that requires turning. On the other hand, the second driving trajectory candidate 44d may have a worse ride quality because it requires turning, but it is a trajectory that passes through a point where the final limit value 43c is the largest, so it is safer.

[0057] For example, when the acquired driving status information indicates a mode that prioritizes ride quality (comfort), the trajectory planning unit 44 selects the first driving trajectory candidate 44c from among the multiple driving trajectory candidates generated by the driving trajectory candidate generation unit 46 (FIG. 6) with the driving trajectory selection unit 47. On the other hand, when the driving status information indicates a mode that prioritizes safety, the trajectory planning unit 44 selects the second driving trajectory candidate 44d from among the multiple driving trajectory candidates generated by the driving trajectory candidate generation unit 46 with the driving trajectory selection unit 47.

[0058] In this way, the trajectory planning unit 44 generates a plurality of candidates for the driving trajectory and selects an appropriate driving trajectory for the host vehicle from the plurality of candidates based on the driving mode or priority of the limit value output from the upper controller, thereby not only obtaining the same effects as in the first and second embodiments but also making it possible to control vehicle motion according to the selection of the driving mode. Note that the limit value setting unit 43 may set the limit value 43b on the map based on the magnitude of the risk value for the host vehicle, which changes depending on the driving conditions of the host vehicle.

[0059] According to the embodiment of the present invention described above, the following advantageous effects are achieved.

[0060] (1) The vehicle motion control device 2 includes information acquisition units 41 and 42 that acquire multiple pieces of environmental information related to the surrounding environment of the vehicle, a limit value setting unit 43 that calculates multiple limit values ​​43b for physical quantities related to the motion of the vehicle based on the multiple pieces of environmental information and sets a final limit value 43c determined based on the multiple limit values ​​43b in a map 43a, and a trajectory planning unit 44 that generates a travel trajectory of the vehicle based on the final limit value 43c. In this way, a vehicle motion control device 2 can be provided that can realize the generation of a trajectory plan based on the multiple limit values ​​calculated based on the travel environment information and the travel information of the vehicle.

[0061] (2) The limit value setting unit 43 sets one of the calculated limit values ​​43b in the map 43a as a final limit value 43c. This contributes to generating a safe travelable area 44a and a travel trajectory 44b.

[0062] (3) The limit value setting unit 43 sets a limit value having priority information at a predetermined point based on a limit value corresponding to a plurality of pieces of environmental information acquired from the information acquisition unit 42. This contributes to generating a safe travelable area 44a and a travel trajectory 44b.

[0063] (4) The limit value setting unit 43 sets a final limit value 43c at a predetermined point on the map 43a based on the calculated multiple limit values ​​43b. This contributes to generating a safe travelable area 44a and travel trajectory 44b.

[0064] (5) The limit value setting unit 43 sets the limit value 43b at a specific point based on information about the surroundings of the specific point. This contributes to generating a safe travelable area 44a and travel trajectory 44b.

[0065] (6) The limit value setting unit 43 sets the limit value 43c on the map based on the magnitude of the risk value for the host vehicle, which changes depending on the driving conditions of the host vehicle. This contributes to generating a driving trajectory 44b that can achieve both safety and comfort.

[0066] (7) The limit value setting unit 43 calculates the sum of the values ​​obtained by multiplying the calculated multiple limit values ​​43b by a weighting factor, or the minimum limit value 43c which is the minimum value of the calculated multiple limit values ​​43b, and the trajectory planning unit 44 generates a traveling trajectory 44b of the host vehicle based on the sum of the values ​​or the minimum limit value 43c. This contributes to generating a safe travelable area 44a and traveling trajectory 44b.

[0067] (8) The limit value 43b is a value including the acceleration and jerk on the acceleration and deceleration sides in the longitudinal direction of the host vehicle, and the acceleration and jerk in the lateral direction of the host vehicle, which contributes to generating a safe travelable area 44a and travel trajectory 44b.

[0068] (9) The limit value setting unit 43 sets independent limit values ​​for the longitudinal and lateral directions of the vehicle, or sets the limit value 43b based on the magnitude of the square root of the sum of the squares of the longitudinal and lateral directions. This contributes to generating a safe travelable area 44a and travel trajectory 44b.

[0069] (10) The limit value setting unit 43 sets the limit value 43b based on the size and arrangement of the mass of the occupants and cargo of the vehicle, the allowable physical quantities, the limits of the physical quantities related to the driving performance of the vehicle, and the risk value representing the risk to the vehicle. This contributes to generating a driving trajectory 44b that can achieve both safety and comfort.

[0070] (11) The risk value is a value based on factors that may be obstacles to the traveling of the host vehicle. This contributes to generating a traveling trajectory 44b that can achieve both safety and comfort.

[0071] (12) The plurality of limit values ​​43b includes a user-set value set by an occupant of the vehicle, and the user-set value is at least a fixed value. This makes it easier to generate a travel trajectory 44b that can achieve both safety and comfort.

[0072] (13) The limit value setting unit 43 sets the limit value 43b to a smaller value as the limit value 43b is closer to the risk on the map 43a. In this way, it becomes easier to generate a travel trajectory 44b that can achieve both safety and comfort.

[0073] (14) The limit value setting unit 43 sets the final limit value 43c based on the calculated limit values ​​43b and the previously set limit values ​​43b. In this way, it becomes easier to generate a travel trajectory 44b that can achieve both safety and comfort.

[0074] (15) The previously set limit value is a value that was set in the same situation or at the same location as the calculated multiple limit values ​​43b. In this way, it is easier to generate a travel trajectory 44b that can achieve both safety and comfort.

[0075] (16) The trajectory planning unit 44 generates the traveling trajectory 44b when the flag output from the upper controller indicates that processing is permitted, and does not generate the traveling trajectory 44b when the flag indicates that processing is prohibited. In this way, it is possible to determine whether or not to perform processing to generate a traveling trajectory in response to detection of an abnormality in a sensor or system, and to contribute to the execution of safe traveling control that emphasizes avoidance performance.

[0076] (17) The trajectory planning unit 44 generates multiple candidates for the travel trajectory, and selects the travel trajectory 44c (44d) from the multiple candidates for the travel trajectory based on the priority of the travel mode or the limit value output from the upper controller. In this way, it is possible to generate a travel trajectory 44b that can achieve both safety and comfort according to the selection of the travel mode.

[0077] The present invention is not limited to the above-mentioned embodiment, and various modifications and other configurations can be combined without departing from the spirit of the present invention. Furthermore, the present invention is not limited to those having all the configurations described in the above-mentioned embodiment, and includes those in which some of the configurations are deleted, those in which other configurations are added, and those in which other configurations are replaced with some of the other configurations. [Explanation of symbols]

[0078] 1. In-vehicle systems 2 Vehicle motion control device 3. Operation Control Unit 4. Trajectory Planning Unit 5. Driving control unit 6 Powertrain System 7. Brake System 8. Steering System 11 External communication device 12 GNSS 13 Map information storage unit 14 Sensors 15 HMI units 41 1st Information Acquisition Department 42 2nd Information Acquisition Department 43 Limit value setting section 43a Map 43b Limit 43c Minimum limit (final limit) 43d Contour Range 44 Orbit Planning Division 44a Driving area 44b Running track 44c First candidate running trajectory 44d Second running trajectory candidate 45 Information output section 46 Driving trajectory candidate generation unit 47 Running trajectory selection section

Claims

1. an information acquisition unit that acquires a plurality of pieces of environmental information relating to a surrounding environment of the host vehicle; a limit value setting unit that calculates a plurality of limit values ​​for a physical quantity related to a motion of the host vehicle based on the plurality of pieces of environmental information, and sets a final limit value determined based on the plurality of limit values ​​in a map; a trajectory planning unit that generates a traveling trajectory of the host vehicle based on the final limit value. Vehicle motion control device.

2. 2. The vehicle motion control device according to claim 1, The limit value setting unit sets one of the calculated limit values ​​in the map as the final limit value. Vehicle motion control device.

3. 2. The vehicle motion control device according to claim 1, The limit value setting unit sets a limit value having priority information to a predetermined point based on the limit value corresponding to the plurality of pieces of environmental information acquired from the information acquisition unit. Vehicle motion control device.

4. 2. The vehicle motion control device according to claim 1, The limit value setting unit sets the final limit value at a predetermined point on the map based on the calculated plurality of limit values. Vehicle motion control device.

5. 5. The vehicle motion control device according to claim 4, The limit value setting unit sets the limit value at the predetermined point based on information about a surrounding area of ​​the predetermined point. Vehicle motion control device.

6. 2. The vehicle motion control device according to claim 1, The limit value setting unit sets the limit value on the map based on a magnitude of a risk value for the host vehicle that changes depending on a driving condition of the host vehicle. Vehicle motion control device.

7. 2. The vehicle motion control device according to claim 1, the limit value setting unit calculates a sum of values ​​obtained by multiplying the calculated plurality of limit values ​​by a weighting factor, or a minimum limit value that is a minimum value of the calculated plurality of limit values; The trajectory planning unit generates a traveling trajectory of the host vehicle based on the sum of the values ​​or the minimum limit value. Vehicle motion control device.

8. 2. The vehicle motion control device according to claim 1, The limit value is a value including acceleration and jerk on the acceleration side and deceleration side in the longitudinal direction of the host vehicle, and acceleration and jerk in the lateral direction of the host vehicle. Vehicle motion control device.

9. 2. The vehicle motion control device according to claim 1, The limit value setting unit sets the limit value independently in the longitudinal direction and the lateral direction of the host vehicle, or sets the limit value based on the magnitude of the square root of the sum of the squares of the longitudinal direction and the lateral direction. Vehicle motion control device.

10. 2. The vehicle motion control device according to claim 1, The limit value setting unit sets the limit value based on the size and arrangement of the mass of the occupants and cargo of the host vehicle, allowable physical quantities, limits on physical quantities related to the dynamic performance of the host vehicle, and a risk value representing a risk to the host vehicle. Vehicle motion control device.

11. The vehicle motion control device according to claim 10, The risk value is a value based on factors that may be an obstacle to the running of the host vehicle. Vehicle motion control device.

12. 2. The vehicle motion control device according to claim 1, the plurality of limit values ​​include a user setting value set by an occupant of the host vehicle, The user-set value is at least a fixed value. Vehicle motion control device.

13. 2. The vehicle motion control device according to claim 1, The limit value setting unit sets the limit value to a smaller value as the limit value is closer to the risk on the map. Vehicle motion control device.

14. 2. The vehicle motion control device according to claim 1, The limit value setting unit sets the final limit value based on the calculated limit values ​​and the limit value previously set. Vehicle motion control device.

15. 15. The vehicle motion control device according to claim 14, The previously set limit value is a value that was set in the same situation or at the same location as the calculated multiple limit values. Vehicle motion control device.

16. 2. The vehicle motion control device according to claim 1, The trajectory planning unit generates the traveling trajectory when a flag output from a higher-level controller indicates that processing is permitted, and does not generate the traveling trajectory when the flag indicates that processing is prohibited. Vehicle motion control device.

17. 2. The vehicle motion control device according to claim 1, The trajectory planning unit generates a plurality of candidates for the traveling trajectory, and selects the traveling trajectory from among the plurality of candidates for the traveling trajectory based on a traveling mode output from a host controller or a priority order of the limit value. Vehicle motion control device.

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