Vehicle control device

Abstract

To provide a vehicle control device capable of appropriately controlling a travel speed when a vehicle negotiates a curve taking into consideration not only lateral acceleration but also longitudinal acceleration when the vehicle negotiates the curve.SOLUTION: A vehicle control device: calculates a curve traveling speed limit so that lateral acceleration of an own vehicle becomes equal to or less than maximum lateral acceleration on the basis of a road configuration and the maximum lateral acceleration; corrects the curve traveling speed limit so that resultant acceleration of the own vehicle when the same negotiates a curve is within a limit range set in accordance with the maximum lateral acceleration, maximum longitudinal acceleration in a forward direction, and maximum longitudinal acceleration in a backward direction; and controls the own vehicle in accordance with the corrected curve traveling speed limit.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] A system has been proposed that, when the lateral acceleration generated in a vehicle exceeds a set value based on information about the curve of the road ahead and the lateral acceleration during a turn, decelerates the vehicle so that the lateral acceleration remains below the set value (see, for example, Patent Document 1).

[0003] In Patent Document 1, the system has a maximum lateral acceleration acquisition means for acquiring the maximum lateral acceleration that the vehicle can generate, and a curve shape information acquisition means for acquiring shape information including the radius of curvature of the curve, and is configured to set the target acceleration in the rearward direction of the vehicle's traveling direction at the start point of the curve to an acceleration equal to the maximum lateral acceleration, set the target acceleration in the rearward direction of the vehicle's traveling direction at the point where the radius of curvature of the curve is minimum to 0, and set and control the target acceleration in the rearward direction between the start point of the curve and the point where the radius of curvature is minimum so that it decreases from this start point toward the point where the radius of curvature is minimum. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-217848 Summary of the Invention [Problem to be solved by the invention]

[0005] Patent Document 1 describes setting the target rearward acceleration at the start of a curve to a magnitude equal to the maximum lateral acceleration. However, depending on the set maximum lateral acceleration value, although it may be suitable for traveling around a curve, the rearward acceleration may be too large or too small, resulting in a problem of poor ride comfort.

[0006] Therefore, an object of the present application is to provide a vehicle control device that can appropriately control the traveling speed when traveling around a curve, taking into consideration not only the lateral acceleration when traveling around a curve, but also the longitudinal acceleration. [Means for solving the problem]

[0007] The vehicle control device according to the present application comprises: a road shape acquisition unit that acquires the shape of a road on which the vehicle is traveling; a lateral movement parameter setting unit that sets a maximum lateral acceleration that is permitted to occur during turning; a curve speed limit calculation unit that calculates a curve speed limit, which is a traveling speed when traveling on a curved road at which the lateral acceleration of the host vehicle is equal to or less than the maximum lateral acceleration, based on the road shape and the maximum lateral acceleration; an acceleration parameter setting unit that sets a maximum forward longitudinal acceleration and a maximum backward longitudinal acceleration while traveling on a curved road; a travel speed correction unit that corrects the curve travel speed limit so that a resultant acceleration of the host vehicle when traveling on a curved road falls within a limit range set in accordance with the maximum lateral acceleration, the maximum longitudinal acceleration in the forward direction, and the maximum longitudinal acceleration in the backward direction; a speed control unit that controls the vehicle in accordance with the corrected curve speed limit; It is equipped with the following. [Effects of the Invention]

[0008] According to the vehicle control device of the present application, the maximum lateral acceleration, the maximum forward longitudinal acceleration, and the maximum backward longitudinal acceleration are individually set, and the curve travel speed limit is set so that the resultant acceleration is within the limit range set accordingly. Therefore, it is possible to appropriately control the travel speed when traveling on a curve by taking into account not only the lateral acceleration when traveling on a curve but also the longitudinal acceleration, and to suppress deterioration of ride comfort when traveling on a curve. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic block diagram of a vehicle control device and a vehicle control system according to a first embodiment. [Figure 2]1 is a schematic hardware configuration diagram of a vehicle control device according to a first embodiment. [Figure 3] FIG. 4 is a diagram for explaining an example of traveling on a curved road according to the first embodiment. [Figure 4] FIG. 4 is a diagram for explaining calculation of a curve speed limit based on curvature according to the first embodiment. [Figure 5] FIG. 4 is a diagram for explaining calculation of a curve traveling speed limit based on a curvature change rate according to the first embodiment. [Figure 6] 5 is a flowchart for explaining processing by a traveling speed correction unit according to the first embodiment. [Figure 7] FIG. 4 is a diagram for explaining a restricted range of an ellipse according to the first embodiment. [Figure 8] FIG. 10 is a diagram for explaining the processing of a traveling speed correction unit according to the second embodiment. [Figure 9] FIG. 11 is a diagram for explaining the calculation of a curve speed limit after correction according to the third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] 1. First Embodiment A vehicle control device 50 and a vehicle control system 30 according to the first embodiment will be described with reference to the drawings. The vehicle control system 30 is mounted on an autonomous driving vehicle.

[0011] 1-1. Vehicle Control System 30 As shown in FIG. 1, the vehicle control system 30 includes a surroundings monitoring device 31, a position detection device 32, a map information database 33, a navigation device 34, a wireless communication device 35, a drive control device 36, a vehicle control device 50, and the like.

[0012] The periphery monitoring device 31 is a device such as a camera or radar that monitors the periphery of the vehicle. The radar may be a millimeter wave radar, laser radar, ultrasonic radar, or the like. The position detection device 32 is a device that detects the current position of the vehicle, and may be a GPS antenna that receives signals output from artificial satellites such as the Global Navigation Satellite System (GNSS). The wireless communication device 35 performs wireless communication with base stations using cellular wireless communication standards such as 4G and 5G.

[0013] The map information database 33 stores road information such as road shapes (road position information, curvature, number of lanes, lane width), road types, speed limits, signs, traffic lights, etc. The map information database 33 is mainly composed of a storage device. The map information database 33 may be provided in the navigation device 34 or in a server outside the vehicle connected to a network, and the navigation device 34 and the vehicle control device 50 may obtain necessary road information from the server outside the vehicle via the wireless communication device 35.

[0014] The navigation device 34 calculates a driving route from the current location of the vehicle to a destination using road information stored in the map information database 33. The destination is set by, for example, the driver. The navigation device 34 transmits the calculated driving route to the vehicle control device 50.

[0015] The drive control device 36 includes a power control device, a brake control device, an automatic steering control device, a light control device, etc. The power control device controls the output of a power machine such as an internal combustion engine or a motor. The brake control device controls the braking operation of an electric brake device. The automatic steering control device controls an electric steering device. The light control device controls turn signals, etc.

[0016] The vehicle control device 50 includes functional units such as a vehicle position acquisition unit 51, a periphery detection unit 52, a road shape acquisition unit 53, a lateral movement parameter setting unit 54, a curve speed limit calculation unit 55, an acceleration parameter setting unit 56, a traveling speed correction unit 57, and a speed control unit 58. Each function of the vehicle control device 50 is realized by a processing circuit included in the vehicle control device 50. Specifically, as shown in Fig. 2, the vehicle control device 50 includes an arithmetic processing device 90 such as a CPU (Central Processing Unit), a storage device 91, an input / output device 92 that inputs and outputs external signals to the arithmetic processing device 90, and the like.

[0017] The arithmetic processing device 90 may be an ASIC (Application Specific Integrated Circuit), an IC (Integrated Circuit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), a GPU (Graphics Processing Unit), an AI (Artificial Intelligence) chip, various logic circuits, various signal processing circuits, etc. Furthermore, the arithmetic processing device 90 may be a plurality of the same or different types, and each process may be shared and executed. The storage device 91 may be a variety of storage devices, such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EEPROM (Electrically Erasable Programmable Read Only Memory), a hard disk, a DVD device, etc.

[0018] The input / output device 92 is equipped with a communication device, an A / D converter, an input / output port, a drive circuit, etc. The input / output device 92 is connected to the surroundings monitoring device 31, the position detection device 32, the map information database 33, the navigation device 34, the wireless communication device 35, the drive control device 36, etc., and communicates with these devices.

[0019] The functions of the functional units 51 to 58 of the vehicle control device 50 are realized by the arithmetic processing device 90 executing software (programs) stored in the storage device 91 and cooperating with other hardware of the vehicle control device 50, such as the storage device 91 and the input / output device 92. Setting data such as the maximum lateral acceleration, maximum longitudinal acceleration, maximum lateral jerk, and maximum longitudinal jerk used by the functional units 51 to 58 is stored in the storage device 91, such as a ROM. Each function of the vehicle control device 50 will be described in detail below.

[0020] <Vehicle position acquisition unit 51> The vehicle position acquisition unit 51 acquires the position information of the vehicle. In this embodiment, the vehicle position acquisition unit 51 acquires the position information of the vehicle from the position detection device 32. Note that the position information of the vehicle may be acquired using various methods such as a map matching method, a dead reckoning method, a method using the lane number of the vehicle, or a method using detection information around the vehicle.

[0021] <Periphery detection unit 52> The periphery detection unit 52 detects the state of the surroundings of the vehicle. For example, the periphery detection unit 52 detects the shape of the road around the vehicle. Specifically, the road shape acquisition unit 53 detects the shape of road dividing lines and the like based on detection information of dividing lines such as white lines and road shoulders acquired from the periphery monitoring device 31, and detects the shape, number, and position of each detected object of the road's traveling lanes based on the detected shape of the road dividing lines and the like. For example, the road dividing lines are represented by a polynomial of multiple degrees (for example, third degree).

[0022] The periphery detection unit 52 detects other vehicles, obstacles, pedestrians, etc. that exist around the host vehicle. The periphery detection unit 52 detects other vehicles, etc. based on detection information acquired from the periphery monitoring device 31, and detects the positions of the other vehicles, etc. relative to the host vehicle.

[0023] <Road shape acquisition unit 53> The road shape acquisition unit 53 acquires the shape of the road on which the host vehicle is traveling. The acquired road shape is the road shape of a road on which the host vehicle is scheduled or likely to travel. The road shape acquisition unit 53 acquires the road shape within a predetermined distance range ahead of the host vehicle. The road shape acquisition unit 53 acquires, as the road shape, the curvature ρ(L0) of each position L0 of the road within the processing range ahead of the host vehicle. The curvature ρ is the reciprocal of the radius of curvature and represents the degree of curvature of the road. The road shape acquisition unit 53 also acquires, as the road shape, the curvature change rate dρ(L0) of each position L0 of the road ahead of the host vehicle. Note that the curvature ρ and the curvature change rate dρ of a predetermined position on the road ahead of the vehicle may also be acquired.

[0024] For example, the road shape acquisition unit 53 acquires from the map information database 33 the road shape (curvature ρ, curvature change rate dρ) corresponding to the travel route acquired from the navigation device 34. The curvature change rate dρ may be calculated from the acquired curvature ρ. The road shape acquisition unit 53 may acquire the road shape (in this example, the polynomial of the lane markings) ahead of the vehicle acquired by the periphery detection unit 52. In this case, the road shape acquisition unit 53 calculates the curvature ρ of the road ahead of the vehicle based on the polynomial of the lane markings of the road on which the vehicle is traveling. The road shape acquisition unit 53 calculates the curvature change rate dρ of the road ahead of the vehicle based on the polynomial of the lane markings of the road on which the vehicle is traveling. For example, the curvature ρ and the curvature change rate dρ are calculated based on the polynomial of the center line of the road calculated based on the polynomial of each lane marking.

[0025] <Lateral movement parameter setting unit 54> The lateral movement parameter setting unit 54 sets a maximum lateral acceleration aymax that is permitted to occur during a turn. The lateral movement parameter setting unit 54 also sets a maximum lateral jerk jymax that is permitted to occur during a turn. The maximum lateral acceleration and maximum lateral jerk are set taking into consideration ride comfort, marketability, and the like. For example, the maximum lateral acceleration and maximum lateral jerk are set in advance at the time of design, taking into consideration the vehicle's motion characteristics or marketability. The maximum lateral acceleration and maximum lateral jerk may also be adjustable by the driver. The lateral movement parameter setting unit 54 may also set the maximum lateral acceleration and maximum lateral jerk at each position based on the road shape (e.g., curvature, curvature change rate) at each position. The lateral movement parameter setting unit 54 may also set the maximum lateral acceleration and maximum lateral jerk based on other parameters such as the speed limit, road type, etc.

[0026] <Curve speed limit calculation unit 55> The curve speed limit calculation unit 55 calculates the curve speed limit Vay, which is the traveling speed when traveling on a curved road at which the lateral acceleration of the host vehicle is equal to or less than the maximum lateral acceleration aymax, based on the road shape and the maximum lateral acceleration aymax.

[0027] In this embodiment, the curve speed limit calculation unit 55 calculates the curve speed limit Vay(L0) for each processing position L0 based on the road curvature ρ(L0) and the maximum lateral acceleration aymax of the road at each processing position L0 of the road in the processing range ahead of the vehicle. For example, the curve speed limit calculation unit 55 calculates the curve speed limit Vay(L0) using the following equation. Here, Vc is the upper limit of the set curve speed limit Vay, and when the curve road has a curvature ρ or greater that corresponds to Vc, speed control is performed using the curve speed limit Vay calculated based on the road shape and the maximum lateral acceleration. In addition, the absolute value of the curvature |ρ| is used, taking into account cases where the curvature ρ of a curved road to the right and the curvature ρ of a curved road to the left are different in sign. min(A, B) is a function that outputs the smaller of A and B.

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[0028] Characteristics other than those of equation (1) may be used, provided that the curve speed limit Vay decreases as the absolute value of the road curvature ρ increases, and increases as the maximum lateral acceleration aymax increases.

[0029] In addition, in this embodiment, the curve speed limit calculation unit 55 calculates the curve speed limit Vref based on the road shape, the maximum lateral acceleration aymax, and the maximum lateral jerk jymax, at which the lateral acceleration ay of the vehicle when traveling on a curve becomes equal to or less than the maximum lateral acceleration aymax and the lateral jerk jy of the vehicle becomes equal to or less than the maximum lateral jerk jymax.

[0030] 3 and 4 show examples of calculations of the curvature ρ(L0) and the curve speed limit Vay(L0) for a forward position L0 when there is a curve ahead of the vehicle. Within the range of distance L where the curve exists, the curvature ρ increases from 0. As the curvature ρ increases, the curve speed limit Vay decreases. If the value calculated based on the curvature ρ exceeds the upper limit Vc, the upper limit Vc is set as the curve speed limit Vay.

[0031] In this embodiment, the curve speed limit calculation unit 55 calculates the curve speed limit Vjy based on the curvature change rate dρ of the road and the maximum lateral jerk jymax. For example, the curve speed limit calculation unit 55 calculates the curve speed limit Vjy based on the maximum lateral jerk using the following equation. Taking into account the case where the curvature change rate dρ is positive or negative, the absolute value of the curvature change rate |dρ| is used.

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[0032] Characteristics other than those of equation (2) may be used, provided that the curve-limited driving speed Vjy due to the maximum lateral jerk decreases as the absolute value of the road curvature change rate dρ increases, and the curve-limited driving speed Vjy due to the maximum lateral jerk increases as the maximum lateral acceleration aymax increases.

[0033] Figure 5 shows an example of calculating the rate of change of curvature dρ(L0) relative to the forward position L0 and the curve speed limit Vjy(L0) based on the maximum lateral jerk when there is a curve road ahead of the vehicle similar to that shown in Figure 3. On the curve road, in sections where the curvature ρ increases or decreases and the rate of change of curvature dρ is greater or smaller than 0, the curve speed limit Vjy decreases as the absolute value of the rate of change of curvature |ρ| increases. When the value calculated based on the rate of change of curvature dρ exceeds the upper limit value Vc, the upper limit value Vc is set as the curve speed limit Vjy.

[0034] As shown in the following equation, the curve speed limit calculation unit 55 sets the curve speed limit Vref to the smaller of the curve speed limit Vay based on the maximum lateral acceleration and the curve speed limit Vjy based on the maximum lateral jerk.

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[0035] The curve speed limit calculation unit 55 may set the curve speed limit Vref using one of the curve speed limit Vay based on the maximum lateral acceleration and the curve speed limit Vjy based on the maximum lateral jerk.

[0036] <Acceleration parameter setting unit 56> The acceleration parameter setting unit 56 sets the maximum forward longitudinal acceleration axmaxF and the maximum backward longitudinal acceleration axmaxB while the vehicle is traveling on a curved road. Here, the forward longitudinal acceleration is an acceleration that increases the forward speed, and the backward longitudinal acceleration is an acceleration that decreases the forward speed.

[0037] Furthermore, the acceleration parameter setting unit 56 sets a maximum forward longitudinal jerk jmaxF and a maximum backward longitudinal jerk jmaxB while traveling on a curved road. Here, the forward longitudinal jerk is a jerk (jerk) that increases the forward longitudinal acceleration, and the backward longitudinal jerk is a jerk (jerk) that increases the backward longitudinal acceleration.

[0038] In this application, "lateral" refers to the left and right direction relative to the vehicle or lane, and "front and rear" refers to the front and rear of the vehicle in the traveling direction relative to the vehicle or lane.

[0039] The maximum longitudinal acceleration in the forward and backward directions and the maximum longitudinal jerk in the forward and backward directions are set in consideration of ride comfort, marketability, etc. For example, the maximum longitudinal acceleration and the maximum longitudinal jerk are set in advance at the time of design in consideration of the vehicle's dynamic characteristics or marketability. The maximum longitudinal acceleration and the maximum longitudinal jerk may be adjustable by the driver. The acceleration parameter setting unit 56 may also set the maximum longitudinal acceleration and the maximum longitudinal jerk based on the road shape (gradient, etc.) at each position. The acceleration parameter setting unit 56 may also set the maximum longitudinal acceleration and the maximum longitudinal jerk based on other parameters such as the speed limit and road type.

[0040] <Traveling speed correction unit 57> The traveling speed correction unit 57 corrects the curve limit traveling speed Vref so that the resultant acceleration acmp of the vehicle when traveling on a curved road falls within a limit range set according to the maximum lateral acceleration aymax, the maximum forward longitudinal acceleration axmaxF, and the maximum backward longitudinal acceleration axmaxB.

[0041] In this embodiment, the traveling speed correction unit 57 corrects the curve traveling speed limit Vref so that the resultant acceleration acmp falls within the limit range of an ellipse, which will be described later.

[0042] In addition, the traveling speed correction unit 57 corrects the curve limit traveling speed Vref so that the longitudinal jerk of the vehicle generated when traveling at the curve limit traveling speed Vref is within the range of the maximum longitudinal jerk jmaxF in the forward direction and the maximum longitudinal jerk jmaxB in the backward direction.

[0043] The processing of the traveling speed correction unit 57 will be explained below using the flowchart in Fig. 6. For each processing position L0 on the road in the processing range ahead of the vehicle, the processing of the flowchart in Fig. 6 is executed, and the curve limit traveling speed Vref(L0) for each processing position L0 is corrected. The processing positions L0 are set in order, increasing in intervals dL from the side closest to the vehicle toward the front.

[0044] <Lateral acceleration limit> In step S01, the traveling speed correction unit 57 calculates the pre-correction lateral acceleration ayo when traveling at the curve limit traveling speed Vref (hereinafter referred to as the pre-correction curve limit traveling speed Vref) calculated by the curve speed limit calculation unit 55. In this embodiment, the traveling speed correction unit 57 calculates the pre-correction lateral acceleration ayo(L0) for the current processing position L0 based on the road curvature ρ(L0) for the current processing position L0 and the pre-correction curve limit traveling speed Vref(L0) for the current processing position L0, and then calculates the corrected lateral acceleration ayc(L0) by upper-limiting the absolute value of the calculated pre-correction lateral acceleration ayo(L0) with the maximum lateral acceleration aymax. For example, the traveling speed correction unit 57 calculates the pre-correction lateral acceleration ayo(L0) for the current processing position L0 using the following first equation, and then calculates the corrected lateral acceleration ayc(L0) by limiting the calculated pre-correction lateral acceleration ayo(L0) to a range from -aymax to aymax using the following second equation. max(A, B) is a function that outputs the larger of A and B.

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[0045] <Longitudinal acceleration limit> In step S02, the traveling speed correction unit 57 calculates the corrected longitudinal acceleration axc(L0) under the condition that the corrected lateral acceleration ayc(L0) at the current processing position L0 is used, so that the resultant acceleration acmp of the vehicle falls within the limit range set in accordance with the maximum lateral acceleration aymax, the maximum longitudinal acceleration axmaxF in the forward direction, and the maximum longitudinal acceleration axmaxB in the backward direction.

[0046] In this embodiment, the limit range is set as an elliptical limit range passing through the maximum lateral acceleration aymaxL in the left direction, the maximum lateral acceleration aymaxR in the right direction, the maximum longitudinal acceleration axmaxF in the forward direction, and the maximum longitudinal acceleration axmaxB in the backward direction in a coordinate system consisting of the axis of lateral acceleration ay and the axis of longitudinal acceleration ax, as shown in FIG. 7 and the following equation.

[0047] Here, the rightward lateral acceleration ayR is set to a positive value, and the leftward lateral acceleration ayL is set to a negative value. The maximum rightward lateral acceleration aymaxR is set to the maximum lateral acceleration aymax, and the maximum leftward lateral acceleration aymaxL is set to -1 × the maximum lateral acceleration aymax. Furthermore, the forward longitudinal acceleration axF and the rearward longitudinal acceleration axB are set separately. Physically, when the forward longitudinal acceleration axF is a positive longitudinal acceleration, the rearward longitudinal acceleration axB becomes a negative longitudinal acceleration. However, in this embodiment, the forward longitudinal acceleration axF is set to a positive value, and the rearward longitudinal acceleration axB is set to a positive value.

[0048] In the region of the forward longitudinal acceleration axF, the ellipse of the limit range is expressed by the following equation.

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[0049] In the area of ​​the rearward longitudinal acceleration axB, the ellipse of the limit range is expressed by the following equation.

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[0050] The driving speed correction unit 57 calculates the corrected longitudinal acceleration axo(L0) such that the resultant acceleration acmp of the vehicle falls within the restricted range of the ellipse of equations (5) and (6) under the condition that the corrected lateral acceleration ayc(L0) is used.

[0051] The traveling speed correction unit 57 calculates the pre-correction longitudinal acceleration axo(L0) corresponding to the pre-correction curve limit traveling speed Vref(L0) of the current processing position L0. The traveling speed correction unit 57 calculates the pre-correction longitudinal acceleration axo(L0) by differential calculation based on the amount of change over time in the pre-correction curve limit traveling speed Vref(L0) of the current processing position L0, as shown in the following equation. Here, Vref(L0-dL) is the pre-correction curve limit traveling speed Vref of the previous processing position (L0-dL) that is closer to the host vehicle by the distance dL than the current processing position L0. ΔT is the time interval corresponding to the distance dL between the previous processing position (L0-dL) and the current processing position Lo, and in this example, is calculated by dividing the distance dL by the curve limit traveling speed Vref(L0-dL) of the previous processing position (L0-dL).

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[0052] If the pre-correction longitudinal acceleration axo(L0) calculated by equation (7) is a positive longitudinal acceleration, that is, if it is in the range of the forward longitudinal acceleration axF, the traveling speed correction unit 57 uses the following equation to calculate the post-correction forward longitudinal acceleration axcF(L0) for the current processing position L0 that falls within the limited range of the ellipse of equation (5) based on the maximum forward longitudinal acceleration axmaxF, the post-correction lateral acceleration ayc(L0) for the current processing position L0, and the maximum lateral acceleration aymax.

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[0053] If the pre-correction longitudinal acceleration axo(L0) corresponding to the pre-correction curve limit traveling speed Vref(L0) of the current processing position L0 is a negative longitudinal acceleration, that is, if it is in the range of the rearward longitudinal acceleration axB, the traveling speed correction unit 57 uses the following equation to calculate the post-correction rearward longitudinal acceleration axcB(L0) of the current processing position L0 that falls within the limited range of the ellipse of equation (6) based on the maximum rearward longitudinal acceleration axmaxB, the post-correction lateral acceleration ayc(L0) of the current processing position L0, and the maximum lateral acceleration aymax.

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[0054] As shown in Figure 7, the resultant acceleration acmp is corrected so that it falls within the restricted range of the ellipse. As can be seen from Figure 7, when the corrected lateral acceleration ayc (absolute value) is small, the corrected longitudinal accelerations axcF and axcB in the forward or backward direction become relatively large. When the corrected lateral acceleration ayc (absolute value) is large, the corrected longitudinal accelerations axcF and axcB in the forward or backward direction become relatively small.

[0055] <Limiting front and rear jerk> In step S03, the traveling speed correction unit 57 corrects the forward or backward longitudinal accelerations axcF(L0), axcB(L0) so that the longitudinal jerk generated by the forward or backward longitudinal accelerations axcF(L0), axcB(L0) after correction based on the acceleration at the current processing position L0 is within the range of the maximum forward longitudinal jerk jmaxF and the maximum backward longitudinal jerk jmaxB.

[0056] If the pre-correction longitudinal acceleration axo(L0) is a positive longitudinal acceleration, i.e., if it is in the region of the forward longitudinal acceleration axF, the traveling speed correction unit 57 uses the following equation to correct the corrected forward longitudinal acceleration axcF(L0) so that the acceleration-corrected forward longitudinal acceleration axcF(L0) is equal to or less than the maximum forward longitudinal jerk jmaxF. Here, axcF(L0-dL) is the corrected forward longitudinal acceleration at the previous processing position (L0-dL) that is closer to the host vehicle by the distance dL than the current processing position L0. ΔT is the time interval corresponding to the distance dL between the previous processing position (L0-dL) and the current processing position Lo, and in this example, it is calculated by dividing the distance dL by the curve limit traveling speed Vref(L0-dL) at the previous processing position (L0-dL).

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[0057] If the pre-correction longitudinal acceleration axo(L0) is a negative longitudinal acceleration, that is, if it is in the range of the backward longitudinal acceleration axB, the traveling speed correction unit 57 uses the following equation to correct the corrected backward longitudinal acceleration axcB(L0) so that the acceleration-corrected backward longitudinal acceleration axcB(L0) is equal to or less than the maximum backward longitudinal jerk jmaxB. Here, axcB(L0-dL) is the corrected backward longitudinal acceleration of the previous processing position (L0-dL) that is closer to the host vehicle by the distance dL than the current processing position L0.

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[0058] <Calculation of corrected curve speed limit> In step S04, the traveling speed correction unit 57 calculates the corrected curve limit traveling speed Vrefc(L0) based on the corrected forward or backward longitudinal acceleration axcF(L0), axcB(L0) at the current processing position L0.

[0059] If the pre-correction longitudinal acceleration axo(L0) is a positive longitudinal acceleration, i.e., if it is in the region of the forward longitudinal acceleration axF, the traveling speed correction unit 57 uses the following equation to calculate the corrected curve limit traveling speed Vrefc(L0) based on the corrected forward longitudinal acceleration axcF(L0) and the corrected curve limit traveling speed Vrefc of the previous processing position (L0-dL) that is closer to the vehicle by the distance dL than the current processing position L0.

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[0060] If the pre-correction longitudinal acceleration axo(L0) is a negative longitudinal acceleration, that is, if it is in the range of the backward longitudinal acceleration axB, the traveling speed correction unit 57 uses the following equation to calculate the corrected curve limit traveling speed Vrefc(L0) based on the corrected backward longitudinal acceleration axcB(L0) and the corrected curve limit traveling speed Vrefc for the previous processing position (L0-dL) that is closer to the host vehicle by the distance dL from the current processing position L0. Because deceleration occurs, 2×axcB(L0)×dL is subtracted.

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[0061] <Speed ​​control unit 58> The speed control unit 58 controls the vehicle in accordance with the corrected curve limit traveling speed Vrefc. In this embodiment, the speed control unit 58 calculates a target acceleration for traveling at the target traveling speed and outputs the calculated target acceleration to the power control unit and the brake control unit of the drive control unit 36. When the corrected curve limit traveling speed Vrefc is input while the vehicle is traveling at the initial target traveling speed set by the driver or the automatic driving function, the speed control unit 58 upper-limits the initial target traveling speed by the corrected curve limit traveling speed Vrefc. Specifically, when the initial target traveling speed exceeds the corrected curve limit traveling speed Vrefc, the speed control unit 58 sets the corrected curve limit traveling speed Vrefc as the initial target traveling speed.

[0062] According to the configuration of the present embodiment, the maximum lateral acceleration aymax, the maximum forward longitudinal acceleration axmaxF, and the maximum backward longitudinal acceleration axmaxB are individually set, and the curve speed limit is set so that the resultant acceleration falls within the limit ranges set accordingly, thereby suppressing deterioration of ride comfort when traveling on a curve. Furthermore, the curve speed limit is set so that the resultant acceleration falls within the range of the maximum forward longitudinal jerk jmaxF and the maximum backward longitudinal jerk jmaxB, thereby further suppressing deterioration of ride comfort.

[0063] 2. Second Embodiment Next, a vehicle control device 50 and a vehicle control system 30 according to a second embodiment will be described. Description of components that are the same as those in the first embodiment will be omitted. The basic configuration of the vehicle control device 50 and the vehicle control system 30 according to this embodiment is the same as that of the first embodiment, but part of the processing of the traveling speed correction unit 57 differs from that of the first embodiment.

[0064] <Forward longitudinal acceleration> In this embodiment, the lateral movement parameter setting unit 54 sets a limit lateral acceleration aylimF at the time of forward longitudinal acceleration, which is smaller than the maximum lateral acceleration aymax.

[0065] The traveling speed correction unit 57 corrects the curve limit traveling speed Vref so that the longitudinal acceleration ax becomes 0 when the longitudinal acceleration ax generated when traveling at the curve limit traveling speed becomes a forward value (positive value) and the absolute value of the lateral acceleration ay is within the range from the limit lateral acceleration aylimF at the time of forward longitudinal acceleration to the maximum lateral acceleration aymax.

[0066] In this embodiment, in a coordinate system formed by the axis of lateral acceleration ay and the axis of longitudinal acceleration ax, as shown in FIG. 8 and the following equation, when the resultant acceleration acmp falls outside the range of an ellipse passing through the limit lateral acceleration aylimF during forward longitudinal acceleration in the left and right directions and the maximum forward longitudinal acceleration axmaxF, the traveling speed correction unit 57 limits the corrected forward longitudinal acceleration axcF(L0) to within the range of the ellipse.

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[0067] If the pre-correction longitudinal acceleration axo(L0) calculated by equation (7) is a positive longitudinal acceleration, i.e., if it is in the range of the forward longitudinal acceleration axF, the traveling speed correction unit 57 uses the following equation, and based on the limit lateral acceleration aylimF at the time of forward longitudinal acceleration, the maximum forward longitudinal acceleration axmaxF, and the corrected lateral acceleration ayc(L0) at the current processing position L0, if the corrected forward longitudinal acceleration axcF(L0) at the current processing position L0 falls outside the range of the ellipse of equation (13), the driving speed correction unit 57 limits the corrected forward longitudinal acceleration axcF(L0) at the current processing position L0 to be within the range of the ellipse.

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[0068] According to this configuration, when traveling at a lateral acceleration smaller than the limit lateral acceleration aylimF during forward longitudinal acceleration, the vehicle can accelerate forward without any restrictions.

[0069] In this embodiment, the lateral movement parameter setting unit 54 sets a maximum accelerating lateral acceleration ayacmaxF during forward longitudinal acceleration that is smaller than the maximum lateral acceleration aymax.

[0070] If the longitudinal acceleration ax that occurs when traveling at the curve's limited traveling speed becomes a forward value (positive value) and the absolute value of the lateral acceleration ay becomes equal to or less than the maximum accelerated lateral acceleration ayacmaxF, the traveling speed correction unit 57 corrects the curve's limited traveling speed Vref so that the longitudinal acceleration ax becomes the maximum longitudinal acceleration axmaxF in the forward direction. The traveling speed correction unit 57 sets the corrected forward longitudinal acceleration axcF(L0) for the current processing position L0 using the following equation.

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[0071] According to this configuration, when traveling at a lateral acceleration equal to or less than the maximum accelerated lateral acceleration ayacmaxF, acceleration can be performed at the maximum forward longitudinal acceleration axmaxF.

[0072] However, equation (16) does not take into account the limit lateral acceleration aylimF during forward longitudinal acceleration. If the limit lateral acceleration aylimF during forward longitudinal acceleration is set, the following equation is used. The maximum accelerating lateral acceleration ayacmaxF is set to a value smaller than the limit lateral acceleration aylimF during forward longitudinal acceleration.

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[0073] <Backward longitudinal acceleration> Furthermore, the lateral movement parameter setting unit 54 sets a limit lateral acceleration aylimB during longitudinal acceleration in the rearward direction, which is smaller than the maximum lateral acceleration aymax.

[0074] The traveling speed correction unit 57 corrects the curve limit traveling speed Vref so that the longitudinal acceleration ax becomes 0 when traveling at the curve limit traveling speed and the longitudinal acceleration ax becomes a backward value (negative value) and the absolute value of the lateral acceleration ay is within the range from the limit lateral acceleration aylimB to the maximum lateral acceleration aymax during backward longitudinal acceleration.

[0075] In this embodiment, in a coordinate system formed by the axis of lateral acceleration ay and the axis of longitudinal acceleration ax, as shown in FIG. 8 and the following equation, when the resultant acceleration acmp falls outside the range of an ellipse passing through the limit lateral acceleration aylimB during rearward longitudinal acceleration in the left and right directions and the maximum rearward longitudinal acceleration axmaxB, the traveling speed correction unit 57 limits the corrected rearward longitudinal acceleration axcB(L0) to within the range of the ellipse.

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[0076] If the pre-correction longitudinal acceleration axo(L0) calculated by equation (7) is a negative longitudinal acceleration, i.e., if it is in the range of the rearward longitudinal acceleration axB, the traveling speed correction unit 57 uses the following equation, and based on the limit lateral acceleration aylimB at the time of rearward longitudinal acceleration, the maximum rearward longitudinal acceleration axmaxB, and the corrected lateral acceleration ayc(L0) at the current processing position L0, if the corrected rearward longitudinal acceleration axcB(L0) at the current processing position L0 falls outside the range of the ellipse of equation (18), the traveling speed correction unit 57 limits the corrected rearward longitudinal acceleration axcB(L0) at the current processing position L0 to be within the range of the ellipse.

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[0077] According to this configuration, when traveling at a lateral acceleration smaller than the limit lateral acceleration aylimB during longitudinal acceleration in the rearward direction, deceleration in the rearward direction can be achieved without any restrictions.

[0078] In this embodiment, the lateral movement parameter setting unit 54 sets a maximum decelerating lateral acceleration aydcmaxB during rearward longitudinal acceleration that is smaller than the maximum lateral acceleration aymax.

[0079] If the longitudinal acceleration ax that occurs when traveling at the curve's limited traveling speed becomes a backward value (negative value) and the absolute value of the lateral acceleration ay becomes equal to or less than the maximum decelerated lateral acceleration aydcmaxB, the traveling speed correction unit 57 corrects the curve's limited traveling speed Vref so that the longitudinal acceleration ax becomes the maximum longitudinal acceleration axmaxB in the backward direction. The traveling speed correction unit 57 sets the corrected backward longitudinal acceleration axcB(L0) for the current processing position L0 using the following equation.

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[0080] According to this configuration, when traveling at a lateral acceleration equal to or less than the maximum deceleration lateral acceleration aydcmaxB, the vehicle can be decelerated at the maximum rearward longitudinal acceleration axmaxB.

[0081] However, equation (20) does not take into account the limit lateral acceleration aylimB during rearward longitudinal acceleration. If the limit lateral acceleration aylimB during rearward longitudinal acceleration is set, the following equation is used. The maximum deceleration lateral acceleration aydcmaxB is set to a value smaller than the limit lateral acceleration aylimB during rearward longitudinal acceleration.

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[0082] According to the configuration of this embodiment, in addition to the maximum lateral acceleration aymax, maximum forward longitudinal acceleration axmaxF, and maximum backward longitudinal acceleration axmaxB of embodiment 1, by setting the limit lateral acceleration aylimF during forward longitudinal acceleration, the maximum acceleration lateral acceleration ayacmaxF, the limit lateral acceleration aylimB during backward longitudinal acceleration, and the maximum deceleration lateral acceleration aydcmaxB, it is possible to calculate a curve limit driving speed Vref that is appropriate for the driver's perception, and deterioration of ride comfort can be further suppressed.

[0083] In the above-described embodiments, the limit range is set as an ellipse passing through the maximum lateral acceleration aymax, the maximum forward longitudinal acceleration axmaxF, and the maximum rearward longitudinal acceleration axmaxB. However, the limit range may be set as any shape (for example, a rectangle or a curve) passing through the maximum lateral acceleration aymax, the maximum forward longitudinal acceleration axmaxF, and the maximum rearward longitudinal acceleration axmaxB. Furthermore, any shape passing through the limit lateral acceleration aylimF during forward longitudinal acceleration and the maximum forward longitudinal acceleration axmaxF may be set, or any shape passing through the limit lateral acceleration aylimB during rearward longitudinal acceleration and the maximum rearward longitudinal acceleration axmaxB may be set.

[0084] 3. Embodiment 3 Next, a vehicle control device 50 and a vehicle control system 30 according to a third embodiment will be described. Description of components similar to those of the first embodiment will be omitted. The basic configuration of the vehicle control device 50 and the vehicle control system 30 according to this embodiment is similar to that of the first or second embodiment, but part of the processing of the traveling speed correction unit 57 differs from that of the first embodiment.

[0085] The traveling speed correction unit 57 calculates the corrected curve limit traveling speed Vrefc(L0) based on the corrected forward or backward longitudinal acceleration axcF(L0), axcB(L0) at the current processing position L0.

[0086] In this embodiment, unlike the first embodiment, the method of calculating the corrected curve limit traveling speed Vrefc(L0) differs depending on whether the pre-correction curve limit traveling speed Vref is an acceleration section, a deceleration section, or a constant speed section. The acceleration section is set to a section where the pre-correction longitudinal acceleration axo(L0) is a positive value, the constant speed section is set to a section where the pre-correction longitudinal acceleration axo(L0) is 0, and the deceleration section is set to a section where the pre-correction longitudinal acceleration axo(L0) is a negative value.

[0087] In the acceleration section of the pre-correction curve limit travel speed Vref and in the constant speed section ahead of the acceleration section, the travel speed correction unit 57 calculates the corrected curve limit travel speed Vrefc sequentially forward so that the resultant acceleration acmp is within the limit range. In this embodiment, in the acceleration section and the constant speed section ahead of the acceleration section, the travel speed correction unit 57 uses the following equation similar to equation (12) to calculate the speed at the current processing position L0 when accelerated by the corrected forward longitudinal acceleration axcF(L0) at the current processing position L0, from the corrected curve limit travel speed Vrefc(L0-dL) at the previous processing position (L0-dL) that is closer to (rearward of) the vehicle by the distance dL from the current processing position L0. The processing position L0 is moved forward by the distance dL, and the calculation of equation (22) is repeatedly performed. The corrected curve limit travel speed Vrefc is subject to an upper limit so as not to exceed the pre-correction curve limit travel speed Vref(L0) at the current processing position L0. The corrected curve limit travel speed Vrefc at the start position of the acceleration section is set to the pre-correction curve limit travel speed Vref.

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[0088] Meanwhile, in the deceleration section of the pre-correction curve limit traveling speed Vref and in the constant speed section behind the deceleration section, the traveling speed correction unit 57 calculates the corrected curve limit traveling speed Vrefc sequentially backward so that the resultant acceleration acmp falls within the limit range. In this embodiment, in the deceleration section and the constant speed section behind the deceleration section, the traveling speed correction unit 57 uses the following equation, which is different from Equation (13), to calculate the corrected curve limit traveling speed Vrefc(L0) for the current processing position L0, such that when deceleration occurs from the current processing position L0 at the corrected backward longitudinal acceleration axcB(L0) for the current processing position L0, the speed at the current processing position L0 a distance dL ahead of the current processing position L0 becomes the corrected curve limit traveling speed Vrefc(L0+dL) for the predicted position (L0+dL) a distance dL ahead. Here, the corrected backward longitudinal acceleration axcB is a positive value. The processing position L0 is moved backward by an interval dL, and the calculation of equation (23) is repeatedly executed. The corrected curve limit traveling speed Vrefc is upper-bounded so as not to exceed the pre-correction curve limit traveling speed Vref(L0) at the current processing position L0. The corrected curve limit traveling speed Vrefc at the end position of the deceleration section is set to the pre-correction curve limit traveling speed Vref.

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[0089] In addition, if the constant speed section is a constant speed section before the acceleration section and a constant speed section after the deceleration section, the driving speed correction unit 57 calculates the final corrected curve limit driving speed Vrefc to be the smaller of the corrected curve limit driving speed Vrefc calculated in order toward the front using equation (22) and the corrected curve limit driving speed Vrefc calculated in order toward the rear using equation (23).

[0090] In addition, if the constant speed section is not a constant speed section before the acceleration section and is not a constant speed section after the deceleration section, the driving speed correction unit 57 calculates the uncorrected curve limit driving speed Vref as the corrected curve limit driving speed Vrefc.

[0091] <Calculation example of curve speed limit Vrefc after correction> An example of calculating the corrected curve speed limit Vrefc will be explained using Figure 9. This shows an example of calculating the curvature ρ(L0) for each processing position L0 ahead, as well as each acceleration and each speed when there is a curve ahead of the vehicle. Within the range of distance L where the curve exists, the curvature ρ increases from 0. As the curvature ρ increases, the curve speed limit Vref before correction decreases from the upper limit value Vc, and acceleration and deceleration zones occur. In addition, constant speed zones occur before and after the acceleration or deceleration zones.

[0092] When the absolute value of the curvature ρ is 0, the curve speed limit Vref before correction is limited to the upper limit value Vc and coincides with the upper limit value Vc. The curve speed limit Vref before correction decreases from the upper limit value Vc according to the increase in the absolute value of the curvature ρ.

[0093] The corrected curve limit traveling speed Vrefc is reduced and corrected from the pre-correction curve limit traveling speed Vref near the deceleration section and acceleration section of the pre-correction curve limit traveling speed Vref so that the lateral acceleration and longitudinal acceleration of the host vehicle fall within the limit ranges. As explained using equation (23), in the deceleration section and the constant speed section following the deceleration section, the corrected curve limit traveling speed Vrefc at the end position of the deceleration section is set to the pre-correction curve limit traveling speed Vref. The corrected curve limit traveling speed Vrefc is calculated sequentially from the end position of the deceleration section toward the rear, and is reduced and corrected from the pre-correction curve limit traveling speed Vref. As shown in FIG. 9, the corrected curve limit traveling speed Vrefc is calculated sequentially toward the rear in the deceleration section and the constant speed section following the deceleration section. Therefore, it is possible to calculate a corrected curve limit traveling speed Vrefc that is equal to or less than the upper limit value Vc corresponding to the curvature ρ while maintaining the lateral acceleration and longitudinal acceleration of the host vehicle within the limit ranges.

[0094] As explained using equation (22), in the acceleration section and the constant speed section ahead of the acceleration section, the corrected curve limit traveling speed Vrefc at the start position of the acceleration section is set to the uncorrected curve limit traveling speed Vref, and the corrected curve limit traveling speed Vrefc is calculated sequentially from the start position of the acceleration section forward, and is corrected downward from the uncorrected curve limit traveling speed Vref. As shown in Figure 9, the corrected curve limit traveling speed Vrefc is calculated sequentially forward in the acceleration section and the constant speed section ahead of the acceleration section, so that it is possible to calculate a corrected curve limit traveling speed Vrefc that is equal to or less than the upper limit value Vc corresponding to the curvature ρ while maintaining the lateral acceleration and longitudinal acceleration of the host vehicle within the limit ranges.

[0095] On the other hand, if the constant speed section is a constant speed section before an acceleration section and after a deceleration section, the final corrected curve limit speed Vrefc is set to the smaller of the corrected curve limit speed Vrefc calculated forward using equation (22) and the corrected curve limit speed Vrefc calculated backward using equation (23). Thus, in the constant speed section, the effects of both the front and rear acceleration sections and the deceleration section are taken into consideration, and a corrected curve limit speed Vrefc that is equal to or less than the upper limit value Vc corresponding to the curvature ρ can be calculated while maintaining the lateral acceleration and longitudinal acceleration of the host vehicle within the limit ranges.

[0096] In addition, if the constant speed section is not a constant speed section before the acceleration section and is not a constant speed section after the deceleration section, the uncorrected curve limit traveling speed Vref is calculated as the corrected curve limit traveling speed Vrefc.

[0097] <Summary of various aspects of the present application> Various aspects of the present application will be summarized below as appendices. (Appendix 1) a road shape acquisition unit that acquires the shape of a road on which the vehicle is traveling; a lateral movement parameter setting unit that sets a maximum lateral acceleration that is permitted to occur during turning; a curve speed limit calculation unit that calculates a curve speed limit, which is a traveling speed when traveling on a curved road at which the lateral acceleration of the host vehicle is equal to or less than the maximum lateral acceleration, based on the road shape and the maximum lateral acceleration; an acceleration parameter setting unit that sets a maximum forward longitudinal acceleration and a maximum backward longitudinal acceleration while traveling on a curved road; a travel speed correction unit that corrects the curve travel speed limit so that a resultant acceleration of the host vehicle when traveling on a curved road falls within a limit range set in accordance with the maximum lateral acceleration, the maximum longitudinal acceleration in the forward direction, and the maximum longitudinal acceleration in the backward direction; a speed control unit that controls the vehicle in accordance with the corrected curve speed limit; A vehicle control device comprising: (Appendix 2) the lateral movement parameter setting unit sets a maximum lateral jerk that is permitted to occur during turning, The vehicle control device according to claim 1, wherein the curve speed limit calculation unit calculates the curve speed limit based on the road shape, the maximum lateral acceleration, and the maximum lateral jerk, such that the lateral acceleration of the host vehicle when traveling on a curved road is equal to or less than the maximum lateral acceleration and the lateral jerk of the host vehicle is equal to or less than the maximum lateral jerk. (Appendix 3) the acceleration parameter setting unit sets a maximum forward / rearward jerk and a maximum backward / rearward jerk while traveling on a curved road, The vehicle control device according to claim 1 or 2, wherein the driving speed correction unit corrects the curve limit driving speed so that a longitudinal jerk of the host vehicle generated when traveling at the curve limit driving speed falls within a range of the maximum longitudinal jerk in the forward direction and the maximum longitudinal jerk in the backward direction. (Appendix 4) 4. The vehicle control device according to claim 1, wherein the travelling speed correction unit corrects the curve travelling speed limit so that the resultant acceleration falls within a restricted range of an ellipse that passes through the maximum lateral acceleration in the left direction, the maximum lateral acceleration in the right direction, the maximum longitudinal acceleration in the forward direction, and the maximum longitudinal acceleration in the backward direction in a coordinate system consisting of a lateral acceleration axis and a longitudinal acceleration axis. (Appendix 5) the lateral movement parameter setting unit sets a limit lateral acceleration during forward longitudinal acceleration that is smaller than the maximum lateral acceleration, The vehicle control device according to any one of appendices 1 to 4, wherein the driving speed correction unit corrects the curve speed limit so that the longitudinal acceleration becomes zero when the longitudinal acceleration generated when driving at the curve speed limit becomes a value in the forward direction and the lateral acceleration is within a range from the limit lateral acceleration at the time of the longitudinal acceleration in the forward direction to the maximum lateral acceleration. (Appendix 6) the lateral movement parameter setting unit sets a limit lateral acceleration during a longitudinal acceleration in a rearward direction that is smaller than the maximum lateral acceleration, The vehicle control device according to any one of appendices 1 to 5, wherein the driving speed correction unit corrects the curve speed limit so that the longitudinal acceleration becomes zero when the longitudinal acceleration generated when driving at the curve speed limit becomes a value in a backward direction and the lateral acceleration is within a range from the limit lateral acceleration at the time of the backward longitudinal acceleration to the maximum lateral acceleration. (Appendix 7) the lateral movement parameter setting unit sets a maximum accelerated lateral acceleration during forward longitudinal acceleration that is smaller than the maximum lateral acceleration, The vehicle control device according to any one of appendices 1 to 4, wherein the driving speed correction unit corrects the curve speed limit so that the longitudinal acceleration becomes the maximum longitudinal acceleration in the forward direction when the longitudinal acceleration generated when driving at the curve speed limit becomes a value in the forward direction and the lateral acceleration becomes equal to or less than the maximum lateral acceleration at the time of the longitudinal acceleration in the forward direction. (Appendix 8) the lateral movement parameter setting unit sets a maximum lateral acceleration / deceleration during longitudinal acceleration in the rearward direction that is smaller than the maximum lateral acceleration; The vehicle control device according to any one of Appendices 1 to 4 and 7, wherein the driving speed correction unit corrects the curve limit driving speed so that the longitudinal acceleration becomes the maximum longitudinal acceleration in the backward direction when the longitudinal acceleration generated when driving at the curve limit driving speed becomes a value in the backward direction and the lateral acceleration becomes equal to or less than the maximum decelerating lateral acceleration at the time of the longitudinal acceleration in the backward direction. (Appendix 9) the travel speed correction unit calculates the corrected curve travel speed limit in order toward the front in an acceleration section of the curve travel speed limit and in a constant speed section ahead of the acceleration section so that the resultant acceleration is within the limit range, In a deceleration section of the curve travel speed limit and a constant speed section behind the deceleration section, the corrected curve travel speed limit is calculated in order toward the rear so that the resultant acceleration is within the limit range; When the constant speed section of the curve speed limit is a constant speed section ahead of the acceleration section and a constant speed section behind the deceleration section, the corrected curve speed limit calculated in order from the front to the rear is calculated to be the smaller of the corrected curve speed limit calculated in order from the rear to the rear, and 9. A vehicle control device according to any one of appendices 1 to 8, wherein, when the constant speed section of the curve speed limit is not a constant speed section before the acceleration section and not a constant speed section after the deceleration section, the curve speed limit is calculated as the corrected curve speed limit.

[0098] Although various exemplary embodiments and examples are described in this application, the various features, aspects, and functions described in one or more embodiments are not limited to the application of a particular embodiment, but may be applied to the embodiments alone or in various combinations. Therefore, countless variations not illustrated are contemplated within the scope of the technology disclosed in this specification. For example, this includes cases where at least one component is modified, added, or omitted, or where at least one component is extracted and combined with components of another embodiment. [Explanation of symbols]

[0099] 50 vehicle control device, 53 road shape acquisition unit, 54 lateral movement parameter setting unit, 55 curve speed limit calculation unit, 56 acceleration parameter setting unit, 57 driving speed correction unit, 58 speed control unit, Vref curve limit driving speed, Vrefc corrected curve limit driving speed, axmaxB maximum acceleration in the rear direction, axmaxF maximum acceleration in the forward direction, ayacmaxF maximum acceleration lateral acceleration during forward longitudinal acceleration, aydcmaxB maximum deceleration lateral acceleration during backward longitudinal acceleration, aylimB limit lateral acceleration during backward longitudinal acceleration, aylimF limit lateral acceleration during forward longitudinal acceleration, aymax maximum lateral acceleration, dρ curvature change rate, jmaxB maximum forward longitudinal maximum jerk in the rear direction, jmaxF maximum forward longitudinal maximum jerk in the forward direction, jymax maximum lateral jerk

Claims

1. a road shape acquisition unit that acquires the shape of a road on which the vehicle is traveling; a lateral movement parameter setting unit that sets a maximum lateral acceleration that is permitted to occur during turning; a curve speed limit calculation unit that calculates a curve speed limit, which is a traveling speed when traveling on a curved road at which the lateral acceleration of the host vehicle is equal to or less than the maximum lateral acceleration, based on the road shape and the maximum lateral acceleration; an acceleration parameter setting unit that sets a maximum forward longitudinal acceleration and a maximum backward longitudinal acceleration while traveling on a curved road; a travel speed correction unit that corrects the curve travel speed limit so that a resultant acceleration of the host vehicle when traveling on a curved road falls within a limit range set in accordance with the maximum lateral acceleration, the maximum longitudinal acceleration in the forward direction, and the maximum longitudinal acceleration in the backward direction; a speed control unit that controls the vehicle in accordance with the corrected curve speed limit; A vehicle control device comprising:

2. the lateral movement parameter setting unit sets a maximum lateral jerk that is permitted to occur during turning, 2. The vehicle control device according to claim 1, wherein the curve speed limit calculation unit calculates the curve speed limit based on the road shape, the maximum lateral acceleration, and the maximum lateral jerk, such that the lateral acceleration of the vehicle when traveling on a curved road is equal to or less than the maximum lateral acceleration and the lateral jerk of the vehicle is equal to or less than the maximum lateral jerk.

3. the acceleration parameter setting unit sets a maximum forward / rearward jerk and a maximum backward / rearward jerk while traveling on a curved road, 2. The vehicle control device according to claim 1, wherein the travel speed correction unit corrects the curve limit travel speed so that a longitudinal jerk of the host vehicle generated when traveling at the curve limit travel speed falls within a range of the maximum longitudinal jerk in the forward direction and the maximum longitudinal jerk in the backward direction.

4. 2. The vehicle control device according to claim 1, wherein the travelling speed correction unit corrects the curve travelling speed limit so that the resultant acceleration falls within a restricted range of an ellipse passing through the maximum lateral acceleration in the left direction, the maximum lateral acceleration in the right direction, the maximum longitudinal acceleration in the forward direction, and the maximum longitudinal acceleration in the backward direction in a coordinate system consisting of an axis of lateral acceleration and an axis of longitudinal acceleration.

5. the lateral movement parameter setting unit sets a limit lateral acceleration during forward longitudinal acceleration that is smaller than the maximum lateral acceleration, 2. The vehicle control device according to claim 1, wherein the driving speed correction unit corrects the curve speed limit so that the longitudinal acceleration becomes zero when the longitudinal acceleration generated when driving at the curve speed limit becomes a forward value and the lateral acceleration falls within a range from the limit lateral acceleration at the time of the forward longitudinal acceleration to the maximum lateral acceleration.

6. the lateral movement parameter setting unit sets a limit lateral acceleration during a longitudinal acceleration in a rearward direction that is smaller than the maximum lateral acceleration, 2. The vehicle control device according to claim 1, wherein the driving speed correction unit corrects the curve speed limit so that the longitudinal acceleration becomes zero when the longitudinal acceleration generated when driving at the curve speed limit becomes a value in the rearward direction and the lateral acceleration falls within a range from the limit lateral acceleration at the time of the longitudinal acceleration in the rearward direction to the maximum lateral acceleration.

7. the lateral movement parameter setting unit sets a maximum accelerated lateral acceleration during forward longitudinal acceleration that is smaller than the maximum lateral acceleration, 2. The vehicle control device according to claim 1, wherein the driving speed correction unit corrects the curve speed limit so that the longitudinal acceleration becomes the maximum longitudinal acceleration in the forward direction when the longitudinal acceleration generated when driving at the curve speed limit becomes a value in the forward direction and the lateral acceleration becomes equal to or less than the maximum lateral acceleration at the time of the longitudinal acceleration in the forward direction.

8. the lateral movement parameter setting unit sets a maximum lateral acceleration / deceleration during longitudinal acceleration in the rearward direction that is smaller than the maximum lateral acceleration; 2. The vehicle control device according to claim 1, wherein the driving speed correction unit corrects the curve limit driving speed so that the longitudinal acceleration becomes the maximum longitudinal acceleration in the rear direction when the longitudinal acceleration occurring when driving at the curve limit driving speed becomes a value in the rear direction and the lateral acceleration becomes equal to or less than the maximum decelerating lateral acceleration during the longitudinal acceleration in the rear direction.

9. the travel speed correction unit calculates the corrected curve travel speed limit in order toward the front in an acceleration section of the curve travel speed limit and in a constant speed section ahead of the acceleration section so that the resultant acceleration is within the limit range, In a deceleration section of the curve travel speed limit and a constant speed section behind the deceleration section, the corrected curve travel speed limit is calculated in order toward the rear so that the resultant acceleration is within the limit range; When the constant speed section of the curve speed limit is a constant speed section ahead of the acceleration section and a constant speed section behind the deceleration section, the corrected curve speed limit calculated in order from the front to the rear is calculated to be the smaller of the corrected curve speed limit calculated in order from the rear to the rear, and 2. The vehicle control device according to claim 1, wherein when the constant speed section of the curve speed limit is not a constant speed section before the acceleration section and not a constant speed section after the deceleration section, the curve speed limit is calculated as the corrected curve speed limit.

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