Vehicle motion control device

Abstract

This vehicle motion control device is provided with: an information acquisition unit that acquires a plurality of pieces of environment information relating to the surrounding environment of a subject vehicle; a limit value setting unit that calculates, on the basis of the plurality of pieces of environment information, a plurality of limit values for a physical quantity relating to motion of the subject vehicle, and sets, in a map, a final limit value determined on the basis of the plurality of limit values; and a trajectory planning unit that generates a travel trajectory of the subject vehicle on the basis of the final limit value.

Description

Vehicle motion control device

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

[0002] One type of vehicle motion control technology, typified by driver assistance and autonomous driving, is a technology that generates a driving trajectory consisting of information such as a driving route and driving speed as a vehicle's driving target, and controls the powertrain, brakes, steering, etc. so that the vehicle travels along that trajectory. The simplest example of driving speed control is speed maintenance control, which 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 for planning the trajectory of a vehicle, which provides comfort to passengers by driving the vehicle along a driving route within constraints based on a routing algorithm that uses nodes to consider the driving time or driving distance used and selects the minimum cost route.

[0004] Special table 2019-510674 publication

[0005] In the trajectory planning method described in Patent Document 1, the driving speed is determined based on a fixed limit value set for the sub-route. However, when using this method to travel on a road containing an obstacle, a trajectory is generated in which the vehicle travels at a low driving speed even at a distance from the obstacle when avoiding the obstacle. This may result in an unnecessarily slow speed, which may result in a decrease in passenger comfort. In view of this, an object of the present invention is to provide a vehicle motion control device that generates a trajectory plan based on multiple limit values ​​calculated based on driving environment information and vehicle driving information, in order to simultaneously ensure passenger safety and comfort.

[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 final limit values ​​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 values.

[0007] According to the present invention, it is possible to provide a vehicle motion control device that can generate a trajectory plan based on a plurality of limit values ​​calculated based on environmental information on the road and driving information of the vehicle itself.

[0008] 1. A functional block diagram of an in-vehicle system according to a first embodiment. 2. A functional block diagram of a travel trajectory planning unit according to the first embodiment. 3. A flowchart showing the processing of the travel trajectory planning unit according to the first embodiment. 4. A processing example of the functional blocks of the travel trajectory planning unit according to the first embodiment. 5. A first modified example of the functional blocks of the travel trajectory planning unit according to the first embodiment. 6. A second modified example of the functional blocks of the travel trajectory planning unit according to the first embodiment. 7. A flowchart showing the processing of the travel trajectory planning unit according to the second embodiment. 8. A functional block diagram of a travel trajectory planning unit according to a third embodiment. 9. A processing example of the functional blocks of the travel trajectory planning unit according to the third embodiment.

[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 some omissions and simplifications have been made as appropriate 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] (First embodiment and overall configuration) (FIG. 1) An in-vehicle system 1 is mounted on a vehicle and is a system for performing vehicle motion control such as driving assistance and autonomous driving. The in-vehicle system 1 includes an external communication device 11, a GNSS (Global Navigation Satellite System) 12, a map information storage unit 13, sensors 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 external 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 device, 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 about curves such as road width and road curvature, information about road surface conditions and traffic conditions, information about the vehicle and surrounding environment, which is information about the driving conditions of other vehicles, etc. The information about the vehicle and surrounding environment 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, millimeter-wave radar, or LIDAR, that detects information about the vehicle and the surrounding environment, and also detects information about driver operations, vehicle speed, acceleration, jerk, angular velocity, and wheel steering angle. The information about the vehicle and the surrounding environment detected by the external environment recognition sensor in the sensor 14 is, for example, information about 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, and the like, based on the difference in brightness between the white lines in 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 sensors 14, and information recorded in the map information storage unit 13. The HMI unit 15 also issues 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 memory device such as a semiconductor memory, an auxiliary memory device, and hardware such as a communication device, and performs overall control of the vehicle, and realizes various functions of the operation management unit 3, etc. by executing a program loaded into the main memory device on the calculation device. Note that in this embodiment, for convenience of explanation, the operation 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, comfort mode, economy mode, sports mode, minimum time mode for minimizing travel time, minimum distance mode for minimizing travel distance, etc. These driving modes can be arbitrarily set 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, jerk of the host vehicle, the speed and distance between the host vehicle and a preceding vehicle traveling ahead of the host vehicle, etc.

[0019] 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, based on information acquired by the external communication device 11, GNSS 12, and sensors 14, and map information recorded in the map information storage unit 13.

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

[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 (for example, driving mode and destination) acquired by the HMI unit 15. 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. so that the vehicle follows the driving trajectory output from the driving trajectory planning unit 4, and controls the powertrain system 6, brake system 7, and steering system 8.

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

[0026] (FIG. 2) The driving 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 multiple pieces of environmental information related to the surrounding environment of the vehicle. The limit value setting unit 43 calculates multiple limit values ​​for physical quantities related to the motion of the vehicle based on the multiple pieces of environmental information acquired by the second information acquisition unit 42, and sets final limit values ​​calculated based on the multiple limit values ​​in a map described below. The trajectory planning unit 44 generates a driving trajectory for the vehicle based on the final limit values ​​set in the map, and outputs information about the driving 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 around the vehicle, such as the friction coefficient and gradient, and the position, 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] (Fig. 3) The processing of the travel trajectory planning unit 4 will be described with reference to the functional block diagrams of Fig. 1 and Fig. 2. In step S1, the first information acquisition unit 41 and the second information acquisition unit 42 of the travel trajectory planning unit 4 acquire travel 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 are driving targets when the vehicle drives on a road, based on the driving situation 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 the traveling trajectory generated by the trajectory planning section 44 in step S3 to the traveling control unit 5.

[0034] (FIG. 4A) In a situation where the vehicle is traveling on a road where there are risks such as obstacles or a location where the road surface has a low friction coefficient (hereinafter referred to as a "low μ road"), the limit value set by the limit value setting unit 43 and the traveling trajectory generated by the trajectory planning unit 44 so as to avoid the risks based on the set limit value will be described. Note that the processing shown in the following FIGS. 4A to 4C is an example of the processing 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 the limit value of the vehicle set by the occupant of the 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 in the squares on the grid map 43a. The grid map is a map made up of squares, and by dividing the space into individual squares separated by equally spaced vertical and horizontal lines, limit values ​​43b are set at the points 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] The limit values ​​43b include limit values ​​related to physical quantities of vehicle motion, such as speed, acceleration and jerk in the longitudinal direction of the host vehicle, and acceleration and jerk in the lateral direction of the host vehicle, and a plurality of grid maps 43a may be provided for each of these limit values. Furthermore, the limit value setting unit 43 may set independent limit values ​​for the longitudinal direction and lateral direction of the host vehicle, or may set limit values ​​based on the magnitude of the square root of the sum of the squares of the values ​​in the longitudinal direction and lateral direction.

[0039] In addition to this method, the limit values ​​43b set at each point on the grid map 43a may be extracted by, for example, summing values ​​obtained by multiplying a weighting factor by a plurality of calculated limit values, or by values ​​based on limit values ​​and information around a specific point. Furthermore, the limit values ​​43b set at each point may be, for example, a plurality of limit values ​​having priority information according to the surrounding environment of the specific point. These calculation methods are also common to Figures 4B and 4C, which will be described later.

[0040] The limit value setting unit 43 extracts and sets the smallest minimum limit value 43c from the limit values ​​43b based on 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 traveling trajectory 44b, which is a trajectory on which the vehicle can travel, toward the right side of the grid map 43a, which is the direction of travel. The traveling 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 limit values ​​43b at specified points on the map 43a based on the calculated multiple limit values ​​43b, and by setting the limit value 43c at that point to a smaller value the closer the limit value 43b is to the risk on the map 43a, it is possible to generate a safe driving trajectory 44b that passes through areas where the limit value 43c has a high value.

[0043] (First Modification) (Fig. 4B) The process of Fig. 4B, which is another example of a process different from Fig. 4A, will be described. Instead of using the grid used in the map of Fig. 4A, a limit value 43b is set to target risks such as obstacles on the route and locations where the road surface has a low coefficient of friction. 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 for each point on the map 43a based on the information A, information B, and information C acquired by the second information acquisition unit 42, the size of the obstacle, the low-μ road, etc. The following process, including the relationship between the numerical values ​​recorded 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 is no longer necessary to set or extract limit values ​​for points where setting is not required, thereby reducing computational costs.

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

[0046] In Figure 4C, similar to Figure 4B, a limit value 43b is set based on the size of the obstacle 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. This 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 the closer it is to the risk object. This allows an even finer risk range to be reflected on the map 43a than in Figure 4B, and prevents the drivable area 44a from being 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 performed: For example, the limit value setting unit 43 may set a limit value 43b at a predetermined point based on information about the surrounding area 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 host vehicle and the allowable physical quantities acquired by the second information acquisition unit 42, and a risk value calculated from limits on physical quantities related to the driving performance of the host vehicle and risk targets that are factors that may impede the driving of the host vehicle. The risk value calculated at this time is a value based on factors that may impede the driving of the host vehicle.

[0049] Furthermore, the limit value setting unit 43 may set the final limit value 43c based on a plurality of limit values ​​43b calculated in accordance with 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 set in the same situation or at the same location 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.This reduces 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 (FIG. 5) The flowchart of the travel trajectory planning unit 4 shown in FIG. 5 is the same as the flowchart shown in FIG. 3 except that a new step S5 is added between step S1 and step S2.

[0052] In step S5, the traveling trajectory planning unit 4 determines 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 indicates that processing is prohibited (YES), the processing is terminated and a traveling trajectory is not generated. On the other hand, if the flag indicates that processing is permitted (NO), the processing from step S2 onwards shown in Figure 3 is performed to set the desired limit value and generate a traveling trajectory.

[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 processing of generating a driving trajectory that emphasizes safety and comfort, and switches to vehicle motion control that emphasizes avoidance performance, thereby avoiding collisions with obstacles, etc., and improving safety.

[0054] 2 , the travel trajectory planning unit 4 includes a travel trajectory candidate generation unit 46 and a travel trajectory selection unit 47. The travel trajectory candidate generation unit 46 generates a plurality of travel trajectory candidates in which physical quantities related to the vehicle motion that occur when the vehicle is traveling fall within the limit values, based on the travel situation information and limit values ​​acquired by the travel trajectory planning unit 44, and outputs the generated plurality of travel trajectory candidates to the travel trajectory selection unit 47.

[0055] The driving trajectory selection unit 47 selects one driving trajectory based on the current driving mode (shortest time mode, economy mode, etc.) 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] (FIG. 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 using the driving trajectory candidate generation unit 46. The first driving trajectory candidate 44c passes through a point where the final limit value 43c is low, which requires the vehicle speed to be reduced. However, since the first driving trajectory candidate 44c is a driving trajectory that travels straight from the vehicle position, no lateral acceleration occurs and the ride is more comfortable than a driving trajectory that requires turning. On the other hand, the second driving trajectory candidate 44d may have a lower ride comfort because it requires turning, but it is a trajectory that passes through a point where the final limit value 43c is the largest, which increases safety.

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

[0058] In this way, the trajectory planning unit 44 generates a plurality of candidate driving trajectories and selects an appropriate driving trajectory for the host vehicle from the plurality of candidates generated based on the priority of the driving mode or limit value output from the host controller, thereby not only achieving the same effects as in the first and second embodiments but also enabling control of vehicle motion in accordance with the selected driving mode. Note that the limit value setting unit 43 may set the limit value 43b on a 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, 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 ​​43 b for physical quantities related to the motion of the vehicle based on the multiple pieces of environmental information and sets a final limit value 43 c determined based on the multiple limit values ​​43 b in a map 43 a, and a trajectory planning unit 44 that generates a traveling trajectory of the vehicle based on the final limit value 43 c. In this way, it is possible to provide a vehicle motion control device 2 that can generate a trajectory plan based on the multiple limit values ​​calculated based on the traveling environment information and the traveling information of the vehicle.

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

[0062] (3) The limit value setting unit 43 sets limit values ​​having priority information at predetermined points based on limit values ​​corresponding to the plurality of pieces of environmental information acquired from the information acquisition unit 42. This contributes to generating a highly safe drivable area 44a and a driving 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, thereby contributing to generating a safe drivable area 44a and a driving trajectory 44b.

[0064] (5) The limit value setting unit 43 sets the limit value 43b at a predetermined point based on information about the surrounding area of ​​the predetermined point, which contributes to generating a safe travelable area 44a and travel path 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 ​​43 b by a weighting factor, or calculates a minimum limit value 43 c, which is the smallest value among the calculated multiple limit values ​​43 b, and the trajectory planning unit 44 generates a driving trajectory 44 b for the vehicle based on the sum of the values ​​or the minimum limit value 43 c. This contributes to generating a highly safe drivable area 44 a and driving trajectory 44 b.

[0067] (8) The limit value 43b is a value that includes the acceleration and jerk on the acceleration and deceleration sides in the longitudinal direction of the host vehicle, as well as the acceleration and jerk in the lateral direction of the host vehicle, which contributes to generating a safe drivable area 44a and a driving 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 drivable area 44a and a driving 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, thereby contributing to the generation of a driving trajectory 44b that can achieve both safety and comfort.

[0070] (11) The risk value is a value based on factors that may impede 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 user-defined values ​​set by an occupant of the vehicle, and the user-defined values ​​are at least fixed values. 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 on the map 43a approaches the risk. This makes it 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 multiple limit values ​​43b and previously set limit values ​​43b. This makes it easier to generate a travel trajectory 44b that can achieve both safety and comfort.

[0074] (15) The previously set limit value is a value set in the same situation or at the same location as the calculated limit values ​​43b. This makes it 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. This can contribute to determining whether to perform processing to generate a traveling trajectory in response to the detection of an abnormality in a sensor or system, and to executing highly 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 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 depending on the selected travel mode.

[0077] The present invention is not limited to the above-described embodiments, and various modifications and combinations of other configurations are possible without departing from the spirit of the present invention. Furthermore, the present invention is not limited to those having all of the configurations described in the above-described embodiments, and includes those in which some of the configurations are deleted, some of other configurations are added, and some of other configurations are replaced with other configurations.

[0078] REFERENCE SIGNS LIST 1 In-vehicle system 2 Vehicle motion control device 3 Operation management unit 4 Travel trajectory planning unit 5 Travel control unit 6 Powertrain system 7 Brake system 8 Steering system 11 Exterior communication device 12 GNSS 13 Map information storage unit 14 Sensor 15 HMI unit 41 First information acquisition unit 42 Second information acquisition unit 43 Limit value setting unit 43a Map 43b Limit value 43c Minimum limit value (final limit value) 43d Contour line range 44 Trajectory planning unit 44a Drivable area 44b Travel trajectory 44c First travel trajectory candidate 44d Second travel trajectory candidate 45 Information output unit 46 Travel trajectory candidate generation unit 47 Travel trajectory selection unit

Claims

1. A vehicle motion control device comprising: an information acquisition unit that acquires multiple pieces of environmental information related to the surrounding environment of the host vehicle; a limit value setting unit that calculates multiple limit values ​​for physical quantities related to the motion of the host 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 host vehicle based on the final limit value.

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

3. A vehicle motion control device as described in claim 1, wherein the limit value setting unit sets a limit value having priority information at a specified point based on the limit value corresponding to the plurality of environmental information acquired from the information acquisition unit.

4. A vehicle motion control device according to claim 1, wherein 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.

5. A vehicle motion control device according to claim 4, wherein the limit value setting unit sets the limit value at the specified point based on information about the surroundings of the specified point.

6. A vehicle motion control device according to claim 1, wherein the limit value setting unit sets the limit value on the map based on the magnitude of a risk value for the host vehicle, which varies depending on the driving conditions of the host vehicle.

7. A vehicle motion control device as described in claim 1, wherein the limit value setting unit calculates the sum of values ​​obtained by multiplying the calculated multiple limit values ​​by a weighting coefficient, or a minimum limit value which is the minimum value of the calculated multiple limit values, and the trajectory planning unit generates a driving trajectory of the vehicle based on the sum of values ​​or the minimum limit value.

8. A vehicle motion control device according to claim 1, wherein the limit value is a value including acceleration and jerk on the acceleration and deceleration sides in the longitudinal direction of the vehicle, and acceleration and jerk in the lateral direction of the vehicle.

9. A vehicle motion control device as described in claim 1, wherein the limit value setting unit sets the limit values ​​independent of each other in the longitudinal and lateral directions of the vehicle, or sets the limit value based on the magnitude of the square root of the sum of the squares of the longitudinal and lateral directions.

10. A vehicle motion control device as described in claim 1, wherein 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 vehicle, the allowable physical quantities, and the limits of the physical quantities related to the vehicle's dynamic performance and a risk value representing the risk to the vehicle.

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

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

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

14. A vehicle motion control device according to claim 1, wherein the limit value setting unit sets the final limit value based on the calculated plurality of limit values ​​and a limit value previously set.

15. A vehicle motion control device according to claim 14, wherein the previously set limit value is a value set in the same situation or at the same location as the calculated plurality of limit values.

16. A vehicle motion control device as described in claim 1, wherein the trajectory planning unit generates the driving trajectory when a flag output from a higher-level controller indicates that processing is permitted, and does not generate the driving trajectory when the flag indicates that processing is prohibited.

17. A vehicle motion control device as described in claim 1, wherein the trajectory planning unit generates a plurality of candidates for the driving trajectory, and selects the driving trajectory from among the plurality of candidates for the driving trajectory based on the driving mode output from a host controller or the priority of the limit value.

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