Vehicle motion control device and vehicle motion control method

Abstract

Provided is a vehicle motion control device capable of realizing generation of a target speed using a limit value set on the basis of a moving object and an environmental factor around an own vehicle. This own vehicle motion control device comprises: an information acquisition section that acquires external environment information of an own vehicle; an information processing section that calculates information pertaining to a moving object around the own vehicle and a collision risk between the own vehicle and the moving object, on the basis of the external environment information; a travel route generation section that generates a travel route for the own vehicle, on the basis of the external environment information; a limit value setting section that sets, on the basis of the collision risk and the position, travel direction and speed of the moving object with respect to the travel route, a limit value for a physical quantity relating to the motion of the own vehicle in a region including the travel route; and a speed planning section that generates a target speed of the own vehicle at which the physical quantity occurring in the own vehicle when the own vehicle travels on the travel route is equal to or less than the limit value.

Description

Vehicle motion control device and vehicle motion control method

[0001] The present invention relates to a vehicle motion control device and a vehicle motion control method for controlling the motion of a vehicle in accordance with the surrounding environment.

[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 target driving route and driving speed for the vehicle, 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] Furthermore, as a more advanced driving speed control, for example, Patent Document 1 discloses a speed control method that provides driving assistance that is less uncomfortable for the driver by controlling the speed of the vehicle based on the density of hazards (objects) in the direction of travel of the vehicle when the vehicle passes near multiple hazards (objects).

[0004] Furthermore, paragraph 0017 of the same document describes a specific speed control method as follows: "When the driving assistance device 1 detects a hazard ahead of the vehicle, it calculates an upper limit passing speed when the vehicle passes near the hazard. The upper limit passing speed is the upper limit value for speed control of the vehicle when passing near the hazard. The driving assistance device 1 calculates the upper limit passing speed based on the type of hazard (pedestrian, bicycle, four-wheeled vehicle, structure, etc.), relative speed, direction of movement, etc."

[0005] JP 2012-240659 A

[0006] However, the speed control method of Patent Document 1 merely sets the upper limit passing speed of the vehicle based on the type of hazard (pedestrian, bicycle, four-wheeled vehicle, structure, etc.), relative speed, direction of movement, etc. Therefore, for example, if a pedestrian crossing a crosswalk is detected as a hazard, the vehicle will still pass through the crosswalk where the pedestrian is crossing, which is a violation of traffic rules, even though the driving speed will be within the upper limit passing speed set based on the relative speed and direction of movement of the pedestrian.

[0007] Furthermore, if speed control is implemented in a way that could interfere with pedestrians crossing the street, not only will it surprise pedestrians who expect the vehicle to stop before the crosswalk, but it may also cause the vehicle to suddenly slow down or steer to avoid a collision with the pedestrian who has taken unexpected action, such as if there is a pedestrian at the crosswalk ahead when the pedestrian traffic light starts flashing green, or if the pedestrian decides that they cannot complete the crosswalk and suddenly starts running, which could cause the vehicle to suddenly slow down or steer to avoid a collision with the pedestrian who has taken unexpected action, which could pose a danger not only to the pedestrian but also to the vehicle occupants.

[0008] In view of this, the present invention aims to provide a vehicle motion control device and a vehicle motion control method that, when both environmental elements such as crosswalks and signs and moving objects such as pedestrians and bicycles are detected, generates a target speed for the vehicle using a limit value set based on the moving objects and environmental elements around the vehicle, in order to simultaneously ensure the safety and comfort of the moving objects and their occupants.

[0009] The vehicle motion control device includes an information acquisition unit that acquires external environment information about the host vehicle; an information processing unit that calculates information about moving bodies around the host vehicle and a collision risk between the host vehicle and the moving bodies based on the external environment information; a driving path generation unit that generates a driving path for the host vehicle based on the external environment information; a limit value setting unit that sets limit values ​​for physical quantities related to the motion of the host vehicle in an area including the driving path based on the collision risk and the position, traveling direction, and speed of the moving body relative to the driving path; and a speed planning unit that generates a target speed for the host vehicle at which the physical quantities generated in the host vehicle when the host vehicle travels along the driving path are equal to or less than the limit values.

[0010] According to the present invention, when both environmental elements such as crosswalks and signs and moving objects such as pedestrians and bicycles are detected, a target speed for the vehicle can be generated using a limit value set based on the moving objects and environmental elements around the vehicle.

[0011] 1 is a functional block diagram of an in-vehicle system according to a first embodiment; a functional block diagram of a travel trajectory planning unit according to the first embodiment; a flowchart showing an outline of processing by the travel trajectory planning unit according to the first embodiment; a processing example of the functional blocks of the travel trajectory planning unit according to the first embodiment; a modified example of processing of the functional blocks of the travel trajectory planning unit according to the first embodiment; a processing example of the functional blocks of the travel trajectory planning unit according to the second embodiment; a processing example of the functional blocks of the travel trajectory planning unit according to the third embodiment; a processing example of the functional blocks of the travel trajectory planning unit according to the fourth embodiment; a flowchart showing an outline of processing by the travel trajectory planning unit according to the fifth embodiment.

[0012] 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.

[0013] 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.

[0014] First, a vehicle motion control device 2 according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 4B.

[0015] <Functional Block Diagram of In-Vehicle System 1> Fig. 1 is a functional block diagram of an in-vehicle system 1 having a vehicle motion control device 2 of this embodiment. The in-vehicle system 1 is a system that is mounted on a host vehicle V and performs 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 also includes an operation management unit 3, a driving trajectory planning unit 4, and a driving control unit 5.

[0016] <Group of information sources of vehicle motion control device 2> The external vehicle communication device 11 performs vehicle-to-vehicle communication between the vehicle V and other vehicles, or road-to-vehicle communication between the vehicle V and a roadside device, via wireless communication, and transmits and receives information about the vehicle, the surrounding environment, etc., and cloud information.

[0017] 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 V.

[0018] 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 using information acquired through vehicle-to-vehicle communication and road-to-vehicle communication via the exterior communication device 11.

[0019] 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 the driver's operation, 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 host vehicle V, such as obstacles, signs, lane boundaries, lane outer lines, buildings, pedestrians, bicycles, and other vehicles. An example of a sign, which is a type of environmental element, is a "bicycle-only road" sign. 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.

[0020] 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.

[0021] <Vehicle motion control device 2> 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 traffic 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 traffic management unit 3, the driving trajectory planning unit 4, and the driving control unit 5 have separate configurations, but they do not necessarily have to have separate configurations, and when these units are used in an actual vehicle, the various functions of these units may be realized by a higher-level controller.

[0022] 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 may be arbitrarily set by the user, may be set in advance by the user, or may be 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 V, the speed and distance between the host vehicle V and a preceding vehicle traveling ahead of the host vehicle, etc.

[0023] <Operation management unit 3> Based on information acquired by the external communication device 11, the GNSS 12, and the sensors 14, and map information recorded in the map information storage unit 13, the operation management unit 3 generates information on the position of the vehicle V, information on various objects present around the vehicle V (information on the position and speed of the vehicle and the surrounding environment, etc.), and information on the behavior of the vehicle such as longitudinal acceleration, longitudinal jerk, lateral acceleration, yaw rate, and lateral jerk.

[0024] Furthermore, the operation management unit 3 periodically transmits the generated position information of the vehicle V, information on various objects, and information on vehicle behavior to other vehicles and roadside devices via the exterior communication device 11, and simultaneously transmits the information to the map information storage unit 13. The map information storage unit 13 successively updates the stored map information using the acquired position information of the vehicle V, information on various objects, and information on vehicle behavior.

[0025] 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 V, information on various objects, information on the behavior of the vehicle, and information (for example, the 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.

[0026] <Travel control unit 5> The travel control unit 5 sets a target driving force, a target braking force, a target steering angle, etc., and controls the powertrain system 6, the brake system 7, and the steering system 8 so that the vehicle travels along the travel trajectory output from the travel trajectory planning unit 4.

[0027] <Controlled Objects of Vehicle Motion Control Device 2 > 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 .

[0028] 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 .

[0029] 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 .

[0030] <Trajectory planning unit 4> As shown in Fig. 2, the traveling trajectory planning unit 4 has an information acquisition unit 41, an information processing unit 42, a traveling route generation unit 43, a limit value setting unit 44, a speed planning unit 45, and an information output unit 46. The processing in each unit will be described below with reference to the flowchart in Fig. 3.

[0031] First, in step S1 , the information acquisition unit 41 acquires external information relating to the surrounding environment of the host vehicle V from the operation management unit 3 .

[0032] Next, in step S2, the information processing unit 42 calculates risk prediction information (risk prediction value R) based on the external environment information acquired in step S1, taking into account the position, direction of travel, and speed of moving objects (pedestrians P, bicycles, other vehicles, etc.) relative to the vehicle V and environmental elements (crosswalks, signs, etc.).

[0033] In step S3, the driving route generation unit 43 calculates the driving route W of the host vehicle V based on the external environment information acquired in step S1 and the risk prediction information calculated in step S2.

[0034] In step S4, the limit value setting unit 44 determines the travel area A including the travel route W generated in step S3 based on the external environment information acquired in step S1 and the risk prediction information calculated in step S2. Ｖ A limit value L of a physical quantity (for example, acceleration or jerk in the longitudinal or lateral direction) relating to the motion of the host vehicle V is set. Ｖ This is an area in which the host vehicle V can travel, determined based on environmental factors such as the direction of travel of the host vehicle V and lane boundaries.

[0035] The limit value L set here is based on the mass, size, arrangement, and allowable physical quantities of the occupants and cargo of the host vehicle V, as well as limits on physical quantities related to the dynamic performance of the host vehicle V. This is because, even if the external information, risk prediction information, etc. are the same, if the conditions that affect the braking performance of the host vehicle V are different, the target speed T for suitably controlling the motion of the host vehicle V may differ. Ｖ This is because the following are also different.

[0036] In step S5, the speed planning unit 45 calculates a target speed T when the host vehicle V travels along the travel route W based on the travel route W generated in step S3 and the limit value L set in step S4. Ｖ Generate.

[0037] In step S6, the information output unit 46 outputs the travel route W generated in step S3 and the target speed T Ｖ The driving control unit 5 outputs information about the driving trajectory of the vehicle V, which is composed of the above and the above, to the driving control unit 5. As a result, the driving control unit 5 determines an appropriate target speed T Ｖ The host vehicle V can be controlled by the above.

[0038] <Processing Example of Travel Trajectory Planning Unit 4> Here, using FIGS. 4A and 4B, a crosswalk A is located on the travel path W of the host vehicle V. Ｐ There is a crosswalk A. Ｐ The processing of steps S2 to S5 (particularly, the calculation method of the risk prediction value R in the information processing unit 42, the setting method of the limit value L in the limit value setting unit 44, the target speed T in the speed planning unit 45) in a situation where a pedestrian P is about to cross the road Ｖ This section explains how to generate the

[0039] <<First Example (FIG. 4A)>> FIG. 4A shows a situation in which the vehicle V is traveling on a straight road and there is a crosswalk A ahead. Ｐ In a situation where a pedestrian P is about to cross the road, the risk prediction value R, the limit value L, and the target speed T Ｖ The time change of the vehicle V is shown based on the position of the vehicle V. The time t1 in the figure is when the pedestrian P is Ｐ At time t2, pedestrian P is about to cross the crosswalk A. Ｐ At time t3, pedestrian P is crossing the crosswalk A. Ｐ The direction of travel D is the direction in which the pedestrian P moves at each time.

[0040] In this environment, the information processing unit 42 calculates the driving area A of the host vehicle V based on the external information sequentially acquired by the information acquisition unit 41. Ｖ The risk prediction value R above is updated sequentially. In this embodiment, the risk prediction value R is calculated using the position, traveling direction D, and speed of the pedestrian P as external information, and is represented by the risk prediction values ​​Ra, Rb, Rc, Rd, and Re in descending order of risk.

[0041] In this embodiment, the risk prediction value R is basically set higher the closer the pedestrian P is to the moving object and the faster the moving object is moving. Ｐ If you are rushing across the street, crosswalk A Ｐ Upper travel area A Ｖ In the above example, the risk prediction values ​​Ra, Rb, Rc, Rd, and Re are calculated in order from the area closest to the pedestrian P. Ｐ Outer running area A Ｖ In the above, the lowest risk prediction value Re is calculated. Note that the risk prediction value R calculated at time t3 in the direction opposite to the traveling direction D of the pedestrian P is calculated taking into account the possibility that the traveling direction D of the pedestrian P may reverse and the traveling direction may become the opposite direction.

[0042] The limit value setting unit 44 sets a limit value L based on the risk prediction value R in the traveling area A. ＶThe limit values ​​L in this embodiment are La, Lb, Lc, Ld, and Le in ascending order. Ｐ In order not to obstruct the crossing of pedestrian P, the smallest limit value La is set in the entire area of ​​crosswalk A at time t3 when pedestrian P has finished crossing. Ｐ In the case of the crosswalk A, the limit value L is updated and set according to the value of the risk prediction value R. Ｐ The largest limit value Le is set for the travel route W of the host vehicle V. Ｖ The limit value L set above is set as is. Note that the limit value L is not a single limit value, but if the physical quantities to be controlled are the speed of the vehicle V, the longitudinal acceleration and jerk, and the lateral acceleration and jerk, limit values ​​are set for each physical quantity. Note that the speed limit value corresponding to the smallest limit value La is the speed limit value when the vehicle V reaches the crosswalk A where pedestrians are crossing. Ｐ It is desirable to set this to 0 so that the train can stop before the

[0043] The speed planning unit 45 calculates an appropriate target speed T based on the limit value L set for the travel route W by the limit value setting unit 44. Ｖ and target acceleration T Ａ Therefore, if the speed limit value corresponding to the smallest limit value La is 0, the vehicle V is Ｐ The target speed T is to stop gently just before Ｖ and target acceleration T Ａ are generated, and the vehicle V realizes a gentle stop in accordance with these, so that the vehicle V does not obstruct the pedestrian P's crossing action or make the pedestrian P feel unsafe, and also does not impair the comfort of the occupants of the vehicle V.

[0044] In this way, the limit value setting unit 44 determines whether the crosswalk A is within the range of the risk prediction value R calculated by the information processing unit 42 or the like. Ｐ If there is a pedestrian P about to cross the crosswalk, Ｐ By setting the smallest limit value L in the entire area, Ｐ A safe and comfortable target speed T that stops within the limit beforeＶ Furthermore, by setting a limit value L in the direction opposite to the traveling direction D of the pedestrian P, taking into consideration that the traveling direction D of the pedestrian P may be reversed, a highly comfortable target speed T can be generated that suppresses sudden changes in the target speed that occur when the reversal is not taken into consideration. Ｖ can be generated.

[0045] <<Second Example (FIG. 4B)>> FIG. 4B shows a case in which the vehicle V is about to turn left at an intersection and there is a crosswalk A ahead of the left turn. Ｐ In a situation where a pedestrian P is about to cross the road, the risk prediction value R, the limit value L, and the target speed T Ｖ 4B is the same as that in FIG. 4A. In this situation, the target speed T Ｖ can be generated.

[0046] The vehicle motion control device 2 of this embodiment can set an appropriate target speed T Ｖ For example, if the detected environmental element is a "bicycle road," when a bicycle (moving object) traveling on the bicycle road is detected, an appropriate risk prediction value R can be set around the bicycle road, and an appropriate target speed T can be set based on the risk prediction value R. Ｖ This allows the system to pass by cyclists on bicycle-only roads at a safe speed.

[0047] As described above, according to this embodiment, when both environmental elements such as crosswalks and signs and moving objects such as pedestrians and bicycles are detected, an appropriate target speed for the vehicle can be generated using a limit value set based on the moving objects and environmental elements around the vehicle.

[0048] Next, a travel trajectory planning unit 4 according to a second embodiment of the present invention will be described with reference to Fig. 5. Note that a duplicated description of points common to the first embodiment will be omitted.

[0049] FIG. 5 is the same as FIG. 4A of the first embodiment. Ｐ4A illustrates the processes performed when a vehicle is traveling on a straight road with a pedestrian crossing A. Ｐ The highest limit value Le is set for the area other than the crosswalk A. Ｐ In the example shown in FIG. 5, the predetermined time is set to be the time from the vehicle V to the crosswalk A. Ｐ The distance to the crosswalk A divided by the speed of the vehicle V, or the distance from the vehicle V to the crosswalk A Ｐ The distance to the crosswalk A is calculated by the speed of the vehicle V. Ｐ The value is obtained by dividing the difference between the speed limit value L set in the driving area A and the speed limit value L set in the driving area B. Ｖ The limit value L set in is set to the minimum value of the limit value L based on the risk prediction value R and the limit value L based on a predetermined time.

[0050] The limit value setting unit 44 in FIG. 5 is Ｐ 4B illustrates a situation in which a limit value Lc smaller than the limit value Le set in FIG. 4A is set based on a predetermined time between the first and second thresholds.

[0051] The process of the speed planning unit 45 in FIG. 5 is basically the same as that in FIG. 4A, but Ｐ 4B. This illustrates a situation in which a limit value Lc smaller than the limit value Le set in FIG. 4A is set between the vehicle and the target vehicle, and therefore deceleration begins earlier or at an earlier timing than in FIG. 4A.

[0052] In this way, the limit value setting unit 44 sets the limit value L taking into consideration not only the risk prediction value R calculated by the information processing unit 42 but also a predetermined time. Ｐ The target speed T is set to a value that provides a sense of security and safety to the occupants of the vehicle V and pedestrians P by suppressing the speed and acceleration of approaching the target speed T. Ｖ can be generated.

[0053] Next, a travel trajectory planning unit 4 according to a third embodiment of the present invention will be described with reference to Fig. 6. Note that a duplicated description of points common to the first embodiment will be omitted.

[0054] Figure 6 shows crosswalk A Ｐ Pedestrian Pa crossing the street and place A where there is no crosswalk ＰThe figure illustrates each process in a situation where the vehicle is traveling on a straight road where a pedestrian Pb is crossing the crosswalk A'. Ｐ Pedestrian Pb is crossing the street at location A where there is no crosswalk. Ｐ At time t2, pedestrian Pa is about to cross the crosswalk A. Ｐ After crossing the street, pedestrian Pb arrives at location A where there is no crosswalk. Ｐ At time t3, pedestrian Pb is crossing the intersection A Ｐ This is the time when we finished crossing the river.

[0055] Needless to say, pedestrian Pa is proceeding through crosswalk A. Ｐ In contrast to the above, pedestrian Pb can cross the road at any location and in any direction, so it can be said that the degree of freedom of pedestrian Pb's direction of travel D is higher than that of pedestrian Pa.

[0056] Therefore, the limit value setting unit 44 of this embodiment is configured to set the limit value at the location A where there is no crosswalk. Ｐ The prediction of the direction of travel Db of pedestrian Pb crossing the crosswalk A Ｐ Considering that it is more difficult to predict the pedestrians Pa crossing the crosswalk A, Ｐ The limit value La is set in a range wider than the width of the pedestrian Pa crossing the street. Ｐ The limit value L set for the pedestrian Pb who is about to cross the crosswalk A' is set as follows: Ｐ The smallest limit value La is set in the same way as for the pedestrian Pa who is crossing the road. However, after time t2 when the traveling direction Db of the pedestrian Pb and the traveling route W of the vehicle V do not intersect, the limit value La is set in the place A where there is no crosswalk. Ｐ Therefore, even when the pedestrian Pb is crossing, the limit value L in the direction opposite to the traveling direction Db of the pedestrian Pb is set to gradually increase.

[0057] In this way, the limit value setting unit 44 sets the limit value at the location A where there is no crosswalk. Ｐ The range of the limit value L set for pedestrians Pb crossing the crosswalk A Ｐ By making it wider than pedestrian Pa, it is possible to ＰA comfortable target speed T that suppresses sudden changes in target speed that occur when the direction or speed of pedestrian Pb crossing the road suddenly changes. Ｖ can be generated.

[0058] Next, a travel trajectory planning unit 4 according to a fourth embodiment of the present invention will be described with reference to Fig. 7. Note that a duplicated description of points common to the third embodiment will be omitted.

[0059] FIG. 7 is the same as FIG. 6 of the third embodiment. Ｐ Pedestrian Pa crossing the street and place A where there is no crosswalk Ｐ 10 illustrates the processes performed when traveling on a straight road where a pedestrian Pb is crossing the road.

[0060] FIG. 7 shows the travel area A based on the distance between the plurality of areas of the limit value L set for each moving body and the threshold value of the distance. Ｖ The limit value L is set in the range of 100 to 1500. ... Ｐ and place A without a crosswalk Ｐ The threshold value is set based on the magnitude of the limit values ​​La to Le.

[0061] The limit value setting unit 44 is Ｐ and place A without a crosswalk Ｐ If the distance between the regions indicated by ' is equal to or less than the threshold, an appropriate limit value L is set between the regions. The limit value L set between the regions is set by linearly interpolating the limit values ​​L set in the regions that sandwich the region.

[0062] In this way, when the distance between a plurality of regions of the limit value L set for each moving body is equal to or less than the threshold, the limit value setting unit 44 sets the limit value L between the regions, thereby suppressing acceleration / deceleration between regions with short distances and setting a target speed T Ｖ can be generated.

[0063] The flowchart of the travel trajectory planning unit 4 shown in FIG. 8 is the same as the flowchart shown in FIG. 3 except that a new step S7 is added between steps S1 and S2.

[0064] In step S7, 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 proceeds to step S2 and subsequent steps shown in FIG. 3, where the desired limit value L is set and a traveling trajectory is generated.

[0065] In this way, the driving trajectory planning unit 4 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 driving trajectory planning unit 4 prohibits the processing of generating a target 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.

[0066] 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.

[0067] REFERENCE SIGNS LIST 1 In-vehicle system 2 Vehicle motion control device 3 Operation management unit 4 Travel trajectory planning unit 41 Information acquisition unit 42 Information processing unit 43 Travel route generation unit 44 Limit value setting unit 45 Speed ​​planning unit 46 Information output unit 5 Travel control unit 6 Power train system 7 Brake system 8 Steering system 11 Exterior communication device 12 GNSS 13 Map information storage unit 14 Sensor 15 HMI unit V Host vehicle A Ｖ Driving area W Vehicle's driving route P Pedestrian A Ｐ Crosswalk A Ｐ ' Place without a crosswalk D Pedestrian's direction of travel R Risk prediction value L Limit value

Claims

1. A vehicle motion control device comprising: an information acquisition unit that acquires external information about the host vehicle; an information processing unit that calculates information about moving objects around the host vehicle and a collision risk between the host vehicle and the moving objects based on the external information; a driving path generation unit that generates a driving path for the host vehicle based on the external information; a limit value setting unit that sets limit values ​​for physical quantities related to the movement of the host vehicle in an area including the driving path based on the collision risk and the position, traveling direction and speed of the moving object relative to the driving path; and a speed planning unit that generates a target speed for the host vehicle at which the physical quantities generated in the host vehicle when the host vehicle travels along the driving path are equal to or less than the limit values.

2. A vehicle motion control device as described in claim 1, wherein the limit value setting unit sets a limit value in an area including an environmental element based on the position, direction of travel and speed of the moving body relative to the environmental element present on the driving route of the vehicle.

3. A vehicle motion control device as described in claim 1, wherein the limit value setting unit updates the limit values ​​in the vicinity of the position of the moving body or in the area in which the movement of the moving body is estimated based on the position, direction of travel and speed of the moving body relative to the driving route.

4. A vehicle motion control device as described in claim 2, wherein the limit value setting unit updates the limit values ​​around the position of the moving body or in the area in which the movement of the moving body is estimated based on the position, direction of travel and speed of the moving body relative to the environmental elements.

5. A vehicle motion control device according to claim 1, wherein the limit value setting unit sets the limit value based on a predetermined time.

6. A vehicle motion control device as described in claim 1, wherein the limit value setting unit sets a larger range for setting the limit value as the degree of freedom for at least one of the position, direction of travel, and speed of the moving body increases.

7. A vehicle motion control device as described in claim 1, wherein the limit value setting unit, when there are multiple moving bodies, sets limit values ​​in multiple areas for each of the moving bodies, and when the distance between the multiple areas in which limit values ​​are set is equal to or less than a threshold value, sets limit values ​​between the multiple areas.

8. A vehicle motion control device as described in claim 1, wherein the limit values ​​are acceleration and jerk on the accelerating and decelerating 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 limit values ​​based on the mass, size, arrangement and permissible physical quantities of occupants and cargo of the vehicle, and limits on physical quantities related to the dynamic performance of the vehicle.

10. A vehicle motion control device as claimed in claim 1, which generates the target speed when a flag output from a higher-level controller indicates processing permission, and does not generate the target speed when a flag output from the higher-level controller indicates processing prohibition.

11. A vehicle motion control method executed by a computing device, comprising: an information acquisition step of acquiring external information about the host vehicle; an information processing step of calculating information about moving bodies around the host vehicle and a collision risk between the host vehicle and the moving body based on the external information; a driving path generation step of generating a driving path for the host vehicle based on the external information; a limit value setting step of setting a limit value for a physical quantity related to the motion of the host vehicle in an area including the driving path based on the collision risk and the position, traveling direction and speed of the moving body relative to the driving path; and a speed planning step of generating a target speed for the host vehicle at which the physical quantity generated in the host vehicle when the host vehicle travels along the driving path is equal to or less than the limit value.

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