JP5699669B2 - Vehicle motion control device and program - Google Patents

Description

  The present invention relates to a vehicle motion control device and a program, and more particularly, to a vehicle motion control device and a program for deriving a vehicle body synthesis force and an avoidance track based on an optimum track using a map having a simple configuration.

  Conventionally, the ratio of the target composite force applied to the vehicle body and the limit composite force estimated from the size of the limit friction circle of each wheel is set as a μ utilization rate, and tires are generated from the size of the limit friction circle and the μ utilization rate. The direction of tire generated force generated at each wheel to be controlled and the direction of tire generated force are set. Based on the set size of tire generated force and the direction of tire generated force set, A vehicle control device that performs coordinated control of steering and braking or steering and driving has been proposed (see Patent Document 1).

  Also, obstacles present on the road on which the vehicle travels are detected, and the target attitude angle after avoiding the own vehicle is set based on the predicted position of the own vehicle after the evaluation end time from the current detection time and the external environment. The risk potential function is set based on the external environment and obstacle state quantity at the current time, and the evaluation value based on the time integral value of the risk and driving operation quantity, the difference between the target attitude angle and the attitude angle of the vehicle And an avoidance operation calculation device that derives a trajectory that minimizes the evaluation value has been proposed (see Patent Document 2).

  In addition, a physical quantity determined based on the distance between the own vehicle and the obstacle, the relative speed of the own vehicle with respect to the obstacle, and the lateral movement distance to avoid is introduced, and the physical quantity, the weight of the own vehicle, and the vehicle body composite force are introduced. A map for deriving the direction of the vehicle body composite force for avoiding at the shortest distance by the maximum value of the vehicle is stored in advance, the shortest avoidance distance in straight braking, the shortest avoidance distance in simple lateral movement, and the current vehicle at the current time There has been proposed a vehicle control device that compares the shortest avoidance distance obtained from a map based on the state of an obstacle, selects the shortest avoidance trajectory, and calculates the vehicle body composite force at the current time based on the trajectory (See Patent Document 3).

  In addition, a physical quantity determined based on the distance between the host vehicle and the obstacle, the relative speed of the host vehicle with respect to the obstacle, and the target position to avoid is introduced, and the maximum value is minimized during the avoidance operation by the physical quantity. There has been proposed a vehicle motion control device that stores in advance a map that outputs the direction and magnitude of the vehicle body composite force and controls the vehicle motion by obtaining the vehicle body composite force at the current time from the map (Non-Patent Document 1). reference).

  The driver's steering angle and vehicle speed are detected, and the smoothness of the driver's maneuvering is calculated based on each jerk obtained by second-order differentiation of each. When the value exceeds a certain threshold, the driver's psychology A driving psychological change estimation device that estimates that a change has occurred has been proposed. (See Patent Document 4).

  In addition, the driver calculates the expected acceleration performance value expected from the driver's operation amount and the acceleration experienced by the driver, and evaluates the acceleration feeling based on the deviation, and uses the evaluation value. A vehicle control device that controls a vehicle to realize acceleration performance expected by a driver has been proposed (see Patent Document 5).

  In addition, the acceleration required by the driver is calculated in consideration of the property that the driver feels the acceleration of the vehicle with the body depending on the frequency of the vehicle motion, and the value is corrected in consideration of the discrimination threshold for the driver acceleration. A vehicle control device has been proposed that calculates a target acceleration and then controls the driving torque of the vehicle based on the calculated target acceleration (see Patent Document 6).

  In addition, a vehicle automatic steering device is proposed that controls the steering so that the ride comfort is maintained based on the curvature of the curve and the lateral jerk corresponding to the ride comfort of the driver when entering the vehicle curve. (See Patent Document 7).

  Further, an automatic adaptation device has been proposed that controls the fuel injection amount of the engine so that the vehicle acceleration response, shock, and jerk meet desired values (see Patent Document 8).

  In addition, a lane departure warning device that prompts the driver to perform appropriate and quick avoidance steering by generating a lateral jerk of a predetermined value or more in the vehicle at the time of departure from the lane and alerting the driver is proposed (see Patent Document 9). ).

  Further, in a hydraulically driven vehicle that controls the discharge avoidance relief pressure of the hydraulic motor based on the detected value of the front and rear jerk of the vehicle, a travel control device that sets the relief pressure small when the front and rear jerk is equal to or greater than a predetermined threshold is proposed. (See Patent Document 10).

JP 2004-249971 A JP 2007-253745 A JP 2006-347236 A JP 2009-40184 A Japanese Patent No. 4369403 JP 2008-138595 A Japanese Patent No. 3201094 JP 2005-248719 A Japanese Patent Laid-Open No. 2003-58993 JP 2001-248605 A

The Japan Society of Mechanical Engineers, Proceedings of the 18th Transport and Logistics Division Conference, Optimal Trajectory Control of Vehicles to Avoid Obstacles, pp. 145-148 (2009)

  However, in the technique of Patent Document 1, the optimal tire generating force of each wheel is derived when a target vehicle body composite force is given. However, the optimal target during a certain time section or a certain distance is calculated. It does not describe how to apply the vehicle body synthesis force.

  Further, although the technique of Patent Document 2 derives a trajectory that approaches a desired position and posture angle, a method for controlling the vehicle to a desired position and speed while increasing or decreasing the magnitude of the vehicle body composite force by a certain jerk. Is not described.

  Further, in the technique of Patent Document 3, when the maximum value of the relative speed of the own vehicle with respect to the obstacle, the lateral movement distance to avoid, the vehicle weight, and the vehicle body composite force is set, the avoidance that minimizes the avoidance distance is performed. Although the trajectory is derived, it does not describe a method for controlling the vehicle to a desired position or speed while increasing or decreasing the magnitude of the vehicle body composite force with a certain jerk.

  In the technique of Non-Patent Document 1, a trajectory that minimizes the maximum value of the vehicle body composite force with respect to a desired position and speed direction in a relative sense is derived, and a map based on the trajectory is stored. Thus, although the vehicle body composite force at the current time is derived, there is no description on a method for controlling the vehicle to a desired position or speed while increasing or decreasing the magnitude of the vehicle body composite force with a certain jerk.

  Moreover, in the technique of patent document 4, although the change of the driver's psychological state is estimated using the smoothness of the driver's maneuvering calculated based on the jerk, the vehicle motion is controlled based on the jerk value. Is not described.

  In the technique of Patent Document 5, an acceleration feeling felt by the driver is calculated based on a change in pressing load when the driver's back is pressed against the seat back, and the driver's expectation based on the acceleration feeling and the driver operation is calculated. Although it is possible to control the vehicle to realize the acceleration performance expected by the driver based on the deviation from the acceleration, the vehicle control method with steering is not described.

  Patent Document 6 describes that a driver perceives an acceleration feeling based on jerk in a low-frequency region of vehicle acceleration, but a vehicle for avoiding an obstacle based on the jerk. The control method is not described.

  Further, in the technique of Patent Document 7, it is possible to start steering that maintains a good ride comfort based on the threshold value of the lateral jerk corresponding to the ride comfort of the driver, but avoids an obstacle based on the jerk. It does not describe the vehicle control method for doing this.

  In the technique of Patent Document 8, the fuel injection amount of the engine based on jerk is controlled, but the vehicle control method with steering is not described.

  Further, in the technique of Patent Document 9, when a vehicle departs from a lane, a lateral jerk exceeding a certain predetermined value is generated in the vehicle and a warning is given to the driver, thereby enabling appropriate and prompt avoidance steering by the driver. No optimal vehicle control method for obstacle avoidance is described.

  Moreover, in the technique of patent document 10, although the relief pressure is controlled based on the front and rear jerk, it does not describe the vehicle motion control method with steering.

  In the present invention, when a time change in the magnitude of the vehicle body composite force and a desired lateral movement distance are set using a map having a simple configuration, the vehicle body composite force is calculated according to the time change in the vehicle body composite force magnitude. It is an object of the present invention to provide a vehicle motion control apparatus and program capable of deriving a vehicle body composite force and a track that minimize the longitudinal movement distance when reaching a desired position while increasing or decreasing.

In order to achieve the above object, a vehicle motion control apparatus according to a first aspect of the present invention provides a position moved by a desired lateral movement distance, a desired speed direction at the position, the magnitude of the vehicle body composite force at the current time, and the vehicle body composite acceleration. A setting means for setting a time change of the size of the vehicle, a detection means for detecting a state quantity including a distance between the host vehicle and the position, and a speed of the host vehicle, and the desired speed direction as a vehicle longitudinal direction. In the vehicle longitudinal direction component v _{x0 of the host} vehicle speed, the vehicle body lateral component v _{y0 of the host} vehicle speed, the vehicle body lateral component Y _e of the distance, and the magnitude of the vehicle body composite acceleration at the current time Three different parameters each using F ₀ / m and the time change K _J of the magnitude of the vehicle body composite acceleration, the position moved by the desired lateral movement distance, and the vertical direction when reaching the desired speed direction at the position. Minimize travel distance First introduction parameters eta ₁ introduced to determine the vehicle body resultant force, the component _{v x0,} the components _{v y0,} the components _{Y e,} the magnitude _F 0 / m, and said one of said time variation _{K J} A first map that defines the relationship between the value η ₁ ′ under the assumption that two values corresponding to the three parameters are specific values, and the three parameters and the desired lateral movement distance moved The second introduction parameter η _{2 that} is different from the _first introduction parameter η ₁ introduced to obtain the position and the vehicle body composite force that minimizes the longitudinal movement distance when reaching the desired speed direction at the position, value eta ₂ under the assumption _'and, second map defining a relationship, as well as a-said three parameters, the time t _e to reach the position, time t _e under the _assumption' and 3 consisting of a third map that defines the relationship Based on the storage means storing the dimension map, the state quantity detected by the detection means and the value set by the setting means, the three parameters are calculated, and the calculated three parameters and the three-dimensional map are calculated. And a derivation means for deriving a vehicle body resultant force that minimizes a longitudinal movement distance at the time of reaching the desired speed direction at the position and the desired lateral movement distance.

The vehicle motion control apparatus according to the second aspect of the present invention is a time change of a position moved by a desired lateral movement distance, a desired speed direction at the position, a magnitude of the vehicle body resultant force at the current time, and a magnitude of the car body synthesized acceleration. A setting means for setting the vehicle, a detection means for detecting a state quantity including a distance between the host vehicle and the position, and a speed of the host vehicle, and a state of the host vehicle when the desired speed direction is a vehicle longitudinal direction. A vehicle longitudinal component v _x0 of the speed, a vehicle lateral component v _y0 of the speed of the _host vehicle, a vehicle lateral component Y _e of the distance, a vehicle body composite acceleration magnitude F ₀ / m at the current time, and minimizing the mutually different three parameters using the time variation K _J in the size of the vehicle body resultant acceleration, the vertical movement distance for reaching the desired speed direction in the desired lateral movement distance moved position and the position Body acceleration of theta, the components _{v x0,} the components _{v y0,} the components _{Y e,} assumption that the the magnitude _F 0 / m, and two of the specific value corresponding to the three parameters of the time variation _{K J} Storage means storing a three-dimensional map that defines the relationship between the direction θ ′ and the three parameters based on the state quantity detected by the detection means and the value set by the setting means Using the calculated three parameters and the three-dimensional map, the position of the desired lateral movement distance and the current movement time to minimize the vertical movement distance when reaching the desired speed direction at the position are calculated. Derivation means for deriving the vehicle body synthesis force.

In addition, the vehicle motion control device according to the third aspect of the present invention provides a position moved by a desired lateral movement distance, a desired speed direction at the position, the magnitude of the vehicle body composite force at the current time, and the vehicle body composite force when reaching the position. And setting means for setting a time change in the magnitude of the vehicle body composite acceleration from the current time until reaching the position, a distance between the host vehicle and the position, and a state quantity including the speed of the host vehicle. A detecting means for detecting; a vehicle component longitudinal direction component v _{x0 of the host} vehicle speed when the desired speed direction is a vehicle body longitudinal direction, a vehicle body lateral component v _{y0 of the host} vehicle speed, and the distance Vehicle body lateral direction component Y _e , current vehicle body composite acceleration magnitude F ₀ / m, vehicle body composite acceleration magnitude F ₁ / m when reaching the position, and vehicle body composite acceleration magnitude time each three different parameters with variation K _J Data and the first introduction parameters eta ₁ introduced to determine the vehicle body resultant force that minimizes the longitudinal moving distance at the time of reaching the desired speed direction in the desired lateral movement distance moved position and the position, Of the component v _x0 , the component v _y0 , the component Y _e , the size F ₀ / m, the size F ₁ / m, and the time change K _J , two values according to the three parameters are specific values. A first map that defines the relationship between the value η ₁ ′ under the assumption that ## EQU2 ## and the three parameters, the position moved by the desired lateral movement distance, and the desired speed direction at the position A value η ₂ ′ under the above assumption of a _second introduction parameter η ₂ different from the _first introduction parameter η ₁ introduced to obtain the vehicle body composite force that minimizes the longitudinal movement distance when reaching And the second map that defines the relationship A storage means storing a three-dimensional map composed of a group, a state quantity detected by the detection means and a value set by the setting means, the three parameters are calculated, the calculated three parameters and the And a derivation means for deriving a vehicle body composite force that minimizes a longitudinal movement distance when reaching the desired speed direction at the position using the three-dimensional map. Has been.

In addition, the vehicle motion control device according to the fourth aspect of the present invention provides a position moved by a desired lateral movement distance, a desired speed direction at the position, the magnitude of the vehicle body composite force at the current time, and the vehicle body composite force when reaching the position. And setting means for setting a time change in the magnitude of the vehicle body composite acceleration from the current time until reaching the position, a distance between the host vehicle and the position, and a state quantity including the speed of the host vehicle. A detecting means for detecting; a vehicle component longitudinal direction component v _{x0 of the host} vehicle speed when the desired speed direction is a vehicle body longitudinal direction, a vehicle body lateral component v _{y0 of the host} vehicle speed, and the distance Vehicle body lateral direction component Y _e , current vehicle body composite acceleration magnitude F ₀ / m, vehicle body composite acceleration magnitude F ₁ / m when reaching the position, and vehicle body composite acceleration magnitude time each three different parameters with variation K _J Data and, in the direction θ of the desired vehicle body resultant acceleration to minimize the vertical movement distance for reaching the desired velocity direction in the horizontal moving distance moved position and the position, the component v _x0, the components v _y0, Direction under the assumption that two of the component Y _e , the magnitude F ₀ / m, the magnitude F ₁ / m, and the time change K _J according to the three parameters are specific values The three parameters are calculated based on the storage means storing the three-dimensional map defining the relationship with θ ′, the state quantity detected by the detection means and the value set by the setting means, Using the three parameters and the three-dimensional map, the vehicle body composite force at the current time that minimizes the position moved by the desired lateral movement distance and the vertical movement distance when reaching the desired speed direction at the position is derived. Derivation means to It is configured to include a.

In addition, the setting means can set a value corresponding to the acceleration feeling expected by the driver estimated based on the state quantity detected by the detection means as a time change in the magnitude of the vehicle body composite acceleration. .

  The detection means may detect a relative distance and a relative speed of the position with respect to the host vehicle.

  In addition, the control unit may further include a control unit that controls at least one of a steering angle, a braking force, and a driving force based on the vehicle body combined force derived by the deriving unit.

  In addition, the information processing device may further include notification means for notifying the driver of the vehicle movement state based on the vehicle body resultant force derived by the derivation means.

  Moreover, the vehicle motion control program of 5th invention is a program for functioning a computer as each means which comprises the vehicle motion control apparatus of 1st-4th invention.

As described above, according to the present invention, the time of the magnitude of the vehicle body composite acceleration is determined using a three-dimensional map having a simple configuration using the state quantity detected by the detecting means and the setting value set by the setting means as parameters. When the change and the desired lateral movement distance are set, the vehicle body composite force that minimizes the longitudinal movement distance when reaching the desired position while increasing or decreasing the vehicle body composite force according to the time change of the vehicle body composite acceleration magnitude And the effect that the trajectory can be derived is obtained.

It is a figure which shows the outline of vehicle motion control. It is a figure for demonstrating the setting of xy coordinate. It is a diagram showing the three-dimensional map used with the vehicle motion control apparatus of 1st Embodiment. It is a block diagram which shows the structure of the vehicle motion control apparatus of 1st Embodiment. It is a flowchart which shows the content of the vehicle motion control routine of 1st Embodiment. It is a diagram which shows an example of the derived avoidance track. It is a diagram showing the three-dimensional map used with the vehicle motion control apparatus of 2nd Embodiment. It is a flowchart which shows the content of the vehicle motion control routine of 2nd Embodiment. It is a diagram showing the three-dimensional map used with the vehicle motion control apparatus of 3rd Embodiment. It is a flowchart which shows the content of the vehicle motion control routine of 3rd Embodiment. It is a diagram showing the three-dimensional map used with the vehicle motion control apparatus of 4th Embodiment. It is a flowchart which shows the content of the vehicle motion control routine of 4th Embodiment. It is a flowchart which shows the content of the vehicle motion control routine of 5th Embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the present embodiment, it is assumed that an obstacle on the road on which the vehicle travels is avoided, and a case where a desired position is a position passing next to the obstacle and a desired speed direction is a longitudinal direction of the vehicle body is described. To do.

  An outline of derivation of the vehicle body resultant force and the avoidance trajectory in the vehicle motion control apparatus of the first embodiment will be described.

As shown in FIG. 1, the x component of the vehicle body composite acceleration at time t (the current time is set to t = 0 and t seconds after the current time) at the set xy coordinates is represented by u _x (t), and the vehicle body composite acceleration y If the component is u _y (t), the magnitude of the vehicle body composite force is F (t), the direction of the vehicle body composite force is θ ₀ (t), and the weight of the host vehicle is m, the vehicle body composite acceleration u _x (t) And u _y (t) are represented by the following formulas (1) and (2). Further, by integrating the expressions (1) and (2), as shown in the following expressions (3) and (4), the x component v _x (t) of the speed with respect to the road surface of the host vehicle and the y of the speed The component v _y (t) is obtained. Further, by integrating the equations (3) and (4), as shown in the following equations (5) and (6), the position X (t) in the x-axis direction of the host vehicle t seconds later, and y An axial position Y (t) is obtained. An avoidance trajectory is obtained by X (t) and Y (t).

  In the xy coordinates, the position of the host vehicle at t = 0 is the origin, the speed direction (vehicle body longitudinal direction) at the position passing the obstacle is the x axis, and the axis orthogonal to the x axis (vehicle body lateral direction). Set as y-axis (see FIG. 2).

When the desired lateral movement distance Y _e on the xy coordinates at the current time (t = 0) and the speed of the vehicle with respect to the road are v _x (0) = v _x0 and v _y (0) = v _y0 In a scene where the magnitude F _{0 of} the vehicle body composite force at the current time and the time change in the magnitude of the vehicle body composite acceleration (hereinafter referred to as “jerk”) K _J are set, the vehicle body composite force based on the jerk is generated and desired body synthesis longitudinal movement distance X _e at the time of reaching the lateral movement distance moved position and velocity direction using a three-dimensional map to minimize, to minimize the vertical movement distance with respect to the desired lateral movement distance The accelerations u _x (t) and u _y (t) (formulas (1) and (2)) are derived.

  Here, as shown in FIG. 1, in the case where the speed of the host vehicle, the desired lateral movement distance, the desired speed direction, the magnitude of the combined force of the vehicle body at the current time, and the jerk are known, the three-dimensional A map derivation example will be described.

First, x ₁ = X (t), x ₂ = v _x (t), x ₃ = Y (t), x ₄ = v _y (t), u ₁ = u _x (t), u ₂ = u _y If it is set as (t), the equation of motion of (1) Formula and (2) Formula can be deform | transformed into a state equation like the following (7) Formula and (8) Formula. T is a transposed symbol of a vector and a matrix.

Next, it is considered as an optimal control problem that minimizes the desired lateral movement distance and the vertical movement distance when reaching the speed direction according to the set vehicle body composite force magnitude F ₀ and jerk K _J at the current time. the current time and t = 0, the time required for avoidance at the t _e, when expressed an evaluation function I below (9), terminating conditions in coordinate axes represented by the following equation (10), and the following ( This results in a control problem of obtaining a control input that minimizes the evaluation function I under the input constraint condition regarding the magnitude of the vehicle body composite force expressed by the equation (11).

This optimal control problem is solved with reference to a known technique (Japanese Patent Laid-Open No. 2007-283910). First, when Lagrange multiplier function vectors Ψ (t), λ (t), and Hamilton function H are set as shown in the following expression (12), optimal solutions x ^o (t) and u ^o (t) are obtained using Euler equations. The following expressions (13) and (14) are satisfied.

As for the termination condition, S (x, t) = x ₁ (t) is set, and by deriving a constant vector η = (η ₁ , η ₂ ) ^T , the following equations (15) and (16) The following relationship holds.

  However, the lower right subscripts x, u, and t in the equations (13) to (16) mean partial differentiation.

  Here, when the equations (13) and (14) are modified, the following relationships (17) and (18) are obtained.

  Moreover, the relationship of the following (19) Formula and (20) Formula is obtained from termination | terminus conditions.

From the formulas (18) and (11), the following formula (21) is obtained, and u ^o (t) is the following formula (22).

Further, when Ψ (t) is obtained from the equation (17), the following equation (23) is obtained, and the end of x ₂ (t) satisfies the relationship of the following equation (24) from the equation (20). A new termination condition appears.

  At this time, the control problem is rewritten as the following equation (26).

Substituting equation (26) into u (t) in equations (7) and (8) and integrating the time, initial conditions (second equation of equation (7)) and termination conditions ((10) and (25) ) Formula) is applied, nonlinear equations (the following formulas (27) to (30))) for deriving t _e , η ₁ and η ₂ are obtained. Note that η ₁ and η ₂ correspond to the first introduction parameter and the second introduction parameter of the present invention.

T _e , η ₁ , and η ₂ required in the equation (26) are obtained by substituting m, v _x0 , v _y0 , Y _e , F _0, and K _J into the nonlinear equations of the equations (27) to (30). It is obtained by solving.

Therefore, when the solution of the nonlinear equation is provided as a map, it is sufficient to have η ₁ and η ₂ . The non-linear equation can be sufficiently calculated by known calculation software. In order to find the solution of this equation, a reduced-dimensional map is derived.

First, considering two sets of parameters P and P ′ satisfying the relationship of the following equation (31) by introducing an arbitrary positive number a into equations (27) to (30), P and P ′ are corresponding solution _{{η 1, η 2, t} e} and _{{η 1 ', η 2'} , t e '} satisfies the following relationship (32).

Dividing Equations 2-4 in Equation (31) by Equation 1 results in the following Equation (33), and from Equation 4 in Equation (33), a is as shown in Equation (34) below. , (33), F ₀ ′ / m ′, v _y0 ′, and Y _e ′ can be transformed as the following expression (35).

From this relationship, by setting arbitrary positive _{numbers to} K _J ′ and v _x0 ′, F ₀ ′ / m ′, _{vy 0} ′, and Y _e ′ are obtained by the parameter P at the current time. Therefore, when K _J ′ and v _x0 ′ are set to certain values, a three-dimensional map using F ₀ ′ / m ′, _{vy 0} ′, and Y _e ′ as parameters may be prepared in advance. The values of K _J 'and v _x0 ' can be freely set by the designer when creating the map.

Here, as an example, a three-dimensional map relating to F ₀ ′ / m ′, v _y0 ′, and Y _e ′ when K _J ′ = v _x0 ′ = 1 is created. As shown in FIG. 3, the first 3 is obtained by mapping the value of η ₁ ′ obtained based on the equations (27) to (30) using F ₀ ′ / m ′, v _y0 ′, and Y _e ′ as parameters. A dimension map, a second three-dimensional map in which the value of η ₂ ′ is mapped, and a third three-dimensional map in which the value of t _e ′ is mapped are created. Further, for example, for F ₀ '/ m', three values of F ₀ '/ m' = G _a ', F ₀ ' / m '= G _b ', F ₀ '/ m' = G _c '(G _{a '<G b'} < _{'with), G a' G c ~} G b ' between, and _{G b'} ~ _{G c} 'between the interpolates the like each linear approximation.

Then, to obtain {η ₁ , η ₂ , t _e } using these maps, K _J ′ = v _x0 ′ = 1, known m, v _x0 , v _y0 , Y _e , F ₀ and K _The parameters F ₀ '/ m', v _y0 'and Y _e ' are calculated from _J according to the equation (35), and the outputs {η ₁ ', η ₂ ', t _e '} for the calculated parameters are each three-dimensional maps. obtained from (32) and (34) according to equation _{{η 1 ', η 2'} , t e '} {η 1, η 2, t e} is converted into, these parameters (26) Apply to to get the input time function. Further, the vertical movement distance _Xe is obtained by substituting into the equation (30).

In this three-dimensional map, either v _y0 ′ or Y _e ′ may be limited to 0 or more. For example, when a three-dimensional map with Y _e ≧ 0 is created, even if the detected value is Y _e <0, the three-dimensional map is converted into v _y0 → −v _y0 and Y _e → −Y _e. more _{{-η 1 ', -η 2'} , t e '} _{sought, -η 1' → η 1 '} , -η 2' performs processing _{→ η 2 '{η 1,} η 2, t e }.

  As a result, the vertical movement distance when reaching the desired lateral movement distance and speed direction is minimized from the position and speed of the host vehicle at the current time and the magnitude and jerk of the vehicle body composite force at the set current time. The control input function is obtained, and the avoidance trajectory is derived by the integral calculation of the equations (1) to (6).

In the above three-dimensional map, the parameters F ₀ ′ / m ′, v _y0 ′, and Y _e ′ are defined as in equation (35), and K _J ′ = v _x0 ′ = 1 has been described. There are a plurality of other ways of taking these parameters. For example, if the method of taking the parameter a is changed, or if the expression is modified by focusing on each of F ₀ '/ m', v _x0 ', v _y0 ', Y _e 'and K _J ', Three different parameters can be selected. A new three-dimensional map can be created by setting arbitrary values for the two remaining parameters according to the respective parameters. Examples of how to set different axes of the three-dimensional map are shown in the following formulas (36) to (43).

  Hereinafter, the first embodiment using the above three-dimensional map will be described in detail. As shown in FIG. 4, the vehicle motion control apparatus according to the first embodiment includes a sensor group mounted on the vehicle as a traveling state detection unit that detects the traveling state of the host vehicle, and an external environment that detects an external environmental state. Based on the sensor groups mounted on the vehicle as detection means and the detection data from these sensor groups, the in-vehicle device mounted on the host vehicle is controlled so that the host vehicle moves so as to reach the target position. Are provided with a control device 20 for controlling the vehicle motion and a display device 30 for notifying the driver of the vehicle motion control state.

  The sensor group for detecting the running state of the host vehicle of the vehicle motion control device includes a vehicle speed sensor 10 for detecting the vehicle speed, a steering angle sensor 12 for detecting the steering angle, and a throttle opening sensor 14 for detecting the opening of the throttle valve. Is provided. Moreover, you may make it add the information from the GPS apparatus which is not shown in figure.

  Further, as a sensor group for detecting the external environment state, a front camera 16 for photographing the front of the host vehicle and a laser radar 18 for detecting an obstacle in front of the host vehicle are provided. A millimeter wave radar may be provided instead of the laser radar 18 or together with the laser radar 18. Moreover, you may make it add the information from the GPS apparatus which is not shown in figure.

  The front camera 16 is attached to the upper part of the front window of the vehicle so as to photograph the front of the vehicle. The front camera 16 is composed of a small CCD camera or CMOS camera, and captures an area including a road condition ahead of the host vehicle and outputs image data obtained by the photographing. The output image data is input to the control device 20 constituted by a microcomputer or the like. As a camera, it is preferable to provide a front infrared camera in addition to the front camera 16. By using an infrared camera, a pedestrian can be reliably detected as an obstacle. Note that a near-infrared camera can be used instead of the above-described infrared camera, and even in this case, a pedestrian can be reliably detected in the same manner.

  The laser radar 18 is a light emitting element composed of a semiconductor laser that irradiates infrared light pulses, a scanning device that scans the infrared light pulses in the horizontal direction, and red reflected from obstacles in front (pedestrians, vehicles ahead, etc.). It includes a light receiving element that receives an external light pulse, and is attached to the front grille or bumper of the vehicle. The laser radar 18 detects the distance from the host vehicle to the obstacle ahead based on the arrival time of the reflected infrared light pulse until the light receiving element receives the light from the light emitting element as a reference. Can do. Data indicating the distance to the obstacle detected by the laser radar 18 is input to the control device 20. The control device 20 includes a microcomputer including a RAM, a ROM, and a CPU, and a program for a vehicle motion control routine described below is stored in the ROM.

  The control device 20 is connected to a vehicle-mounted device for controlling the vehicle motion so as to reach the target position by controlling at least one of the steering angle, the braking force, and the driving force of the host vehicle. Yes. The vehicle-mounted device includes a steering angle control device 22 such as an electric power steering for controlling the steering angle of the wheels, a braking force control device 24 that controls the braking force by controlling the brake hydraulic pressure, and a driving force. A driving force control device 26 is provided. A detection sensor 24 </ b> A for detecting the braking force is attached to the braking force control device 24. The control device 20 is connected to a display device 30 that notifies the driver of vehicle motion control information by displaying the calculated control input direction θ and the like. In addition, you may make it alert | report toward the target position direction outside a vehicle not only a driver but performing vehicle motion control. Further, when the shortest avoidance distance is shorter than the distance between the host vehicle and the obstacle, the driver may be notified in advance of the necessity of avoidance.

  The steering angle control device 22 is a control means for controlling the steering angle of at least one of the front wheels and the rear wheels superimposed on the steering wheel operation of the driver, mechanically separated from the driver operation, Independently, control means (so-called steer-by-wire) for controlling the steering angle of at least one of the front wheels and the rear wheels can be used.

  As the braking force control device 24, a control device used for so-called ESC (Electronic Stability Control), which controls the braking force of each wheel independently of the driver operation, is mechanically separated from the driver operation. A control device (so-called brake-by-wire) that arbitrarily controls the braking force of the wheel via a signal line can be used.

  As the driving force control device 26, a control device that controls the driving force by controlling the throttle opening, the retard of the ignition advance angle, or the fuel injection amount, and the driving force is controlled by controlling the shift position of the transmission. For example, a control device that controls at least one of the driving force in the front-rear direction and the left-right direction by controlling the torque transfer can be used.

  The control device 20 is connected to a map storage device 28 that stores a three-dimensional map for obtaining a control input.

  The control device 20 is connected to an alarm device (not shown) that issues an alarm to the driver. As an alarm device, a device that issues a warning by sound or sound, a device that issues a warning by light or visual display, a device that issues a warning by vibration, or a physical quantity such as a steering reaction force is given to the driver to operate the driver. An induced physical quantity imparting device can be used. Further, the display device 30 may be used as an alarm device.

  Hereinafter, a vehicle motion control routine executed by the control device 20 of the vehicle motion control device of the first embodiment will be described with reference to FIG. Here, a case where the three-dimensional map of FIG. 3 is used will be described.

  In step 100, detection data relating to the traveling state of the host vehicle detected by the vehicle speed sensor 10 and the external environmental state detected by the laser radar 18 and the like are captured. Next, in step 102, an environment map including the position and size of the obstacle on the road on which the vehicle is traveling is created based on the captured detection data.

  Next, in step 104, a desired lateral movement distance is set assuming an avoidance trajectory passing by the obstacle, and the speed direction at the position moved by the desired lateral movement distance is set based on the environment map. Further, an xy coordinate is set with the current time position of the host vehicle as the origin, the set speed direction as the x axis (vehicle body longitudinal direction), and the direction perpendicular to the x axis as the y axis.

Next, in step 106, the state quantities of the host vehicle and the obstacle taken in as the running state in step 100 are converted in correspondence with the set coordinates, and the x component v _{x0 of the} current host vehicle speed is calculated. The y component v _y0 of the vehicle speed and the y component (lateral movement distance) Y _e of the distance between the _host vehicle and the obstacle are calculated.

Next, in step 108, based on the external environment and the structure and state of the host vehicle, the magnitude F ₀ of the vehicle body resultant force at the current time and the jerk K _J are set.

Next, in step 110, the state quantities m, v _x0 , v _y0 , and Y _{e of} the _host vehicle and the obstacle calculated in step 106, and the vehicle body composite force magnitude F at the current time set in step 108 above. ₀ and jerk K _J are used to calculate parameters F ₀ ′ / m ′, _{vy 0} ′ and Y _e ′ according to the equation (35), and outputs {η ₁ ′, η ₂ ′, t _e 'a} obtained from the three-dimensional map, (32) and (34) {eta ₁ according expression' converts, eta ₂ ', _{t e'} a} {eta _1, the eta _{2, t e},} These parameters are applied to the equation (26) to obtain the vehicle body composite force. Further, according to the equations (1) to (6), an avoidance trajectory that minimizes the longitudinal movement distance when reaching the desired lateral movement distance and speed direction is derived.

Here, in FIG. 6, as an example of the derived avoidance trajectory, m = 2000, v _x0 = 15, v _y0 = 0, Y _e = 1, F ₀ = 19600, and K _J = 0.3. Show the trajectory.

  Next, in step 112, the tire generating force of each wheel necessary for realizing traveling along the avoidance track is calculated according to the vehicle body resultant force derived in step 110, and the tire generating force of each wheel is obtained. As well as controlling at least one of the steering angle control device 22, the braking force control device 24, and the driving force control device 26, the vehicle motion control information is displayed on the display device 30. Also, when controlling to avoid an obstacle, an alarm is issued unconditionally from the alarm device, or the vehicle motion control for avoiding the obstacle is displayed on the display device 30. An alarm may be issued by.

As described above, according to the vehicle motion control apparatus of the first embodiment, the current vehicle speed x component v _x0 , the vehicle speed y component v _y0 , the lateral movement distance Y _e , Using a three-dimensional map having a simple configuration with the magnitude F ₀ of the vehicle body composite force at the time and the jerk K _J as parameters, the desired horizontal movement distance and the vertical movement distance when reaching the speed direction are minimized. The vehicle body synthesis force and the avoidance trajectory can be derived.

  In addition, since humans tend to perceive a feeling of acceleration based on jerk, control according to human senses can be performed by setting jerk and controlling temporal changes.

Next, a second embodiment will be described. In the first embodiment, the case where a three-dimensional map for deriving {η ₁ ′, η ₂ ′, t _e ′} is used to obtain the vehicle body synthesis force and the avoidance trajectory has been described. When it is desired to obtain only the direction of the vehicle body synthesis force, it can be derived by a three-dimensional map that outputs one parameter. In the second embodiment, this case will be described. The configuration of the vehicle motion control device according to the second embodiment is the same as the configuration of the vehicle motion control device according to the first embodiment, and thus the description thereof is omitted.

  Here, a three-dimensional map used in the second embodiment will be described.

First, as in the first embodiment, the expression (35) is expanded. As an example, a three-dimensional map relating to F ₀ ′ / m ′, v _y0 ′, and Y _e ′ when K _J ′ = v _x0 ′ = 1 is created. As shown in FIG. 7, the value of the direction θ ′ of the vehicle body composite acceleration obtained based on the equations (26) to (30) is mapped using F ₀ ′ / m ′, v _y0 ′, and Y _e ′ as parameters. Create a 3D map.

Then, in order to obtain {θ} using this three-dimensional map, K _J '= v _x0 ' = 1, known m, v _x0 , v _y0 , Y _e , F _0, and K _J (35) The parameters F ₀ ′ / m ′, v _y0 ′ and Y _e ′ are calculated according to the following equation, and the output {θ ′} for the calculated parameters is obtained from the three-dimensional map. The magnitude and direction of the vehicle body composite force at the current time that minimizes the vehicle speed when reaching the direction can be obtained.

In this three-dimensional map, either v _y0 ′ or Y _e ′ may be limited to 0 or more. For example, when a three-dimensional map with Y _e ≧ 0 is created, even if the detected value is Y _e <0, the three-dimensional map is converted into v _y0 → −v _y0 and Y _e → −Y _e. {−θ ′} is obtained, and −θ ′ → θ ′ is processed to obtain {θ}.

Further, as shown in FIG. 7, a three-dimensional map that also outputs {X _e '} may be introduced and converted to X _e by the following equation (45) to obtain the longitudinal movement distance.

In the above three-dimensional map, the case where the parameters are defined as in Expression (35) has been described. However, as in the first embodiment, the parameters shown in Expressions (36) to (43) are set as shown in FIG. A three-dimensional map that outputs corresponding {θ ′} and {X _e ′} may be created.

  Hereinafter, a vehicle motion control routine executed by the control device 20 of the vehicle motion control device of the second embodiment will be described with reference to FIG. Here, a case where the three-dimensional map of FIG. 7 is used will be described. In addition, about the process same as the vehicle motion control routine performed with the control apparatus 20 of the vehicle motion control apparatus of 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

After steps 100 to 108, next, in step 200, the state quantities m, v _x0 , v _y0 , and Y _{e of} the host vehicle and the obstacle calculated in step 106, and the current time set in step 108 above. Using the magnitude F ₀ of the vehicle body synthesis force and the jerk K _J , the parameters F ₀ '/ m', v _y0 ', and Y _e ' are calculated according to the equation (35), and the output {θ 'for the calculated parameters } Is obtained from the three-dimensional map and applied to the equation (44) to derive the direction of the vehicle body resultant force at the current time.

  Next, in step 112, vehicle motion is controlled according to the vehicle body resultant force derived in step 200.

As described above, according to the vehicle motion control apparatus of the second embodiment, the x component v _{x0 of} the current _host vehicle speed, the y component v _{y0 of the host} vehicle speed, the lateral movement distance Y _e , Using a three-dimensional map having a simple configuration with the magnitude F ₀ of the vehicle body composite force at the time and the jerk K _J as parameters, the desired horizontal movement distance and the vertical movement distance when reaching the speed direction are minimized. The direction of the vehicle body composite force at the current time can be derived. In addition, since the number of maps used is small compared to the three-dimensional map in the case of the first embodiment, the capacity for storing the maps can be reduced.

  In addition, since humans tend to perceive a feeling of acceleration based on jerk, control according to human senses can be performed by setting jerk and controlling temporal changes.

  Next, a third embodiment will be described. In the third embodiment, when the current time and the magnitude of the vehicle body composite force immediately after avoidance and the jerk between them are set, the vehicle body composite force based on the jerk is generated, and the position moved by the desired lateral movement distance and The case of deriving the vehicle body resultant force and avoidance trajectory that minimizes the longitudinal movement distance when reaching the speed direction will be described. The configuration of the vehicle motion control device according to the third embodiment is the same as the configuration of the vehicle motion control device according to the first embodiment, and thus description thereof is omitted.

  Here, when the current time and the magnitude of the vehicle composite force immediately after avoidance and the jerk between them are set, the vehicle composite force based on the jerk is generated to reach the desired lateral movement distance and the speed direction. A three-dimensional map for deriving a vehicle body resultant force and avoidance trajectory that minimizes the vertical movement distance will be described.

When the current time and the magnitude of the vehicle composite force immediately after avoidance and the jerk between them are set, the vehicle composite force based on the jerk is generated, and the vertical travel time when reaching the desired lateral movement distance and speed direction is reached. The optimal control problem for minimizing the movement distance can be formulated by the equations (7) to (11) as in the first embodiment. However, this control problem, when placing the size of the vehicle body resultant force immediately after avoiding the F _1, (the time required for avoidance) termination time and a place for a fixed value becomes below (46) below the first embodiment Is different.

  First, the optimality conditions are represented by equations (13) to (15). Here, since the end time is fixed as in equation (46), the optimal solution does not necessarily satisfy equation (16). Then, when the control input is obtained in the same procedure, equation (26) is obtained.

Further, the parameters {η ₁ , η ₂ } necessary for this control input satisfy the equations (28) and (29) obtained by substituting the equation (46). Therefore, η ₁ and η ₂ are obtained by substituting m, v _x0 , v _y0 , Y _e , F ₀ , F ₁ , and K _J into the equations (28), (29), and (46). further, obtains the _{X e} are substituted into equation (30).

First, the (28) and _(29), applying the relation _{F 1 = F 0 + mK J} t e, can be modified as follows (47) and (48) below.

Then, considering two sets of parameters P and P ′ that satisfy the relationship of the following equation (49) by introducing an arbitrary positive number a into the equations (46) to (48), P and P ′: The solutions {η ₁ , η ₂ } and {η ₁ ′, η ₂ ′} corresponding to satisfy the relationship of the following equation (50).

Here, from the fourth expression of the expression (49), when a is set as the following expression (51), v _y0 ′, Y _e ′, and t _e ′ can be transformed as the following expression (52).

From this relationship, by setting arbitrary positive numbers to F ₁ ′ / m ′ and K _J ′, v _y0 ′, Y _e ′, and t _e ′ are obtained by the parameter P at the current time. Therefore, when F ₁ ′ / m ′ and K _J ′ are set to certain values, a three-dimensional map using v _y0 ′, Y _e ′, and t _e ′ as parameters may be prepared in advance. The values of F ₁ '/ m' and K _J 'can be freely set by the designer when creating the map.

Here, as an example, a three-dimensional map for v _y0 ′, Y _e ′, and t _e ′ when F ₁ ′ / m ′ = K _J ′ = 1 is created. As shown in FIG. 9, the first three-dimensional values mapping values of η ₁ ′ obtained based on the equations (47) and (48) using v _y0 ′, Y _e ′, and t _e ′ as parameters. A map and a second three-dimensional map mapping the value of η ₂ ′ are created.

Then, to obtain {η ₁ , η ₂ } using these maps, from F ₁ '/ m' = K _J '= 1, known m, v _y0 , Y _e , F ₁ and K _J ( 52) Calculate the parameters v _y0 ′, Y _e ′, and t _e ′ according to the equation, and obtain the outputs {η ₁ ′, η ₂ ′} for the calculated parameters from the respective three-dimensional maps. _{(51) {η 1 ',} η 2'} in accordance with equation {η _1, η _2} into a further obtain _{t e} are substituted into expression (46). Then, these parameters are applied to the equation (26) to obtain an input time function. Further, the vertical movement distance _Xe is obtained by substituting into the equation (30).

In this three-dimensional map, either v _y0 ′ or Y _e ′ may be limited to 0 or more. For example, when a three-dimensional map with Y _e ≧ 0 is created, even if the detected value is Y _e <0, the three-dimensional map is converted into v _y0 → −v _y0 and Y _e → −Y _e. Then, {−η ₁ ′, −η ₂ ′} is obtained, and the processing of −η ₁ ′ → η ₁ ′ and −η ₂ ′ → η ₂ ′ is performed to obtain {η ₁ , η ₂ }.

  As a result, from the position and speed of the vehicle at the current time, the set current time and the magnitude of the vehicle body composite force immediately after avoidance, and the jerk, the vertical movement distance when reaching the desired lateral movement distance and speed direction. A control input function is obtained that minimizes the inequality, and an avoidance trajectory is derived by the integral calculation of equations (1) to (6).

In the above three-dimensional map, the parameters v _y0 ′, Y _e ′, and t _e ′ are defined as in the equation (52), and F ₁ ′ / m ′ = K _J ′ = 1 is described. In addition to the above, there are a plurality of ways of taking this parameter. For example, change the way to take parameter a, or change the expression focusing on each of F ₀ '/ m', F ₁ '/ m', v _x0 ', v _y0 ', Y _e 'and K _J ' If so, three parameters different from the above case can be selected. A new three-dimensional map can be created by setting arbitrary values for the two remaining parameters according to the respective parameters. Examples of how to set different axes of the three-dimensional map are shown in the following equations (53) to (64).

  Hereinafter, a vehicle motion control routine executed by the control device 20 of the vehicle motion control device of the third embodiment will be described with reference to FIG. Here, a case where the three-dimensional map of FIG. 9 is used will be described. In addition, about the process same as the vehicle motion control routine performed with the control apparatus 20 of the vehicle motion control apparatus of 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

After steps 100 to 106, next, at step 300, the magnitude F ₀ of the vehicle body composite force at the current time, the magnitude F ₁ of the vehicle body composite force immediately after avoidance, and the jerk K _J therebetween are set.

Next, in step 302, using the vehicle and obstacle state quantities m, v _y0 and Y _e calculated in step 106, and F ₁ and K _J set in step 300, according to equation (52) Parameters v _y0 ′, Y _e ′, and t _e ′ are calculated, and outputs {η ₁ ′, η ₂ ′} for the calculated parameters are obtained from the respective three-dimensional maps. Expressions (50) and (51) _{{η 1 ', η 2'} } according converted into {η _1, η _2}, further obtain a _{t e} are substituted into expression (46). Then, these parameters are applied to the equation (26) to obtain the vehicle body composite force. Further, according to the equations (1) to (6), an avoidance trajectory that minimizes the longitudinal movement distance when reaching the desired lateral movement distance and speed direction is derived.

  Next, in step 112, control is performed so as to realize traveling along the avoidance track according to the vehicle body resultant force derived in step 302.

As described above, according to the vehicle motion control apparatus of the third embodiment, the x component v _{x0 of} the current _host vehicle speed, the y component v _{y0 of the host} vehicle speed, the lateral movement distance Y _e , The desired lateral movement distance and speed direction are obtained using a three-dimensional map of a simple configuration using the magnitude F ₀ of the vehicle body composite force at the time, the magnitude F ₁ of the vehicle body composite force immediately after avoidance, and the jerk K _J as parameters. It is possible to derive the vehicle body synthesis force and avoidance trajectory that minimize the longitudinal movement distance when reaching the position.

  In addition, since humans tend to perceive a feeling of acceleration based on jerk, control according to human senses can be performed by setting jerk and controlling temporal changes.

Next, a fourth embodiment will be described. In the third embodiment, the case of using a three-dimensional map for deriving {η ₁ ′, η ₂ ′} to obtain the vehicle body composite force and the avoidance trajectory has been described. When only the (direction) is desired, it can be derived by a three-dimensional map that outputs one parameter. This case will be described in the fourth embodiment. In addition, since the structure of the vehicle motion control apparatus of 4th Embodiment is the same as the structure of the vehicle motion control apparatus of 1st Embodiment, description is abbreviate | omitted.

  Here, a three-dimensional map used in the fourth embodiment will be described.

First, as in the third embodiment, the expression (35) is expanded. As an example, a three-dimensional map for v _y0 ′, Y _e ′, and t _e ′ when F ₁ ′ / m ′ = K _J ′ = 1 is created. As shown in FIG. 11, the value of the direction θ ′ of the vehicle body composite acceleration obtained based on the equations (26) and (46) to (48) is set with v _y0 ′, Y _e ′, and t _e ′ as parameters. Create a mapped 3D map.

Then, in order to obtain {θ} using this three-dimensional map, F ₁ '/ m' = K _J '= 1, known m, v _y0 , Y _e , F _1, and K _J (52) parameter v _y0 ', Y _e', and _'calculates the output for the calculated parameters {theta' t _e according to} obtained from the three-dimensional map, the equation (44), reaches the desired position and velocity direction Thus, the magnitude and direction of the vehicle body composite force at the current time that minimizes the vehicle speed at that time can be obtained.

In this three-dimensional map, either v _y0 ′ or Y _e ′ may be limited to 0 or more. For example, when a three-dimensional map with Y _e ≧ 0 is created, even if the detected value is Y _e <0, the three-dimensional map is converted into v _y0 → −v _y0 and Y _e → −Y _e. {−θ ′} is obtained, and −θ ′ → θ ′ is processed to obtain {θ}.

Further, as shown in FIG. 11, a three-dimensional map that also outputs {X _e '} may be introduced and converted into X _e by the following equation (65) to obtain the vertical movement distance.

In the above three-dimensional map, the case where the parameters are defined as in Expression (35) has been described. However, as in the third embodiment, the parameters shown in Expressions (53) to (64) A three-dimensional map that outputs corresponding {θ ′} and {X _e ′} may be created.

  Hereinafter, a vehicle motion control routine executed by the control device 20 of the vehicle motion control device of the fourth embodiment will be described with reference to FIG. Here, the case where the low-speed three-dimensional map of FIG. 7 is used will be described. In addition, about the process same as the vehicle motion control routine performed with the control apparatus 20 of the vehicle motion control apparatus of 1st and 3rd embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

After steps 100 to 300, next, in step 400, the state quantities m, v _y0 and Y _{e of} the _host vehicle and the obstacle calculated in step 106, and F ₁ and K _J set in step 300 are determined. Then, the parameters v _y0 ′, Y _e ′, and t _e ′ are calculated according to the equation (52), the output {θ ′} for the calculated parameters is obtained from the three-dimensional map, and applied to the equation (44). Thus, the direction of the vehicle body composite force at the current time is derived.

  Next, in step 112, the vehicle motion is controlled according to the vehicle body resultant force derived in step 400.

As described above, according to the vehicle motion control apparatus of the fourth embodiment, the current vehicle speed x component v _x0 , the vehicle speed y component v _y0 , the lateral movement distance Y _e , the current The desired lateral movement distance and speed direction are obtained using a three-dimensional map of a simple configuration using the magnitude F ₀ of the vehicle body composite force at the time, the magnitude F ₁ of the vehicle body composite force immediately after avoidance, and the jerk K _J as parameters. It is possible to derive the direction of the vehicle body resultant force at the current time that minimizes the longitudinal movement distance when reaching. In addition, since the number of maps used is small compared to the three-dimensional map in the case of the third embodiment, the capacity for storing the maps can be reduced.

  In addition, since humans tend to perceive a feeling of acceleration based on jerk, control according to human senses can be performed by setting jerk and controlling temporal changes.

  Next, a fifth embodiment will be described. In the fifth embodiment, a case where a jerk value corresponding to the acceleration feeling expected by the driver is set as the jerk to be set will be described. In addition, since the structure of the vehicle motion control apparatus of 5th Embodiment is the same as the structure of the vehicle motion control apparatus of 1st Embodiment, description is abbreviate | omitted.

  For example, as described in JP 2008-138595 A, a method for calculating a jerk value to be set obtains an acceleration expected by the driver based on the accelerator operation amount of the driver and the vehicle speed of the host vehicle, The jerk can be calculated by differentiating this acceleration.

  Hereinafter, the vehicle motion control routine executed by the control device 20 of the vehicle motion control device of the fifth embodiment will be described with reference to FIG. In addition, about the process same as the vehicle motion control routine performed with the control apparatus 20 of the vehicle motion control apparatus of 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  Steps 100 to 106 are followed, and then, in step 500, the driver's accelerator operation amount is captured, and the driver's requested acceleration is calculated along with the speed of the host vehicle captured in step 100 above.

Next, at step 502, the magnitude F ₀ of the vehicle body composite force at the current time and the jerk value corresponding to the driver's requested acceleration calculated at step 500 are set.

  Next, in step 110, an avoidance trajectory that minimizes the longitudinal movement distance when reaching the desired lateral movement distance and speed direction according to the set jerk is derived.

  As described above, according to the vehicle motion control device of the fifth embodiment, it is possible to perform control more consistent with the driver interval.

  In the first to fourth embodiments, the case where the speed and the desired position of the own vehicle with respect to the road at the current time are used has been described, but the relative distance and the relative speed between the own vehicle and the desired position are used. Also good.

DESCRIPTION OF SYMBOLS 10 Vehicle speed sensor 12 Steering angle sensor 14 Throttle opening sensor 16 Front camera 18 Laser radar 20 Control device 22 Steering angle control device 24 Braking force control device 26 Driving force control device 28 Map storage device 30 Display device

Claims (9)

A setting means for setting a position moved by a desired lateral movement distance, a desired speed direction at the position, a magnitude of a vehicle body composite force at the current time, and a time change of the magnitude of the vehicle body composite acceleration ;
Detecting means for detecting a state quantity including a distance between the host vehicle and the position and a speed of the host vehicle;
When the desired speed direction is the vehicle longitudinal direction, the vehicle longitudinal component v _{x0 of the host} vehicle speed, the vehicle lateral component v _{y0 of the host} vehicle speed, and the vehicle lateral component of the distance Y _e , three different parameters using the vehicle body composite acceleration magnitude F ₀ / m at the current time, and the time change K _J of the car body composite acceleration magnitude, the desired lateral movement distance position, The component v _x0 , the component v _y0 , and the component Y _{e of} the first introduction parameter η ₁ introduced to obtain the vehicle body composite force that minimizes the longitudinal movement distance when reaching the desired speed direction at the position. , The magnitude F ₀ / m, and a value η ₁ ′ under the assumption that two of the time changes K _J according to the three parameters are specific values. Map of the
The first introduction introduced to obtain the three parameters, the position moved by the desired lateral movement distance, and the vehicle body composite force that minimizes the longitudinal movement distance when reaching the desired speed direction at the position. A second map defining the relationship between the second introduction parameter η ₂ different from the parameter η ₁ and the value η ₂ ′ under the assumption; and the three parameters and the time to reach the position of t _e, the time t _{e 'under} the assumption, the storage unit related storing 3-dimensional map and a third map that defines a,
The three parameters are calculated based on the state quantity detected by the detection means and the value set by the setting means, and the desired lateral movement distance is calculated using the calculated three parameters and the three-dimensional map. A derivation means for deriving a vehicle body composite force that minimizes a moved position and a longitudinal movement distance when reaching a desired speed direction at the position;
A vehicle motion control device. A setting means for setting a position moved by a desired lateral movement distance, a desired speed direction at the position, a magnitude of a vehicle body composite force at the current time, and a time change of the magnitude of the vehicle body composite acceleration ;
Detecting means for detecting a state quantity including a distance between the host vehicle and the position and a speed of the host vehicle;
When the desired speed direction is the vehicle longitudinal direction, the vehicle longitudinal component v _{x0 of the host} vehicle speed, the vehicle lateral component v _{y0 of the host} vehicle speed, and the vehicle lateral component of the distance Y _e , three different parameters using the vehicle body composite acceleration magnitude F ₀ / m at the current time, and the time change K _J of the car body composite acceleration magnitude, the desired lateral movement distance position, The component v _x0 , the component v _y0 , the component Y _e , the magnitude F ₀ / m, and the direction θ of the vehicle body composite acceleration that minimizes the longitudinal movement distance when reaching the desired speed direction at the position, and Storage means for storing a three-dimensional map that defines a relationship between the direction θ ′ under the assumption that two of the time changes K _J according to the three parameters are specific values;
The three parameters are calculated based on the state quantity detected by the detection means and the value set by the setting means, and the desired lateral movement distance is calculated using the calculated three parameters and the three-dimensional map. Deriving means for deriving the vehicle position combined force at the current time that minimizes the moved position and the longitudinal movement distance when reaching the desired speed direction at the position;
A vehicle motion control device. The position moved by the desired lateral movement distance, the desired speed direction at the position, the magnitude of the vehicle body composite force at the current time, the magnitude of the vehicle body composite force when reaching the position, and the position from the current time Setting means for setting the time change of the magnitude of the vehicle body composite acceleration until
Detecting means for detecting a state quantity including a distance between the host vehicle and the position and a speed of the host vehicle;
When the desired speed direction is the vehicle longitudinal direction, the vehicle longitudinal component v _{x0 of the host} vehicle speed, the vehicle lateral component v _{y0 of the host} vehicle speed, and the vehicle lateral component of the distance Y _e , the magnitude F ₀ / m of the vehicle body composite acceleration at the current time, the magnitude F ₁ / m of the vehicle body composite acceleration when reaching the position, and the time change K _J of the magnitude of the vehicle body composite acceleration were used. Three different parameters, respectively, and a first introduction parameter introduced to obtain the vehicle body composite force that minimizes the position moved by the desired lateral movement distance and the vertical movement distance at the position in the desired speed direction. η ₁ according to the three parameters of the component v _x0 , the component v _y0 , the component Y _e , the magnitude F ₀ / m, the magnitude F ₁ / m, and the time change K _J Two are specific values A first map that defines the relationship between the value η ₁ ′ under the assumption of: and the three parameters, the position moved by the desired lateral movement distance, and the desired speed direction at the position A value η ₂ ′ under the above assumption of a _second introduction parameter η ₂ different from the _first introduction parameter η ₁ introduced to obtain the vehicle body composite force that minimizes the longitudinal movement distance when Storage means for storing a three-dimensional map consisting of a second map that defines the relationship of
The three parameters are calculated based on the state quantity detected by the detection means and the value set by the setting means, and the desired lateral movement distance is calculated using the calculated three parameters and the three-dimensional map. A derivation means for deriving a vehicle body composite force that minimizes a moved position and a longitudinal movement distance when reaching a desired speed direction at the position;
A vehicle motion control device. The position moved by the desired lateral movement distance, the desired speed direction at the position, the magnitude of the vehicle body composite force at the current time, the magnitude of the vehicle body composite force when reaching the position, and the position from the current time Setting means for setting the time change of the magnitude of the vehicle body composite acceleration until
Detecting means for detecting a state quantity including a distance between the host vehicle and the position and a speed of the host vehicle;
When the desired speed direction is the vehicle longitudinal direction, the vehicle longitudinal component v _{x0 of the host} vehicle speed, the vehicle lateral component v _{y0 of the host} vehicle speed, and the vehicle lateral component of the distance Y _e , the magnitude F ₀ / m of the vehicle body composite acceleration at the current time, the magnitude F ₁ / m of the vehicle body composite acceleration when reaching the position, and the time change K _J of the magnitude of the vehicle body composite acceleration were used. The component v _x0 , the three different parameters, the position of the desired lateral movement distance, and the direction θ of the vehicle body composite acceleration that minimizes the longitudinal movement distance when reaching the desired speed direction at the position, Assuming that two of the component v _y0 , the component Y _e , the magnitude F ₀ / m, the magnitude F ₁ / m, and the time change K _J are specific values according to the three parameters The relationship between the direction θ 'below Storage means for storing the meta 3D map,
The three parameters are calculated based on the state quantity detected by the detection means and the value set by the setting means, and the desired lateral movement distance is calculated using the calculated three parameters and the three-dimensional map. Deriving means for deriving the vehicle position combined force at the current time that minimizes the moved position and the longitudinal movement distance when reaching the desired speed direction at the position;
A vehicle motion control device. The said setting means sets the value corresponding to the acceleration feeling which the driver estimated based on the state quantity detected by the said detection means as a time change of the magnitude | size of the said vehicle body synthetic acceleration. Item 5. The vehicle motion control device according to any one of Items4.   The vehicle motion control device according to claim 1, wherein the detection unit detects a relative distance and a relative speed of the position with respect to the host vehicle.   The control unit according to any one of claims 1 to 6, further comprising a control unit that controls at least one of a steering angle, a braking force, and a driving force based on the vehicle body resultant force derived by the deriving unit. Vehicle motion control device.   The vehicle motion control device according to any one of claims 1 to 7, further comprising notification means for notifying a driver of a vehicle motion state based on the vehicle body resultant force derived by the derivation means.   The vehicle motion control program for functioning a computer as each means which comprises the vehicle motion control apparatus of any one of Claims 1-8.