WO2018225493A1 - Contrôleur de mouvement de véhicule - Google Patents

Contrôleur de mouvement de véhicule Download PDF

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Publication number
WO2018225493A1
WO2018225493A1 PCT/JP2018/019580 JP2018019580W WO2018225493A1 WO 2018225493 A1 WO2018225493 A1 WO 2018225493A1 JP 2018019580 W JP2018019580 W JP 2018019580W WO 2018225493 A1 WO2018225493 A1 WO 2018225493A1
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Prior art keywords
vehicle
acceleration
speed
deceleration
moving body
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PCT/JP2018/019580
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English (en)
Japanese (ja)
Inventor
悠基 秋山
絢也 高橋
敏之 印南
佐藤　誠一
直樹 平賀
Original Assignee
日立オートモティブシステムズ株式会社
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Publication of WO2018225493A1 publication Critical patent/WO2018225493A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks

Definitions

  • the present invention relates to a vehicle motion control device.
  • ADAS Advanced Driving Assistant System
  • Comfort and sense of security are brought about by smooth vehicle movement.
  • This control technology is sometimes referred to as G-Vectoring (registered trademark) control.
  • G-Vectoring registered trademark
  • the acceleration vector transition is moderated to improve riding comfort.
  • Comfortable vehicle movement can be realized.
  • acceleration / deceleration is controlled based on lateral motion determined by steering control or travel trajectory.
  • Patent Document 1 discloses a method of controlling acceleration / deceleration by changing a speed plan when there is a possibility of collision with another vehicle.
  • the present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle motion control device that improves comfort in an approaching state with another moving body such as a vehicle around the host vehicle. is there.
  • a vehicle motion control device includes, as an example, a planned travel trajectory detection unit that detects a planned travel trajectory that the vehicle plans to travel and a trajectory detected by the planned travel trajectory detection unit.
  • a moving body detection unit that detects the presence of a moving body other than the vehicle that moves around the vehicle; and a moving body motion prediction unit that predicts the movement of the moving body. Based on the motion prediction of the vehicle, the acceleration, deceleration or both of the vehicle is controlled.
  • the present invention it is possible to provide a vehicle motion control device that improves comfort in the approaching state with other moving bodies such as vehicles around the host vehicle.
  • FIG. 5 is a graph showing changes in lateral acceleration, lateral jerk, and longitudinal acceleration in FIG.
  • FIG. 5 is a diagram showing a situation where an oncoming vehicle exists in addition to FIG. It is the figure which showed the passing in the steep curve with a bad view regarding Example 1.
  • FIG. 5 is a flowchart illustrating a process of changing a position passing an oncoming vehicle with respect to the first embodiment. It is the table
  • FIG. 5 is a flowchart illustrating a procedure for realizing a speed plan in consideration of riding comfort and a sense of security with respect to the first embodiment.
  • 12 is a flowchart illustrating a flow of processing for a relationship with a subsequent vehicle in the second embodiment.
  • FIG. 10 is a conceptual diagram of an approach tolerance index that incorporates an element that accumulates over time with respect to Example 3. It is the figure which showed a mode that the speed difference with a parallel running vehicle was large regarding Example 3, and overtaking occurred.
  • FIG. 10 is a flowchart showing a flow of control including determination when the speed plan of the opponent is in conflict with the purpose of the speed plan of the own vehicle in the fourth embodiment.
  • FIG. 10 is a flowchart illustrating a flow of processing for changing control according to the type of a moving object in the fifth embodiment. It is the figure which showed the situation where the own vehicle passed on two oncoming vehicles on the road where two curves continue regarding Example 6. It is the figure which showed the case where the speed plan of the own vehicle was corrected so that it might become optimal only in the relationship with the 1st oncoming vehicle regarding Example 6.
  • FIG. FIG. 16 is a diagram showing a case where Example 6 is passed by a second oncoming vehicle at the beginning of the second curve. It is the figure which showed the exchange of the information between a traffic control system and a vehicle regarding Example 6.
  • FIG. 1 shows a configuration of a vehicle 1 equipped with an ADAS or an automatic driving system in which a vehicle motion control apparatus according to an embodiment of the present invention is incorporated.
  • the ADAS or the automatic driving system here refers to a control system that assists at least the speed or acceleration / deceleration of the vehicle so as to approach the command value of the control system or includes a function that the system performs acceleration / deceleration control. Accordingly, an adaptive cruise control system (ACC), an automatic driving system having an automatic steering function, and the like are included.
  • the control system includes an accelerator pedal having force feedback to the sole of the driver so as to control acceleration / deceleration indirectly via the driver.
  • the steering device 18 includes an EPS (electric power steering).
  • the EPS has a function of steering the left front wheel 11 and the right front wheel 12 as active actuators in addition to the function as power steering that amplifies the steering force by the driver.
  • the drive device 19 is composed of an internal combustion engine and / or an electric motor, receives a control command transmitted from the vehicle motion control device 15, and receives the control command transmitted from the vehicle motion control device 15 and the left front wheel 11 as a drive wheel via the drive shaft 26.
  • a driving force is generated on the right front wheel 12 to drive the vehicle 1. Further, the vehicle 1 is decelerated by generating a braking force on the drive wheels. Acceleration / deceleration can be performed according to the control command.
  • the braking control device 20 has a function of receiving a control command transmitted by the vehicle motion control device 15 and applying a hydraulic pressure to the braking devices 21 to 24 to control the braking force. Deceleration can be performed according to the control command.
  • the braking devices 21 to 24 are actuated by receiving the hydraulic pressure from the braking control device 20, and generate braking forces on the four wheels 11 to 14, respectively.
  • the vehicle motion control device 15 is routed through a GNSS (Global Navigation Satellite System) sensor 17, an inertial sensor 16, a camera 28 that acquires vehicle external information, a wireless communication device 29, a laser scanner 30, and a braking control device 20.
  • Information from the wheel speed sensors 31 to 34 is input, and based on them, control commands are sent to the steering device 18, the drive device 19, and the braking control device 20 to control the movement of the vehicle 1.
  • GNSS Global Navigation Satellite System
  • the wireless communication device 29 has a function of communicating with information on the own vehicle and surrounding information in both directions by communicating with communication facilities provided on other vehicles and roads.
  • the braking control device 20 As the braking control device 20, the braking devices 21 to 24 and the driving device 19 cooperate to control the braking force, and the steering device 18 includes a steering mechanism and a steering control device. May be.
  • FIG. 2 shows a part of FIG. 1 and shows information input / output to / from the vehicle motion control device 15. From the camera 28 and the laser scanner 30, information on moving bodies around the host vehicle and surrounding information such as the shape and position of roads and lanes around the host vehicle are output and input to the vehicle motion control device 15.
  • ambient information about a relatively distant place that cannot be obtained by the camera 28 or the laser scanner 30 or a range of these blind spots is input.
  • the vehicle motion control device 15 calculates a speed plan as a control target based on the surrounding information and the vehicle position information, and outputs it to the braking control device 20 and the drive device 19 as an acceleration / deceleration command.
  • FIG. 3 shows the internal processing configuration of the vehicle motion control device 15.
  • the vehicle motion control device 15 includes a scheduled travel path detection unit, a mobile body detection unit, a mobile body motion prediction unit, a basic speed plan calculation unit, and a speed plan correction unit.
  • a portion indicated by a broken line indicates information used when it is available.
  • Ambient information is input to the planned traveling track detection unit, and the shape of the latest track on which the vehicle is scheduled to travel is always detected, at least for the distance required for control.
  • the planned traveling track is detected.
  • the automatic driving control device always generates and holds information on the planned traveling track ahead of the host vehicle necessary for steering control. Get information on the planned traveling track directly.
  • the moving body detection unit detects the presence of the moving body based on the surrounding information from the camera 28 and the laser scanner 30 that capture the surroundings of the vehicle. In the case of a road environment where the line of sight is poor or outside the detection distance range of the camera 28 or the laser scanner 30, the presence of a moving body is detected by vehicle-to-vehicle communication or road-to-vehicle communication via the wireless communication device 29.
  • the mobile body motion prediction unit predicts the subsequent motion of the mobile body from the current position, speed, acceleration of the target mobile body, and the road shape and obstacles around the mobile body and in the direction of motion. .
  • movement which the said moving body is planning after the present is directly acquired by the vehicle-to-vehicle communication, the road-to-vehicle communication, the communication between pedestrians, etc. which exchange the information about the detected moving body.
  • the basic speed plan calculation unit calculates a speed plan, that is, an acceleration / deceleration pattern based on the track shape information received from the planned travel path detection unit, and outputs this as a basic speed plan.
  • the speed plan correction unit calculates a speed plan as a control target as a final acceleration / deceleration command based on the motion prediction information of the moving body from the mobile body motion prediction unit and the basic speed plan from the basic speed plan calculation unit. .
  • Example 1 Acceleration / deceleration control for reducing occupant's anxiety in passing in a curve section with a vehicle traveling on the opposite lane will be described.
  • Equation 1 is a basic expression of control.
  • G x is a longitudinal acceleration
  • G y is a lateral acceleration
  • dG y / dt is a lateral jerk that is a temporal change rate of the lateral acceleration
  • C xy is a control gain.
  • G x -sgn (G y ⁇ dG y / dt) ⁇ C xy ⁇ dG y / dt (Equation 1)
  • the lateral jerk and the longitudinal acceleration are multiplied by a gain so that the longitudinal jerk is given a sign to decelerate when the lateral acceleration increases and accelerate when the lateral acceleration decreases. Is uniquely determined in the calculation. Therefore, if an initial speed is given to a certain traveling track, the speed transition can be calculated, which is a speed plan. The same applies to the case where the lateral jerk caused by traveling on a curved road is predicted and the vehicle is decelerated from the front of the curve (referred to as Preview G-Vectoring (registered trademark) control).
  • FIG. 4 shows a state of acceleration / deceleration during traveling on a curved road
  • FIG. 5 is a graph showing changes in lateral acceleration, lateral jerk, and longitudinal acceleration at that time.
  • control of the present embodiment results in an ideally planned acceleration / deceleration transition according to the curve curvature transition, thereby realizing a good riding comfort.
  • the planned traveling track of the own vehicle is in the own lane, and the planned traveling track of the oncoming vehicle is the oncoming lane when viewed from the own vehicle, so there is no risk of collision just by passing each other. Therefore, even if the speed plan is not changed, there is no hindrance to the running itself, and a good riding comfort is maintained.
  • Fig. 7 shows the case of a sharp curve with a poor visibility and a shield inside the curve. It is desirable that the curve curvature is relatively gentle within the curve section, and the allowable range in which the passengers are not concerned is limited.
  • FIG. 8 shows a case of a gentle curve with no line of sight and good visibility. Even if the curve curvature is relatively steep in the curve section, the occupant is less likely to feel uneasy, and the entire curve section is within the allowable range of the passing position.
  • the part to be passed is determined based on the balance between the good and bad outlook and the degree of curve curvature.
  • the place to be passed depends on various conditions, but in any case, the purpose of making a difference at a desired place is common, so the speed plan can be corrected in the same way.
  • the overall process flow for correcting the speed plan first predicts from which speed of the oncoming vehicle and the degree of acceleration / deceleration to which position in the curve section the oncoming vehicle will travel. Then, if you change the speed plan of your vehicle, you can change it at a position different from the original passing predicted position, so in order to decide which position to pass, plan which time the vehicle is in which position To do.
  • the detection of the position of the oncoming vehicle and the motion prediction are not necessarily accurate as long as accuracy for improving the basic speed plan can be obtained. Even if the predicted position at a certain time deviates from the actual position by, for example, 10 m or more, if the curve section is relatively long, for example, 100 m, the positional relationship between the entrance, the middle board, and the exit in the curve section will not change. It is. Moreover, if the passing position is changed from the original predicted position in a desired direction, the change amount itself is not accurate, but improvement can be expected.
  • FIG. 9 is a flowchart showing the process of changing the position passing the oncoming vehicle. Details of the process will be described later.
  • acceleration / deceleration of the vehicle is controlled according to the initial speed plan (103).
  • Judgment is made as to whether or not the predicted passing position when the movement of the vehicle follows the initial speed plan is within an allowable range (105).
  • the acceleration / deceleration of the own vehicle is controlled according to the initial speed plan (103).
  • the speed plan is corrected so as to be within the allowable range (106). At this time, a method of correcting within a range not impairing the smoothness of the vehicle motion will be described later.
  • Acceleration / deceleration of the host vehicle is controlled (107) according to the corrected speed plan, and the process is terminated (108).
  • the control target will not change discontinuously because the prediction is sequentially corrected as described above. If the movement of the oncoming vehicle is as predicted, as a result, the own vehicle is controlled in accordance with the speed plan that was first corrected by detecting the oncoming vehicle.
  • acceleration / deceleration can be controlled according to the speed plan that was first corrected by detecting the oncoming vehicle without considering the movement of the oncoming vehicle from the initial prediction. In this case, the control accuracy is reduced. However, control is possible even if the computing performance is not sufficient to correct the prediction sequentially.
  • the deceleration area As a one-dimensional area divided by the front-rear direction position on the planned travel path, the area that travels while the vehicle speed of the host vehicle decreases is the deceleration area, the area that travels while the vehicle speed increases is the acceleration area, An area that travels while the vehicle speed is kept constant is defined as a constant speed area, and an allowable range of the predicted passing position may be defined as a deceleration area.
  • the speed plan is corrected within a range that does not impair the smoothness of the vehicle motion, and the passing in the deceleration region is attempted.
  • FIG. 10 shows a method of classifying the relationship between the target position at a predetermined time and the acceleration / deceleration state at the target position when traveling according to the basic speed plan, and adjusting the speed plan to reach the target position at the predetermined time. It is a table.
  • the predetermined time when the predetermined time comes after passing the target position, it can be adjusted to reach the target position at the predetermined time by increasing the deceleration timing or increasing the degree of deceleration (A or B in FIG. 10). ).
  • the target position when the passage of the target position is during or after acceleration, the target position can be adjusted to reach the target position at a predetermined time by delaying the acceleration timing or weakening the degree of acceleration (B in FIG. 10). ).
  • the basic speed plan does not reach the target position at a predetermined time, it can be adjusted to reach the target position at the predetermined time by delaying the deceleration timing or weakening the degree of deceleration (C in FIG. 10). Or D).
  • the target position can be adjusted to reach the target position at a predetermined time also by increasing the acceleration timing or increasing the degree of acceleration (D in FIG. 10). ).
  • the basic speed plan is set so that the vehicle motion is comfortable for the occupant if there are no moving objects in the surroundings, so changing it may impair the comfort to some extent.
  • the adverse effect of shifting from the original speed plan may be better than the effect of moving the position of the predetermined time closer to the target, and it may be better to reduce the speed plan correction amount or rather not to correct it.
  • the distance, speed, acceleration, etc. which are indicators for evaluating the decrease in the sense of security caused by the approach to the moving body, are collectively referred to as an approach tolerance index.
  • This index means that the shorter the distance, the higher the speed, and the higher the acceleration, the larger the value, and the higher the value, the less likely it is tolerate.
  • FIG. 11 is a flowchart showing a procedure for realizing a speed plan in consideration of such riding comfort and security.
  • the deceleration method which is the adjustment method shown in the fourth column (rightmost column)
  • the deceleration method is accelerated.
  • At least one of the four methods of increasing deceleration, delaying acceleration, and weakening acceleration, and one qualitative correction method of speed plan that can achieve the target or approach the target is selected (202).
  • a speed transition pattern in which the timing and degree of acceleration / deceleration are distributed within the range of the constraint conditions is comprehensively set (203).
  • the constraint condition means that acceleration is not performed at a position to be decelerated derived from the shape of the traveling track, that deceleration is not performed at a position to be accelerated, and the maximum acceleration / deceleration value.
  • the best pattern with the smallest evaluation value is selected to make a speed plan (205), and the process is finished (206). That is, if the basic speed plan is the best evaluation, the acceleration / deceleration control is not corrected as a result. In addition, a speed plan that reaches the target position at a predetermined time cannot be realized, and a speed plan having the smallest evaluation value within the range of the constraint condition may be selected.
  • two or more of relative, absolute, position, speed, and acceleration can be targeted.
  • a plurality of targets cannot be satisfied at the same time, but if they are treated as an optimization problem in which an objective function having these as variables is set, a solution approaching the target can be obtained comprehensively.
  • a speed plan is set so that one or more of relative, absolute, position, speed, and acceleration is set as a target value at a predetermined time, and those physical quantities are directed to the target value at that time. Is to correct. Regardless of whether the target to be set is position, speed, or acceleration, while traveling from the entrance to the exit of the curve section, while qualitatively maintaining a series of speed transitions of decelerating and accelerating, The point of changing the timing and degree of acceleration / deceleration is common. Therefore, in any case, the speed plan can be corrected by the same procedure as the flowchart of FIG.
  • Example 2 A case where acceleration / deceleration is controlled in consideration of the relationship with the following vehicle will be described.
  • the basic speed plan is defined as the acceleration / deceleration transition according to the curve shape of the traveling track, similar to the first embodiment. Description of this is omitted.
  • a typical anxiety factor that the occupant feels about the following vehicle is that the distance between the vehicles becomes insufficient by approaching the vehicle from behind.
  • the overall speed level of the own vehicle must be increased.
  • you increase the speed level with respect to the basic speed plan that was originally calculated considering comfort even if there is no problem in terms of vehicle motion performance, there is a risk of exceeding the legal speed and anxiety to the passengers, Situations where the speed level can be raised are limited.
  • the movement of the following vehicle is changed by changing the movement of the own vehicle in the direction of decreasing the vehicle speed. Specifically, by decelerating the timing of starting deceleration when entering a curve, the subsequent vehicle is instructed to decelerate, and the subsequent vehicle is also prompted to decelerate. As a result, the inter-vehicle distance is prevented from becoming too short in the curve section.
  • FIG. 12 is a flowchart showing the flow of processing for the relationship with the following vehicle.
  • acceleration / deceleration of the vehicle is controlled according to the initial speed plan (303).
  • Judgment is made as to whether the distance between the following vehicle and the vehicle beyond the allowable range is sufficiently maintained (305).
  • the acceleration / deceleration of the own vehicle is controlled (303) according to the initial speed plan, and the process is terminated (310).
  • the inter-vehicle distance is predicted to be shorter than the allowable range, increase the speed level of the vehicle so that the inter-vehicle distance can be maintained according to the prediction of the movement of the following vehicle, that is, reduce the degree of deceleration or delay the timing, Alternatively, it is determined whether it is permissible to increase or accelerate the degree of acceleration (306).
  • the speed plan is corrected so as to advance the deceleration timing so that the inter-vehicle distance is shortened in contrast to the prediction of the movement of the following vehicle (308).
  • the degree of deceleration is weakened at the same time, and the curve passing speed is made equal to the initial plan. Accordingly, it can be expected that the driver of the succeeding vehicle or the control system recognizes the deceleration of the preceding vehicle, that is, the own vehicle quickly, and the inter-vehicle distance is not reduced more than necessary without the host vehicle decelerating too much.
  • the acceleration / deceleration of the host vehicle is controlled according to the corrected speed plan (309), and the process ends (310).
  • the parallel running vehicle refers to a vehicle that travels in the same direction as the host vehicle in the lane adjacent to the lane in which the host vehicle travels.
  • Fig. 13 shows how the distance from a parallel vehicle gradually approaches as a result of a speed plan that takes into account only the movement of the vehicle while traveling on a curved road with two lanes on one side, and the closest approach is lined up sideways. It is shown. As long as the route is not changed, the traveling track does not overlap with the parallel vehicles in the adjacent lanes, so there is no problem in traveling even with a speed plan that considers only the movement of the vehicle. However, there is a possibility that a state of running side by side or close to each other as described above may continue.
  • FIG. 14 shows a state in which the positional relationship in the oblique direction is maintained so that the state of running parallel to the side does not continue on the curved road of two lanes on one side.
  • maintaining such an oblique positional relationship secures the distance between the vehicles and the space on the side of the host vehicle, so that the passenger can feel secure.
  • the distance is relatively long, even if the state continues for a certain period of time, it is not so uneasy.
  • anxiety increases with the passage of time even if the approaching state is continued for a relatively short time.
  • the objective function is set by summing up the approach tolerance index and the amount of change from the basic speed plan.
  • FIG. 15 shows a conceptual diagram of this approach tolerance index.
  • FIG. 15 (a) corresponds to the case of FIG. 13
  • FIG. 15 (b) corresponds to the case of FIG.
  • FIG. 15C shows a case where the maximum value of the approach degree is the same as that of FIG.
  • the approach allowance index is smaller in FIG. 15C where the predicted approach state is a short time than in FIG. 15A. Therefore, since it is difficult to increase the evaluation value of the objective function, suppressing the amount of change from the basic speed plan makes the evaluation value the smallest, and the speed plan according to the basic speed plan tends to be easily selected.
  • the evaluation value of the objective function is likely to increase as the approaching state continues for a long time. Therefore, if it is predicted that the parallel running state will continue in the basic speed plan as in FIG. The increase in evaluation value due to the change from the plan is greater than the decrease in the evaluation value due to the suppression of the proximity tolerance index as shown in FIG. 15 (b). Bring.
  • the integral value for a predetermined time is constantly updated, the value does not increase without limit even if the approaching state continues, and future predictions up to the predetermined time in other vehicle motion prediction and speed plans at the present time The approaching state can be evaluated.
  • the predetermined time does not necessarily have to be a fixed time.
  • the predetermined time may be set as the time required to travel to a predetermined distance or a predetermined point along the speed plan at the time of calculating the approach tolerance index.
  • Example 4 A case will be described in which acceleration / deceleration of surrounding vehicles is simultaneously controlled in addition to the acceleration / deceleration control of the own vehicle.
  • both the own vehicle and the surrounding vehicles can control acceleration / deceleration
  • the basic speed plan is an example in which only the motion of each vehicle itself is considered in each vehicle.
  • both the own vehicle and the approaching vehicle have a speed plan
  • information on the speed plan after the present is exchanged by inter-vehicle communication or road-to-vehicle communication between the own vehicle and the approaching vehicle.
  • There is no need to predict the opponent's movement. Refers to each other's speed plan and corrects the speed plan for each individual vehicle.
  • the opponent's speed plan correction conflicts with the purpose of the vehicle's speed plan correction, the desired approach state cannot be created.
  • the opponent's speed plan conflicts with the purpose of the vehicle's speed plan, for example, when passing in a curve section, both vehicles are trying to pass each other just before the curve curvature becomes steep when viewed from the own vehicle. Is the case. Since this is incompatible, it is necessary to select which side of the curve section passes. In that case, which speed plan should be prioritized is compared with the evaluation of both, and the better one is selected.
  • FIG. 17 is a flowchart showing the flow of control including such determination.
  • acceleration / deceleration of the vehicle is controlled according to the initial speed plan (404).
  • the approaching vehicle does not accept the speed plan correction, it will shift to a method that handles it only by controlling its own vehicle.
  • the other party's motion is predicted, the speed plan of the own vehicle is corrected (405), and acceleration / deceleration is controlled according to the speed plan (414). This is the same method as in Examples 1 to 3.
  • the current speed plan information is exchanged with the own vehicle (406).
  • Each other corrects the speed plan of the own vehicle based on the speed plan of the opponent (407), and exchanges the information of the corrected speed plan again (408).
  • Judgment is made as to whether the speed plan after correction of the opponent matches the purpose of the speed plan after correction of the vehicle (409).
  • the acceleration / deceleration of the vehicle is controlled according to the speed plan (410).
  • the amount of correction is either in the case of re-correcting the speed plan of the own vehicle giving priority to the speed plan of the opponent, or It is determined whether there is little influence on the ride comfort and is selected (411).
  • acceleration / deceleration is controlled with priority on the speed plan of the own vehicle (412), or acceleration / deceleration is controlled with priority on the speed plan of the opponent (413).
  • Acceleration / deceleration is controlled by one of methods 404, 410 to 414, and the process is terminated (415).
  • FIG. 18 shows an example of speed plan correction in a situation where it is desired to secure the relative distance between the host vehicle and the opponent vehicle.
  • FIG. 18 (a) shows a case where neither the own vehicle nor the opponent vehicle decelerates according to the basic speed plan without correcting the speed plan. In this case, the relative distance becomes insufficient.
  • FIG. 18 (b) shows a situation in which the deceleration of the own vehicle is strengthened so that the necessary and sufficient relative distance is obtained when the opponent vehicle maintains the basic speed plan.
  • FIG. 18 (c) shows a situation in which the other vehicle weakens the deceleration so that the necessary relative distance is maintained when the vehicle maintains the basic speed plan.
  • FIG. 18 (e) shows a case where the correction amount of both speed plans is calculated in anticipation of the correction of the speed plan of the other party.
  • the sharing of the speed plan correction amount by both of the moving objects that are approaching is not limited to the case where it is desired to secure the relative distance, but also when the approaching speed and the approaching acceleration are suppressed, the oncoming vehicle, the parallel running vehicle, the following vehicle, It can be applied to any relationship.
  • Example 5 A case where the control is changed depending on the type of the moving body will be described. This is combined with any of the first to fourth embodiments.
  • ⁇ Two-wheeled vehicles, bicycles, and pedestrians have different movement characteristics from four-wheeled vehicles in terms of moving speed level, possibility of falling, and direction change.
  • a vehicle with four or more wheels has a larger area that occupies the road as it is larger, and the distance from surrounding vehicles is smaller even in the same motion state, and for vehicles with a higher vehicle height.
  • the moving body detection unit detects the presence, type, and size of the moving body, and the moving body motion prediction unit performs motion prediction according to the type of the moving body.
  • the value representing the size of the moving body is not an absolute dimension, and may be a relative value based on the lane width of the running road.
  • the approach tolerance index is corrected according to the size of the vehicle body and the type of the moving body for a normal four-wheeled vehicle, and the speed plan is To reflect.
  • FIG. 19 is a flowchart showing a process flow for changing the control according to the type of the moving object.
  • the moving body detection unit of the vehicle motion control device 15 detects the presence of the surrounding moving body and also detects the type (502).
  • the moving body is a vehicle having four or more wheels
  • information on the size of the vehicle body is acquired (503), and motion prediction is performed (504).
  • the access tolerance index is corrected based on the size of a normal four-wheeled vehicle (505).
  • motion prediction is performed in consideration of the motion characteristics of the two-wheeled vehicle (506).
  • motion prediction is performed in consideration of the motion characteristics of the pedestrian (507).
  • Bicycles have the characteristics of both pedestrians and two-wheelers.
  • the access tolerance index is corrected according to the characteristics of each moving body (509).
  • the corrected approach tolerance index is used as a variable constituting the objective function, and a target value for correcting the speed plan is set based on the motion prediction result of the moving body, and is reflected in the speed plan (510). (511).
  • Example 6 A case will be described in which acceleration / deceleration control is optimized over a wide range involving a plurality of vehicles. This is based on the assumption that most vehicles are equipped with an ADAS or an automatic driving system including the vehicle motion control device according to any of the first to fifth embodiments, and acceleration / deceleration control is thereby performed. The method for correcting the multiple speed plans described above will be expanded and applied to a wide range of traffic environments.
  • FIG. 21 shows a case where the speed plan of the own vehicle is corrected so as to be optimal only in relation to the first oncoming vehicle A in order to avoid passing in the middle of the curve.
  • the effect of the former due to a decrease in passenger comfort due to a reduction in the amount of correction of the speed plan when passing the first vehicle, and a decrease in comfort due to the correction of the speed plan when passing the second vehicle If the speed is small, the amount of speed plan correction at the time of passing with the first unit should be suppressed and the speed plan at the time of passing with the second unit should not be corrected. .
  • the oncoming vehicle for the host vehicle is next to the subsequent vehicle of the host vehicle, so it is in the same position as the host vehicle, and is optimal for comprehensive acceleration / deceleration control. The need to make it easier is the same.
  • the range in which the vehicle can directly detect other vehicles by the camera 28 and the laser scanner 30 is insufficient. Then, information on vehicle-to-vehicle communication and road-to-vehicle communication is used via the wireless communication device 29.
  • the above method predicts the motion of a moving body even in the case where vehicles that are not subjected to acceleration / deceleration control by the vehicle motion control device of the present invention are mixed in the traffic environment, as in the first to fifth embodiments. It is established by.
  • the accuracy of achieving both a sense of security and comfort is lower than when all the vehicles involved are under control, but more effective than when the speed plan is corrected for each local relationship only. .
  • information on the motion state of each vehicle may be collected in the traffic control system, and the speed plan for all vehicles under the control of the system may be calculated collectively.
  • FIG. 23 shows the exchange of information between the traffic control system and the vehicle.
  • each vehicle sequentially transmits information on the position of the vehicle and the motion state such as the vehicle speed and the traveling direction to the traffic control system by road-to-vehicle communication.
  • the traffic control system calculates and updates the speed plan of all vehicles under management so that it can be optimized or approximated using the objective function variables and general optimization algorithms.
  • Each vehicle receives the speed plan and controls acceleration / deceleration. The larger the system size, the greater the amount of information and computation, but by handling it globally, it can be combined with optimization that includes energy consumption and the time required to reach the destination in the variables of the objective function. Can improve social benefits as well as comfort.
  • the vehicle motion control apparatus has the following configuration, by changing the timing and degree of acceleration / deceleration so as to suit the surrounding situation while maintaining the acceleration / deceleration relationship with respect to the traveling track as much as possible.
  • the comfort of passengers and the comfort of passengers can be improved by reducing the anxiety caused by the surrounding conditions.
  • a planned travel path detection unit that detects a planned travel path on which the vehicle is scheduled to travel
  • a moving body detection that detects the presence of a moving body other than the vehicle that moves around the track detected by the planned travel path detection unit.
  • a mobile body motion prediction unit that predicts the motion of the mobile body, and controls acceleration, deceleration, or both of the vehicle based on the planned travel path and motion prediction of the mobile body motion prediction unit To do.
  • acceleration and deceleration of the vehicle are controlled based on the planned traveling path, or both, and when the moving body is detected, the planned traveling path and the moving body motion are controlled. Based on the motion prediction of the prediction unit, the vehicle is controlled to accelerate, decelerate, or both.
  • the speed plan of the vehicle is updated sequentially during control of acceleration, deceleration, or both of the vehicle.
  • a speed plan that detects and corrects the moving body is used as a control target for acceleration and / or deceleration of the vehicle.
  • the vehicle has an absolute or relative target relative to the moving body at a predetermined time calculated based on the motion prediction of the moving body motion prediction unit with respect to the speed plan based on the planned traveling track.
  • target speed, or target acceleration the timing and degree of acceleration, deceleration, or both are changed.
  • the deceleration region a region where the vehicle travels while the vehicle speed is kept constant is defined as a constant speed region, and in the acceleration region or the constant speed region, when the passing with the moving body is predicted, the deceleration region Modify the speed plan to pass and control acceleration, deceleration, or both.
  • the shorter the distance, Acceleration, deceleration, or both are controlled in a direction to decrease the approach tolerance index that becomes larger as the speed is higher or the acceleration is higher.
  • the approach tolerance index is any one of the absolute speed of the vehicle, the absolute acceleration of the vehicle, the relative distance to the moving body, the relative speed to the moving body, and the relative acceleration to the moving body. Includes time integral values.
  • the evaluation value of the objective function including the approach tolerance index as a variable and further including the degree of difference in the speed plan from the case where the moving body is not detected as a variable when following the speed plan based on the planned traveling track. Acceleration, deceleration, or both are controlled so as to reduce the evaluation value of the objective function.
  • acceleration and / or deceleration control is changed according to the type or size of the moving body.
  • the speed plan based on the planned traveling track is made according to the lateral movement of the vehicle.
  • the speed plan based on the planned travel trajectory controls the back-and-forth motion so that it decelerates when the lateral acceleration increases and accelerates when the lateral acceleration decreases.
  • this invention is not limited to an above-described Example, Various modifications are included.
  • the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described.
  • a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment.
  • the present invention can also be applied to a case where the vehicle is decelerating because the lane width is partially narrowed.
  • the present invention can be widely applied to cases where acceleration / deceleration control according to the traveling track is required and there are moving objects around.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)
  • Traffic Control Systems (AREA)

Abstract

La présente invention concerne un contrôleur de mouvement de véhicule qui améliore le confort dans un état dans lequel un véhicule sujet est proche d'un autre corps mobile tel qu'un autre véhicule autour du véhicule sujet. Le contrôleur de mouvement de véhicule comprend : une unité de détection de lieu planifié de déplacement destinée à détecter un lieu planifié de déplacement le long duquel un véhicule (1) prévoit de se déplacer; une unité de détection de corps mobile destinée à détecter la présence d'un corps mobile qui est différent dudit véhicule et qui se déplace autour du lieu détecté par l'unité de détection de lieu planifié de déplacement; et une unité de prédiction de mouvement de corps mobile destinée à prédire le mouvement du corps mobile. Sur la base du lieu planifié de déplacement et de la prédiction de mouvement de l'unité de prédiction de mouvement de corps mobile, le contrôleur de mouvement de véhicule commande l'accélération ou la décélération, ou à la fois l'accélération et la décélération, du véhicule (1).
PCT/JP2018/019580 2017-06-07 2018-05-22 Contrôleur de mouvement de véhicule WO2018225493A1 (fr)

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CN111845727A (zh) * 2019-04-25 2020-10-30 罗伯特·博世有限公司 用于受控制地驶上对向车道的方法
CN113581168A (zh) * 2021-09-01 2021-11-02 启东市德立神起重运输机械有限公司 一种基于人工智能的不良视距弯道会车安全方法及***
CN114153202A (zh) * 2021-11-08 2022-03-08 北京三快在线科技有限公司 一种无人设备的控制方法及控制装置

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CN114906166A (zh) * 2022-04-21 2022-08-16 合众新能源汽车有限公司 一种车辆会车控制方法及装置

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JP2009202711A (ja) * 2008-02-27 2009-09-10 Nissan Motor Co Ltd 車両用走行制御装置及びその方法
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JP2009202711A (ja) * 2008-02-27 2009-09-10 Nissan Motor Co Ltd 車両用走行制御装置及びその方法
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Publication number Priority date Publication date Assignee Title
CN111845727A (zh) * 2019-04-25 2020-10-30 罗伯特·博世有限公司 用于受控制地驶上对向车道的方法
CN113581168A (zh) * 2021-09-01 2021-11-02 启东市德立神起重运输机械有限公司 一种基于人工智能的不良视距弯道会车安全方法及***
CN113581168B (zh) * 2021-09-01 2022-07-29 启东市德立神起重运输机械有限公司 一种基于人工智能的不良视距弯道会车安全方法及***
CN114153202A (zh) * 2021-11-08 2022-03-08 北京三快在线科技有限公司 一种无人设备的控制方法及控制装置
CN114153202B (zh) * 2021-11-08 2024-02-27 北京三快在线科技有限公司 一种无人设备的控制方法及控制装置

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