JP2018177223A - Vehicle motion control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle motion control device for assisting a driver to ensure non-awkward driving at a normal time and surely assisting the driver at a time of emergency avoidance steering.SOLUTION: A vehicle motion control device comprises: a risk potential estimation unit for estimating risk potential of a vehicle on the basis of input environment information and vehicle information; a vehicle front-to-rear-direction motion control unit for generating a vehicle front-to-rear-direction motion control command on the basis of vehicle lateral acceleration and preset gain; and a gain adjustment unit for adjusting the gain. The gain adjustment unit adjusts the gain on the basis of the risk potential estimated by the risk potential estimation unit.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a motion control device for a vehicle that controls longitudinal acceleration of the vehicle.

  In recent years, various automatic brake control devices have been proposed to prevent collisions by performing automatic brake control independent of the driver's brake operation when there is a high possibility that the host vehicle collides with a control object such as a preceding vehicle. , Has been put to practical use. For example, in Patent Document 1, a control target in front of the host vehicle is recognized based on a road environment ahead captured by a camera, and a brake intervention distance is set based on a relative relationship between the host vehicle and the control target. When the relative distance to the control target is equal to or less than the brake intervention distance, the execution of the braking control is determined, and the technology of the automatic braking control device by the intervention of the automatic brake is disclosed.

Further, according to Patent Document 2, the input vehicle lateral acceleration (Gy_dot) is determined from the velocity (V) and the lateral acceleration (Gy), and is multiplied by a gain (KGyV) stored in advance and multiplied. A motion control method of a vehicle is disclosed, which generates a control command for controlling longitudinal acceleration of the vehicle based on the value and outputs the generated control command. According to this method, the locus of the combined acceleration vector (G) of longitudinal acceleration and lateral acceleration is oriented so as to draw a smooth curve (Vectoring) in the coordinate system with the vehicle center of gravity fixed, G-Vectoring control (GV
C: G-Vectoring Control) is called. According to GVC, it has been reported that the emergency avoidance performance is significantly improved (Non-Patent Document 1).

JP, 2009-262701, A JP 2000-353300 A

Yamakado, M., Takahashi, J., Saito, S., "Comparison and combination of Direct-Yaw-moment Control and G-Vectoring Control", Vehicle System Dynamics, Vol. 48, Supplement, pp. 231-254, 2012

  In Patent Document 1, the braking control unit 5 checks whether the steering angle | δ | by the driver is greater than or equal to a preset threshold δ0, and if it is determined that the steering angle | δ | ≧ δ0 An inhibition timer tδ that defines the inhibition time is set.

Further, the braking control unit 5 checks whether or not the steering angular velocity | δ ′ | (= | dδ / dt |) by the driver is equal to or greater than a preset threshold δ′0, and the steering angular velocity | δ ′ | ≧ δ If it is determined that the value is “0,” the braking control unit 5 sets a prohibition timer tδ ′ that specifies the prohibition time of the extended braking control.
As described above, according to Patent Document 1, when the steering angle or the steering angular velocity by the driver increases, the time for prohibiting the braking control is set. That is, when an emergency avoidance steering operation by the driver (generally, the steering angle and the steering angular velocity are large) is entered, the avoidance operation is not assisted.

  Further, in the GVC of Patent Document 2, when building the control command value of the longitudinal acceleration of the vehicle, especially the deceleration command, it is basically possible to increase the gain (KGyV) by which the lateral acceleration (Gy_dot) is multiplied. Because the deceleration is increased and the speed at the time of control operation can be significantly reduced, the avoidance performance by steering is greatly improved. However, there is a problem in that the driver feels jerky to react to the slight steering at the normal time.

  Furthermore, responding to hypersensitivity, for example, makes the actuator requirements (responsiveness, durability, NVH performance, etc.) during control operation stricter, resulting in an increase in cost and narrowing the range of vehicles to which GVC technology is applied. I will.

  An object of the present invention is to provide a motion control device for a vehicle that normally assists the driver during emergency avoidance steering without being jerky at times.

In order to achieve the above object, the motion control device of a vehicle according to the present invention predetermines a danger potential estimation unit for estimating the danger potential of the vehicle based on the input external world information and the vehicle information, and the lateral acceleration of the vehicle. And a gain adjustment unit for adjusting the gain, the gain adjustment unit further comprising: a danger potential estimated by the danger potential estimation unit; The gain is adjusted on the basis of.

  In general, it is possible to provide a vehicle motion control device that assists the driver reliably during emergency avoidance steering without jerking.

It is a figure which shows the mode from the left corner approach to exit of the G-Vectoring control (GVC) vehicle of this invention. It is a figure which shows the time-sequential data at the time of driving | running | working like FIG. It is a figure which shows the time-sequential data which compared driving condition of GVC of normal gain, and GVC of high gain. It is a figure showing a basic function of a sideslip prevention device (ESC). It is a figure which shows the basic motion of a moment plus (M +) control law. It is a figure which shows the working condition of only ESC in a lane change, and hybrid control. FIG. 1 is a diagram showing an entire configuration of a motion control device of a vehicle according to the present invention. It is a figure which shows the internal structure of an ADAS controller and a brake controller. It is a figure which shows the relative relationship of the own vehicle and a preceding vehicle. It is a figure which shows the relationship of 1 / TTC and danger potential which were calculated based on the relative relationship with a precedence vehicle. It is a figure which shows the relationship between a steering angular velocity and danger potential. It is a figure which shows the qualitative correspondence of the quantified danger potential and danger. FIG. 6 shows the operating situation of the system of the invention based on quantified hazard potentials. It is a figure which shows typically the working condition of the movement control apparatus of the vehicle of this invention. It is a figure which shows the connection condition of the linear deceleration by an automatic brake, and the front-back movement linked to the lateral motion by GVC. It is a figure which shows the concept of a structure of the movement control apparatus of the vehicle of this invention. It is a figure explaining relaxation of the requirement with respect to the deceleration actuator which implement | achieves the front-back movement linked to lateral movement.

  First, the basic concept of the means for solving the problem will be described, and the configuration and embodiment thereof will be described.

  The effects of the present invention in improving exercise performance will be briefly described as follows.

  There is a means to quantitatively evaluate the hazard potential based on external world information or on-vehicle information, and when the hazard potential is increased, the back and forth motion control linked to the lateral motion is compared with the case where the hazard potential is small or zero. By increasing the gain of the deceleration / moment control, the speed is greatly reduced, and the effect of the rudder of the front wheels is improved by load movement or yawing moment control to improve the emergency avoidance performance.

First, we outline the longitudinal motion control linked to the lateral motion, and clarify the "gain" to be adjusted.
"Fore and aft motion control linked to lateral motion"
(1) G-Vectoring
Non-Patent Document 1 discloses a method for improving loadability between the front and rear wheels to improve the maneuverability and stability of the vehicle by automatically accelerating and decelerating in conjunction with the lateral movement caused by the steering wheel operation. It is shown. The specific acceleration / deceleration command value (target longitudinal acceleration Gxc) is as shown in the following equation 1:

  Basically, this is a simple control law in which the lateral additive acceleration Gy_dot is multiplied by the gain Cxy, and the value to which the first-order delay is added is used as the front / rear acceleration / deceleration command.

  In addition, Gy: vehicle lateral acceleration, Gy_dot: vehicle lateral acceleration, Cxy: gain, T: first delay time constant, s: Laplace operator, Gx_DC: acceleration / deceleration command not linked to lateral movement.

  It is confirmed in Non-Patent Document 1 that a part of the linkage control strategy of the horizontal and longitudinal movements of the expert driver can be simulated by this, and the improvement of the maneuverability and stability of the vehicle can be realized.

Gx_DC in this equation is a deceleration component (offset) not linked to the lateral movement. This is a term that is necessary when there is anticipatory deceleration when there is a corner ahead, or when there is a section speed command. The sgn (signum) term is a term provided to obtain the above operation for both the right corner and the left corner. Specifically, it is possible to realize an operation of decelerating at the turn-in of the steering start and stopping the deceleration when steady turning (when the lateral acceleration becomes zero) and accelerating when leaving the corner at the steering return start.
When controlled in this way, the combined acceleration (referred to as G) of longitudinal acceleration and lateral acceleration is a diagram that takes the longitudinal acceleration of the vehicle on the horizontal axis and the lateral acceleration of the vehicle on the vertical axis. It is called "G-Vectoring Control" because it is directed to make a transition (Vectoring).

  The vehicle movement when the control of Equation 1 is applied will be described on the assumption of specific traveling.

  FIG. 1 assumes a general traveling scene of entering and leaving a corner, which is a straight path A, a transition section B, a steady turning section C, a transition section D, and a straight section E. At this time, the driver does not perform the acceleration / deceleration operation.

  FIG. 2 is a diagram showing a steering angle, lateral acceleration, lateral jerk, acceleration / deceleration command calculated by equation 1, braking of four wheels, and driving force as a time-calendar waveform. As will be described in detail later, the braking force and the driving force are distributed so that the front outer ring and the front inner ring, and the rear outer ring and the rear inner ring have the same values on the left and right (inner and outer) respectively. Here, the braking / driving force is a generic term for the force generated in the vehicle longitudinal direction of each wheel, the braking force is a force in the direction to decelerate the vehicle, and the driving force is defined as the force in the direction to accelerate the vehicle. First, a vehicle enters a corner from straight road section A. In the transition zone B (Points 1 to 3), as the driver gradually turns the steering, the lateral acceleration Gy of the vehicle increases. While the lateral acceleration in the vicinity of the point 2 is increasing, the lateral jerk Gy_dot takes a positive value (returns to zero at time 3 when the lateral acceleration ends). At this time, according to Equation 1, a deceleration (Gxc is negative) command is generated in the control vehicle as the lateral acceleration Gy increases. Along with this, the braking force (minus sign) of substantially the same magnitude is applied to each of the front outside, front inside, back outside and back inside wheels.

  Thereafter, when the vehicle enters the steady turn section C (point 3 to point 5), the driver stops turning the steering and keeps the steering angle constant. At this time, the lateral acceleration Gy_dot is zero, so the acceleration / deceleration command Gxc is zero. Therefore, the braking force and driving force of each wheel also become zero.

  Next, in the transition zone D (points 5 to 7), the lateral acceleration Gy of the vehicle decreases by the driver's steering back operation. At this time, the lateral additional acceleration Gy_dot of the vehicle is negative, and according to Equation 1, an acceleration command Gxc is generated in the control vehicle. Along with this, approximately the same magnitude of driving force (plus sign) is applied to each of the front, outside, front inside, back outside, and back inside wheels.

  Further, in the straight traveling section E, the lateral jerk Gy is zero and the lateral jerk Gy_dot is also zero, so that the acceleration / deceleration control is not performed. As described above, the steering wheel is decelerated from the turn-in (point 1) to the clipping point (point 3) at the steering start, and the deceleration is stopped during steady circular turning (point 3 to point 5). Accelerate from point 5) when you exit the corner (point 7). As described above, when G-Vectoring control is applied to a vehicle, the driver can realize acceleration / deceleration movement linked to lateral movement only by steering for turning.

  In addition, when this motion is expressed in the "gg" diagram that indicates the acceleration mode generated in the vehicle, with the longitudinal acceleration on the horizontal axis and the lateral acceleration on the vertical axis, the feature transitions to a smooth curve (like drawing a circle) Exercise. The acceleration / deceleration command of the present invention is generated to make a curved transition with the passage of time in this diagram. This curved transition is a clockwise transition as shown in FIG. 1 for the left corner, and is a transition path inverted about the Gx axis for the right corner, and the transition direction is counterclockwise. When such transition is made, the pitching motion generated in the vehicle by the longitudinal acceleration and the roll motion generated by the lateral acceleration are suitably linked, and the peak values of the roll rate and the pitch rate are reduced.

  In this control, as shown in FIG. 1, assuming that the first-order lag term and the sign function for left and right motion are omitted, the value obtained by multiplying the vehicle lateral acceleration by the gain -Cxy is used as the longitudinal acceleration command. By increasing the velocity, it is possible to increase the deceleration or acceleration for the same lateral jerk.

  FIG. 3 is a diagram showing traveling of a normal gain in the same situation as in FIGS. 1 and 2 and a turning situation in a high gain state in which the gain is increased. By increasing the gain, the deceleration at the start of turning becomes larger, and the vehicle speed decreases compared to the normal gain, and the lateral acceleration decreases even for the same steering, which leads to the improvement of safety at turning. A comparison of the "gg" diagram with the strong gain is as in Fig. 3 below. Although the curve of the diagram is maintained, it becomes a bulging shape in the Gx direction, and the Gy direction is affected by the speed reduction and tends to be slightly reduced.

On the other hand, if the gain is always kept high, large acceleration / deceleration will occur even for minute correction steering, and the driver and passenger will feel a strong sense of deceleration and pitching movement. Therefore, usually, the gain Cxy of GVC is adjusted to around 0.25 at which the control effect and the feeling are balanced. However, in the case of an emergency lane change etc., it is confirmed that the avoidance performance is greatly improved if the gain is improved.
(2) Braking force control ESC (Electronic Stability Control: anti-slip device)
ESC is a general term for a skid prevention device, and is a vehicle motion control that applies the concept of Direct Yaw-moment Control (DYC) to braking force control.

  In US Pat. No. 5,275,475 (patent document 3), an ideal yaw rate and a lateral acceleration according to a minute steering input are obtained by calculation using a vehicle motion model, and these are compared with the yaw rate measurement value and the lateral acceleration measurement value of an actual vehicle, The slip ratio of each wheel is controlled based on a value obtained by multiplying each deviation (side slip information) by a predetermined weighting factor, and as a result, the braking force of each wheel is separately adjusted to the yawing moment Discloses a method of feedback control such that the ideal motion calculated by the vehicle motion model and the actual motion approach each other.

  As shown in FIG. 4, when the yaw rate calculated for the steering input using the vehicle motion model, the lateral acceleration and the actual yaw rate, and the lateral acceleration substantially coincide with each other, the steering input is treated as neutral steering in a broad sense. In a situation where there is little yaw rate or lateral acceleration, that is, understeer, a braking force is generated on the inner front wheel, rear wheel, or front and rear wheels to give a moment in a direction to promote turning, and conversely to steering input. On the other hand, in situations where yaw rate and lateral acceleration are large, that is, oversteer, the system generates a braking force on the outer front wheel, rear wheel, or front and rear wheels to give a moment in a direction to stabilize turning. Is being built.

  Roughly speaking, this control estimates the side slip angle β in FIG. 4 and also uses the variation β_dot (side slip angular velocity), and uses a value obtained by multiplying each of these by an appropriate gain, in the direction of decreasing the side slip angle. The yawing moment of the vehicle is considered to be realized using the speed difference between the left and right wheels and the front / rear force difference between the left and right wheels, and can be formulated as the following equation 2.

  Here, Cβ and Cβ are a side slip angle and a side slip angular velocity gain.

  Therefore, qualitatively, by increasing the side slip angle gain Cβ, it is possible to increase the moment for promoting the turning of the vehicle and the moment for stabilizing it, and to improve the maneuverability and stability of the vehicle.

  On the other hand, if the gain is always high, a large moment input will be generated even for minute correction steering, and if the moment is realized by the brake, the driver and passenger will feel a strong sense of deceleration and pitching movement It will be. Also, the feeling of turning (rather than turning) (the so-called tea cup feeling of an amusement park) also becomes stronger.

Therefore, usually, the gain Cβ of the ESC is adjusted to balance the control effect and the feeling. However, in the case of an emergency lane change etc., it is confirmed that the avoidance performance is greatly improved if the gain is improved.
(3) Braking force control moment plus (Moment + Control) (Fig. 5)
For the moment plus, “Mamon Yamamon, Keiichiro Nagatsuka: Examination of a yaw moment control method based on vehicle lateral acceleration, Proceedings of the Society of Automotive Engineers of Japan Preprints: 116-12 Page: 21-26, Publication year: October 2012 Based on the G-Vectoring Control (GVC) command value reported in “July 03” (Non-Patent Document 2), that is, using lateral acceleration information, a yaw moment is added to the vehicle, and the maneuverability and stability of the vehicle It is a new control rule that improves the quality. The basic control rule of the yaw moment command value M + is formulated as the following equation 3.

  In this control, considering that the first order lag term and the sign function for the left and right motions are omitted as shown in Equation 3, the value obtained by multiplying the vehicle lateral acceleration by the gain Cmn is used as the moment command as in GVC. By increasing the gain, the turning acceleration moment or the stabilization moment can be increased for the same lateral jerk.

  On the other hand, if the gain is always high, a large moment input will be generated even for minute correction steering, and if the moment is realized by the brake, the driver and passenger will feel a strong sense of deceleration and pitching movement It will be.

  Also, the feeling of turning (rather than turning) (the so-called tea cup feeling of an amusement park) also becomes stronger. Therefore, the gain Cmn of Moment + is usually adjusted to balance the control effect and the feeling. However, in the case of an emergency lane change etc., it is confirmed that the avoidance performance is greatly improved if the gain is improved.

  Furthermore, the stability of the motion of the vehicle generally decreases with increasing speed. Therefore, it may be effective to reduce the turning acceleration moment as the speed increases, in order to secure the stability of the vehicle. Therefore, it is considered that the method of applying the control moment in inverse proportion to the speed as shown in the following equation 4 is effective for a vehicle with a tendency to oversteer, as shown by the following equation 4.

  Of course, as the speed decreases, the moment command value becomes very large, so a speed lower limit limiter may be provided to stop the control, or a control amount may be fixed at extremely low speed. .

  The foregoing has described the longitudinal motion control linked to the three lateral motions. With regard to ESC and Moment +, the controlled object is a yawing motion, but motors are used for the left and right wheels, and acceleration and deceleration (especially when moment control is performed using a braking force) unless the longitudinal force balances right and left In the present invention, the “back and forth movement control linked to the lateral movement” is included in the present invention because

  In these controls, control rules for determining specific acceleration / deceleration commands or moment commands are clearly described. However, for example, CVT (Continuously Variable Transmission :) is set based on the difference δv with the current vehicle speed Vr by setting the target speed Vt on the basis of information such as lateral motion or path curvature and speed It is also possible to configure control (speed following control) for decelerating by continuously variable transmission control or the like.

  Such control can not determine the deceleration directly as a command value unless the time to reach the target speed is specified, and there is no guarantee that the driver's feeling perfectly matches. However, by putting the time for reaching the target speed within a certain range, a certain degree of control effect can be obtained. In the present invention, target speed tracking control aiming to indirectly link to these lateral movements is also included in "longitudinal motion control linked to lateral movements".

  Well, these longitudinal movements linked to the lateral movement are not only effective alone, but as mentioned earlier, ESC and Moment + are not exclusively for controlling the longitudinal acceleration / deceleration, but rather the yawing movement. Since it is controlled, it can be combined with GVC which controls longitudinal acceleration / deceleration without interference.

  Fig. 6 shows pylon A and pylon B placed 30 m apart, passing through the right side of pylon A and moving to the left side of pylon B, when simulating a lane change, steering angle, longitudinal acceleration, lateral acceleration And, with regard to the vehicle speed, the state in which only the ESC is in operation is compared with the state in which the GVC and ESC combined control are in operation. GVC and ESC linkage control controls steering compared to detecting a skid and adding a stabilization moment (generation of deceleration) around 0.75 to 1 second when the ESC is rapidly returning the steering. From the moment of start, deceleration works and the speed is reduced by 10 km / h in 0.5 seconds from the start of steering.

  As a result, it is understood that the steering angle is small, the roll rate and the pitch rate are greatly reduced, and the lane change can be made safely. Furthermore, as described above, by increasing the jerk gain Cxy and the side slip angle gain Cβ, it is possible to automatically reduce the speed for the same task, and the avoidance performance can be significantly improved.

Furthermore, in Non-Patent Document 2, a coordinated control with Moment +, GVC, and ESC is constructed, and the result of evaluation on a snowy road is reported. In coordinated control, GVC improves the maneuverability and Momen
It is reported that the movement performance on a snowy road has been significantly improved in addition to the ESC alone due to the improvement of the early stability by t + and the synergetic effect of the absolute maneuverability and stability improvement by the ESC.
Therefore, longitudinal motion control linked to these lateral motions can be considered as extremely effective control at the time of steering avoidance.

  On the other hand, the longitudinal motion control linked to these lateral motions is characterized by the fact that there is a control effect from the normal region by being operated from the normal region, which is characteristic, but such control is In many cases, high requirements are placed on the NVH (Noise, Vibration, Harshness) performance or durability performance of the actuator to be realized.

  For example, in an electric car or a hybrid car, in the case of using the front / rear motion control actuator as a motor, or in the case of using a control booster or an electric brake, the durability and the NVH performance do not matter. However, when trying to operate an ESC or the like from a normal area, cost increase is required to solve these problems. Therefore, when using low-cost ESCs, there is a need to narrow the operating area and frequency.

To summarize the above,
(1) In longitudinal motion control linked to lateral motion, the speed reduction effect etc. is enhanced by increasing the gain for the state quantity (lateral acceleration, lateral slip angle change, etc.) characteristically representing lateral motion, and the avoidance performance is improved. Significantly improve.
(2) The gain is adjusted so that the control effect and the feeling are balanced in order to increase the jerky feeling of the normal region when the gain is increased.
(3) When there is a problem in the durability or the NVH performance of the braking actuator, it is necessary to reduce the operation frequency.
That's what it means.

  In the present invention, the gain of the back and forth movement linked to the lateral movement is largely adjusted only at the time of danger, and it is possible to make the most of the merit described above and minimize the disadvantage.

  Next, a method for quantitatively evaluating the hazard potential will be described. Since this also involves the hardware configuration on the vehicle side, it will be described including the embodiment of the present invention.

  As for the assessment of the danger potential, it is a situation where the distance to the obstacle is still far, that is, when the danger has not yet been realized, and as in fact, as the avoidance operation is performed by sudden braking or steering, It can be considered up to the state of being encountered.

  In the former case of evaluation of the danger potential, an external environment recognition sensor is required to grasp the environment other than the vehicle, ie, the relative position with respect to the obstacle on the route, the relative velocity, the relative acceleration, and the like.

  To evaluate the latter risk potential, measure the operation input or the behavior of the vehicle such as a steering angle sensor, a brake sensor, an acceleration sensor, a yaw rate sensor, etc. mounted on the vehicle, and when they are changing sharply You can get a rough idea that you are in danger.

  Furthermore, consider the improvement of emergency avoidance performance. Of course, in the latter case, there is a possibility that forward / backward motion control such as automatic braking may be operated directly, but in the case of the former, the avoidance operation has not been made yet and lateral movement has occurred. There is no situation. Here, it should be noted that the emergency avoidance performance improvement is not only assistance in the emergency avoidance operation but also a large gain so that a large deceleration occurs when the steering wheel is cut and a lateral movement occurs. In other words, change the direction and include preparation (if the driver or system does not cut the handle, such as insurance that does not become apparent).

  As described above, in order to grasp the danger potential that has not been realized and the hazard that has been encountered, and to improve the emergency avoidance performance by the longitudinal motion control linked to the lateral motion, a state that characterizes the lateral motion An overall configuration of a first embodiment of a vehicle using the motion control device for a vehicle of the present invention which makes it possible to increase the gain with respect to the amount (lateral acceleration, side slip angle change, etc.) is shown in FIG.

  For the most ideal implementation, it consists of a so-called by-wire system and there is no mechanical connection between the driver and the steering mechanism, the acceleration mechanism and the reduction mechanism. In the actual form, for example, the present invention can be applied even if only the steering mechanism has mechanical coupling and the driver directly determines the steering angle.

  In the present embodiment, the vehicle 0 is a rear wheel drive vehicle (Rear Engine Rear Drive: RR vehicle) that drives the left front wheel 61 and the right front wheel 62 by the engine 1 (the drive system is not particularly closely related to the present invention).

  First, a specific device configuration will be described. On the left front wheel 61, the right front wheel 62, the left rear wheel 63, and the right rear wheel 64, a brake rotor, a wheel speed detection rotor, and a wheel speed pickup are mounted on the vehicle side, and the wheel speed of each wheel can be detected. It has become.

  The depression amount of the driver's accelerator pedal 10 is detected by an accelerator position sensor 31, passes through a pedal controller 48, and is arithmetically processed by an ADAS (Advanced Driver Assistance System) controller 40. Then, the power train controller 46 controls a throttle, a fuel injection device, and the like (not shown) of the engine 1 according to this amount.

  Further, the output of the engine 1 is transmitted to the left rear wheel 63 and the right rear wheel 64 via the electronically controlled transmission 2 controlled by the power train controller 46. The electronically controlled transmission may be a torque converter type automatic transmission, a wet multiple disc clutch type automatic transmission, a semiautomatic transmission, a continuously variable transmission (CVT), or a dual clutch transmission.

  By switching the gear ratio from the engine to each wheel based on the speed reduction (deceleration) command output from the ADAS controller 40, it is possible to provide a decelerating action. For example, it is possible to generate a deceleration based on a deceleration calculated based on a road shape such as a curve or obtained by GVC described later, a "following motion linked to a lateral motion" such as a target velocity command.

  An accelerator reaction force motor 51 is also connected to the accelerator pedal 10, and reaction force control is performed by the pedal controller 48 based on a calculation command of the ADAS controller 40. In addition, a sudden acceleration off is detected from the movement in the direction to close the accelerator, in particular, the speed in the direction to close the accelerator, and "quantification of danger potential using driver's accelerator operation" is performed.

  The steering system of the vehicle 0 is a front wheel steering device, but has a steer-by-wire structure without mechanical connection between the steering angle of the driver and the tire turning angle. A power steering 7 including a steering angle sensor (not shown), a steering 16, a driver steering angle sensor 33, and a steering controller 44 are included inside.

  The steering amount of the driver's steering 16 is detected by a driver steering angle sensor 33, passes through a steering controller 44, and is arithmetically processed by an ADAS controller 40. Then, the steering controller 44 controls the power steering 7 according to this amount.

A steering reaction force motor 53 is also connected to the steering wheel 16, and reaction control is performed by the steering controller 44 based on the calculation command of the ADAS controller 40. At the same time, the ADAS controller 40 senses a sharp steering wheel from the steering operation amount of the driver, in particular, the steering angular velocity, and performs "quantification of the danger potential using the driver steering operation".
The operation amount (depression amount) of the driver's brake pedal 11 is detected by the brake pedal position sensor 32, passes through the pedal controller 48, and is arithmetically processed by the ADAS controller 40.
A brake rotor is disposed on each of the front left wheel 61, the front right wheel 62, the rear left wheel 63, and the rear right wheel 64, and the caliper is used to decelerate the wheel by sandwiching the brake rotor with a pad (not shown) on the vehicle body side. Is mounted.

  The caliper is a hydraulic type or an electric type having an electric motor for each caliper. In the case of the hydraulic type, instead of the conventional negative pressure booster, a hollow motor and its internal ball screw are used as actuators to generate a master cylinder hydraulic pressure. A simple method is used to generate regenerative brakes by a traveling motor for hybrid electric vehicles and electric vehicles. In coordination with the above, electric actuation that can secure the necessary braking force with a natural pedal feeling may be used, or even if it is pressurized by the multi-cylinder plunger pump of ESC (Electronic Stability Control) compatible with ITS or a gear pump. Good.

Each caliper is controlled by the brake controller 450 basically based on the calculation command of the ADAS controller 40. In addition, vehicle information such as wheel speed, steering angle, yaw rate, front / rear, lateral acceleration, etc. of each wheel is directly input to the brake controller 450 via the ADAS controller 40 as described above, and the vehicle speed V, vehicle A side slip angle etc. are calculated.
These pieces of information are constantly monitored as shared information in the ADAS controller 40.

  A brake reaction force motor 52 is also connected to the brake pedal 11, and reaction control is performed by the pedal controller 48 based on a calculation command of the ADAS controller 40. At the same time, the ADAS controller 40 senses sudden braking from the amount of brake pedal operation by the driver, in particular, the pedal speed, and performs "quantification of the hazard potential using the driver brake pedal operation".

  Next, the motion sensor group of the present invention will be described.

  As shown in FIG. 7, the lateral acceleration sensor 21 and the longitudinal acceleration sensor 22 are disposed near the center of gravity. Further, differentiating circuits 23 and 24 are provided which differentiate the outputs of the respective acceleration sensors to obtain jerk information. In the present embodiment, the sensor is shown as being installed in each sensor in order to clarify the presence of the differential circuit, but in actuality, the acceleration signal is directly input to the ADAS controller 40 to carry out various arithmetic processing and then to differential processing. May be

  Further, as shown in [0082] to [0083] of JP 2011-7353 A, the lateral acceleration may be obtained using the vehicle speed, the steering angle, and the estimated yaw rate and lateral acceleration using the vehicle motion model. And these may be used in combination by processing such as select / high. Further, the signal of the yaw rate sensor 38 is used to improve the estimation accuracy by the vehicle motion model.

Furthermore, the motion sensor group is used to estimate the condition of the road surface (such as the coefficient of friction), to estimate the road surface gradient, etc., and to "quantify the danger potential to the driving environment". Here, it should be noted that if the road slope is large downhill, the danger potential is high and the lateral motion linkage gain may be improved. However, if the road surface friction coefficient is low, the danger potential is high, but lateral movement Improving the linkage gain creates a risk of wheel lock. Therefore, in such a case, it is necessary to increase the gain and to incorporate wheel over-slip prevention control as disclosed in Japanese Patent No. 4920054.
In addition, the vehicle 0 is equipped with an HVI (Human Vehicle Interface) 55 for transmitting assist information (system operation information) to the driver. The HVI 55 communicates system operation information to the driver by a plurality of means in cooperation with a screen that can be seen by the driver, a warning sound, or reaction force control of each pedal.

  Furthermore, on the vehicle 0, a stereo camera 70 and a stereo image processing device 701 are mounted. The stereo camera 70 is configured of a CCD camera that is two imaging elements in the left-right direction.

  The two CCD cameras are arranged, for example, so as to sandwich a rearview mirror (not shown) in the vehicle compartment, individually capture an object in front of the vehicle from different coordinates of the vehicle fixed system, and stereo image information of two The image is output to the image processing apparatus 701. Although a CCD camera is used here, a CMOS camera may be used.

  The stereo image processing device 701 receives image information from the stereo camera 70 and also receives the vehicle speed V from the brake controller 450 via the ADAS controller 40. Based on these pieces of information, the stereo image processing device 701 recognizes forward information such as three-dimensional object data and white line data ahead of the vehicle 0 based on the image information from the stereo camera 70, and estimates the own vehicle traveling path.

Furthermore, the stereo image processing device 701 checks the existence of an obstacle or a three-dimensional object such as a leading vehicle on the road on which the vehicle travels in the future, and recognizes the closest three-dimensional object as an obstacle for collision prevention. Output to the ADAS controller 40. Then, the ADAS controller 40 performs "quantification of the hazard potential based on external information" based on the vehicle speed, relative position, relative speed, relative acceleration, etc. (this is referred to as traveling environment data).

FIG. 8 shows an internal configuration of the ADAS controller 40 and the brake controller 450 according to the present invention.
The brake controller 450 basically has ports for ACC, deceleration control input enabling pre-crash braking, and yawing moment input for the lane departure prevention system. If the control command is input to the brake controller 450 based on the input / output information of the CAN (Control Area Network) I / O port, the degree of deceleration of the vehicle and the yawing moment can be controlled. Of course, since the yawing moment command by the original ESC operation is also generated, the logic to perform the mediation operation (four-wheel braking force distribution) such as setting the upper limit to the command on the input port side and making it temporarily invalidated is also incorporated. .

  The ADAS controller 40 includes external images (external information) such as a captured image obtained from a stereo camera, radar, GPS, distance information, distance image, relative speed, relative distance, obstacle, etc., vehicle speed, steering angle, acceleration, A danger potential estimation unit 41 is provided which takes in vehicle information such as a yaw rate and estimates a danger degree (danger potential). In addition, an acceleration / deceleration controller 43 and a yawing moment controller 44 are provided. In the present embodiment, the acceleration / deceleration controller 43 contains GVC logic, and based on Equation 1, “longitudinal movement linked to lateral movement” is determined as a command value for acceleration / deceleration, and the yawing moment controller 44 The “Moment Plus” logic is included, and “the back and forth movement linked to the lateral movement” is obtained as the yawing moment command value based on the equation (3).

  That is, the ADAS controller 40, which is a motion control device of a vehicle according to the present invention, predetermines the danger potential estimating unit 41 for estimating the danger potential of the vehicle based on the input external world information and the vehicle information. A vehicle longitudinal motion control unit (acceleration / deceleration controller 43 and yawing moment controller 44) that generates a longitudinal motion control command of the vehicle based on the selected gain, and a gain adjustment unit 42 that adjusts the gain; 42 is characterized in that the gain is adjusted based on the danger potential estimated by the danger potential estimation unit.

  In addition, the ADAS controller 40 has the gain of these “back and forth movement linked to the lateral movement” (in the acceleration / deceleration controller 43, the vehicle lateral acceleration gain (first gain) Cxy of the equation 1 and the yawing moment controller 44 Of the vehicle lateral jerk gain (second gain) Cmn) based on the hazard potential estimated by the hazard potential estimating unit 41, when the hazard potential is higher than a predetermined value, the first gain is compared to when the hazard potential is low. And / or a gain adjustment unit 42 for adjusting the second gain to be large. In other words, when the danger potential is detected by the danger potential estimation unit 41, the gain adjustment unit 42 adjusts the gain to be larger than when the danger potential is not detected.

Next, “A method of evaluating the degree of danger for moving obstacles for a safe driving support system (http://robotics.iis.u-tokyo.ac.jp/pdf/Safety.pdf: Informatics Circle of Tokyo University / Production Technology Research In reference to Toho Suzuki Takahiro Laboratory) (Non-Patent Document 3), a quantitative evaluation method of the hazard potential is shown.

  For example, as shown in FIG. 9, the preceding vehicle 101 is traveling in front of the host vehicle 0 traveling in the x direction, the position of the host vehicle 0 is xf, the speed is vf, and the acceleration is af. Assuming that the position of x is xp, the velocity is vp, and the acceleration is ap, the relative position is xr = xf-xp, the relative velocity is vr = vf-vp, and the relative acceleration is ar = af-ap.

  The following hazard potentials have been conventionally proposed using these values.

  (1) TTC (Time-To-Collision: time to collision) (see equation 6 below)

TTC is an index for predicting the time until the host vehicle collides with the preceding vehicle, assuming that the current relative speed is maintained.

  (2) K dB (approaching state evaluation index) (see equation 7 below)

K dB is an index defined based on the hypothesis that “the driver is performing acceleration / deceleration operation while detecting approach and separation by visual area change of the preceding vehicle”.

  (3) THW (Time-Head Way: inter-vehicle time)

THW It is an index indicating the time to reach the current leading vehicle position at the current vehicle speed.

  (4) 1 / TTC (reciprocal of Time-To-Collision) (see below, Equation 9)

The reciprocal of TTC is an index that is equivalent to the temporal change in the rate of increase of the size of the preceding vehicle (vision relative to the preceding vehicle) or the temporal change in the logarithm of the inter-vehicle distance.

  (5) RF (Risk Feeling) (see below, Equation 10)

RF is an index that defines the linear sum of the reciprocal of each of TTC and THW as a risk that the driver feels subjectively for the purpose of expressing the vehicle speed control characteristics of the driver as a physical quantity when following a preceding vehicle (a, b is a weighting constant determined in advance).

  These dangerous potentials can be obtained not only by using a stereo camera but also by using a distance measurement sensor with the front such as a millimeter wave radar or a laser radar. In this embodiment, when using 1 / TTC (Reciprocal of Time-To-Collision) of the number 8, which shows an increasing tendency as the host vehicle 0 approaches the preceding vehicle 101 or an obstacle (not shown). Do.

  FIG. 10 schematically shows the relationship between 1 / TTC, relative obstacle distance Di, and collision risk potential. It is shown that 1 / TTC increases when the distance to the preceding vehicle 101 (an obstacle stops) decreases, and the danger potential is improved (however, assuming that the relative speed is constant) Yes).

  For example, when the distance to the obstacle is D4, the 1 / TTC becomes a small value of 1 / tc0, and at this time, the danger potential is RP0 and there is no danger (RP000).

  On the other hand, when the distance is short, the risk of collision increases rapidly, and when the distance is shorter than D1, the danger potential becomes significantly large. The quantification of the hazard potential may be stepwise as shown by the solid line in FIG. 10 or may be continuous as shown by the dotted line in FIG. Thus, 1 / TTC enables quantitative assessment of the hazard potential.

  FIG. 11 shows an example in which the quantitative evaluation of the dangerous potential using the driver's steering operation is performed based on the steering angular velocity information output by the on-vehicle steering angle sensor. Generally, emergency steering is performed to increase the steering speed when avoiding a collision. Therefore, when the steering speed is slow, it can be positioned during normal driving, and when it is fast, it may be positioned as the time when the danger potential is high.

  When the steering angular velocity is positive, the steering is increased to the left, and when the steering angular velocity is negative, the steering is increased to the right.

  In FIG. 11, the danger potential is symmetrical with respect to the steering angular velocity on the left and right, but it may be left and right or not for “right-hand traffic” and “left-hand traffic”. In the above state, not only the steering angular velocity but also a two-dimensional map of the steering angle and the steering angular velocity may be adopted in consideration of the sudden return in the opposite direction. Furthermore, the quantification of the hazard potential may be stepwise as shown by the solid line in FIG. 10, or may be continuous as shown by the dotted line in FIG.

  Although the drawing is omitted in the present embodiment, the dangerous potential is defined as "the dangerous potential is high when the angular velocity is large" also with respect to the pedal angular velocity on the accelerator off side and the pedal angular velocity on the brake stepping side. You may make an evaluation.

  FIG. 12 corresponds the qualitative risk evaluation index to the quantitative risk potential of FIG. 10 and FIG. 11, and FIG. 13 shows the case where the hazard potential is quantified in the embodiment of the present invention. The table shows the operating status of the system for each of the quantitative values of. System operation such as "automatic brake", "adjustment of longitudinal motion linkage gain linked to lateral movement", "display of multi-information display" of HVI 55, "buzzer", "vibration such as steering reaction force, pedal reaction force" The calculation of the command is collectively managed by the ADAS controller 40. The following outlines the hazard potential and the operation of the system.

  RPO indicates a "no risk" situation, which is almost the case (high frequency of occurrence) under normal operating conditions.

  Under such conditions, there is no need for automatic brake control (straight brake not linked to lateral movement) for collision avoidance. In addition, “possibly anteroposterior movement linked to side movement” is unlikely to assist rapid side movement such as emergency avoidance, so the size of the side movement linkage gain is determined by the roll due to the side movement and the pitch due to the back and forth movement. It is important to keep the driver in a comfortable range.

  Then, it is important to make sure that a large deceleration does not cause a "sticky feeling" when the driver applies straight correction steering or performs a slow lane change (moving to another lane over time). It is. Also, as an extreme example, if the gain at this time is zero, the operating frequency of the deceleration actuator can be significantly reduced under normal conditions, and the durability requirement can be significantly alleviated. In addition, it is possible to significantly reduce the probability that the NVH performance will be a problem even for a vehicle equipped with an inexpensive deceleration actuator with low NVH performance. Vibration control of the HVI55's multi-information display, buzzer, steering reaction force, pedal reaction force, etc. is not performed.

  Next, RP1 is in a collision situation if it continues in this situation without acceleration or deceleration in a situation where there is a possibility of collision. Therefore, it is necessary to urge the driver to brake (including the engine brake) (automatic brake control is not performed at this stage).

  At this time, on the multi-information display, a front warning and a front warning are displayed on the multi-information display, and a buzzer "Pippi ..." is sounded to notify the driver of the possibility of a collision. Furthermore, weak vibration is given to the steering reaction force, the pedal reaction force, etc. to warn them.

  In the case of RP1, the lateral motion linkage gain (Cxy in this case) is set larger than in the case of RP0 to improve the avoidance potential for steering avoidance to avoid a collision (if steering is not performed, It does not affect vehicle movement).

  When the danger potential becomes RP2, a situation of "high possibility of collision" is obtained, and as in Patent Document 1, even if the driver does not brake, weak automatic braking (alarm braking) is applied. This automatic brake is not linked to the lateral movement, but corresponds to Gx_DC of [Equation 1]. The magnitude of the lateral motion linkage gain is set larger than that of RP1, and the avoidance potential is further improved in preparation for emergency avoidance. The display and the buzzer are the same as RP1, but the steering reaction force and the pedal reaction force have large vibrations compared to RP1.

  Furthermore, RP3 is a "very likely to crash" situation and has strong automatic braking (emergency braking). Furthermore, the magnitude of the lateral motion linkage gain is made larger than that of RP2. The buzzer sound is a continuous sound called "peep", and the steering reaction force and the pedal reaction force are vibrated to a large degree as compared with RP2.

  FIG. 14 schematically shows these situations. In this example, "front-back motion linked to lateral motion" adopts GVC.

  The GVC which can be expressed by the above equation 1 is obtained by multiplying the vehicle lateral acceleration by the lateral motion linkage gain -Cxy, as shown in the figure, considering that the sign function, the first-order lag, etc. are omitted. It becomes. The gain Cxy is set larger as approaching the obstacle (in FIG. 14, the elk), and the avoidance after the alarm, the avoidance after the alarm brake, and the avoidance after the emergency brake are performed.

  Also, the gain Cxy may be changed to increase stepwise or increase continuously as the quantified danger potential increases.

  FIG. 15 is a diagram showing a linkage situation between linear deceleration by automatic braking such as “alarm braking” and “emergency braking” and longitudinal movement linked to lateral movement by GVC.

  In particular, the left figure shows the "gg" diagram showing how the composite acceleration vector G (Gx, Gy) of the vehicle changes with the vehicle longitudinal acceleration as the x axis and the vehicle lateral acceleration as the y axis. .

  As shown in FIG. 14, in the present invention, it is necessary to consider "avoidance after alarm brake" and "avoidance after emergency brake". As described above, each automatic brake control which is configured with reference to Patent Document 1 and shown in FIGS. 13 and 14 is linear deceleration in which only longitudinal motion is controlled.

  Therefore, as shown in the “g-g” diagram of FIG. 15, the transition of the deceleration on the x axis is only (Gx_DC of equation 1). On the other hand, FIG. 15 shows the transition of the combined acceleration vector G (Gx, Gy) of the GVC alone and lateral acceleration at the time of the avoidance operation by the steering without considering this linear deceleration. It is a curve. The starting point is from the origin, and in the case of avoidance to the left, positive lateral acceleration and the longitudinal deceleration are linked to this, so when lateral acceleration increases and you move to another lane, It will be a transition in four quadrants.

  On the other hand, as described also in Patent Document 1, the automatic brake control such as the alarm brake or the emergency brake sets a time for prohibiting the braking control when the steering angle by the driver or the steering angular velocity becomes large. When the avoidance operation is started, the automatic brake control is released. Here, although the deceleration control linked to the lateral movement is performed by the GVC, there is a possibility that a drop in deceleration will occur momentarily until the automatic brake control is released and the deceleration by the GVC starts. This is not only a deterioration in feeling but also a sudden change in the driver's viewpoint due to pitching or a change in the ground contact load of the tire as a so-called "G out" (brake out), and a decrease in the avoidance performance due to steering I am concerned.

  In the present invention, in the ADAS controller 40, smoothing means such as a first-order lag filter (low-pass filter) is used so that the linear deceleration command by the automatic brake does not drop rapidly (stepwise) at the steering start timing. Smoothly connect the deceleration by GVC linked to the lateral movement generated by the steering operation, and, as shown in FIG. 15, from the linear deceleration by automatic brake (point A) through point B, only lateral movement It can be made to transition to point C.

  As a result, the driver's viewpoint can be stabilized, and ground load fluctuation can be reduced, and it becomes easy to calm down and perform the avoidance operation even in an emergency.

  FIG. 16 is a conceptual diagram showing the motion control system configuration of the vehicle of FIG. 8 more clearly.

  The relative distance to the obstacle, relative velocity, and relative acceleration are detected by an external sensor such as a stereo camera, and the ADAS controller 40 uses this information to quantify the hazard potential on the basis of, for example, 1 / TTC. In the ADAS controller 40, acceleration / deceleration is performed by the gain adjustment unit 42 configured of a map or the like storing the lateral motion linkage gain Cxy of the back and forth motion (GVC in FIG. 16) linked to the lateral motion according to the degree of danger. The gain of the controller 43 (GVC controller in FIG. 16) is changed. That is, the gain adjustment unit 42 may be configured to output the gain corresponding to the estimated dangerous potential using a map in which the value of the gain corresponding to the dangerous potential stored in advance is described.

  The acceleration / deceleration controller 43 receives the lateral movement information such as the steering angle, the yaw rate, the lateral acceleration, and the lateral acceleration, and performs signal processing for forming a deceleration command (calculation of Equation 1).

Then, the ADAS controller 40 can send a deceleration command to the brake control device, the motor for regenerative braking, or the CVT, etc., and can realize forward / backward motion control linked to a suitable lateral motion based on the danger potential. If the driver does not perform the avoidance operation, the deceleration command associated with the lateral movement is not issued, but linear braking control based on the danger potential will of course be performed. As a system, although the avoidance potential is improved when the emergency avoidance steering operation is performed, the operation of the longitudinal motion control linked to the lateral movement is not performed automatically, and the driver's intention (steering (steering It should be noted that the operation is the first to be performed based on the operation).

  Further, at the time of the evasion operation, the driver's operation and the "back and forth movement control linked to the lateral movement" may not interfere with the driver trying to avoid by the advanced driving operation.

  For example, in the case of a rear-wheel drive vehicle, along with the steering operation, the accelerator may be fully opened to reduce the lateral force of the rear wheel by the driving force, and the yawing motion may be sharply started to avoid. It may be operated to lock the rear wheels and avoid in the so-called spin turn condition.

  In such a situation, a threshold set in advance for the operation amount of the accelerator or parking brake is provided, and when this threshold is exceeded, the lateral motion linkage gain of “front and rear motion linked to lateral motion” is regarded as a danger potential It is set to be smaller than the gain determined accordingly. Specifically, the longitudinal motion control command linked to the lateral motion includes an acceleration command and a deceleration command, and the acceleration command is zero when the brake operation command from the driver is input beyond a predetermined threshold. The deceleration command is zero when an accelerator operation command from the driver is input beyond a predetermined threshold.

  Finally, FIG. 17 will be used to describe the relaxation of the requirements for the deceleration actuator that realizes the back and forth movement linked to the lateral movement, which can be realized by the present invention.

Among the decelerating actuators as shown in FIG. 16, those using so-called ESCs for decelerating using hydraulic pressure with the pump up have a problem of durability of the pump part compared to regeneration by other motors or CVT etc. There are many cases. Furthermore, the sound at the time of operation etc. often becomes a problem. To cope with these problems, so-called "premium specifications" using a multi-cylinder plunger pump and a gear pump are compatible with operation from the normal region. On the other hand, ESC is required even for vehicles with low price range, but these vehicles can not be adopted due to cost constraints. Even in such a low price range vehicle, the present invention can be applied to improve the emergency avoidance performance.

  In the gain adjustment unit 42 of the ADAS controller 40, if the horizontal motion linkage gain is set to “zero” when the dangerous potential is RP0, that is, there is no danger as shown in FIG. Also, the back and forth motion control command becomes zero and the speed reduction actuator does not operate.

  Here, from the danger risk frequency graph at the top of FIG. 17, it can be understood that the normal time (without danger) is most of the lifetime operation status. Therefore, by setting the normal gain to zero, it is possible to significantly propose an operating time that greatly affects the durability.

For example, it is evaluated quantitatively compared with the case where the present invention is not adopted and the same gain (normalized gain 1.0) is given from the "no danger" state (RP0) to the "very high possibility of collision" state (RP3). As the risk increases, the following
Gain for RP0 0.0
Gain for RP1 1.0
Gain for RP2 1.5
Gain 2.0 for RP3
Adopting the control method of the present invention to increase the gain can reduce the lifetime normalized operating time (also considering the operating strength) to 2.3%. Also, when the danger risk is high, some operation noise, vibration and jerkyness are acceptable, so the present invention improves emergency avoidance performance even with a low price range vehicle (because the ESC is standard installation) You can do it.

  As to the longitudinal motion control linked to the lateral motion, the control effect when increasing the lateral motion linkage gain, the sensory problems, and the actuator task are described, and the method for quantifying the specific hazard potential according to the present invention, the hazard potential We have shown the adjustment method of the lateral motion linkage gain based on it and the effect by the adjustment of the lateral motion linkage gain.

  According to the present invention, it is possible to provide a motion control device for a vehicle that normally assists the driver during emergency avoidance steering without causing jerkyness. In addition, by setting the gain in the "normal region" where the frequency of occurrence is extremely high to zero, the possibility of adopting a braking actuator with low durability and low NVH performance is broadened, and the above-mentioned merit is enjoyed to vehicles with a low cost range. Can be provided with

Reference Signs List 0 vehicle 1 engine 2 automatic transmission 7 power steering 10 accelerator pedal 11 brake pedal 16 steering 21 lateral acceleration sensor 22 longitudinal acceleration sensor 23, 24, differential circuit 31 accelerator position sensor 32 brake pedal position sensor 33 driver steering angle sensor 38 yaw rate sensor 40 ADAS Controller 41 Hazard Potential Estimator 42 Lateral Motion Linkage Gain Adjustment Means 43 Forward / Backward Acceleration / Deceleration Adjustment Means 44 Moment Adjustment Means 450 Brake Controller 451 ESC Controller 452 Four Wheel Brake Force Distribution Adjustment Means 45 Steering Controller 46 Power Train Controller 48 Pedal Controller 51 accelerator reaction motor 52 brake pedal reaction motor 53 steering reaction motor 61 left front wheel 62 right front wheel 63 Left rear wheel 64 Right rear wheel 70 Stereo camera 701 Stereo image processor

Claims (18)

A danger potential estimation unit for estimating the danger potential of the vehicle based on the input external world information and the vehicle information;
A vehicle longitudinal motion control unit that generates a longitudinal motion control command of the vehicle based on a lateral acceleration of the vehicle and a predetermined gain;
And a gain adjustment unit configured to adjust the gain.
The gain adjustment unit adjusts the gain based on the danger potential estimated by the danger potential estimation unit,
The vehicle longitudinal motion control unit
An acceleration / deceleration control unit that calculates a longitudinal acceleration command value of the vehicle based on a lateral acceleration of the vehicle and a predetermined first gain, and outputs the longitudinal acceleration command value;
And a yaw moment control unit that calculates a yaw moment command value of the vehicle based on a lateral acceleration of the vehicle and a predetermined second gain, and outputs the yaw moment command value.
The said gain adjustment part is a motion control apparatus of the vehicle by which said 1st gain or said 2nd gain is adjusted based on the said dangerous potential estimated by the said dangerous potential estimation part. In the vehicle motion control device according to claim 1,
The vehicle motion control device, wherein the gain adjustment unit adjusts the gain to be larger when the danger potential is detected by the danger potential estimation unit than when the danger potential is not detected. In the vehicle motion control device according to claim 1,
When the danger potential estimated by the danger potential estimation unit is higher than a predetermined value, the gain adjustment unit makes the first gain or the second gain larger than when the danger potential is lower than the predetermined value. Motion control device of the vehicle to adjust. In the vehicle motion control device according to claim 1,
The said gain adjustment part is a motion control apparatus of the vehicle by which said 1st gain and said 2nd gain are adjusted based on the said dangerous potential estimated by the said dangerous potential estimation part. In the vehicle motion control device according to claim 2,
The said gain adjustment part is a motion control apparatus of the vehicle which adjusts the said gain to be zero, when the said dangerous potential is not detected. In the vehicle motion control device according to claim 1,
The outside world information is the forward external world information of the vehicle acquired from a camera or a radar, and
The motion control device for a vehicle, wherein the vehicle information is at least one of a vehicle speed, a steering angle, an acceleration, a yaw rate, a pedal operation speed, and a brake operation speed. In the vehicle motion control device according to claim 1,
The said danger potential estimation part is a motion control apparatus of the vehicle which estimates the quantitative evaluation of the danger potential of a vehicle. In the vehicle motion control device according to claim 1,
The vehicle motion control device wherein the quantitative evaluation of the danger potential of the vehicle is quantified based on a collision margin time and a steering angular velocity. In the vehicle motion control device according to claim 1,
The said gain adjustment part is a motion control apparatus of the vehicle by which the said gain corresponding to the said dangerous potential estimated is output using the map by which the value of the said gain according to the said dangerous potential stored beforehand was described. In the vehicle motion control device according to claim 1,
The vehicle longitudinal motion control unit instructs the vehicle longitudinal motion control to accelerate the vehicle when the absolute value of the lateral acceleration of the vehicle increases and the vehicle decelerates and the absolute value of the lateral acceleration of the vehicle decreases. Motion control device of the vehicle where it is generated. In the vehicle motion control device according to claim 1,
The fore-and-aft motion control unit instructs the fore-and-aft motion control of the vehicle to accelerate the vehicle when the absolute value of the steering angle of the vehicle decreases and the absolute value of the steering angle of the vehicle decreases. Motion control device of the vehicle where it is generated. A danger potential estimation unit that estimates the danger potential of the vehicle based on the distance information to the obstacle acquired by the distance acquisition means and the vehicle information;
A yaw moment control unit that calculates a yaw moment command value of the vehicle based on the lateral acceleration of the vehicle and a predetermined gain, and outputs the yaw moment command value;
And a gain adjustment unit configured to adjust the gain.
The gain adjustment unit adjusts the gain based on the danger potential estimated by the danger potential estimation unit,
The yaw moment command value is generated so as to promote the turning of the vehicle when the absolute value of the lateral acceleration of the vehicle increases and restore the turning of the vehicle when the absolute value of the lateral acceleration of the vehicle decreases. Motion control device for vehicles. A danger potential estimation unit that estimates the danger potential of the vehicle based on the distance information to the obstacle acquired by the distance acquisition means and the vehicle information;
A yaw moment control unit that calculates a yaw moment command value of the vehicle based on the lateral acceleration of the vehicle and a predetermined gain, and outputs the yaw moment command value;
And a gain adjustment unit configured to adjust the gain.
The gain adjustment unit adjusts the gain based on the danger potential estimated by the danger potential estimation unit,
The yaw moment command value promotes the turning of the vehicle when the absolute value of the steering angle of the vehicle increases, and the turning of the vehicle is restored when the absolute value of the steering angle of the vehicle decreases. Vehicle motion control device generated. A danger potential estimation unit that estimates the danger potential of the vehicle based on the distance information to the obstacle acquired by the distance acquisition means and the vehicle information;
A yaw moment control unit that calculates a yaw moment command value of the vehicle based on the lateral acceleration of the vehicle and a predetermined gain, and outputs the yaw moment command value;
And a gain adjustment unit configured to adjust the gain.
The gain adjustment unit adjusts the gain based on the danger potential estimated by the danger potential estimation unit,
The yaw moment command value Mz + is

(However, Gy: vehicle lateral acceleration, Gy_dot: vehicle lateral acceleration, Cmnl: lateral acceleration gain, Tmn: primary delay time constant, s: Laplace operator) A danger potential estimation unit that estimates the danger potential of the vehicle based on the distance information to the obstacle acquired by the distance acquisition means and the vehicle information;
A yaw moment control unit that calculates a yaw moment command value of the vehicle based on the lateral acceleration of the vehicle and a predetermined gain, and outputs the yaw moment command value;
And a gain adjustment unit configured to adjust the gain.
The gain adjustment unit adjusts the gain based on the danger potential estimated by the danger potential estimation unit,
The yaw moment command value Mz + / V is

(However, Gy: vehicle lateral acceleration, Gy_dot: vehicle lateral acceleration, Cmnl: lateral acceleration gain, Tmn:
Vehicle motion control device generated with first-order lag time constant, s: Laplace operator, V: vehicle speed). In the vehicle motion control device according to claim 1,
The longitudinal motion control command has an acceleration command and a deceleration command,
The acceleration command becomes zero when the brake operation command from the driver is input beyond a predetermined threshold,
The motion control device of a vehicle, wherein the deceleration command is zero when an accelerator operation command from a driver is input beyond a predetermined threshold. In the vehicle motion control device according to claim 1,
The motion control device of a vehicle, wherein the danger potential estimation unit estimates a danger potential of the vehicle based on distance information to an obstacle acquired from a stereo camera. In the vehicle motion control device according to at least one of claims 12 to 15,
The motion control device for a vehicle, wherein the distance acquisition means is a stereo camera.

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