JP2020050342A - Vehicle motion control device - Google Patents

Abstract

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 part 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 part 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 part for adjusting the gain. The gain adjustment part adjusts the gain on the basis of the risk potential estimated by the risk potential estimation part.SELECTED DRAWING: Figure 8

Description

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

  In recent years, when there is a high possibility that the host vehicle collides with a control target such as a preceding vehicle, various automatic brake control devices for preventing a collision by performing an automatic brake control independent of a driver's brake operation have been proposed. Has been put to practical use. For example, in Patent Document 1, a control target ahead of the own 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 own vehicle and the control target. A technique of an automatic braking control device that determines execution of braking control when a relative distance to a control target is equal to or less than a braking intervention distance and that performs automatic braking intervention is disclosed.

  Further, in Patent Document 2, the input lateral jerk (Gy_dot) of the vehicle is determined by the speed (V) and the lateral acceleration (Gy), and is multiplied by a gain (KGyV) stored in advance. There is disclosed a vehicle motion control method characterized by generating a control command for controlling a longitudinal acceleration of a vehicle based on a value, and outputting the generated control command. According to this method, the trajectory of the combined acceleration vector (G) of the longitudinal acceleration and the lateral acceleration is oriented so as to draw a smooth curve in a coordinate system fixed to the center of gravity of the vehicle (Vectoring), and G-Vectoring control (GVC: G-Vectoring) Control). According to GVC, it is reported that the emergency avoidance performance is greatly improved (Non-Patent Document 1).

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

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

  According to Patent Document 1, the braking control unit 5 checks whether the steering angle | δ | by the driver is equal to or larger than a preset threshold value δ0, and when it is determined that the steering angle | δ | The prohibition timer tδ that specifies the prohibition time is set.

Further, the braking control unit 5 checks whether or not the driver's steering angular velocity | δ '| (= | dδ / dt |) is equal to or greater than a preset threshold δ'0, and the steering angular velocity | δ' | ≧ δ. If it is determined to be '0', the brake control unit 5 sets a prohibition timer tδ 'that specifies the prohibition time of the extended braking control.
As described above, in Patent Literature 1, when the steering angle or the steering angular velocity by the driver increases, the time during which the braking control is prohibited is set. That is, when an emergency avoidance steering operation (generally, the steering angle and the steering angular velocity are large) by the driver is entered, the driver does not assist the avoidance operation.

  Further, in the GVC of Patent Document 2, when constructing a control command value of the longitudinal acceleration of the vehicle, particularly a deceleration command, increasing the gain (KGyV) by which the lateral jerk (Gy_dot) is multiplied basically increases. As the deceleration increases, the speed at the time of control operation can be greatly reduced, and the avoidance performance by steering is greatly improved. However, there is a problem that the driver is nervous because it reacts too sensitively to a minute steering at the time of normal operation.

  Furthermore, responding too sensitively means, for example, that the actuator requirements (responsivity, durability, NVH performance, etc.) during control operation are strict, leading to increased costs and narrowing the range of applicable vehicles for GVC technology. I will.

  SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle motion control device that does not jerk at normal times and reliably assists a driver during emergency avoidance steering.

  In order to achieve the above object, a vehicle motion control device according to the present invention includes a dangerous potential estimating unit for estimating a dangerous potential of a vehicle based on input external world information and vehicle information, and a lateral jerk of the vehicle and a predetermined value. A vehicle longitudinal motion control unit that generates a longitudinal motion control command of the vehicle based on the gain, and a gain adjustment unit that adjusts the gain, wherein the gain adjustment unit estimates the danger potential estimated by the danger potential estimation unit. The gain is adjusted based on

  It is possible to provide a vehicle motion control device that normally assists the driver during emergency avoidance steering without jerking.

It is a figure showing signs of a G-Vectoring control (GVC) vehicle of the present invention from a left corner approach to an exit. FIG. 2 is a diagram showing time-series data when the vehicle travels as shown in FIG. 1. It is a figure which shows the time series data which compared the driving situation of GVC of normal gain and GVC of high gain. It is a figure showing a basic function of a side skid prevention device (ESC). It is a figure showing the basic operation of the moment plus (M +) control law. It is a figure which shows the operation state of only ESC and hybrid control in the lane change. 1 is a diagram illustrating an overall configuration of a vehicle motion control device according to the present invention. FIG. 3 is a diagram illustrating an internal configuration of an ADAS controller and a brake controller. FIG. 4 is a diagram illustrating a relative relationship between a host vehicle and a preceding vehicle. It is a figure which shows the relationship between 1 / TTC calculated based on the relative relationship with a preceding vehicle, and a dangerous potential. FIG. 4 is a diagram illustrating a relationship between a steering angular velocity and a dangerous potential. It is a figure which shows the qualitative correspondence of the quantified danger potential and danger degree. It is a figure which shows the operation situation of the system of this invention based on the quantified danger potential. It is a figure which shows typically the operating condition of the motion control apparatus of the vehicle of this invention. It is a figure which shows the connection state of the linear motion by an automatic brake, and the back-and-forth motion linked with the lateral motion by GVC. It is a figure showing the concept of composition of a motion control device of vehicles of the present invention. It is a figure explaining relaxation of requirements for a deceleration actuator which realizes back-and-forth movement linked with lateral movement.

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

  The effect of the present invention in improving the athletic performance is briefly described as follows.

  It has means for quantitatively evaluating the danger potential based on external world information or on-vehicle information. When the danger potential increases, the longitudinal movement control linked to the lateral movement (compared to when the danger potential is small or zero) ( By increasing the gain of (deceleration / moment control), the speed is greatly reduced, and the effectiveness of the steering of the front wheels is improved by load transfer or yawing moment control, thereby improving the emergency avoidance performance.

First, the outline of longitudinal motion control linked to lateral motion will be outlined, and the "gain" to be adjusted will be clarified.
"Longitudinal motion control linked to lateral motion"
(1) G-Vectoring
Non-Patent Literature 1 discloses a method of improving load control between a front wheel and a rear wheel by automatically accelerating and decelerating in association with a lateral motion by a steering wheel operation to improve the steerability and stability of a vehicle. It is shown. The specific acceleration / deceleration command value (target longitudinal acceleration Gxc) is as shown in Equation 1 below.

  Basically, it is a simple control law that multiplies the lateral jerk Gy_dot by the gain Cxy and gives a value obtained by adding a first-order lag to a longitudinal acceleration / deceleration command.

  Gy: vehicle lateral acceleration, Gy_dot: vehicle lateral jerk, Cxy: gain, T: first-order lag time constant, s: Laplace operator, Gx_DC: acceleration / deceleration command not linked to lateral motion.

  It has been confirmed in Non-Patent Document 1 that a part of the control strategy for the lateral and forward / backward movement of the expert driver can be simulated, thereby improving the controllability and stability of the vehicle.

Gx_DC in this equation is a deceleration component (offset) not linked to the lateral motion. This is a term that is necessary when there is a foreseeable deceleration when there is a corner ahead, or when there is a section speed command. The sgn (signum) term is a term provided so that the above operation can be obtained for both the right corner and the left corner. Specifically, an operation of decelerating at the time of turn-in at the start of steering, stopping deceleration at the time of steady turning (since the lateral jerk becomes zero), and accelerating at the time of exiting a corner at the start of steering return can be realized.
When controlled in this way, the combined acceleration (denoted by G) of the longitudinal acceleration and the lateral acceleration is a diagram that shows the longitudinal acceleration of the vehicle on the horizontal axis and the lateral acceleration of the vehicle on the vertical axis. This is called “G-Vectoring control” because it is directed to make a transition (Vectoring).

  The vehicle motion when the control of Expression 1 is applied will be described assuming a specific traveling.

  FIG. 1 assumes a general traveling scene of entering and exiting 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 time-history waveform of the steering angle, the lateral acceleration, the lateral jerk, the acceleration / deceleration command calculated by Equation 1, and the braking and driving forces of the four wheels. As will be described later in detail, the braking force and the driving force are distributed to the front outer wheel and the front inner wheel, and the rear outer wheel and the rear inner wheel so that the left and right (inside and outside) have the same value. Here, the braking / driving force is a general term for the forces generated in the vehicle front-rear direction of each wheel. The braking force is a force for decelerating the vehicle, and the driving force is defined as a force for accelerating the vehicle. First, the vehicle enters the corner from straight section A. In the transition section B (points 1 to 3), as the driver gradually increases the steering, the lateral acceleration Gy of the vehicle increases. The lateral jerk Gy_dot takes a positive value while the lateral acceleration near point 2 is increasing (returns to zero at the point of time when the lateral acceleration increase ends at 3). At this time, a deceleration (Gxc is negative) command is generated in the control vehicle according to Equation 1 as the lateral acceleration Gy increases. Accordingly, a braking force (minus sign) having substantially the same magnitude is applied to each of the front outer wheel, the front inner wheel, the rear outer wheel, and the rear inner wheel.

  Thereafter, when the vehicle enters the steady turning section C (points 3 to 5), the driver stops turning the steering more and keeps the steering angle constant. At this time, since the lateral jerk Gy_dot becomes 0, the acceleration / deceleration command Gxc becomes 0. Therefore, the braking force / driving force of each wheel also becomes zero.

  Next, in the transitional section D (points 5 to 7), the lateral acceleration Gy of the vehicle is reduced by the driver's steering return operation. At this time, the lateral jerk Gy_dot of the vehicle is negative, and the acceleration command Gxc is generated for the controlled vehicle according to Equation 1. Accordingly, a driving force (plus sign) of substantially the same magnitude is applied to each of the front outer, front inner, rear outer, and rear inner wheels.

  In the straight section E, the lateral jerk Gy becomes zero and the lateral jerk Gy_dot becomes zero, so that the acceleration / deceleration control is not performed. As described above, the vehicle decelerates from the turn-in (point 1) of the start of steering to the clipping point (point 3), stops the deceleration during a steady circular turning (points 3 to 5), and starts the steering return (point Accelerate from 5) when exiting the corner (point 7). As described above, if the G-Vectoring control is applied to the vehicle, the driver can perform the acceleration / deceleration motion linked to the lateral motion only by performing the steering for turning.

  Also, if this motion is represented on the “gg” diagram, which shows the state of acceleration occurring in the vehicle, with the longitudinal acceleration as the horizontal axis and the lateral acceleration as the vertical axis, it transitions to a smooth curve (like a circle). Exercise. The acceleration / deceleration command of the present invention is generated in this diagram so as to make a curved transition with the passage of time. The curved transition is a clockwise transition for the left corner as shown in FIG. 1, and a transition path inverted for the Gx axis for the right corner, and the transition direction is counterclockwise. In such a transition, the pitching motion generated in the vehicle by the longitudinal acceleration and the roll motion generated by the lateral acceleration are preferably linked, and the roll rate and the peak value of the pitch rate are reduced.

  In this control, as shown in FIG. 1, if the sign function for the first-order lag term and the left and right motion is omitted, the value obtained by multiplying the vehicle lateral jerk by the gain -Cxy is used as the longitudinal acceleration command. By increasing the value, the deceleration or the acceleration can be increased for the same lateral jerk.

  FIG. 3 is a diagram showing a running state in a normal gain in the same situation as in FIGS. 1 and 2, and a turning situation in a high gain state where the gain is increased. By increasing the gain, the deceleration at the start of turning increases, the vehicle speed decreases compared to the normal gain, the lateral acceleration decreases for the same steering, and the normal gain leads to improved safety during turning. A comparison of the "gg" diagram with the strong gain is as shown in the lower part of FIG. Although the curve of the diagram is maintained, the shape becomes swollen in the Gx direction, and the Gy direction is affected by the speed reduction and tends to slightly narrow.

On the other hand, if the gain is kept high at all times, a large acceleration / deceleration will occur even for a minute correction steering, and the driver and the passenger will feel a strong sense of deceleration and pitching motion. Therefore, normally, the gain Cxy of the GVC is adjusted to around 0.25 where the control effect and the feeling are balanced. However, in an emergency lane change or the like, it has been confirmed that improving the gain significantly improves the avoidance performance.
(2) Braking force control ESC (Electronic Stability Control)
ESC is a general term for an anti-skid device, and is a vehicle motion control that applies the concept of Direct Yaw-moment Control (DYC) to braking force control.

  In US5275475 (Patent Document 3), an ideal yaw rate and a lateral acceleration corresponding to a small steering input are obtained by calculation using a vehicle motion model, and the measured values are compared with the actual yaw rate measurement value and the lateral acceleration measurement value of the vehicle. The yaw moment is obtained by controlling the slip ratio of each wheel based on a value obtained by multiplying each deviation (side slip information) by a predetermined weighting factor, and consequently adjusting the braking force of each wheel separately for the left and right wheels. And a feedback control method is disclosed in which 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 when the lateral acceleration substantially match, the neutral steering in a broad sense is defined as the steering input. In situations where yaw rate and lateral acceleration are small, that is, understeer, a braking force is applied to the front wheel, rear wheel, or front and rear wheels inside the turn to give a moment in the direction to promote turning, and conversely, the steering input On the other hand, when the yaw rate and lateral acceleration are large, that is, in the case of oversteer, a system that applies a braking force to the front wheel, rear wheel, or front and rear wheels outside the turn to give a moment in the direction to stabilize the turn. Has been built.

  This control roughly estimates the sideslip angle β in FIG. 4, uses the variation β_dot (sideslip angular velocity), and uses a value obtained by multiplying each by an appropriate gain to reduce the sideslip angle. It is considered that the yawing moment of the vehicle is realized by 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 in the following Expression 2.

  Here, Cβ and Cβ are the sideslip angle and the sideslip angular velocity gain.

  Therefore, qualitatively, by increasing the sideslip angle gain Cβ, the moment for promoting the turning of the vehicle and the moment for stabilizing the vehicle can be increased, and the maneuverability and stability of the vehicle can be improved.

  On the other hand, if the gain is always set to a high value, a large moment input will be generated even for minute correction steering, and when the moment is realized by the brake, the driver and the passenger feel a strong deceleration feeling and pitching motion. Become like In addition, the feeling of spinning instead of turning (so-called teacup feeling in an amusement park) also becomes stronger.

Therefore, usually, the gain Cβ of the ESC is adjusted so that the control effect and the feeling are balanced. However, in an emergency lane change or the like, it has been confirmed that improving the gain significantly improves the avoidance performance.
(3) Braking force control moment plus (Moment + Control) (Fig. 5)
For Moment Plus, see "Makoto Yamamon, Keiichiro Nagatsuka: Study of yaw moment control method based on lateral acceleration of vehicle, Preprints of the Automotive Engineering Society Academic Lecture: 116-12 Page: 21-26, Publication year: October 2012 On the basis of the G-Vectoring Control (GVC) command value reported in "03rd" (Non-Patent Document 2), that is, using the lateral jerk information, a yaw moment is applied to the vehicle, and the maneuverability and stability of the vehicle are increased. This is a new control law that improves the performance. The basic control law of the yaw moment command value M + is formulated as in the following equation (3).

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

  On the other hand, if the gain is always set to a high value, a large moment input will be generated even for minute correction steering, and when the moment is realized by the brake, the driver and the passenger feel a strong deceleration feeling and pitching motion. Become like

  In addition, the feeling of spinning instead of turning (so-called teacup feeling in an amusement park) also becomes stronger. Therefore, usually, the gain Cmn of Moment + is adjusted so that the control effect and the feeling are balanced. However, in an emergency lane change or the like, it has been confirmed that improving the gain significantly improves the avoidance performance.

  In addition, the stability of the movement of the vehicle generally decreases with increasing speed. Therefore, it may be more effective to decrease the turning acceleration moment with increasing speed in order to ensure the stability of the vehicle. Therefore, the method of adding the control moment to the yaw moment command value M + / V in inverse proportion to the speed as shown in Equation 4 below is considered to be particularly effective for a vehicle that tends to be oversteered.

  Of course, as the speed decreases, the moment command value becomes very large. Therefore, a method of providing a speed lower limiter for stopping the control or fixing the control amount at an extremely low speed may be adopted. .

  Above, the longitudinal motion control linked to the three lateral motions has been described. For ESC and Moment +, the control target is yawing motion. However, the motor is used for the left and right wheels, and acceleration and deceleration must be performed unless the front-rear force balances right and left (particularly when moment control is performed with the braking force). Is accompanied by "deceleration"), so that it is included in "forward and backward motion control linked to lateral motion" in the present invention.

  In these controls, control rules for determining specific acceleration / deceleration commands or moment commands are clearly described. However, for example, a target speed Vt is set based on information such as a lateral motion or a path curvature and a speed as shown in Expression 5 below, and based on a difference δv from the current vehicle speed Vr, for example, a CVT (Continuously Variable Transmission: Control (speed follow-up control) for decelerating by control (stepless transmission) or the like can also be configured.

  In such a control, if the time until the target speed is reached is not specified, the deceleration cannot be obtained directly as a command value, and there is no guarantee that the deceleration completely matches the driver's feeling. However, by setting the time required to reach the target speed within a certain range, a certain control effect can be obtained. In the present invention, the target speed follow-up control aiming at indirectly linking to these lateral motions is also included in the "forward / backward motion control linked to lateral motion".

  By the way, the forward / backward motion control linked to these lateral motions is not only effective alone, but as mentioned earlier, ESC and Moment + are not for controlling the front / rear acceleration / deceleration only, but for yawing motion. Because it is controlled, it can be combined with GVC that controls longitudinal acceleration / deceleration without interference.

  Fig. 6 shows the steering angle, longitudinal acceleration and lateral acceleration when simulating a lane change, moving pylon A and pylon B 30 m apart, passing pylon A to the right and moving to pylon B to the left. For the vehicle speed, a comparison is made between a state in which only ESC is operated and a state in which combined control of GVC and ESC is operated. In the vicinity of 0.75 seconds to 1 second when the ESC suddenly returns the steering, a side-slip state is detected and a stabilizing moment is added (deceleration occurs). The deceleration works from the moment it starts, and the speed drops 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 significantly reduced, and the lane change can be performed safely. Further, as described above, by increasing the jerk gain Cxy and the sideslip angle gain Cβ, the speed can be automatically greatly reduced for the same task, and the avoidance performance can be greatly improved.

  Further, Non-Patent Document 2 reports the results of constructing a link control with Moment +, GVC, and ESC and evaluating the result on a snow-covered road. In the coordinated control, the maneuverability on snowy roads is limited to ESC only due to the synergistic effect of improving maneuverability by GVC, improving early stability by Moment +, and improving absolute maneuverability and stability by ESC. In addition, it is reported that it has improved significantly. Therefore, the forward / backward 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 fore-and-aft motion control linked to these lateral motions is characterized by having a control effect from the normal region by operating from the normal region. In many cases, a high demand is placed on NVH (Noise, Vibration, Harshness) performance or durability performance of the actuator to realize the same.

  For example, in an electric vehicle or a hybrid vehicle, when a longitudinal motion control actuator is a motor, or when a control booster or an electric brake is used, durability and NVH performance are not problematic. However, if an ESC or the like is to be operated from a normal area, the cost is increased to solve these problems. Therefore, when a low-cost ESC is used, it is necessary to reduce the operation area and frequency.

To summarize the above,
(1) In the longitudinal motion control linked to the lateral motion, by increasing the gain for the state quantity (lateral jerk, side slip angle change, etc.) characteristic of the lateral motion, the speed reduction effect and the like are increased, and the avoidance performance is improved. Significantly improved.
(2) When the gain is increased, the jerking feeling in the normal region is increased. Therefore, the gain is adjusted so that the control effect and the feeling are balanced.
(3) If there is a problem in durability or NVH performance of the braking actuator, it is necessary to reduce the operation frequency.
That's what it means.

  In the present invention, the configuration is such that the gain of the forward-backward movement linked to the lateral movement is greatly adjusted only at the time of danger, making it possible to maximize the advantages described above and minimize the disadvantages.

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

  The evaluation of the danger potential is based on the situation where the distance to the obstacle is still far, that is, when the danger has not been realized yet, and when there is actually an avoidance operation by sudden braking or steering. It is possible to even encounter the situation.

  For the former evaluation of the hazard potential, an external environment recognition sensor for grasping an environment other than the own vehicle, that is, a relative position, a relative speed, a relative acceleration, and the like with respect to an obstacle on a course is required.

  In order to evaluate the latter hazard potential, operation inputs or vehicle behaviors such as steering angle sensors, brake sensors, acceleration sensors, yaw rate sensors, etc. mounted on the own vehicle are measured, and when they are rapidly changing In general, you can easily see that you are in danger.

  Consider the further improvement of emergency avoidance performance. Of course, in the latter case, there is a possibility that the forward / backward movement control such as automatic braking may be directly operated, but in the former case, the avoidance operation has not been performed yet, and the lateral movement has occurred. There is no situation. It is important to note that improving emergency avoidance performance means not only assisting during emergency avoidance operation, but also increasing the gain so that a large deceleration occurs if the steering wheel is turned and lateral motion occurs. This includes changing things in a certain direction and preparing them (such as insurance that will not become apparent unless the driver or system turns the steering wheel).

  As described above, in order to grasp the danger potential that has not materialized and the danger that has been encountered, to characterize lateral motion in order to improve emergency avoidance performance by longitudinal motion control linked to lateral motion FIG. 7 shows an overall configuration of a first embodiment of a vehicle using a vehicle motion control device according to the present invention, which makes it possible to increase a gain with respect to an amount (lateral jerk, side slip angle change, etc.).

  For the most ideal implementation, it consists of a so-called by-wire system, with no mechanical coupling between the driver and the steering, acceleration and deceleration mechanisms. In an actual form, the present invention can be applied to a configuration in which, for example, only the steering mechanism has a mechanical connection and the driver directly determines the steering angle.

  In this 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. Each of the left front wheel 61, the right front wheel 62, the left rear wheel 63, and the right rear wheel 64 has a brake rotor, a wheel speed detection rotor, and a wheel speed pickup mounted on the vehicle side, and can detect the wheel speed of each wheel. It has become.

  The depression amount of the accelerator pedal 10 of the driver is detected by the accelerator position sensor 31, passed through a pedal controller 48, and is processed by an ADAS (Advanced driver assistance system) controller 40. The power train controller 46 controls a throttle, a fuel injection device, and the like (not shown) of the engine 1 according to the amount.

  The output of the engine 1 is transmitted to the left rear wheel 63 and the right rear wheel 64 via the electronic control transmission 2 controlled by the power train controller 46. The electronic control transmission may be a torque converter type automatic transmission, a wet multi-plate clutch type automatic transmission, a semi-automatic transmission, a continuously variable transmission (CVT), or a dual clutch transmission.

  By switching the gear ratio from the engine to each wheel based on a speed reduction (deceleration) command output from the ADAS controller 40, a deceleration effect can be given. For example, a deceleration action can be generated based on a forward / backward motion command “linked to lateral motion” such as a deceleration calculated from a road shape such as a curve or a GVC described later and a target speed command.

  An accelerator reaction force motor 51 is also connected to the accelerator pedal 10, and the reaction force is controlled by a pedal controller 48 based on a calculation command from the ADAS controller 40. Also, a sudden accelerator off is sensed from the movement in the direction of closing the accelerator, particularly the speed in the direction of closing the accelerator, and "quantification of the danger potential using the driver accelerator operation" is performed.

  Although the steering system of the vehicle 0 is a front wheel steering device, it has a steer-by-wire structure in which there is no mechanical coupling between the driver's steering angle and the tire turning angle. The power steering system includes a power steering 7 including a steering angle sensor (not shown) therein, a steering 16, a driver steering angle sensor 33, and a steering controller 44.

  The steering amount of the driver's steering wheel 16 is detected by a driver steering angle sensor 33, and is processed by an ADAS controller 40 via a steering controller 44. 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 16, and the reaction force is controlled by a steering controller 44 based on an arithmetic command from the ADAS controller 40. At the same time, the ADAS controller 40 senses a sharp steering wheel from the driver's steering operation amount, particularly the steering angular velocity, and performs "quantification of dangerous potential using driver steering operation".
The operation amount (depressed amount) of the driver's brake pedal 11 is detected by the brake pedal position sensor 32, and is processed by the ADAS controller 40 via the pedal controller 48.
A brake rotor is provided for each of the left front wheel 61, the right front wheel 62, the left rear wheel 63, and the right rear wheel 64. A caliper that decelerates the wheels by sandwiching the brake rotor with a pad (not shown) on the vehicle body side. Is installed.

  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 simple method of generating a master cylinder oil pressure using a hollow motor and a ball screw inside it as an actuator is adopted, and the regenerative braking by the running motor of a hybrid electric vehicle or electric vehicle Electric actuation that can secure the necessary braking force with a natural pedal feeling may be used in cooperation with, or pressurized with an ITS compatible ESC (Electronic Stability Control) multi-cylinder plunger pump or gear pump Good.

  Each of the calipers is basically controlled by the brake controller 450 based on an arithmetic command from the ADAS controller 40. Further, as described above, vehicle information such as the wheel speed of each wheel, steering angle, yaw rate, front / rear, and lateral acceleration are input to the brake controller 450 via the ADAS controller 40 or directly, and the vehicle speed V, the vehicle speed The sideslip angle and the like are calculated. These pieces of information are constantly monitored in the ADAS controller 40 as shared information.

  A brake reaction force motor 52 is also connected to the brake pedal 11, and the reaction force is controlled by a pedal controller 48 based on a calculation command from the ADAS controller 40. At the same time, the ADAS controller 40 senses sudden braking from the driver's brake pedal operation amount, particularly the pedal speed, and performs "quantification of dangerous potential using 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 arranged near the center of gravity. Also, differentiating circuits 23 and 24 are provided for differentiating the outputs of the respective acceleration sensors to obtain jerk information. In the present embodiment, the circuit is shown as being installed in each sensor in order to clarify the existence of the differentiating circuit, but in actuality, the acceleration signal is directly input to the ADAS controller 40 to perform various arithmetic processing and then perform the differential processing. You may.

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

Further, using the motion sensor group, the state of the road surface (e.g., the coefficient of friction) is estimated, the road surface gradient is estimated, and "quantification of dangerous potential with respect to the traveling environment" is performed. It is important to note here that the danger potential is high on a downhill with a large road gradient and the direction of improving the lateral motion linkage gain is good, but if the road surface friction coefficient is low, the danger potential is high, but the lateral motion is high. Increasing the linkage gain creates a risk of wheel lock. Therefore, in such a case, it is necessary to increase the gain and incorporate a wheel excessive slip prevention control as disclosed in Japanese Patent No. 4920054.
The vehicle 0 is equipped with an HVI (Human Vehicle Interface) 55 for transmitting assist information (system operation information) to a driver. The HVI55 communicates system operation information to the driver by a plurality of means in cooperation with a screen, a warning sound, or reaction force control of each pedal which can be seen by the driver.

  Further, the vehicle 0 is equipped with a stereo camera 70 and a stereo image processing device 701. The stereo camera 70 is configured by a CCD camera that is two image sensors in the left-right direction.

  The two CCD cameras are arranged, for example, in such a manner as to sandwich a room mirror (not shown) in the vehicle interior, individually capture images of an object in front of the vehicle from different coordinates of the vehicle fixed system, and convert the two pieces of image information into stereo. Output to the image processing device 701. Although a CCD camera is used here, a CMOS camera may be used.

  Stereo image processing device 701 receives image information from stereo camera 70 and vehicle speed V from brake controller 450 via ADAS controller 40. Based on these information, the stereo image processing device 701 recognizes forward information such as three-dimensional object data and white line data in front of the vehicle 0 based on 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 a three-dimensional object such as an obstacle or a preceding vehicle on the road where the vehicle travels in the future, and recognizes the closest three-dimensional object as an obstacle for collision prevention, Output to ADAS controller 40. Then, the ADAS controller 40 performs “quantification of dangerous potential by external information” based on the vehicle speed, the relative position, the relative speed, the relative acceleration, and the like (this is referred to as traveling environment data).

  FIG. 8 shows the internal configuration of the ADAS controller 40 and the brake controller 450 of the present invention. As a basic configuration, the brake controller 450 has an ACC, a deceleration control input enabling pre-crash braking, and a port for yawing moment input for a lane departure prevention system. By inputting a control command to the brake controller 450 in an appropriate manner based on input / output information of an I / O port of a CAN (Control Area Network), the deceleration and yawing moment of the vehicle can be controlled. Of course, since the yaw moment command by the original ESC operation is also generated, logic for performing arbitration operation (four-wheel braking force distribution) such as setting an upper limit value on the input port command and temporarily disabling it is also incorporated. .

  The ADAS controller 40 includes external information (external information) such as a captured image acquired from a stereo camera, radar, GPS, and the like, distance information, a distance image, a relative speed, a relative distance, an obstacle, and a vehicle speed, a steering angle, an acceleration, It has a dangerous potential estimating unit 41 that takes in vehicle information such as yaw rate and estimates the degree of danger (danger potential). Further, it has an acceleration / deceleration controller 43 and a yawing moment controller 44. In the present embodiment, the acceleration / deceleration controller 43 contains GVC logic, and based on Equation 1, “the forward / backward motion linked to the lateral motion” is obtained as a command value of the acceleration / deceleration, and the yaw moment controller 44 Contains the Moment Plus logic, and the "back-and-forth movement linked to the lateral movement" is obtained as the command value of the yawing moment based on Equation 3.

  That is, the ADAS controller 40, which is the vehicle motion control device of the present invention, includes a dangerous potential estimating unit 41 for estimating a dangerous potential of the vehicle based on the input external world information and vehicle information, and a predetermined lateral jerk of the vehicle. A vehicle longitudinal motion control unit (acceleration / deceleration controller 43 and yawing moment controller 44) for generating a vehicle longitudinal motion control command based on the gain and a gain adjustment unit 42 for adjusting the gain. Reference numeral 42 is characterized in that the gain is adjusted based on the risk potential estimated by the risk potential estimation unit.

  Further, the ADAS controller 40 calculates the gain of the “back-and-forth motion linked to the lateral motion” (the vehicle lateral jerk gain (first gain) Cxy of the formula 1 in the acceleration / deceleration controller 43) and the formula 3 in the yawing moment controller 44. Of the vehicle lateral jerk (second gain) Cmn) based on the danger potential estimated by the danger potential estimator 41, the first gain is higher when the danger potential is higher than a predetermined value than when the danger potential is lower. And / or a gain adjustment unit 42 for adjusting the second gain to be large. In other words, when the dangerous potential is detected by the dangerous potential estimating unit 41, the gain adjusting unit 42 adjusts the gain so as to be larger than when the dangerous potential is not detected.

  Next, "Risk Assessment Method for Moving Obstacles for Safe Driving Support System (http://robotics.iis.u-tokyo.ac.jp/pdf/Safety.pdf: University of Tokyo Information Science / Production Technology Research) (Toshihiro Suzuki Laboratory) "(Non-Patent Document 3), a quantitative evaluation method of the hazard potential will be described.

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

  By using these values, the following hazard potentials have been conventionally proposed.

  (1) TTC (Time-To-Collision: time to collision) (refer to Equation 6 below)

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

  (2) KdB (approaching condition evaluation index) (refer to Equation 7 below)

KdB is an index defined based on the hypothesis that "the driver performs acceleration / deceleration operation while detecting approach / separation based on the visual area change of the preceding vehicle".

  (3) THW (Time-Head Way: inter-vehicle time) (see Equation 8 below)

THW. This is an index indicating the time to reach the current preceding vehicle position at the current host vehicle speed.

  (4) 1 / TTC (reciprocal of Time-To-Collision) (refer to equation 9 below)

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

  (5) RF (Risk Feeling) (refer to Equation 10 below)

RF is an index that defines the linear sum of the reciprocals of TTC and THW as a risk that the driver subjectively perceives in order to express the driver's vehicle speed control characteristics in physical quantities when following the preceding vehicle (a, b is a weighting constant determined in advance).

  These danger potentials can be obtained not only by using a stereo camera but also by using a distance measuring sensor for the front such as a millimeter wave radar or a laser radar. In the present embodiment, 1 / TTC (reciprocal of Time-To-Collision) of Expression 8 that shows an increasing tendency as the own vehicle 0 approaches the preceding vehicle 101 or an obstacle (not shown) is used. I do.

  FIG. 10 schematically shows a relationship between 1 / TTC, a relative distance Di to an obstacle, and a collision danger potential. When the distance to the preceding vehicle 101 (an obstacle when stopped) decreases, 1 / TTC increases and the danger potential is shown to increase (assuming that the relative speed is constant). There).

  For example, when the distance to an obstacle is D4 and the distance is long, 1 / TTC has a small value of 1 / tc0. At this time, the danger potential is RP0 and there is no danger (RP0 ≒ 0).

  On the other hand, when the distance is short, the danger of collision increases sharply, and when the distance is shorter than D1, the danger potential is greatly increased. The quantification of the dangerous potential may be performed stepwise as shown by a solid line in FIG. 10 or may be performed continuously as shown by a dotted line in FIG. Thus, 1 / TTC enables quantitative evaluation of the hazard potential.

  FIG. 11 shows an example in which the quantitative evaluation of the danger potential using the driver steering operation is performed based on the steering angular velocity information output from the vehicle-mounted steering angle sensor. Generally, when an emergency steering is performed and a collision is avoided, the steering speed increases. Therefore, when the steering speed is low, it can be positioned as normal operation, and when it is high, it can be positioned as high danger potential.

  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 left and right steering angular velocities, but may be left / right or non-symmetric with respect to “right-hand traffic” and “left-hand traffic”, or may be counter-steered (steering in a certain direction). In such a case, a two-dimensional map of not only the steering angular velocity but also the steering angle and the steering angular velocity may be used in consideration of the sudden return in the opposite direction. Further, the quantification of the dangerous potential may be performed stepwise as shown by a solid line in FIG. 10 or may be performed continuously as shown by a dotted line in FIG.

  In addition, although the drawings are omitted in the present embodiment, the dangerous potential is defined as “the dangerous potential is high when the angular speed is large” with respect to the pedal angular speed on the accelerator off side and the pedal angular speed on the brake depressed side, and the quantitative analysis of the dangerous potential is performed. An evaluation may be performed.

  FIG. 12 shows a qualitative risk evaluation index corresponding to the quantitative risk potentials of FIGS. 10 and 11, and FIG. 13 shows a case where the risk potential is quantified in the embodiment of the present invention. 3 is a table showing the operating status of the system for each quantitative value of FIG. System operation such as "automatic braking", "adjustment of forward / backward motion linkage gain linked to lateral motion", "display of multi-information display" of HVI55, "buzzer", "vibration of steering reaction force, pedal reaction force, etc." The calculation of the command is managed by the ADAS controller 40 collectively. The risk potential and the operation of the system are outlined below.

  The RPO indicates a “no danger” situation, which is almost always under normal operating conditions (high frequency).

  In such a state, there is no need for automatic brake control (linear brake not linked to lateral motion) for collision avoidance. In addition, the “forward-backward movement linked to lateral movement” is unlikely to assist sudden lateral movement such as emergency avoidance, and therefore, the magnitude of the lateral movement linkage gain is determined by the roll due to lateral movement and the pitch due to forward-backward movement. It is important for the driver to keep it in a range that does not cause discomfort.

  It is important to prevent the driver from making a straight forward correction steering or making a gentle lane change (moving to another lane over time) due to a large deceleration so that the driver does not feel stuck. It is. As an extreme example, if the gain at this time is set to zero, the operation frequency of the deceleration actuator can be significantly reduced in normal times, and the durability requirement can be greatly relaxed. Further, even in a vehicle equipped with an inexpensive deceleration actuator having low NVH performance, the probability that NVH performance becomes a problem can be significantly reduced. No vibration control such as multi-information display, buzzer, steer reaction force, pedal reaction force of HVI55 is performed.

  Next, in a situation where RP1 is "possible a collision", if this state is continued without acceleration / deceleration, it is a situation where a collision occurs. Therefore, it is necessary to urge the driver to brake (including the engine brake) (at this stage, the automatic brake control is not performed).

  At this time, the multi-information display displays "forward warning" together with the forward vehicle display, and sounds a buzzer "Pippi ..." to inform the driver of the possibility of a collision. In addition, a weak vibration is applied to the steering reaction force, pedal reaction force, and the like to call attention.

  In the case of RP1, the lateral motion linkage gain (here, Cxy) is set to be larger than in the case of RP0, and the avoidance potential for avoiding a collision to avoid a collision should be improved (when steering is not performed, It does not affect vehicle movement).

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

  In addition, RP3 is in a "highly probable collision" situation, with strong automatic braking (emergency braking). Further, the magnitude of the lateral motion linkage gain is further increased as compared with RP2. The buzzer sound is a continuous "pee" sound, and the steering reaction force and pedal reaction force are made to be larger vibrations than RP2.

  FIG. 14 is a diagram schematically showing these situations. In this example, the "back-and-forth movement linked to the lateral movement" employs GVC.

  The GVC expressed by the above equation 1 is obtained by multiplying the vehicle lateral jerk by the lateral motion link gain -Cxy, as shown in the figure, considering the sign function, first-order lag, etc. Becomes As approaching an obstacle (an elk in FIG. 14), the gain Cxy is set to a large value, and avoidance after an alarm, avoidance after an alarm brake, and avoidance after an emergency brake are performed.

  Further, the gain Cxy may be changed so as to increase stepwise or continuously as the quantified dangerous potential increases.

  FIG. 15 is a diagram showing a state of linkage between linear deceleration by automatic braking such as "warning brake" and "emergency braking" and longitudinal movement linked to lateral movement by GVC.

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

  As shown in FIG. 14, in the present invention, it is necessary to consider "avoidance after an alarm brake" and "avoidance after an emergency brake". As described above, each of the automatic brake controls configured with reference to Patent Literature 1 and illustrated in FIGS. 13 and 14 is a linear deceleration that controls only the longitudinal movement.

  Therefore, in the "g-g" diagram of FIG. 15, the deceleration transition is only on the x-axis (Gx_DC in Equation 1). On the other hand, FIG. 15 shows the transition of the combined acceleration vector G (Gx, Gy) of the deceleration and the lateral acceleration of the GVC alone at the time of the avoidance operation by the steering without considering the linear deceleration. It is a curve. The starting point is from the origin, and when avoiding to the left, a positive lateral acceleration is added, and in conjunction with this, a deceleration in the front-rear direction is added, so when the lateral acceleration increases and moves to another lane, The transition is in four quadrants.

  On the other hand, as described in Patent Literature 1, automatic brake control such as an alarm brake or an emergency brake sets a time period during which the braking control is prohibited when the steering angle or the steering angular velocity by the driver increases. Then, when the avoidance operation is started, the automatic brake control is released. Here, the deceleration control linked to the lateral motion is performed by the GVC, but there is a possibility that the deceleration may drop momentarily until the automatic brake control is released and the deceleration by the GVC starts. This causes a so-called “G missing (brake missing)”, which not only deteriorates the feeling but also causes a sudden change in the driver's viewpoint due to pitching or a change in the tire's ground contact load, and a decrease in avoidance performance due to steering. I am concerned.

  In the present invention, the ADAS controller 40 is provided with a smoothing means such as a first-order lag filter (low-pass filter) in the ADAS controller 40 so that the linear deceleration command by the automatic brake does not suddenly (stepwise) decrease at the steering start timing. Then, the vehicle is smoothly connected to the deceleration by the GVC linked to the lateral motion generated by the steering operation, and as shown in FIG. It can be changed to point C.

  This makes it possible to stabilize the driver's viewpoint and reduce the variation in the grounding load, and it is easy to calm down and perform the avoiding operation even in an emergency.

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

  The ADAS controller 40 detects the relative distance to the obstacle, the relative speed, and the relative acceleration with an external sensor such as a stereo camera, and quantifies the danger potential based on the information, for example, 1 / TTC. In the ADAS controller 40, according to the degree of danger, the acceleration / deceleration is controlled by a gain adjustment unit 42 configured with a map or the like that stores a lateral motion linkage gain Cxy of the forward and backward motion (GVC in FIG. 16) linked to the lateral motion. The gain of the controller 43 (the GVC controller in FIG. 16) is changed. That is, the gain adjusting 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 lateral motion information such as a steering angle, a yaw rate, a lateral acceleration, and a lateral jerk, and performs signal processing for forming a deceleration command (calculation of Formula 1).

  Then, the ADAS controller 40 sends a deceleration command to a brake control device, a regenerative braking motor, a CVT, or the like, thereby realizing longitudinal motion control linked to a suitable lateral motion based on a dangerous potential. If the driver does not perform the avoidance operation, a deceleration command linked to the lateral motion is not issued, but the linear braking control based on the dangerous potential is of course performed. Although the system improves the avoidance potential when an emergency avoidance steering operation is performed, the operation of the forward and backward motion control linked to the lateral motion is not performed automatically, but the driver's intention (steering It should be noted that this is performed for the first time based on (operation).

  Further, at the time of the avoidance operation, the possibility that the driver operation and the "forward / backward movement control linked to the lateral movement" interfere with the driver who attempts to avoid by an advanced driving operation cannot be eliminated.

  For example, in the case of a rear-wheel drive vehicle, in conjunction with the steering operation, the accelerator may be fully opened, the rear wheel lateral force may be reduced by the driving force, the yawing motion may be suddenly started, and the parking brake may be applied. You may lock the rear wheels by maneuvering and do so in a so-called spin-turn state.

  In such a situation, a preset threshold value is provided for the operation amount of the accelerator or the parking brake, and when the threshold value is exceeded, the lateral motion linkage gain of “the longitudinal motion linked to the lateral motion” is set to the dangerous potential. The gain 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 becomes zero when a brake operation command from the driver is input exceeding a predetermined threshold. The deceleration command becomes zero when an accelerator operation command from the driver is input exceeding a predetermined threshold.

  Lastly, with reference to FIG. 17, a description will be given of the relaxation of the requirements for the deceleration actuator that realizes the forward and backward motion linked to the lateral motion, which can be realized by the present invention.

  Among the deceleration actuators shown in FIG. 16, those using a so-called ESC that decelerates by using a pumped-up hydraulic pressure have a problem in durability of a pump portion as compared with regeneration by another motor or CVT or the like. Often. In addition, the sound at the time of operation often becomes a problem. To address these issues, so-called "premium specifications" using multi-cylinder plunger pumps and gear pumps are used to operate from the normal range. On the other hand, ESC is required for vehicles with a low price range, but these vehicles cannot be adopted due to cost constraints. Even in such a vehicle having a low price range, the present invention can be applied to improve the emergency avoidance performance.

  In the gain adjustment unit 42 of the ADAS controller 40, as shown in FIG. 13, when the danger potential is set to RP0, that is, the lateral motion linking gain in a state without danger is set to “zero”, in a state without danger, lateral motion occurs. However, the longitudinal motion control command becomes zero and the deceleration actuator does not operate.

  Here, looking at the risk risk frequency graph at the top of FIG. 17, it can be seen that normal time (no danger) is most of the lifetime operation status. Therefore, by setting the gain at the normal time to zero, it is possible to greatly propose an operation time that greatly affects the durability.

For example, compared to the case where the same gain (normalized gain of 1.0) is applied from the “no danger” state (RP0) to the “very high possibility of collision” state (RP3) without employing the present invention, For a given danger, as the danger increases,
Gain for RP0 0.0
Gain against RP1 1.0
Gain 1.5 for RP2
Gain over RP3 2.0
By adopting the control method of the present invention for increasing the gain, the lifetime normalized operating time (considering the operating strength) can be reduced to 2.3%. Also, when the risk of danger is high, some operating noise, vibration, and jerky feeling are acceptable, and the present invention improves the emergency avoidance performance even in vehicles with a low price range (because the ESC is standard equipment). You can do it.

  As described above, regarding the forward and backward motion control linked to the lateral motion, the control effect when the lateral motion link gain is increased, the problem on the bodily sensation, the actuator problem, are described. The method of adjusting the lateral motion link gain based on the above and the effect of adjusting the lateral motion link gain have been shown.

  ADVANTAGE OF THE INVENTION According to this invention, the motion control apparatus of the vehicle which does not jerky at the time of normal and can assist a driver reliably at the time of emergency avoidance steering can be provided. In addition, by reducing the gain in the "normal region" where the frequency of occurrence is extremely high to zero, the possibility of using a braking actuator with low durability and low NVH performance is expanded, and the above benefits can be enjoyed even in vehicles with a low cost range. Can be provided as possible.

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, differentiating circuit 31 accelerator position sensor 32 brake pedal position sensor 33 driver steering angle sensor 38 yaw rate sensor Reference Signs List 40 ADAS controller 41 Danger potential estimation unit 42 Lateral motion linkage gain adjustment unit 43 Front / rear acceleration / deceleration adjustment unit 44 Moment adjustment unit 450 Brake controller 451 ESC control unit 452 Four-wheel brake force distribution adjustment unit 45 Steering controller 46 Power train controller 48 Pedal controller 51 Acceleration reaction force motor 52 Brake pedal reaction force motor 53 Steering reaction force motor 61 Left front wheel 62 Right front wheel 63 Left rear wheel 64 Right rear wheel 70 Stereo camera 701 Stereo image processing device

Claims (15)

A dangerous potential estimating unit that estimates a dangerous 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 the lateral jerk of the vehicle and a predetermined gain,
A gain adjustment unit for adjusting the gain,
The gain adjustment unit, the gain is adjusted based on the risk potential estimated by the risk 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 the lateral jerk of the vehicle and a predetermined first gain, and outputs the longitudinal acceleration command value;
A yaw moment control unit that calculates a yaw moment command value of the vehicle based on the lateral jerk of the vehicle and a predetermined second gain, and outputs the yaw moment command value,
The vehicle motion control device, wherein the gain adjustment unit adjusts the first gain or the second gain based on the risk potential estimated by the risk potential estimation unit. The vehicle motion control device according to claim 1,
The motion control device for a vehicle, wherein the gain adjustment unit adjusts the gain to be larger when the dangerous potential is detected by the dangerous potential estimation unit than when the dangerous potential is not detected. The vehicle motion control device according to claim 1,
The gain adjuster increases the first gain or the second gain when the risk potential estimated by the risk potential estimation unit is higher than a predetermined value, as compared to a case where the risk potential is lower than the predetermined value. To adjust the vehicle motion control device. The vehicle motion control device according to claim 1,
The gain control unit is a vehicle motion control device in which the first gain and the second gain are adjusted based on the risk potential estimated by the risk potential estimation unit. The vehicle motion control device according to claim 2,
The vehicle motion control device that adjusts the gain to be zero when the dangerous potential is not detected. The vehicle motion control device according to claim 1,
The external world information is the external world information in front of the own vehicle acquired from a camera or a radar,
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, an accelerator operation speed, and a brake operation speed. The vehicle motion control device according to claim 1,
The danger potential estimating unit is a vehicle motion control device that estimates a quantitative evaluation of a danger potential of the vehicle. The vehicle motion control device according to claim 1,
A motion control device for a vehicle, wherein the quantitative evaluation of the danger potential of the vehicle is quantified based on a time to collision or a steering angular velocity. The vehicle motion control device according to claim 1,
The motion control device for a vehicle, wherein the gain adjustment unit outputs the gain corresponding to the estimated risk potential using a map in which the value of the gain corresponding to the risk potential stored in advance is written. The vehicle motion control device according to claim 1,
The vehicle longitudinal motion control unit is configured to control the longitudinal motion of the vehicle such that the vehicle decelerates when the absolute value of the lateral acceleration of the vehicle increases and the vehicle accelerates when the absolute value of the lateral acceleration of the vehicle decreases. The motion control device of the vehicle in which is generated. The vehicle motion control device according to claim 1,
The vehicle longitudinal movement control unit is configured to control the longitudinal movement control of the vehicle such that the vehicle decelerates when the absolute value of the steering angle of the vehicle increases, and accelerates when the absolute value of the steering angle of the vehicle decreases. The motion control device of the vehicle in which is generated. The vehicle motion control device according to claim 1,
The yaw moment command value Mz + is

(However, Gy: vehicle lateral acceleration, Gy_dot: vehicle lateral jerk, Cmnl: gain, Tmn: first-order lag time constant, s: Laplace operator) The vehicle motion control device according to claim 1,
The yaw moment command value Mz + / V is

(Where Gy: vehicle lateral acceleration, Gy_dot: vehicle lateral jerk, Cmnl: gain, Tmn: first-order lag time constant, s: Laplace operator, V: vehicle speed) 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 a brake operation command from the driver is input beyond a predetermined threshold,
The vehicle motion control device, wherein the deceleration command becomes zero when an accelerator operation command from a driver exceeds a predetermined threshold. The vehicle motion control device according to claim 1,
The motion control device for a vehicle, wherein the risk potential estimating unit estimates a risk potential of the vehicle based on distance information to an obstacle acquired from a stereo camera.

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