JP2021088227A - Avoidance vehicle maneuver assist system and avoidance maneuver assist method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an avoidance running support system and an avoidance running support method capable of estimating a tire force and a limit tire force to support avoidance running of a vehicle. An avoidance running support system 100 includes a sensor information acquisition unit 32, a tire force calculation unit 33, an avoidance locus creation unit 31, and an avoidance locus selection unit 34. The sensor information acquisition unit 32 acquires the physical quantity of the tire measured by the sensor 20 arranged on the tire 10. The tire force calculation unit 33 inputs the physical quantity of the tire acquired by the sensor information acquisition unit 32 into the calculation model 33a to calculate the tire force F and the limit tire force. The avoidance trajectory creation unit 31 creates candidates for avoidance trajectories for avoiding obstacles around the vehicle. The avoidance locus selection unit 34 selects an avoidance locus whose tire force F does not exceed the limit tire force from the avoidance locus candidates created by the avoidance locus creation unit 31. [Selection diagram] Fig. 1

Description

The present invention relates to an avoidance running support system and an avoidance running method for obstacles around a vehicle.

The vehicle driving support system estimates the friction value and braking distance of the road surface, and automatically controls the braking operation and steering on behalf of the driver in order to avoid collisions with obstacles outside the vehicle and other vehicles. Assisting the driver is being considered.

Patent Document 1 describes a conventional method for determining a friction value and a method for controlling a vehicle function. The method of determining the friction value in the contact between the vehicle tires and the roadway is the step of processing the sensor signal using the processing rules to generate the processed sensor signal, in which case the sensor signal is at least A step representing at least state data that can correlate with the friction value for the peripheral region having a contact position between the vehicle tire and the roadway, read by one detector, and the friction value using the processed sensor signal. It has a step to determine. The vehicle function control method includes a step of receiving a control signal generated by using the friction value and a step of operating the vehicle function by using the reception control signal.

Special Table 2019-034721

In the method for determining the friction value described in Patent Document 1, the traveling data of the vehicle is used as an example of the sensor signal. The present inventor has noticed that there is room for improvement in vehicle running support by automatic control by estimating the tire force generated in the tire with higher accuracy. Furthermore, the present inventor has noticed that vehicle control can be performed by selecting a candidate for an avoidance trajectory in which the tire force does not exceed the limit tire force in order to assist the traveling in avoiding an obstacle.

The present invention has been made in view of such circumstances, and an object of the present invention is an avoidance running support system and avoidance running capable of estimating tire force and limit tire force to support avoidance running of a vehicle. It is to provide a support method.

One aspect of the present invention is an avoidance travel support system. The avoidance driving support system inputs the sensor information acquisition unit that acquires the physical quantity of the tire measured by the sensor arranged on the tire and the physical quantity of the tire acquired by the sensor information acquisition unit into the calculation model to obtain the tire force and the tire force. Of the tire force calculation unit that calculates the limit tire force, the avoidance trajectory creation unit that creates avoidance trajectory candidates for avoiding obstacles around the vehicle, and the avoidance trajectory creation unit created by the avoidance trajectory creation unit. It is provided with an avoidance locus selection unit for selecting an avoidance locus whose tire force does not exceed the limit tire force.

Another aspect of the present invention is an avoidance running support method. In the avoidance running support method, a sensor information acquisition step for acquiring the physical quantity of the tire measured by a sensor arranged on the tire and a physical quantity of the tire acquired by the sensor information acquisition step are input to the calculation model to obtain the tire force and the tire force. Of the tire force calculation step for calculating the limit tire force, the avoidance trajectory creation step for creating avoidance trajectory candidates for avoiding obstacles around the vehicle, and the avoidance trajectory creation steps created in the avoidance trajectory creation step. A step of selecting an avoidance locus for selecting an avoidance locus whose tire force does not exceed the limit tire force is provided.

According to the present invention, it is possible to estimate the tire force and the limit tire force to support the avoidance running of the vehicle.

It is a block diagram which shows the functional structure of the avoidance driving support system which concerns on embodiment. It is a schematic diagram for demonstrating the recognition of an obstacle by an outside world sensor, and the creation of a candidate of an avoidance locus. It is a schematic diagram for demonstrating the learning of the calculation model. It is a flowchart which shows the procedure of the avoidance locus selection process by a tire force estimation device. It is a schematic diagram for demonstrating the avoidance locus to be selected. It is a block diagram which shows the functional structure of the avoidance driving support system which concerns on a modification.

Hereinafter, the present invention will be described with reference to FIGS. 1 to 6 based on a preferred embodiment. The same or equivalent components and members shown in the drawings shall be designated by the same reference numerals, and redundant description will be omitted as appropriate. In addition, the dimensions of the members in each drawing are shown enlarged or reduced as appropriate for easy understanding. In addition, some of the members that are not important for explaining the embodiment in each drawing are omitted and displayed.

(Embodiment)
FIG. 1 is a block diagram showing a functional configuration of the avoidance running support system 100 according to the embodiment. The avoidance running support system 100 measures tire physical quantities such as acceleration, air pressure, and temperature generated in the tire 10 by a sensor 20 arranged on the tire 10 when the vehicle is running, and an obstacle around the vehicle is measured from the outside world sensor 50. Acquires external world information indicating the positional relationship between the vehicle and the vehicle.

The avoidance running support system 100 inputs the acquired tire physical quantity including the physical quantity (acceleration data, etc.) of the tire 10 into the calculation model 33a, and calculates the tire force F and the limit tire force. The calculation model 33a is a learning model such as a neural network. The accuracy of the calculation model 33a is improved by using the tire force F and the limit tire force actually measured on the tire 10 as teacher data and repeating the execution of the calculation and the learning by updating the calculation model. The limit tire force is the tire force immediately before the tire 10 starts to slide on the road surface, and is a value obtained by multiplying the vertical load of the tire 10 by the maximum coefficient of friction with the road surface.

The avoidance running support system 100 creates a plurality of obstacle avoidance trajectory candidates based on the outside world information acquired from the outside world sensor 50, calculates the tire force F when traveling according to each avoidance trajectory candidate, and calculates the limit tire force. Select candidates that do not exceed. The avoidance travel support system 100 provides the selected avoidance locus to the vehicle control device. Further, the avoidance running support system 100 can reflect the state of each tire in the avoidance running by calculating the tire force F for all the tires mounted on the vehicle.

The avoidance running support system 100 selects the avoidance locus with the smallest lateral acceleration generated in the vehicle among the candidates for the avoidance locus in which the tire force F does not exceed the limit tire force, so that the vehicle moves beside the obstacle. You may try to pass by with minimal steering. Further, the avoidance running support system 100 selects, for example, an obstacle existing in front of the vehicle by selecting the avoidance locus having the largest steering amount in the vehicle among the candidates for the avoidance locus in which the tire force F does not exceed the limit tire force. May be able to be avoided more greatly.

The avoidance running support system 100 includes a sensor 20 and a tire force estimation device 30. The sensor 20 includes an acceleration sensor 21, a pressure sensor 22, a temperature sensor 23, and the like, and measures physical quantities in the tire 10 such as acceleration, tire pressure, and tire temperature. The sensor 20 may have a strain gauge to measure the strain generated in the tire 10. These sensors measure the physical quantity related to the deformation and movement of the tire 10 as the physical quantity of the tire 10.

The acceleration sensor 21 is arranged on a tire body portion formed of a rubber material of the tire 10 or a wheel 15 forming a part of the tire 10, and accelerates generated in the tire 10 while mechanically moving together with the tire 10. To measure. The acceleration sensor 21 measures the acceleration of the tire 10 in the three axes of the circumferential direction, the axial direction, and the radial direction. The pressure sensor 22 and the temperature sensor 23 are arranged, for example, by mounting the tire 10 on the air valve or fixing the tire 10 to the wheel 15, and measure the air pressure and temperature of the tire 10, respectively. Further, the pressure sensor 22 and the temperature sensor 23 may be arranged on the inner liner or the like of the tire 10.

The sensor 20 measures physical quantities of the tire 10 such as acceleration and strain of the tire 10, tire air pressure, and tire temperature, and outputs the measured data to the tire force estimation device 30. The tire force estimation device 30 estimates the tire force F based on the data measured by the sensor 20.

In order to identify each tire, the tire 10 may be attached with, for example, an RFID 11 to which unique identification information is given. For example, the calculation model 33a may be selected and set from the data group prepared in advance according to the unique information of the RFID 11 attached to the tire 10, or may be selected from the database provided by the server device or the like. It may be. Further, the specifications of the tire 10 may be recorded with respect to the unique information of the RFID 11, and the calculation model 33a according to the specifications of the tire 10 may be provided in the database. The specifications of the tire 10 may be called from the unique information of the RFID 11, and the calculation model 33a may be set, or the calculation model 33a according to the specifications of the called tire 10 may be selected from the database.

The tire force estimation device 30 includes an avoidance locus creation unit 31, a sensor information acquisition unit 32, a tire force calculation unit 33, an avoidance locus selection unit 34, and a communication unit 35. The tire force estimation device 30 is an information processing device such as a PC (personal computer). Each part of the tire force estimation device 30 can be realized by an electronic element such as a computer CPU or a mechanical component in terms of hardware, and can be realized by a computer program or the like in terms of software. It depicts a functional block realized by cooperation. Therefore, it is understood by those skilled in the art that these functional blocks can be realized in various forms by combining hardware and software.

The avoidance trajectory creation unit 31 creates candidates for avoidance trajectories for avoiding obstacles around the vehicle. FIG. 2 is a schematic diagram for explaining the recognition of obstacles by the external sensor 50 and the creation of candidates for avoidance loci. The external sensor 50 is composed of, for example, LiDAR (Light Detection and Ranging), a camera, a millimeter wave radar, and the like, and recognizes the positional relationship between the vehicle and an object existing around the vehicle. The avoidance trajectory creating unit 31 acquires the outside world information about the objects existing around the vehicle from the outside world sensor 50, and confirms the obstacles existing in the traveling direction of the vehicle.

As shown in FIG. 2, the avoidance locus creation unit 31 creates avoidance loci R1 to R4 that are candidates for the vehicle to avoid obstacles, for example. Since the steering amount of the vehicle is smaller in the avoidance locus R1 than in other avoidance loci, the lateral acceleration applied to the vehicle is small. On the other hand, in the avoidance locus R4, the steering amount of the vehicle is larger than that of other avoidance loci, and the obstacle is largely bypassed to avoid the obstacle, but the lateral acceleration applied to the vehicle is large.

The avoidance locus creation unit 31 creates avoidance loci R2 and R3 in which the steering amount is an intermediate amount between the avoidance locus R1 and the avoidance locus R4. In this way, the avoidance locus creation unit 31 creates a plurality of avoidance locus candidates having different steering of the vehicle and outputs them to the avoidance locus selection unit 34.

The sensor information acquisition unit 32 acquires physical tire quantities such as acceleration, tire pressure, and tire temperature measured by the sensor 20 by wireless communication or the like. The tire force calculation unit 33 has a calculation model 33a and a correction processing unit 33b. The tire force calculation unit 33 inputs the tire physical quantity input from the sensor information acquisition unit 32 into the calculation model 33a, and calculates the tire force F and the limit tire force.

Accelerometer data measured by the acceleration sensor 21 is input to the calculation model 33a. By inputting the acceleration data to the calculation model 33a, the measurement data on the mechanical movement of the tire 10 is taken into the calculation model 33a, and the tire force F and the limit tire force can be obtained more accurately.

As shown in FIG. 1, the tire force F has three axial components of the front-rear front-rear force Fx of the tire 10, the lateral force Fy in the lateral direction, and the load Fz in the vertical direction. The tire force calculation unit 33 may calculate all of these three axial components, or may calculate at least one component or two components by any combination.

The calculation model 33a uses a learning model such as a neural network. The calculation model 33a is, for example, a CNN (Convolutional Neural Network) type, and uses a learning type model having a convolutional operation and a pooling operation used in the so-called LeNet which is the prototype thereof. The calculation model 33a extracts the features of the data input to the input layer by using a convolution operation and a pooling operation, transmits the features to each node of the intermediate layer, and performs a linear operation or the like for each node of the intermediate layer. Is executed to fully connect and connect to each node of the output layer. In the full coupling, in addition to the linear operation, a non-linear operation may be executed by using an activation function or the like. The tire force F and the limit tire force in the three axial directions are output to each node of the output layer of the calculation model 33a.

FIG. 3 is a schematic diagram for explaining learning of the calculation model 33a. As the input data to the calculation model 33a, in addition to the tire physical quantity acquired by the sensor information acquisition unit 32, external region information and the like can be used. For the physical quantity of the tire, acceleration, tire pressure, tire temperature, strain generated in the tire, and the like are used. As the external area information, meteorological information such as weather, temperature and precipitation, and road surface information such as road surface unevenness, temperature and frozen state are used. In addition to these, the input data may use the vehicle weight, speed, etc. based on the data of the digital tachograph mounted on the vehicle.

When learning the calculation model 33a, the accuracy of the calculation model 33a is improved by comparing the tire force F and the limit tire force as the calculation result with the teacher data and repeating the update of the calculation model 33a. Further, in the calculation model 33a, for example, the configuration and weighting of the number of layers in all the joints in the model change according to the specifications of the tire 10, but the rotation of the tire 10 (including the wheels) of each specification. Learning of the calculation model 33a can be performed in the test.

However, it is not necessary to strictly learn the calculation model 33a for each specification of the tire 10. For example, it is included in a plurality of specifications by learning and constructing a calculation model 33a for each type of a passenger car tire, a truck tire, etc. so that the tire force F and the limit tire force are estimated within a certain error range. One calculation model 33a may be shared for the tire 10 to be used, and the number of calculation models may be reduced. Further, the calculation model 33a can also carry out learning of the calculation model 33a by mounting the tire 10 on an actual vehicle and running the vehicle in a test run. The specifications of the tire 10 include information on tire performance such as tire size, tire width, flatness, tire strength, tire outer diameter, road index, and date of manufacture.

Further, the calculation model 33a may be learned by performing a rotation test by changing the road surface friction coefficient (maximum friction coefficient) of the ground contact surface on which the tire 10 is grounded. Further, it is also possible to mount the tire 10 on an actual vehicle and run the vehicle on a test run on a road surface having a different coefficient of friction on the road surface to execute learning of the calculation model 33a.

The correction processing unit 33b corrects the calculation model 33a based on the state of the tire 10. Alignment error occurs when the tire 10 is mounted on a vehicle, physical property values such as rubber hardness change with time, and wear progresses as the tire runs. The state of the tire 10 including factors such as alignment error, physical property value, and wear changes depending on the usage conditions, and an error occurs in the calculation of the tire force F and the limit tire force by the calculation model 33a. The correction processing unit 33b performs a process of adding a correction term according to the state of the tire 10 to the calculation model 33a in order to reduce the error of the calculation model 33a.

The avoidance locus selection unit 34 calculates the tire force F for each candidate of the avoidance locus, selects a candidate that does not exceed the limit tire force, and outputs the selected avoidance locus to the in-vehicle control device 60 via the communication unit 35. .. The in-vehicle control device 6 executes control such as steering of the vehicle based on the avoidance locus selected by the avoidance locus selection unit 34. The communication unit 35 communicates with the in-vehicle control device 6 mounted on the vehicle based on a communication method such as CAN.

In the avoidance locus selection unit 34, the tire force F in each candidate of the avoidance locus is the tire generated immediately before the avoidance run (start point of the avoidance locus) due to the acceleration in the three axial directions generated by the steering and acceleration / deceleration of the vehicle. Obtained by correcting the force.

Further, the tire force F in each candidate of the avoidance locus was corrected by trial-correcting the acceleration data measured by the acceleration sensor 21 by using the acceleration in the three-axis direction generated by the steering and acceleration / deceleration of the vehicle. Acceleration data may be input to the calculation model 33a to obtain the acceleration data.

When there are two or more candidates whose tire force F does not exceed the limit tire force, the avoidance locus selection unit 34 may select one avoidance locus based on the priority. The avoidance locus selection unit 34 preferentially selects the avoidance locus having the smallest lateral acceleration generated in the vehicle among the candidates for the avoidance locus whose tire force F does not exceed the limit tire force. By selecting the avoidance trajectory with the lowest lateral acceleration, the vehicle will pass by the obstacle with minimal steering.

Further, the avoidance locus selection unit 34 preferentially selects the avoidance locus having the largest steering amount in the vehicle among the candidates for the avoidance locus whose tire force F does not exceed the limit tire force. By selecting the avoidance locus with the largest steering amount, the vehicle can avoid obstacles more greatly. The avoidance locus selection unit 34 presents a plurality of selection methods such as a rotation locus having the smallest lateral acceleration and a rotation locus having the maximum steering amount for the obstacle avoidance locus, and any avoidance locus can be selected according to the user's preference. It may be set in advance whether to select the locus.

Next, the operation of the avoidance running support system 100 will be described. FIG. 4 is a flowchart showing a procedure of avoidance trajectory selection processing by the tire force estimation device 30. The sensor information acquisition unit 32 of the tire force estimation device 30 starts acquiring tire physical quantities such as acceleration, tire air pressure, and tire temperature of the tire 10 measured by the sensor 20 (S1).

The tire force calculation unit 33 inputs the physical quantity of the tire into the calculation model 33a and calculates the tire force F and the limit tire force (S2). The avoidance locus creation unit 31 creates a candidate for an avoidance locus to avoid obstacles based on the outside world information from the outside world sensor 50 (S3). The avoidance locus selection unit 34 calculates the tire force F for each candidate of the avoidance locus (S4). The avoidance locus selection unit 34 determines whether or not the tire force F calculated for each candidate of the avoidance locus exceeds the limit tire force, and selects an avoidance locus in which the tire force F does not exceed the limit tire force (S5). End the process.

FIG. 5 is a schematic diagram for explaining the avoidance locus to be selected. The candidate avoidance trajectories R1 to R4 shown in FIG. 5 are equivalent to those shown in FIG. For example, as a result of obtaining the tire force F for each candidate of the avoidance locus based on the procedure of the avoidance locus selection process, the tire force F in the avoidance locus R4 shown by the broken line is larger than the steering of the avoidance loci R1 to R3. It is assumed that the limit tire force is exceeded. At this time, the avoidance locus R4 in which the tire force F exceeds the limit tire force is not suitable as the avoidance locus because the vehicle may slip.

The avoidance trajectory selection unit 34 selects avoidance trajectories R1 to R3 whose tire force F does not exceed the limit tire force F as candidates. In this way, the avoidance running support system 100 can support the avoidance running of the vehicle against obstacles by estimating the tire force F and the limit tire force. Further, the avoidance running support system 100 can calculate the tire force F and the limit tire force for all the tires 10 mounted on the vehicle, respectively, and reflect the state of each tire in the avoidance running.

Regarding the example shown in FIG. 5, the avoidance locus selection unit 34 further indicates an avoidance locus (for example, R1) in which the lateral acceleration generated in the vehicle is the smallest among the avoidance loci R1 to R3 in which the tire force F does not exceed the limit tire force. Is preferentially selected. The avoidance travel support system 100 preferentially selects the avoidance locus having the smallest lateral acceleration so that the vehicle passes by the side of the obstacle with the minimum steering.

Further, the avoidance locus selection unit 34 preferentially selects the avoidance locus (for example, R3) having the largest steering amount in the vehicle among the avoidance loci R1 to R3 in which the tire force F does not exceed the limit tire force. The avoidance running support system 100 preferentially selects the avoidance locus having the largest steering amount so that the vehicle can avoid obstacles more largely.

(Modification example)
FIG. 6 is a block diagram showing a functional configuration of the avoidance running support system 100 according to the modified example. In the modified example shown in FIG. 6, the tire force estimation device 30 is provided with an avoidance running confirmation unit 36. The configurations and functions other than the avoidance travel confirmation unit 36 are the same as the configurations and functions of the avoidance travel support system 100 shown in FIG.

The avoidance running confirmation unit 36 calculates the tire force F and the limit tire force that actually occur in the avoidance running when the avoidance running is performed after the avoidance locus is selected by the avoidance locus selection unit 34. Obtained from 33. The avoidance running confirmation unit 36 determines whether the tire force F exceeds the limit tire force, and if it exceeds, instructs the avoidance trajectory selection unit 34 to exclude the candidate from the next time.

In the above example, the avoidance locus R4 is not appropriate and the avoidance locus R1 to R3 in which the tire force F does not exceed the limit tire force are selected by the avoidance locus selection unit 34, and the avoidance locus R3 having the largest steering amount is preferentially selected. Consider the case selected. The avoidance running confirmation unit 36 instructs the avoidance locus selection unit 34 not to select the avoidance locus R3 from the next time when the tire force F exceeds the limit tire force in the actual avoidance running by the avoidance locus R3. To do. In response to this instruction, the avoidance locus selection unit 34 selects the avoidance locus R2 having the second largest steering amount among the avoidance loci R1 to R3 in which the tire force F does not exceed the limit tire force.

The avoidance running support system 100 obtains and confirms the tire force F and the limit tire force in the actual avoidance running based on the avoidance locus by the avoidance running confirmation unit 36, thereby feeding back to the selection of the avoidance locus and the avoidance running. Can increase the safety of the tire.

In the above-described embodiment and modification, the avoidance running support system 100 may include an in-vehicle control device 60 that automatically controls the running of the vehicle. As a result, the avoidance running support system 100 can control the creation and selection of candidates for avoidance loci to avoid obstacles and the automatic running of obstacle avoidance.

Next, the features of the avoidance running support system 100 according to the embodiment will be described.
The avoidance running support system 100 according to the embodiment includes a sensor information acquisition unit 32, a tire force calculation unit 33, an avoidance locus creation unit 31, and an avoidance locus selection unit 34. The sensor information acquisition unit 32 acquires the physical quantity of the tire measured by the sensor 20 arranged on the tire 10. The tire force calculation unit 33 inputs the physical quantity of the tire acquired by the sensor information acquisition unit 32 into the calculation model 33a to calculate the tire force F and the limit tire force. The avoidance trajectory creation unit 31 creates candidates for avoidance trajectories for avoiding obstacles around the vehicle. The avoidance locus selection unit 34 selects an avoidance locus whose tire force F does not exceed the limit tire force among the avoidance locus candidates created by the avoidance locus creation unit 31. As a result, the avoidance running support system 100 can estimate the tire force F and the limit tire force to support the avoidance running of the vehicle.

It also includes an outside sensor 50 that recognizes obstacles around the vehicle. As a result, the avoidance running support system 100 can support the avoidance running of the vehicle based on the outside world information from the outside world sensor 50.

Further, the avoidance locus selection unit 34 selects a candidate for the avoidance locus having the smallest lateral acceleration generated in the vehicle. As a result, the avoidance running support system 100 preferentially selects the avoidance locus having the smallest lateral acceleration so that the vehicle passes by the side of the obstacle with the minimum steering.

Further, the avoidance locus selection unit 34 selects the candidate for the avoidance locus having the largest steering amount in the vehicle. As a result, the avoidance running support system 100 preferentially selects the avoidance locus having the largest steering amount, so that the vehicle can bypass the obstacle more greatly and avoid it.

Further, the tire force calculation unit 33 calculates the tire force and the limit tire force for all the tires mounted on the vehicle. As a result, the avoidance running support system 100 can reflect the states of all the tires 10 mounted on the vehicle in the avoidance running.

Further, a vehicle control unit that controls the running of the vehicle based on the avoidance locus selected by the avoidance locus selection unit 34 is further provided. As a result, the avoidance running support system 100 can control the creation and selection of candidates for avoidance loci to avoid obstacles and the automatic running of obstacle avoidance.

The traveling support method includes a sensor information acquisition step, a tire force calculation step, an avoidance trajectory creation step, and an avoidance trajectory selection step. The sensor information acquisition step acquires the physical quantity of the tire measured by the sensor 20 arranged on the tire 10. In the tire force calculation step, the physical quantity of the tire acquired by the sensor information acquisition step is input to the calculation model 33a to calculate the tire force F and the limit tire force. The avoidance trajectory creation step creates a candidate avoidance trajectory for avoiding obstacles around the vehicle. The avoidance locus selection step selects an avoidance locus whose tire force F does not exceed the limit tire force from the avoidance locus candidates created in the avoidance locus creation step. According to this avoidance running support method, the tire force F and the limit tire force can be estimated to support the avoidance running of the vehicle.

The above description has been made based on the embodiment of the present invention. It will be appreciated by those skilled in the art that these embodiments are exemplary and that various modifications and modifications are possible within the claims of the invention, and that such modifications and modifications are also within the claims of the present invention. It is about to be done. Therefore, the descriptions and drawings herein should be treated as exemplary rather than limiting.

10 tires, 21 accelerometer, 31 avoidance trajectory creation unit,
32 Sensor information acquisition unit, 33 Tire force calculation unit, 33a calculation model,
34 Avoidance trajectory selection unit, 50 External sensor, 60 In-vehicle control device (vehicle control unit),
100 Avoidance driving support system.

Claims (7)

A sensor information acquisition unit that acquires the physical quantity of the tire measured by a sensor placed on the tire,
A tire force calculation unit that calculates the tire force and the limit tire force by inputting the physical quantity of the tire acquired by the sensor information acquisition unit into the calculation model.
An avoidance trajectory creation unit that creates candidates for avoidance trajectories to avoid obstacles around the vehicle,
Among the avoidance locus candidates created by the avoidance locus creation unit, an avoidance locus selection unit that selects an avoidance locus whose tire force does not exceed the limit tire force, and
An avoidance driving support system characterized by being equipped with. The avoidance running support system according to claim 1, further comprising an outside world sensor that recognizes an obstacle around the vehicle. The avoidance travel support system according to claim 1 or 2, wherein the avoidance locus selection unit selects a candidate for an avoidance locus having the smallest lateral acceleration generated in the vehicle. The avoidance running support system according to claim 1 or 2, wherein the avoidance locus selection unit selects a candidate for an avoidance locus having the largest steering amount in the vehicle. The avoidance running support system according to any one of claims 1 to 4, wherein the tire force calculation unit calculates a tire force and a limit tire force for all the tires mounted on the vehicle. The avoidance travel support system according to any one of claims 1 to 5, further comprising a vehicle control unit that controls the travel of the vehicle based on the avoidance trajectory selected by the avoidance trajectory selection unit. A sensor information acquisition step that acquires the physical quantity of the tire measured by a sensor placed on the tire, and
A tire force calculation step in which the physical quantity of the tire acquired in the sensor information acquisition step is input to the calculation model to calculate the tire force and the limit tire force, and
Avoidance trajectory creation step to create avoidance trajectory candidates to avoid obstacles around the vehicle,
Among the avoidance locus candidates created in the avoidance locus creation step, an avoidance locus selection step for selecting an avoidance locus whose tire force does not exceed the limit tire force and an avoidance locus selection step
An avoidance driving support method characterized by being provided with.

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