JP7384013B2 - Driving support method and driving support device - Google Patents

Description

The present disclosure relates to a driving support method and a driving support device.

2. Description of the Related Art Driving support methods for controlling the driving force and braking force of a vehicle are conventionally known. Further, among such driving support methods, a method is known in which control for stabilizing the behavior of the vehicle is changed depending on the road surface condition (see, for example, Patent Document 1). In this conventional technology, the threshold for oversteer (OS) or the threshold for understeer (US) is set according to the road surface friction coefficient, and the deviation signal between the target yaw rate and the actual yaw rate and the threshold for oversteer (OS) or understeer (US) are set according to the road surface friction coefficient. Control intervention to stabilize behavior is determined based on the threshold value for US).

Japanese Patent Application Publication No. 2008-105439

However, in the above-mentioned conventional technology, if the road surface friction coefficient is common, a certain intervention judgment is made regardless of the driving situation, so in some cases, there is a risk that the driving support will not be appropriate depending on the driving situation. Ta.

The present disclosure has been made by focusing on the above-mentioned problem, and aims to provide a driving support method and a driving support device that can provide appropriate driving support depending on the driving situation.

The driving support method of the present disclosure is a driving support method using a controller that determines whether to start VDC control by a VDC system based on a comparison between a value indicating the behavior of the host vehicle and a VDC control start threshold value. . Then, the controller calculates a target trajectory for driving the own vehicle based on the surrounding situation detected by the sensor that detects the surrounding situation of the own vehicle, and causes the own vehicle to travel based on the target trajectory. Control. Determining whether the host vehicle is traveling at a corner entrance or corner exit based on the surrounding situation , and controlling the VDC based on the determination result of whether the vehicle is traveling at the corner entrance or at the corner exit. Set the starting threshold. The VDC control is executed by intervening in the control of the vehicle's travel, and the VDC control start threshold is set when the vehicle's travel is controlled based on the target trajectory. .

The driving support method and driving support device of the present disclosure can provide appropriate driving support depending on the driving situation.In addition, during automatic driving control, the VDC control start threshold is determined so that the vehicle can travel accurately according to the driving conditions, and VDC control is performed as driving support control that appropriately responds to the driving conditions, thereby stabilizing automatic driving control. and continue.

1 is an overall system configuration diagram showing a system configuration of an automatic driving vehicle to which the driving support method and driving support device of Embodiment 1 are applied; FIG. It is a block diagram showing the composition of the VDC/TCS controller of the automatic driving vehicle. FIG. 2 is a block configuration diagram showing control blocks of an automatic driving controller and a vehicle motion controller of the automatic driving vehicle. FIG. 2 is a block diagram showing the configuration of a driving state determination section of the automatic driving controller. FIG. 2 is a block diagram showing the configuration of a driving situation analysis section and a turning strength calculation section of a driving state determination section of the automatic driving controller. 12 is a flowchart showing a flow of conversion processing from each reference value to a turning strength by a turning strength calculating section of the driving state determining section. A threshold characteristic diagram showing the relationship between the US suppression VDC control threshold and the OS suppression VDC control start threshold, curve entrance strength, and curve exit strength when calculating the control start threshold in the control start threshold calculation unit of the VDC/TCS controller. be. A threshold characteristic diagram showing the relationship between the RWD TCS control threshold and FWD TCS control start threshold, curve entrance strength, and curve exit strength when calculating the control start threshold in the control start threshold calculation unit of the VDC/TCS controller. be. 5 is a time chart illustrating an example of operation of VDC control between the automatic driving vehicle to which Embodiment 1 is applied and a comparative example. 5 is a time chart showing an operation example of TCS control of a rear-wheel drive automatic driving vehicle to which Embodiment 1 is applied and a comparative example. 5 is a time chart illustrating an operation example of TCS control in a front-wheel drive automatic driving vehicle to which Embodiment 1 is applied and a comparative example. 12 is a flowchart showing a flow of processing for setting a VDC control start threshold in a control start threshold calculation unit of an automatic driving vehicle to which the drive support method and drive support device of Embodiment 2 are applied. 12 is a flowchart showing a process flow for setting a TCS control start threshold in a front wheel drive vehicle (FWD) in a control start threshold calculation unit of an automatic driving vehicle to which the drive support method and drive support device of Embodiment 2 are applied. 12 is a flowchart showing a process flow for setting a TCS control start threshold in a rear wheel drive vehicle (RWD) in a control start threshold calculation unit of an automatic driving vehicle to which the drive support method and drive support device of the second embodiment are applied. FIG. 7 is a block configuration diagram showing control blocks of an automatic driving controller and a vehicle motion controller of an automatic driving vehicle to which the driving support method and driving support device of Embodiment 3 are applied.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for implementing a vehicle control method and a vehicle control device according to the present disclosure will be described based on the drawings.

(Embodiment 1)
First, a driving support device that executes the driving support method of the first embodiment will be described.
The driving support device that executes the driving support method of the first embodiment generates a target trajectory when the automatic driving mode is selected, and controls the vehicle movement based on speed and steering angle so that the vehicle travels along the generated target trajectory. This is applied to the driving vehicle AD.

Hereinafter, the configuration of the automatic driving vehicle AD will be explained separately into [overall system configuration] and [control block configuration of automatic driving controller]. Furthermore, the configurations of the VDC/TCS controller, the driving state determining section, and the control start threshold determining section are changed to [Configuration of the VDC/TCS controller], [Configuration of the traveling state determining section], and [Configuration of the traveling state analyzing section and turning strength calculating section]. [Configuration], [Converting processing flow of the processing of the turning intensity converting unit], and [Control start threshold calculating unit and control start threshold calculating procedure] will be explained separately.

[Overall system configuration (Figure 1)]
As shown in FIG. 1, the automatic driving vehicle AD to which the vehicle control device of the first embodiment is applied includes an on-vehicle sensor 1, a navigation device 2, an on-vehicle control unit 3, an actuator 4, an HMI module 5, It is equipped with a VDC/TCS controller 6. Note that "HMI" is an abbreviation for "Human Machine Interface". "VDC" is an abbreviation for "Vehicle Dynamics Control.""TCS" is an abbreviation for "traction control system."

The vehicle-mounted sensor 1 is a variety of sensors mounted on the vehicle to recognize objects around the vehicle, the surrounding environment such as the shape of the road, the position of the vehicle, the state of the vehicle, and the like. This on-vehicle sensor 1 has an external sensor 11, a GPS receiver 12, and an internal sensor 13.

The external sensor 11 is a sensor that is provided around the vehicle and detects stationary objects, moving objects, the shape of the road, etc. around the vehicle. As this external sensor 11, for example, a camera, radar, lidar, sonar, etc. are used.

Note that "Radar" is an abbreviation for Radio Detection and Ranging. Lidar is an abbreviation for Light Detection and Ranging. "Sonar" is an abbreviation for Sound Navigation and Ranging. Further, the external sensor 11 may perform sensor fusion in which necessary information is obtained by combining a camera and a radar, or a camera and a lidar, and fusing detected information, for example.

The GPS receiver 12 is a device that receives signals from three or more GPS satellites using a GNSS antenna 12a to obtain position data (latitude and longitude) indicating the position of the vehicle. Note that "GNSS" is an abbreviation for "Global Navigation Satellite System" and "GPS" is an abbreviation for "Global Positioning System." Further, when the signal reception by the GPS receiver 12 is poor, the function of the GPS receiver 12 may be supplemented by using the internal sensor 13 or an odometer (vehicle movement measuring device).

The internal sensor 13 is a detection device that detects vehicle information such as speed, acceleration, and attitude data of the vehicle. For example, it has a 6-axis inertial sensor (IMU: Inertial Measurement Unit), and can detect the moving direction, orientation, and rotation of the own vehicle. Furthermore, based on the detection results of the internal sensor 13, the moving distance, moving speed, etc. can be calculated. The 6-axis inertial sensor is realized by combining an acceleration sensor that can detect acceleration in three directions: front and back, left and right, and up and down, and a gyro sensor that can detect rotation speed in these three directions. Note that the internal sensors 13 can include sensors that acquire necessary information, such as a wheel speed sensor, a yaw rate sensor, and an accelerator operation amount sensor.

Furthermore, this in-vehicle sensor 1 may acquire necessary information from the outside by performing wireless communication with an external data communication device (not shown). That is, when the external data communication device is, for example, a data communication device mounted on another vehicle, vehicle-to-vehicle communication is performed between the own vehicle and the other vehicle. Through this vehicle-to-vehicle communication, necessary information can be acquired from various information held by other vehicles. Further, when the external data communication device is, for example, a data communication device provided in infrastructure equipment, infrastructure communication is performed between the host vehicle and the infrastructure equipment. Through this infrastructure communication, necessary information can be acquired from among the information held by the infrastructure equipment. As a result, for example, when there is insufficient information or changed information in the high-precision map data that the automatic driving controller 31 has, necessary map data can be supplemented. It is also possible to obtain traffic information such as traffic congestion information and driving regulation information on the route that the vehicle is scheduled to travel.

The navigation device 2 is a device that contains facility information data and guides the user's vehicle on a route to a destination. The navigation device 2 may have built-in high-precision map data that includes position information of lanes on the driving route. In this navigation device 2, when a destination is input, a guide route from the current location of the own vehicle (or an arbitrarily set starting point) to the destination is generated. The generated guide route information is combined with high-precision map data and displayed on the display of the HMI module 5. The destination may be set by the vehicle occupant inside the vehicle, or the destination set by the user using a user terminal (e.g., mobile phone, smartphone) may be set by the vehicle occupant via wireless communication. The destination may be used. Further, the guide route may be calculated by a navigation device using a controller provided in the own vehicle, or may be calculated by a navigation device using a controller outside the vehicle.

The in-vehicle control unit 3 includes a CPU and a memory, and receives various detection information detected by the in-vehicle sensor 1, guidance route information generated by the navigation device 2, and driver input information input as needed. Perform integrated processing. This in-vehicle control unit 3 is a controller that controls vehicle motion through hierarchical processing. Note that "hierarchical processing" refers to calculating the final output information by sequentially (hierarchically) performing multiple processes on input information, and the output value output from the upper layer processing (calculated value) becomes the input value in the lower layer processing. Note that the above-mentioned hierarchical processing that executes multiple processes in order (hierarchically) and calculates the final output information is just an example, and if you do not necessarily need the results of processing at a higher layer, you can use a different layer. However, it is possible to process them in parallel (at the same time).

This in-vehicle control unit 3 includes an automatic driving controller 31 that generates a target trajectory and a target speed profile, and a vehicle motion controller 32 that calculates a command value for controlling vehicle motion based on the generated target trajectory and target speed profile. It has . Here, the automatic driving controller 31, which performs calculations in the first control cycle, performs processing in the upper hierarchy, and the vehicle motion controller 32, which performs calculations in the second control cycle, which is shorter than the first control cycle, performs the processing in the lower hierarchy. conduct.

The automatic driving controller 31 generates a target trajectory and a target speed profile through hierarchical processing based on input information from the in-vehicle sensor 1 and the navigation device 2, high-precision map data, and the like. Here, the "target trajectory" is the driving trajectory targeted when the vehicle is driven automatically; for example, the trajectory of the vehicle within the lane width, or within the drivable area around the vehicle. This includes the trajectory of the vehicle and the trajectory of avoiding obstacles. Information on the generated target trajectory and target speed profile is output to the vehicle motion controller 32. The generated target trajectory information may be combined with high-precision map data and displayed on the display of the HMI module 5.

The vehicle motion controller 32 issues control commands for driving the own vehicle based on information on the target trajectory and target speed profile from the automatic driving controller 31 or information input by driver operations (hereinafter referred to as "driver input"). Compute values. The calculated control command value is output to the actuator 4. Note that the vehicle motion controller 32 arbitrates the driving mode depending on the presence or absence of driver input, and calculates a control command value according to the arbitration result (automatic driving driving mode or manual driving driving mode).

The actuator 4 is a control actuator for causing the own vehicle to travel straight, turn, and stop, and includes a speed control actuator 41 and a steering control actuator 42. Note that running includes accelerated running/constant speed running/deceleration running.

The speed control actuator 41 controls the driving torque or braking torque output to the driving wheels (each wheel) based on the speed control command value input from the on-vehicle control unit 3, and includes a TCS actuator 41a and a VDC actuator 41b. It will be done.

The TCS actuator 41a is an actuator that controls the driving force applied to the wheels connected to the driving source of the host vehicle. Note that the driving source of the own vehicle is, for example, an engine in the case of an engine car, an engine and a motor/generator in the case of a hybrid car, and a motor/generator in the case of an electric car. Further, as the TCS actuator 41a, an actuator that controls the output of the drive source or the drive source itself can be used.

The VDC actuator 41b is a well-known actuator that can independently control the braking torque of the wheels connected to the braking device of the host vehicle. The VDC actuator 41b may include a pressure source such as a hydraulic pump, an electric pump, or an accumulator, and a control valve that can supply and discharge pressure to and from the wheel cylinders of each wheel. Furthermore, when a motor/generator is used as a drive source, it is also possible to use the motor/generator as the VDC actuator 41b to control its regenerative braking force.

The steering control actuator 42 controls the turning angle of the steered wheels based on the steering control command value input from the on-vehicle control unit 3. Note that as the steering control actuator 42, a steering motor or the like provided in a steering force transmission system of a steering system is used.

The HMI module 5 is an interface for mutually transmitting intentions and information between the occupants of the vehicle, including the driver, and the vehicle-mounted control unit 3. The HMI module 5 includes, for example, a head-up display or meter display that displays image information based on the automatic driving control status to the occupants, a speaker that outputs an announcement voice, a lamp that lights up or blinks to warn, and operation buttons that the occupant performs input operations. It consists of a touch panel, etc.

[Control block configuration of automatic driving controller (Figure 3)]
Next, the configuration of the automatic operation controller 31 will be explained.
As shown in FIG. 3, the automatic driving controller 31 includes a high-precision map data storage section 311, a self-position estimation section 312, and a driving environment recognition section as an acquisition processing section for information necessary to generate a target speed profile. 313, and a surrounding object recognition unit 314. Further, the automatic driving controller 31 includes a driving lane planning unit 315, an operation determining unit 316, a driving area setting unit 317, and a target trajectory generating unit 318 as hierarchical processing units that generate a target trajectory and a target speed profile. We are prepared.

The high-precision map data storage unit 311 stores high-precision three-dimensional map data (hereinafter referred to as "HD map") in which three-dimensional position information (longitude, latitude, height) of stationary objects existing outside the vehicle is set. This is in-vehicle memory. Stationary objects in high-precision map data include, for example, crosswalks, stop lines, various signs, junctions, road markings, traffic lights, utility poles, buildings, signboards, center lines of roadways and lanes, partition lines, road shoulder lines, and road markings. It includes various elements such as the connection between roads and running routes. Note that the high-precision map data storage unit 311 does not necessarily need to include all the elements of the above-mentioned stationary object.

The self-position estimating unit 312 inputs sensor information from the in-vehicle sensor 1 and HD map information from the high-precision map data storage unit 311, matches the input sensor information with the HD map information, and calculates the position on the high-precision map. Estimate the current location (self-location) of the vehicle. Then, the self-position estimation section 312 outputs self-position information to the driving environment recognition section 313.

The driving environment recognition unit 313 receives sensor information from the in-vehicle sensor 1, guide route information from the navigation device 2, HD map information from the high-precision map data storage unit 311, self-position information from the self-position estimation unit 312, and surrounding objects. Surrounding object recognition information from the recognition unit 314 is input. The system then integrates this input information with ever-changing dynamic information about the vehicle's driving environment to recognize the vehicle's driving environment. Here, "dynamic information" refers to, for example, semi-static data (traffic regulation information, etc.), semi-dynamic data (accident information, traffic jam information, etc.), and dynamic data (surrounding vehicle information, pedestrian information, etc.). etc.) is a combination of information. The driving environment recognition section 313 outputs driving environment recognition information to the motion determining section 316.

The surrounding object recognition unit 314 receives sensor information from the on-vehicle sensor 1 and recognizes objects surrounding the own vehicle by detecting or predicting the positions, attributes, and behaviors of objects existing around the own vehicle. Surrounding object recognition information is output from the surrounding object recognition section 314 to the driving environment recognition section 313 and the driving area setting section 317.

The driving lane planning unit 315 inputs the guidance route information from the navigation device 2 and the HD map information from the high-precision map data storage unit 311, and determines the driving lane (in which the own vehicle should travel) on the guidance route to the destination. (hereinafter referred to as the "target lane"). Target lane information is output from the driving lane planning section 315 to the operation determining section 316 in the next hierarchy.

The operation determining unit 316 inputs the driving environment recognition information from the driving environment recognition unit 313 and the target lane information from the driving lane planning unit 315, and extracts events that the own vehicle encounters when driving along the target lane. , determine the behavior of the own vehicle in response to these events. Here, the term "operation of the own vehicle" refers to the movements of the own vehicle necessary for driving along the target lane, such as starting, stopping, accelerating, decelerating, and turning left or right. Vehicle operation determination information is output from the operation determination unit 316 to the driving area setting unit 317 at the next level.

The driving area setting section 317 receives HD map information from the high-precision map data storage section 311 , vehicle motion determination information from the motion determining section 316 , and surrounding object recognition information from the surrounding object recognition section 314 . The system then compares the vehicle's motion information with the surrounding object recognition information and sets a driveable area in which the vehicle can travel along the target lane. Here, the "drivable area" means, for example, when there are objects such as a line of parked cars or a construction zone around the vehicle, the area is set to avoid interference or contact with the area. refers to the area where Drivable area information is output from the driving area setting unit 317 to the target trajectory generating unit 318 of the next hierarchy.

The target trajectory generation unit 318 inputs the drivable area information from the drivable area setting unit 317, and sets the constraint condition to travel within the drivable area from the current position of the own vehicle to an arbitrarily set target position. , generate a target trajectory including lane changes.

Based on the target trajectory generated by the target trajectory generation unit 318, the vehicle motion controller 32 calculates a control command value for driving the own vehicle and outputs it to the actuator 4.

In the first embodiment, the vehicle motion controller 32 determines the driving state, which is one element for determining the control threshold of the VDC/TCS controller 6, based on the target trajectory generated by the target trajectory generation unit 318. A determination unit 700 is provided. The VDC/TCS controller 6 and the driving state determination section 700 will be explained below.

The VDC/TCS controller 6 performs VDC control and TCS control, which are control of the braking force and driving force of the own vehicle, independently of automatic driving. Note that during automatic driving, control by the VDC/TCS controller 6 is given priority over control by the vehicle motion controller 32 and intervenes. Further, even during manual driving, the VDC/TCS controller 6 intervenes in response to the driver's operations.

In VDC control, the VDC/TCS controller 6 uses the VDC actuator 41b and the TCS actuator 41a to control braking force and driving force so as to stabilize the vehicle attitude and behavior. Further, in the TCS control, the VDC/TCS controller 6 uses the TCS actuator 41a and the VDC actuator 41b to control the driving force and braking force so as to stabilize the driving wheels.

More specifically, the VDC/TCS controller 6 includes, as VDC control, US suppression VDC control that suppresses the understeer (hereinafter referred to as US) state of the own vehicle, and oversteer (hereinafter referred to as OS) of the own vehicle. Execute OS suppression VDC control to suppress the state. Note that the US state and OS state of the host vehicle are determined based on the deviation between the target yaw rate and the actual yaw rate. Specifically, if the actual yaw rate is lower than the target yaw rate, it can be determined that the vehicle is in the US state, and conversely, if the actual yaw rate is higher than the target yaw rate, it can be determined that the vehicle is in the OS state.

The US suppression VDC control is a control that applies a moment in the OS direction to the host vehicle to suppress the US state when it is detected that the vehicle attitude is in the US state of a predetermined value or higher. This application of the yaw moment in the OS direction to the host vehicle can be performed by reducing the driving force to the driving wheels, applying braking force to the rear wheel on the inside of the corner, or both. Furthermore, if the host vehicle has a drive force distribution mechanism, by making the drive force distribution to the outer turning wheels larger than the driving force distribution to the inner turning wheels, a yaw moment in the OS direction can be applied. Alternatively, if your vehicle has a drive source such as an in-wheel motor that can provide driving force independently on the left and right wheels, the OS A yaw moment in the direction can be applied.

The OS suppression VDC control is a control that applies a moment in the US direction to the host vehicle to suppress the OS state when it is detected that the vehicle attitude is in the OS state of a predetermined level or higher. This application of the yaw moment in the US direction to the host vehicle can be performed by reducing the driving force to the drive wheels, applying braking force to the front wheels on the outside of the corner, or both. Furthermore, if the host vehicle has a drive force distribution mechanism, a yaw moment in the US direction can be applied by making the drive force distribution to the inner turning wheel larger than the driving force distribution to the outer turning wheel. Alternatively, if your vehicle has a drive source such as an in-wheel motor that can provide driving force independently on the left and right wheels, by making the driving force of the inner turning wheel larger than the driving force of the outer turning wheel, the US A yaw moment in the direction can be applied.

In addition, in the TCS control by the VDC/TCS controller 6, if the road surface friction coefficient is low or the drive force is excessive and slip occurs in the drive wheels, the drive force of the drive source is reduced or the drive wheels are The amount of slip is reduced by applying braking force to the Note that the road surface friction coefficient can be estimated based on the wheel speed and the acceleration of the vehicle body.

[VDC/TCS controller configuration (Figure 2)]
An outline of the configuration of the VDC/TCS controller 6 that performs the above-mentioned VDC control and TCS control will be explained based on FIG. 2.

The VDC/TCS controller 6 includes a target yaw rate calculation section 61, an actual yaw rate calculation section 62, a yaw rate deviation calculation section 63, a drive wheel slip rate calculation section 64, and a control start threshold calculation section 65. Further, the VDC/TCS controller 6 includes a US suppression VDC control command section 66, an OS suppression VDC control command section 67, and a TCS control command section 68 as control command output sections.

The target yaw rate calculation unit 61 calculates a target yaw rate that is ideal vehicle behavior based on the vehicle speed and steering angle obtained from a vehicle speed sensor and a steering angle sensor included in the internal sensors. Further, the actual yaw rate calculation unit 62 calculates the actual yaw rate actually occurring in the host vehicle based on a signal from a yaw rate sensor included in the internal sensor. The yaw rate deviation calculation unit 63 calculates the deviation between the target yaw rate and the actual yaw rate.

The driving wheel slip rate calculation unit 64 calculates the slip rate of the driving wheels, and calculates the slip rate of the driving wheels based on the driven wheel speed and the driving wheel speed obtained by the wheel speed sensor.

The control start threshold calculation unit 65 calculates a US suppression VDC control start threshold, an OS suppression VDC control start threshold, and a TCS control start threshold.

The US suppression VDC control start threshold is used to determine whether or not to start US suppression VDC control. The OS suppression VDC control start threshold is used to determine whether to start OS suppression VDC control. The TCS control start threshold is used to determine whether or not to perform TCS control.

Further, the control start threshold calculation unit 65 calculates the OS suppression VDC control start threshold, the US suppression VDC control start threshold, and the TCS control start threshold based on the vehicle speed (including each wheel speed) and road surface friction coefficient obtained from the on-vehicle sensor 1. It is calculated based on the turning strength obtained from the driving state determining section 700. Note that the details of the turning strength will be described later.

The US suppression VDC control command unit 66 inputs the yaw rate deviation and the US suppression VDC control start threshold. Then, when the yaw rate deviation on the US side exceeds the US suppression VDC control start threshold, the US suppression VDC control command unit 66 increases the actual yaw rate of the host vehicle toward the target yaw rate toward the VDC actuator 41b, and controls the US Execute control to suppress the condition. Note that the yaw rate deviation on the US side is a deviation that occurs in the US state where the actual yaw rate is lower than the target yaw rate.

The OS suppression VDC control command unit 67 inputs the yaw rate deviation and the OS suppression VDC control start threshold. Then, when the yaw rate deviation on the OS side exceeds the OS suppression VDC control start threshold, the OS suppression VDC control command unit 67 causes the VDC actuator 41b to lower the actual yaw rate of the host vehicle toward the target yaw rate. Execute control to suppress the OS state. Note that the yaw rate deviation on the OS side is a deviation that occurs in an OS state where the actual yaw rate exceeds the target yaw rate.

The TCS control command unit 68 inputs the drive wheel slip rate and the TCS control start threshold. When the drive wheel slip rate exceeds the TCS control start threshold, the TCS control command unit 68 executes TCS control to suppress the drive wheel slip rate within a predetermined slip rate.

As described above, the control start threshold calculation unit 65 calculates the US suppression VDC control start threshold, the OS suppression VDC control start threshold, and the TCS control start threshold based on the vehicle speed, road surface friction coefficient, and turning strength.
The driving state determining unit 700 receives sensor information from the on-vehicle sensor 1 and target trajectory information from the target trajectory generating unit 318, and calculates the turning strength as a value indicating the driving situation on the target trajectory of the own vehicle. Then, using this turning strength, the control start threshold calculation unit 65 of the VDC/TCS controller 6 described above calculates each control start threshold.

[Configuration of driving state determination section (Fig. 4)]
The configuration of the driving state determining section 700 will be explained below based on FIGS. 4, 5, and 6.
First, the overall configuration of the driving state determining section 700 will be explained based on FIG. 4.
The driving state determination unit 700 calculates the driving situation on the target trajectory as a turning strength based on a set of curvatures of the target trajectory, and includes a curvature calculation unit 710, a curvature information analysis unit 720, and a driving situation analysis unit 730. and a turning strength calculation section 740.

The curvature calculation unit 710 sets calculation points Pn at predetermined intervals on the target trajectory, and calculates the curvature of each calculation point Pn.

The curvature information analysis unit 720 performs analysis regarding the curvature of each calculation point Pn. This analysis includes the maximum value, average value, deviation, and skewness of the left and right curvatures. Here, skewness refers to variation in the distribution of curvature. This skewness is used to determine whether the running state in a predetermined section of the target trajectory is a steady state or a transient state. Although details will be described later, the steady state of the running state refers to straight running or steady circular running, and in that case, the distribution of curvature is a normal distribution within a predetermined width (deviation). In other words, the average value is close to the median of the distribution, the deviation is relatively small, and the degree of skewness is small.

On the other hand, in transient conditions other than straight-line driving and steady circular driving, that is, corner entry driving conditions, corner exit driving conditions, and irregular turning driving conditions, the distribution of curvature is non-normal, or even if it is normal, there is skewness. becomes larger. Note that a non-normal distribution means that the mean value and median value are different, or that there are multiple peaks. Further, a normal distribution with a large degree of skewness is a distribution in which the deviation (width) is wider than a predetermined width.

The driving situation analysis unit 730 analyzes the driving situation on the target trajectory based on curvature analysis information (maximum value, average value, deviation, skewness) along the target trajectory and input from the on-vehicle sensor 1. Then, as an analysis of this driving situation, it is determined whether it is a steady state or a transient state. Note that the steady state running state includes straight running and steady circular running. On the other hand, the transient driving conditions include corner entry driving, corner exit driving, and irregular turning driving.

Then, the turning strength calculation section 740 calculates the turning strength along the target trajectory based on the reference value calculated by the driving situation analysis section 730. Here, the turning strength is calculated as a value whose total value is "1" for a corner entrance strength, a corner exit strength, an irregular corner strength, a steady circle strength, and a straight line strength, which indicate the running state on the target trajectory.

Note that the corner entrance strength indicates the degree to which the driving state is likely to be corner entry driving, and the corner exit strength indicates the degree to which the driving state is likely to be corner exit driving. In addition, the steady circle strength indicates the degree to which the running state is likely to be steady circular running, the linear strength indicates the degree to which the running state is likely to be straight-line running, and the unsteady corner strength indicates the degree to which the running state is like traveling in a straight line. Indicates the degree to which irregular turning driving is likely.

Therefore, for example, if a certain traveling section on the target trajectory is a straight road, the value of the straight line strength will be large, and the values of the corner entrance strength, corner exit strength, corner irregular strength, and steady circle strength will be small.

Note that even on a straight road, the target trajectory is not necessarily a perfect straight line. For example, even on a straight road, the target trajectory may shift from side to side on the driving lane due to changes in the width of the driving lane. Therefore, the distribution of curvature in a straight-line traveling state is a normal distribution with a small degree of skewness and a certain narrow width (dispersion: deviation), with "0" as the mean value, median value, and mode value.

Also, in the case of steady turning, the curvature is approximately constant, so although the median, average, and mode are values that deviate from 0, the width (dispersion: deviation) is suppressed to a certain extent. It becomes a normal distribution with small skewness.

On the other hand, at the entrance of a corner, the curvature transitions from a straight section where the curvature is close to 0 to a curved section where the curvature increases in one direction (left and right), so the distribution of high curvature values increases from the distribution of low curvature values. The distribution is upward-sloping.

On the other hand, at the corner exit, the curvature goes from a section with a higher curvature than "0" to a section with a curvature of "0", so the distribution is downward-sloping from the distribution with high curvature values to the distribution with low curvature values. becomes.

In addition, when the left and right corners are continuous, the value of curvature "0" increases in the area near the middle between the corners, but the curvatures before and after that have large values, so the width of the distribution (deviation) expands and the skewness increases. In this way, a section with a wide distribution width (deviation) can be distinguished from straight-line running (steady state) even if the distribution is normal, and is included in the transient region.

The corner indeterminate strength indicates a section with a curvature distribution other than the above. Specifically, the distribution of curvature does not become a normal distribution, and moreover, the width of the distribution becomes wider and becomes a distribution having multiple peaks and valleys.

[Configuration of driving condition analysis section and turning strength calculation section (Fig. 5)]
Next, the configurations of the driving situation analysis section 730 and the turning strength calculation section 740 will be explained based on the block diagram of FIG. 5.

The driving situation analysis section 730 includes a reference curvature calculation section 731, a curvature increase/decrease extraction section 732, a skewness dimensionality conversion section 733, and a curvature component conversion section 734.

The reference curvature calculation unit 731 calculates a curvature that is a reference used when determining a driving situation, and is a reference value used for normalization (dimensionalization) when analyzing a curvature aggregate of a target trajectory. Calculate the curvature RhoRef. This reference curvature RhoRef is calculated using the following formula (1) from the current vehicle speed V, the maximum lateral acceleration (road surface friction coefficient) GyMaxTraj, and a preset base gain K _PTC .
RhoRef=(K _PTC・GyMaxTraj・g)/V ² ...(1)

The curvature increase/decrease extraction unit 732 extracts the increase/decrease in curvature from the curvature of the forward gaze point, which is a position in front of the current position in the target trajectory, and the curvature of the current position, as curvature increase RhoEntry and curvature decrease RhoExit.

Here, the curvature increase RhoEntry is calculated as a value indicating the probability (possibility) of a corner entrance, and the higher this value is, the higher the probability that it is a corner entrance. On the other hand, the curvature reduction RhoExit is calculated as a value indicating the probability (possibility) of a corner exit, and the higher this value, the higher the probability of a corner exit.

In this way, the curvature increase RhoEntry and the curvature decrease RhoExit are contradictory, so when the value of one of them increases, the value of the other decreases.

The skewness dimensionality converting unit 733 uses the standard deviation Rho of curvature, the left and right maximum curvatures RhoMax/Min, and the skewness Skewness to calculate the skewness for each left and right curvature from the following formulas (2), (3), and (4). Convert to Then, the dimensional skewness RhoSQN is determined from the skewness of the left and right curvatures.
RhoSQN _L = 3・RhoStd・|sign(RhoMax)|・max(Skewness, 0) ...(2)
RhoSQN _R = 3・RhoStd・|sign(RhoMin)|・min(Skewness, 0) ...(3)
RhoSQN=RhoSQN _L +RhoSQN _R ...(4)

The curvature component conversion unit 734 calculates a dimensionless reference value by dividing the curvature increase RhoEntry, curvature decrease RhoExit, average RhoAve, standard deviation RhoStd, and dimensionalized skewness RhoSQN by the reference curvature RhoRef. As a result, the curvature increase reference value NormRhoEntry, the curvature decrease reference value NormRhoExit, the average reference value NormRhoAve, the standard deviation reference value NormRhoStd, and the dimensionalized skewness reference value NormRhoSQN are calculated. Note that each reference value obtained by dividing by the reference curvature RhoRef and rendered dimensionless is calculated as a value that becomes 1 when the value is the same as the reference curvature RhoRef.

The turning strength calculation unit 740 converts the curvature increase reference value NormRhoEntry, the curvature decrease reference value NormRhoExit, the average reference value NormRhoAve, the standard deviation reference value NormRhoStd, and the dimensionalized skewness reference value NormRhoSQN into turning strengths, respectively.

[Converting process flow of the turning strength converting section]
FIG. 6 shows the flow of conversion processing from each reference value to a turning strength by the turning strength calculation unit 740.
In step S11, transient components and steady components are extracted. As mentioned above, if the distribution of curvature is non-normal, or even if it is normal, the deviation is large and the distribution has large variations, that is, the width of the distribution is greater than a certain value. , a transient state.

Therefore, the transient component (FactorTRA) and the steady component (FactorSTA) are determined using the following equations (5) and (6). Note that, as shown in the following equation (6), the transient component FactorTRA and the steady component FactorSTA have a relationship such that the sum is "1".
FactorTRA=max(NormRhoSQN, NormRhoStd)...(5)
FactorSTA=1-FactorTRA...(6)

In steps S12 and S13, the transient component is converted into a corner entrance strength KappaCorEntry, a corner exit strength KappaCorExit, and an undefined corner strength KappaCorUndef.

In step S12, a process is performed in which, among the transient components, components that are not determined to be corner entrances or corner exits are determined to be irregular turns using the following equation (7).
NormRhoUndef=
1-(NormRhoEntry+NormRhoExit)...(7)

In step S13, the transient component is converted into intensity. That is, the corner entrance strength KappaCorEntry, the corner exit strength KappaCorExit, and the corner indefinite strength KappaCorUndef are calculated using the following equations (8), (9), and (10).
KappaCorEntry=FactorTRA×NormRhoEntry...(8)
KappaCorExit=FactorTRA×NormRhoExit...(9)
KappaCorUndef=
FactorTRA×NormRhoUndef...(10)

In steps S14 and S15, the stationary component is converted into a stationary circular strength KappaCircle and a straight line strength KappaStraight.

First, in step S14, a straight line component and a steady circular component are calculated from the steady component. That is, if the average curvature (NormRhoAve) is zero (the turning radius is infinite), it is determined that it is a straight line. The linear component NormStraight and the stationary circular component NormCircle have a relationship such that their sum is "1", as shown in equation (11) below.
NormStright=1-NormCircle...(11)

In step S15, the steady circle component NormCircle and the straight line component NormStright, which are steady components, are converted into the steady circle strength KappaCircle and the straight line strength KappaStraight, respectively, using the following equations (12) and (13).
KappaCircle=FoctorSTA×NormCircle...(12)
Kappa Straight =
FoctorSTA×NormStright...(13)

Note that the corner entrance strength KappaCorEntry, the corner exit strength KappaCorExit, the corner irregular strength KappaCorUndef, the steady circular strength KappaCircle, and the straight line strength KappaStraight add up to "1". Furthermore, in the following description, when the above five intensities are collectively referred to, they are simply written as intensity Kappa.

Each strength Kappa calculated by the turning strength calculation section 740 is output to the control start threshold calculation section 65 of the VDC/TCS controller 6.

[Control start threshold calculation unit and control start threshold calculation procedure]
As described above, in the VDC/TCS controller 6, the control start threshold calculation unit 65 calculates the US suppression VDC control threshold, the OS suppression VDC control threshold, and the TCS control threshold as control start thresholds based on the turning strength. The calculation of the control start threshold according to the turning strength by the control start threshold calculation unit 65 will be explained below.

The control start threshold calculation unit 65 sets the control start threshold based on the maximum value among the turning strengths Kappa. This control start threshold value includes a standard value (threshold value conventionally used) that is set in advance according to the road surface friction coefficient and vehicle speed, and a control start promotion value that is relatively easier to start the control (shallower) than this standard value. , and a control start limit value that is deeper than the standard value and makes it difficult to intervene in the control. Note that the above-mentioned standard value, intervention promotion value, and control start limit value are calculated for each of the US suppression VDC control threshold, the OS suppression VDC control threshold, and the TCS control threshold.

Furthermore, the control start threshold calculation unit 65 calculates the control start threshold based on the maximum intensity among the respective intensities Kappa. As described above, each strength Kappa is calculated as a value that adds up to "1". Therefore, if the value of a certain intensity among the respective intensities Kappa becomes large, the values of the other intensities become small. For example, if the target trajectory is on a straight road, the value of the straight line strength will be high, and the other values will be low. Therefore, each strength Kappa has a maximum value depending on the driving situation. Therefore, the control start threshold calculation unit 65 calculates the control start threshold based on the maximum intensity among the respective intensities Kappa.

Specifically, the control start threshold calculation unit 65 sets the control start threshold to the standard value when the maximum value of each intensity is the maximum value of a value other than the curve entrance intensity and the curve exit intensity.

On the other hand, when either the curve entrance strength or the curve exit strength is the maximum value, the control start threshold calculation unit 65 sets the control start threshold to either the control promotion threshold or the control restriction threshold.

Below, the settings of the US suppression VDC control threshold, the OS suppression VDC control threshold, and the TCS control threshold, which are control start thresholds based on the curve entrance strength and the curve exit strength, will be explained.

First, the US suppression VDC control threshold and the OS suppression VDC control start threshold will be explained. FIG. 7 is a threshold characteristic diagram showing the relationship between the US suppression VDC control threshold, the OS suppression VDC control start threshold, and the curve entrance strength and curve exit strength.

As shown in FIG. 7, the OS suppression VDC control start threshold is set to a value that is larger (difficult to start) as the corner entrance strength is higher and smaller (easier to start) as the corner entrance strength is lower, depending on the corner entrance strength. . In addition, since the corner entrance strength is inversely proportional to the corner exit strength, as one increases, the other decreases, so the OS suppression VDC control start threshold value increases as the corner exit strength decreases ( The higher the corner exit strength, the smaller the value (easier to start).

On the other hand, the US suppression VDC control start threshold is set to a value that is larger (difficult to start) as the corner exit strength is higher and smaller (easier to start) as the corner exit strength is lower, depending on the corner exit strength. In addition, the corner exit strength is inversely proportional to the corner entrance strength, so that when one increases, the other decreases. Therefore, the US suppression VDC control start threshold value decreases as the corner entrance strength increases, depending on the corner entrance strength. (easier to start), and the lower the corner entrance strength, the larger the value (difficult to start).

As described above, the control start threshold calculation unit 65 sets the control start threshold value based on the maximum value of the turning strength. Therefore, when the corner entrance strength is the maximum value among each strength Kappa, the OS suppression VDC control value is set to a value higher than the standard value (difficult to start), and the US suppression VDC control value is set to a value higher than the standard value. Set to a low (easy to start) value. In addition, in this case, the OS suppression VDC control start threshold is set by multiplying the standard value by a coefficient larger than 1 according to the corner entrance strength, and the standard value of the US suppression VDC control start threshold is set according to the corner entrance strength. Set by multiplying by a coefficient smaller than 1. Note that the coefficients may be set, for example, by associating the horizontal axis in FIG. 7 with the coefficients. For example, in the case of the corner entrance strength at the intersection of the OS suppression VDC control start threshold and the US suppression VDC control start threshold, the coefficient is set to "1", and the coefficient is determined according to the magnitude of the difference from the value at this intersection. Can be done.

Furthermore, when the corner exit strength is the maximum value among each strength Kappa, the US suppression VDC control threshold is set to a value larger than the standard value, while the OS suppression VDC control threshold is set to a smaller value than the standard value. . In this case as well, the standard value of the US suppression VDC control value is multiplied by a coefficient larger than 1 according to the corner exit strength, and the OS suppression VDC control threshold is multiplied by a coefficient smaller than 1 according to the corner exit strength. .

Therefore, when traveling at a corner entrance (for example, at the corner entrance strength KCEntry shown in FIG. 7), the VDC/TCS controller 6 sets the OS suppression VDC control start threshold for suppressing the OS state of the own vehicle to the steady state. The control start limit value is set to a value that is more difficult to implement than the control start limit value. On the other hand, the US suppression VDC control start threshold for suppressing the US state of the host vehicle is set to a control start promotion value, which is a value that is easier to execute than in a steady state.

That is, at the corner entrance, it is easier to prevent the own vehicle from becoming in a US tendency and heading outside the turning circle than in the case of the standard value, and it is made easier to run along the turning circle. Further, when traveling at a corner entrance, the vehicle is allowed to have an OS tendency, that is, a tendency toward the inside of the turning circle, thereby making it easier to turn.

Further, when traveling at a corner exit (for example, when corner exit strength KCExit1 shown in FIG. 7), the VDC/TCS controller 6 sets the US suppression VDC control start threshold for suppressing the US state of the own vehicle to the steady state The control start limit value is set to a value that is more difficult to implement than the control start limit value. On the other hand, the OS suppression VDC control start threshold for suppressing the OS state of the host vehicle is set to a control start promotion value, which is a value that is easier to execute than in a steady state.

In other words, when exiting a corner, the vehicle is allowed to have a US tendency, so smooth acceleration is possible. In addition, when exiting a corner, it suppresses the tendency of the own vehicle to become OS and prevents the own vehicle from turning toward the inside of the turn, making it difficult to lose its position facing the direction of travel of the road and maintaining the turning circle. Make it easier to run along.

Next, setting of the TCS control start threshold will be explained.
The TCS control start threshold value differs depending on whether the host vehicle is front wheel drive (hereinafter referred to as FWD) or rear wheel drive (hereinafter referred to as RWD), and how the TCS control start threshold value is set. Therefore, the VDC/TCS controller 6 is shared by FWD cars and RWD cars, and the way the TCS control threshold is set in the control start threshold calculation unit 65 is set in advance depending on the FWD car and the RWD car. .

<For FWD vehicles>
First, a case where the own vehicle is a FWD vehicle will be explained as an example.
When the corner entrance strength is the maximum value among each strength Kappa, the TCS control start threshold value is determined between the standard value and the shallowest value, which is smaller than the standard value and easiest to start, depending on the magnitude of the corner entrance strength. The stronger the corner entrance strength, the closer the value is to the shallowest value. Specifically, the standard value is multiplied by a coefficient smaller than "1" depending on the corner entrance strength. Note that the corner entrance strength used here is a value greater than or equal to the corner entrance strength at the intersection of the FWD TCS control start threshold and the RWD TCS start threshold in FIG.

On the other hand, when the corner exit strength is the maximum value among each strength Kappa, the TCS control start threshold is set between the standard value and the deepest value, which is a value larger than the standard value and difficult to start the corner exit. The higher the intensity, the closer the value is set to the deepest value. Specifically, the standard value is multiplied by a coefficient larger than "1" depending on the corner exit strength. Note that the corner exit strength used here is a value greater than or equal to the corner exit strength at the intersection of the FWD TCS control start threshold and the RWD TCS start threshold in FIG. Furthermore, as shown in FIG. 8, the TCS control start threshold for FWD may be continuously changed between the deepest value and the shallowest value depending on either the corner entrance strength or the corner exit strength. good.

Note that the standard value may be a preset value or may be a value corresponding to the estimated road surface friction coefficient.

Therefore, in the case of a FWD vehicle, when traveling at a corner entrance, TCS control is easily started to ensure turning force. This allows the vehicle to more reliably travel along the target trajectory when traveling at a corner entrance.

On the other hand, in a FWD vehicle, when exiting a corner, control intervention by TCS control is made difficult, allowing the vehicle to understeer, and driving in a direction directly opposite the direction of travel at the corner exit, which is the steering direction of the front wheels. This makes it easier to secure the propulsion to. This enables smooth acceleration after turning.

<For RWD vehicles>
If the own vehicle is a RWD vehicle, when the corner entrance strength is the maximum value among the respective strengths Kappa, the TCS control start threshold is set to a standard value or a value larger than the standard value, depending on the magnitude of the corner entrance strength. The stronger the corner entrance strength is, the closer the corner entrance strength is to the deepest value, which is the value that is most difficult to start. Specifically, the standard value is multiplied by a coefficient larger than "1" depending on the corner entrance strength. Note that the corner entrance strength used here is a value greater than or equal to the corner entrance strength at the intersection of the FWD TCS control start threshold and the RWD TCS start threshold in FIG.

On the other hand, when the corner exit strength is the maximum value among each strength Kappa, the TCS control start threshold is set between the standard value and the shallowest value, which is a value smaller than the standard value and easiest to start. The higher the corner exit strength, the closer the value is set to the shallowest value. Specifically, the standard value is multiplied by a coefficient smaller than "1" depending on the corner entrance strength. Note that the corner exit strength used here is a value greater than or equal to the corner exit strength at the intersection of the FWD TCS control start threshold and the RWD TCS start threshold in FIG. Furthermore, as shown in FIG. 8, the TCS control start threshold for RWD may be continuously changed between the deepest value and the shallowest value depending on either the corner entrance strength or the corner exit strength. good.

Therefore, in the case of a RWD vehicle, when driving at a corner entrance, it is difficult to start TCS control, allowing the OS tendency to occur, and making it easier for the vehicle to travel along the target trajectory from the corner entrance toward the middle of the corner. can do.

On the other hand, in a RWD vehicle, when exiting a corner, it is easier to start TCS control, suppressing the tendency of the own vehicle to become OS due to excessive driving force, and correcting the steering direction of the corner exit, which is the direction in which the front wheels are steered. It is possible to secure propulsion in the opposite direction. This enables smooth acceleration after turning.

(Operation example of Embodiment 1)
First, an example in which control intervention using VDC control is performed during automatic driving control will be described.
FIG. 9 is an example of execution of VDC control during driving of an automatic driving vehicle AD equipped with a driving support device that executes the driving support method of Embodiment 1 and a comparative example that does not implement the driving support method of the present disclosure. shows. Note that in the comparative example, standard values are always used as the OS suppression VDC control start threshold and the US suppression VDC control start threshold.

In the figure, the second row from the top shows the results of the determination of the driving condition by the driving condition determining section 700. This running state is based on the maximum value of the strengths Kappa calculated by the turning strength calculating section 740. Note that the determination results are in the order of steady circular driving (Circle), undefined turning driving (CornerUndefined), corner exit driving (CornerExit), corner entrance driving (CornerEntry), and steady circular driving (Circle).

The third row from the top shows the time period in which control intervention by VDC control was performed in the comparative example. In this comparative example, OS suppression VDC control (OS1) is executed during undefined corner travel (CornerUndefined). Thereafter, when traveling at a corner exit (CornerExit), US suppression VDC control (US1) is executed, and furthermore, when traveling at a corner entrance (CornerEntry), a second US suppression VDC control is executed. Then, during steady circular travel (Circle), the second OS suppression VDC control is executed.

On the other hand, the fourth row from the top shows the implementation time period of the control intervention of the VDC control according to the first embodiment. In this first embodiment, the US suppression VDC control (US1) is not executed when the vehicle exits a corner (Corner Exit). That is, in the first embodiment, in the case of an RWD vehicle, the US suppression VDC control start threshold is set to the control limit threshold at the corner exit. For this reason, it becomes difficult to start the US suppression VDC control, allowing the US state to some extent, allowing the own vehicle to face the direction of travel at the exit of the corner, and allowing smooth acceleration.

Furthermore, in the case of the first embodiment, during the subsequent corner entry run (CornerEntry), the US suppression VDC control (US2b) is started at a start timing (t1) earlier than the start timing (t01) of the comparative example. There is. That is, in the first embodiment, the US suppression VDC control start threshold is set to the control promotion value at the entrance of a corner, making it easier to start the US suppression VDC control. Therefore, it is possible to quickly prevent the vehicle from entering the US state in which it moves outside the turning circle of the target trajectory, and to reliably travel along the target trajectory.

Furthermore, although not shown in the drawings, in the first embodiment, the OS suppression VDC control is implemented to suppress the OS earlier than in the comparative example if the own vehicle becomes prone to OS during corner exit driving. Executes VDC control.

Therefore, at the corner exit, it is possible to reliably prevent the host vehicle from becoming more prone to OS and deviating from the target trajectory.

On the other hand, during corner entry, even if the host vehicle is prone to OS, it is made more difficult to execute the OS suppression VDC control than in the comparative example. Therefore, when traveling at a corner entrance, it is possible to ensure the turning force of the own vehicle and to reliably prevent the vehicle from deviating to the outside of the target trajectory.

Next, an example in which control intervention using TCS control is performed during automatic driving control will be described.
FIG. 10 shows an example of execution of TCS control during driving by an RWD automatic driving vehicle AD equipped with a driving support device that executes the driving support method of the first embodiment.

Similarly to FIG. 9, the third row from the top shows an operation example of the comparative example, and the fourth row from the top shows an operation example of the first embodiment. Furthermore, the comparative example is an example in which only the standard value is used as the TCS control start threshold.

In the case of the comparative example, the first TCS control (TCS1) is executed when the vehicle enters a corner (CornerEntry), and the second TCS control (TCS2) is executed during subsequent steady circle travel (Circle).

On the other hand, in the case of the first embodiment applied to an RWD vehicle, the control limit value is used as the TCS control start threshold during corner entry, so TCS control is not executed. In this case, it is possible to secure turning force when traveling at the entrance of a corner and enable traveling along the target trajectory, while suppressing a decrease in acceleration performance due to TCS control.

Although not shown, in the case of an RWD vehicle, the control acceleration value is used as the TCS control start threshold when running at corner exit (Corner Entry), so excessive driving force may cause the own vehicle to become OS prone when running at corner exit. You can prevent it from happening. Therefore, it is possible to prevent the host vehicle from becoming too prone to OS and deviating from the target trajectory.

FIG. 11 shows an example of execution of TCS control during driving by an FWD automatic driving vehicle AD equipped with a driving support device that executes the driving support method of the first embodiment.
In FIG. 11, similarly to FIGS. 9 and 10, the third row from the top shows an operation example of the comparative example, and the fourth row from the top shows an operation example of the first embodiment. Furthermore, the comparative example is an example in which only the standard value is used as the TCS control start threshold.

In the case of the comparative example, the first TCS control (TCS1) is executed when traveling at a corner entrance (CornerEntry), and the second TCS control (TCS1) is executed when traveling at a corner exit (CornerExit) after the steady circular traveling state (Circle). TCS2) is running.

On the other hand, in the case of the first embodiment applied to a FWD vehicle, the control promotion value is used as the TCS control start threshold during corner entry, so the TCS control (TCS1) is executed at an earlier timing than the comparative example. do. In this case, it is possible to reliably suppress the loss of turning force (front wheel lateral force) due to the generation of excessive driving force when the vehicle enters a corner.

On the other hand, during the subsequent corner exit run (Corner Exit), TCS control (TCS2) is not executed. That is, in the case of a FWD vehicle, since the control limit threshold is used as the TCS control start threshold at the corner exit, it is possible to secure the driving force of the front wheels and perform smooth acceleration along the target trajectory.

(Effects of Embodiment 1)
(1) The driving support method of the first embodiment includes a controller that determines whether to start VDC control by the VDC system based on a comparison between the deviation between the actual yaw rate and the target yaw rate and the VDC control start threshold. This is the driving support method used. Note that the VDC system includes a VDC/TCS controller 6, an on-vehicle sensor 1 for inputting information, and a speed control actuator 41. Further, the controller includes an on-vehicle control unit 3 and a VDC/TCS controller 6.

Then, the controller (vehicle control unit 3 and VDC/TCS controller 6) executes the following first and second steps.
In the first step, it is determined whether the host vehicle is running at a corner entrance or at a corner exit based on the surrounding situation detected by a sensor that detects the surrounding situation of the host vehicle.
In the second step, a VDC control start threshold is set based on the determination result of whether the vehicle is running at a corner entrance or a corner exit. Note that in the first embodiment, the surrounding situation refers to information for calculating a target trajectory, and includes map data that can specify the driving route of the vehicle, and information on vehicles and obstacles surrounding the own vehicle. In addition, detection of surrounding conditions is not limited to calculating a target route, as it is sufficient to be able to identify at least corner entrances and exits on the vehicle's travel route; Any device may be used as long as it can detect the presence or absence of a corner in the direction of travel of the host vehicle.

Therefore, it is possible to set appropriate VDC control start thresholds when the vehicle enters a corner and when the vehicle exits a corner, and performs VDC control as driving support that accurately corresponds to the driving situation.

(2) In the driving support method of the first embodiment, the controller (vehicle control unit 3 and VDC/TCS controller 6) calculates a target trajectory for driving the own vehicle based on the surrounding situation, and based on the target trajectory. and executes automatic driving control that controls the running of the own vehicle. The VDC control is executed by intervening in the automatic driving control of the own vehicle, and the VDC control start threshold is set when the traveling of the own vehicle is automatically controlled based on the target trajectory.

That is, during automatic driving control, the target trajectory, which is the trajectory that the own vehicle will travel from now on, can be calculated in advance. Therefore, it is possible to determine the vehicle characteristics in advance according to the driving conditions of the own vehicle based on the target trajectory that the own vehicle will travel from now on, and then execute appropriate driving support according to the driving conditions that the own vehicle will be traveling from now on. can.

Additionally, while implementing automatic driving control, it is desirable to accurately drive according to road conditions, such as by keeping lane. In this embodiment, during automatic driving control, a VDC control start threshold is determined so that the vehicle can travel accurately according to the driving conditions, and VDC control is performed as driving support control appropriately according to the driving conditions. Control can be maintained stably.

(3) In the driving support method of the first embodiment, the controller (vehicle control unit 3 and VDC/TCS controller 6) sets the OS suppression VDC control start threshold for suppressing the OS state to VDC when corner entrance driving. Set to a value (deep value) that makes it difficult to start control. That is, when the vehicle enters a corner, the OS suppression VDC control start threshold for suppressing the OS state is set to a control limit value that makes it more difficult to start VDC control than the standard value used during steady state. Note that steady state refers to times other than when the vehicle enters a corner and when the vehicle exits a corner, and specifically refers to times when the vehicle is traveling in a straight line, traveling in a steady circle, and making irregular turns.

Therefore, when the vehicle enters a corner, the OS state is allowed and the vehicle turns more easily without reducing the speed due to VDC control, compared to when the vehicle is traveling at a steady state. Therefore, when automatic operation control is being executed, it is possible to stably continue automatic operation control. Further, when the driver is driving manually, intervention by the OS suppression VDC control can be suppressed during corner entry travel, and the turning performance desired by the driver can be ensured.

(4) In the driving support method of the first embodiment, the controller (vehicle control unit 3 and VDC/TCS controller 6) sets the US suppression VDC control start threshold to the standard value used in steady state when driving at a corner entrance. Set the value to a value that makes it easier to start VDC control (shallower). That is, when the vehicle enters a corner, the US suppression VDC control start threshold for suppressing the US state is set to a control promotion value that makes it easier to start VDC control than the standard value used during steady state.

Therefore, when the vehicle enters a corner, it is easier to execute the US suppression VDC control that suppresses the vehicle from entering the US state, and it is easier to run the vehicle along the turning circle. This enables posture control according to road conditions. Furthermore, during automatic driving control, it is possible to more reliably prevent the own vehicle from deviating from the target trajectory to the outside of the turn at the entrance of a corner, and it is possible to stably continue automatic driving control.

(5) In the driving support method of Embodiment 1, the controller (vehicle control unit 3 and VDC/TCS controller 6) sets the OS suppression VDC control start threshold to the standard value used in steady state when driving at a corner exit. Set the value to a value that makes it easier to start VDC control (shallower). That is, when the vehicle exits a corner, the OS suppression VDC control start threshold for suppressing the OS state is set to a control promotion value that makes it easier to start VDC control than the standard value used during steady state.

Therefore, at the corner exit, the host vehicle is prevented from entering the OS state more reliably than during steady driving. This makes it possible to prevent the own vehicle from collapsing from a position facing directly toward the road ahead of the corner exit, and to make it easier to run along the turning circle.

(6) In the driving support method of Embodiment 1, the controller (vehicle control unit 3 and VDC/TCS controller 6) sets the US suppression VDC control start threshold to the standard value used in steady state when driving at a corner exit. The control limit value is set as a (deeper) value at which it is difficult to start VDC control. That is, when the vehicle exits a corner, the US suppression VDC control start threshold for suppressing the US state is set to a control limit value that makes it more difficult to start VDC control than the standard value used during steady state.

Therefore, at the corner exit, the own vehicle is allowed to enter the US state, allowing smooth acceleration.

(7) In the driving support method of Embodiment 1, the controller (vehicle control unit 3 and VDC/TCS controller 6) determines corner entry driving as follows. First, based on the curvature of the target trajectory, a corner entrance strength KappaCorEntry indicating the strength or weakness of the corner entrance is calculated. Then, corner entry running is determined based on the corner entry strength KappaCorEntry. Specifically, if the maximum value among the strengths Kappa calculated as the turning strengths is the corner entrance strength KappaCorEntry, it is determined that the corner entrance has occurred.
Therefore, the corner entrance can be determined with high accuracy.

(8) In the driving support method of the first embodiment, the controller (vehicle control unit 3 and VDC/TCS controller 6) determines corner exit driving as follows. First, based on the curvature of the target trajectory, a corner exit strength KappaCorExit indicating the strength or weakness of the corner exit is calculated. Then, corner exit running is determined based on the corner exit strength KappaCorExit. Specifically, if the corner exit strength KappaCorExit is the maximum value among the strengths Kappa calculated as the turning strengths, it is determined that the corner exit has occurred.
Therefore, corner exit can be determined with high accuracy.

(9) In the driving support method of the first embodiment, the turning strength calculation unit 740 calculates the corner entrance strength KappaCorEntry and the corner exit strength KappaCorExit as values such that when one becomes large, the other becomes relatively small.
Further, the control start threshold calculation unit 65 sets the OS suppression VDC control start threshold to a control start limit value (deepest value) at which it is most difficult to start VDC control, and a control start promotion value (shallowest value) at which it is easiest to start VDC control. ) depending on the corner entrance strength.

Therefore, by setting the OS suppression VDC control start threshold in accordance with the magnitude of the corner entrance strength, it is possible to smoothly start the OS suppression VDC control. That is, when the vehicle enters a corner, the vehicle gradually makes a stronger turn from its straight-line traveling state, and the vehicle attitude changes from moment to moment. Therefore, the OS suppression VDC control start threshold can be changed from moment to moment to an appropriate value in accordance with the ever-changing vehicle attitude. Thereby, it is possible to optimize the start timing of the OS suppression VDC control.

(10) In the driving support method of the first embodiment, the turning strength calculation unit 740 calculates the corner entrance strength KappaCorEntry and the corner exit strength KappaCorExit as values such that when one becomes large, the other becomes relatively small.
Further, the control start threshold calculation unit 65 sets the US suppression VDC control start threshold to a control start limit value (deepest value) at which it is most difficult to start VDC control, and a control start promotion value (shallowest value) at which it is easiest to start VDC control. ), depending on the magnitude of the corner exit strength.

Therefore, by setting the US suppression VDC control start threshold in accordance with the magnitude of the corner entrance strength, it is possible to smoothly start the US suppression VDC control. That is, when exiting a corner, the vehicle gradually changes from a cornering state to a straight-line state, and the vehicle attitude changes from moment to moment. Therefore, the US suppression VDC control start threshold can be changed from moment to moment to an appropriate value in accordance with the ever-changing vehicle attitude. Thereby, it is possible to optimize the start timing of the US suppression VDC control.

(11) The driving support device of the first embodiment includes a VDC/TCS controller 6 that determines whether or not to execute VDC control based on a comparison between the deviation between the actual yaw rate and the target yaw rate and the VDC control start threshold. This is a driving support device that has The self-driving vehicle AD further includes a sensor that detects the surrounding situation of the self-driving vehicle.

Further, the in-vehicle control unit 3 as a controller includes a target trajectory generation section 318 and a driving state determination section 700. The target trajectory generation unit 318 calculates a target trajectory for driving the host vehicle based on surrounding conditions. The driving state determining unit 700 determines whether the own vehicle is traveling on the calculated target trajectory as entering a corner or exiting a corner.
The VDC/TCS controller 6 as a controller includes a control start threshold calculation unit 65 that sets a VDC control start threshold based on the determination result of whether the vehicle is running at a corner entrance or at a corner exit.

Therefore, it is possible to set appropriate VDC control start thresholds when the vehicle enters a corner and when the vehicle exits a corner, and performs VDC control as driving support that accurately corresponds to the driving situation.

(Other embodiments)
Below, driving support devices of other embodiments will be described. Note that when describing other embodiments, common components in the embodiments are given common reference numerals and descriptions thereof will be omitted.

(Embodiment 2)
The second embodiment differs from the first embodiment in the method of setting each control start threshold.
That is, in the first embodiment, each control start threshold value was set continuously according to the magnitude of the corresponding intensity, but in the second embodiment, the predetermined control promotion is performed depending on the magnitude of the corresponding intensity. It is configured to selectively switch between a value , a predetermined control limit value , and a standard value.

FIG. 12 shows the flow of processing for setting the VDC control start threshold in the second embodiment.
In step S101, it is determined whether the corner entrance strength exceeds a preset threshold change setting value (CV1). If it does, the process proceeds to step S102; if it does not, the process proceeds to step S103. Note that the threshold change setting value (CV1) used in step S101 is set arbitrarily, for example, among the values of the corner entrance strength when the OS suppression VDC control start threshold is within the range of the control start limit value in FIG. A value (eg, KCEntry1 in FIG. 7) can be used.

In step S102, the US suppression VDC control start threshold is set to a control promotion value smaller (shallower) than the standard value, while the OS suppression VDC control start threshold is set to a preset control limit larger (deeper) than the standard value. Set to value.

In step S103, it is determined whether the corner exit strength exceeds a preset threshold change setting value (CV2). If it does, the process proceeds to step S104; if it does not, the process proceeds to step S105. Note that the threshold change setting value (CV2) used in step S103 is set arbitrarily, for example, among the values of the corner exit strength when the US suppression VDC control start threshold is within the range of the control start limit value in FIG. A value (eg, KCExit in FIG. 7) can be used.

In step S104, the US suppression VDC control start threshold is set to a preset control limit value that is larger (deeper) than the standard value, while the OS suppression VDC control start threshold is set to a smaller (shallower) control promotion threshold than the standard value. Set to value. In step S105, the US suppression VDC control start threshold and the OS suppression VDC control start threshold are set to standard values.

Next, FIG. 13 shows the flow of processing for setting the TCS control threshold in the case of a FWD vehicle.
In step S201, it is determined whether the corner entrance strength exceeds a preset threshold change setting value (CV1), and if it does, the process proceeds to step S202, and if it does not, the process proceeds to step S203. Note that the threshold change setting value (CV1) used in step S201 is, for example, a preset value among the corner entrance strength values when the FWD TCS control start threshold is within the control start promotion value range in FIG. It is.

In step S202, the TCS control start threshold is set to a control promotion value (THS) smaller (shallower) than the standard value. In step S203, it is determined whether the corner exit strength exceeds a preset threshold change setting value (CV2). If it does, the process proceeds to step S204; if it does not, the process proceeds to step S205. Note that the threshold change setting value (CV2) used in step S203 is, for example, a preset value among the corner entrance strength values when the FWD TCS control start threshold is within the control start limit value in FIG. It is.

In step S204, the TCS control start threshold is set to a preset control limit value (THL) that is larger (deeper) than the standard value. In step S205, the TCS control start threshold is set to a standard value.

Next, FIG. 14 shows the flow of processing for setting the TCS control threshold in the case of an RWD vehicle.
In step S301, it is determined whether the corner entrance strength exceeds a preset threshold change setting value (CV1), and if it does, the process proceeds to step S302, and if it does not, the process proceeds to step S303. Note that the threshold change setting value (CV2) used in step S301 is, for example, a preset value among the corner entrance strength values when the RWD TCS control start threshold is within the control start limit value range in FIG. It is.

In step S302, the TCS control start threshold is set to a control limit value (THL) that is larger (deeper) than the standard value. In step S303, it is determined whether the corner exit strength exceeds a preset threshold change setting value (CV2). If it does, the process proceeds to step S304; if it does not, the process proceeds to step S305. Note that the threshold change setting value (CV2) used in step S303 is, for example, a preset value among the corner exit strength values when the RWD TCS control start threshold is within the control start promotion value range in FIG. It is.

In step S304, the TCS control start threshold is set to a preset control promotion value (THS) smaller (shallower) than the standard value. In step S305, the TCS control start threshold is set to a standard value.

(2-1) In the driving support method of the second embodiment, the turning strength calculation unit 740 calculates the corner entrance strength KappaCorEntry and the corner exit strength KappaCorExit as values such that when one becomes large, the other becomes relatively small.
Furthermore, the control start threshold calculation unit 65 sets the OS suppression VDC control start threshold to a value that makes it more difficult to start VDC control than a standard value used during normal operation when the corner entrance strength is higher than a preset threshold change setting value. Control limit value. Further, when the corner exit strength is higher than a preset threshold value change setting value, the control promotion value is set to be a control promotion value that makes it easier to start VDC control than the standard value used during steady state.

Therefore, when driving at a corner entrance, compared to when driving at a steady state, the OS state is allowed, the own vehicle is allowed to turn inward, and the vehicle is allowed to run along the turning circle without reducing speed due to VDC control. make it easier Furthermore, when traveling at the exit of a corner, the host vehicle is prevented from entering the OS state more reliably than when traveling normally. As a result, the own vehicle is less likely to collapse from its position facing directly toward the road beyond the corner exit, and it becomes easier to drive the vehicle along the turning circle.

(2-2) In the driving support method of the second embodiment, the turning strength calculation unit 740 calculates the corner entrance strength KappaCorEntry and the corner exit strength KappaCorExit as values such that when one becomes large, the other becomes relatively small.
Furthermore, the control start threshold calculation unit 65 sets the US suppression VDC control start threshold to a value that makes it easier to start VDC control than a standard value used during normal operation when the corner entrance strength is higher than a preset threshold change setting value. Set as control promotion value. Further, when the corner exit strength is higher than a preset threshold change set value, the control limit value is set to a value that makes it more difficult to start VDC control than the standard value used during steady state.

Therefore, when the vehicle enters a corner, it is easier to execute the US suppression VDC control that suppresses the vehicle from entering the US state, and it is easier to run the vehicle along the turning circle.
Furthermore, at the corner exit, smooth acceleration is possible by allowing the own vehicle to enter the US state and performing VDC control to suppress the US state.
Note that even in the second embodiment, the above effect (5) is achieved.

(Embodiment 3)
Embodiment 3 is a modification of Embodiment 1, and as shown in FIG. 15, vehicle motion controller 32 includes VDC/TCS control section 300. That is, in the first embodiment, an example was shown in which the host vehicle is equipped with an existing VDC system, but in the third embodiment, the VDC control and TCS control are executed in the vehicle motion controller 32 without using the existing VDC system. do.

This VDC/TCS control unit 300 executes the same control as the VDC/TCS controller 6 shown in the first embodiment. In other words, the VDC/TCS control unit 300 sets the VDC control start threshold and the TCS control start threshold to values according to the driving state, based on the vehicle speed, road surface friction coefficient, etc. obtained from the on-vehicle sensor 1, and the turning strength. and can provide appropriate driving support.

Therefore, even in the third embodiment, the effects described in (1) to (11) above can be obtained.

Although the driving support method and driving support device of the present disclosure have been described above based on the embodiments, the specific configuration is not limited to the embodiments, and the gist of each claim is described below. Changes and additions to the design are permitted as long as they do not deviate from the specifications.

In the first embodiment, the yaw rate deviation (deviation between the target yaw rate and the actual yaw rate) is used as the value indicating the behavior of the host vehicle to be compared with the VDC control start threshold, but the US state and OS state of the host vehicle can also be determined. It is not limited to this as long as it is a possible value. For example, the amount of sideslip of the vehicle may be used. In this case, the US state is determined by comparing the target skid amount calculated from the steering operation amount and brake operation amount with the vehicle skid amount calculated from the detected yaw rate, lateral acceleration, longitudinal acceleration, wheel rotation speed, etc. of the own vehicle. , the OS status can be determined.
Further, in the embodiment, an example has been shown in which it is determined whether the vehicle is running at a corner entrance or a corner exit based on the turning strength determined from the curvature of the target trajectory, but the present invention is not limited to this. For example, it may be determined whether the vehicle is running at a corner entrance or at a corner exit based on map data and the location of the vehicle determined by the GPS function. Such a determination can be used when applied to a vehicle that does not perform automatic driving control and does not calculate a target trajectory. Further, in this case, it is preferable to determine the timing immediately before corner entry driving and corner exit driving, and to appropriately set the VDC control start threshold when corner entrance driving and corner exit driving.

In addition, in the embodiment, when determining the corner entrance strength and corner exit strength, the turning strength is calculated as a value where the sum of the respective strengths is "1", but the value is not limited to this, and in short, the curvature Based on this, it may be possible to determine whether it is a corner entrance or a corner exit. As described above, in the curvature distribution, a section where the curvature increases indicates a corner entrance, and a section where the curvature decreases indicates a corner exit. Therefore, the corner entrance strength and corner exit strength may be calculated from the increasing tendency and decreasing tendency of such distribution. Furthermore, in the first embodiment, an example is shown in which each control start threshold is set based on either the corner entrance strength or the corner exit strength. Intensities can be interchanged. For example, although the corner entrance strength is used when setting the OS suppression VDC control start threshold to the control start limit value, it is also possible to set it based on the corner exit strength. Similarly, in steps S101, S201, and S301 of the second embodiment, instead of determining whether the corner entrance strength is greater than the threshold change setting value, it is determined whether the corner exit strength is smaller than the threshold change setting value. It is also possible. The same can be said of steps S103, S203, and S303.

Further, in the second embodiment, only one type of threshold change setting value is shown for comparison with the corner entrance strength, but the present invention is not limited to this, and a plurality of levels of threshold change setting values may be used. Further, the same applies to the threshold change setting value to be compared with the corner exit strength. When a plurality of stages of threshold change setting values are used, the VDC control start threshold can also be set in stages according to the magnitude of the threshold change setting values. Further, in the second embodiment, the TCS control start threshold is set based on each of the corner entrance strength and the corner exit strength, but is not limited to this, and may be set based on either one. .

Further, in the embodiment, a VDC/TCS controller is shown as a configuration that executes VDC control, but a configuration that executes VDC control and a configuration that executes TCS control may be configured separately.

1 On-board sensor 2 Navigation device 3 On-board control unit (controller)
4 Actuator 6 VDC/TCS controller (VDC system)
11 External sensor 12 GPS receiver 13 Internal sensor 41 Speed control actuator 41a TCS actuator (VDC system)
41b VDC actuator (VDC system)
61 Target yaw rate calculation unit 62 Actual yaw rate calculation unit 63 Yaw rate deviation calculation unit 64 Drive wheel slip rate calculation unit 65 Control start threshold calculation unit 66 US suppression VDC control command unit 67 OS suppression VDC control command unit 68 TCS control command unit 318 Target trajectory Generation unit 700 Traveling state determination unit 740 Turning strength calculation unit AD Automatic driving vehicle KappaCorEntry Corner entrance strength KappaCorExit Corner exit strength

Claims (11)

A driving support method using a controller that determines whether or not to start VDC control, which is posture control of the own vehicle by a VDC system, based on a comparison between a value indicating the behavior of the own vehicle and a VDC control start threshold. hand,
The controller includes:
Calculating a target trajectory for driving the own vehicle based on the surrounding situation detected by a sensor that detects the surrounding situation of the own vehicle,
controlling the traveling of the host vehicle based on the target trajectory;
determining whether the own vehicle is traveling at a corner entrance or corner exit based on the surrounding situation;
setting the VDC control start threshold based on the determination result of whether the corner entry traveling or the corner exit traveling ;
The VDC control is executed by intervening in the control of the vehicle's travel, and the VDC control start threshold is set when the vehicle's travel is controlled based on the target trajectory. Driving support method. In the driving support method according to claim 1 ,
In setting the VDC control start threshold, the controller sets the oversteer suppression VDC control start threshold for determining the start of the VDC control for suppressing the oversteer state of the host vehicle to a steady state when the vehicle enters the corner. A driving support method that sets the VDC control to a value that makes it more difficult to start than a standard value used during steady driving . In the driving support method according to claim 1 or 2 ,
In setting the VDC control start threshold, the controller sets the understeer suppression VDC control start threshold for determining the start of the VDC control for suppressing the understeer state of the host vehicle to a steady state when the vehicle enters the corner. A driving support method that sets a value that makes it easier to start the VDC control than a standard value used during steady driving . In the driving support method according to any one of claims 1 to 3 ,
In setting the VDC control start threshold, the controller sets the oversteer suppression VDC control start threshold for determining the start of the VDC control for suppressing the oversteer state of the host vehicle to a steady state when the vehicle exits the corner. A driving support method that sets a value that makes it easier to start the VDC control than a standard value used during steady driving . In the driving support method according to any one of claims 1 to 4 ,
In setting the VDC control start threshold, the controller sets the understeer suppression VDC control start threshold for determining the start of the VDC control that suppresses the understeer state of the own vehicle when the vehicle exits the corner to a steady state . A driving support method that sets the VDC control to a value that makes it more difficult to start than a standard value used during steady driving . In the driving support method according to any one of claims 1 to 5 ,
The controller includes:
In determining the corner entrance running,
Calculating a corner entrance strength indicating strength or weakness of corner entrance-likeness based on a curvature of a target trajectory for driving the host vehicle calculated based on the surrounding situation;
A driving support method that determines corner entrance driving and corner exit driving based on the corner entrance strength. In the driving support method according to claim 6 ,
The controller includes:
In determining the corner exit running,
Calculating a corner exit strength indicating strength or weakness of corner exit-likeness based on a curvature of a target trajectory for driving the own vehicle calculated based on the surrounding situation,
A driving support method for determining corner exit driving based on the corner exit strength. In the driving support method according to claim 7 ,
The controller includes:
The corner entrance strength and the corner exit strength are calculated as values in which when one becomes large, the other becomes relatively small,
In setting an oversteer suppression VDC control start threshold for determining the start of the VDC control that suppresses the oversteer state of the host vehicle,
the deepest value of the control start limit value at which it is most difficult to start the VDC control among the oversteer suppression VDC control start thresholds, which is used when the corner entrance strength is relatively high or the corner exit strength is relatively low;
Between the shallowest value of the control start promotion value that is most likely to start the VDC control among the oversteer suppression VDC control start thresholds, which is used when the corner entrance strength is relatively low and the corner exit strength is high. in,
A driving support method that continuously changes the magnitude of at least one of the corner entrance strength and the corner exit strength. In the driving support method according to claim 7 or claim 8 ,
The controller includes:
The corner entrance strength and the corner exit strength are calculated as values in which when one becomes large, the other becomes relatively small,
In setting an understeer suppression VDC control start threshold for determining the start of the VDC control that suppresses the understeer state of the host vehicle,
the deepest value of the control start limit value at which it is most difficult to start the VDC control among the understeer suppression VDC control start thresholds, which is used when the corner entrance strength is relatively low or the corner exit strength is high;
between the shallowest value of the control start promotion value that is most likely to start the VDC control among the understeer suppression VDC control start thresholds used when the corner entrance strength is high and the corner exit strength is low;
A driving support method that continuously changes the magnitude of at least one of the corner entrance strength and the corner exit strength. In the driving support method according to any one of claims 7 to 9 ,
The controller includes:
When the corner entrance strength is higher than a preset threshold change set value or the corner exit strength is lower than a preset threshold change set value, determining that the corner entrance running is being carried out;
A driving support method that determines that the vehicle is running at the corner exit when the corner exit strength is higher than a preset threshold change set value or the corner entrance strength is lower than a preset threshold change set value. The driving support device has a controller that determines whether or not to execute VDC control, which is posture control of the host vehicle by a VDC system, based on a comparison between a value indicating the behavior of the host vehicle and a VDC control start threshold. hand,
The own vehicle is
an automatic driving controller that calculates a target trajectory for driving the vehicle based on surrounding conditions detected by a sensor that detects surrounding conditions of the vehicle; and an automatic driving controller that controls running of the vehicle based on the target trajectory. Equipped with a vehicle motion controller,
The vehicle motion controller includes:
a driving state determination unit that determines whether the own vehicle is traveling at a corner entrance or at a corner exit based on the surrounding situation;
a VDC control start threshold setting unit that sets the VDC control start threshold based on a determination result of whether the vehicle is traveling at the corner entrance or at the corner exit ;
The VDC control is executed by intervening in the control of the vehicle's travel, and the VDC control start threshold is set when the vehicle's travel is controlled based on the target trajectory. Driving support device.