Vehicular control device and vehicular control method

Abstract

This vehicular control device comprises: a performance information acquisition part (141) that acquires performance information; a compensation section time determination part (143) that determines, as compensation section time, the longer one of drive response delay time and braking response delay time; a required braking / driving force determination part (144) that determines, as a required driving force and a required braking force, a driving force and a braking force which maintain a relationship, in which the braking force is at least equal to or greater than the driving force, and satisfy conditions that the driving force and the braking force respectively fall within a driving force range and a motive force range; a required following time identification part (145) that identifies required following time estimated to be taken from the start of response to the realization of the required driving force and the required braking force; and a braking / driving force control part (147) that maintains the required driving force and the required braking force determined by the required braking / driving force determination part (144) at the starting of the vehicle until the compensation section time and the required following time subsequent thereto elapse.

Description

Vehicle control device and vehicle control method CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is based on Patent Application No. 2023-096925 filed in Japan on June 13, 2023, and the contents of the original application are incorporated by reference in their entirety.

[0002] The present disclosure relates to a vehicle control device and a vehicle control method.

[0003] Patent Document 1 discloses a technology that attempts to alleviate the discomfort felt by occupants during automatic parking control. The technology in Patent Document 1 takes into consideration the brake response delay time and the engine response delay time, and attempts to offset changes in vehicle driving force that accompany changes in actual idling speed.

[0004] Japanese Patent Application Laid-Open No. 2021-142959

[0005] Patent Document 1 takes into account the response delay time of actuators such as braking devices and drive devices. However, it does not take into account the time it takes from the start of the actuator's response to the realization of a required value. Furthermore, it does not take into account the accuracy of achieving control for this required value. Therefore, the technology disclosed in Patent Document 1 may not be able to offset changes in vehicle driving force that accompany changes in the actual idling speed. Therefore, the technology disclosed in Patent Document 1 may not alleviate discomfort felt by vehicle occupants. In particular, when starting from a stopped state, which is difficult to control, the occupants may feel a sense of being thrown forward.

[0006] One object of this disclosure is to provide a vehicle control device and a vehicle control method that can further reduce the discomfort felt by occupants regarding driving control, even when driving control is performed automatically when the vehicle starts.

[0007] The symbols in parentheses in the claims indicate a correspondence with the specific means described in the embodiments described below as one aspect, and do not limit the technical scope of the present disclosure.

[0008] In order to achieve the above object, a vehicle control device of the present disclosure is a vehicle control device that can be used in a vehicle that performs automatic driving control, and includes a braking / driving force control unit that controls the driving force generated by the vehicle's driving device and the braking force generated by the vehicle's braking device, a performance information acquisition unit that acquires performance information about the vehicle's performance, including a driving response delay time that is the response delay time of the driving device to a power request, a braking response delay time that is the response delay time of the braking device to a power request, a driving accuracy that is the realized accuracy of the driving device to a power request, a braking accuracy that is the realized accuracy of the braking device to a power request, a driving force range that is a range of driving force that allows the driving device to reflect the power request with a specified accuracy or better, a braking force range that is a range of braking force that allows the braking device to reflect the power request with a specified accuracy or better, a driving force rate that is the driving force that can be changed per unit time by the driving device, and a braking force rate that is the braking force that can be changed per unit time by the braking device, and a performance information acquisition unit that acquires performance information about the vehicle's performance, including a driving response delay time that is the response delay time of the driving device to a power request, a braking response delay time that is the response delay time of the braking device to a power request, a driving accuracy that is the realized accuracy of the braking device to a power request, a driving force range that is a range of braking force that allows the braking device to reflect the power request with a specified accuracy or better, a driving force rate that is the driving force that can be changed per unit time by the driving device, and a braking force rate that is the braking force that can be changed per unit time by the braking device, and a compensation interval time determination unit that determines a compensation interval time, which is the time until the drive device and the brake device start to respond to a power request; a required braking / driving force determination unit that determines, using the drive accuracy, braking accuracy, drive force range, and braking force range acquired by the performance information acquisition unit, a required drive force and braking force that maintain a relationship in which the braking force is at least equal to or greater than the drive force in the drive accuracy and braking accuracy and that meets the condition that the drive force and braking force fall within the drive force range and braking force range, respectively; and a performance information acquisition unit. and a required tracking time determination unit that determines a required tracking time, which is the time estimated to take from the start of response until the required driving force and braking force are realized, using the driving force speed and braking force speed obtained by the required driving force speed determination unit and the required driving force and braking force determined by the required braking / driving force determination unit, and when the vehicle starts moving, the braking / driving force control unit maintains the driving force required of the drive device and the braking force required of the brake device at the required driving force and braking force determined by the required braking / driving force determination unit until the compensation interval time and the subsequent required tracking time have elapsed.

[0009] In order to achieve the above object, a vehicle control method of the present disclosure is a vehicle control method that can be used in a vehicle that performs automatic driving control, and includes: a braking / driving force control process executed by at least one processor, which controls a driving force generated by a driving device of the vehicle and a braking force generated by a braking device of the vehicle; a performance information acquisition process that acquires performance information about the performance of the vehicle, including a driving response delay time that is a response delay time of the driving device to a power request, a braking response delay time that is a response delay time of the braking device to a power request, a driving accuracy that is the realization accuracy of the driving device to a power request, a braking accuracy that is the realization accuracy of the braking device to a power request, a driving force range that is a range of driving force with which the driving device can reflect the power request with a specified accuracy or higher, a braking force range that is a range of braking force with which the braking device can reflect the power request with a specified accuracy or higher, a driving force rate that is a driving force that can be changed per unit time by the driving device, and a braking force rate that is a braking force that can be changed per unit time by the braking device; and a performance information acquisition process that acquires performance information about the performance of the vehicle, including a driving response delay time that is a response delay time of the braking device to a power request, a braking response delay time that is a response delay time of the braking device to a power request, a driving accuracy that is the realization accuracy of the braking device to a power request, a driving force range that is a range of braking force with which the braking device can reflect the power request with a specified accuracy or higher, a driving force rate that is a driving force that can be changed per unit time by the driving device, and a braking force rate that is a braking force that can be changed per unit time by the braking device; a compensation interval time determination step for determining the longer time as a compensation interval time, which is the time until the drive device and the brake device start to respond to the power request; a required braking / driving force determination step for determining, using the drive accuracy, braking accuracy, drive force range, and braking force range acquired in the performance information acquisition step, a required drive force and a required braking force that maintain a relationship in which the braking force is at least equal to or greater than the drive force in the drive accuracy and braking accuracy and that satisfy the condition that the drive force and the braking force fall within the drive force range and the braking force range, respectively; and a required tracking time determination process for determining a required tracking time, which is the time estimated to take from the start of response until the required driving force and braking force are realized, using the driving force speed and braking force speed obtained in the required tracking time determination process and the required driving force and braking force determined in the required braking / driving force determination process. In the braking / driving force control process, when the vehicle starts moving, the driving force required of the driving device and the braking force required of the braking device are maintained at the required driving force and braking force determined in the required braking / driving force determination process until the compensation interval time and the subsequent required tracking time have elapsed.

[0010] According to the above configuration, the required driving force and the required braking force are set to values ​​that maintain a relationship in which the braking force is at least equal to or greater than the driving force in terms of driving accuracy and braking accuracy. This makes it possible to continuously prevent the driving force from exceeding the braking force, regardless of the accuracy of the driving device and the braking device. Furthermore, the required driving force and the required braking force are set to values ​​that satisfy the conditions for the driving force and the braking force to fall within the driving force range and the braking force range, respectively. This allows the driving device and the braking device to reflect the request with a specified accuracy or higher and more reliably prevent the driving force from exceeding the braking force. Furthermore, when the vehicle starts, the required driving force and the braking force are maintained at the required driving force and the required braking force until the compensation section time and the subsequent required tracking time have elapsed. Therefore, the driving device and the braking device maintain the required driving force and the required braking force until the request can be realized, more reliably preventing unintended vehicle jumping out. As a result, even when automatic cruise control is performed when the vehicle starts, it is possible to further reduce the discomfort felt by the occupant with respect to cruise control.

[0011] FIG. 1 is a diagram showing an example of a schematic configuration of a vehicle system. FIG. 2 is a diagram showing an example of a schematic configuration of a driving assistance ECU. FIG. 3 is a diagram showing an example of a schematic configuration of a braking / driving control unit. FIG. 4 is a diagram for explaining an example of an overall flow during automatic parking. FIG. 5 is a flowchart showing an example of a control flow during automatic parking in the driving assistance ECU. FIG. 6 is a flowchart showing an example of a processing flow at start-up in the braking / driving control unit. FIG. 7 is a diagram for explaining changes in braking / driving force at start-up due to control by the braking / driving control unit.

[0012] A number of embodiments for the purpose of disclosure will be described with reference to the drawings. For the sake of convenience, parts having the same functions as parts shown in the drawings used in the previous explanations in the number of embodiments will be given the same reference numerals, and their description may be omitted. For parts given the same reference numerals, the explanations in other embodiments may be referred to.

[0013] (First Embodiment) <Overview of Vehicle System 1> A first embodiment of the present disclosure will now be described with reference to the drawings. The vehicle system 1 shown in FIG. 1 can be used in a vehicle that performs automatic cruise control. Automatic cruise control can also be referred to as automatic driving. As shown in FIG. 1, the vehicle system 1 includes a driving assistance ECU 10, a locator 11, a vehicle state sensor 12, a periphery monitoring sensor 13, a drivetrain ECU 14, a braking system ECU 15, a steering system ECU 16, a user input device 17, and an HCU (Human Machine Interface Control Unit) 18. For example, the driving assistance ECU 10, the locator 11, the vehicle state sensor 12, the periphery monitoring sensor 13, the drivetrain ECU 14, the braking system ECU 15, the steering system ECU 16, and the HCU 18 may be configured to be connected to an in-vehicle LAN (LAN) (see the LAN in FIG. 1 ). Although the vehicle using the vehicle system 1 is not necessarily limited to an automobile, the following description will be given taking the case of using the system in an automobile as an example.

[0014] There can be multiple levels of automated driving (hereinafter referred to as automation levels), as defined by, for example, the SAE. Automation levels are divided, for example, into LV0 to 5 as follows: LV0 is the level at which the driver performs all driving tasks without system intervention. The driving task may also be referred to as a dynamic driving task. Driving tasks include, for example, steering, acceleration / deceleration, and periphery monitoring. LV0 corresponds to so-called manual driving. LV1 is the level at which the system assists with either steering or acceleration / deceleration. LV1 corresponds to so-called driver assistance. LV2 is the level at which the system assists with both steering and acceleration / deceleration. LV2 corresponds to so-called partial driving automation. Note that LV1 and LV2 are also considered to be part of automated driving.

[0015] For example, automated driving at levels 1 to 2 is automated driving in which the driver has a supervisory obligation (hereinafter simply referred to as supervisory obligation) regarding safe driving. In other words, it corresponds to automated driving with a supervisory obligation. The supervisory obligation includes visually monitoring the surroundings. Autonomous driving at levels 1 to 2 can be rephrased as automated driving in which a second task is not permitted. A second task is an act other than driving that is permitted to the driver and is a specific act that is specified in advance. A second task can also be rephrased as a secondary activity, other activity, etc. A second task must not prevent the driver from responding to a request from the automated driving system to take over driving operations. As examples, activities such as watching content such as videos, operating a smartphone, reading, and eating are considered as second tasks.

[0016] Level 3 autonomous driving is a level where the system can perform all driving tasks under certain conditions, with the driver taking over driving operations in an emergency. Level 3 autonomous driving requires the driver to be able to respond quickly when the system requests a driver-takeover. This driver-takeover can also be described as the transfer of the responsibility for monitoring the surroundings from the vehicle's system to the driver. Level 3 corresponds to so-called conditional driving automation. Level 4 autonomous driving is a level where the system can perform all driving tasks except under certain circumstances such as inoperable roads or extreme environments. Level 4 corresponds to so-called high driving automation. Level 5 autonomous driving is a level where the system can perform all driving tasks in any environment. Level 5 corresponds to so-called full driving automation.

[0017] For example, autonomous driving at level 3 or higher is autonomous driving where the driver does not have a monitoring obligation. In other words, it corresponds to autonomous driving without a monitoring obligation. Autonomous driving at level 3 or higher can be rephrased as autonomous driving where a second task is permitted. In the autonomous driving control of this embodiment, the system performs at least acceleration and deceleration. The autonomous driving control of this embodiment may be autonomous driving with a monitoring obligation or autonomous driving without a monitoring obligation. The autonomous driving control of this embodiment is autonomous driving control for automatic parking. In the following, the autonomous driving control of this embodiment will be described assuming that the system performs all driving tasks during automatic parking.

[0018] The locator 11 includes a GNSS (Global Navigation Satellite System) receiver and an inertial sensor. The GNSS receiver receives positioning signals from multiple positioning satellites. The inertial sensor includes, for example, a gyro sensor and an acceleration sensor. The locator 11 sequentially determines the vehicle position of the vehicle (hereinafter referred to as the vehicle position) by combining the positioning signals received by the GNSS receiver with the measurement results of the inertial sensor. The vehicle position may also be determined by using a travel distance calculated from signals sequentially output from a vehicle speed sensor mounted on the vehicle. The vehicle position may be expressed, for example, as the center position of the rear axle of the vehicle, using coordinates on an XY coordinate system with the X and Y axes in a horizontal plane.

[0019] The vehicle condition sensor 12 is a group of sensors for detecting various conditions of the vehicle. Examples of the vehicle condition sensor 12 include a vehicle speed sensor, a steering angle sensor, and a brake sensor. The vehicle speed sensor detects the speed of the vehicle. The steering angle sensor detects the steering angle, such as the steering angle or turning angle, of the vehicle. The brake sensor detects whether the brake pedal is depressed. As the brake sensor, a brake depression force sensor that detects the depression force applied to the brake pedal may be used. As the brake sensor, a brake stroke sensor that detects the depression amount of the brake pedal may be used. As the brake sensor, a brake switch that outputs a signal corresponding to whether the brake pedal is depressed or not may be used. The vehicle condition sensor 12 outputs the detected sensing information to an in-vehicle LAN. Note that the sensing information detected by the vehicle condition sensor 12 may be configured to be output to the in-vehicle LAN via an ECU installed in the vehicle.

[0020] The perimeter monitoring sensor 13 monitors the environment surrounding the vehicle. For example, the perimeter monitoring sensor 13 detects obstacles around the vehicle, such as moving objects (e.g., pedestrians, other vehicles), and stationary objects (e.g., fallen objects on the road). The perimeter monitoring sensor 13 also detects road markings (e.g., lane markings) around the vehicle. The perimeter monitoring sensor 13 may be, for example, a perimeter monitoring camera that captures an image of a predetermined area around the vehicle, or a search wave sensor that transmits search waves to a predetermined area around the vehicle. Examples of search wave sensors include millimeter-wave radar, sonar, and LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging). The predetermined area may include at least a partial area around the vehicle, including the front, rear, left, and right sides. The perimeter monitoring camera sequentially captures images and outputs them as sensing information to the driving assistance ECU 10. The search wave sensor sequentially outputs scanning results based on received signals obtained when receiving waves reflected by obstacles to the driving assistance ECU 10 as sensing information.

[0021] The drive system ECU 14 and the braking system ECU 15 are electronic control devices that perform acceleration and deceleration control. The drive system ECU 14 controls the drive system of the vehicle. If the vehicle uses an internal combustion engine as a drive source for running, the drive system ECU 14 may be, for example, an engine ECU. If the vehicle uses a motor as a drive source for running, the drive system ECU 14 may be, for example, a power unit control ECU. The drive source for running corresponds to the drive system. The braking system ECU 15 controls the braking system of the vehicle. The braking system ECU 15 may be, for example, a brake ECU. The brake system corresponds to the braking system. The steering system ECU 16 is an electronic control device that performs steering control. The steering system ECU 16 controls the steering system of the vehicle. The steering system ECU 16 may be, for example, a steering ECU. A steering actuator corresponds to the steering system.

[0022] The user input device 17 accepts input from an occupant of the vehicle. The user input device 17 may be an operation device that accepts operation input from the occupant. The operation device may be a mechanical switch or a touch switch integrated with a display device. Note that the user input device 17 is not limited to an operation device that accepts operation input, as long as it is a device that accepts input from the occupant. For example, the user input device 17 may be a voice input device that accepts voice commands from the occupant. The user input device 17 also includes an auto-parking activation switch (hereinafter referred to as an AP switch). The AP switch is a switch that activates the automatic parking function of the driving assistance ECU 10.

[0023] The HCU 18 is mainly composed of a computer equipped with a processor, volatile memory, non-volatile memory, I / O, and a bus connecting these. The HCU 18 executes control programs stored in the non-volatile memory to perform various processes related to interactions between the occupant and the vehicle's systems. The HCU 17 acquires information input by the occupant via the user input device 17.

[0024] The driving assistance ECU 10 is mainly configured with a computer including, for example, a processor, a volatile memory, a non-volatile memory, an I / O, and a bus connecting these. The driving assistance ECU 10 executes a control program stored in the non-volatile memory to perform processing related to automatic parking. The configuration of the driving assistance ECU 10 will be described in detail below.

[0025] <General Configuration of Driving Assistance ECU 10> Next, the general configuration of the driving assistance ECU 10 will be described with reference to Fig. 2. As shown in Fig. 2, the driving assistance ECU 10 includes, as functional blocks, an environment recognition unit 101, a parking position determination unit 102, a route determination unit 103, a braking / driving control unit 104, and a steering control unit 105. Note that some or all of the functions executed by the driving assistance ECU 10 may be configured as hardware using one or more ICs or the like. Furthermore, some or all of the functional blocks included in the driving assistance ECU 10 may be realized by a combination of software execution by a processor and hardware components.

[0026] The environment recognition unit 101 recognizes the driving environment of the vehicle from sensing information acquired from the perimeter monitoring sensor 13. The environment recognition unit 101 recognizes the position, shape, and movement state of objects around the vehicle using the sensing information from the perimeter monitoring sensor 13, and generates a virtual space that reproduces the actual driving environment. The environment recognition unit 101 may also recognize the position of lane lines around the vehicle. The environment recognition unit 101 detects a parking space from the recognized driving environment. A parking space is an empty space in which the vehicle can be parked. The environment recognition unit 101 may determine whether a space is empty or not based on the size of the vehicle. As an example, the environment recognition unit 101 may detect an empty space sandwiched between or adjacent to an obstacle as a parking space. The environment recognition unit 101 may also detect an empty space sandwiched between parking lane lines as a parking space.

[0027] The parking position determination unit 102 determines a target parking position for parking the vehicle in a parking space detected by the environment recognition unit 101. The target parking position may be determined so that the vehicle fits into the parking space. The parking position determination unit 102 may determine the parking space in accordance with input received by the user input device 17. In other words, the parking space may be determined to be a parking space selected by the occupant from among candidate parking spaces.

[0028] The route determination unit 103 determines, as a route, a target trajectory along which the vehicle should travel to the target parking position determined by the parking position determination unit 102 while avoiding obstacles. The route determination unit 103 may successively re-determine the target trajectory in order to respond to changes in the situation.

[0029] The braking / driving control unit 104 determines a target vehicle speed and a target acceleration for moving the host vehicle along the route determined by the route determination unit 103. The braking / driving control unit 104 determines braking / driving forces that will produce the determined target vehicle speed and target acceleration. The braking / driving forces refer to braking force and driving force. The braking force and driving force may be expressed in units of N (Newton), for example. The braking force is a negative value, and the driving force is a positive value. The braking / driving control unit 104 instructs the drive system ECU 14 and the brake system ECU 15 to produce the determined braking / driving forces. This controls the driving force generated from the driving source and the braking force generated from the brake device. The braking / driving control unit 104 determines and controls the braking / driving forces when the host vehicle starts from a stopped state. The braking / driving control unit 104 determines and controls the braking / driving forces while the host vehicle is traveling after starting. The braking / driving control unit 104 determines and controls the braking / driving force when stopping the host vehicle. The processing performed by the braking / driving control unit 104 when starting the host vehicle from a stopped state will be described in detail below. The processing performed when starting the host vehicle from a stopped state will be referred to as starting processing below.

[0030] The steering control unit 105 determines a target steering angle for moving the host vehicle along the route determined by the route determination unit 103. For example, it may determine a target steering angle at a point on the route that is a response distance ahead of the host vehicle's position on the route. The response distance may be the distance that the host vehicle is estimated to travel during the steering control response delay time. The target steering angle is uniquely determined from the curvature of the route at the target point. The relationship between the route curvature and the target steering angle may be determined in advance through testing or the like. The steering control unit 105 instructs the steering system ECU 16 to achieve the determined target steering angle. This controls the steering actuator to automatically change the steering angle of the host vehicle.

[0031] <General Configuration of Braking / Drive Control Unit 104> Next, the general configuration of the braking / drive control unit 104 related to the starting process will be described using Figure 3. As shown in Figure 3, the braking / drive control unit 104 includes, as functional blocks, a performance information acquisition unit 141, a design time acquisition unit 142, a compensation interval time determination unit 143, a required braking / drive force determination unit 144, a required following time specification unit 145, a transition interval time specification unit 146, and a braking / drive force control unit 147 for the starting process. This braking / drive control unit 104 corresponds to a vehicle control device. Furthermore, the execution of the processing of each functional block of the braking / drive control unit 104 by a computer corresponds to the execution of a vehicle control method.

[0032] The performance information acquisition unit 141 acquires performance information about the performance of the host vehicle. The performance information may be information about the performance of actuators such as the braking system and drive system of the host vehicle. The performance information may be stored in advance in a non-volatile memory of the driving assistance ECU 10 and acquired by the performance information acquisition unit 141. The performance information may also be stored in a non-volatile memory other than the driving assistance ECU 10. The performance information includes a driving response delay time, a braking response delay time, a driving accuracy, a braking accuracy, a driving force range, a braking force range, a driving force speed, and a braking force speed. The processing by the performance information acquisition unit 141 corresponds to a performance information acquisition step.

[0033] The drive response delay time is the response delay time of the drive unit in response to a power request. This power may be taken as the drive force. The braking response delay time is the response delay time of the braking unit in response to a power request. This power may be taken as the braking force. The drive accuracy is the realized accuracy of the drive unit in response to a power request. In other words, it is the range of error in the power that the drive unit actually generates in response to a power request. This power may be taken as the drive force. The braking accuracy is the realized accuracy of the braking unit in response to a power request. In other words, it is the range of error in the power that the braking unit actually generates in response to a power request. This power may be taken as the braking force. The drive force range is the range of drive forces that the drive unit can reflect the power request with a specified accuracy or better. In other words, it is the range of drive forces that the drive unit can accurately reflect the power request. The specified accuracy may be specified arbitrarily. This power may be taken as the drive force. The braking force range is the range of braking forces that the braking unit can reflect the power request with a specified accuracy or better. In other words, it is the range of braking forces that the braking unit can accurately reflect the power request. This power may be a braking force. The driving force speed is the driving force that the driving device can change per unit time. The braking force speed is the braking force that the braking device can change per unit time. The units of the driving force speed and the braking force speed may be expressed in N / sec, for example.

[0034] The design time acquisition unit 142 acquires a design time that is set as a preferred time from when control of the host vehicle's start is initiated until the host vehicle starts traveling. The design time may be stored in advance in a non-volatile memory of the driving assistance ECU 10 and acquired by the design time acquisition unit 142. The design time may be set according to a setting input received by the user input device 17. The design time may be a fixed time in advance. The design time may be stored in a non-volatile memory other than the driving assistance ECU 10. The timing at which control of the host vehicle's start is started may be, for example, as follows. The timing at which control of the host vehicle's start is started is hereinafter referred to as the start control start timing. If the driver's brake operation is required to maintain the vehicle stopped before starting, the start control start timing may be the timing at which the AP switch is turned on and the brake operation is released. If the driver's brake operation is not required to maintain the vehicle stopped before starting, the start control start timing may be the timing at which the AP switch is turned on. The start control start timing may be a timing other than the above.

[0035] The compensation interval time determination unit 143 determines the compensation interval time. The compensation interval time is the time until the drive device and the brake device start to respond to a power request. In other words, it is the time it takes for both the drive device and the brake device to respond to a power request to the drive device and the brake device. The compensation interval time determination unit 143 determines the longer of the drive response delay time and the brake response delay time acquired by the performance information acquisition unit 141 as the compensation interval time. This processing by the compensation interval time determination unit 143 corresponds to the compensation interval time determination process.

[0036] The required braking / driving force determination unit 144 determines the required driving force and the required braking force using the driving accuracy, braking accuracy, driving force range, and braking force range acquired by the performance information acquisition unit 141. The required braking / driving force determination unit 144 determines the required driving force and the required braking force that satisfy the following two conditions. The first condition is a condition that maintains a relationship in which the braking force is at least equal to or greater than the driving force, given the driving accuracy and braking accuracy. In other words, a condition that maintains the relationship of braking force ≥ driving force even when the driving accuracy and braking accuracy indicate the worst possible error. Note that, in order to enable starting within the designed time, the first condition is preferably as follows: The first condition is preferably a condition that maintains a relationship in which the braking force is greater than the driving force, given the driving accuracy and braking accuracy. In other words, a condition that maintains the relationship of braking force > driving force even when the driving accuracy and braking accuracy indicate the worst possible error. In the following, the description will be continued assuming that the first condition is a condition that maintains the relationship in which the braking force is greater than the driving force, given the driving accuracy and braking accuracy. The second condition is that the driving force and braking force fall within a driving force range and a braking force range, respectively. More specifically, the driving force falls within a driving force range, and the braking force falls within a braking force range. In other words, this is a condition that both the driving device and the braking device use regions that can accurately reflect the power demand. This processing by required braking / driving force determiner 144 corresponds to the required braking / driving force determination step.

[0037] The required braking / driving force determiner 144 may determine the required driving force and the required braking force so as to satisfy the two conditions described above, even when a disturbance such as a road gradient is present. In this case, the required braking / driving force determiner 144 may determine a value that satisfies the first condition even when taking into account the driving force or braking force caused by the disturbance. The required braking / driving force determiner 144 may determine the driving force or braking force caused by the disturbance, for example, using a map or the like that predefines the correspondence between the road gradient and the braking / driving force. The road gradient may be determined from an inclination sensor of the vehicle. The road gradient may also be determined from high-precision map data. High-precision map data is map data with higher precision than the map data used for route guidance in the navigation function. The high-precision map data includes information usable for autonomous driving, such as three-dimensional road shape information, information on the number of lanes, and information indicating the permitted travel direction for each lane.

[0038] The requested follow-up time specifying unit 145 specifies the requested follow-up time. The requested follow-up time is the estimated time required from when the drive device and the brake device start to respond to a power request until the requested drive force and the requested braking force are realized. In other words, it is the estimated time required from when the drive device and the brake device start to respond to a power request until the actual drive force and the braking force reach the requested drive force and the requested braking force. The requested follow-up time specifying unit 145 specifies the requested follow-up time using the drive force speed and the braking force speed, and the requested drive force and the requested braking force. The requested follow-up time specifying unit 145 uses the drive force speed and the braking force speed acquired by the performance information acquisition unit 141. The requested follow-up time specifying unit 145 uses the requested drive force and the requested braking force determined by the requested braking / driving force determination unit 144. The requested follow-up time may be specified, for example, as follows. The requested follow-up time specifying unit 145 calculates a time obtained by dividing the requested driving force by the driving force speed (hereinafter referred to as the driving follow-up time). The requested follow-up time specifying unit 145 calculates a time obtained by dividing the requested braking force by the braking force speed (hereinafter referred to as the braking follow-up time). The requested follow-up time specifying unit 145 then specifies the longer of the driving follow-up time and the braking follow-up time as the requested follow-up time. This processing by the requested follow-up time specifying unit 145 corresponds to a requested follow-up time specifying step.

[0039] The transition interval time specifying unit 146 specifies the control transition interval time. The transition interval time specifying unit 146 specifies the time obtained by subtracting the compensation interval time and the required tracking time from the design time as the control transition interval time. In other words, design time - (compensation interval time + required tracking time) = control transition interval time. The design time used is that acquired by the design time acquisition unit 142. The compensation interval time used is that specified by the compensation interval time determination unit 143. The required tracking time used is that specified by the required tracking time specifying unit 145. The control transition interval time can be rephrased as the time from when the required tracking time has elapsed until the design time is reached.

[0040] The braking / driving force control unit 147 controls the driving force generated by the driving device of the vehicle and the braking force generated by the braking device of the vehicle. The braking / driving force control unit 147 controls the driving force generated by the driving device by issuing instructions to the driving system ECU 14. The braking / driving force control unit 147 controls the braking force generated by the braking device by issuing instructions to the braking system ECU 15.

[0041] When the host vehicle starts moving, the braking / driving force control unit 147 controls the requested braking / driving force as follows until the compensation section time and the subsequent requested tracking time have elapsed. The braking / driving force control unit 147 maintains the requested braking / driving force at the requested driving force and requested braking force determined by the requested braking / driving force determination unit 144. The requested braking / driving force is the driving force requested of the drive device and the braking force requested of the brake device. This processing by the braking / driving force control unit 147 corresponds to the braking / driving force control step. Here, the start of the host vehicle refers to the time when the vehicle starts moving towards a parking space from a temporary stop in front of the parking space during automatic parking.

[0042] According to the above configuration, the required driving force and the required braking force are set to values ​​that maintain a relationship in which the braking force is at least equal to or greater than the driving force in terms of driving accuracy and braking accuracy. Therefore, it is possible to continuously prevent the driving force from exceeding the braking force regardless of the realization accuracy of the driving device and the braking device. Furthermore, the required driving force and the required braking force are set to values ​​that satisfy the conditions that the driving force and the braking force fall within the driving force range and the braking force range, respectively. Therefore, the driving device and the braking device can reflect the request with a specified accuracy or higher, and it is more reliably possible to continuously prevent the driving force from exceeding the braking force. Furthermore, when the vehicle starts, the required driving force and the braking force are maintained at the required driving force and the required braking force until the compensation section time and the subsequent required tracking time have elapsed. Therefore, the driving device and the braking device maintain the required driving force and the required braking force until the request can be realized, more reliably preventing unintended vehicle jumping out. As a result, even when automatic cruise control is performed when the vehicle starts, it is possible to further reduce the discomfort felt by the occupant with respect to cruise control. When a vehicle starts moving during the above-mentioned automatic parking, there is a high possibility that many obstacles, such as other vehicles, will be present near the vehicle. Therefore, there is a strong demand to prevent the vehicle from jumping out unintentionally and to reduce the discomfort felt by occupants in relation to the driving control. Therefore, the above-mentioned effects are particularly achieved when the vehicle starts moving during automatic parking.

[0043] The braking / driving force control unit 147 preferably controls the requested braking / driving force as follows from the start to the end of the control transition period. The braking / driving force control unit 147 preferably changes the requested driving force and braking force so that the sum of the driving force and braking force gradually transitions to zero. The period from the start to the end of the control transition period can be rephrased as the period from the end of the requested tracking time until the design time is reached. The requested braking force determined by the requested braking / driving force determination unit 144 exceeds the requested driving force. Therefore, until the requested tracking time during which the requested braking force and the requested driving force are maintained elapses, the sum of the driving force and braking force remains a negative value. In contrast, the above configuration makes it possible to actually start the vehicle when the design time is reached. Furthermore, because the requested driving force and braking force are changed so that the sum of the driving force and braking force gradually transitions to zero, it is possible to prevent the vehicle from suddenly jumping out. As a result, even when automatic driving control is performed when the vehicle starts, it is possible to further reduce the discomfort felt by the occupant with respect to the driving control.

[0044] When gradually transitioning the sum of the driving force and braking force to zero, the braking / driving force control unit 147 preferably uses the driving accuracy and braking accuracy to perform control as follows. The braking / driving force control unit 147 preferably changes the value of the driving force or braking force that has the higher realization accuracy, while maintaining the value of the driving force or braking force that has the lower realization accuracy. For example, when the driving accuracy is higher than the braking accuracy, the driving force is changed while the braking force is maintained. On the other hand, when the braking accuracy is higher than the driving accuracy, the braking force is changed while the driving force is maintained. This makes it possible to more reliably prevent the vehicle from jumping out unintentionally due to the power that has the lower realization accuracy.

[0045] <Flow of Automatic Parking> Here, an example of the overall flow of automatic parking will be described using Figure 4. HV in Figure 4 indicates the vehicle. PS in Figure 4 indicates the parking space. TPP in Figure 4 indicates the target parking position. A, B, C, and D in Figure 4 indicate the steps of automatic parking.

[0046] As shown in FIG. 4 , automatic parking starts, for example, from a stopped state near a parking space. The stopping may be performed, for example, by a driver of the host vehicle manually driving the vehicle. That is, the stopping may be performed by the driver operating the brakes. The stopping may also be performed by a system that automatically drives the vehicle. When automatic parking starts, the host vehicle HV is moved forward to adjust the vehicle attitude (see A in FIG. 4 ). In adjusting the vehicle attitude, the host vehicle HV is moved forward while turning so that the vehicle attitude allows it to enter the parking space PS in reverse. Next, the host vehicle HV is moved backward into the parking space PS (see B in FIG. 4 ). After that, the host vehicle HV is moved forward to turn around and align its position with the target parking position TPP (see C in FIG. 4 ). Finally, the host vehicle HV is moved backward to align its position with the target parking position TPP (see D in FIG. 4 ).

[0047] Next, an example of the control flow during automatic parking by the driving assistance ECU 10 will be described using the flowchart in Figure 5. In the example of Figure 5, a case where the occupant needs to apply the brakes to maintain the vehicle stopped before starting will be described. The flowchart in Figure 5 may be configured to start when, for example, the AP switch is turned on while the vehicle is stopped near a parking space. For convenience, a description of steering control will be omitted here, and only braking / driving force control will be described.

[0048] First, in step S1, the parking position determination unit 102 accepts the selection of a parking space where the vehicle will be parked. The parking position determination unit 102 may determine the parking space in response to input received from the occupant via the user input device 17. As an example, the occupant may select a parking space from candidate parking spaces displayed on the display of the vehicle. In step S2, the parking position determination unit 102 determines the target parking position to be the parking space selected in S1.

[0049] In step S3, if the brake operation by the occupant is released (YES in S3), the process proceeds to step S5. On the other hand, if the brake operation by the occupant is not released (NO in S3), the process proceeds to step S4. Whether the brake operation has been released can be determined by the driving assistance ECU 10 from sensing information of the brake sensor. In the example of this embodiment, the timing when the brake operation is released is set as the timing to start control of the host vehicle.

[0050] In step S4, braking / driving control unit 104 performs braking / driving force control for vehicle stop maintenance. Then, the process returns to step S3 and repeats. In the braking / driving force control for vehicle stop maintenance, braking / driving control unit 104 generates braking / driving force that is insufficient to maintain the vehicle stop by braking operation alone. In other words, braking / driving force is generated by an amount that is insufficient to maintain the vehicle stop by the braking force required by braking operation.

[0051] In step S5, the route determination unit 103 determines a route for automatic parking to the target parking position determined in S2. The route determination unit 103 may successively re-determine the target trajectory to respond to changes in the situation. In step S6, the braking / driving control unit 104 determines a target vehicle speed and a target acceleration for moving the host vehicle along the route determined in S5. In step S7, the braking / driving control unit 104 determines a required braking / driving force that will produce the target vehicle speed and target acceleration determined in S6.

[0052] In step S8, the braking / driving control unit 104 performs control to generate the required braking / driving force determined in step S7. In step S9, if the vehicle has reached the target parking position (YES in S9), the flow ends. On the other hand, if the vehicle has not reached the target parking position (NO in S9), the flow returns to step S5 and the process is repeated.

[0053] <Start-up processing in braking / driving control unit 104> Next, an example of the flow of the start-up processing in braking / driving control unit 104 will be described using the flowchart in Fig. 6. The flowchart in Fig. 6 may be configured to start when the brake operation by the occupant is released. In Fig. 6, the driving response delay time is indicated by DDT and the braking response delay time is indicated by DBT. In Fig. 6, the driving follow-up time is indicated by DTT and the driving follow-up time is indicated by BTT.

[0054] First, in step S101, if the drive response delay time is equal to or greater than the braking response delay time (YES in S101), the process proceeds to step S102. On the other hand, if the drive response delay time is shorter than the braking response delay time (NO in S101), the process proceeds to step S103. The drive response delay time and the braking response delay time are acquired by the performance information acquisition unit 141. The comparison of the drive response delay time and the braking response delay time may be performed by the compensation interval time determination unit 143.

[0055] In step S102, the compensation interval time determination unit 143 determines the driving response delay time as the compensation interval time, and then proceeds to step S 104. In step S103, the compensation interval time determination unit 143 determines the braking response delay time as the compensation interval time, and then proceeds to step S 104. In step S104, the required braking / driving force determination unit 144 determines the required driving force and required braking force that satisfy the two conditions described above.

[0056] In step S105, the required follow-up time specification unit 145 calculates the driving follow-up time and the braking follow-up time. If the driving follow-up time is equal to or greater than the braking follow-up time (YES in S105), the process proceeds to step S106. On the other hand, if the driving follow-up time is shorter than the braking follow-up time (NO in S105), the process proceeds to step S107. The comparison between the driving follow-up time and the braking follow-up time may be performed by the required follow-up time specification unit 145.

[0057] In step S106, the required tracking time identification unit 145 identifies the driving tracking time as the required tracking time, and the process proceeds to step S108. In step S107, the required tracking time identification unit 145 identifies the braking tracking time as the required tracking time, and the process proceeds to step S108. In step S108, the braking / driving force control unit 147 controls the braking / driving force as time passes. The braking / driving force control unit 147 maintains the required driving force and required braking force determined in S104 until the compensation interval time and the subsequent required tracking time have elapsed. The braking / driving force control unit 147 changes the braking / driving force so that the sum of the driving force and the braking force gradually approaches zero from the time after the required tracking time has elapsed until the design time is reached. Then, when the sum of the driving force and the braking force reaches zero, the host vehicle starts moving.

[0058] <Changes in braking / driving force during start-up under control of braking / driving control unit 104> Next, using the graph in FIG. 7, changes in braking / driving force during start-up under control of braking / driving control unit 104 will be described. In FIG. 7, a case where driving accuracy is lower than braking accuracy will be described as an example. The horizontal axis of the graph in FIG. 7 represents time. VS in FIG. 7 represents the change in vehicle speed over time. DP in FIG. 7 represents the change in driving force of the host vehicle over time. BP in FIG. 7 represents the change in braking force of the host vehicle over time. TP in FIG. 7 represents the change in the sum of the driving force and braking force of the host vehicle (hereinafter referred to as the summed value) over time. The solid line in FIG. 7 represents the actual value, and the dashed line represents the required value. RDCS in FIG. 7 represents the compensation interval time. RFS in FIG. 7 represents the required tracking time. CTS in FIG. 7 represents the control transition interval time. DCS in FIG. 7 represents the cruise control interval time. The cruise control interval time is the time during which the host vehicle is traveling under cruise control after starting.

[0059] As shown in FIG. 7 , the vehicle speed is 0 from the start of the start control until the vehicle actually starts. The start timing of the start control is the same as the start timing of the compensation interval time. The start timing of the cruise control interval time. As shown in FIG. 7 , even when the start control is started, the braking force is controlled to exceed the driving force, and the vehicle is maintained stopped. As shown in FIG. 7 , the requested driving force and braking force are maintained at the requested driving force and braking force until the compensation interval time and the subsequent requested tracking time have elapsed. In other words, the vehicle is maintained stopped until both the driving force and the braking force can be accurately controlled. During the control transition interval time after the requested tracking time has elapsed, the requested driving force and braking force are changed so that the sum of the driving force and the braking force gradually transitions to 0. In other words, once both the driving force and the braking force can be accurately controlled, the driving force and braking force are gradually changed to the driving force and braking force at which the vehicle starts. At this time, as shown in FIG. 7 , the driving force with lower control accuracy is maintained, and the braking force with higher control accuracy is changed. This makes it possible to start the vehicle while more reliably preventing the vehicle from jumping out unintentionally.

[0060] Second Embodiment In the first embodiment, the driving environment of the vehicle is recognized by the driving assistance ECU 10, but this is not necessarily limited to this. For example, the driving environment of the vehicle may be recognized by an ECU other than the driving assistance ECU 10. In this case, the driving assistance ECU 10 may acquire information about the driving environment recognized by an ECU other than the driving assistance ECU 10.

[0061] In the first embodiment, the control of the braking / driving force when the vehicle starts to move during automatic parking has been described, but this is not necessarily limited to this. For example, the same control may be performed for the control of the braking / driving force when the vehicle starts to move during automatic driving control that is not limited to automatic parking.

[0062] (Disclosed Technical Ideas) This specification discloses multiple technical ideas described in the following multiple clauses. Some clauses may be described in a multiple dependent form, with the subsequent clause alternatively referring to the preceding clause. Furthermore, some clauses may be described in a multiple dependent form, referring to another multiple dependent clause. These multiple dependent clauses define multiple technical ideas.

[0063] (Technical Idea 1) A vehicle control device that can be used in a vehicle that performs automatic driving control, comprising: a braking / driving force control unit (147) that controls a driving force generated by a driving device of the vehicle and a braking force generated by a braking device of the vehicle; and a performance information acquisition unit (141) that acquires performance information about the performance of the vehicle, including a driving response delay time that is a response delay time of the driving device to a power request, a braking response delay time that is a response delay time of the braking device to a power request, a driving accuracy that is the realization accuracy of the driving device to a power request, a braking accuracy that is the realization accuracy of the braking device to a power request, a driving force range that is a range of driving forces that the driving device can reflect the power request with a specified accuracy or better, a braking force range that is a range of braking forces that the braking device can reflect the power request with a specified accuracy or better, a driving force rate that is a driving force that can be changed per unit time by the driving device, and a braking force rate that is a braking force that can be changed per unit time by the braking device; a compensation interval time determination unit (143) that determines the longer of the driving response delay time and the braking response delay time acquired by the performance information acquisition unit as a compensation interval time that is the time until the driving device and the braking device start to respond to a power request; and a required braking / driving force determination unit (144) that uses the driving accuracy, braking accuracy, driving force range, and braking force range acquired by the performance information acquisition unit to determine, as a required driving force and a required braking force, a driving force and a braking force that maintain a relationship in which the braking force is at least equal to or greater than the driving force at the driving accuracy and the braking accuracy, and that satisfy the condition that the driving force and the braking force fall within the driving force range and the braking force range, respectively. and a required tracking time determination unit (145) that determines a required tracking time, which is the time estimated to take from the start of the response until the required driving force and the required braking force are realized, using the driving force speed and braking force speed acquired by the performance information acquisition unit and the required driving force and the required braking force determined by the required braking / driving force determination unit, wherein, when the vehicle starts moving, the braking / driving force control unit maintains the driving force requested of the driving device and the braking force requested of the braking device at the required driving force and required braking force determined by the required braking / driving force determination unit until the compensation section time and the subsequent required tracking time have elapsed.

[0064] (Technical Idea 2) A vehicle control device according to Technical Idea 1, wherein the required braking / driving force determination unit uses the driving accuracy, the braking accuracy, the driving force range, and the braking force range acquired by the performance information acquisition unit to determine, as the required driving force and the required braking force, a driving force and a braking force that satisfy the conditions that a relationship in which the braking force is greater than the driving force at the driving accuracy and the braking accuracy is maintained and that the driving force and the braking force fall within the driving force range and the braking force range, respectively; the vehicle control device further comprises a design time acquisition unit (142) that acquires a design time that is set as a preferable time from when control of the vehicle's start to move is initiated until the vehicle starts moving; and the braking / driving force control unit changes the driving force requested of the drive device and the braking force requested of the brake device so that the sum of the driving force, which is a positive value, and the braking force, which is a negative value, gradually transitions to zero after the required follow-up time has elapsed until the design time is reached.

[0065] (Technical Idea 3) A vehicle control device according to Technical Idea 2, wherein the braking / driving force control unit changes the driving force requested of the driving device and the braking force requested of the braking device so that the sum of the driving force, which is a positive value, and the braking force, which is a negative value, gradually transitions to zero from after the required tracking time has elapsed until the design time is reached, by using the driving accuracy and braking accuracy acquired by the performance information acquisition unit to change the value of the driving force and braking force with higher realized accuracy while maintaining the value with lower realized accuracy.

[0066] (Technical Idea 4) A vehicle control device according to any one of Technical Ideas 1 to 3, which can be used in a vehicle that performs automatic driving control for automatic parking, and wherein the braking / driving force control unit maintains the driving force requested of the driving device and the braking force requested of the braking device at the requested driving force and braking force determined by the requested braking / driving force determination unit when the vehicle starts moving towards a parking space from a temporary stop in front of the parking space during automatic parking, until the compensation section time and the subsequent requested following time have elapsed.

[0067] The present disclosure is not limited to the above-described embodiments, and various modifications are possible within the scope of the claims. Embodiments obtained by appropriately combining the technical means disclosed in different embodiments are also within the technical scope of the present disclosure. Furthermore, the control unit and method described in the present disclosure may be implemented by a special-purpose computer comprising a processor programmed to execute one or more functions embodied in a computer program. Alternatively, the apparatus and method described in the present disclosure may be implemented by a special-purpose hardware logic circuit. Alternatively, the apparatus and method described in the present disclosure may be implemented by one or more special-purpose computers configured by combining a processor executing a computer program with one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory tangible recording medium.

Claims

1. A vehicle control device that can be used in a vehicle that performs automatic driving control, comprising: a braking / driving force control unit (147) that controls a driving force generated by a driving device of the vehicle and a braking force generated by a braking device of the vehicle; and a performance information acquisition unit (141) that acquires performance information about the performance of the vehicle, including a driving response delay time that is a response delay time of the driving device to a power request, a braking response delay time that is a response delay time of the braking device to a power request, a driving accuracy that is the realization accuracy of the driving device to a power request, a braking accuracy that is the realization accuracy of the braking device to a power request, a driving force range that is a range of driving forces that the driving device can reflect the power request with a specified accuracy or higher, a braking force range that is a range of braking forces that the braking device can reflect the power request with a specified accuracy or higher, a driving force speed that is a driving force that the driving device can change per unit time, and a braking force speed that is a braking force that the braking device can change per unit time; a compensation interval time determination unit (143) that determines the longer of the driving response delay time and the braking response delay time acquired by the performance information acquisition unit as a compensation interval time that is the time until the driving device and the braking device start to respond to a power request; and a required braking / driving force determination unit (144) that uses the driving accuracy, the braking accuracy, the driving force range, and the braking force range acquired by the performance information acquisition unit to determine, as a required driving force and a required braking force, a driving force and a braking force that maintain a relationship in which the braking force is at least equal to or greater than the driving force at the driving accuracy and the braking accuracy, and that satisfy a condition that the driving force and the braking force fall within the driving force range and the braking force range, respectively. a required tracking time determination unit (145) that determines a required tracking time, which is the time estimated to be required from the start of the response to realizing the required driving force and the required braking force, using the driving force speed and the braking force speed acquired by the performance information acquisition unit and the required driving force and the required braking force determined by the required braking / driving force determination unit, wherein, when the vehicle starts moving, the braking / driving force control unit maintains the driving force requested of the driving device and the braking force requested of the braking device at the required driving force and required braking force determined by the required braking / driving force determination unit until the compensation section time and the subsequent required tracking time have elapsed.

2. A control device for a vehicle as described in claim 1, wherein the required braking / driving force determination unit uses the driving accuracy, the braking accuracy, the driving force range, and the braking force range acquired by the performance information acquisition unit to determine, as the required driving force and the required braking force, a driving force and a braking force that maintain a relationship in which the braking force is greater than the driving force at the driving accuracy and the braking accuracy, and that satisfy the condition that the driving force and the braking force fall within the driving force range and the braking force range, respectively; and is further provided with a design time acquisition unit (142) that acquires a design time that is set as a preferable time from when control of the start of the vehicle's departure is started until the vehicle starts traveling; and the braking / driving force control unit changes the driving force requested of the driving device and the braking force requested of the braking device, from the time after the required tracking time has elapsed until the design time is reached, so that the sum of the driving force, which is a positive value, and the braking force, which is a negative value, gradually transitions to zero.

3. A vehicle control device as described in claim 2, wherein the braking / driving force control unit changes the driving force requested of the driving device and the braking force requested of the braking device so that the sum of the driving force, which is a positive value, and the braking force, which is a negative value, gradually transitions to zero from the time when the required tracking time has elapsed until the design time is reached, by using the driving accuracy and braking accuracy acquired by the performance information acquisition unit to change the value of the driving force and braking force with the higher realized accuracy while maintaining the value with the lower realized accuracy.

4. A vehicle control device as described in claim 1, which can be used in a vehicle that performs automatic driving control for automatic parking, and wherein the braking / driving force control unit maintains the driving force requested of the driving device and the braking force requested of the braking device at the requested driving force and requested braking force determined by the requested braking / driving force determination unit when the vehicle starts moving toward a parking spot from a temporary stop state in front of the parking spot in automatic parking, until the compensation section time and the subsequent requested tracking time have elapsed.

5. A vehicle control method usable in a vehicle that performs automatic driving control, comprising: a braking / driving force control process executed by at least one processor, for controlling a driving force generated by a driving device of the vehicle and a braking force generated by a braking device of the vehicle; and a performance information acquisition process for acquiring performance information about the performance of the vehicle, including a driving response delay time which is a response delay time of the driving device to a power request, a braking response delay time which is a response delay time of the braking device to a power request, a driving accuracy which is the realization accuracy of the driving device to a power request, a braking accuracy which is the realization accuracy of the braking device to a power request, a driving force range which is a range of driving forces with which the driving device can reflect a power request with a specified accuracy or higher, a braking force range which is a range of braking forces with which the braking device can reflect a power request with a specified accuracy or higher, a driving force rate which is a driving force that can be changed per unit time by the driving device, and a braking force rate which is a braking force that can be changed per unit time by the braking device; a compensation interval time determining step of determining the longer of the driving response delay time and the braking response delay time acquired in the performance information acquiring step as a compensation interval time which is the time until the driving device and the braking device start to respond to a power request; a required braking / driving force determining step of determining, using the driving accuracy, the braking accuracy, the driving force range, and the braking force range acquired in the performance information acquiring step, a driving force and a braking force which satisfy a condition that a relationship in which the braking force is at least equal to or greater than the driving force at the driving accuracy and the braking accuracy is maintained and that the driving force and the braking force fall within the driving force range and the braking force range, respectively, as a required driving force and a required braking force; and a required follow-up time specifying step of specifying a required follow-up time which is the time estimated to be required from the start of the response until the required driving force and the required braking force are realized, using the driving force speed and the braking force speed acquired in the performance information acquiring step and the required driving force and the required braking force determined in the required braking / driving force determining step. In the braking / driving force control process, when the vehicle starts moving, the driving force requested of the drive device and the braking force requested of the braking device are maintained at the required driving force and required braking force determined in the required braking / driving force determination process until the compensation interval time and the subsequent required tracking time have elapsed.