Vehicle control device and vehicle control method

Abstract

The present invention is provided with: a performance information acquisition part (141) that acquires performance information; a required range determination part (142) that determines a required range in which it is estimated that a specified accuracy can be guaranteed; a necessary braking / driving force determination part (144) that determines necessary braking / driving force during travel under automatic travel control of a host vehicle; a controllability determination part (143) that determines a high-controllability device and a low-controllability device from among a driving device and a braking device; an allocation determination part (145) that determines, from among the braking / driving force determined by the necessary braking / driving force determination part (144), the braking / driving force to be allocated to the low-controllability device to be a constant value within the required range, and determines a portion borne outside of the constant value to be a value within the required range for the high-controllability device; and a braking / driving force control part (146) that, during the travel of the host vehicle, applies control so that driving force generated by the driving device and braking force generated by the braking device achieve the values determined by the allocation determination part (145).

Description

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

[0001] This application is based on Patent Application No. 2023-109558 filed in Japan on July 3, 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 Literature 1 discloses a technology that attempts to reduce the discomfort felt by vehicle occupants during vehicle driving control for automatic parking. The technology in Patent Literature 1 adjusts the timing of increasing the braking force according to the remaining distance X from the current position to the target position PT in order to offset fluctuations in driving force during vehicle driving control. Specifically, when the remaining distance X is equal to a threshold value Xth, the timing of increasing the braking force is set to a reference timing T0. When the remaining distance X is greater than the threshold value Xth, the timing of increasing the braking force is adjusted to be later than the reference timing T0. When the remaining distance X is smaller than the threshold value Xth, the timing of increasing the braking force is adjusted to be earlier than the reference timing T0.

[0004] Japanese Patent Application Laid-Open No. 2019-25994

[0005] Patent Document 1 attempts to offset fluctuations in driving force during driving by increasing braking force. However, it does not take into consideration the accuracy of controlling actuators, such as the drive system and the brake system, in response to demands. Therefore, the technology of Patent Document 1 may not be able to achieve the expected increase in braking force and may not be able to sufficiently offset fluctuations in driving force. In other words, it may not be possible to alleviate the discomfort felt by vehicle occupants. In particular, when driving during automatic parking, which often requires maneuvering through narrow spaces, unnecessary proximity to surrounding obstacles may occur, exacerbating the discomfort felt by occupants.

[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 in driving control, even when driving control is performed automatically while the vehicle is driving.

[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 performance of the vehicle, including driving accuracy, which is the accuracy that the driving device can achieve in response to a power request, braking accuracy, which is the accuracy that the braking device can achieve in response to a power request, a driving force range, which is a range of driving force that allows the driving device to reflect the power request with at least a specified accuracy, a braking force range, which is a range of braking force that allows the braking device to reflect the power request with at least a specified accuracy, and a required minimum value, which is the minimum value of driving force that can be requested of the driving device, depending on the vehicle speed, and a required range calculation unit that uses the performance information acquired by the performance information acquisition unit to determine a driving system required range, which is a range of required values ​​within which the driving device is estimated to be able to ensure the specified accuracy, and a braking system required range, which is a range of required values ​​within which the braking device is estimated to ensure the specified accuracy. The vehicle is equipped with a determination unit, a required braking / driving force determination unit that determines the braking / driving force, which is at least one of the driving force and braking force, required for driving planned by automatic driving control while the vehicle is driving under automatic driving control, a controllability determination unit that determines which of the driving device and the braking device, a high controllability device that performs more precise control and a low controllability device that performs less precise control, and an allocation determination unit that determines the braking / driving force to be allocated to the driving device and the braking device from the braking / driving force determined by the required braking / driving force determination unit, wherein the allocation determination unit determines the braking / driving force to be allocated to the driving device and the braking device, and the allocation determination unit determines the braking / driving force to be allocated to the low controllability device to a constant value within the range of required values ​​determined by the required range determination unit, while the portion of the braking / driving force determined by the required braking / driving force determination unit that is not the constant value, to be borne by the high controllability device, is determined to be a value that falls within the range of required values ​​determined by the required range determination unit, and the braking / driving force control unit controls the driving force generated by the driving device and the braking force generated by the braking device so that they become the values ​​determined by the allocation determination unit when the vehicle is driving.

[0009] In order to achieve the above object, a vehicle control method disclosed herein is a vehicle control method that can be used in a vehicle that performs automatic driving control, and includes: a braking / driving force control step 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 step of acquiring performance information about the performance of the vehicle, including a driving accuracy, which is the accuracy that the driving device can achieve with respect to a power request, a braking accuracy, which is the accuracy that the braking device can achieve with respect to a power request, a driving force range, which is a range of driving force that allows the driving device to reflect the power request with at least a specified accuracy, a braking force range, which is a range of braking force that allows the braking device to reflect the power request with at least a specified accuracy, and a required minimum value, which is the minimum value of driving force that can be requested of the driving device, depending on the vehicle speed; and a driving system required range, which is a range of required values ​​within which the driving device is estimated to be able to ensure the specified accuracy, and a braking system required range, which is a range of required values ​​within which the braking device is estimated to ensure the specified accuracy, using the performance information acquired in the performance information acquisition step. the braking / driving force to be allocated to the drive device and the brake device from the braking / driving force determined in the required braking / driving force determination step; a required range determination step for determining a braking / driving force, which is at least one of the driving force and braking force, required for driving planned by the automatic driving control while the vehicle is driving under the automatic driving control; a controllability determination step for determining which of the drive device and the brake device will perform control with higher precision and which will perform control with lower precision; and an allocation determination step for determining braking / driving forces to be allocated to the drive device and the brake device from the braking / driving forces determined in the required braking / driving force determination step; in the allocation determination step, the braking / driving force to be allocated to the low controllability device is determined to be a fixed value within the range of required values ​​determined in the required range determination step, while the amount of the braking / driving force determined in the required braking / driving force determination step minus the fixed value is determined to be a value that falls within the range of required values ​​determined in the required range determination step for the high controllability device; and in the braking / driving force control step, the driving force generated by the drive device and the braking force generated by the brake device are controlled to be the values ​​determined in the allocation determination step when the vehicle is driving.

[0010] According to the above configuration, the braking / driving forces generated by the drive system and the brake system during driving can be kept within the drive system requirement range and the brake system requirement range, respectively. This enables control of the braking / driving forces with higher accuracy in achieving the required braking / driving forces, thereby making it possible to suppress unnecessary acceleration / deceleration. Furthermore, the braking / driving forces generated by the low controllability device of the drive system and the brake system are constant, while the braking / driving forces generated by the high controllability device are variable. This enables priority control of the braking / driving forces by the high controllability device that provides more accurate control during driving. This enables more accurate control of the braking / driving forces, making it possible to suppress unnecessary acceleration / deceleration. As a result, even when automatic driving control is performed while the vehicle is driving, it is possible to further suppress occupants' discomfort with the driving 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 determination of a fixed value to be allocated to a low controllability device by an allocation determination unit. FIG. 5 is a diagram for explaining an example of an overall flow during automatic parking. FIG. 6 is a flowchart showing an example of a control flow during automatic parking by the driving assistance ECU. FIG. 7 is a flowchart showing an example of a flow of processing during driving by the braking / driving control unit. FIG. 8 is a diagram for explaining changes in braking / driving force during driving 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. The vehicle condition sensor 12 includes a vehicle speed sensor, a steering angle sensor, etc. 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 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. For example, the target vehicle speed after the host vehicle starts may be a constant speed. The determined target vehicle speed and target acceleration correspond to the behavior of the host vehicle required for traveling planned by the automatic traveling control. The braking / driving control unit 104 determines braking / driving forces that generate the determined target vehicle speed and target acceleration. The braking / driving forces are a collective expression of power such as braking force and driving force. The braking / driving forces indicate at least one of the power of braking force and driving force. The braking force and driving force may be expressed in units of, for example, N (Newton). Note that 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 braking system ECU 15 to generate the determined braking / driving forces. This controls the driving force generated from the traveling drive source and the braking force generated from the brake device. The braking / driving control unit 104 determines and controls the braking / driving force when the host vehicle starts from a stopped state. The braking / driving control unit 104 determines and controls the braking / driving force while the host vehicle is traveling after starting. The braking / driving control unit 104 determines and controls the braking / driving force when the host vehicle is stopped. The processing by the braking / driving control unit 104 while the host vehicle is traveling after starting will be described in detail below. The processing while the host vehicle is traveling after starting will be referred to as processing while traveling.

[0030] The steering control unit 105 determines a target steering angle for moving the vehicle along the route determined by the route determination unit 103. The target steering angle is uniquely determined from the curvature of the route at the target point. The relationship between the curvature of the route 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 and automatically changes the steering angle of the vehicle.

[0031] <General Configuration of Brake / Drive Control Unit 104> Next, the general configuration of the brake / drive control unit 104 related to processing during driving will be described using Figure 3. As shown in Figure 3, the brake / drive control unit 104 includes, as functional blocks, a performance information acquisition unit 141, a required range determination unit 142, a controllability determination unit 143, a required braking / driving force determination unit 144, an allocation determination unit 145, and a braking / driving force control unit 146 for processing during driving. This brake / drive control unit 104 corresponds to a vehicle control device. Furthermore, the execution of processing by a computer of each functional block of the brake / drive control unit 104 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 braking system and drive system are hereinafter collectively referred to as actuators. 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 driving accuracy, braking accuracy, driving force range, braking force range, and required minimum value. The processing by the performance information acquisition unit 141 corresponds to a performance information acquisition step. The performance information may include information other than that described above. The performance information may also include a driving force speed and a braking force speed.

[0033] Driving accuracy is the accuracy with which the drive unit achieves the power requirement. In other words, it is the range of error in the power that the drive unit actually generates in response to the power requirement. This power may be expressed as driving force. Braking accuracy is the accuracy with which the brake unit achieves the power requirement. In other words, it is the range of error in the power that the brake unit actually generates in response to the power requirement. This power may be expressed as braking force. The minimum required value is the minimum value of driving force that can be requested from the drive unit, depending on the speed of the vehicle. The minimum required value may be, for example, map information that associates speed with minimum values ​​of driving force. Driving force speed is the driving force that the drive unit can change per unit time. Braking force speed is the braking force that the brake unit can change per unit time. The units of driving force speed and braking force speed may be expressed, for example, in N / sec.

[0034] The driving force range is a range of driving forces within which the driving device can reflect the power request with a specified accuracy or better. In other words, it is a range of driving forces within which the driving device can accurately reflect the power request. The specified accuracy may be arbitrarily specified. This power may be the driving force. The driving force range is preferably a range of driving forces within which the power request can be reflected with a specified accuracy or better in both static and dynamic characteristics. The static characteristics are the range of output fluctuations when the request is a constant value. The dynamic characteristics are the range of output fluctuations when the request is a variable value. The static and dynamic characteristics are assumed to be specified in advance through experiments, simulations, etc. This makes it possible to use the range of driving forces within which the driving device can reflect the power request with a specified accuracy or better as the driving force range, regardless of whether the request is a constant value or a variable value. Therefore, more accurate control of the driving force is possible. The braking force range is a range of braking forces within which the braking device can reflect the power request with a specified accuracy or better. In other words, it is a range of braking forces within which the braking device can accurately reflect the power request. This power may be the braking force. The braking force range is preferably set to a range that can reflect the power demand with a specified accuracy or higher in both static and dynamic characteristics. This allows the braking device to use a braking force range that can reflect the power demand with a specified accuracy or higher, regardless of whether the demand is a constant value or a variable value. Therefore, more accurate braking force control is possible.

[0035] The required range determination unit 142 determines the drive system required range and the braking system required range. The drive system required range is the range of required values ​​within which it is estimated that the drive system can ensure the specified accuracy. The specified accuracy may be, for example, the specified accuracy described when the drive force range was explained. The braking system required range is the range of required values ​​within which it is estimated that the braking system can ensure the specified accuracy. The specified accuracy may be, for example, the specified accuracy described when the braking force range was explained. The drive system required range and the braking system required range are collectively referred to as the required range below. The required range determination unit 142 determines the required range using performance information acquired by the performance information acquisition unit 141. Details will be described below. The processing in the required range determination unit 142 corresponds to the required range determination process.

[0036] The required range determination unit 142 may determine the drive system required range using the drive accuracy, drive force range, and required minimum value acquired by the performance information acquisition unit 141. The required range determination unit 142 may determine, as the drive system required range, a range of drive force that falls within the drive force range and is equal to or greater than the required minimum value even if an error indicated by the drive accuracy occurs. The required range determination unit 142 may determine, as the brake system required range, a range of braking force that falls within the braking force range even if an error indicated by the braking accuracy occurs.

[0037] The controllability determination unit 143 determines whether the drive device or the braking device is a high controllability device or a low controllability device. The high controllability device is the drive device or the braking device that provides more accurate control. The low controllability device is the drive device or the braking device that provides less accurate control. The controllability determination unit 143 may determine whether the drive device or the braking device is a high controllability device or a low controllability device, for example, by comparing the performance information of the drive device and the braking device on the same dimension. Examples of comparisons include a comparison between drive force speed and braking force speed, and a comparison between drive accuracy and braking accuracy. The processing by the controllability determination unit 143 corresponds to the controllability determination step.

[0038] The controllability determination unit 143 may determine a high controllability device or a low controllability device using the drivetrain required range and braking system required range determined by the required range determination unit 142. The controllability determination unit 143 may determine the side with a wider required range determined by the required range determination unit 142 as the high controllability device. On the other hand, the controllability determination unit 143 may determine the side with a narrower required range determined by the required range determination unit 142 as the low controllability device. In this way, the actuator that can be controlled with higher precision even when the required value for the actuator is set to a variable value is determined to be the high controllability device. Therefore, even when the required value is set to a variable value, it is easy to control the braking / driving force with high precision.

[0039] The controllability determination unit 143 may determine whether the device has high controllability or low controllability by means other than those described above. For example, the controllability determination unit 143 may determine whether the device has high controllability or low controllability based on the results of learning the level of controllability of the drive device and the braking device in real time. This learning may be performed, for example, by the driving assistance ECU 10 using information obtained from the actuators while the vehicle is traveling.

[0040] The required braking / driving force determination unit 144 determines braking / driving forces, which are at least one of driving force and braking force, required for driving planned by the automatic driving control while the host vehicle is driving under the automatic driving control. It is preferable that the required braking / driving force determination unit 144 sequentially determines braking / driving forces that reduce the deviation of actual behavior from the behavior required for driving planned by the automatic driving control. That is, the required braking / driving force determination unit 144 may determine braking / driving forces that reduce the deviation of actual vehicle speed from target vehicle speed, for example, based on the deviation between a required value and an actual value. The required braking / driving force determination unit 144 may also determine braking / driving forces that reduce the deviation of actual acceleration from target acceleration. This allows feedback to be performed to sequentially align actual behavior with the target behavior, making it easier to achieve vehicle behavior that meets the requirements. The processing by the required braking / driving force determination unit 144 corresponds to a required braking / driving force determination process.

[0041] The allocation determination unit 145 determines the braking / driving forces to be allocated to the drive system and the braking system from the braking / driving forces determined by the required braking / driving force determination unit 144. This allocation is performed to enable more accurate control of the braking / driving forces. The allocation determination unit 145 determines the braking / driving forces to be allocated to the low controllability device to be a constant value within the required range determined by the required range determination unit 142. On the other hand, the allocation determination unit 145 determines the portion of the braking / driving forces determined by the required braking / driving force determination unit 144 other than the constant value to be borne by the high controllability device to be a value that falls within the range of required values ​​determined by the required range determination unit 142. The processing by the allocation determination unit 145 corresponds to an allocation determination step.

[0042] With the above configuration, it is possible to keep the braking / driving forces generated by the drive system and the brake system during driving within the drive system required range and the brake system required range, respectively. As an example, when a low driving force is required but the low driving force cannot be accurately achieved by the drive system alone, the following is possible. By adding the braking force of the brake system to the low driving force, the driving force generated by the drive system can be increased to a driving force that the drive system can control with precision. This makes it possible to control the braking / driving forces within a range that both the drive system and the brake system can control with precision. Therefore, it is possible to control the braking / driving forces with higher precision relative to the required force, and it is possible to suppress unnecessary acceleration / deceleration. Furthermore, the braking / driving forces generated by the low-controllability device of the drive system and the brake system are constant, while the braking / driving forces generated by the high-controllability device are variable. Therefore, it is possible to control the braking / driving forces by giving priority to the high-controllability device that provides more precise control during driving. Therefore, it is possible to control the braking / driving forces with higher precision, and it is possible to suppress unnecessary acceleration / deceleration. As a result, even when automatic driving control is performed while the vehicle is moving, it is possible to further reduce the sense of discomfort felt by the occupants with respect to the driving control.

[0043] The allocation determination unit 145 preferably determines the constant value to be assigned to the low controllability device as a value closest to 0 among values ​​that satisfy a specific condition. The specific condition is a condition that both the values ​​assigned to the low controllability device and the high controllability device fall within the range of required values ​​determined by the required range determination unit 142. This makes it possible to reduce the consumption efficiency of driving energy, such as fuel efficiency and electricity consumption. Therefore, even when automatic driving control is performed while the vehicle is traveling, it is possible to reduce the driving energy consumption efficiency and further reduce the discomfort felt by occupants due to driving control. The specific condition may also include the fact that any value within the expected change range can be handled by a value that combines the constant value to be assigned to the low controllability device and a value within the required range for the high control device. The expected change range is a change range of the required value estimated from the driving planned by the automatic driving control. The expected change range may be estimated by the braking / driving control unit 104 based on the driving planned by the automatic driving control. This estimation may be performed using the usage range of the target acceleration profile, the expected correction amount due to feedback, etc. The range in which the target acceleration profile is used is the expected range of the target acceleration. The expected correction amount due to feedback is the amount of change in braking / driving force expected due to the feedback described above. Note that the frequency with which the braking / driving force determination unit 144 sequentially determines the braking force may be set so that the expected change range falls within a range that satisfies the above-mentioned conditions.

[0044] Here, an example of determining a constant value to be assigned to a low controllability device by the assignment determination unit 145 will be described using Figure 4. The vertical axis of the graph in Figure 4 represents braking / driving force, and the horizontal axis represents time. PG in Figure 4 represents the high controllable device, and PB represents the low controllability device. ER in Figure 4 represents the above-mentioned expected change range. OLL in Figure 4 represents the output lower limit value of the high controllable device. RR in Figure 4 represents the required range. The required range is the range from 0 to the output lower limit value of the high controllable device and the expected change range. In other words, it is the range from 0 to the upper limit of the expected change range. RS in Figure 4 represents the required range of the low controllable device. CR in Figure 4 represents the settable range of the low controllable device. The settable range is the range of constant values ​​that can be assigned to a low controllability device. DLL in Figure 4 is the constant value to be assigned to a low controllability device. The assignment determination unit 145 derives the settable range CR of the low controllable device from the required range RR. Then, the lower limit value closest to 0 in the range where the settable range CR and the required range RS of the low controllability device overlap is determined as the constant value DLL to be assigned to the low controllability device.

[0045] The braking / driving force control unit 146 controls the driving force generated by the driving device of the host vehicle and the braking force generated by the braking device of the host vehicle. The braking / driving force control unit 146 controls the driving force generated by the driving device by issuing instructions to the driving system ECU 14. The braking / driving force control unit 146 controls the braking force generated by the braking device by issuing instructions to the braking system ECU 15. When the host vehicle is traveling, the braking / driving force control unit 146 controls the driving force generated by the driving device and the braking force generated by the braking device to be the values ​​determined by the allocation determination unit 145. In other words, the values ​​determined by the allocation determination unit 145 are used as required values ​​for the driving device and the braking device, and the braking / driving force is controlled. The processing by the braking / driving force control unit 146 corresponds to a braking / driving force control process.

[0046] <Flow of Automatic Parking> Here, an example of the overall flow of automatic parking will be described using Figure 5. HV in Figure 5 indicates the vehicle. PS in Figure 5 indicates the parking space. TPP in Figure 5 indicates the target parking position. A, B, C, and D in Figure 5 indicate the steps of automatic parking.

[0047] As shown in FIG. 5 , 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. In other words, 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. 5 ). 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. 5 ). 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. 5 ). Finally, the host vehicle HV is moved backward to align its position with the target parking position TPP (see D in FIG. 5 ).

[0048] Next, an example of the control flow during automatic parking by the driving assistance ECU 10 will be described using the flowchart in Figure 6. In the example of Figure 6, a case where the driver needs to apply the brakes to maintain the vehicle stopped before starting will be described. The flowchart in Figure 6 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.

[0049] 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.

[0050] 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. For example, the timing at which the brake operation is released can be set as the timing at which control for starting the host vehicle can be started.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] <Processing During Travel by Brake / Drive Control Unit 104> Next, an example of the flow of processing during travel by the brake / drive control unit 104 will be described using the flowchart in Fig. 7. Fig. 7 describes an example in which the host vehicle performs automatic parking. The flowchart in Fig. 7 may be configured to start when the host vehicle performing automatic parking starts. The brake / drive control unit 104 may determine that the host vehicle has started, for example, when a vehicle speed sensor detects a vehicle speed greater than 0.

[0055] First, in step S101, the required braking / driving force determination unit 144 determines the distance from the vehicle position to the target parking position (hereinafter referred to as the remaining distance). The required braking / driving force determination unit 144 determines the remaining distance on the route determined by the route determination unit 103.

[0056] In step S102, the required braking / driving force determiner 144 determines the behavior required for traveling the remaining distance. As an example, the required braking / driving force determiner 144 may determine the maximum vehicle speed, maximum acceleration, maximum jerk, minimum acceleration, and minimum jerk according to the remaining distance. Then, based on these values, the required behavior such as the vehicle speed, acceleration, jerk, etc. may be specified.

[0057] In step S103, required driving / braking force determination unit 144 determines the required driving / braking forces. Required driving / braking force determination unit 144 determines the driving / braking forces required for traveling the remaining travel distance from the behavior identified in S102. Note that the required driving / braking forces may be determined so as to reduce the deviation of the actual behavior from the previously requested behavior.

[0058] In step S104, the allocation determination unit 145 determines a constant value of braking / driving force to be allocated to the low controllability device. This constant value is determined as described above. In step S105, the allocation determination unit 145 determines a variable value of braking / driving force to be allocated to the high controllability device. In S105, it is sufficient to determine that the portion of the braking / driving force determined in S103 other than the constant value determined in S104 is the braking / driving force to be allocated to the high controllability device.

[0059] In step S106, the low controllability device is requested to output the braking / driving force determined in step S104, and the high controllability device is requested to output the braking / driving force determined in step S105. In step S107, if the vehicle has reached the target parking position (YES in step S107), the flow ends. On the other hand, if the vehicle has not reached the target parking position (NO in step S107), the flow returns to step S101 and the process is repeated.

[0060] <Changes in braking / driving forces during driving under control of braking / driving control unit 104> Next, using the graph in FIG. 8, changes in braking / driving forces during driving after starting under control of braking / driving control unit 104 will be described. In FIG. 8, an example will be described in which the drive device is a low controllability device and the braking device is a high controllability device. The horizontal axis of the graph in FIG. 8 represents time. VS in FIG. 8 represents the change in vehicle speed over time. Ac in FIG. 8 represents the change in acceleration of the vehicle over time. DP in FIG. 8 represents the change in driving force of the vehicle over time. BP in FIG. 8 represents the change in braking force of the vehicle over time. TP in FIG. 8 represents the change in the sum of the driving force and braking force of the vehicle over time (hereinafter referred to as the summed value). The solid line in FIG. 8 represents the actual value, and the dashed line represents the required value. DP in FIG. 8 represents the time until starting. TR in FIG. 8 represents the time during driving from starting to stopping. Here, changes in braking / driving forces during this time during driving will be described. It is assumed that the vehicle is traveling at a constant speed during driving. ST in FIG. 8 indicates the time after the vehicle stops.

[0061] As shown in Figure 8, while the vehicle is traveling, the driving force required of the drive unit, which is a low-controllability device, is maintained at a constant value. Therefore, the driving force output from the drive unit while traveling is also maintained at an approximately constant value. On the other hand, while traveling, the braking force required of the brake unit, which is a high-controllability device, changes in accordance with the required braking / driving force. Therefore, the driving force output from the brake unit while traveling also changes. Note that if the drive unit is a high-controllability device and the brake unit is a low-controllability device, the relationship is the opposite of that described above.

[0062] Furthermore, when the host vehicle is brought to an emergency stop, the braking / driving control unit 104 may request braking / driving forces for both the drive system and the braking system to stop the host vehicle, thereby bringing the host vehicle to a halt. Alternatively, the period from start to transition to constant speed traveling may be defined as a transition period, and control different from that during constant speed traveling may be performed during the transition period. The transition period may be set by the braking / driving control unit 104 based on a sensory index for acceleration, a driving force speed, and a braking force speed. The sensory index may be configured to be stored in advance in the non-volatile memory of the driving assistance ECU 10, for example. The required values ​​of the braking / driving forces of the low controllability device during the transition period may be determined so as to change linearly from the required values ​​up to start to the required values ​​for constant speed traveling. This makes it possible to further reduce the discomfort felt by the occupants due to sudden fluctuations in braking / driving forces.

[0063] 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.

[0064] (Embodiment 3) In the first embodiment, the control of braking / driving force during travel after the vehicle starts in automatic parking has been described, but this is not necessarily limited to this. For example, similar control may be performed for the control of braking / driving force during travel under automatic travel control after the vehicle starts, not limited to automatic parking. In this case, the remaining travel distance may be the distance from the vehicle's position on the route determined by the route determination unit 103 to the destination under automatic travel control. The route determination unit 103 may be configured to determine a route to the set destination. A stopover on the way to the final destination may be used as the destination.

[0065] (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.

[0066] (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 (146) 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; a performance information acquisition unit (141) that acquires performance information about the performance of the vehicle, including a driving accuracy that is the accuracy that the driving device can achieve in response to a power request, a braking accuracy that is the accuracy that the braking device can achieve in response 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 at least a specified accuracy, a braking force range that is a range of braking force that allows the braking device to reflect the power request with at least a specified accuracy, and a required minimum value that is the minimum value of driving force that can be requested of the driving device according to the speed of the vehicle; and a required range determination unit (142) that uses the performance information acquired by the performance information acquisition unit to determine a driving system required range that is a range of required values ​​within which the driving device is estimated to be able to ensure the specified accuracy, and a braking system required range that is a range of required values ​​within which the braking device is estimated to ensure the specified accuracy. The system comprises a required braking / driving force determination unit (144) that determines the braking / driving force, which is at least one of the driving force and braking force, required for driving planned by the automatic driving control while the vehicle is driving under the automatic driving control; a controllability determination unit (143) that determines, of the driving device and the braking device, a high controllability device that performs control with higher accuracy and a low controllability device that performs control with lower accuracy; and an allocation determination unit (145) that determines the braking / driving forces to be allocated to the driving device and the braking device from the braking / driving forces determined by the required braking / driving force determination unit, wherein the allocation determination unit determines the braking / driving force to be allocated to the low controllability device to be a constant value within the range of required values ​​determined by the required range determination unit, while determining the portion of the braking / driving force determined by the required braking / driving force determination unit that is to be borne outside the constant value to be a value that falls within the range of required values ​​determined by the required range determination unit for the high controllability device, The braking / driving force control unit controls the driving force generated by the drive device and the braking force generated by the braking device when the vehicle is traveling so that they become values ​​determined by the allocation determination unit.

[0067] (Technical Idea 2) A vehicle control device according to Technical Idea 1, wherein the required braking / driving force determination unit sequentially determines, as the braking / driving force, a braking / driving force that reduces the deviation of actual behavior from the behavior required for driving planned by automatic driving control.

[0068] (Technical Idea 3) A vehicle control device according to Technical Idea 1 or 2, wherein the allocation determination unit determines the constant value to be determined for the low controllability device to be the value closest to 0 among values ​​that satisfy the condition that both the values ​​to be assigned to the low controllability device and the high controllability device fall within the range of required values ​​determined by the required range determination unit.

[0069] (Technical Idea 4) A vehicle control device according to any one of Technical Ideas 1 to 3, wherein the performance information acquisition unit acquires, as the driving force range, a range of driving forces that can reflect the power requirements with a specified accuracy or better in both static and dynamic characteristics, and acquires, as the braking force range, a range of braking forces that can reflect the power requirements with a specified accuracy or better in both static and dynamic characteristics.

[0070] (Technical Idea 5) A vehicle control device according to any one of Technical Ideas 1 to 4, wherein the controllability determination unit uses the drive system required range and the braking system required range determined by the required range determination unit to determine the side with a wider range determined by the required range determination unit as the high controllability device, and determines the side with a narrower range determined by the required range determination unit as the low controllability device.

[0071] (Technical Idea 6) A vehicle control device according to any one of Technical Ideas 1 to 5, which can be used in a vehicle that performs automatic driving control for automatic parking, and the braking / driving force control unit controls the driving force generated by the driving device and the braking force generated by the braking device to be values ​​determined by the allocation determination unit while the vehicle is traveling after starting in automatic parking.

[0072] 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 (146) 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; a performance information acquisition unit (141) that acquires performance information about the performance of the vehicle, including a driving accuracy that is the realizable accuracy of the driving device in response to a power request, a braking accuracy that is the realizable accuracy of the braking device in response to a power request, a driving force range that is a range of driving forces with which the driving device can reflect the power request with at least a specified accuracy, a braking force range that is a range of braking forces with which the braking device can reflect the power request with at least a specified accuracy, and a required minimum value that is the minimum value of driving force that can be requested of the driving device according to the speed of the vehicle; and a required range determination unit (142) that uses the performance information acquired by the performance information acquisition unit to determine a driving system required range that is a range of required values ​​within which the driving device is estimated to be able to ensure the specified accuracy, and a braking system required range that is a range of required values ​​within which the braking device is estimated to ensure the specified accuracy; The system includes a required braking / driving force determination unit (144) that determines a braking / driving force, which is at least one of a driving force and a braking force, required for driving planned by automatic driving control while the vehicle is traveling under automatic driving control; a controllability determination unit (143) that determines, of the drive device and the brake device, a high controllability device that performs control with higher accuracy and a low controllability device that performs control with lower accuracy; and an allocation determination unit (145) that determines a braking / driving force to be allocated to the drive device and the brake device from the braking / driving forces determined by the required braking / driving force determination unit, wherein the allocation determination unit determines the braking / driving force to be allocated to the low controllability device to a constant value within the range of required values ​​determined by the required range determination unit, while determining the portion of the braking / driving force determined by the required braking / driving force determination unit that is to be borne outside the constant value to a value that falls within the range of required values ​​determined by the required range determination unit for the high controllability device, The braking / driving force control unit controls the driving force generated by the driving device and the braking force generated by the braking device during driving of the vehicle so that they become values ​​determined by the allocation determination unit.

2. A vehicle control device as described in claim 1, wherein the required driving / braking force determination unit sequentially determines, as the driving / braking force, a driving / braking force that reduces the deviation of actual behavior from the behavior required for driving planned by automatic driving control.

3. A control device for a vehicle as described in claim 1, wherein the allocation determination unit determines the constant value to be determined for the low controllability device to be a value closest to 0 among values ​​that satisfy the condition that both the values ​​to be assigned to the low controllability device and the high controllability device fall within the range of required values ​​determined by the required range determination unit.

4. A vehicle control device as described in claim 1, wherein the performance information acquisition unit acquires, as the driving force range, a range of driving forces that can reflect the power requirements with a specified accuracy or better in both static and dynamic characteristics, and acquires, as the braking force range, a range of braking forces that can reflect the power requirements with a specified accuracy or better in both static and dynamic characteristics.

5. A vehicle control device as described in claim 1, wherein the controllability determination unit uses the drive system required range and the braking system required range determined by the required range determination unit to determine the side with a wider range determined by the required range determination unit as the high controllability device, and the side with a narrower range determined by the required range determination unit as the low controllability device.

6. 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 controls the driving force generated by the driving device and the braking force generated by the braking device to be values ​​determined by the allocation determination unit while the vehicle is traveling after starting off in automatic parking.

7. A vehicle control method usable in a vehicle performing automatic driving control, comprising: a braking / driving force control step 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; a performance information acquisition step for acquiring performance information on the performance of the vehicle, including a driving accuracy which is the realizable accuracy of the driving device in response to a power request, a braking accuracy which is the realizable accuracy of the braking device in response to a power request, a driving force range which is a range of driving forces with which the driving device can reflect the power request with at least a specified accuracy, a braking force range which is a range of braking forces with which the braking device can reflect the power request with at least a specified accuracy, and a required minimum value which is the minimum value of driving force that can be requested of the driving device according to the speed of the vehicle; and a required range determination step for determining, using the performance information acquired in the performance information acquisition step, a driving system required range which is a range of required values ​​within which the driving device is estimated to be able to ensure the specified accuracy, and a braking system required range which is a range of required values ​​within which the braking device is estimated to ensure the specified accuracy. The method includes a required braking / driving force determination process for determining a braking / driving force, which is at least one of a driving force and a braking force, required for driving planned by the automatic driving control while the vehicle is driving under the automatic driving control; a controllability determination process for determining which of the driving device and the braking device, a high controllability device which performs control with higher accuracy, and a low controllability device which performs control with lower accuracy; and an allocation determination process for determining braking / driving forces to be allocated to the driving device and the braking device from the braking / driving forces determined in the required braking / driving force determination process, wherein in the allocation determination process, the braking / driving force to be allocated to the low controllability device is determined to be a constant value within the range of required values ​​determined in the required range determination process, while the amount of the braking / driving force determined in the required braking / driving force determination process minus the constant value is determined to be a value that falls within the range of required values ​​determined in the required range determination process for the high controllability device, In the driving / braking force control process, the driving force generated by the driving device and the braking force generated by the braking device when the vehicle is traveling are controlled to be the values ​​determined in the allocation determination process.