JP2024033872A - Driving support device - Google Patents

Abstract

To enable a vehicle to start moving quickly even when the vehicle stops due to influence of disturbance.SOLUTION: An executing device 62 of a driving support device 60 derives initial driving force that is driving force larger than driving force during stopping of a vehicle 10, on the basis of either or both of a gradient of a road surface and a weight of the vehicle 10, when the vehicle 10 stops. The executing device 62 executes starting-time control of prompting the vehicle 10 to start moving, by setting the initial driving force as driving force for the vehicle 10 when the vehicle 10 stops. When the vehicle 10 does not start moving even when a time during which the starting-time control is executed reaches a predetermined set time, the executing device 62 makes driving force for the vehicle 10 larger than the initial driving force.SELECTED DRAWING: Figure 1

Description

The present invention relates to a driving support device that supports vehicle operation by a vehicle driver.

Patent Document 1 discloses a parking support device that supports parking of a vehicle. The device includes a storage unit that stores the driving force of the vehicle at a predetermined position on the travel route of the vehicle to the target parking position when the vehicle is parked at the target parking position by the driver's driving operation. When the device automatically parks the vehicle at the target parking position with the driving force stored in the storage unit, the device controls the vehicle using the driving force stored in the storage unit.

Japanese Patent Application Publication No. 2015-77862

When the vehicle is driven by an assistance function that automatically adjusts the vehicle body speed, if the target value of the vehicle body speed is low, the driving force of the vehicle is not very large. Therefore, if the wheels come into contact with a step or if the slope of the road surface on which the vehicle is running becomes steep, the vehicle may come to a halt.

A driving support device to solve the above problem adjusts the driving force and braking force of the vehicle when the vehicle is running through feedback control based on the deviation between the vehicle body speed and the target vehicle body speed. a command unit that performs constant speed control to control the speed of the vehicle; and an initial driving force derivation unit that derives the initial driving force based on either or both of the weights of the vehicle. The command unit sets the initial driving force as the driving force of the vehicle to start a start-time control that prompts the vehicle to start, and even if the execution time of the start-time control reaches a predetermined set time. If the vehicle does not start, the driving force of the vehicle is made larger than the initial driving force.

The driving support device sets the initial driving force as the driving force of the vehicle through start control when the vehicle is stopped. Thereby, the actual driving force of the vehicle can be increased at an early stage. As a result, even if the vehicle has stopped due to the influence of the above-mentioned disturbance, the vehicle can be started quickly.

Further, the driving support device increases the driving force of the vehicle to be greater than the initial driving force when the vehicle does not start even after the execution time of the start control reaches the set time. Thereby, the vehicle can be started.

Then, when the vehicle starts, the driving support device controls the vehicle body speed by constant speed control.

FIG. 1 is a configuration diagram schematically showing a vehicle equipped with a driving support device according to an embodiment. FIG. 2 is a schematic diagram showing how the vehicle travels at low speed toward a parking position. FIG. 3 is a flowchart showing a processing routine executed by the driving support device. FIG. 4 is a timing chart showing changes in various parameters when the vehicle automatically travels at low speed toward the parking position.

An embodiment of the driving support device will be described below with reference to FIGS. 1 to 4.
FIG. 1 illustrates a portion of a vehicle 10 including a driving assistance device 60. As shown in FIG.
<Vehicle configuration>
The vehicle 10 includes front wheels 11 and rear wheels 12 as wheels. The vehicle 10 includes the same number of friction brakes 20 as wheels, a braking device 30, and a drive device 40. One friction brake 20 is provided for one wheel.

Each of the plurality of friction brakes 20 includes a rotating body 21, a friction portion 22, and a wheel cylinder 23. Since the rotating body 21 rotates together with the wheel, the friction brake 20 can apply braking force to the wheel by pressing the friction portion 22 against the rotating body 21. The higher the hydraulic pressure within the wheel cylinder 23, the greater the force that presses the friction portion 22 against the rotating body 21. That is, the higher the hydraulic pressure within the wheel cylinder 23, the greater the braking force applied to the wheel.

The brake device 30 includes a brake actuator 31 and a brake control section 32 that controls the brake actuator 31. The brake actuator 31 is configured to be able to individually adjust the hydraulic pressure within the plurality of wheel cylinders 23.

Brake control unit 32 controls the braking force of vehicle 10 by operating brake actuator 31 . The brake control unit 32 can communicate with the driving support device 60 via the in-vehicle network. For example, when the brake control unit 32 receives a braking force command value FbR, which is a command value of the braking force of the vehicle 10, from the driving support device 60, the brake control unit 32 operates the brake actuator 31 based on the braking force command value FbR.

The drive device 40 includes a power unit 41 and a drive control section 42 that controls the power unit 41. Power unit 41 has at least one of an engine and an electric motor as a power source for vehicle 10. In vehicle 10 , output torque of power unit 41 is transmitted to front wheels 11 . Note that the output torque of the power unit 41 may be transmitted to at least one of the front wheels 11 and the rear wheels 12.

The drive control unit 42 controls the driving force of the vehicle 10 by operating the power unit 41. The drive control unit 42 can communicate with the driving support device 60 via the in-vehicle network. For example, when the drive control unit 42 receives the driving force instruction value FdR, which is the instruction value of the driving force of the vehicle 10, from the driving support device 60, the drive control unit 42 operates the power unit 41 based on the driving force instruction value FdR.

<Vehicle detection system>
The detection system of the vehicle 10 includes a plurality of sensors. The plurality of sensors include the same number of wheel speed sensors 51 as wheels, longitudinal acceleration sensors 52, and brake switches 53. The plurality of wheel speed sensors 51 each detect the rotational speed of the corresponding wheel. The longitudinal acceleration sensor 52 detects the longitudinal acceleration of the vehicle 10. The brake switch 53 outputs a signal indicating whether or not the driver is operating the brake operating member 15. The brake operation member 15 is, for example, a brake pedal. The rotational speed of the wheel based on the detected value of the wheel speed sensor 51 is referred to as "wheel speed VW." The longitudinal acceleration based on the detected value of the longitudinal acceleration sensor 52 is referred to as "longitudinal acceleration GX." The driver's operation of the brake operation member 15 is also referred to as a "brake operation."

<Driving support device>
The driving support device 60 has a function of supporting the driver's vehicle operation. "Vehicle operation" here includes accelerator operation, braking operation, and steering operation. For example, the driving support device 60 has a support function that allows the vehicle 10 to automatically travel at low speed. Such support functions are used when parking the vehicle 10 at a parking position. The "low-speed running of the vehicle 10" herein refers to running the vehicle 10 at a speed of less than 10 km/h, for example. Furthermore, "automatic driving" refers to traveling of the vehicle 10 in a state where the vehicle speed of the vehicle 10 is adjusted on the vehicle 10 side.

The driving support device 60 includes a processing circuit 61. The processing circuit 61 includes an execution device 62 and a storage device 63. For example, execution device 62 is a CPU. The storage device 63 stores various control programs executed by the execution device 62. The execution device 62 transmits the driving force instruction value FdR to the drive control section 42 and the braking force instruction value FbR to the braking control section 32 when realizing the above support function.

The execution device 62 functions as an initial driving force derivation section M11 and a command section M12 by executing a control program. The initial driving force derivation unit M11 and the command unit M12 are functional units for realizing the above-mentioned support function.

<Initial driving force derivation section>
When the vehicle 10 is stopped, the initial driving force deriving unit M11 calculates an initial driving force FdF, which is a driving force larger than the driving force Fd during the stopped state of the vehicle 10, based on the gradient of the road surface on which the vehicle 10 is located and the vehicle Derived based on the weight of 10. For example, the driving force of the vehicle 10 is torque generated by the power unit 41.

The initial driving force deriving unit M11 derives a driving force that increases as the weight of the vehicle 10 increases as the initial driving force FdF. Furthermore, when the road surface is an uphill road, the initial driving force derivation unit M11 derives a larger driving force as the initial driving force FdF than when the road surface is not an uphill road. Further, when the road surface is an uphill road, the initial driving force deriving unit M11 preferably derives a driving force that is larger as the slope of the road surface becomes steeper as the initial driving force FdF.

Note that the initial driving force derivation unit M11 can derive the gradient θ of the road surface based on the longitudinal acceleration GX when the vehicle 10 is stopped. Further, for example, the initial driving force derivation unit M11 can derive the weight WG of the vehicle 10 based on the vehicle weight of the vehicle 10 and the number of passengers on board the vehicle 10. The vehicle weight is the weight of the vehicle 10 itself. The weight WG of the vehicle 10 referred to here is a weight that also takes into account the weight of the occupant.

For example, the initial driving force deriving unit M11 can derive the initial driving force FdF by using the following relational expression (A1).
FdF=FdI+FdA(θ)+FdB(WG)...(A1)
In the relational expression (A1), "FdI" is the driving force when the vehicle 10 is stopped. When the vehicle 10 is a conventional vehicle having only an engine as a power source, the driving force corresponding to the torque of the engine during idling operation corresponds to the driving force at stop FdI.

In relational expression (A1), "FdA(θ)" is the amount of correction of the driving force according to the road surface gradient θ. The correction amount FdA(θ) when the slope θ is a value indicating an uphill road is larger than when the slope θ is a value indicating a horizontal road or when the slope θ is a value indicating a downhill road. Even if the slope θ is a value indicating an uphill road, the larger the degree of inclination of the uphill road indicated by the slope θ, the larger the correction amount FdA(θ). For example, the correction amount FdA(θ) can be expressed as “Sin(θ)×KA1”. In this case, "KA1" is a predetermined coefficient.

In the relational expression (Formula 1), “FdB(WG)” is the amount of correction of the driving force according to the weight WG of the vehicle 10. The correction amount FdB(WG) increases as the weight WG increases. For example, the correction amount FdB (WG) can be expressed as "WG×KB1". In this case, "KB1" is a predetermined coefficient.

<Command Department>
The command unit M12 performs constant speed control to adjust the driving force and braking force of the vehicle 10 by feedback control based on the deviation between the vehicle body speed VS of the vehicle 10 and the target vehicle body speed VSTr. Feedback control is, for example, PID control or PI control. The vehicle speed VS is derived based on at least one of the wheel speeds VW of the plurality of wheels. The target vehicle speed VSTr is set to the above-mentioned speed of less than 10 km/h.

If the vehicle 10 is stopped while the vehicle speed VS of the vehicle 10 is being adjusted by the above-mentioned support function, the command unit M12 starts start control that prompts the vehicle 10 to start. The command unit M12 sets the initial driving force FdF as the driving force instruction value FdR in the start control.

Here, as shown in FIG. 2, a step 101 may exist on the travel route 100 of the vehicle 10. When the above-mentioned start control is implemented, if one of the front wheels 11 and rear wheels 12, which is a wheel located in the traveling direction of the vehicle 10, comes into contact with the step 101, the leading wheel cannot get over the step 101. , the vehicle 10 may not be able to start, or the vehicle 10 that was traveling at low speed may stop. When the vehicle 10 is moving backward as in the example shown in FIG. 2, the rear of the vehicle 10 is the traveling direction of the vehicle 10, so the rear wheels 12 correspond to the leading wheels and the front wheels 11 correspond to the trailing wheels. On the other hand, when the vehicle 10 is moving forward, the forward direction of the vehicle 10 is the traveling direction of the vehicle 10, so the front wheels 11 correspond to the leading wheels and the rear wheels 12 correspond to the trailing wheels.

Therefore, if the vehicle 10 does not start even if the starting time control execution time TM reaches the predetermined set time TMth, the command unit M12 makes the driving force command value FdR larger than the initial driving force FdF. Specifically, the command unit M12 makes the driving force instruction value FdR larger than the initial driving force FdF by ending the start control and starting the constant speed control.

On the other hand, the vehicle 10 may start before the start time control execution time TM reaches the set time TMth. In this case, the command unit M12 ends the start control and starts constant speed control.
<Driving support processing>
With reference to FIG. 3, a processing routine showing a driving support process executed by the execution device 62 when the vehicle 10 is caused to automatically travel at a low speed by the above-mentioned support function will be described.

If the execution device 62 determines that the execution conditions for the support function described above are satisfied, the execution device 62 repeatedly executes this processing routine at every predetermined control cycle. For example, the execution device 62 detects when the driver performs an operation to turn on the above-mentioned support function, and when the driver starts operating the vehicle in order to park the vehicle 10 at a predetermined parking position. In some cases, it is determined that the execution condition is met.

In step S11, the execution device 62 determines whether the vehicle 10 is stopped. The execution device 62 can determine whether the vehicle 10 is stopped based on the vehicle speed VS. When the execution device 62 determines that the vehicle 10 is stopped (S11: YES), the execution device 62 moves the process to step S13. On the other hand, when the execution device 62 determines that the vehicle 10 is not stopped (S11: NO), the execution device 62 moves the process to step S21.

In step S13, the execution device 62 derives the initial driving force FdF by functioning as the initial driving force deriving unit M11. The process executed by the execution device 62 to derive the initial driving force FdF is also referred to as "initial driving force deriving process." After deriving the initial driving force FdF, the execution device 62 moves the process to step S15.

In step S15, the execution device 62 determines whether a braking operation is being performed based on the output signal of the brake switch 53. If a braking operation is being performed, it is assumed that the driver does not have the intention to start the vehicle 10. On the other hand, if a braking operation is not performed, it is assumed that the driver has the intention to start the vehicle 10. Therefore, when the execution device 62 determines that a braking operation is being performed (S15: YES), it temporarily ends this processing routine. On the other hand, when the execution device 62 determines that a braking operation is not performed (S15: NO), the execution device 62 moves the process to step S17.

In step S17, the execution device 62 determines whether the execution time TM of the start control is equal to or longer than the set time TMth. The "implementation time TM" here is the duration of the start control. When the execution time TM is equal to or longer than the set time TMth (S17: YES), the execution device 62 shifts the process to step S21. On the other hand, if the execution time TM is less than the set time TMth (S17: NO), the execution device 62 shifts the process to step S19.

In step S19, the execution device 62 performs start control by functioning as the command unit M12. Specifically, the execution device 62 sets 0 (zero) as the braking force instruction value FbR, and then sets the initial driving force FdF as the driving force instruction value FdR. Then, the execution device 62 transmits the braking force instruction value FbR to the braking control section 32 and transmits the driving force instruction value FdR to the drive control section 42. The process executed by the execution device 62 in step S19 is also referred to as "start time process." After transmitting the instruction values FdR and FbR, the execution device 62 temporarily ends this processing routine.

In step S21, the execution device 62 performs constant speed control by functioning as the command unit M12. That is, the execution device 62 implements constant speed control when the vehicle 10 is traveling. Moreover, when the execution time TM of the start time control becomes equal to or longer than the set time TMth, the execution device 62 switches the control from the start time control to the constant speed control. In the constant speed control, the execution device 62 derives a control amount by feedback control using the deviation between the vehicle speed VS and the target vehicle speed VSTr as input. This control amount is called "FB control amount." The execution device 62 derives a driving force instruction value FdR and a braking force instruction value FbR based on the FB control amount. For example, if the leading wheels cannot overcome the step 101 and the vehicle speed VS is significantly lower than the target vehicle speed VSTr, the execution device 62 increases the driving force instruction value FdR by implementing feedback control. The execution device 62 transmits the driving force instruction value FdR to the drive control section 42 and transmits the braking force instruction value FbR to the braking control section 32. After transmitting the instruction values FdR and FbR, the execution device 62 temporarily ends this processing routine.

<Action and effect>
The operation and effects of the driving support device 60 will be explained with reference to FIGS. 2 and 4.
In this example, the driver performs a braking operation when the rear wheels 12 (leading wheels) contact the step 101 while the vehicle 10 is moving backward, so a braking force is applied to the vehicle 10. As a result, the vehicle 10 stops with the rear wheels 12 in contact with the step 101. In addition, in (C) of FIG. 4, the solid line shows the transition of the braking force FbS applied to the vehicle 10 by the driver's braking operation, while the broken line shows the transition of the braking force instruction value FbR or the braking force instruction value. It shows the transition of the braking force Fb of the vehicle 10 that is controlled according to FbR.

As shown in FIG. 4, before timing t11, the vehicle 10 is stopped because the driver is performing a braking operation. The driving force instruction value FdR in this state becomes the driving force during idling. For example, if the vehicle 10 is a conventional vehicle that includes only an engine as a power source, the driving force corresponding to the torque of the engine during idling corresponds to the driving force during idling.

In this example, even if the driver's braking operation is released at timing t11, the rear wheels 12 cannot overcome the step 101 because the driving force Fd of the vehicle 10 is small. As a result, the vehicle 10 remains stopped. If the vehicle 10 does not start in this way, the start control is started. In the start control, the initial driving force FdF is set as the driving force instruction value FdR. The initial driving force FdF is a driving force derived based on the slope θ of the road surface and the weight WG of the vehicle 10. Therefore, the initial driving force FdF is larger than the driving force before timing t11 (that is, the driving force at the time of idling).

If the vehicle 10 cannot be started even after the duration of the state in which the initial driving force FdF is set as the driving force instruction value FdR reaches the predetermined set time TMth, a driving force larger than the initial driving force FdF is detected. is now set as the driving force instruction value FdR. In the example shown in FIG. 4, timing t12 is the point in time when the set time TMth has elapsed from timing t11.

In the driving support device 60, control is switched from start control to constant speed control at timing t12. In constant speed control, a driving force command value FdR and a braking force command value FbR are derived by feedback control. At timing t12, the vehicle speed VS is lower than the target vehicle speed VSTr. Therefore, by switching the control from start control to constant speed control, the driving force instruction value FdR can be increased from the initial driving force FdF.

Then, at timing t13 during the constant speed control, the driving force Fd of the vehicle 10 reaches a driving force that allows the rear wheels 12 to overcome the step 101. As a result, the rear wheels 12 get over the step 101, so the vehicle 10 starts moving.

Here, a comparative example will be described in which constant speed control is performed instead of start control from timing t11. The two-dot chain line in (A) of FIG. 4 shows the transition of the vehicle body speed VS0 in the case of the comparative example. Moreover, the chain double-dashed line in FIG. 4(D) shows the transition of the driving force Fd0 of the vehicle 10 in the case of the comparative example. Since the target vehicle speed VSTr is set to a relatively low vehicle speed, a relatively small value is set as the feedback control gain. Therefore, from timing t11, the driving force instruction value FdR is slowly increased from the driving force at the time of idling. As a result, at timing t14, which is later than timing t13, the driving force Fd0 of the vehicle 10 reaches a driving force that allows the rear wheels 12 to overcome the step 101, so the vehicle 10 starts moving.

On the other hand, when the driving support device 60 determines that the driver has the intention to start the vehicle 10, the start control is started instead of the constant speed control. Then, if the vehicle 10 cannot be started even if the start control is performed, the driving support device 60 increases the driving force instruction value FdR from the initial driving force FdF. Thereby, the driving force Fd of the vehicle 10 can be quickly increased to a driving force that allows the rear wheels 12 to overcome the step 101. Thereby, even if the vehicle 10 is stopped due to the influence of the step 101, which is an example of a disturbance, the vehicle 10 can be started quickly.

In the example shown in FIG. 4, the front wheel 11, which is a trailing wheel, comes into contact with the step 101 at timing t15 during the constant speed control. Then, since the vehicle speed VS decreases, the driving force command value FdR is increased by feedback control. As a result, the driving force Fd of the vehicle 10 is increased in accordance with the increase in the driving force command value FdR, so that the front wheels 11 complete climbing over the step 101 at timing t16.

Since the vehicle 10 reaches the target parking position at subsequent timing t17, the driver starts a braking operation. Then, the braking force FbS resulting from the braking operation is applied to the vehicle 10, so the vehicle 10 stops.

Note that the driving support device 60 can further obtain the following effects.
(1) The vehicle 10 may be able to start while the start control is being performed. If the start control continues even after the vehicle 10 starts, there is a risk that the vehicle speed VS will greatly exceed the target vehicle speed VSTr. In this regard, in the driving support device 60, if the vehicle 10 starts before the execution time TM of the start control reaches the set time TMth, the start control is ended and the constant speed control is started. When the constant speed control is started in this way, not only the driving force instruction value FdR but also the braking force instruction value FbR is derived by feedback control using the deviation between the vehicle body speed VS and the target vehicle body speed VSTr as input. . As a result, it is possible to prevent the vehicle speed VS from greatly exceeding the target vehicle speed VSTr.

(2) The driver can quickly start the vehicle 10 without operating the accelerator when making the wheels go over the step 101. Therefore, stress caused to the driver due to waiting for the vehicle 10 to start can be suppressed. Additionally, the driver's unnecessary accelerator and braking operations can be suppressed.

<Example of change>
The above embodiment can be modified and implemented as follows. The above embodiment and the following modifications can be implemented in combination with each other within a technically consistent range.

- Even if the vehicle 10 starts while the start time control is being implemented, the start time control may continue to be implemented until the start time control execution time reaches the set time TMth. In this case, after the vehicle 10 starts and until the control switches from start control to constant speed control, the deviation of the vehicle body speed VS from the target vehicle body speed VSTr is suppressed by adjusting the braking force command value FbR. good. Thereby, it is possible to suppress the vehicle body speed VS from significantly exceeding the target vehicle body speed VSTr after the vehicle 10 starts.

- If the vehicle 10 cannot be started even if the execution time of the start control reaches the set time TMth, if the driving force instruction value FdR can be made larger than the initial drive force FdF, the control can be changed from the start control to the fixed one. There is no need to switch to speed control. For example, the driving force command value FdR may be increased at a predetermined increasing speed during a period from when the execution time of the start control reaches the set time TMth until the vehicle 10 starts moving. In this case, the execution device 62 preferably starts constant speed control when the vehicle 10 starts moving due to such an increase in the driving force instruction value FdR.

- After the leading wheels of the vehicle 10 have gotten over the step 101, the trailing wheels may not be able to get over the step 101 and the vehicle 10 may come to a stop. When the vehicle 10 comes to a stop due to the trailing wheels coming into contact with the step 101 in this way, the constant speed control may be interrupted and the start control may be started. Even in this case, when the trailing wheels get over the step 101 by implementing the start control, the start control is ended and the constant speed control is started.

- The execution device 62 may derive the initial driving force FdF by also considering information other than the road surface gradient θ and the weight WG of the vehicle 10. For example, the execution device 62 may derive the initial driving force FdF based on the amount of steering operation, or may derive the initial driving force FdF based on the outside temperature. The execution device 62 may also derive the initial driving force FdF based on information from the navigation device, or may derive the initial driving force FdF based on the analysis result of an image captured by an imaging device such as a camera. You may.

- The execution device 62 may derive the initial driving force FdF based on either the road surface slope θ or the weight WG of the vehicle 10. For example, the execution device 62 may derive the initial driving force FdF without using the driving force correction amount FdA(θ) according to the gradient θ. For example, the execution device 62 may derive the initial driving force FdF without using the driving force correction amount FdB(WG) according to the weight WG.

- The execution device 62 may derive the correction amount FdA(θ) of the driving force according to the road surface slope θ from both the slope θ and the weight WG of the vehicle 10. For example, the correction amount FdA(θ) may be expressed as “Sin(θ)×WG×KA2”. In this case, "KA2" is a predetermined coefficient.

- The target vehicle speed VSTr may be changed when constant speed control is being performed. For example, when it is determined that the trailing wheels of the vehicle 10 have climbed over the step 101, the target vehicle speed VSTr may be set to a higher vehicle speed than before it was determined that the trailing wheels have climbed over the step 101.

- The above-described support function for automatically driving the vehicle 10 at low speed may be realized even when the vehicle 10 is not parked.
- When the vehicle 10 is equipped with an imaging device capable of capturing an image of the road surface on which the vehicle 10 is traveling, the driving support device 60 analyzes the image captured by the imaging device to create a bump 101 on the traveling route of the vehicle 10. It is possible to determine whether or not there is a disturbance such as The disturbance may be a depression in the running road surface or a portion where the road surface gradient changes suddenly. The execution device 62 of the driving support device 60 may operate the above-mentioned support function upon detecting the presence of a disturbance by analyzing an image.

- The processing circuit 61 of the driving support device 60 is not limited to one that includes a CPU and a ROM and executes software processing. That is, the processing circuit 61 may have any of the following configurations (a) to (c).

(a) The processing circuit 61 includes one or more processors that execute various processes according to computer programs. The processor includes a CPU and memory such as RAM and ROM. The memory stores program codes or instructions configured to cause the CPU to perform processes. Memory, or computer-readable media, includes any available media that can be accessed by a general purpose or special purpose computer.

(b) The processing circuit 61 includes one or more dedicated hardware circuits that execute various processes. Dedicated hardware circuits may include, for example, application specific integrated circuits, ie ASICs or FPGAs. Note that ASIC is an abbreviation for "Application Specific Integrated Circuit," and FPGA is an abbreviation for "Field Programmable Gate Array."

(c) The processing circuit 61 includes a processor that executes some of the various processes according to a computer program, and a dedicated hardware circuit that executes the remaining processes of the various processes.

Note that the expression "at least one" used in this specification means "one or more" of the desired options. As an example, the expression "at least one" as used herein means "only one option" or "both of the two options" if the number of options is two. As another example, the expression "at least one" as used herein means "only one option" or "any combination of two or more options" if there are three or more options. means.

<Other technical ideas>
Next, technical ideas that can be understood from the above embodiment and modified examples will be described as additional notes.
(Additional Note 1) A driving support device that automatically adjusts the vehicle body speed,
When the vehicle is stopped, the initial driving force, which is a driving force larger than the driving force when the vehicle is stopped, is applied to either or both of the gradient of the road surface on which the vehicle is located and the weight of the vehicle. an initial driving force deriving unit that derives based on the
a command unit that implements start control that prompts the vehicle to start by setting the initial driving force as the driving force of the vehicle;
The command unit is a driving support device, in which the command unit makes the driving force of the vehicle larger than the initial driving force when the vehicle does not start even after the execution time of the start control reaches a predetermined set time.

(Additional Note 2) The command unit implements constant speed control that adjusts the driving force and braking force of the vehicle by feedback control based on the deviation between the vehicle body speed of the vehicle and the target vehicle body speed,
Supplementary Note 1, wherein when the vehicle starts by implementing the start control, the command unit adjusts the body speed of the vehicle by terminating the start control and implementing the constant speed control. Driving support device described in.

DESCRIPTION OF SYMBOLS 10... Vehicle 11... Front wheel 12... Rear wheel 60... Driving support device 62... Execution device M11... Initial driving force derivation part M12... Command part

Claims (2)

a command unit that performs constant speed control to adjust the driving force and braking force of the vehicle by feedback control based on the deviation between the vehicle body speed of the vehicle and the target vehicle body speed when the vehicle is running;
When the vehicle is stopped, the initial driving force, which is a driving force larger than the driving force when the vehicle is stopped, is applied to either or both of the gradient of the road surface on which the vehicle is located and the weight of the vehicle. an initial driving force deriving unit that derives the driving force based on the
The command unit is
Starting control to prompt the vehicle to start by setting the initial driving force as the driving force of the vehicle;
If the vehicle does not start even after the execution time of the start control reaches a predetermined set time, the driving force of the vehicle is made larger than the initial driving force. If the vehicle does not start even after the execution time of the start control reaches the set time, the command unit terminates the start control and starts the constant speed control to reduce the driving force of the vehicle. The driving support device according to claim 1, wherein the initial driving force is greater than the initial driving force.

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