JP2009244167A - Operation support method and device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation support method and device for a vehicle which make it possible to perform energy saving operation, causing a vehicle driver to avoid accelerator operation and sudden braking operation more than required, when a stop position is known beforehand. <P>SOLUTION: The operation support device comprises, when a driving force demanding in engine of the vehicle 1 is not needed during driving, a distance computing process which calculates the distance to be attained until the speed is reduced to a predetermined vehicle speed (braking start speed V<SB>2</SB>) during driving by inertial travel motion of the vehicle 1, and an information announcing process of reporting about the distance to be attained (inertial travel distance D<SB>1</SB>) to the vehicle driver. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle driving support method and a driving support device, and more particularly, to a vehicle driving support method and a driving support device that enable energy-saving travel.

  2. Description of the Related Art Conventionally, an apparatus that supports energy-saving driving by discriminating an inappropriate rapid acceleration / deceleration operation from the current vehicle traveling state and informing the vehicle driver to that effect has been proposed (see, for example, Patent Document 1). ). In the apparatus described in Patent Literature 1, when acceleration equal to or greater than a predetermined threshold is detected according to the attribute of the travel path, it is determined that an inappropriate driving operation has been performed, and the fact is notified. Thereby, in this apparatus, energy saving driving | running | working during vehicle travel can be assisted.

JP 2007-303856 A

  However, the conventional driving support apparatus cannot perform energy saving driving support before the vehicle stops.

  The present invention has been made to solve such a problem. When the stop position is known in advance, the vehicle driver is allowed to avoid unnecessary accelerator operation and sudden braking and execute energy saving operation. It is an object of the present invention to provide a vehicle driving support method and a driving support device that enable the above.

  In order to achieve the above-described object, the present invention calculates a distance that can be reached before the vehicle decelerates to a predetermined vehicle speed by inertial driving when the driving force request to the engine of the traveling vehicle is eliminated. And an information notification step of notifying the vehicle driver of information relating to the reachable distance.

  According to the present invention configured as described above, when it is known in advance that the vehicle stops at the stop position in front of the travel path, the vehicle driver determines whether the distance between the stop position and the host vehicle is equal to the reachable distance. If the inertial running is started when it becomes less than that, it can be recognized that the stop position can be reached without turning on the accelerator thereafter. As a result, coasting can be started from an early stage, and excessive fuel consumption can be suppressed, and energy lost due to vehicle braking or the like can be reduced.

  Preferably, in the present invention, in the information notifying step, the reachable distance is displayed by a display device as information on the reachable distance. According to the present invention configured as described above, the vehicle driver can visually confirm the distance that can be traveled by coasting.

  Preferably, in the present invention, in the information notification step, the position where the vehicle decelerates to a predetermined vehicle speed due to inertial traveling is displayed on the map display by the display device as information on the reachable distance. According to the present invention configured as described above, the vehicle driver can confirm a position that can be reached by inertial running on a map display, and a positional relationship between the reachable position and a known stop position. Thus, an appropriate accelerator-off operation can be performed.

  In the present invention, preferably, in the distance calculation step, the reachable distance is calculated according to the altitude difference of the vehicle travel path. According to the present invention configured as described above, the reachable distance can be corrected according to the altitude difference of the vehicle travel path, and more accurate energy-saving driving support can be performed.

  In the present invention, it is preferable that the method further includes a step of calculating an altitude difference between the vehicle travel paths based on map information stored in a map information storage device.

  Preferably, in the present invention, a step of identifying a stop position in front of the vehicle traveling direction, and a step of identifying an inertial travel start position for coasting to the stop position based on the stop position and the reachable distance, Furthermore, the information regarding the reachable distance includes information regarding the inertial travel start position. According to the present invention configured as described above, the vehicle driver can detect when the vehicle has reached the inertial travel start position by including information regarding the inertial travel start position in the information regarding the reachable distance. It can be recognized as a timing, and it can shift to coasting by this.

  In the present invention, preferably, the method further includes a step of calculating a fuel consumption amount after passing through the inertial travel start position, and the information regarding the reachable distance includes information regarding the fuel consumption amount. According to the present invention configured as described above, the information on the reachable distance includes the information on the fuel consumption, so that the vehicle driver can recognize the excessive fuel consumption after the inertia running. Thereby, the vehicle driver can be prompted to save energy.

  In order to achieve the above object, the present invention calculates a distance that can be reached before the vehicle is decelerated to a predetermined vehicle speed by inertial traveling when the driving force request to the engine of the traveling vehicle is eliminated. A distance calculating means for performing information and an information notifying means for notifying the vehicle driver of information relating to the reachable distance.

In the present invention, it is preferable that the information notification unit includes a display device, and displays the reachable distance as information on the reachable distance by the display device.
In the present invention, preferably, the information notification means includes a display device, and displays the position where the vehicle decelerates to a predetermined vehicle speed due to inertial traveling on a map display by the display device as information on the reachable distance.

In the present invention, preferably, the distance calculation means is configured to calculate a reachable distance according to a difference in altitude of the vehicle travel path.
In the present invention, it is preferable that the distance calculation means includes a map information storage device that stores map information, and is configured to calculate an altitude difference of the vehicle travel path based on the map information.

In the present invention, it is preferable that the inertia position for specifying the inertial travel start position for inertial travel to the stop position based on the stop position specifying means for specifying the stop position in front of the vehicle travel direction and the stop position and the reachable distance. Travel start position specifying means, and the information regarding the reachable distance includes information regarding the inertia travel start position.
In the present invention, it is preferable that fuel consumption amount calculating means for calculating a fuel consumption amount after passing through the inertial running start position is further provided, and the information about the reachable distance is calculated by the fuel consumption amount calculating means. Contains information about the quantity.

  According to the vehicle driving support method and the driving support device of the present invention, when the stop position is known in advance, it is possible to cause the vehicle driver to avoid unnecessary accelerator operation and sudden braking and to perform energy saving driving. .

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. 1 is a block diagram of a driving support device, FIG. 2 is a screen display of energy saving operation control, FIG. 3 is an explanatory diagram of energy saving operation control, FIG. 4 is an explanatory diagram of a method for calculating inertial mileage, and FIG. 6 is an explanatory diagram of a method for calculating inertial mileage, FIG. 6 is a screen display of energy saving operation control according to a modified example, FIG. 7 is an explanatory diagram of a method for calculating inertial mileage according to a modified example, and FIG. 8 is an altitude difference acquisition in FIG. FIG. 9 is a flowchart of inertial mileage display processing, FIG. 10 is a flowchart of excess consumption fuel display processing, and FIG. 11 is a flowchart of excess consumption fuel display processing according to a modification.

In this embodiment, the example which applied the driving assistance apparatus of the vehicle of this invention to the navigation apparatus is shown. The driving support device 10 of the present embodiment includes a control unit 11, a sensor input unit 12, a storage unit 13 as a map information storage device, a display unit 14, an input unit 15, and a traffic information transmission / reception unit 16. ing.
The control unit 11 includes a microprocessor and its peripheral circuits, and controls the entire apparatus as will be described later.

The sensor input unit 12 receives data from various sensors and units of the vehicle such as the vehicle speed sensor 21, the gyro sensor 22, the GPS sensor 23, the vehicle weight sensor 24, and the engine controller 25, and transfers this data to the control unit 11.
The vehicle speed sensor 21 is a sensor that detects a vehicle speed pulse obtained with the movement of the host vehicle, and the control unit 11 calculates the speed of the host vehicle by processing the vehicle speed pulse.

The gyro sensor 22 is a sensor that detects the traveling direction of the host vehicle, and the control unit 11 processes the detection signal to detect the relative direction of the host vehicle.
The GPS sensor 23 is a sensor that detects a GPS signal from a GPS satellite with an antenna, a receiver, or the like, and the control unit 11 processes the GPS signal to thereby obtain an absolute position coordinate or azimuth of the current location of the vehicle on the ground surface. Calculate

The vehicle weight sensor 24 is a sensor that detects the amount of suspension sinking, and the control unit 11 processes the detection signal to identify the weight of the host vehicle.
The engine controller 25 is a unit that controls an engine (not shown) of the vehicle, and outputs a signal indicating the fuel injection amount to the engine and a signal indicating the engine output to the control unit 11.

  The storage unit 13 includes a ROM that stores various control programs executed by the control unit 11, a RAM that is a work area of the control unit 11, a hard disk that stores map information 13 a and various data. The map information 13a is composed of road map drawing data and various graphic data. The road map drawing data includes road altitude data, temporary stop restriction position data, traffic signal arrangement data at intersections, and the like. ing.

The display unit 14 is a display device such as a liquid crystal monitor, and provides navigation information including map information based on the map information a and various kinds of information to the occupant by screen display based on the control of the control unit 11. In addition, you may provide further the audio | voice output part which performs an audio | voice instruction accompanying the screen display of the display part 14. FIG.
The input unit 15 includes an operation switch, a remote controller, a touch panel, and the like, and the occupant can input various instruction commands and information such as a destination position, a fuel unit price, a braking start speed, and a braking distance.

  The traffic information transmission / reception unit 16 provides information on the host vehicle to the traffic information system 26 arranged outside the vehicle. On the other hand, the state of signals and the like arranged in the travel path from the traffic information system 26, the vehicle position around the host vehicle, and It is a device that acquires traffic information such as vehicle speed.

Next, the navigation function and operation of the control unit 11 will be further described.
Based on signals from the vehicle speed sensor 21, the gyro sensor 22, and the GPS sensor 23, the control unit 11 sequentially calculates the current location (own vehicle position) of the vehicle by GPS navigation positioning, autonomous navigation positioning, and the like, and determines the vehicle position. Identify.
Then, the control unit 11 uses a route search algorithm such as Dijkstra method based on the destination input from the input unit 15 and the like, based on the map information 13 a read from the storage unit 13. To calculate route data representing the guidance route. In the route data, various types of information regarding roads and guidance points on the route are captured.

The route data is composed of link information, node information, and the like of the guide route, and is temporarily stored in the storage unit 13. The guidance route of the route data is usually configured to pass through a plurality of guidance target points to the destination.
The control unit 11 creates a map information display based on the vehicle position and the guidance route specified in this way and the map information 13a, outputs the map information display to the display unit 14, and provides the vehicle driver with navigation information. To do. The controller 11 guides the occupant in the direction of travel using a screen, voice, or the like before the guidance target point so that the vehicle can travel according to the guidance route, thereby guiding the route of the vehicle.

  Moreover, the control part 11 specifies the stop position located ahead of the own vehicle on a driving | running route based on the traffic information acquired via the traffic information transmission / reception part 16 from the map information 13a and the traffic information system 26. FIG. Then, the control unit 11 returns the accelerator pedal to stop at this stop position (accelerator off) and displays the optimal accelerator off timing and stop information such as the braking start position or the distance to the stop position in addition to the navigation information. By displaying on the unit 14, it is provided to the vehicle driver.

The control part 11 acquires positions, such as a primary stop sign, a railroad crossing, and a traffic signal, as a stop position from the map information 13a. When the acquired stop position is a primary stop sign or a crossing, the control unit 11 specifies this position as the stop position.
Further, when the acquired stop position is a traffic signal, the display change timing of the traffic signal ahead of the travel path is acquired from the traffic information system 26.

  The control unit 11 calculates the predicted arrival time to the traffic signal from the distance from the current position to the traffic signal and the own vehicle speed, and calculates the time (traffic signal passage predicted time) after the predicted arrival time from the current time. presume. When the control unit 11 determines that the color of the traffic signal is red or yellow ("stop" display) at the estimated traffic signal passage prediction time based on the acquired display change timing of the traffic signal, The traffic signal position is specified as the stop position.

  FIG. 2 is an example of navigation information display displayed by the display unit 14, and stop information is added. In this example, a triangular vehicle position mark C and an inverted triangular braking start position mark D are displayed on the traveling path B shown in the map information display A. In addition, a stop line for temporary stop restriction is displayed in front of the mark D. The own vehicle position mark C is a display showing the own vehicle position on the map display, and the braking start position mark D is a display showing a position prompting the vehicle driver to start braking.

  Further, in the lower right position of the screen, a display for instructing accelerator off (“accelerator OFF” display) E, a display for excessive fuel consumption (excess fuel consumption display) F, and a display for instructing braking start (“brake ON”) Display) G and display H relating to the travel distance to the braking start position are displayed, and a numerical display relating to the inertia travel distance that can be traveled while decelerating to a predetermined speed in the accelerator-off state (inertial travel distance) Display) I is displayed. Further, an image display J relating to the inertia travel distance is displayed on the travel path B so as to extend forward from the vehicle position mark C by the inertia travel distance.

  The control unit 11 always displays inertial mileage displays I and J. In the present embodiment, the inertial travel distance ahead from the vehicle position mark C on the travel path B is set as the inertia travel reach position, and the inertia travel distance display J is displayed from the vehicle position mark C to the inertia travel reach position. However, the present invention is not limited to this, and the inertia travel position may be displayed as a predetermined mark, or the vehicle position mark may be recognized by the vehicle driver. The color of the travel path from C to the inertia travel arrival position may be changed and displayed.

Further, when the stop position is specified, the control unit 11 displays the braking start position mark D and the travel distance display H to the braking start position. Then, when the host vehicle reaches a predetermined distance from the stop position, the control unit 11 causes the display unit 14 to turn on and display an accelerator off display E that informs the inertial travel start position, and returns the accelerator pedal to the vehicle driver. Instruct the timing. Further, when the host vehicle reaches the braking start position, the control unit 11 causes the brake-on display G to be lit.
The accelerator off display E and the brake on display G may be notified by voice together with the screen display or instead of the screen display. Further, the brake-on display G and the sound notification thereof are not necessarily performed.

  The excessive fuel consumption display F is displayed when the accelerator pedal is not returned based on the accelerator off display E, and the excess used due to the accelerator pedal not being returned at an appropriate timing. Fuel consumption is displayed in terms of money. The excessive fuel consumption display F may be displayed by the fuel capacity itself.

  Based on the stop information, the vehicle driver can confirm that there is a stop position ahead of the own vehicle position, return the accelerator pedal at an appropriate accelerator off timing, and further start to step on the brake pedal at an appropriate brake on timing. . Thereby, the driving assistance device 10 performs energy saving driving assistance of the vehicle to the vehicle driver.

Next, energy-saving driving support control performed by the driving support device 10 will be described with reference to FIG.
As described above, when the vehicle travels to a preset stop position in front of the traveling path and stops, the driving support device 10 of the present embodiment instructs the optimal timing for the vehicle driver to return the accelerator pedal. It is configured to support energy-saving operation by suppressing necessary fuel consumption.

FIG. 3 shows that the vehicle 1 traveling at the speed V ₁ on the travel path (inertial travel start position) P ₁ at the front position (stop position) P ₂ on the travel path with the energy saving driving support according to the present embodiment. It is explanatory drawing in the case of stopping.
When the vehicle driver returns the accelerator pedal at the position P ₁ (accelerator off) and there is no demand for driving force to the engine, the vehicle 1 continues to travel with inertia (inertia). During coasting, the engine mechanical resistance, transmissions mechanical resistance, auxiliaries resistance, rolling resistance, mechanical resistance and external force such as air resistance becomes a load that prevents the driving force of the vehicle 1, the vehicle 1 gradually from the speed V ₁ Decelerated. Then, the distance from the position P ₁ (coasting distance) D ₁ only travel position (braking start position) P ₃ in the vehicle 1 of the speed is the speed V ₂ (e.g., 20 km / h).

When the vehicle driver starts to step on the brake pedal at the position P ₃ (brake on) and the vehicle driver performs a brake operation so as to smoothly stop the vehicle 1 at an appropriate deceleration rate, the vehicle 1 starts braking. Travels a distance (braking distance) D ₂ (for example, 10 m) and stops. This stop position is a position P _2.
When the vehicle 1 stops in this manner, the vehicle driver does not step on the accelerator pedal until the vehicle stops after the position P ₁ , thereby preventing the engine from generating the driving force necessary for traveling, Since the vehicle is not suddenly stopped when the vehicle is stopped, the vehicle 1 can suppress fuel consumption.

For example, when the vehicle driver continues to step on the accelerator pedal to the position P ₄ located before the position P ₃ after the vehicle ₁ passes the position P ₁ and requests the driving force from the engine, the inertia described above is used. Compared to traveling, fuel is wasted by the accelerator operation from position P ₁ to position P ₄ . At this time, if the vehicle driver starts to step on the brake pedal at the position P ₃ , a large braking force is required, and the vehicle 1 stops suddenly at a large deceleration rate.
As described above, when the accelerator is turned off at the position P ₁ , the fuel consumption is reduced and the energy-saving traveling is possible as compared with the case where the accelerator is turned off at the position P ₄ .

In the energy-saving driving support control, the control unit 11 instructs the vehicle driver by the accelerator-off display E for the optimal timing of accelerator-off.
Specifically, the control unit 11, coasting until the speed of the current speed V ₁ which is calculated from the detected pulses of the vehicle speed sensor 21 is monitored, and the accelerator-off at a speed V ₁ to a predetermined speed V ₂ The distance D ₁ is calculated, and the travel distance D ₁ is displayed on the inertia travel distance display I by the display unit 14. Note that set values of the speed V ₂ and the distance D ₂ are stored in the storage unit 13 in advance.

Then, the control unit 11, when identifying the stop position during travel, calculates a distance between the vehicle position from the map information 13a and the stop position, the sum of this distance, the distance D ₁ and the distance D ₂ ( D ₁ + D ₂ ) When the distance (inertia travel reachable distance) D ₀ is reached (when the vehicle 1 reaches the front from the stop position by the distance D ₀ ), the accelerator off display E is displayed on the display unit 14. Let

The distance D ₂ and the speed V ₂ can be set as appropriate. For example, the distance D ₂ can be set as the distance that the vehicle travels during the time when the vehicle traveling at the speed V ₂ is smoothly stopped at an appropriate deceleration rate by a brake operation.
Further, either or both of the speed V ₂ and the distance D ₂ may be set to zero (V ₂ = D ₂ = 0). When both are set to zero, the vehicle 1 reaches the position P ₂ and stops due to inertial running from the position P ₁ in calculation.

Next, based on FIG. 4, the control unit 11 performs the inertia travel distance D ₁ (distance between the positions P _{1 and} P ₃ ) and the inertia travel start position while the vehicle is decelerated from the speed V ₁ to the speed V _2. A procedure for calculating P ₁ will be described.
As shown in FIG. 4A, when the vehicle is traveling at the speed V ₁ and the accelerator is turned off at the position P ₁ , the vehicle 1 is subjected to a resistance force F ₁ that is a force that hinders driving and decelerates the speed. Similarly, in the position P _3, it is exerted resistant F ₂ to the vehicle 1. This resistance force depends on parameters such as vehicle speed, engine speed, speed change (acceleration), vehicle weight, and road surface condition.

The storage unit 13 stores map data for obtaining this resistance force, and the control unit 11 acquires current values of these parameters based on signals from vehicle sensors and the like, and uses the map data. The resistance force F ₁ is determined. The resistance force F ₂ can be set to a constant value.
The energy E ₁ of the vehicle 1 traveling at the speed V ₁ and the energy E ₂ of the vehicle 1 traveling at the speed V ₂ are expressed by the following equations, respectively. M is the vehicle weight.
E ₁ = 1/2 ・ M ・ V ₁ ² (1)
E ₂ = 1/2 ・ M ・ V ₂ ² (2)
Further, the energy ΔE (= E ₁ −E ₂ ) lost due to the decrease in speed is expressed by the following equation.
ΔE = 1/2 (M · V ₁ ² −M · V ₂ ² ) (3)

Note that the resistance force actually applied to the vehicle 1 does not decrease at a constant rate as the transmission gear is switched as shown by the broken line L2 in FIG. 4B, but in this embodiment, the calculation is easy. Therefore, it is assumed that the resistance force F decreases at a constant rate while decelerating from the speed V ₁ to the speed V ₂ , as indicated by the solid line L ₁ in FIG. Thereby, the energy ΔE (= E ₁ −E ₂ ) lost due to the decrease in speed is approximated by the following equation.
_{ΔE = (F 1 + F 2} ) · D 1/2 (4)

Therefore, the following expression is derived from Expression 3 and Expression 4.
_{(F 1 + F 2) ·} D 1/2 = (M · V 1 2 -M · V 2 2) / 2 (5)
Further, the following expression is derived from Expression 5.
D ₁ = M · (V ₁ ² −V ₂ ² ) / (F ₁ + F ₂ ) (6)

Therefore, the control unit 11 can calculate the inertia traveling distance D ₁ using Equation 6 based on the current speed V ₁ , the braking start speed V ₂ , the vehicle weight M, the resistance forces F ₁ and F _2. it can.
In this case, the inertial travel start position P ₁ is located in front of the stop position (position P ₂ ) by the inertial travel reachable distance D ₀ (= D ₁ + D ₂ ), and the control unit 11 includes the map information 13a. Based on the above, the position P ₁ in front of the distance D ₀ from the stop position P ₂ on the travel path is specified.

As shown in FIG. 5, in a vehicle having a continuously variable transmission (CVT) that is a continuously variable transmission, the resistance force at a low speed is larger than the resistance force at a medium speed, as indicated by a broken line L4. Become. As described above, the resistance force does not change at a constant rate from the medium speed to the low speed. However, in this case as well, for ease of calculation, the resistance force increases from the resistance force F ₁ to the resistance force F ₂ as indicated by the solid line L3. You may approximate so that it may change at a fixed ratio. By approximating in this way, the inertial running distance D ₁ can be calculated by Equation 6.

In the present embodiment, for ease of calculation, the approximation is made so that the resistance force changes at a constant rate with respect to the speed change or the travel distance. calculating the resistance by the map data, thereby, it may calculate the coasting distance D ₁ more accurately.

A case where the vehicle 1 must stop at a distance D ₂ or more from the stop position (position P ₂ ) will be described with reference to FIG. FIG. 3 shows a case where the vehicle 1 can be stopped before the distance D ₂ from the stop position (position P ₂ ). For example, when the stop position is a traffic signal, the vehicle 1 is not necessarily limited by the stop of the preceding vehicle. It is not always possible to stop at or near the distance D ₂ from the stop position (position P ₂ ).
As shown in FIG. 6, when other vehicles 2 and 3 are traveling in front of the vehicle 1 indicated by a solid line, the control unit 11 transmits the traffic signal from the traffic information system 26 via the traffic information transmission / reception unit 16. In addition to the display change timing, the positions and vehicle speeds of the vehicles 2 and 3 are received.

The control unit 11 calculates the respective distances to the stop position P ₂ of the vehicle 1 and the vehicles 2 and 3, and when the vehicle 1 reaches the stop position P ₂ from the calculated distance and vehicle speed, as indicated by a broken line. It determines whether the vehicle 2 is stopped at the stop position P ₂ in. For example, when the stop position P ₂ is a traffic signal, the traffic signals “blue”, “red”, when the vehicles 2 and 3 reach this traffic signal based on the display change timing of the acquired traffic signal. The state of “yellow” is determined, and it is determined whether or not the vehicle 1 and the vehicles 2 and 3 are stopped simultaneously by this traffic signal.

When the vehicle 1 and the vehicle 2 is determined to be stopping at the same stop position P _2, the control unit 11, by the amount of the vehicle 2 is stopped, shifting the position P ₁ and the position P ₃ to the front (the position away from the P ₂₎ performs the process. Also sets a virtual position P ₂ 'by shifting the position P ₂ to a predetermined distance before. That is, the control unit 11 estimates the adjustment distance D ₃ necessary for the vehicles 2 and 3 to stop (for example, the distance D ₃ = the specified length × the number of vehicles), the inertial travel start position P ₁ , the stop position P _2, and The braking start position P ₃ is shifted forward by a distance D ₃ . Therefore, the position P ₁ is located from the position P ₂ at a distance _{(D 1 + D 2 + D} 3) forward, the position P ₃ is the distance from the position _{P 2 (D 2 + D 3} ) located in front.

Note that the virtual stop position P ₂ ′ shifted forward from the stop position P ₂ by the adjustment distance D ₃ is newly set as the stop position, and the distance (D ₁ + D) is set based on the virtual stop position P ₂ ′. ₂ ) The processing procedure of the control unit 11 may be configured such that the front side is set to the inertia running start position P ₁ and the front side of the distance D ₂ is set to the braking start position P ₃ .

When the control unit 11 determines that the vehicles 2 and 3 stop at the stop position P ₂ , the control unit 11 calculates the inertial travel reachable distance D ₀ by the distance (D ₁ + D ₂ + D ₃ ) and specifies the position where the accelerator off instruction is given. To do. The case of FIG. 3 corresponds to the case where the adjustment distance D ₃ is zero (D ₃ = 0).

Next, based on FIG. 7, a case where the gradient θ of the traveling road or the altitude difference H is considered will be described.
As shown in FIG. 7, the vehicle 1 is traveling on a roadway gradient theta, velocity V ₁ at the position P _1, when the vehicle is traveling at a speed V ₂ at a position P _3, the position P ₁ and the position P ₃ In consideration of the altitude difference H, Equation 5 is changed to the following equation. Note that g is a gravitational acceleration.
_{(F 1 + F 2) ·} D 1/2 = (M · V 1 2 -M · V 2 2) / 2-M · g · H (7)
Further, the following expression is derived from Expression 7.
D ₁ = (M · V ₁ ² −M · V ₂ ² −2 · M · g · H) / (F ₁ + F ₂ ) (8)

In order to calculate the altitude difference H, the control unit 11 first calculates the distance once according to Equation 6 based on the current speed V ₁ , braking start speed V ₂ , vehicle weight M, resistance forces F ₁ and F _2. to calculate the D _1. Then, the altitude at the position of the host vehicle forward distance D ₁ on the travel path from the current position and the altitude of the current position are acquired from the map information 13a, and the difference is set as the altitude difference H. Thereafter, the distance D ₁ is recalculated and calculated by using the height difference H according to Equation 8.
With such an algorithm, the distance D ₁ can be corrected when there is a change in altitude on the traveling road.

In this case, coasting start position P ₁ from the stop position P _2, located in front only coasting reachable distance _{D 0 (= D 1 + D} 2), the control unit 11, based on the map information 13a Then, a position P ₁ in front of the distance D ₀ from the stop position P ₂ on the travel path is specified.

In the case where the traveling road has a high profile as shown in FIG. 8, by Equation 6, after calculating the distance D _1, on the basis of the map information 13a, the distance D ₁ in the traveling path from the current position The position P ₅ having the highest altitude in the range up to the front position can be specified, and the difference between the altitude of the highest position P _{5 and} the altitude of the current position can be calculated as the altitude difference H.

  Further, after instructing the accelerator off by the accelerator off display E, the control unit 11, based on a signal indicating the fuel supply amount received from the engine controller 25 when the vehicle driver does not completely return the accelerator pedal. Then, the fuel supply amount injected into the engine after the accelerator off instruction is cumulatively added. Then, the control unit 11 calculates a virtual fuel supply amount from the map data when the vehicle is stopped and travels only by coasting after stopping the accelerator off instruction, and from the cumulatively added fuel supply amount (excess consumption fuel amount). Then, the virtual excess fuel consumption is calculated by subtracting the virtual fuel supply amount.

The control unit 11 multiplies the substantial excess fuel consumption by the fuel unit price input from the input unit 15 to calculate the amount of substantial excess consumption fuel, and displays this on the display unit 14 by the excess consumption fuel display F. .
As a result, the vehicle driver can recognize the excessively consumed fuel as the amount of money, and as a result, the vehicle driver can be encouraged to perform energy saving operation.

Next, each processing flow of the energy saving driving support control of the control unit 11 will be described based on FIGS. 9 to 11.
Figure 9 is a display processing flow coasting distance D _1. This process is continuously repeated during traveling. Note that the process shown in FIG. 9 corresponds to the process performed in the example shown in FIG. 3 (when the difference in altitude of the travel path is not considered).

The control unit 11 acquires the current vehicle speed V ₁ , engine rotation, acceleration, vehicle weight, and the like of the vehicle ₁ from various sensors and units, and acquires the braking start speed V ₂ from the storage unit 13 (step S1). Based on these data, resistance forces F ₁ and F ₂ applied to the vehicle 1 at speeds V ₁ and V ₂ with the accelerator pedal returned are obtained from the map data (step S2).

Next, the control unit 11 as a distance calculating means reads the vehicle weight M from the vehicle weight sensor 24, and based on the vehicle weight M, the already read speeds V ₁ and V ₂ and the obtained resistance forces F ₁ and F _2. , using equation 6, and calculates the coasting distance D ₁ (step S3).
In the example shown in FIG. 7 (when considering the altitude difference of the travel route), the distance D ₁ once calculated in the process of step S3 is used and within the distance D ₁ from the current position based on the map information 13a. The position having the most difference in altitude from the current position is acquired on the travel route of, and the corrected distance D ₁ is calculated from Equation 8 using the altitude difference H.

Then, the control unit 11, a display unit 14, and displays the calculated coasting distance D ₁ to the coasting distance display I, displays the coasting distance display J (step S4).
In this way, during traveling, the display unit 14 displays the inertial travel distance and inertial travel arrival position when the accelerator is turned off, and the vehicle driver drives while confirming the positional relationship with the stop position. be able to.

FIG. 10 is a processing flow of an accelerator off instruction, a brake on instruction, and an excessive fuel consumption display. This process is continuously repeated during traveling.
First, the control unit 11 performs a process of specifying a stop position as a stop position specifying unit (step S11). In this process, as described above, the stop position on the travel road ahead of the host vehicle is detected from the map information 13a, and information on the stop position on the travel road is acquired from the traffic information from the traffic information system 26. Identify the stop position. The control unit 11, the position of the front by braking distance D ₂ from the specified stop position is set to the braking start position, the display unit 14 to display the braking start position mark D in braking start position of the map information display A .

Next, the control unit 11 calculates the inertia travel distance D ₁ and the inertia travel reachable distance D ₀ (= D ₁ + D ₂ ) based on the current vehicle speed or the like (step S12), and further based on the map information 13a. Then, the distance from the current position to the specified stop position is calculated (step S13).
Then, the control unit 11 of the coasting start position specifying means, the distance to the stop position identified from the current position, determines the distance whether D is ₀ or less (step S14).

When the distance D ₀ is not less than the distance to the specified stop position (step S14; No), the control unit 11 repeats the process step S12.
On the other hand, when the distance D ₀ is equal to or less than the distance to the specified stop position (step S14; Yes), since the vehicle 1 has reached within the distance D ₀ from the stop position, the control unit 11 displays the accelerator off display E. The cumulative addition of the excess fuel injection amount is started (step S15). In addition, the control part 11 as a fuel consumption calculating means continues the accumulation addition process of excess fuel injection amount by another routine until a vehicle stops.

Then, the control unit 11, based on the map information 13a, and calculates the distance between the current position and the stop position, the calculated distance is braking distance determines whether a D ₂ less (step S16; No ). If the distance to the stopping position is not the distance D ₂ less (step S16; No), the control unit 11 repeats the process step S16.
On the other hand, when the distance to the stop position is a distance D ₂ below (Step S16; Yes), the control unit 11 displays the brake is on display G on the display unit 14 (step S17).

Next, the control unit 11 determines whether or not the vehicle has stopped based on the signal from the vehicle speed sensor 21 (step S18). When it is determined that the vehicle is not stopped (step S18; No), the processing step S18 is repeated.
On the other hand, when it is determined that the vehicle has stopped (step S18; Yes), the control unit 11 as the fuel consumption calculation means calculates the virtual fuel supply amount calculated from the map supply data from the fuel supply amount cumulatively added after the accelerator-off instruction. Is subtracted to calculate the actual excessive fuel consumption (step S19).

  Next, the control unit 11 multiplies the actual excess fuel consumption by the fuel unit price input from the input unit 15 to convert the excess consumption fuel into an amount of money, and causes the display unit 14 to display the excess consumption fuel display F (step S20). ), The process is terminated.

Further, the processing flow shown in FIG. 10 is a process of displaying the excessive fuel consumption display F on the display unit 14 when the vehicle is stopped. However, the present invention is not limited to this, and as shown in FIG. The excessive fuel consumption display F may be displayed sequentially.
Processing steps S21 to S25 in FIG. 11 are the same as processing steps S11 to S15 in FIG.

  After the cumulative addition process of the excess fuel injection amount is started in the processing step S25, the control unit 11 as the fuel consumption amount calculating means calculates the virtual fuel supply amount calculated from the map supply data from the fuel supply amount cumulatively added after the accelerator-off instruction. Is subtracted to calculate the actual excessive fuel consumption (step S26).

The control unit 11 multiplies the actual excess fuel consumption by the fuel unit price input from the input unit 15 to convert the excess consumption fuel amount into an amount of money, and causes the display unit 14 to display the excess consumption fuel display F (step S27). ).
Subsequently, the control part 11 performs the process similar to process step S16 by process step S28. In the process step S28, when the distance to the stopping position is not the distance D ₂ below (step S28; No), the control unit 11 repeats the process step S26.

On the other hand, when the distance to the stop position is a distance D ₂ below (step S28; Yes), the control unit 11 displays the brake is on display G on the display unit 14 (step S29), and ends the process.
Thus, in the processing flow of FIG. 11, after the accelerator-off instruction, the excessive fuel consumption display F is sequentially counted up. The excessive fuel consumption display F allows the vehicle driver to confirm that excessive fuel consumption is being performed.

As described above, in the present embodiment, when the vehicle running in the accelerator-off, in a state of being decelerated to a predetermined speed (start of braking velocity V _2), the predetermined distance of the stop position by coasting (braking distance D ₂₎ The vehicle driver is instructed to turn off the accelerator when a position that can be reached is reached. Thereby, the vehicle driver can recognize at an early stage that the vehicle can reach the stop position even when the accelerator is turned off, and can start coasting from an early stage. As a result, the use of excessive fuel consumption is additionally suppressed, energy lost due to vehicle braking or the like is reduced, and fuel efficiency can be improved and energy saving operation can be performed.

  Moreover, in this embodiment, it is comprised so that the vehicle driver may be notified about the information (excess fuel consumption display F) regarding the excessive fuel consumption used after the accelerator-off instruction. Accordingly, the vehicle driver can confirm by numerical values that the ideal deceleration / stop operation has not been achieved, that is, the fuel has been consumed excessively, and the vehicle driver can be encouraged to perform energy-saving operation.

  Further, in the present embodiment, by displaying the brake-on display G at a position before the predetermined braking distance from the stop position, it is possible to notify the vehicle driver of an appropriate braking start timing, thereby enabling smooth The braking operation can be performed.

It is a block diagram of the driving assistance device in the embodiment of the present invention. It is a screen display of energy saving operation control in the embodiment of the present invention. It is explanatory drawing of the energy saving operation control in embodiment of this invention. It is explanatory drawing of the calculation method of the inertial running distance in embodiment of this invention. It is explanatory drawing of the calculation method of the inertia travel distance which concerns on the modification in embodiment of this invention. It is a screen display of the energy saving operation control which concerns on the modification in embodiment of this invention. It is explanatory drawing of the calculation method of the inertia travel distance which concerns on the modification in embodiment of this invention. It is explanatory drawing of the height difference acquisition in FIG. It is a flowchart of the inertia mileage display process in embodiment of this invention. It is a flowchart of the excessive consumption fuel display process in embodiment of this invention. It is a flowchart of the excessive consumption fuel display process which concerns on the modification in embodiment of this invention.

Explanation of symbols

1, 2, 3 Vehicle 10 Driving support device 11 Control unit 12 Sensor input unit 13 Storage unit 13a Map information 14 Display unit 15 Input unit 16 Traffic information transmission / reception unit A Map information display B Travel path C Own vehicle position mark D Braking start position Mark D ₀ Inertia Travel Reachable Distance D ₁ Inertia Travel Distance D ₂ Brake Distance E Acceleration Off Display F Excess Fuel Consumption Display B Brake On Display H Travel Distance Display I, J Inertia Travel Distance Display P ₁ Inertia Travel Start position P ₂ Stop position P ₃ Brake start position V ₁ speed V ₂ Brake start speed

Claims (14)

A distance calculation step of calculating a reachable distance until the vehicle decelerates to a predetermined vehicle speed by inertial traveling when the driving force request to the engine of the traveling vehicle disappears;
An information notification step of notifying a vehicle driver of information relating to the reachable distance;
A vehicle driving support method comprising:   2. The vehicle driving support method according to claim 1, wherein in the information notification step, the reachable distance is displayed as information on the reachable distance by a display device.   2. The vehicle driving according to claim 1, wherein, in the information notification step, a position at which the vehicle decelerates to a predetermined vehicle speed by inertial traveling is displayed on a map display by a display device as information on the reachable distance. Support method.   The vehicle driving support method according to any one of claims 1 to 3, wherein, in the distance calculation step, the reachable distance is calculated in accordance with a difference in altitude of the vehicle travel path.   5. The vehicle driving support method according to claim 4, further comprising a step of calculating an altitude difference of the vehicle travel path based on map information stored in a map information storage device. Identifying a stop position in front of the vehicle traveling direction;
A step of specifying an inertial travel start position for inertial travel to the stop position based on the stop position and the reachable distance; and
The vehicle driving support method according to claim 1, wherein the information regarding the reachable distance includes information regarding the inertial travel start position. A step of calculating a fuel consumption amount after passing through the inertia running start position;
The vehicle driving support method according to claim 6, wherein the information about the reachable distance includes information about the fuel consumption. A distance calculation means for calculating a reachable distance until the vehicle is decelerated to a predetermined vehicle speed by inertial traveling when the driving force request to the engine of the traveling vehicle disappears;
Information notifying means for notifying a vehicle driver of information on the reachable distance;
A vehicle driving support apparatus comprising:   9. The vehicle driving support device according to claim 8, wherein the information notification unit includes a display device, and displays the reachable distance as the information regarding the reachable distance by the display device.   9. The information notifying unit includes a display device, and displays, on the map display by the display device, a position where the vehicle decelerates to a predetermined vehicle speed by inertial traveling as information on the reachable distance. The vehicle driving support device according to claim 1.   The vehicle driving according to any one of claims 8 to 10, wherein the distance calculating means is configured to calculate the reachable distance in accordance with a difference in altitude of a vehicle travel path. Support device.   12. The distance calculation unit includes a map information storage device that stores map information, and is configured to calculate an altitude difference of the vehicle travel path based on the map information. Vehicle driving support device. Stop position specifying means for specifying a stop position in front of the vehicle traveling direction;
An inertial travel start position specifying means for specifying an inertial travel start position for inertial travel to the stop position based on the stop position and the reachable distance;
The vehicle driving support device according to any one of claims 8 to 12, wherein the information about the reachable distance includes information about the inertial travel start position. A fuel consumption amount calculating means for calculating a fuel consumption amount after passing through the inertial running start position;
14. The vehicle driving support device according to claim 13, wherein the information about the reachable distance includes information about the fuel consumption calculated by the fuel consumption calculation means.

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