JP2010132241A - Traveling support device, traveling support method, and computer program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling support device, a traveling support method, and a computer program for generating a proper control schedule during follow-up traveling and after follow-up traveling, and for reducing the processing load on a control part. <P>SOLUTION: When follow-up traveling control is executed by an ACC system, the traveling scheduled path and traveling information of a front vehicle as a follow-up object is acquired (S25), and the traveling scheduled path of a vehicle 2 is compared with the traveling scheduled path of the front vehicle, so that a follow-up traveling section can be specified (S27), and the vehicle speed and acceleration of the vehicle 2 traveling in the follow-up traveling section are estimated from the estimated vehicle speed and estimated acceleration of the front vehicle in the follow-up traveling section (S28), and a control schedule under the consideration of the follow-up traveling control in the follow-up traveling section is newly generated (S30). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving support device, a driving support method, and a computer program that generate a control schedule of a drive source when a vehicle travels on a planned travel route and performs control based on the generated control schedule.

  In recent years, in addition to gasoline vehicles that use an engine as a drive source, an electric vehicle that uses a motor driven based on electric power supplied from a battery as a drive source, or a hybrid vehicle that uses a motor and an engine together as a drive source Etc. exist.

Conventionally, in the hybrid vehicle, a motor and engine control schedule is generated for the planned travel route.
Here, as a conventional technique for generating the control schedule, as described in, for example, Japanese Patent Application Laid-Open No. 2000-333305, behavior estimated based on route information and a travel history of a planned travel route (vehicle speed and (Acceleration), it is assumed that the host vehicle travels on a planned travel route, and a control schedule is generated based on the assumption.
JP 2000-333305 A (page 4 to page 7, FIG. 6)

However, when the host vehicle actually travels on the planned travel route, there are many cases where the vehicle cannot travel with the estimated behavior. For example, in recent years, when there is a forward vehicle that travels in the same lane, the distance between the vehicle and the forward vehicle is maintained at an appropriate distance, and the vehicle follows the forward vehicle (hereinafter referred to as follow-up travel). There is a vehicle equipped with an adaptive cruise control (hereinafter referred to as ACC) system that automatically controls the host vehicle. When the ACC system travels following the vehicle ahead, the section that travels following (hereinafter referred to as the following travel section) cannot travel with the estimated behavior.
As a result, a deviation occurs between the vehicle situation (such as the SOC value) planned by the currently set control schedule and the vehicle situation actually traveling on the planned travel route. As a result, it was not possible to obtain sufficient effects such as a reduction in fuel consumption that was initially planned.

  The present invention has been made to solve the above-described conventional problems, and even when the vehicle follows the vehicle ahead by the ACC function, an appropriate control schedule can be generated, and fuel consumption can be reduced. It is an object of the present invention to provide a driving support device, a driving support method, and a computer program capable of sufficiently obtaining effects.

In order to achieve the above object, the travel support apparatus (1) according to claim 1 of the present application specifies a travel schedule for specifying a travel route of the host vehicle (2) having a drive motor (5) and an engine (4) as drive sources. Route specifying means (33), follow-up running control means (9) for controlling the host vehicle so that the host vehicle runs following the preceding vehicle (60), and the front for acquiring the running information of the preceding vehicle Based on vehicle information acquisition means (33) and travel information of the forward vehicle acquired by the forward vehicle information acquisition means, the drive motor and engine control schedule (when the vehicle travels the planned travel route) 49) and the drive motor and the engine based on the control schedule when the vehicle travels on the planned travel route. A control for driving and controlling means (9), characterized by having a.
Here, the “section” may be a section obtained by dividing the planned travel route for each link, or may be a section divided for each predetermined distance (for example, 100 m). Further, a section between passing points every predetermined time may be defined.
In addition, “run following” means that the vehicle travels while performing drive control such as acceleration / deceleration so as to keep the distance between the vehicle and the front vehicle constant, or the vehicle travels along the same travel locus as the vehicle ahead. And traveling while performing turning control such as steering.

  A travel support device (1) according to claim 2 is the travel support device according to claim 1, wherein travel route acquisition means (33) for acquiring a planned travel route of the preceding vehicle (60); Follow-up travel section specifying means (33) for specifying a follow-up travel section in which the host vehicle travels following the front vehicle based on the planned travel path of the host vehicle (2) and the planned travel path of the preceding vehicle. The control schedule generating means (33) generates the control schedule for the following traveling section specified by the following section specifying means based on the traveling information of the preceding vehicle.

  A travel support apparatus (1) according to claim 3 is the travel support apparatus according to claim 2, further comprising own vehicle travel information acquisition means (33) for acquiring travel information of the host vehicle (2). And the control schedule generation means (33) generates the control schedule based on travel information of the vehicle for sections other than the follow-up travel section specified by the follow-up section specifying means (33). And

  According to a fourth aspect of the present invention, there is provided a travel support method according to a fourth aspect of the present invention, in which the host vehicle (2) includes a drive motor (5) and an engine (4) as drive sources. Acquired by the following traveling control step for controlling the host vehicle to travel following the preceding vehicle (60), the preceding vehicle information acquiring step for acquiring traveling information of the preceding vehicle, and the preceding vehicle information acquiring step. A control schedule generating step for generating a control schedule (49) for the drive motor and the engine when the vehicle travels on the planned travel route based on travel information of the preceding vehicle; and A drive control step of controlling the drive motor and the engine based on the control schedule when traveling And wherein the door.

  Furthermore, the computer program according to claim 5 is installed in a computer and has a planned travel route specifying function for specifying a planned travel route of the host vehicle (2) having a drive motor (5) and an engine (4) as drive sources, A follow-up travel control function for controlling the host vehicle so that the host vehicle travels following the forward vehicle (60), a forward vehicle information acquisition function for acquiring travel information of the forward vehicle, and the forward vehicle information acquisition A control schedule generating function for generating a control schedule (49) for the drive motor and the engine when the vehicle travels on the planned travel route based on travel information of the preceding vehicle acquired by the function; A drive control function for controlling the drive motor and the engine based on the control schedule when traveling on the planned travel route; Characterized in that for the execution.

  According to the driving support apparatus according to claim 1 having the above-described configuration, even when the ACC function is used to follow the preceding vehicle, it is possible to accurately estimate the behavior of the host vehicle traveling in the following traveling section. Become. Accordingly, since an appropriate control schedule can be generated during and after the follow-up running, it is possible to sufficiently obtain effects such as a reduction in fuel consumption.

  According to the driving support device of the second aspect, in the case of following the preceding vehicle by the ACC function, the following traveling section is obtained by comparing the planned traveling route of the host vehicle and the planned traveling route of the preceding vehicle. Can be accurately identified. Accordingly, it is possible to generate an appropriate control schedule by distinguishing between following running and after following running.

  In addition, according to the travel support device of the third aspect, since the control schedule is generated based on the travel information of the own vehicle for the sections other than the follow-up travel section, it is possible to generate an appropriate control schedule after the follow-up travel. It becomes possible.

  Further, according to the driving support method of the fourth aspect, even when the vehicle follows the preceding vehicle by the ACC function, it is possible to accurately estimate the behavior of the host vehicle traveling in the following traveling section. Accordingly, since an appropriate control schedule can be generated during and after the follow-up running, it is possible to sufficiently obtain effects such as a reduction in fuel consumption.

  Further, according to the computer program of the fifth aspect, even when the vehicle follows the preceding vehicle by the ACC function, it is possible to cause the computer to accurately estimate the behavior of the host vehicle traveling in the following traveling section. . Accordingly, since an appropriate control schedule can be generated during and after the follow-up running, it is possible to sufficiently obtain effects such as a reduction in fuel consumption.

Hereinafter, based on one embodiment which materialized the driving support device concerning the present invention, it explains in detail, referring to drawings.
First, a schematic configuration of a vehicle control system 3 of a vehicle 2 equipped with the navigation device 1 according to the present embodiment as an in-vehicle device will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic configuration diagram of a vehicle control system 3 according to the present embodiment, and FIG. 2 is a block diagram schematically showing a control system of the vehicle control system 3 according to the present embodiment. The vehicle 2 is a hybrid vehicle that uses a motor and an engine together as a drive source. In particular, in the embodiment described below, a plug-in hybrid vehicle that can charge a battery from an external power source is used.

  As shown in FIGS. 1 and 2, the vehicle control system 3 according to the present embodiment includes a navigation device 1 installed on the vehicle 2, an engine 4, a drive motor 5, a generator 6, and a battery 7. And a planetary gear unit 8, a vehicle control ECU 9, an engine control ECU 10, a drive motor control ECU 11, a generator control ECU 12, and a charge control ECU 13.

  Here, the navigation device 1 is provided on the center console or panel surface of the vehicle 2, and outputs a liquid crystal display 15 that displays a map around the vehicle and a planned travel route to the destination, and voice guidance regarding route guidance. A speaker 16 and the like are provided. Then, the current position of the vehicle 2 is specified by GPS or the like, and when the destination is set, a search for a route to the destination and guidance according to the set scheduled traveling route are performed. To do. As will be described later, the navigation device 1 drives the vehicle 2 when the vehicle 2 travels the planned travel route based on the route information of the planned travel route of the vehicle 2 and the travel information of the vehicle 2 (the engine 4 and the drive motor). A control schedule for controlling 5) is generated. Then, according to the generated control schedule, the engine 4 and the drive motor 5 are controlled via the vehicle control ECU 9, the engine control ECU 10, and the drive motor control ECU 11. The detailed configuration of the navigation device 1 will be described later.

  The engine 4 is an engine such as an internal combustion engine that is driven by fuel such as gasoline, light oil, and ethanol, and is used as a first drive source of the vehicle 2. The engine torque, which is the driving force of the engine 4, is transmitted to the planetary gear unit 8, and the drive wheels 17 are rotated by a part of the engine torque distributed by the planetary gear unit 8 to drive the vehicle 2.

The drive motor 5 is a motor that rotates based on the electric power supplied from the battery 7 and is used as a second drive source of the vehicle 2. The drive motor is driven by the electric power supplied from the battery 7 and generates a drive motor torque that is a torque of the drive motor 5. Then, the drive wheels 17 are rotated by the generated drive motor torque, and the vehicle 2 is driven.
In particular, in the plug-in hybrid vehicle according to the present embodiment, when a later-described control schedule 49 is set in the navigation device 1, the engine 4 and the drive motor 5 are basically based on the control schedule 49 that is set. Is controlled. Specifically, in the EV travel section specified in the control schedule 49, so-called EV travel is performed in which travel is performed using only the drive motor 5 as a drive source. Further, in the HV traveling section specified in the control schedule 49, so-called HV traveling is performed in which the engine 4 and the drive motor 5 are used together as a drive source.
On the other hand, when the control schedule 49 is not set in the navigation device 1, EV traveling is basically performed until the remaining battery level becomes a predetermined value or less. Then, HV traveling is performed after the remaining amount of the battery becomes equal to or less than a predetermined value.
Further, when engine braking is necessary and when braking is stopped, the drive motor 5 functions as a regenerative brake, and regenerates vehicle inertia energy as electric energy.

  The generator 6 is a generator that is driven by a part of the engine torque distributed by the planetary gear unit 8 to generate electric power. The generator 6 is connected to the battery 7 via a generator inverter (not shown). The generated alternating current is converted into a direct current and supplied to the battery 7. In addition, you may comprise the drive motor 5 and the generator 6 integrally.

  The battery 7 is a secondary battery as a power storage means capable of repeating charging and discharging, and a lead storage battery, a nickel cadmium battery, a nickel hydrogen battery, a lithium ion battery, a sodium sulfur battery, or the like is used. Further, the battery 7 is connected to a charging connector 18 provided on the side wall of the vehicle 2. The battery 7 can be charged by connecting the charging connector 18 to a power supply source such as an outlet in a home or a charging facility equipped with a predetermined charging facility. Further, the battery 7 is also charged by regenerative power generated by the drive motor and power generated by the generator 6.

  The planetary gear unit 8 includes a sun gear, a pinion, a ring gear, a carrier, and the like, distributes part of the driving force of the engine 4 to the generator 6 and transmits the remaining driving force to the driving wheels 17.

The vehicle control ECU (electronic control unit) 9 is an electronic control unit that controls the entire vehicle 2. Further, the vehicle control ECU 9 (following travel control means, drive control means) controls the engine control ECU 10 for controlling the engine 4, the drive motor control ECU 11 for controlling the drive motor 5, and the generator 6. A generator control ECU 12 for performing the control and a charge control ECU 13 for controlling the battery 7 are connected, and also connected to a later-described navigation ECU 33 included in the navigation device 1.
The vehicle control ECU 9 includes an internal storage device such as a CPU 21 as an arithmetic device and a control device, a RAM 22 used as a working memory when the CPU 21 performs various arithmetic processes, and a ROM 23 in which a control program and the like are recorded. I have.
A millimeter wave radar 19 is connected to the vehicle control ECU 9. The vehicle control ECU 9 constitutes an ACC system together with the millimeter wave radar 19 and an ACC operation switch (not shown), an accelerator position sensor, a stop lamp switch, a steering sensor, a yaw rate sensor, a transmission control switch, and the like. Details of the ACC system will be described later.

  The millimeter wave radar 19 is attached near the upper center of the license plate mounted on the front surface of the vehicle 2 and has an obstacle within a predetermined range around the vehicle (for example, within a range of 100 m ahead of the vehicle 2). It is a detection sensor. Here, the millimeter wave radar 19 includes a radio wave transmitter and a radio wave receiver, and emits a millimeter wave and receives a radio wave reflected from an obstacle. The vehicle control ECU 9 measures the position of the obstacle (the vehicle ahead) and the relative speed with the vehicle 2 based on the propagation time, the frequency difference caused by the Doppler effect, and the like. In place of the millimeter wave radar 19, an infrared sensor or a pair of CCD cameras may be used.

  The engine control ECU 10, the drive motor control ECU 11, the generator control ECU 12, and the charge control ECU 13 include a CPU, RAM, ROM, and the like (not shown), and control the engine 4, the drive motor 5, the generator 6, and the battery 7, respectively. .

Next, the ACC system will be described with reference to FIG.
When there is a forward vehicle 60 traveling in the same lane, the ACC system maintains the inter-vehicle distance L1 between the own vehicle 2 and the forward vehicle 60 at an appropriate distance, and follows the forward vehicle 60 so as to travel. 2 is a system that realizes the following traveling control that automatically controls the vehicle 2 and the steady traveling control that automatically controls the vehicle 2 so that the vehicle 2 normally travels at the set vehicle speed when there is no forward vehicle 60 traveling in the same lane.
Here, in the ACC system according to the present embodiment, when the ACC operation switch is operated by the user and the ACC function is turned on, the millimeter wave radar 19 detects the forward vehicle 60 in front of the host vehicle 2. Follow-up control is performed.
Next, the following traveling control of the ACC system will be briefly described. First, the vehicle control ECU 9 measures an inter-vehicle distance L <b> 1 between the host vehicle 2 and the forward vehicle 60 based on the detection result of the millimeter wave radar 19. Then, the host vehicle 2 is controlled so that the inter-vehicle distance L1 becomes a preset inter-vehicle distance. Specifically, when the inter-vehicle distance L1 is larger than the set inter-vehicle distance, the acceleration control of the vehicle 2 is performed by increasing the opening degree of the throttle valve of the engine 4 or increasing the rotational speed of the drive motor 5. On the other hand, when the inter-vehicle distance L1 is smaller than the set inter-vehicle distance, the vehicle 2 is controlled to be braked by downshifting to increase the gear ratio of AT (not shown) or operating the brake.
On the other hand, in the ACC system according to the present embodiment, when the ACC operation switch is operated by the user and the ACC function is turned on, the front vehicle 60 cannot be detected in front of the host vehicle 2 by the millimeter wave radar 19. Performs steady running control.
Next, steady traveling control of the ACC system will be briefly described. First, the vehicle control ECU 9 reads a preset set vehicle speed from a RAM or the like. And the opening degree of the throttle valve of the engine 4, the rotational speed of the drive motor 5, AT, etc. are controlled so that the own vehicle 2 drive | works with the read set vehicle speed.
The ACC system ends (releases) the following traveling control and the steady traveling control when the ACC function is selected to be turned off by the user's operation or when the foot brake is operated.
The set inter-vehicle distance and the set vehicle speed can be changed based on user operations.

Next, the configuration of the navigation device 1 will be described with reference to FIG.
As shown in FIG. 2, the navigation device 1 according to the present embodiment is based on a current position detection unit 31 that detects the current position of the vehicle 2, a data recording unit 32 that records various data, and input information. Navigation ECU (scheduled travel route specifying means, forward vehicle information acquisition means, control schedule generation means, travel route acquisition means, follow-up travel section specification means, own vehicle travel information acquisition means) 33 that performs various arithmetic processes, and a user An operation unit 34 that accepts an operation from the vehicle, a liquid crystal display 15 that displays a map around the vehicle and a set travel schedule route for a user, a speaker 16 that outputs voice guidance related to route guidance, and a memory that stores a program. Between a DVD drive 37 that reads a medium DVD, an information center such as a probe center or a VICS center, and others A communication module 38 that communicates with both the Metropolitan, and a.

Below, each component which comprises the navigation apparatus 1 is demonstrated in order.
The current position detection unit 31 includes a GPS 41, a vehicle speed sensor 42, a steering sensor 43, a gyro sensor 44, and the like, and can detect the current vehicle position, direction, vehicle traveling speed, current time, and the like. . Here, in particular, the vehicle speed sensor 42 is a sensor for detecting the moving distance and the vehicle speed of the vehicle 2, generates a pulse according to the rotation of the driving wheel of the vehicle 2, and outputs the pulse signal to the navigation ECU 33. And navigation ECU33 calculates the rotational speed and moving distance of a driving wheel by counting the pulse which generate | occur | produces. Note that the navigation device 1 does not have to include all of the above five types of sensors, and the navigation device 1 may include only one or more of these types of sensors.

  The data recording unit 32 includes an external storage device and a hard disk (not shown) as a recording medium, a vehicle parameter DB 46, a map information DB 47, forward vehicle information 48, a control schedule 49, a predetermined program, etc. recorded on the hard disk. And a recording head (not shown) which is a driver for writing predetermined data to the hard disk.

Here, the vehicle parameter DB 46 is a DB that stores various parameters related to the vehicle 2. Specifically, front projection area A [m ² ], driving mechanism inertia weight Wr [kN], vehicle weight M [kg], driving wheel rolling resistance coefficient μr, air resistance coefficient μl, cornering resistance Rc [kN], etc. Is memorized. The travel history of the vehicle 2 (specifically, the link number of the link on which the vehicle 2 has traveled in the past and the vehicle speed data and acceleration data of the vehicle 2 at each point during the link travel) is also stored.
The vehicle parameters and the travel history are used by the navigation ECU 33 to estimate “the driving force for each section necessary when the vehicle 2 travels the planned travel route” as will be described later.

  Here, the map information DB 47 is, for example, link data relating to roads (links), node data relating to node points, map display data for displaying maps, intersection data relating to each intersection, search data for searching for routes, facilities It is a storage means in which the facility data relating to, search data for searching for points, and the like are stored. The link data includes information related to the tilt section (including information related to the tilt angle (gradient and the like)) and information related to the curve (including information related to the start point, end point, and turning radius).

  Further, the forward vehicle information 48 is information regarding the forward vehicle acquired by inter-vehicle communication with the forward vehicle to be followed when the follow-up traveling control is executed by the ACC system. As the forward vehicle information 48, a planned travel route and travel information (estimated vehicle speed when traveling along the planned travel route) of the forward vehicle are stored.

The control schedule 49 is generated by the navigation ECU 33 before the vehicle 2 travels on the planned travel route, and controls how the engine 4 and the drive motor 5 are controlled when the vehicle 2 travels on the planned travel route. This is a control schedule to be determined.
Here, FIG. 4 is a diagram showing an example of the control schedule 49 formed when the vehicle 2 travels on the planned travel route 63 from the departure point 61 to the destination 62. As shown in FIG. 4, the control schedule 49 sets an EV travel section in which EV travel is performed for each section of the planned travel route 63 and an HV travel section in which HV travel is performed. For example, in the example shown in FIG. 4, among the planned travel route 63, section A, section C, and section E are set to EV travel, and section B and section D are set to HV travel.
When the vehicle 2 travels along the planned travel route 63, the navigation ECU 33 changes the travel control based on the current position of the vehicle 2 and the control schedule 49 (EV travel → HV travel or HV travel → EV It is determined whether or not it is time to travel. When it is determined that it is time to change the travel control, a control instruction for instructing EV travel or HV travel is transmitted to the vehicle control ECU 9. And vehicle control ECU9 which received the control instruction which instruct | indicates EV driving | running | working controls the drive motor 5 via drive motor control ECU11, and starts EV driving | running | working which uses only the drive motor 5 as a drive source. The vehicle control ECU 9 that has received a control instruction for instructing HV traveling controls the engine 4 and the drive motor 5 via the engine control ECU 10 and the drive motor control ECU 11, and uses the engine 4 and the drive motor 5 together as a drive source. Then, HV traveling is started. In addition, during the HV traveling, the battery 7 is also charged by driving the generator 6 in a predetermined section (for example, a section in which the vehicle 2 travels constantly at a high speed).

  And the navigation apparatus 1 which concerns on this embodiment produces | generates the control schedule 49 based on the driving force for every area, etc. required when the vehicle 2 drive | works a driving planned route. Further, when the follow-up running control by the ACC system is performed, a control schedule 49 is newly generated based on the forward vehicle information 48 acquired from the forward vehicle to be followed. In addition, when the steady travel control by the ACC system is performed, a control schedule 49 is newly generated based on the set vehicle speed. Details of the process for generating the control schedule 49 will be described later.

  On the other hand, a navigation ECU (Electronic Control Unit) 33, when a destination is selected, guide route setting processing for setting a planned travel route from the current position to the destination, route information on the planned travel route of the vehicle 2, Based on the surrounding environment, control schedule generation processing for generating a control schedule 49 for controlling the drive source (engine 4 and drive motor 5) of the vehicle 2 when traveling on the planned travel route, follow-up travel control and steady travel by the ACC system When control is performed, a navigation device such as a control schedule regeneration process for newly generating an appropriate control schedule 49 thereafter, a drive control process for controlling the engine 4 and the drive motor 5 based on the generated control schedule 49, etc. 1 is an electronic control unit that performs overall control of 1. The CPU 51 as an arithmetic device and a control device, the RAM 51 that is used as a working memory when the CPU 51 performs various arithmetic processes, stores route data and the like when a route is searched, and a control program In addition, a ROM 53 in which a control schedule generation process program (see FIG. 5), a control schedule regeneration process program (see FIG. 9), a travel control program (FIG. 12), and the like are recorded, a flash memory 54 that stores a program read from the ROM 53. Etc. are provided.

  The operation unit 34 is operated when inputting a departure point as a travel start point and a destination point as a travel end point, and includes a plurality of operation switches (not shown) such as various keys and buttons. Then, the navigation ECU 33 performs control to execute various corresponding operations based on switch signals output by pressing the switches. In addition, it can also be comprised by the touchscreen provided in the front surface of the liquid crystal display 15.

  The liquid crystal display 15 also includes a map image including a road, traffic information, operation guidance, operation menu, key guidance, a planned travel route from the departure point to the destination, guidance information along the planned travel route, news, weather Forecast, time, mail, TV program, etc. are displayed. In the present embodiment, when the control schedule 49 is generated, guidance indicating that the drive source is controlled based on the generated control schedule 49 is output. Further, when follow-up running control or steady running control is started by the ACC system, or when follow-up running control or steady running control is finished, guidance indicating that each control is started or finished is output.

  The speaker 16 outputs voice guidance for guiding traveling along the planned traveling route and traffic information guidance based on instructions from the navigation ECU 33. In the present embodiment, when the control schedule 49 is generated, guidance indicating that the drive source is controlled based on the generated control schedule 49 is output. Further, when follow-up running control or steady running control is started by the ACC system, or when follow-up running control or steady running control is finished, guidance indicating that each control is started or finished is output.

  The DVD drive 37 is a drive that can read data recorded on a recording medium such as a DVD or a CD. Then, the map information DB 47 is updated based on the read data.

The communication module 38 is a traffic information including traffic information, regulation information, traffic accident information, etc. transmitted from a traffic information center such as a VICS (registered trademark: Vehicle Information and Communication System) center or a probe center. For example, a mobile phone or DCM.
Furthermore, the communication module 38 according to the present embodiment is configured so that the other vehicle (the following vehicle, the front vehicle) located in a predetermined wireless communication range (for example, a range up to a radius of 2 km centered on the vehicle position) with respect to the vehicle position. It is possible to communicate information wirelessly with a vehicle, an oncoming vehicle, or the like. In the present embodiment, as shown in FIG. 3, when the follow-up running control is performed by the ACC system, vehicle-to-vehicle communication is performed with the front vehicle 60 to be followed, and the front vehicle 60 travels. The planned route and travel information (estimated vehicle speed when traveling on the planned travel route) and the like are acquired.
In addition, in communication between the own vehicle 2 and the forward vehicle 60, in addition to directly transmitting / receiving information between vehicles, information may also be transmitted / received via a communication facility such as a road machine (not shown). Is possible.

  Next, a control schedule generation processing program executed by the navigation ECU 33 in the navigation device 1 having the above configuration will be described with reference to FIG. FIG. 5 is a flowchart of the control schedule generation processing program according to this embodiment. Here, the control schedule generation processing program is executed when a planned travel route is set in the navigation device 1 and controls the drive motor and engine when the vehicle 2 travels the planned travel route set by the navigation device 1. It is a program that generates a schedule. The programs shown in the flowcharts of FIGS. 5, 9, and 12 below are stored in the RAM 52 and the ROM 53 provided in the navigation device 1, and are executed by the CPU 51.

  First, in step (hereinafter abbreviated as “S”) 1 in the control schedule generation processing program, the CPU 51 specifies the planned travel route set in the navigation device 1 as the planned travel route of the vehicle 2. Here, the planned travel route is, for example, a travel plan from the departure place (for example, the current position of the vehicle 2) set by the result of the route search to the destination when the destination is input by the operation of the operation unit 34. There is a route. Since the route search process is already known, its description is omitted.

Next, in S <b> 2, the CPU 51 reads the vehicle parameter DB 46 and acquires various parameter information related to the vehicle 2. Specifically, front projection area A [m ² ], driving mechanism inertia weight Wr [kN], vehicle weight M [kg], driving wheel rolling resistance coefficient μr, air resistance coefficient μl, cornering resistance Rc [kN], etc. It is. Further, the travel history of the vehicle 2 (specifically, the link on which the vehicle 2 has traveled in the past and the vehicle speed data and acceleration data of the vehicle 2 at each point during the link travel) is also acquired from the vehicle parameter DB 46.

  Subsequently, in S3, the CPU 51 acquires route information of the entire scheduled travel route specified in S1. Here, as route information to be acquired, information on intersections (including information on position, presence / absence of signals, number of lanes), information on slope sections (including information on slope angles), curves in the planned travel route Information (including information about start point, end point, turning radius), traffic jam information (including traffic jam start point, traffic jam length, traffic jam level, average vehicle speed of each link constituting the planned travel route), regulation information (Including information on road closures and lane restrictions). The route information is acquired by reading from the map information DB 47 or by communicating with the probe center or VICS center via the communication module 38.

Next, in S4, the CPU 51 determines when the vehicle travels the planned travel route specified in S1 based on the travel history of the vehicle 2 acquired in S2 and the route information of the planned travel route acquired in S3. Estimate vehicle speed and acceleration for each section.
Specifically, when the vehicle 2 has traveled in the past on a link constituting the planned travel route, the CPU 51 applies the vehicle speed data and acceleration data during the past travel to the section of the link.

Thereafter, in S5, the CPU 51 estimates the driving force of the vehicle 2 for each section required when traveling on the planned travel route specified in S1 based on the vehicle speed and acceleration estimated in S4.
Here, it is generally known that the driving force required for traveling of the vehicle 2 depends on various traveling resistances such as air resistance, rolling resistance, gradient resistance, acceleration resistance, and the like generated in the vehicle 2. FIG. 6 is a schematic diagram showing various running resistances generated in the vehicle.

As shown in FIG. 6, the running resistance R [kN] generated in the running vehicle includes an acceleration resistance Ro [kN], a rolling resistance Rr [kN], an air resistance Rl [kN], and a gradient resistance Ri [kN]. . The driving force P [W] based on the various traveling resistances Ro, Rr, Rl, Ri is a value obtained by multiplying the value obtained by adding the various traveling resistances Ro, Rr, Rl, Ri by the vehicle speed V [km / h]. It is represented by the following formula (1).
P = (Ro + Rr + Rl + Ri) × V (1)

The acceleration resistance Ro is a drag force W (= M × g) [kN] of the vehicle weight (including the weight of the occupant and the fuel) M [kg], a drive mechanism inertia weight Wr, and an acceleration α [m / s ² ]. Using the gravitational acceleration g [m / s ² ], it is expressed by the following formula (2).
Ro = (W + Wr) × α / g (2)
The rolling resistance Rr is a product of the rolling resistance coefficient μr and the drag force W [kN] of the vehicle weight M [kg], and is expressed by the following equation (3).
Rr = μr × W (3)
The air resistance Rl is a product of the air resistance coefficient μl, the front projection area A [m ² ], and the vehicle speed V [km / h], and is expressed by the following equation (4).
Rl = μl × A × V ² (4)
Further, the gradient resistance Ri is expressed by the following equation (5), where φ (deg) is the gradient of the road on which the vehicle travels.
Ri = W × sinφ (5)

Then, the CPU 51 can calculate the vehicle speed and acceleration of the vehicle 2 based on the various parameter information of the vehicle 2 acquired in S2 and the route information of the planned traveling route acquired in S3. From (5), the driving force P is calculated (estimated) for each point in the planned travel route (for example, a predicted point of the vehicle every 0.5 sec). Further, as shown in FIG. 7, the calculated driving force P for each point is averaged for each section constituting the planned travel route. As a result, the driving force P _ave of the vehicle 2 for each section necessary for traveling on the planned travel route is calculated.
Specifically, assuming that the time required to travel in the section is Δt, the driving force P _ave of the vehicle 2 required for each section is calculated by the following equation (6).
P _ave = ∫Pdt / Δt (6)

On the other hand, for a section in which the vehicle speed and acceleration of the vehicle 2 cannot be estimated, that is, a section in which the vehicle 2 does not have a travel history, the driving force P _ave necessary for traveling in the section is acquired from the probe center. The driving force P _ave acquired from the probe center is an average value of the driving force P _ave in the corresponding section collected from, for example, a probe car of the same standard as the vehicle 2.

FIG. 8 shows an example in which the driving force P _ave of the vehicle 2 for each section estimated in S5 is expressed for the entire planned travel route 63. The section may be a section obtained by dividing the planned travel route for each link, or may be a section divided for each predetermined distance (for example, 100 m). Further, the driving force P _ave of the vehicle 2 for each section estimated in S5 is stored in the RAM 52 or the like.

  In place of the processes of S2 to S5, the driving force required for traveling of the vehicle is calculated based on the torque T [N · m] generated on the axle of the driving wheel and the rotational speed N of the axle measured during past traveling. An estimation process may be executed. Specific examples thereof will be described below.

Specifically, the driving force P [W] is a value obtained by multiplying the torque T [N · m] generated on the axle of the driving wheel by the rotational speed N of the axle, and is represented by the following formula (7).
P = T × N (7)

Here, as a means for measuring the torque T generated on the axle of the drive wheel, for example, there is the following method.
(A) Method of measuring with a strain gauge This is in proportion to the expansion and contraction of the measurement object by bonding a metal (resistor) to the measurement object (axle in this embodiment) where the distortion occurs through an electrical insulator. It expands and contracts and the resistance value changes. The amount of torque is measured by converting this into a voltage value.
(B) Method of measuring by magnetostriction method When a torque is applied to the rotating shaft and distortion occurs, a coil is installed so that magnetic flux is transmitted in the direction of tension in which the permeability increases, thereby reducing the permeability and increasing the permeability. Measure the differential voltage of the coil at, and calculate the amount of torque.
(C) Measuring method by optical method A texture is pasted on the shaft joint, and a color pattern due to birefringence generated when a laser beam is applied is recognized by image processing and converted into a torque amount.
(D) Method of measuring by phase difference detection method Rotation signal corresponding to torsion occurring on the axle is detected by detecting a rotation signal generated from a ring attached to the outer ring of each constant velocity joint provided with constant velocity joints at both ends of the axle. The torque amount is calculated from the phase difference.

Then, the CPU 51 uses the value of the torque T measured by any one of the methods (a) to (d) in the past travel, for each point of the route traveled from the above equation (7) (for example, 0. The driving force P at the predicted point of the vehicle every 5 sec) is calculated.
Thereafter, the CPU 51 averages the calculated driving force P for each point for each section constituting the traveled route, and calculates the average driving force P _ave of the vehicle 2 for each section in the traveled route.
Subsequently, the calculated driving force P _ave is stored in the vehicle parameter DB 46 as a travel history.

Then, using the driving force _Pave of the vehicle 2 for each section stored as the traveling history in the past traveling, the driving force of the vehicle 2 for each section necessary when traveling on the planned traveling route specified in S1. Is estimated.
Further, the free section of the travel history of the vehicle 2 acquires the driving force P _ave from the probe center as in the example described above.

  Next, in S <b> 6, the CPU 51 acquires the SOC value of the battery 7 mounted on the vehicle 2 (the remaining energy of the battery 7) from the charge control ECU 13.

Furthermore, in S7, the CPU 51 estimates the amount of energy required to drive the drive motor 5 when the vehicle 2 travels only by EV travel in the entire travel route specified in S1.
Here, the amount of energy consumed by the drive source (drive motor 5) based on the travel of the vehicle 2 is a value obtained by multiplying the drive force required for the travel of the vehicle 2 by the time when the drive force is generated.
The amount of energy E _n consumed for traveling in a certain section n is calculated by _{adding the} time Δt _n necessary for traveling in the section n to the driving force P _{ave (n)} of the vehicle 2 necessary for traveling in the section n. Multiply value. Therefore, the energy consumption E _ex consumed when traveling all the region of the planned travel route is a value obtained by summing the amount of energy E _n consumed to travel each section of the planned travel route, the following formula It is represented by (8).
E _ex = Between Σ E _n = Between Σ (P _{ave (n)} × Δt _n ) (8)
When the vehicle 2 travels only on EV travel on the entire travel route, the total required energy E _total required for driving the drive motor 5 is stored in the battery 7 during travel on the travel route. considering the amount of energy E _re regenerative energy is estimated to be expressed by the following equation (9).
E _total = E _ex -E _re (9)
The energy amount E _re of the regenerative energy is calculated based on the route information of the planned travel route acquired in S3. The downhill road and the point where braking is predicted in the planned travel route (intersection, curve, congestion area) Calculated with consideration.

Thereafter, in S8, the CPU 51 compares the total required energy amount _Etotal estimated in S7 with the SOC value of the battery acquired in S6, and the vehicle 2 is only driven by EV with the current SOC value of the battery 7. It is determined whether or not the vehicle can travel to the destination. Specifically, when the total required energy amount E _total is smaller than the SOC value of the battery, it is determined that the vehicle 2 can travel to the destination only by EV traveling.

  If it is determined that the vehicle 2 can travel to the destination by only the EV travel based on the SOC value of the current battery 7 (S8: YES), the control schedule generation processing program is executed without generating the control schedule. finish. Thereafter, when the vehicle 2 travels on the planned travel route, the vehicle 2 travels to the destination only by EV travel. On the other hand, when it is determined that the vehicle 2 cannot travel to the destination by only the EV travel based on the SOC value of the battery 7 (S8: NO), the process proceeds to S9.

S9 in CPU51 determines the driving force P _ave of the vehicle 2 for each of sections required when traveling along the traveling scheduled route estimated by the S5 is, whether there is a predetermined threshold value P ₀ or more and consisting section. The threshold value P ₀ is a reference value of the driving force when the fuel consumption of the vehicle 2 can be effectively reduced by performing HV traveling in a section that requires a driving force equal to or greater than that value.

As a result, when it is determined that there is a section where the driving force P _ave of the vehicle 2 for each section is equal to or greater than the predetermined threshold P ₀ (S9: YES), the driving force P of the vehicle 2 for each estimated section is determined. It determines with suppression of fuel consumption being able to be achieved by producing _| generating a control schedule based on _ave , and transfers to S10. After S10 described later, a control schedule is generated based on the driving force _Pave of the vehicle 2 for each section. Specifically, as described later, a control schedule is generated that prioritizes a section in which the driving force P _ave is equal to or greater than a predetermined threshold as a section in which HV traveling is performed.

On the other hand, if the driving force P _ave of the vehicle 2 for each section is determined that there is no predetermined threshold P ₀ or more and consisting section (S9: NO), the driving force P _ave of the vehicle 2 for each estimated interval Even if the control schedule is generated based on the above, it is determined that the fuel consumption cannot be suppressed, and the control schedule generation processing program is terminated without generating the control schedule. Thereafter, when the vehicle 2 travels on the planned travel route, the vehicle 2 travels only by EV travel until the SOC value of the battery 7 becomes a predetermined value or less, and after the SOC value of the battery 7 becomes the predetermined value or less, the HV Travel to your destination only by traveling.

In S10, the CPU 51 generates a control schedule based on the route information of the planned travel route and the vehicle information of the _host vehicle, using the driving force _Pave of the vehicle 2 for each section estimated in S5. Specifically, the control schedule is generated so as to satisfy the following conditions (A) to (C).
(A) A section in which the driving force _Pave is _equal to or greater than a predetermined threshold is given priority as a section in which HV traveling is performed.
(B) When the vehicle arrives at the destination, the SOC value of the battery 7 is set to a predetermined value or less (for example, 3% or less).
Specifically, in a case where all sections where the driving force P _ave is equal to or greater than a predetermined threshold are HV travel sections and other sections are EV travel sections, the SOC value of the battery 7 is predetermined when the destination is reached. If the value does not fall below the value, the HV traveling section closest to the departure place is replaced with the EV traveling section in order until the SOC value of the battery 7 when arriving at the destination falls below a predetermined value (for example, 3% or less).
(C) When all sections where the driving force P _ave is equal to or greater than a predetermined threshold are HV travel sections, and other sections are EV travel sections, the SOC value of the battery 7 is predetermined during travel on the planned travel route. If the value is less than or equal to the value (for example, 3% or less), the EV traveling section having the large driving force _Pave is sequentially replaced with the HV traveling section.

For example, FIG. 8 shows the control generated by the driving force P _ave of the vehicle 2 for each section, the SOC value of the battery 7, and the control S10 when the vehicle 2 travels the scheduled travel route 63 from the departure point 61 to the destination 62. FIG. 6 is a diagram showing an example of a schedule 49.
As shown in FIG. 8, the driving force P _ave in the section B, the section D, and the section F in the planned travel route 63 is _equal to or greater than a predetermined threshold value P ₀ . Therefore, according to the condition (A), the section B, the section D, and the section F are given priority as sections for performing HV traveling. However, if the section B, the section D, and the section F are all HV traveling sections, the SOC value of the battery 7 does not become a predetermined value or less when arriving at the destination, so the section closest to the departure place according to the condition (B). B replaces the HV travel section with the EV travel section.
As a result, a control schedule 49 shown in FIG. 8 is generated. The control schedule 49 shown in FIG. 8 sets the section A to the section C, the section E, and the section G in the scheduled traveling route 63 to EV traveling, and sets the section D and the section F to HV traveling.
The generated control schedule 49 is stored in the data recording unit 32 (that is, set in the navigation device 1).

  Next, in S <b> 11, the CPU 51 uses the liquid crystal display 15 and the speaker 16 to guide the control of the drive source based on the generated control schedule 49 when the vehicle 2 travels on the planned travel route in the future. . In addition, you may comprise so that guidance may be performed at the timing which changes driving control (EV driving-> HV driving or HV driving-> EV driving) during driving on the planned driving route. Thereafter, the control schedule generation processing program ends.

  Next, a control schedule regeneration process program executed by the navigation ECU 33 in the navigation device 1 according to the present embodiment will be described with reference to FIG. FIG. 9 is a flowchart of the control schedule regeneration process program according to this embodiment. Here, the control schedule regeneration processing program is executed after the control schedule generation processing program (FIG. 5) is executed, and when the vehicle 2 starts traveling on the planned travel route, and follows the ACC system. This is a program for newly generating an appropriate control schedule thereafter when control or steady traveling control is performed.

  In the control schedule regeneration process program, first, in S21, the CPU 51 determines whether or not the control schedule 49 is stored in the data recording unit 32 (that is, the control schedule is set). The control schedule 49 is generated in the above-described control schedule generation processing program and stored in the data recording unit 32 (that is, set in the navigation device 1). Further, the control schedule 49 is deleted from the data recording unit 32 after arriving at the destination of the planned travel route.

  And when it determines with the control schedule 49 being memorize | stored in the data recording part 32 (namely, the control schedule is set) (S21: YES), it transfers to S22. On the other hand, when it is determined that the control schedule 49 is not stored in the data recording unit 32 (that is, the control schedule is not set) (S21: NO), the process proceeds to S31.

  Next, in S22, the CPU 51 determines whether or not the ACC function of the ACC system has been changed from OFF to ON. The case where the ACC function of the ACC system is changed from OFF to ON corresponds to a case where the user performs a predetermined switching operation with the ACC operation switch. When it is determined that the ACC function of the ACC system has been changed from OFF to ON (S22: YES), the process proceeds to S23. On the other hand, when it is determined that the ACC function of the ACC system has not been changed from OFF to ON (S22: NO), the process proceeds to S35.

  Subsequently, in S23, the CPU 51 determines whether or not follow-up running control is being executed by the ACC system. Here, the follow-up running control is executed when a front vehicle is detected in front of the host vehicle by the millimeter wave radar 19 with the ACC function turned on.

If it is determined by the ACC system that the follow-up running control is being executed (S23: YES), the process proceeds to S24. Then, after S24, the CPU 51 newly generates a future control schedule based on the follow-up running control being executed.
On the other hand, when it is determined by the ACC system that the following traveling control is not being executed (S23: NO), that is, when it is determined that the steady traveling control is being executed, the process proceeds to S32. Then, after S32, the CPU 51 newly generates a future control schedule based on the steady running control being executed. The steady traveling control is executed when the millimeter-wave radar 19 does not detect a preceding vehicle ahead of the host vehicle with the ACC function turned on.

  In S <b> 24, the CPU 51 determines whether or not vehicle-to-vehicle communication is possible with a preceding vehicle traveling in front of the vehicle 2. And when it determines with vehicle-to-vehicle communication being possible with a preceding vehicle (S24: YES), it transfers to S25. On the other hand, when it is determined that the vehicle-to-vehicle communication cannot be performed with the preceding vehicle (S24: NO), the process proceeds to S31.

  Next, in S <b> 25, the CPU 51 acquires the travel schedule route and travel information of the forward vehicle by performing inter-vehicle communication with the forward vehicle. Here, specifically, the traveling information is information relating to the estimated vehicle speed and the estimated acceleration in the future traveling of the preceding vehicle. And CPU51 estimates the vehicle speed and acceleration at the time of drive | working the driving planned route of a preceding vehicle based on the acquired driving information of the preceding vehicle, and the route information of a driving planned route. Note that the specific estimation method is the same as that in S4, and is therefore omitted.

  In S26, the CPU 51 determines whether or not the planned travel route and travel information of the preceding vehicle have been acquired in S25. If it is determined that the planned travel route and travel information of the preceding vehicle have been acquired (S26: YES), the process proceeds to S27. On the other hand, when it is determined that the planned travel route and travel information of the preceding vehicle could not be acquired (S26: NO), the process proceeds to S31.

  Subsequently, in S27, the CPU 51 compares the planned travel route of the host vehicle identified in S1 with the planned travel route of the preceding vehicle acquired in S25, so that the host vehicle travels following the preceding vehicle. Specify the following travel section. Specifically, an overlapping section including the current position is specified as the following traveling section among one or a plurality of overlapping sections in which two scheduled traveling routes overlap.

Next, in S28, the CPU 51 determines the vehicle speed for each section when the vehicle travels on the planned travel route specified in S1 based on the travel information of the preceding vehicle acquired in S25 and the follow-up travel section specified in S27. And re-estimate the acceleration.
Specifically, the CPU 51 estimates that the subject vehicle also travels at the same vehicle speed and acceleration as the estimated vehicle speed of the preceding vehicle in the following traveling section. For sections other than the follow-up travel section, the vehicle speed and acceleration are estimated based on the travel information of the host vehicle and the route information of the planned travel route acquired in S3 as in S4.
For example, in FIG. 10, the follow-up running control by the ACC system is started while the own vehicle is traveling in the section C of the planned travel route 63, and the own vehicle 2 follows the forward vehicle 60 in the sections C and D. An example of estimating the vehicle speed when it is specified that the vehicle is a follow-up traveling section will be described.
Figure 10 is estimated in consideration of the estimated vehicle speed V _f of the forward vehicle 60, the estimated vehicle speed V of the vehicle 2, which is estimated without taking into account the following cruise control in the S4, the following cruise control in the S28 The estimated vehicle speed V ′ of the own vehicle 2 is also shown. As shown in FIG. 10, the estimated vehicle speed V ′ of the host vehicle 2 estimated in S <b> 28 is a follow-up travel section of the estimated vehicle speed V of the host vehicle 2 estimated without considering the follow-up travel control in S <b> 4. A certain section C and section D are replaced with the estimated vehicle speed V _f of the forward vehicle 60. That is, it is estimated that the own vehicle 2 travels at the same speed as the preceding vehicle 60 in the sections C and D in which the follow-up traveling is performed.

  Thereafter, in S29, the CPU 51 re-estimates the driving force of the vehicle 2 for each section necessary for traveling on the planned travel route specified in S1 based on the vehicle speed and acceleration estimated in S28. Note that the specific estimation method is the same as that in S5, and thus the description thereof is omitted.

Next, in S30, the CPU 51 newly generates a control schedule 49 considering the follow-up running control by the ACC system, using the driving force of the vehicle 2 for each section estimated in S29. The method for generating the control schedule 49 is basically the same as that in S10, and the control schedule 49 is generated so as to satisfy the above conditions (A) to (C).
Further, the control schedule 49 newly generated in S30 is a control schedule of a planned travel route from the current position of the vehicle 2 to the destination.
The newly generated control schedule 49 is stored in the data recording unit 32 (that is, set in the navigation device 1). On the other hand, the control schedule 49 previously set in the navigation device 1 is deleted.

  Thereafter, in S31, the CPU 51 determines whether or not the vehicle 2 has arrived at the destination of the planned travel route. And when it determines with having arrived at the destination (S31: YES), the said control schedule regeneration process program is complete | finished. On the other hand, when it is determined that the vehicle has not arrived at the destination (S31: NO), the process returns to S21 and the processing is continued.

  On the other hand, if it is determined in S23 that the follow-up running control is not executed by the ACC system (S23: NO), that is, if it is determined that the steady running control is executed, the process proceeds to S32. .

In S32, the CPU 51 predicts that a section in which a road of the same road type (for example, a road having the same road number, the same toll road, a highway, etc.) continues as a road that is currently running is traveled in the steady travel control. Based on the set vehicle speed, the vehicle speed and acceleration for each section when the vehicle travels on the planned travel route specified in S1 are re-estimated. Here, as described above, when steady running control is started by the ACC system, the vehicle 2 is automatically controlled so as to run steady at a preset vehicle speed.
As for the section of the road of a different road type from the road that is currently traveling, that is, the section after the steady travel is predicted to be canceled, the travel history of the host vehicle or the travel schedule acquired in S3 as in S4. The vehicle speed and acceleration are estimated based on the route information of the route.
For example, in FIG. 11, steady travel control by the ACC system is started while the host vehicle is traveling in the section C of the planned travel route 63, the sections C and D are roads of the same road type, and the section E and later are An example of estimating the vehicle speed when the road type is different from the section C will be described.
FIG. 11 shows the estimated vehicle speed V of the host vehicle 2 estimated without considering the steady travel control in S4, and the estimated vehicle speed V ″ of the host vehicle 2 estimated in consideration of the steady travel control in S32. And respectively. As shown in FIG. 11, the estimated vehicle speed V ″ of the host vehicle 2 estimated in S32 is a steady travel section of the estimated vehicle speed V of the host vehicle 2 estimated without considering the steady travel control in S4. is replaced with a set vehicle speed V ₀ for section C and the section D is. That is, it is estimated that the own vehicle 2 travels at the set vehicle speed V ₀ for the sections C and D where the steady travel is predicted to be performed. On the other hand, it is estimated that the own vehicle 2 travels at the same speed as the estimated vehicle speed V estimated in S4 for the sections E to G after the steady travel is predicted to be released.

  Thereafter, in S33, the CPU 51 re-estimates the driving force of the vehicle 2 for each section necessary for traveling on the planned travel route specified in S1 based on the vehicle speed and acceleration estimated in S32. Note that the specific estimation method is the same as that in S5, and thus the description thereof is omitted.

Next, in S <b> 34, the CPU 51 newly generates a control schedule 49 in consideration of steady travel control by the ACC system, using the driving force of the vehicle 2 for each section estimated in S <b> 33. The method for generating the control schedule 49 is basically the same as that in S10, and the control schedule 49 is generated so as to satisfy the above conditions (A) to (C).
In addition, the control schedule 49 newly generated in S34 is a control schedule for a planned travel route from the current position of the vehicle 2 to the destination.
The newly generated control schedule 49 is stored in the data recording unit 32 (that is, set in the navigation device 1). On the other hand, the control schedule 49 previously set in the navigation device 1 is deleted.

If it is determined in S22 that the ACC function of the ACC system has not been changed from OFF to ON (S22: NO), the process proceeds to S35.
In S35, the CPU 51 determines whether or not the ACC function of the ACC system has been changed from ON to OFF. The case where the ACC function of the ACC system is changed from ON to OFF corresponds to a case where the user performs a predetermined switching operation with the ACC operation switch, a case where the foot brake is operated, or the like. When it is determined that the ACC function of the ACC system has been changed from ON to OFF (S35: YES), the process proceeds to S36. On the other hand, when it is determined that the ACC function of the ACC system has not been changed from ON to OFF (S35: NO), the process proceeds to S31.

In S36 CPU 51, using the driving force P _ave of the vehicle 2 for each interval estimated by the S5, it generates a control schedule based on the route information and the vehicle of the vehicle information of the planned travel route. The method for generating the control schedule 49 is basically the same as that in S10, and the control schedule 49 is generated so as to satisfy the above conditions (A) to (C).
In addition, the control schedule 49 newly generated in S36 is a control schedule for a planned travel route from the current position of the vehicle 2 to the destination.

  Next, a travel control processing program executed by the navigation ECU 33 in the navigation device 1 according to the present embodiment will be described with reference to FIG. FIG. 12 is a flowchart of the travel control processing program according to this embodiment. Here, the travel control processing program is executed after the control schedule generation processing program (FIG. 5) is executed and when the vehicle 2 starts to travel on the planned travel route, and controls the travel of the vehicle 2. It is a program.

  In the travel control processing program, first, in S41, the CPU 51 determines whether or not the control schedule 49 is stored in the data recording unit 32 (that is, the control schedule is set). The control schedule 49 is generated in the above-described control schedule generation processing program and stored in the data recording unit 32 (that is, set in the navigation device 1). Further, the control schedule 49 is deleted from the data recording unit 32 after arriving at the destination of the planned travel route.

  And when it determines with the control schedule 49 being memorize | stored in the data recording part 32 (namely, the control schedule is set) (S41: YES), it transfers to S43. On the other hand, when it is determined that the control schedule 49 is not stored in the data recording unit 32 (that is, the control schedule is not set) (S41: NO), the process proceeds to S42.

  In S <b> 42, the CPU 51 controls the drive source (the engine 4 and the drive motor 5) that does not depend on the control schedule 49. Specifically, the vehicle travels only by EV travel until the SOC value of the battery 7 becomes a predetermined value or less from the departure point, and travels to the destination only by HV travel after the SOC value of the battery 7 becomes less than the predetermined value. The drive source to be controlled is executed. Thereafter, the process proceeds to S48.

  On the other hand, in S <b> 43, the CPU 51 acquires the current position of the vehicle 2 by the current position detection unit 31. Further, the SOC value of the battery 7 mounted on the vehicle 2 is acquired from the charge control ECU 13. Moreover, the map matching process which specifies the present position of the acquired vehicle 2 on a map is also performed.

  Next, in S <b> 44, the CPU 51 compares the battery consumption plan based on the control schedule 49 stored in the data recording unit 32 with the current SOC value, thereby comparing the battery consumption plan with the current SOC value. It is determined whether or not there is a deviation.

  If it is determined that there is a difference between the battery consumption plan and the current SOC value (S44: YES), the process proceeds to S45. In contrast, if it is determined that there is no deviation between the battery consumption plan and the current SOC value (S44: NO), the process proceeds to S46.

  In S45, the CPU 51 calculates a shift amount between the battery consumption plan and the current SOC value, and corrects the control schedule 49 stored in the data recording unit 32 based on the calculated shift amount. Specifically, the control schedule is corrected so as to satisfy the conditions (A) to (C) described above.

  Next, in S46, the CPU 51 changes the travel control (EV travel → HV travel or HV travel → EV travel) based on the current position of the vehicle 2 calculated in S43 and the control schedule 49, It is determined whether or not.

  If it is determined that it is time to change the travel control (S46: YES), the process proceeds to S47. In S47, the CPU 51 controls the drive source (the engine 4 and the drive motor 5) based on the control schedule 49. Specifically, when it is determined that it is time to change the travel control, a control instruction for instructing EV travel or HV travel is transmitted to the vehicle control ECU 9. And vehicle control ECU9 which received the control instruction which instruct | indicates EV driving | running | working controls the drive motor 5 via drive motor control ECU11, and starts EV driving | running | working which uses only the drive motor 5 as a drive source. The vehicle control ECU 9 that has received a control instruction for instructing HV traveling controls the engine 4 and the drive motor 5 via the engine control ECU 10 and the drive motor control ECU 11, and uses the engine 4 and the drive motor 5 together as a drive source. Then, HV traveling is started. In addition, during the HV traveling, the battery 7 is also charged by driving the generator 6 in a predetermined section (for example, a section in which the vehicle 2 travels constantly at a high speed). Thereafter, the process proceeds to S48.

  On the other hand, if it is determined that it is not time to change the travel control (S46: NO), the process proceeds to S48.

  Thereafter, in S48, the CPU 51 determines whether or not the vehicle 2 has arrived at the destination of the planned travel route. And when it determines with having arrived at the destination (S48: YES), the said traveling control processing program is complete | finished. On the other hand, if it is determined that the vehicle has not arrived at the destination (S48: NO), the process returns to S43 to continue processing.

As explained in detail above, in the navigation device 1 according to the present embodiment, the driving support method by the navigation device 1 and the computer program executed by the navigation device 1, the following operation is performed when the following traveling control is executed by the ACC system. The travel plan route and travel information of the target front vehicle are obtained (S25), the follow travel route is specified by comparing the travel plan route of the vehicle 2 and the travel plan route of the front vehicle (S27), and follow travel The vehicle speed and acceleration of the vehicle 2 traveling in the following traveling section are estimated from the estimated vehicle speed and estimated acceleration of the vehicle ahead of the section (S28), and a new control schedule is generated in consideration of the following traveling control in the following traveling section (S30). Therefore, even when the ACC function is used to follow the preceding vehicle, the host vehicle is traveling in the following traveling section. It is possible to accurately estimate the behavior. Accordingly, since an appropriate control schedule can be generated during and after the follow-up running, it is possible to sufficiently obtain effects such as a reduction in fuel consumption.
In addition, when the vehicle follows the preceding vehicle by the ACC function, the following traveling section can be accurately specified by comparing the planned traveling route of the host vehicle and the planned traveling route of the preceding vehicle. Accordingly, it is possible to generate an appropriate control schedule by distinguishing between following running and after following running.
Moreover, since a control schedule is produced | generated by the driving information of the own vehicle about sections other than a follow driving | running | working area (S30, S36), it becomes possible to produce | generate the appropriate control schedule after a follow driving | running | working.

Note that the present invention is not limited to the above-described embodiment, and various improvements and modifications can be made without departing from the scope of the present invention.
For example, in the present embodiment, when follow-up running control that runs following the drive control such as acceleration / deceleration of the preceding vehicle is performed, a control schedule is newly generated (S30). A control schedule may be newly generated when follow-up running control that runs following the turning control such as an operation is performed.

  In the present embodiment, the EV travel section for performing EV travel and the HV travel section for performing HV travel are set for each section of the planned travel route in the control schedule. A motor travel section that travels using only 5 as a drive source and an engine travel section that travels using only the engine 4 as a drive source may be set. In addition, a section in which the battery 7 is charged may be set by driving the generator 6.

  Further, in the present embodiment, when follow-up traveling control is performed by the ACC system, the estimated vehicle speed when traveling on the planned traveling route is acquired from the preceding vehicle (S25). If the vehicle standards are the same, it is possible to acquire the driving force when traveling along the planned travel route of the preceding vehicle. In that case, the process of S28 becomes unnecessary.

1 is a schematic configuration diagram of a vehicle and a vehicle control system according to the present embodiment. It is a block diagram showing typically a control system of a vehicle control system concerning this embodiment. It is explanatory drawing explaining follow-up running control. It is the figure which showed an example of the control schedule. It is a flowchart of the control schedule production | generation processing program which concerns on this embodiment. It is the figure shown about an example of the running resistance which arises in the vehicle in driving | running | working. It is the figure which showed the example of calculation of the driving force of the vehicle required for every area. It is the figure which showed an example of the control schedule produced | generated based on the driving force for every area of a vehicle. It is a flowchart of the control schedule regeneration process program concerning this embodiment. It is the figure which showed an example of the control schedule newly produced | generated when follow-up driving control is performed. It is the figure which showed an example of the control schedule newly produced | generated when steady running control is performed. It is a flowchart of the traveling control processing program concerning this embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Navigation apparatus 2 Vehicle 3 Vehicle control system 4 Engine 5 Drive motor 33 Navigation ECU
49 Control schedule 51 CPU
52 RAM
53 ROM

Claims (5)

A planned travel route specifying means for specifying a planned travel route of the host vehicle including a drive motor and an engine as a drive source;
Follow-up running control means for controlling the own vehicle so that the own vehicle runs following the preceding vehicle;
Forward vehicle information acquisition means for acquiring travel information of the preceding vehicle;
Control schedule generation means for generating a control schedule for the drive motor and the engine when the vehicle travels on the planned travel route based on travel information of the forward vehicle acquired by the forward vehicle information acquisition means;
When the vehicle travels on the planned travel route, the travel support device includes drive control means for controlling the drive motor and the engine based on the control schedule. Travel route acquisition means for acquiring a planned travel route of the preceding vehicle;
Follow-up travel section specifying means for specifying a follow-up travel section in which the host vehicle travels following the front vehicle based on the planned travel path of the host vehicle and the planned travel path of the front vehicle;
The control schedule generating means
The travel support apparatus according to claim 1, wherein the control schedule is generated based on travel information of the preceding vehicle for the follow-up travel section specified by the follow-up section specifying means. Own vehicle travel information acquisition means for acquiring travel information of the host vehicle;
The control schedule generating means
The travel support apparatus according to claim 2, wherein the control schedule is generated based on travel information of the host vehicle for sections other than the follow travel section specified by the follow section specifying means. A scheduled travel route specifying step for specifying a planned travel route of the host vehicle including a drive motor and an engine as a drive source;
Follow-up running control step for controlling the own vehicle so that the own vehicle runs following the preceding vehicle;
A front vehicle information acquisition step of acquiring travel information of the front vehicle;
A control schedule generation step for generating a control schedule for the drive motor and the engine when the vehicle travels on the planned travel route based on the travel information of the forward vehicle acquired by the forward vehicle information acquisition step;
And a drive control step of controlling the drive motor and the engine based on the control schedule when the vehicle travels on the planned travel route. On the computer,
A scheduled travel route specifying function for specifying a planned travel route of the host vehicle including a drive motor and an engine as a drive source;
A follow-up travel control function for controlling the host vehicle so that the host vehicle travels following the preceding vehicle;
A forward vehicle information acquisition function for acquiring travel information of the forward vehicle;
A control schedule generation function for generating a control schedule for the drive motor and the engine when the vehicle travels on the planned travel route based on travel information of the front vehicle acquired by the front vehicle information acquisition function;
A drive control function for controlling the drive motor and the engine based on the control schedule when the vehicle travels on the planned travel route;
A computer program for executing

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