JP2010202042A - Traveling support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling support device capable of suppressing deterioration of a fuel consumption rate by vehicle speed fluctuation and maintaining an optimum fuel consumption rate. <P>SOLUTION: In this traveling support device 1, optimum traveling speed to produce the optimum fuel consumption rate is displayed on a display part 16 when it is decided that a traveling state of one's own vehicle is a steady traveling state. A driver therefore drives the vehicle, independently of the optimum traveling speed, in cases other than the steady state. As a result, braking operations by the driver due to adjusting to the optimum speed are reduced and speed fluctuation caused by an increase of the number of times of speed reduction is suppressed, to prevent deterioration of fuel consumption. In this way, the fuel consumption rate is improved by displaying the optimum traveling speed to produce the optimum fuel consumption rate in the steady traveling state, the deterioration of the fuel consumption rate is prevented since the optimum traveling speed is not displayed in traveling states except the steady traveling state, and thereby the optimum fuel consumption rate can be maintained. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving support device.

  2. Description of the Related Art Conventionally, a speed display device that displays a traveling speed at which an optimal fuel consumption rate (hereinafter referred to as fuel efficiency) is obtained in order to support a driver's traveling is known (for example, see Patent Document 1). In this conventional speed display device, when the highway driving mode or the general road driving mode is selected, the optimum speed at which the fuel consumption is optimal is calculated and displayed from the speed data and the fuel consumption data according to each mode. Yes.

JP 2002-166749 A

  By the way, when the optimum speed is displayed in the conventional speed display device, the driver tends to travel according to the optimum speed. At this time, for example, when there is a preceding vehicle or when the curve is continuous, the number of times the brake is stepped on may increase because it tries to match the optimum speed. In general, it is considered that the driving that can obtain the optimum fuel consumption is a driving that maintains a constant speed. For this reason, the speed fluctuation of the host vehicle increases as the brake operation (the number of decelerations) increases. there were.

  The present invention has been made to solve the above-described problems, and an object thereof is to provide a driving support device that can suppress deterioration of the fuel consumption rate due to fluctuations in vehicle speed and maintain an optimal fuel consumption rate. To do.

  In order to solve the above problems, the driving support apparatus according to the present invention obtains an optimal fuel consumption rate based on a driving state detecting unit that detects a driving state of the host vehicle and a driving state detected by the driving state detecting unit. A traveling speed calculating means for calculating an optimum traveling speed of the host vehicle, a steady traveling determining means for determining whether or not the host vehicle is in a steady traveling state based on the traveling state detected by the traveling state detecting means, And a display control unit that displays the optimum traveling speed calculated by the traveling speed calculation unit on the display unit when the vehicle is determined to be in a steady traveling state by the steady state determination unit.

  In this travel support device, when it is determined that the travel state of the host vehicle is a steady travel state, the optimal travel speed that provides the optimal fuel consumption rate is displayed on the display means. That is, when the host vehicle is not in a steady running state, the optimum running speed is not displayed on the display means. Thus, for example, in a case other than a steady state where there is a continuous curve, a preceding vehicle, etc., the driver will drive without being caught by the optimum traveling speed. Therefore, the driver's braking operation due to the adjustment to the optimum speed is reduced, and the speed fluctuation caused by the increase in the number of decelerations is suppressed, thereby preventing the deterioration of the fuel consumption. In this way, the fuel consumption rate is improved by displaying the optimum driving speed that provides the optimum fuel consumption rate in the steady driving state, and the fuel consumption rate is deteriorated by not displaying the optimum driving speed in other driving states. By preventing this, deterioration of the fuel consumption rate due to vehicle speed fluctuations can be suppressed, and the optimum fuel consumption rate can be maintained.

  Further, based on the driving state detected by the brake detecting means for detecting the brake operation by the driver and the driving state detecting means, the curve radius of the traveling path on which the host vehicle is traveling is detected, and the curve radius is a predetermined curve radius. A curve determination means for determining whether or not the curve is larger than a predetermined curve radius by the curve determination means, and when the curve is determined to be greater than a predetermined curve radius, Driving characteristic calculation means for calculating driving characteristics, and the traveling speed calculation means calculates an optimum traveling speed at which an optimum fuel consumption rate is obtained based on the driving characteristics in the driver's curve calculated by the driving characteristic calculation means. It is preferable to calculate.

  When the curve radius of the curve is large to some extent (for example, the curve radius R = 150), the number of brake operations by the driver is relatively small as compared to the case where curves having a small curve radius exist continuously. Therefore, when traveling on such a curve, it is effective to display an optimal traveling speed that provides an optimal fuel consumption rate. However, the brake operation when driving on a curve varies depending on the driver, and even if the optimum running speed is set generally, the optimum fuel consumption rate cannot be obtained. Therefore, in this driving support device, when the curve radius of the curve on which the vehicle travels is larger than the predetermined curve radius, an optimal fuel consumption rate is obtained based on the driving characteristics (driving method) in the driver's curve. The optimum traveling speed is calculated and displayed to the driver. Thus, even when the driving characteristics on the curve are different for each driver, the optimum traveling speed suitable for each driver is displayed, so that it is possible to travel with an optimum fuel consumption rate even on the curve.

  According to the present invention, it is possible to suppress deterioration of the fuel consumption rate due to vehicle speed fluctuations and maintain an optimum fuel consumption rate.

It is a block block diagram which shows the driving assistance apparatus which concerns on one Embodiment of this invention. It is a figure which shows an example of the relationship between a fuel consumption and speed. It is a figure which shows an example of the optimal traveling speed displayed on the display part. It is a flowchart which shows operation | movement of a driving assistance device. It is a flowchart which shows a speed fluctuation risk judgment process. It is a flowchart which shows the optimal travel speed calculation process. It is a flowchart which shows a brake depression time ratio calculation process.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a preferred embodiment of a travel support apparatus according to the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a block diagram showing a driving support apparatus according to an embodiment of the present invention. As shown in the figure, the driving support device 1 includes a DSS (Driver Support System) ECU 2, an engine ECU 3, and a brake ECU 4. The travel support device 1 is a device that supports the travel at an optimal fuel consumption rate by displaying / hiding the optimal travel speed at which the fuel consumption rate is optimal according to the travel state of the host vehicle.

  The driving support device 1 includes a front millimeter wave radar 5, a side millimeter wave radar 6, a rear millimeter wave radar 7, a front monitoring camera 8, as a driving state acquisition unit that acquires a driving state of the host vehicle. A navigation ECU 9, a cruise lever 10, a yaw sensor 11, a G sensor 12, and a steering sensor 13 are connected. In addition, a meter 14, a stop lamp switch 15, a display unit (display means) 16, and a buzzer 17 are connected to the driving support device 1. These are configured to be able to exchange data with each other with the DSSECU2, the engine ECU3, and the brake ECU4 by being connected by a communication circuit such as CAN (Control Area Network).

  The front millimeter-wave radar 5, the side millimeter-wave radar 6, and the rear millimeter-wave radar 7 transmit millimeter-wave radio waves around the vehicle and receive radio waves reflected by obstacles and the like. The front millimeter-wave radar 5, the side millimeter-wave radar 6, and the rear millimeter-wave radar 7 are used to detect objects (targets) such as a preceding vehicle and a pedestrian based on a pattern such as reflectance and frequency of the frequency of the received radio wave. Parameters such as presence / absence, distance between the object and the host vehicle, relative speed, and lateral displacement (lateral position) from the host vehicle are detected. The front millimeter wave radar 5, the side millimeter wave radar 6, and the rear millimeter wave radar 7 output detection information to the DSSECU 2.

  The front monitoring camera 8 is provided in the front part of the vehicle, and is arranged in such a direction as to be able to monitor the front of the vehicle. The front monitoring camera 8 acquires a captured image in front of the host vehicle and outputs the captured image to the DSSECU 2 as image data. Note that the front monitoring camera 8 is preferably a stereo camera.

  The navigation ECU 9 is a control device that controls a navigation system (not shown). The navigation ECU 9 is connected to a rear camera 18 that captures an image behind the vehicle. The video imaged by the rear camera 18 is displayed on the display of the navigation system when the vehicle moves backward, for example. The navigation ECU 9 is connected to, for example, a GPS (Global Positioning System) receiver, a gyro sensor, and the like (none of which are shown). The navigation ECU 9 reads road information including information such as the shape of the road that is currently running from the map database of the navigation system, the position of the traffic light (intersection) ahead of the host vehicle, the speed limit, and the temporary stop, and outputs the road information to the DSSECU 2. .

  The yaw sensor 11 is a sensor that detects the yaw angle of the vehicle. The G sensor 12 is a sensor that detects lateral acceleration of the vehicle. The steering sensor 13 is a sensor that detects the steering angle of the steering wheel. Each sensor 11, 12, 13 outputs detection information to each ECU 2, 3, 4.

  The stop lamp switch 15 is a switch that detects whether or not the brake pedal has been depressed. The stop lamp switch 15 outputs the on / off signal to the DSSECU 2 and the brake ECU 4.

  The display unit 16 is a device that generates and displays a display image corresponding to the display signal every time a display signal is received from the display control unit 206 described later. The display unit 16 may be provided independently, or for example, a display of a navigation system, a head-up display, a multi-display of the meter 14 or the like may be used.

  The cruise lever 10 is an operation lever for instructing activation of a cruise control system and an ACC Adaptive Cruise Control) system and determining a set vehicle speed when each system is activated. The cruise lever 10 outputs cruise information related to the activation state and the set vehicle speed to the DSSECU 2.

  The buzzer 17 is for outputting a buzzer sound. The buzzer 17 outputs a buzzer sound based on a signal output from the brake ECU 4 when, for example, braking control is performed or when the driver is prompted to perform a brake operation.

  The DSSECU 2 performs overall control of the driving support device 1 and includes, as functional components, a driving state detection unit 201, a steady state determination unit 202, a curve determination unit 203, a characteristic calculation unit 204, and a driving unit. A speed calculation unit 205 and a display control unit 206 are included.

  The traveling state detection unit 201 includes various information output from the front millimeter wave radar 5, the side millimeter wave radar 6, the rear millimeter wave radar 7, the front monitoring camera 8, the navigation ECU 9, the yaw sensor 11, the G sensor 12, and the steering sensor 13. Is received, the traveling state of the host vehicle is detected. The traveling state is various index values indicating the state related to the vehicle and the traveling of the vehicle. For example, the vehicle speed, acceleration, yaw rate, the control state of the driving support control, the traveling path on which the host vehicle is traveling, and the like. The shape (curve, gradient, etc.), the presence or absence of a preceding vehicle, etc. The travel state detection unit 201 outputs travel state information indicating the detected travel state to the steady state determination unit 202, the curve determination unit 203, the characteristic calculation unit 204, and the travel speed calculation unit 205.

  When the steady state determination unit 202 receives the traveling state information from the traveling state detection unit 201, the steady state determination unit 202 determines whether or not the host vehicle is in a steady state. The steady state is, for example, a state where the vehicle is traveling on a traveling road that is separated from the preceding vehicle by a predetermined distance or more and has no continuous curve. The steady state determination unit 202 determines the presence or absence of a preceding vehicle based on, for example, detection information output from each of the radars 5, 6, and 7 and video data output from the front monitoring camera 8, and is output from the navigation ECU 9. Based on the road information, the shape of the traveling road is acquired, and it is determined whether or not the vehicle is in a steady traveling state. The steady state determination unit 202 determines that the steady state is established when the cruise system / ACC cruise system (driving support control) is in the activated state in the cruise information output from the cruise lever 10. The steady state determination unit 202 outputs steady state determination information indicating the determination result to the traveling speed calculation unit 205.

  When the curve determination unit 203 receives the travel state information from the travel state detection unit 201, the curve determination unit 203 detects the curve radius of the travel path on which the host vehicle travels and determines whether the curve radius is larger than a predetermined curve radius. . Specifically, the curve determination unit 203 detects the curve radius of the curve on which the host vehicle travels based on the road information output from the navigation ECU 9 and the steering angle output from the steering sensor 13. Then, the curve determination unit 203 determines whether or not the detected curve radius is equal to or greater than a predetermined curve radius (for example, the curve radius R = 150). The curve determination unit 203 outputs curve determination information indicating the determination result to the driving characteristic calculation unit 204.

The driving characteristic calculation unit 204 receives the curve determination information output from the curve determination unit 203, and when the curve determination information indicates that the host vehicle travels a curve having a predetermined curve radius or more, the driving state information Based on the above, the driving characteristics in the curve driving of the driver are calculated. This driving characteristic indicates the ratio of the time when the driver steps on the brake before and after entering the curve (hereinafter referred to as the brake pressing time ratio). Specifically, the driving characteristic calculation unit 204 counts the number of braking operations (frequency) before and after entering the curve based on, for example, an on / off signal output from the stop lamp switch 15. Then, as shown in the following formula (1), the driving characteristic calculation unit 204 calculates the brake pedaling time ratio from the number of times of curve travel time and the number of times of brake operation. The driving characteristic calculation unit 204 outputs driving characteristic information indicating the calculated driving characteristic to the traveling speed calculation unit 205.
Brake pedaling time ratio = (Brake operation count) / (Curve travel time count) (1)

  When the traveling speed calculation unit 205 receives the traveling state information output from the traveling state detection unit 201 and the steady state determination information from the steady state determination unit 202, the traveling speed calculation unit 205 calculates an optimal traveling speed at which the fuel efficiency is optimal. When the steady state determination information indicates that the host vehicle is in a steady state, the traveling speed calculation unit 205 detects, for example, a gradient of the traveling path from the traveling state information, and an optimal fuel consumption rate corresponding to the gradient. The travel speed is calculated as follows.

  Specifically, this will be described with reference to FIG. FIG. 2 is a diagram illustrating an example of the relationship between fuel consumption and speed. In the figure, the vertical axis indicates fuel consumption, and the horizontal axis indicates the traveling speed of the host vehicle. The graph shown in FIG. 2 is prescribed | regulated by the gradient of each traveling path, and has shown the fuel consumption corresponding to each speed. For example, when the gradient of the travel path is 0 °, the travel speed at which the fuel efficiency is optimal is 70 km / h. Further, when the gradient of the travel path is 2 °, the travel speed at which the fuel efficiency is optimal is 70 km / h. The travel speed calculation unit 205 outputs speed information indicating the optimal travel speed calculated from the above data and the speed limit of the travel path to the display control unit 206. In addition to the gradient angle shown in FIG. 2, the relationship between the speed and the fuel consumption is defined at each angle.

  Further, when the driving speed calculation unit 205 receives the driving characteristic information from the driving characteristic calculation unit 204, the driving speed calculation unit 205 calculates an optimal driving speed at which the fuel consumption rate is optimal during curve driving. Specifically, the traveling speed calculation unit 205 calculates an optimum traveling speed according to the brake depression time ratio based on the brake depression time ratio of the driver. The travel speed calculation unit 205 calculates an optimal travel speed that is set to a higher travel speed within the range of the safe speed (speed at which the curve can be safely traveled) when the brake pedaling time ratio is greater than a predetermined value. In addition, the traveling speed calculation unit 205 calculates the optimum traveling speed set lower than the safe speed when the brake pedaling time ratio is smaller than a predetermined value. The traveling speed calculation unit 205 indicates speed information indicating the calculated optimum traveling speed to the display control unit 206.

  When the display control unit 206 receives the travel speed information from the travel speed calculation unit 205, the display control unit 206 controls the display unit 16 to display the optimum travel speed corresponding to the travel speed information. FIG. 3 is a diagram illustrating an example of the optimum traveling speed displayed on the display unit 16. As shown in the figure, the display unit 16 displays a cruise control set speed “SET 70 km / h” set by the driver and an “optimum travel speed 60 km / h” that provides an optimal fuel consumption rate. Is done. The display control unit 206 controls the display unit 16 so that the optimum traveling speed is not displayed at the start of following in the ACC system and the optimum traveling speed is displayed after the start of following.

  The engine ECU 3 is a control device that performs engine control of the vehicle. When the engine ECU 3 receives a control signal for instructing the intervention operation output from the DSSECU 2, the engine ECU 3 controls, for example, a throttle actuator and the like to drive the vehicle.

  The brake ECU 4 is a control device that performs brake control of the vehicle. The brake ECU 4 performs brake control based on the on / off signal output from the stop lamp switch 15. When the brake ECU 4 receives the control signal for instructing the intervention operation output from the DSSECU 2, the brake ECU 4 controls, for example, a brake actuator and executes braking of the vehicle.

  Subsequently, the operation of the driving support apparatus 1 having the above-described configuration will be described. FIG. 4 is a flowchart showing the operation of the driving support device 1. FIG. 5 is a flowchart showing speed fluctuation risk determination processing.

  As shown in FIG. 4, first, the speed fluctuation risk determination process is performed by the steady state determination unit 202 (step S01). This speed fluctuation risk determination is based on the traveling state of the host vehicle to determine whether there is a factor that causes fluctuations in the traveling speed, that is, whether the steady state continues. The speed fluctuation risk determination process will be described in detail with reference to FIG. When the speed variation risk determination process is started, it is first determined whether or not the cruise control system is activated (ON) based on the cruise signal output from the cruise lever 10 (step S11). If it is determined that the cruise control system is activated, the process proceeds to step S12. On the other hand, if it is not determined that the cruise control system is activated, the process proceeds to step S15.

  In step S12, it is determined whether or not the ACC system is activated (ON). If it is determined that the ACC system is activated, the process proceeds to step S15. On the other hand, if it is not determined that the ACC system is activated, the process proceeds to step S13.

  In step S13, it is determined whether or not the curve radius R of the curve existing ahead of the host vehicle is larger than the reference. The reference curve radius is determined by the set speed of the cruise control system, and the reference radius R increases as the set speed increases. If it is determined that the reference curve radius R is larger than the reference, the process proceeds to step S15. On the other hand, when it is not determined that the curve radius R is larger than the reference, it is determined that there is no fluctuation risk (step S14). In step S15, it is determined that there is a fluctuation risk.

  Returning to FIG. 4, the steady state determination unit 202 determines the presence or absence of the speed fluctuation risk based on the determination result of the speed fluctuation risk determination process. (Step S02) When it is determined that there is a speed fluctuation risk, the optimum traveling speed is not displayed (Step S03). On the other hand, if it is determined that there is no speed fluctuation risk, the process proceeds to step S04.

  In step S04, the travel speed calculation unit 205 performs an optimal travel speed calculation process that optimizes the fuel consumption of the host vehicle. The optimum traveling speed calculation process will be described in detail with reference to FIGS. FIG. 6 is a flowchart showing the optimum traveling speed calculation process. FIG. 7 is a flowchart showing a brake depression time ratio calculation process.

  As shown in FIG. 6, when the optimum traveling speed calculation process is performed, first, the optimum traveling speed is calculated based on the traveling state information (step S21). Next, it is determined whether or not the curve radius R of the curve ahead of the host vehicle is greater than or equal to a predetermined curve radius R (step S22). If it is determined that the radius is equal to or greater than the curve radius R, the process proceeds to step S23. On the other hand, if it is not determined that the radius is equal to or greater than the curve radius, the process ends.

  In step S23, a brake depression time ratio calculation process is performed. The brake depression time ratio calculation process will be described in detail with reference to FIG. When the brake depression time ratio calculation process is started, it is first determined whether or not there is a preceding vehicle ahead of the host vehicle (step S31). If it is determined that a preceding vehicle exists, the process proceeds to step S36. On the other hand, if it is not determined that a preceding vehicle exists, the process proceeds to step S32.

  In step S <b> 32, it is determined whether or not the own vehicle exists 300 m before the curve. If it is determined that the host vehicle is 300m before the curve, the process proceeds to step S33. On the other hand, if it is not determined that the host vehicle is 300m before the curve, the process proceeds to step S36. The distance before the curve is not limited to 300 m and may be set arbitrarily.

  In step S33, a counter that counts the curve traveling time is incremented. Then, it is determined whether or not a brake operation has been performed by the driver (brake ON) (step S34). If it is determined that the brake operation has been performed, the process proceeds to step S35. On the other hand, if it is not determined that the brake operation has been performed, the process proceeds to step S36.

  In step S35, the counter that counts the brake operation during the curve running is incremented. Then, the brake pedaling time ratio is calculated from the incremented brake operation count and the curve travel time count based on the above equation (1) (step S36).

  Returning to FIG. 6, when the brake depression time ratio calculation process is performed, it is next determined whether or not the brake depression time ratio is larger than a predetermined value (step S24). If it is determined that the brake depression time ratio is greater than the predetermined value, the process proceeds to step S26. On the other hand, when it is not determined that the brake depression time ratio is greater than the predetermined value, the set optimum traveling speed is not changed (step S25).

  In step S26, the optimum traveling speed is set to a value larger than the optimum traveling speed calculated in step S21. Then, it is determined whether or not the set optimum traveling speed is larger than the safe speed (step S27). If it is determined that the optimum traveling speed is greater than the safe speed, the optimum traveling speed is set to the safe speed (step S28). On the other hand, if it is not determined that the optimum traveling speed is greater than the safe speed, the process ends.

  Returning to FIG. 4, when the optimum traveling speed is calculated, the optimum traveling speed is displayed on the display unit 16 by the display control unit 206 (step S05). As described above, the optimum traveling speed is obtained, and display / non-display of the optimum traveling speed is set.

  As described above, in the driving support device 1, when it is determined that the traveling state of the host vehicle is the steady traveling state, the optimal traveling speed that provides the optimal fuel consumption rate is displayed on the display unit 16. That is, when the host vehicle is not in a steady running state, the optimum running speed is not displayed on the display unit 16. Thus, for example, in a case other than a steady state where there is a continuous curve, a preceding vehicle, etc., the driver will drive without being caught by the optimum traveling speed. Therefore, the driver's braking operation due to the adjustment to the optimum speed is reduced, and the speed fluctuation caused by the increase in the number of decelerations is suppressed, thereby preventing the deterioration of the fuel consumption. In this way, the fuel consumption rate is improved by displaying the optimum driving speed that provides the optimum fuel consumption rate in the steady driving state, and the fuel consumption rate is deteriorated by not displaying the optimum driving speed in other driving states. By preventing this, the optimal fuel consumption rate can be maintained.

  Here, when the curve radius of the curve is large to some extent (for example, the curve radius R = 150), the number of braking operations by the driver is relatively small compared to the case where curves having a small curve radius exist continuously. Therefore, when traveling on such a curve, it is effective to display an optimal traveling speed that provides an optimal fuel consumption rate. However, the brake operation when driving on a curve varies depending on the driver, and even if the optimum running speed is set generally, the optimum fuel consumption rate cannot be obtained. Therefore, in the present embodiment, when the curve radius of the curve on which the host vehicle travels is larger than the predetermined curve radius, an optimal fuel consumption rate can be obtained based on the driving characteristics (driving method) in the driver's curve. The optimum travel speed is calculated and displayed to the driver.

  This makes it possible to reduce the brake operation after entering the curve by displaying the optimal traveling speed set higher for the driver who frequently uses the brake operation after entering the curve, thereby improving the fuel consumption rate. Can do. Further, by displaying the optimum traveling speed set lower than the safe speed for the driver who uses the engine brake frequently, the cornering drag loss can be further reduced and the fuel consumption rate can be improved. Therefore, even when the driving characteristics on the curve are different for each driver, it is possible to travel with an optimum fuel consumption rate even on the curve by displaying the optimum traveling speed suitable for each driver.

  The present invention is not limited to the above embodiment. For example, in the above embodiment, the optimal travel speed is calculated based on the gradient of the travel path on which the host vehicle travels. However, the method for calculating the optimal travel speed is not limited to this. For example, the optimum traveling speed may be calculated from the vehicle speed of the host vehicle and the fuel consumption.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 2 ... DSSECU, 5 ... Front millimeter wave radar (running state detection means), 6 ... Side millimeter wave radar (running state detection means), 7 ... Rear millimeter wave radar (running state detection means), DESCRIPTION OF SYMBOLS 8 ... Front monitoring camera (running state detection means), 9 ... Navigation ECU (running state detection means), 10 ... Cruise lever (running state detection means), 11 ... Yaw sensor (running state detection means), 12 ... G sensor (running) State detecting means), 13 ... Steering sensor (running state detecting means), 16 ... Display section (display means), 201 ... Running state detecting section (running state detecting means), 202 ... Steady running judging section (steady running judging means) , 203 ... curve determination unit (curve determination unit), 204 ... driving characteristic calculation unit (driving characteristic calculation unit), 205 ... travel speed calculation unit (travel speed calculation unit), 206 ... display control Part (display control means).

Claims (2)

Traveling state detection means for detecting the traveling state of the host vehicle;
Travel speed calculating means for calculating an optimal travel speed of the host vehicle that obtains an optimal fuel consumption rate based on the travel state detected by the travel state detection means;
Based on the traveling state detected by the traveling state detection unit, a steady traveling determination unit that determines whether or not the host vehicle is in a stationary traveling state;
And a display control means for displaying the optimum traveling speed calculated by the traveling speed calculating means on a display means when it is determined by the steady state determining means that the host vehicle is in a steady traveling state. A driving support device. Brake detecting means for detecting a brake operation by the driver;
A curve determination that detects a curve radius of a travel path on which the host vehicle travels based on the travel state detected by the travel state detection means, and determines whether the curve radius is larger than a predetermined curve radius. Means,
Driving characteristic calculating means for calculating driving characteristics in the driver's curve from the brake operation detected by the brake detecting means when the curve determining means determines that the curve radius is larger than the predetermined curve radius. And
The said traveling speed calculation means calculates the optimal traveling speed from which an optimal fuel consumption rate is obtained based on the said driving characteristic in the said driver | operator's curve calculated by the said driving characteristic calculation means. 1. The driving support device according to 1.

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