JP2011098690A - Driving assist device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving assist device for a vehicle, which is capable of performing optimal automatic deceleration control matched with drive feeling of a driver. <P>SOLUTION: The driving assist device for the vehicle, which is provided with a control means for performing the automatic deceleration control when the vehicle travels in a specific position includes: an accelerator operation detecting means for detecting accelerator operation of the driver; and a brake operation detecting means for detecting brake operation of the driver. The control means, when determining that the driver performs a series of specific operations by referring to the detection result of the accelerator operation detecting means and the brake operation detecting means, learns timing when an operation included in the series of the specific operations is performed and determines a control section of the automatic deceleration control based on the learned timing. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle driving support apparatus that performs automatic deceleration control when a vehicle travels a specific position.

  Conventionally, research has been conducted on a device that automatically decelerates a vehicle in front of a toll gate on a curve, a toll road, a temporary stop position, or the like. It can be recognized that the vehicle has approached a curve or the like by referring to the map data using the vehicle position grasped by vehicle position acquisition means such as GPS (Global Positioning System) and the change thereof. When the vehicle is decelerated, downshift control, engine fuel cut control, brake output control, and the like can be performed.

  An invention relating to an automobile travel control system related to this is disclosed (for example, see Patent Document 1). In this system, the appropriate vehicle speed on the curve is calculated according to the value of the radius of curvature of the curve, and deceleration control is performed so that the calculated appropriate vehicle speed is reached before the corner.

JP 2006-347531 A

  However, since the passing speed, deceleration start point and end point when passing through a deceleration point such as a curve are different for each driver, if these are determined uniformly from the curve shape etc. stored in the map database, the driver's May not match the driving sensation.

  SUMMARY OF THE INVENTION The present invention is intended to solve such problems, and a main object of the present invention is to provide a vehicle driving support apparatus capable of performing optimal automatic deceleration control that matches the driving feeling of the driver. .

In order to achieve the above object, the first aspect of the present invention provides:
A vehicle driving support device comprising control means for performing automatic deceleration control when the vehicle travels a specific position,
An accelerator operation detecting means for detecting the driver's accelerator operation;
Brake operation detection means for detecting the driver's brake operation,
The control means includes
When it is determined that the driver has performed a series of specific operations with reference to the detection results of the accelerator operation detection unit and the brake operation detection unit, the timing of the operations included in the series of specific operations is learned. And
Based on the learned timing, the control section of the automatic deceleration control is determined,
This is a vehicle driving support device.

  According to the first aspect of the present invention, when it is determined that the driver has performed a series of specific operations with reference to the detection results of the accelerator operation detection means and the brake operation detection means, the series of specific operations are included. The timing at which the operation is performed is learned, and the control section of the automatic deceleration control is determined based on the learned timing, so that the optimum automatic deceleration control that matches the driving feeling of the driver can be performed.

In the first aspect of the present invention,
The series of specific operations includes, for example, operations performed in the order of accelerator off, brake on, and brake off.

In the first aspect of the present invention,
Speed detecting means for detecting the speed;
Position acquisition means for acquiring the position of the vehicle,
The control means includes
When it is determined that the driver has performed a series of specific operations with reference to the detection results of the accelerator operation detection means and the brake operation detection means, the timing included in the series of specific operations is Learning the speed detected by the speed detection means in association with the position of the vehicle acquired by the position acquisition means at the timing,
The control target value of the automatic deceleration control at the learned vehicle position may be determined based on the learned speed in association with the position.

The second aspect of the present invention is:
A vehicle driving support device comprising control means for performing automatic deceleration control when the vehicle travels a specific position,
An accelerator operation detecting means for detecting the driver's accelerator operation;
Brake operation detection means for detecting the driver's brake operation,
The control means includes
Learning a control section and / or a control target value of the automatic deceleration control based on the timing of the accelerator operation and the brake operation recognized by the detection results of the accelerator operation detection unit and the brake operation detection unit. Features
This is a vehicle driving support device.

  According to the second aspect of the present invention, based on the timing at which the accelerator operation and the brake operation recognized by the detection results of the accelerator operation detection means and the brake operation detection means are performed, the control section of the automatic deceleration control and / or Alternatively, since the control target value is learned, optimal automatic deceleration control that matches the driving feeling of the driver can be performed.

  ADVANTAGE OF THE INVENTION According to this invention, the driving assistance device for vehicles which can perform the optimal automatic deceleration control according to a driver | operator's driving | operation feeling can be provided.

1 is a system configuration example of a vehicle driving support apparatus 1 according to an embodiment of the present invention. 7 is a flowchart illustrating a flow of characteristic processing executed by a control data learning unit. 7 is a flowchart illustrating a flow of characteristic processing executed by a control data learning unit. It is a figure which shows changes, such as speed, when passing a target position with a free running state. It is a figure which shows changes, such as speed, when accelerating and passing a target position. It is a figure showing change, such as speed, when passing through a target position with an accelerator on state.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the accompanying drawings.

  Hereinafter, a vehicle driving support apparatus 1 according to an embodiment of the present invention will be described with reference to the drawings.

[Basic configuration]
FIG. 1 is a system configuration example of a vehicle driving support apparatus 1 according to an embodiment of the present invention. The vehicle driving support device 1 includes, as main components, an accelerator opening sensor 10, a brake pedaling amount sensor 12, a speed sensor 16, a navigation device 30, and a driving support ECU (Electronic Control Unit) 50. Prepare.

  The accelerator opening sensor 10 is attached to an accelerator pedal, and extracts the gradient of the magnetic field corresponding to the accelerator operation amount (opening) by the driver's operation as a voltage using a Hall element and outputs it. The output of the accelerator opening sensor 10 is output to the multiplex communication line 70 as an accelerator opening signal AC (hereinafter simply referred to as an accelerator opening) via an engine control device (not shown). In the multiplex communication line 80, a low-speed body communication protocol typified by CAN (Controller Area Network) and LIN (Local Interconnect Network), a multimedia communication protocol typified by MOST (Media Oriented Systems Transport), FlexRay, etc. Communication using the appropriate communication protocol is performed, and the signal output to the multiplex communication line 80 can be referred to by the driving support ECU 50 and other control devices.

  The brake pedaling amount sensor 12 is attached to, for example, a brake pedal, and extracts and outputs a brake operation amount (stepping amount) by a driver's operation as a voltage. The output of the brake pedaling amount sensor 12 is output to the multiplex communication line 80 as a brake pedaling amount signal BP (hereinafter simply referred to as a brake pedaling amount) through a brake control device (not shown).

  The brake depression amount sensor 12 is not limited to such a mode, and may be a pressure sensor (master pressure sensor) that detects the pressure in the hydraulic chamber inside the master cylinder to which the depression force of the brake pedal is transmitted as hydraulic pressure. Alternatively, it may be a switch that outputs an ON signal when the brake pedal is depressed more than a predetermined amount.

  The gyro sensor 14 is, for example, a MEMS (Micro Electro Mechanical Systems) sensor having a vibrator, and detects an angular velocity around the vertical axis of the vehicle and outputs it to the multiplex communication line 80.

  The speed sensor 16 includes, for example, a wheel speed sensor attached to each wheel of the vehicle and a skid control computer. The wheel control pulse signal output from the wheel speed sensor is converted into a speed rectangular wave pulse signal (speed signal) by the skid control computer. The data is converted and output to the multiplex communication line 80. The wheel speed sensor includes, for example, a magnetic rotor in which rubber is filled with magnetic powder and positive and negative electrodes are alternately arranged in the circumferential direction, and an active sensor that detects a change in magnetic field due to the rotation of the magnetic rotor. (A wheel speed pulse signal corresponding to the wheel speed is output).

  The G sensor 18 has, for example, two child G sensors attached below the center console portion of the vehicle and attached at different angles with respect to the longitudinal direction of the vehicle. Each child G sensor has a movable electrode and a fixed electrode in the sensor, and measures the capacitance between the electrodes due to the change in the distance between the movable electrode and the fixed electrode according to the acceleration of the vehicle. Output to the multiplex communication line 80. By combining the output values of these child G sensors, accelerations in all horizontal directions can be detected.

  The navigation device 30 includes a GPS receiver 32, an input / output device 34, a storage device 36, and a navigation computer 40 as main components.

  The GPS receiver 32 receives a radio wave transmitted by a GPS satellite, demodulates it, and outputs a navigation message (satellite signal) included in the radio wave to the navigation computer 40. The navigation message includes information on the satellite orbit, the correction value of the satellite clock, the correction coefficient of the ionosphere, the health message indicating the operation state of the satellite itself, and the like.

  The input / output device 34 includes, for example, a microphone, a speaker, a buzzer, a display device, an input switch, and the like. The display device is configured as, for example, a touch panel, sets a GUI (Graphical User Interface) switch at a predetermined position on the screen, and detects a voltage change or the like to recognize the touch position of the user.

  The storage device 36 is, for example, a storage device such as a hard disk, a DVD-R (Digital Versatile Disk-Recordable), a CD-R (Compact Disc-Recordable), or an EEPROM, and map data is stored in the storage medium. . The map data represents, for example, an intersection or the like, and expresses a road shape by a node point having coordinates (latitude, longitude) and a link that connects the node points and stores a road width and a road curvature. ing. Further, the map data includes, as point information, information including coordinates regarding main facilities, intersections, place names, toll gates, curves, curvatures, and the like that are candidates for destinations guided by the navigation device 30.

  The navigation computer 40 is a computer unit in which, for example, a CPU, a ROM, a RAM, and the like are connected to each other via a bus, and includes an I / O port, a timer, a counter, and the like. The ROM stores programs and data executed by the CPU.

  Further, the navigation computer 40 acquires the output values of INS (Inertial Navigation System) sensors such as the gyro sensor 14 and the speed sensor 16 via the multiplex communication line 80.

  The navigation computer 40 identifies the vehicle position as an original function of the navigation device 30, generates a recommended route from the identified vehicle position to the destination set by the user using the input / output device 34, and the vehicle Navigation display and voice output are performed so that the vehicle can travel along the recommended route.

  The vehicle position is identified by, for example, calculating the position (Xs, Ys, Zs) in the world coordinate system (for example, WGS84) of each GPS satellite from the information on the satellite orbit included in the navigation message, etc. -Calculate the pseudo distance between each GPS satellite and the vehicle by multiplying the time of light) by the speed of light, and calculate the vehicle position by the principle of triangulation using the pseudo distance and position calculated for multiple GPS satellites. . Moreover, you may perform relative positioning and interference positioning not only in such a positioning method.

  Furthermore, the vehicle position may be corrected by matching (map matching) with map data stored in the storage device 36, or an INS calculation using the output of the INS sensor, a beacon receiver, and an FM multiplex receiver. It may be corrected based on various information received via the.

  The navigation computer also provides the driving assistance ECU 50 with various information used for characteristic control performed by the driving assistance ECU 50 as described later.

  The driving support ECU 50 is, for example, a computer unit having a hardware configuration similar to that of the navigation computer 40, and includes a storage device 52 such as a hard disk, DVD-R, CD-R, or EEPROM. The storage device 52 stores data learned by the driving support ECU 50. The driving support ECU 50 can be integrated with other control devices such as the navigation computer 40 and the engine control ECU, but here, it will be described as a dedicated ECU.

  A braking / driving force output device 70 to be controlled is connected to the driving support ECU 50 via a multiplex communication line 80. The braking / driving force output device 70 includes an engine, a transmission, a traveling motor, an electronically controlled brake device, and a control device thereof (the control target of the driving support ECU 50 is not all of these, for example, an electronically controlled type) Of course, only the brake device may be used).

  The driving support ECU 50 includes an automatic deceleration control unit 54 and a control data learning unit 56 as functional blocks that function by executing a program stored in the ROM.

[Characteristic function block]
The automatic deceleration control unit 54 refers to the information input from the navigation computer 40 and, when it is determined that the vehicle has reached the control section, instructs the braking / driving force output device 70 to perform automatic deceleration control. The automatic deceleration control is a control that reduces the speed to a speed target value by downshifting, engine output reduction, brake output, or the like. In the braking / driving force output device 70, the speed signal V (hereinafter simply referred to as speed) periodically input from the speed sensor 16 is equal to or less than (or coincides with) the speed target value input from the driving support ECU 50. As described above, each control described above is executed.

  The control section is, for example, a section in front of a curve having a curvature equal to or greater than a predetermined value, a toll gate on a toll road, a temporary stop position, etc. (hereinafter referred to as “target”), and already has a speed target value, etc. The control data has been learned. In this control section, the predetermined distance may be different depending on whether the target is a curve or a toll booth, or different predetermined distances may be set for different curves. That is, the control section is set individually corresponding to the coordinates of the target. The control section is subjected to learning processing such as change, deletion, and addition by the control data learning unit 56.

  Similar to the control section, the speed target value in the automatic deceleration control is associated with the target and set individually. The speed target value is changed by the control data learning unit 56.

  The control data learning unit 56 refers to the accelerator opening and the brake pedal stroke and learns the timing at which the operations included in the series of specific operations are performed when it is determined that the driver has performed a series of specific operations. Based on the learned timing, a control section for automatic deceleration control is determined.

  The series of specific operations includes, for example, operations performed in the order of accelerator off, brake on, and brake off. This series of specific operations is a typical operation performed when the driver decelerates to a desired speed before traveling in front of the target. As will be described later, various determinations are made to avoid recognition and the like.

  Here, accelerator-off is recognized when the accelerator opening changes from a predetermined value (for example, 10%) or more to less than a predetermined value. Brake-on is recognized when the brake pedal depression amount changes from less than a predetermined value (for example, 10%) to a predetermined value or more. Brake off is the reverse of brake on. Further, in order to prevent hunting, the predetermined values relating to the determination of brake on and brake off may be made different.

  In the flowchart described later, it is described that the accelerator on state or the accelerator off state is determined. However, the previous time is determined to be the accelerator on state and the current time is determined to be the accelerator off state while repeatedly executing the flow. Thus, it can be determined that the accelerator-off operation has been performed. The same applies to the brake operation.

  And when a driver | operator performed a series of specific operation, based on the timing (actually recognized that operation was performed) in which operation, such as accelerator off included in the series of specific operation, was performed. The control section for automatic deceleration control is determined.

  In addition, the control data learning unit 56 refers to the accelerator opening and the brake pedal stroke, and when it is determined that the driver has performed a series of specific operations, the control data learning unit 56 performs the operations included in the series of specific operations. The detected speed is learned in association with the vehicle position at the timing, and the control target value of automatic deceleration control at the learned vehicle position is determined based on the learned speed in association with the position.

  In other words, if a driver has decelerated at a specific location as a result of a series of specific operations, he / she learns the degree of deceleration, and if he / she travels the same location after the next time, the speed will be about the same. The braking / driving force output device 70 is controlled to decelerate.

[Learning process flow]
Hereinafter, a flow of processing in which the control data learning unit 56 performs learning to determine a control section and a control target value for automatic deceleration control will be described. 2 and 3 are flowcharts showing the flow of characteristic processing executed by the control data learning unit 56. FIG. This flow is repeatedly executed every predetermined period (for example, several [ms]).

  First, the control data learning unit 56 acquires data from the navigation device 30 such as a vehicle position, a control section, and whether or not a target exists in front of the vehicle (S100).

  Then, it is determined whether or not the vehicle is in the control zone (S102). If the vehicle is in the control zone, the process proceeds to S200. Steps after S200 will be described later with reference to FIG.

<Processing when the vehicle is not traveling in the control section>
If the vehicle is not in the control zone, it is determined whether the vehicle is in the learning zone (S104). The learning section is a section within a predetermined distance to a curve having a curvature greater than or equal to a predetermined value, a toll gate on a toll road, a temporary stop position, etc. (ie, a target). A negative determination is made in S102 and a positive determination is made in S104 when the vehicle is traveling in front of a new target, or when the control section does not match the “predetermined distance”. If the vehicle is not in the learning section, one routine of this flow is terminated.

  The predetermined distance may be changed so that the predetermined distance becomes longer as the speed increases. In this way, it is possible to cope with a case where deceleration is started at an unexpectedly early timing. On the contrary, as the speed decreases, the memory usage and processing load can be reduced by shortening the predetermined distance.

  In addition, the “predetermined value” that is a criterion for the curvature may be changed according to the road gradient and speed. For example, the predetermined value is reduced when the road is downhill or the speed is high so that even a relatively gentle curve is subject to automatic deceleration control.

  If the vehicle is in the learning section, it is subsequently determined whether or not the vehicle is in a normal traveling state (S106). The unusual traveling state refers to a state where, for example, there is a traffic jam or a preceding vehicle with a low speed. Such a determination can be determined not to be a normal traveling state when the latest average value of the speed is less than a predetermined speed or when it is confirmed that the traffic is in a congested state by the output of a camera, a radar, etc. (not shown). . As a result, it is possible to avoid deceleration due to traffic jams and the like and unnecessary automatic deceleration control being performed. In the brake-on determination described later, the brake-on due to the influence of the preceding vehicle may be ignored in consideration of changes in the relative distance and relative position with the preceding vehicle. If it is determined that the vehicle is not in the normal traveling state, one routine of this flow is terminated.

  When it is determined that the vehicle is in the normal traveling state, it is determined whether or not the accelerator is in an off state by referring to the change in the accelerator opening (S108). If the accelerator is on, one routine of this flow is terminated.

  If it is in the accelerator off state, the accumulation of the distance (1) is started (S110). This integration start point becomes the start point of the control section.

  Next, it is determined whether the brake is on (S112). If it is in the brake-off state, one routine of this flow is terminated.

  If the brake is on, the accumulation of distance (2) is started (S114). The distance (2) represents the distance from the point where the first brake-on operation is performed in the learning section.

  Then, it is determined whether or not the user has left the learning section (S116). The case where a positive determination is obtained in S116 is a case where the learning section is left without performing the brake-off operation.

  If it is determined that the distance has not left the learning section, it is determined whether the distance (2) exceeds a predetermined value (S118). The predetermined value in this step is, for example, a value of about 150 [m]. The case where an affirmative determination is obtained in S118 represents a case where the idling section after the brake-on operation is continued with a continuous curve or the like of a downward slope and the target is difficult to be determined.

  If it is determined that the distance (2) is not equal to or less than the predetermined value without leaving the learning section, it is determined whether or not the brake is off (S120). If the brake is on, the process returns to S116.

  If it is determined that the brake is off, the target information is stored at that timing (S122). The target information includes the target position (the last point where the brake-off operation was performed), the speed target value (the speed at the point where the last brake-off operation was performed), and the control section (the distance (1) from the integration start point to the last brake). Point where off-operation was made).

  Subsequently, integration of the distance (3) is started (S124). The distance (3) represents the distance traveled since the brake-off operation was performed.

  Then, it is determined again whether or not a brake-on operation has been performed by the driver (S126). If the driver performs a brake-on operation again, the target information is discarded (S128), the distance (3) is reset (S130), and the process returns to S116. Thereby, intermittent brake operation by the pumping brake can be recognized as one brake operation.

  If the driver does not perform the brake-on operation again, it is determined whether or not the distance (3) exceeds the predetermined value and the speed exceeds the speed 1 at the time when it was determined in S120 that the brake-off operation was performed. (S136). The predetermined value in this step is, for example, a value of about 50 [m].

  The case where an affirmative determination is obtained in S136 represents a case where the free-running section after the brake-on operation is continued by a continuous curve or the like of a downward slope and the target is difficult to be determined. Therefore, in such a case, it is estimated that the target has been passed with an increase in speed. S136 has the same purpose as S118, but the determination target is different between the distance (2) and the distance (3).

  If a negative determination is obtained in S136, it is determined whether or not one of the accelerator-on state and the learning section has been satisfied is satisfied (S138). The determination in this step is whether or not a passing pattern such as a curve in general driving has appeared.

  If a negative determination is obtained in both S136 and S138, the process returns to S126.

  When a positive determination is obtained in any one of S136 and S138, the target information stored in S122 is confirmed (S140). The process after target information confirmation will be described later.

  On the other hand, when the negative determination is obtained in S116, the learning section is left in the brake-on state, and in this case, the target information is stored at the timing when the subsequent brake-off operation is performed (S132, Next, target information is determined (S140). Such processing prioritizes the driver's intention when the learning section set by the map information does not match the driver's intention and the deceleration section is shifted to the back.

  Also, when a positive determination is obtained in S118, that is, when the brake is repeatedly turned on / off over a long distance, the target information is stored at the timing when the subsequent brake-off operation is performed ( Next, target information is determined (S140).

  When the target information is determined in this way, it is determined whether or not this includes an abnormal value (S142). The determination in this step is performed based on, for example, whether or not the estimated speed or virtual maximum deceleration position obtained from the road curvature is greatly deviated from the value detected in the vehicle. The assumed speed V # can be calculated by the following equation (1). Where Gy is the lateral acceleration and R is the reciprocal of the road curvature. Gy may be fixed at a certain value, or the average Gy of the driver may be obtained from the past travel history and used. Further, if an allowable range of Gy is set, and it is within an assumed speed range calculated using Gy within the allowable range, it may be determined as not an abnormal value.

  V # = sqrt (Gy × R) (1)

  Further, the relationship between the approach speed to the curve and the cornering speed is learned in association with the road curvature, and this is stored in the storage device 52 as a map, and the speed (= speed target value) at the time of passing the target is determined by the approach speed. An abnormality may be determined.

  Further, the target position can be determined as an abnormal value based on whether or not the deviation from the virtual maximum deceleration position obtained from the road curvature is within a predetermined value. The virtual maximum deceleration position can be defined as a position a predetermined distance away from a point where the road curvature is maximum, or a point where a predetermined distance has passed from the entrance of the curve (a point where the road curvature that tends to increase exceeds a threshold).

  If the target information includes an abnormal value, one routine of this flow is terminated.

  On the other hand, when the target information does not include an abnormal value, it is determined whether or not an existing target position within a predetermined distance from the currently learned target position is stored in the storage device 52 (S144). If the existing target position is stored, the learning target position is weighted and averaged with respect to the existing target information (S146). For example, regarding the speed target value V_tag, the averaging calculation can be performed by the following equation (2) when the current learning is the nth time.

  V_tag = {V_tag (existing learning value) × (n−1) + V_tag (current learning value)} / n (2)

  Then, the database constructed on the storage device 52 is updated (S148), the distances (1), (2), and (3) are reset (S150), and one routine of this flow is terminated.

  By performing such an averaging process, it is possible to converge to a control section or speed target value suitable for the driver each time the number of travels is repeated. Further, it is possible to prevent the data amount of the database constructed on the storage device 52 from growing infinitely. This is because it is sufficient to store only the previous learning value and the number of learnings.

<Processing when the vehicle is traveling in the control section>
Next, the case where the vehicle is in the control zone will be described with reference to FIG. If a negative determination is obtained in S102, it is determined whether or not the vehicle is in a normal running state as in S106 (S200). If it is determined that the vehicle is not in a normal running state, one routine of this flow is terminated.

  If it is determined in S200 that the vehicle is in a normal traveling state, it is determined whether or not the vehicle is in an accelerator-off state (S202).

  If it is determined that the accelerator is off, the distance (1) starts to be accumulated (S204). It is assumed that automatic deceleration control by the automatic deceleration control unit 54 is performed before and after such processing. Then, it is determined whether or not the brake is off (S206). If it is determined that the brake is on, the process returns to S114.

  If it is determined that the vehicle is in the brake-off state, it is determined whether the vehicle is in the accelerator-off state (S208). If the accelerator is off, it is determined whether the target position has been passed (S210). If it is determined that the target position has been passed, it is determined whether or not the passing speed at the time of passing the target position is greater than the speed target value V_tag (S212). When the passing speed is larger than the speed target value V_tag, the target passing speed and the distance (1) are stored, and the process returns to S140. Then, the speed target value V_tag and the control section are updated using the passing speed and the distance (1) (S142 to S142). When the passing speed is equal to or less than the speed target value V_tag, one routine of this flow is terminated.

  If it is determined in S210 that the target position has not been passed, the process returns to S206. Therefore, the processes from S210 to S214 are executed when the vehicle passes through the target position with the brake off state and the accelerator off state (idle running state). FIG. 4 is a diagram showing a change in speed or the like when the vehicle passes through the target position while running idle. In this case, the target position is not updated, but the starting point of the control section and the speed target value are changed.

  If the accelerator is turned on while the loop processing of S206 to S210 is repeated, the process proceeds to S216. Here, the location, speed, and distance (1) of the point where the accelerator is off from the accelerator off state are stored in the storage device 52 (S216).

  Subsequently, the integration of the distance (1) is reset (S218), and it is determined whether or not the target position has been passed (S220). When it is determined that the target position has been passed, it is determined whether or not the passing speed at the time of passing the target position is greater than the speed target value V_tag (S222). When the passing speed is larger than the speed target value V_tag, the process returns to S140. Then, the speed target value V_tag, the control section, and the like are updated using the position, speed, and distance (1) of the point where the accelerator is off from the accelerator off state (S142-). When the passing speed is equal to or less than the speed target value V_tag, one routine of this flow is terminated.

  If it is determined in S220 that the target position has not been passed, the process returns to S204. The processing of S216 to S222 is executed when an accelerator-on operation is performed in front of the target and the vehicle passes through the target position by acceleration. FIG. 5 is a diagram illustrating changes in speed and the like when the vehicle passes through the target position by acceleration. In this case, the start point, end point (target position), and speed target value of the control section are changed.

  If it is determined in S202 that the accelerator is on, it is determined whether the target position has been passed (S224). If it is determined that the target position has been passed, it is determined whether or not the passing speed at the time of passing the target position is greater than the speed target value V_tag (S226). When the overspeed is larger than the speed target value V_tag, the target is deleted, and one routine of this flow is terminated.

  If it is determined in S224 that the target position has not been passed, the process returns to S200, and if it is determined in S226 that the passing speed is equal to or less than the speed target value V_tag, one routine of this flow is terminated.

  By the processing of S224 to S228, when the vehicle passes through the target position with the accelerator on, and the speed at the time of passage is larger than the speed target value V_tag, the target is deleted. FIG. 6 is a diagram illustrating a change in speed or the like when the vehicle passes through the target position while the accelerator is on. In this case, when the speed at the time of passage is larger than the speed target value V_tag, the target is deleted.

  According to this configuration and control, when a series of characteristic operations such as accelerator-off, brake-on, and brake-off are performed, the driver learns target information based on the timing at which each operation is performed. The intention to decelerate, the intention to end deceleration, the desired degree of deceleration, etc. can be learned appropriately. Accordingly, it is possible to execute the automatic braking control that realizes the optimum timing and control amount according to the driver.

  In addition, since the target information is updated by obtaining a weighted average for the target for which the target information has already been learned, the accuracy of the learned value can be improved as the driver continues to travel.

  According to the vehicle driving support apparatus 1 of the present embodiment described above, optimal automatic deceleration control that matches the driving feeling of the driver can be performed.

  The best mode for carrying out the present invention has been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the scope of the present invention. And substitutions can be added.

  The present invention can be used in the automobile manufacturing industry, the automobile parts manufacturing industry, and the like.

DESCRIPTION OF SYMBOLS 1 Vehicle driving assistance device 10 Accelerator opening sensor 12 Brake tread sensor 14 Gyro sensor 16 Speed sensor 18 G sensor 30 Navigation device 32 GPS receiver 34 Input / output device 36 Storage device 40 Navigation computer 50 Driving assistance ECU
52 storage device 54 automatic deceleration control unit 56 control data learning unit 70 braking / driving force output device 80 multiplex communication line

Claims (4)

A vehicle driving support device comprising control means for performing automatic deceleration control when the vehicle travels a specific position,
An accelerator operation detecting means for detecting the driver's accelerator operation;
Brake operation detection means for detecting the driver's brake operation,
The control means includes
When it is determined that the driver has performed a series of specific operations with reference to the detection results of the accelerator operation detection unit and the brake operation detection unit, the timing of the operations included in the series of specific operations is learned. And
Based on the learned timing, the control section of the automatic deceleration control is determined,
Vehicle driving support device. The series of specific operations includes operations performed in the order of accelerator off, brake on, and brake off.
The vehicle driving support device according to claim 1. Speed detecting means for detecting the speed;
Position acquisition means for acquiring the position of the vehicle,
The control means includes
When it is determined that the driver has performed a series of specific operations with reference to the detection results of the accelerator operation detection means and the brake operation detection means, the timing included in the series of specific operations is Learning the speed detected by the speed detection means in association with the position of the vehicle acquired by the position acquisition means at the timing,
The control target value of the automatic deceleration control at the learned vehicle position is determined based on the learned speed in association with the position,
Vehicle driving support device. A vehicle driving support device comprising control means for performing automatic deceleration control when the vehicle travels a specific position,
An accelerator operation detecting means for detecting the driver's accelerator operation;
Brake operation detection means for detecting the driver's brake operation,
The control means includes
Learning a control section and / or a control target value of the automatic deceleration control based on the timing of the accelerator operation and the brake operation recognized by the detection results of the accelerator operation detection unit and the brake operation detection unit. Features
Vehicle driving support device.

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