JP2011162075A - Drive support system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform drive support while preventing a driver of a vehicle from having a feeling of discomfort. <P>SOLUTION: A drive support system (10) is mounted on a vehicle (1) and supports a driving operation of a driver. The drive support system determines: a degree of the variation of feature points to one type based on a variation of feature points in types; whether drive support can be performed; and a support method, taking correlation of the variation of the feature points to a plurality of types into consideration. The drive support system, when the vehicle enters an area where the drive support system targets, records feature points corresponding to each of the plurality of types in the area, and generates a variation map showing a degree of variation of the recorded feature points of the plurality of types, on the basis of the recorded feature points. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a technical field of a driving support system that supports a driving operation of a driver of a vehicle such as an automobile.

  As this type of system, for example, Patent Literature 1 describes a driving support device that appropriately understands driving characteristics of a driver and performs driving support. Here, in particular, it is described that the driving skill of the driver is estimated based on the degree of variation that the relationship between the traveling state of the classified host vehicle and the situation around the host vehicle has with respect to the element characteristics of the classification destination. Has been.

JP 2008-18872 A

  However, according to the background art described above, the characteristics of the driver in one assisting operation are uniquely determined. Then, there is a technical problem that the driver may feel uncomfortable.

  The present invention has been made in view of, for example, the above-described problems, and an object thereof is to provide a driving support system that can perform driving support while suppressing the driver from feeling uncomfortable.

  In order to solve the above problems, the driving support system of the present invention is a driving support system that is mounted on a vehicle and supports the driving operation of the driver of the vehicle, and the vehicle is intended for the driving support system. When entering the area to be recorded, the feature points corresponding to each of the plurality of types in the area are recorded, and based on the recorded feature points, the degree of variation of the recorded feature points is A learning system that generates a variation map for each of a plurality of types, and a feature point corresponding to one of the plurality of types when the vehicle enters the area after the variation map is created On the condition that the degree of variation is smaller than the threshold value corresponding to the one type, the variation corresponding to the one type is based on the variation map corresponding to the one type. And a driving support means for performing driving support such as to reproduce the feature points has an average value of the degree of variation included in Kimappu.

  According to the driving support system of the present invention, the driving support system is mounted on a vehicle such as an automobile, and supports the driving operation of the driver of the vehicle.

  For example, a learning system including a memory, a processor, and the like records feature points corresponding to each of a plurality of types in the area when the vehicle enters an area targeted by the driving support system, Based on the recorded feature points, a variation map indicating the degree of variation of the recorded feature points for each of a plurality of types is generated.

  The “area targeted by the driving support system” is, for example, a curve (that is, a curved section of a road), an intersection, etc. ) Means an area that is relatively likely to do.

  “When the vehicle enters the area targeted by the driving system” is not limited to the time when the vehicle enters the area targeted by the driving system. It may mean a point in time slightly after the time of entry, or a point in time when a predetermined time has elapsed since the vehicle entered the area targeted by the driving system.

  The “characteristic point” means a characteristic point in a series of vehicle control by the driver. Features include, for example, when the accelerator pedal is stopped (ie, when the accelerator is off), when the brake pedal is pressed (ie when the brake is on), when the shift position is changed, Examples include the time of starting cutting and the time when the vehicle speed reaches the maximum in a series of vehicle controls.

  “Recording feature points” is not limited to recording only feature points, but includes recording various physical quantities and parameters such as vehicle speed, acceleration, and position at the feature points in addition to the feature points. Good.

  The “degree of variation of feature points” may be expressed, for example, as a difference (that is, deviation from the average value) between the value of one feature point and the average value of a plurality of recorded feature points. , May be represented as a deviation from a particular feature point (eg, the first recorded feature point).

  For example, the driving support means including a memory, a processor, etc. is the degree of variation of feature points corresponding to one of a plurality of types when the vehicle enters the area after the variation map is created. On the condition that is smaller than the threshold value corresponding to one type, a feature point having an average value of the degree of variation included in the variation map corresponding to one type is obtained based on the variation map corresponding to one type. Provide driving assistance that reproduces.

  The “threshold value corresponding to one type” is a value that determines whether or not to perform driving support that reproduces a feature point having an average value of the degree of variation included in the variation map corresponding to one type. Yes, it is set as a fixed value in advance or as a variable value according to some physical quantity or parameter. Such a threshold value may be set on the basis of, for example, a general variation calculated by an experiment by a manufacturer and the calculated variation.

  According to the inventor's research, the following matters have been found. That is, even for the same driver, the degree of variation differs depending on the driving operation in a series of vehicle controls (specifically, for example, the accelerator off timing in vehicle deceleration control has a relatively large degree of variation, The timing is substantially the same (that is, the degree of variation is relatively small, etc.)). On the other hand, in the conventional driving support system, the driver characteristics of the entire series of vehicle control are often determined based on the degree of variation of the driving operation at a certain point of the series of vehicle control by the driver. Then, depending on how the driver selects a series of vehicle controls at a certain point in time, the driver characteristic may be determined as a driver characteristic that is completely different from the original driver characteristic. For this reason, the driver may feel uncomfortable.

  However, in the present invention, the learning system generates a variation map indicating the degree of variation of the recorded feature points for each of a plurality of types based on the recorded feature points. That is, the learning system decomposes a series of vehicle controls performed by the driver into a plurality of feature points, and generates a variation map for each of the decomposed feature points.

  Then, based on the variation map corresponding to one type, on the condition that the degree of variation of the feature point corresponding to one type among the plurality of types is smaller than the threshold value corresponding to one type by the driving support means. Thus, driving support is performed so as to reproduce a feature point having an average value of the degree of variation included in the variation map corresponding to one type.

  For this reason, compared with the case where the driver characteristics of the entire series of vehicle controls are determined based on the degree of variation in the driving operation at a certain point of the series of vehicle controls by the driver, the driver characteristics are appropriately set. Can be determined.

  In addition, as described above, on the condition that the degree of variation of the feature point corresponding to the one type is smaller than the threshold value corresponding to the one type, the one type is based on the variation map corresponding to the one type. Since the driving assistance is performed so as to reproduce the feature points having the average value of the degree of variation included in the variation map corresponding to, the driver does not feel uncomfortable due to the driving assistance. In other words, when the degree of variation of the feature points is relatively close to the data included in the variation map generated by the learning system, the driver can perform the driving support so as to reproduce the learned data. Suppressing the feeling of discomfort caused by support.

  As a result, according to the driving support system of the present invention, driving support can be appropriately performed while suppressing the driver from feeling uncomfortable.

  In one aspect of the driving support system of the present invention, the driving support includes deceleration support, and the feature point is at least one of a time point when the accelerator is turned off and a time point when the accelerator is turned on. Including.

  According to this aspect, it is possible to perform deceleration support appropriately while suppressing the driver from feeling uncomfortable relatively easily.

  In another aspect of the driving support system of the present invention, the driving support means includes a variation in feature points corresponding to the one type when the vehicle enters the area after the variation map is created. On the condition that the degree of is greater than the threshold value, predetermined driving assistance corresponding to the one type is performed.

  According to this aspect, on the condition that the degree of variation of the feature points corresponding to one type is larger than the threshold by the driving support means, the predetermined driving support corresponding to the one type (for example, the fuel efficiency is reduced). (Maximum driving assistance) is performed, so that the driver can be prevented from feeling uncomfortable.

  According to the research of the present inventor, when the degree of variation of the feature points deviates significantly from the data included in the variation map generated by the learning system, driving assistance is performed so as to reproduce the learned data. It has been found that the driver may feel uncomfortable due to the difference between the degree of variation of the feature points and the data included in the variation map generated by the learning system.

  In another aspect of the driving support system of the present invention, the learning system includes a calculation unit that calculates a degree of variation of each of the feature points corresponding to the plurality of types among the recorded feature points, The driving support means has a large degree of variation in feature points corresponding to a type that appears earlier in time among the plurality of types, and a feature point corresponding to a type that appears later in time among the plurality of types. On the condition that the degree of variation is large, only predetermined driving support corresponding to the type that appears earlier in time is performed.

  According to this aspect, for example, the computing means including a memory, a processor, etc. calculates the degree of variation of each feature point corresponding to each of a plurality of types among the recorded feature points.

  The driving support means has a large degree of variation of feature points corresponding to a type that appears earlier in time among a plurality of types, and a degree of variation of feature points corresponding to a type that appears later in time among the plurality of types On the condition that is large, only predetermined driving support corresponding to the type that appears earlier in time is performed.

  Minimize driving support when it is assumed that the degree of variation in the feature points corresponding to the type that appears earlier in time will affect the feature points corresponding to the type that appears later in time. Therefore, it is possible to suppress the driver from feeling uncomfortable.

  In another aspect of the driving support system of the present invention, the driving support means is configured to provide the driving support on the condition that a plurality of driving operations respectively corresponding to two or more of the plurality of types are performed simultaneously. Do not do.

  According to this aspect, when a plurality of driving operations respectively corresponding to two or more types among a plurality of types are performed simultaneously (that is, when there are relatively many operation tasks of the driver), It is possible to prevent the driver from feeling uncomfortable due to the driving assistance related to such driving operation.

  The effect | action and other gain of this invention are clarified from the form for implementing demonstrated below.

It is a block diagram which shows the structure of the vehicle by which the driving assistance system which concerns on 1st Embodiment is mounted. It is a conceptual diagram which shows the concept of the learning of the feature point in the driving assistance system which concerns on 1st Embodiment. It is a flowchart which shows the driving assistance process which ECU which concerns on 1st Embodiment performs. It is a flowchart which shows the driving assistance process which ECU which concerns on 2nd Embodiment performs. It is a flowchart which shows the driving assistance process which ECU which concerns on 3rd Embodiment performs. It is a flowchart which shows the driving assistance process which ECU which concerns on 4th Embodiment performs.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a driving support system according to the present invention will be described based on the drawings.

<First Embodiment>
A first embodiment of a driving support system according to the present invention will be described with reference to FIGS. 1 to 3.

  First, the configuration of a vehicle on which the driving support system according to this embodiment is mounted will be described with reference to FIG. FIG. 1 is a block diagram illustrating a configuration of a vehicle on which the driving support system according to the present embodiment is mounted. In FIG. 1, for convenience of explanation, only members that are directly related to the present embodiment are shown, and other members are not shown.

  In FIG. 1, a vehicle 1 includes a GPS (Global Positioning System) 101, an in-vehicle camera 102, a millimeter wave radar 103, an infrastructure communication device 104, a vehicle speed sensor 105, a display 106, an ACC (Adaptive Cruise Control) switch 107, a PCS (Pre- Crash switch 108, ECU (Electronic Control Unit) 109, map information database (DB) 110, car navigation system 111, brake actuator 112, accelerator actuator 113, speaker 114, brake position sensor 115, accelerator position sensor 116, and steering sensor 117 It is configured with.

  The GPS 101 receives a signal from a GPS satellite, specifies the current position of the vehicle 1, and transmits a signal indicating the specified current position to the ECU 109. The in-vehicle camera 102 mainly captures an image in front of the vehicle 1 and transmits a signal indicating the captured image to the ECU 109. The ECU 109 controls the display 106 so as to display an image corresponding to the received signal.

  The millimeter wave radar 103 emits a millimeter wave and receives a radio wave reflected by an object (for example, a vehicle ahead). Based on a propagation time or a frequency generated due to the Doppler effect, the millimeter wave radar 103 The position and the relative speed with respect to the vehicle 1 are measured, and a signal indicating the measured position and relative speed of the object is transmitted to the ECU 109.

  For example, the infrastructure communication device 104 is connected to a traffic infrastructure such as an optical vehicle detector (a so-called optical beacon), for example, information related to a situation with poor visibility, traffic control information (for example, a traffic light). And information relating to road signs and the like) and information relating to road conditions (for example, information relating to traffic accidents, traffic jams, etc.), and a signal indicating the obtained information is transmitted to the ECU 109. The ECU 109 controls the display 106 so as to display information corresponding to the received signal.

  The vehicle speed sensor 105 detects, for example, the rotational speed of an output shaft (not shown) proportional to the vehicle speed, and transmits a signal indicating the detected rotational speed to the ECU 109.

  The ACC switch 107 and the PCS switch 108 are switches for setting an operation mode. The ACC switch 107 and the PCS switch 108 enable the ACC function and the PCS function by being turned on by the driver of the vehicle 1, respectively.

  The map information database 110 includes a map data file, an intersection data file, a road data file, and the like. The map information database 110 stores information (for example, a map, a straight road, a corner, an uphill / downhill road, an expressway, etc.) necessary for driving the vehicle.

  The car navigation system 111 has a basic function of guiding the host vehicle to a predetermined destination. The car navigation 111 cooperates with the GPS 101, the infrastructure communication device 104, the display 106, the ECU 109, the map information database 110, and the speaker 114 to give the driver map information around the current location of the vehicle 1 and the current position of the vehicle 1. Provide information such as destination position and route.

  The brake position sensor 115 detects an operation amount (for example, a brake pedal depression amount) of a brake pedal (not shown), and transmits a signal indicating the detected operation amount to the ECU 109. The accelerator position sensor 116 detects an operation amount (that is, an accelerator opening degree) of an accelerator pedal (not shown), and transmits a signal indicating the detected operation amount to the ECU 109.

  The steering sensor 117 is provided, for example, in a combination switch portion (not shown) of the vehicle 1, detects the steering amount and steering direction of a handle (not shown), and indicates the detected steering amount and steering direction. A signal is transmitted to the ECU 109.

  The driving support system 10 includes a GPS 101, a vehicle speed sensor 105, a display 106, an ECU 109, a map information database 110, a speaker 114, a brake position sensor 115, an accelerator position sensor 116, and a steering sensor 117.

  In the driving support system 10, the ECU 109 has entered the area targeted by the driving support system 10 based on, for example, a signal output from the GPS 101 and information stored in the map information database 110. For example, based on signals output from each of the brake position sensor 115, the accelerator position sensor 116, the steering sensor 117, and the like, feature points corresponding to each of a plurality of types of the vehicle 1 in the area are detected. Record.

  Here, “feature points” will be described with reference to FIG. FIG. 2 is a conceptual diagram showing the concept of feature point learning in the driving support system according to the present embodiment. In addition, in FIG. 2, the case where the vehicle 1 turns right at an intersection is mentioned as an example. In this case, the “intersection” is an example of an area targeted by the driving support system 10.

  In the present embodiment, the driver's series of vehicle control of “turn right at the intersection” is performed, for example, at the start of turning the steering wheel (see “point a” in FIG. 2), or at the start of returning the steering wheel (“ It is decomposed into a plurality of characteristic points such as a point b ") and a handle end point (see" point c "in FIG. 2).

  In addition to the above time points, for example, when the speed of the vehicle 1 is maximum or minimum, when the deceleration or acceleration generated in the vehicle 1 is maximum, when the jerk change point, when the gear of the automatic transmission is automatically switched, Etc. may also be feature points.

  In other words, the “feature point” refers to, for example, the time when the driver's operation on the part (eg, accelerator pedal, brake pedal, steering wheel, shift lever, etc.) that can be operated by the driver is started or ended, and the vehicle 1 when the traveling state of the vehicle 1 changes (here, the maximum displacement point in a series of vehicle control), and the like.

  The ECU 109 determines, for example, a feature point (e.g., an elapsed time based on the time when the vehicle 1 enters the area targeted by the driving support system 10), and the speed, position, target position (for example) of the feature point. For example, the arrival time to the target intersection) is recorded.

  Subsequently, the ECU 109 calculates the degree of variation of each of the recorded feature points based on the recorded feature points, and displays a variation map indicating the degree of variation of each of the recorded feature points for each of a plurality of types. Generate.

  After the variation map is created, when the vehicle 1 enters the area targeted by the driving support system 10, the ECU 109 determines that the degree of variation of the feature points corresponding to one of the plurality of types is one. Based on the variation map corresponding to one type, on the condition that it is smaller than the threshold value corresponding to the type, the feature point having the average value of the degree of variation included in the variation map corresponding to the one type is reproduced. Provide proper driving assistance. On the other hand, the ECU 109 performs predetermined driving support corresponding to one type on condition that the variation degree of the feature point corresponding to one type is larger than the threshold value.

  Here, the “threshold value” may be determined as follows, for example. That is, the degree of general variation in the driving operation supported by the driving support system 10 may be experimentally calculated in advance, and the calculated degree of variation may be used as a threshold value. Alternatively, a variation threshold map based on road alignment (for example, road width, curvature, etc.), traffic light status, other vehicle status, etc. may be prepared in advance, and the corresponding threshold value may be specified from the variation threshold map. Alternatively, based on the normal driving data of each driver, an average of the degree of variation in driving operation supported by the driving support system 10 in all areas targeted by the driving support system 10 is calculated and calculated. The average may be used as a threshold value.

  Alternatively, an average of the degree of variation in driving motion supported by the driving support system 10 in each of the areas targeted by the driving support system 10 may be calculated, and the calculated average may be used as a threshold value. Or what is necessary is just to obtain | require the driver's driving skill based on a driver's driving history, driving frequency, running stability, etc., for example, and to set a threshold according to the obtained driving skill.

  The “threshold value” may be uniform or set for each of a plurality of feature points corresponding to each of a plurality of types.

  “Driving support” is, for example, notifying the driver of timing for performing a predetermined operation (for example, start of depression of a brake pedal, operation of a steering wheel), or, for example, changing an accelerator opening or controlling a brake actuator It means that the control amount of various members is changed.

  The “ECU 109” according to the present embodiment is an example of the “learning system”, “calculation unit”, and “driving support unit” according to the present invention. In this embodiment, a part of the ECU 109 for various electronic controls is used as a part of the driving support system 10.

  Next, driving support processing executed by the ECU 109 while the vehicle 1 configured as described above is traveling will be described with reference to the flowchart of FIG. This driving support process is executed at regular intervals, irregular intervals, or continuously while the vehicle 1 is traveling. Here, “accelerator off” is taken as an example as a type included in the plurality of types.

  In FIG. 3, when the vehicle 1 enters an area for which the driving support system 10 performs the deceleration support, the ECU 109 determines whether or not a variation map of the driver currently driving the vehicle 1 exists. Is determined (step S101). When it is determined that the variation map does not exist (step S101: No), the ECU 109 executes a process of step S107 described later.

When it is determined that the variation map exists (step S101: Yes), the ECU 109 determines whether or not A-OFF is within the variation range of A-OFF _OWN (step S102).

  Here, “A-OFF” means the degree of variation in the timing at which the driver turns the accelerator off. “A-OFF” is, for example, a current position (for example, latitude and longitude) of the vehicle 1 based on a signal output from the GPS 101, information stored in the map information database 110, and the like, and a target position (for example, Is predicted based on the distance to the stop line and the like, the estimated time until the vehicle 1 reaches the target position, and the like.

“A-OFF _OWN ” means the degree of variation in the driver's accelerator-off timing constituting the variation map. Further, “whether it is within the range of variation of A-OFF _OWN ” means whether it is less than a threshold value related to accelerator off.

When it is determined that A-OFF is within the variation range of A-OFF _OWN (that is, A-OFF is less than the threshold value related to accelerator off) (step S102: Yes), ECU 109 determines that A-OFF _OWN. Is set as the accelerator-off timing to be notified to the driver (step S104).

On the other hand, when it is determined that A-OFF is outside the range of variation of A-OFF _OWN (that is, A-OFF is larger than the threshold value related to accelerator-off) (step S102: No), the ECU 109 performs A-OFF. _ECO is set as the accelerator-off timing to be notified to the driver (step S103).

Here, “A-OFF _ECO ” means, for example, a predetermined general timing with relatively good fuel efficiency or a timing with the best fuel efficiency in the past operation history of the driver. .

  Next, the ECU 109 determines whether or not a notification start condition related to accelerator-off is satisfied (step S105). Here, the notification start condition is, for example, that the accelerator off timing set in step S103 or S104 is established, the driver is stepping on the accelerator pedal, the speed of the vehicle 1 is within a certain range, and the like. is there.

  When it is determined that the notification start condition related to the accelerator off is satisfied (step S105: Yes), the ECU 109 controls the display 106 to display, for example, the timing for performing the accelerator off on the display 106. Alternatively, the speaker 114 is controlled so that an alarm is issued from the speaker 114 (step S106).

  Next, the ECU 109 learns the timing when the accelerator is actually turned off by the driver this time based on, for example, a signal output from the accelerator position sensor 116 (step S107).

  When it is determined in step S105 that the notification start condition relating to accelerator off is not satisfied (step S105: No), the ECU 109 determines whether a service end condition is satisfied (step S108). Here, the service end condition is, for example, that the vehicle 1 leaves the area where the driving support system 10 performs the deceleration support.

  When it is determined that the service end condition is satisfied (step S108: Yes), the ECU 109 executes the process of step S107. On the other hand, when it is determined that the service end condition is not satisfied (step S108: No), the ECU 109 executes the process of step S105.

In the process of step S103, instead of the A-OFF _ECO timing, for example, a model timing related to a safety model driver may be used.

Second Embodiment
A second embodiment of the driving support system of the present invention will be described with reference to the flowchart of FIG. The second embodiment is the same as the configuration of the first embodiment except that the driving support process executed by the ECU is different. Therefore, in the second embodiment, the description overlapping with that of the first embodiment is omitted, and the common portions in the drawing are denoted by the same reference numerals, and only fundamentally different points are described with reference to FIG. explain.

  In the present embodiment, the driving support process is executed in consideration of the influence between feature points corresponding to two or more types.

  Specifically, for example, the ECU 109 has a large degree of variation in feature points corresponding to a type that appears first in time among a plurality of types, and a feature point corresponding to a type that appears later in time among the plurality of types. On the condition that the degree of variation of the above is large (that is, the degree of variation of the feature points is continuously large), a predetermined driving assistance corresponding to the type that appears first in time (for example, a predetermined degree) Only general driving assistance with relatively good fuel efficiency).

  This is based on the idea that the degree of variation of feature points corresponding to the type appearing later in time is affected by the degree of variation of feature points corresponding to the type appearing earlier in time. By suppressing the degree of variation of feature points corresponding to the type that appears before, it is possible to suppress the degree of variation of feature points corresponding to the type that appears later in time.

  Next, a driving support process executed by the ECU 109 while the vehicle 1 configured as described above is running will be described with reference to a flowchart of FIG. Here, “brake on” and “maximum deceleration” are given as examples as types included in the plurality of types.

  In FIG. 4, when the vehicle 1 enters an area for which the driving support system 10 performs the deceleration support, the ECU 109 determines whether or not a variation map of the driver currently driving the vehicle 1 exists. Is determined (step S201). When it is determined that the variation map does not exist (step S201: No), the ECU 109 executes a process of step S209 described later.

On the other hand, when it is determined that the variation map exists (step S201: Yes), the ECU 109 determines whether or not B-ON is within the range of variation of B-ON _OWN (step S202).

  Here, “B-ON” means the degree of variation in timing when the driver turns on the brake this time. “B-ON” is, for example, a current position (for example, latitude and longitude) of the vehicle 1 based on a signal output from the GPS 101, information stored in the map information database 110, and the like, and a target position (for example, Is predicted based on the distance to the stop line and the like, the estimated time until the vehicle 1 reaches the target position, and the like.

“B-ON _OWN ” means the degree of variation in the brake-on timing of the driver constituting the variation map. Further, “whether it is within the range of variation of B-ON _OWN ” means whether it is less than the threshold value related to brake-on.

When it is determined that B-ON is within the range of variation of B-ON _OWN (that is, B-ON is less than the threshold value related to brake-on) (step S202: Yes), ECU 109 determines that B-ON _OWN. Is set as a brake-on timing to be notified to the driver (step S204).

On the other hand, when it is determined that B-ON is outside the range of variation of B-ON _OWN (that is, B-ON is greater than the threshold value related to brake-on) (step S202: No), ECU 109 determines that G-MAX Is within the range of variation of G-MAX _OWN (step S203).

  Here, “G-MAX” means the degree of variation in timing at which the deceleration generated in the vehicle 1 at this time becomes maximum. “G-MAX” is, for example, a current position (for example, latitude and longitude) of the vehicle 1 based on a signal output from the GPS 101, information stored in the map information database 110, and the like, and a target position (for example, Is predicted based on the distance to the stop line and the like, the estimated time until the vehicle 1 reaches the target position, and the like.

“G-MAX _OWN ” means the degree of variation in timing at which the deceleration generated in the vehicle 1 constituting the variation map is maximized. Further, “whether it is within the range of variation of G-MAX _OWN ” means whether it is less than the threshold value related to the maximum deceleration.

When it is determined that G-MAX is within the range of variation of G-MAX _OWN (that is, G-MAX is less than the threshold for maximum deceleration) (step S203: Yes), ECU 109 _The brake-on timing is calculated from the average of _OWN , and the calculated brake-on timing is set as a brake-on timing to be notified to the driver (step S206).

On the other hand, when it is determined that G-MAX is outside the range of variation of G-MAX _OWN (that is, G-MAX is greater than the threshold value related to the maximum deceleration) (step S203: No), ECU 109 ON _ECO is set as a brake-on timing to be notified to the driver (step S205).

Here, “B-ON _ECO ” means, for example, a predetermined general timing with relatively good fuel efficiency or a timing with the best fuel efficiency in the past operation history of the driver. .

  Next, the ECU 109 determines whether or not a notification start condition related to brake-on is satisfied (step S207). Here, the notification start condition is, for example, that the brake-on timing set in steps S204 to S206 is established, the driver does not depress the brake pedal, the driver depresses the accelerator pedal, etc. It is.

  When it is determined that the notification start condition related to brake-on is satisfied (step S207: Yes), the ECU 109 controls the display 106 so as to display on the display 106 that it is time to perform brake-on, Alternatively, the speaker 114 is controlled so that an alarm is issued from the speaker 114 (step S208).

  Next, the ECU 109 learns the timing when the brake is actually turned on by the driver this time based on the signal output from the brake position sensor 115, for example (step S209).

  When it is determined in step S207 that the brake start notification start condition is not satisfied (step S207: No), the ECU 109 determines whether a service end condition is satisfied (step S210). When it is determined that the service end condition is satisfied (step S210: Yes), the ECU 109 executes a process of step S209. On the other hand, when it is determined that the service end condition is not satisfied (step S210: No), the ECU 109 executes the process of step S207.

  Whether or not to consider the degree of variation of the feature points corresponding to the later type in terms of time may be determined as follows. That is, for example, it is only necessary to calculate the displacement of the speed of the vehicle 1 between the feature points, the displacement of the travel distance, the displacement of the deceleration, and determine whether the calculated various displacements are large. Then, when it is determined that any or all of the displacements are large, the degree of variation of the feature points corresponding to the later type may be considered.

<Third Embodiment>
A third embodiment of the driving support system of the present invention will be described with reference to the flowchart of FIG. The third embodiment is the same as the configuration of the first embodiment except that the driving support process executed by the ECU is different. Therefore, the description of the third embodiment that is the same as that of the first embodiment is omitted, and common portions in the drawing are denoted by the same reference numerals, and only fundamentally different points are described with reference to FIG. explain.

  In the present embodiment, “handle start start” and “handle return start” are exemplified as types included in the plurality of types.

  In FIG. 5, when the vehicle 1 enters an area for which the driving support system 10 performs steering assistance, the ECU 109 determines whether or not a variation map of the driver currently driving the vehicle 1 exists. Is determined (step S301). When it is determined that the variation map does not exist (step S301: No), the ECU 109 executes a process of step S308 described later.

  On the other hand, when it is determined that the variation map exists (step S301: Yes), the ECU 109 determines whether or not the degree of variation at the timing when the driver starts turning the steering wheel is larger than the threshold (step S302). ). Note that the timing at which the driver starts turning the steering wheel may be, for example, a timing at which the steering angular displacement amount indicated by the signal output from the steering sensor 117 becomes a certain value or more.

  When it is determined that the degree of variation in timing at which the driver starts turning the steering wheel is greater than the threshold (step S302: Yes), the ECU 109 determines that the degree of variation in timing at which the driver starts turning back the steering wheel is greater than the threshold. It is determined whether it is larger (step S303). The timing at which the driver starts returning the steering wheel may be, for example, the timing at which the sign of the steering angle displacement amount indicated by the signal output from the steering sensor 117 is reversed.

  When it is determined that the degree of variation in the timing at which the driver starts returning the steering wheel is smaller than the threshold (step S303: No), the ECU 109 executes a process of step S308 described later. On the other hand, if it is determined that the degree of variation in the timing at which the driver starts returning the steering wheel is greater than the threshold (step S303: Yes), the ECU 109 determines the timing at which the driver constituting the variation map starts to turn the steering wheel. The average of the degree of variation is calculated, and the calculated average is set as the steering start timing of the steering wheel notified to the driver (step S304).

  Next, the ECU 109 determines whether or not a notification start condition related to the timing at which the steering wheel is started is satisfied (step S305). Here, the notification start condition is, for example, that the steering start timing set in step S304 is satisfied, the speed of the vehicle 1 is within a certain value, or the like.

  When it is determined that the notification start condition related to the timing for starting the steering of the steering wheel is satisfied (step S305: Yes), the ECU 109 displays, for example, on the display 106 the timing for starting the steering of the steering wheel. Or the speaker 114 is controlled so that an alarm is issued from the speaker 114 (step S307).

  Next, the ECU 109 learns the timing when the steering wheel is actually operated by the driver this time based on, for example, a signal output from the steering sensor 117 (step S308).

  In the process of step S305, when it is determined that the notification start condition related to the timing of the start of turning the handle is not satisfied (step S305: No), the ECU 109 determines whether or not the service end condition is satisfied (step S305: NO). Step S306). When it is determined that the service end condition is satisfied (step S306: Yes), the ECU 109 executes the process of step S308. On the other hand, when it is determined that the service termination condition is not satisfied (step S306: No), the ECU 109 executes the process of step S305.

  In the process of step S302, when it is determined that the degree of variation in the timing at which the driver starts turning the steering wheel is smaller than the threshold value (step S302: No), the ECU 109 determines the timing at which the driver starts returning the steering wheel. It is determined whether or not the degree of variation is greater than a threshold value (step S309).

  When it is determined that the degree of variation in the timing at which the driver starts returning the steering wheel is smaller than the threshold (step S309: No), the ECU 109 executes the process of step S308. On the other hand, when it is determined that the degree of variation in the timing at which the driver starts returning the steering wheel is greater than the threshold (step S309: Yes), the ECU 109 determines whether the timing at which the driver has finished returning the steering wheel has been returned. It is determined whether or not the degree is larger than a threshold value (step S310).

  The timing at which the driver has finished returning the steering wheel may be, for example, the timing at which the steering angular displacement amount indicated by the signal output from the steering sensor 117 becomes a certain value or less.

  When it is determined that the degree of variation in timing at which the driver has finished returning the steering wheel is smaller than the threshold value (step S310: No), the ECU 109 executes the process of step S308.

  On the other hand, when it is determined that the degree of variation in the timing at which the driver has finished returning the steering wheel is greater than the threshold (step S310: Yes), the ECU 109 starts to return the steering wheel that the driver constituting the variation map has turned off. The average of the degree of timing variation is calculated, and the calculated average is set as the start timing of returning the steering wheel notified to the driver (step S311).

  Next, the ECU 109 determines whether or not a notification start condition relating to the timing for starting to return the steering wheel is satisfied (step S312). Here, the notification start condition is, for example, that the steering wheel return start timing set in step S311 is satisfied, the speed of the vehicle 1 is within a certain value, or the like.

  When it is determined that the notification start condition related to the timing of starting to return the handle is satisfied (step S312: Yes), the ECU 109 displays, for example, the display 106 on the display 106 to indicate that it is the timing to start returning the handle. Or the speaker 114 is controlled so that an alarm is issued from the speaker 114 (step S313). Next, the ECU 109 executes the process of step S308.

  When it is determined in the process of step S312 that the notification start condition related to the timing to start returning the handle is not satisfied (step S312: No), the ECU 109 determines whether the service end condition is satisfied (step S312). Step S313). When it is determined that the service end condition is satisfied (step S313: Yes), the ECU 109 executes the process of step S308. On the other hand, when it is determined that the service end condition is not satisfied (step S313: No), the ECU 109 executes the process of step S312.

<Fourth embodiment>
A fourth embodiment according to the driving support system of the present invention will be described with reference to the flowchart of FIG. The fourth embodiment is the same as the configuration of the first embodiment except that the driving support process executed by the ECU is different. Accordingly, the description of the fourth embodiment that is the same as that of the first embodiment is omitted, and common portions in the drawing are denoted by the same reference numerals, and only the points that are basically different are described with reference to FIG. explain.

  In the present embodiment, the ECU 109 does not provide driving assistance or performs a plurality of driving operations on the condition that a plurality of driving operations corresponding to two or more of the plurality of types are performed simultaneously. Driving assistance is performed at a location where the amount of driving operation of the driver (that is, the amount of operation task) is relatively small before the simultaneous operation.

  Specifically, for example, when the vehicle 1 makes a right turn or a left turn at an intersection, the driver has a relatively large amount of operation tasks such as a deceleration operation, a handle operation, and the like, so the ECU 109 before the vehicle 1 enters the intersection Provide driving assistance for deceleration operations.

  Next, driving support processing executed by the ECU 109 while the vehicle 1 configured as described above is running will be described with reference to the flowchart of FIG. Here, “deceleration end” and “handle operation start” are given as examples as types included in the plurality of types.

  In FIG. 6, when the vehicle 1 enters an intersection for which the driving support system 10 performs driving support, the ECU 109 determines whether right / left turn control support is possible (step S401). Here, whether the left / right turn control support is possible is, for example, whether the speed of the vehicle 1 is less than a certain value, whether the distance from the vehicle 1 to the target intersection is less than a certain value, etc. What is necessary is just to determine by determining.

  When it is determined that the left / right turn control support is not possible (step S401: No), the ECU 109 ends the process. On the other hand, when it is determined that the left / right turn control support is possible (step S401: Yes), the ECU 109 determines whether there is a variation map of the driver currently driving the vehicle 1 (step S401). S402).

  When it is determined that the variation map exists (step S402: Yes), the ECU 109 displays a variation map indicating the degree of variation in the deceleration end timing and a variation map indicating the degree of variation in the steering operation start timing. Based on this, the driver's normal deceleration end timing is compared with the steering operation start timing. As a result of the comparison, the ECU 109 determines whether or not the deceleration end timing is earlier than the steering operation start timing (step S403).

  When it is determined that the deceleration end timing is earlier than the steering operation start timing (step S403: Yes), the ECU 109 determines whether a deceleration control start condition is satisfied (step S406). Here, the deceleration control start condition is, for example, that the speed of the vehicle 1 is not more than a certain value, the distance from the vehicle 1 to the target intersection is not more than a certain value, the handle operation amount is not more than a certain value, and so on.

  When it is determined that the deceleration control start condition is not satisfied (step S406: No), the ECU 109 executes a process of step S410 described later. On the other hand, when it is determined that the deceleration control start condition is satisfied (step S406: Yes), the ECU 109 performs, for example, known deceleration control (step S407).

  Next, the ECU 109 determines whether or not a service end condition is satisfied (step S410). Here, the service end condition is, for example, that the vehicle 1 exits from an intersection for which the driving support system 10 performs driving support, the accelerator opening is large, the speed of the vehicle 1 is high, and the steering wheel operation amount is larger than a certain value. , Etc.

  When it is determined that the service end condition is satisfied (step S410: Yes), the ECU 109 ends the process. On the other hand, when it is determined that the service end condition is not satisfied (step S410: No), the ECU 109 executes the process of step S401.

  In the process of step S402, when it is determined that the variation map does not exist (step S402: No), the ECU 109 determines, for example, by the driver based on signals output from the vehicle speed sensor 105, the brake position sensor 115, and the like. It is determined whether or not deceleration of the vehicle 1 is started (step S404).

  When it is determined that deceleration of the vehicle 1 has not been started (step S404: No), the ECU 109 executes the process of step S410. On the other hand, when it is determined that deceleration of the vehicle 1 is started (step S404: Yes), the ECU 109 determines whether or not the steering wheel is operated by the driver (step S405).

  Whether the steering wheel is not operated by the driver is determined, for example, by determining whether the steering angle displacement amount indicated by the signal output from the steering sensor 117 is smaller than a certain value (here, “M”). By doing so, it may be determined.

  When it is determined that the steering wheel is operated by the driver (step S405: No), the ECU 109 executes the process of step S410. On the other hand, when it is determined that the steering wheel is not operated by the driver (step S405: Yes), the ECU 109 executes the process of step S406.

  In the process of step S403, when it is determined that the deceleration end timing is later than the steering operation start timing (step S403: No), the ECU 109 determines whether an information provision start condition is satisfied (step S408). Here, the information provision start condition is, for example, that the speed of the vehicle 1 is a certain value or less, the distance from the vehicle 1 to the target intersection is a certain value or less, and the like.

  When it is determined that the information provision start condition is not satisfied (step S408: No), the ECU 109 executes the process of step S410. On the other hand, when it is determined that the information provision start condition is satisfied (step S408: Yes), the ECU 109 controls at least one of the display 106 and the speaker 114 so as to provide information to the driver (step S409). Subsequently, the process of step S410 is executed.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. A driving support system that includes such a change is also applicable. Moreover, it is included in the technical scope of the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 10 ... Driving support system, 101 ... GPS, 102 ... Car-mounted camera, 103 ... Millimeter wave radar, 104 ... Infrastructure communication apparatus, 105 ... Vehicle speed sensor, 106 ... Display, 107 ... ACC switch, 108 ... PCS switch, 109 ... ECU, 110 ... Map information database, 111 ... Car navigation, 112 ... Brake actuator, 113 ... Accelerator actuator, 114 ... Speaker, 115 ... Brake position sensor, 116 ... Accelerator position sensor, 117 ... Steering sensor

Claims (5)

A driving support system that is mounted on a vehicle and supports a driving operation of a driver of the vehicle,
When the vehicle enters the area targeted by the driving support system, the feature points corresponding to each of a plurality of types in the area are recorded, and the recording is performed based on the recorded feature points. A learning system for generating a variation map indicating the degree of variation of the feature points for each of the plurality of types;
When the vehicle enters the area after the variation map is created, the degree of variation of the feature point corresponding to one of the plurality of types is greater than the threshold corresponding to the one type. On the condition that it is small, based on the variation map corresponding to the one type, driving support is performed so as to reproduce a feature point having an average value of the degree of variation included in the variation map corresponding to the one type. A driving support system comprising driving support means. The driving assistance includes deceleration assistance,
The driving support system according to claim 1, wherein the feature points include at least one of a time point when the accelerator is turned off and a time point when the accelerator is turned on.   The driving support means, on the condition that when the vehicle enters the area after the variation map is created, the degree of variation of the feature point corresponding to the one type is larger than the threshold value. The driving support system according to claim 1 or 2, wherein predetermined driving support corresponding to the one type is performed. The learning system includes an arithmetic unit that calculates a degree of variation of each feature point corresponding to each of the plurality of types among the recorded feature points,
The driving support means has a large degree of variation in feature points corresponding to a type that appears earlier in time among the plurality of types, and a feature point corresponding to a type that appears later in time among the plurality of types. The driving assistance according to any one of claims 1 to 3, wherein only predetermined driving assistance corresponding to the type that appears first in time is performed on condition that the degree of variation is large. system.   The driving support means does not perform the driving support on the condition that a plurality of driving operations respectively corresponding to two or more of the plurality of types are simultaneously performed. 5. The driving support system according to any one of 4.

Images