JP2013246788A - Driving support system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support system with a human-machine interface capable of appropriately notifying a user of information regarding quality of driving operation by the user without relying on user's vision.SOLUTION: A vehicle driving support system with haptic notification devices 11, each having a plurality of protrudable members 50 arranged in a predefined order along a reference surface 11a, includes; a drive command value acquisition unit which acquires a current drive command value that includes a command value for accelerating or decelerating a vehicle; an optimum command value acquisition unit which acquires an optimum command value for driving the vehicle in an optimized driving condition; a difference information computation unit which computes difference information representing difference between the drive command value and the optimum command value; and a protrusion control unit which controls height of protrusion of each protrudable member 50 with respect to the reference surface 11a such that the pattern of protrusion changes in accordance with the difference information.

Description

  The present invention relates to a driving support system including a haptic notification device.

  In recent years, attempts to reduce the environmental burden due to consumption of fossil fuels have been widely carried out. For example, an internal combustion engine that consumes fossil fuel has operating conditions with the highest fuel consumption efficiency. A vehicle equipped with an internal combustion engine as a driving force source is preferably operated under such operating conditions. This operating condition is determined, for example, by a traveling state such as a traveling speed of the vehicle, a required torque, and a state of the power transmission mechanism. When the driver (user) drives the vehicle by performing an accelerator operation or a brake operation according to the driving situation, the optimum driving condition can be realized. However, such driving operation depends on the driving skill and experience of the driver. Therefore, a vehicle to which a function for guiding the driving operation is added so that many drivers can drive the vehicle under the optimal driving conditions has been proposed.

  For example, it is necessary to determine whether the accelerator operation is good or bad when the vehicle is starting or running, and to inform the driver by the lighting state and color of the lamp (indicator) provided in the driver's seat and the reaction force of the accelerator pedal. A driving support system that suppresses an increase in the rotational speed of the internal combustion engine caused by the accelerator operation has been proposed (such as “Non-Patent Document 1” that exhibits the following). This indicator turns off when the vehicle is stopped, lights green when the fuel consumption efficiency is high, flashes when the efficiency tends to deteriorate, and lights red or orange when the efficiency is low. Be controlled. Further, the accelerator pedal is controlled so that the reaction force is increased when the efficiency of the fuel consumption rate is low.

  Such indicator display is easy to understand in accordance with the driver's general sensitivity. In addition, the reaction force of the accelerator pedal is also highly convenient for simply notifying the driver of the quality of the driving operation. However, in order to confirm the quality of the driving operation, the driver needs to visually check the indicator. Considering that it is necessary to check the situation outside the vehicle, it is preferable to suppress the chance of viewing the indicator as much as possible. Also, when the accelerator operation amount is insufficient, the efficiency of fuel consumption is low, but it is difficult to report in detail the degree of addition of the operation amount via the indicator. The notification using the accelerator pedal can be notified by increasing the reaction force when the operation amount is too large and the fuel consumption rate is low, but it is not preferable to decrease the reaction force when the operation amount is small. . Therefore, it is difficult to report in detail whether the operation amount is excessive or insufficient via the accelerator pedal.

“ECO pedal”, [online], in-vehicle technology, [searched on May 15, 2012], Internet <URL: http://www.nissan-global.com/JP/TECHNOLOGY/OVERVIEW/eco_pedal .html>

  In view of the above background, there is a demand for a driving support system including a human machine interface that can appropriately notify the user of information related to the quality of driving operation without depending on the user's vision.

The characteristic configuration of the driving support system according to the present invention in view of the above problems includes a plurality of projecting members arranged in a predetermined rule along a reference plane and having tip portions protruding from the reference plane. A vehicle driving support system including a tactile notification device having
A protrusion control unit that controls the respective protrusion heights of the protruding member with respect to the reference surface; a travel command value acquisition unit that acquires a current value of a travel command value including a command value for accelerating and decelerating the vehicle; An optimal command value acquisition unit for acquiring an optimal command value for causing the vehicle to travel under an optimal driving condition in accordance with a predetermined standard, and a difference for calculating difference information representing a difference between the travel command value and the optimal command value An information calculation unit,
In the point which controls the protrusion control part to change the protrusion form of a plurality of the protrusion members according to the difference information.

  According to this characteristic configuration, the plurality of projecting members are controlled to project in different projecting forms corresponding to the difference information indicating the difference between the optimum command value and the travel command value. That is, since the difference information is transmitted to the user via the tactile notification device including the protruding member, the user can know whether the operation amount is excessive or insufficient during the driving operation without relying on visual observation. That is, according to this feature configuration, it is possible to provide a driving support system including a human machine interface that can appropriately notify the user of information related to the quality of driving operation without depending on the user's vision. Can do.

  Each projecting member can be controlled independently, and can project at different projecting heights, for example. Therefore, it is also possible to provide the user with the difference information expressed as such a two-dimensional image by using each protruding member as a pixel in the two-dimensional image via the tactile notification device. Such difference information can be represented by, for example, the projection height distribution of a plurality of projection members constituting the tactile notification device. As one aspect, the driving support system according to the present invention determines a protrusion height distribution that defines the protrusion height of each of the plurality of protruding members from the difference information, and the protrusions according to changes in the difference information. It is preferable that the apparatus further includes a protrusion height distribution determining unit that determines to update the height distribution, and that the protrusion control unit controls the plurality of protruding members in accordance with the determined information of the protrusion height distribution.

  Here, the protrusion height distribution determination unit of the driving support system according to the present invention is configured to project the area density of the protruding members to be protruded, the distribution of the protruding members to be protruded, and the protrusions to be protruded based on the size of the difference information. It is preferable to determine the protrusion height distribution so that any one of the protrusion heights of the members, or a combination thereof, is different. According to this configuration, it is possible to make notifications with many variations depending on the area density, distribution, protrusion height, and the like. The difference information can be a difference or a ratio. The size of the difference information includes the direction (positive or negative) when the difference information is a difference.

  In addition, the driving support system according to the present invention notifies the passengers of the vehicle of the current degree of driving operation with respect to the driving operation when the vehicle is driven under the optimal driving condition based on the difference information. It is preferable that a notification information calculation unit for calculating the notification information is further provided, and the protrusion control unit controls the plurality of protruding members according to the notification information based on the difference information. According to this characteristic configuration, since the degree of achievement for the driving operation corresponding to the optimum driving condition is notified, the user can quantitatively know the evaluation for the driving operation.

  The driving operation for accelerating / decelerating the vehicle is mainly an operation on the accelerator operation unit and the brake operation unit. Therefore, it is preferable that the travel command value acquisition unit of the driving support system according to the present invention acquires the travel command value based on operation amounts for the accelerator operation unit and the brake operation unit of the vehicle.

  When the user receives driving assistance from the driving assistance system, the user often touches the steering wheel. Therefore, it is preferable that the tactile notification device is installed on the steering wheel because information can be smoothly notified through the tactile notification device. As one aspect, in the driving support system according to the present invention, it is preferable that the haptic notification devices are installed at two positions on the left and right of the steering wheel in the neutral position.

Schematic block diagram showing the configuration of the in-vehicle system including the driving support system Perspective view of tactile notification device Sectional drawing which shows the structure of the drive mechanism of a tactile alerting device The figure which shows the mounting state to the vehicle of a tactile alerting device Enlarged view showing the mounting state of the tactile notification device on the vehicle Schematic flowchart showing an example of driving support control Schematic flowchart showing an example of acceleration control The figure which shows typically an example of the protrusion form of a tactile alerting device The figure which shows typically an example of the protrusion form of a tactile alerting device The figure which shows typically an example of the protrusion form of a tactile alerting device The figure which shows typically an example of the protrusion form of a tactile alerting device The figure which shows an example of the inclined surface formed in a tactile alerting device The figure which shows an example of the inclined surface formed in a tactile alerting device Schematic flowchart showing an example of deceleration control

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, as shown in FIG. 1, as an example, a driving support system 1 including a tactile notification device 11 is mounted on a vehicle and information is notified to a passenger (especially a driver) of the vehicle as a user. explain. The driving support system 1 is a system that supports driving operations by a driver, and includes, for example, a parking support system that supports driving operations during parking, a driving support system that supports driving operations so as to achieve efficient driving, and the like. System. As shown in FIG. 1, the driving support system 1 constitutes a part of the in-vehicle system 10 and cooperates with the navigation system 4, the travel control system 2, and the warning system 3. The navigation system 4 is a system that guides the occupant by providing the occupant of the vehicle with the route to the destination, surrounding information of the vehicle, traffic information, and the like. The travel control system 2 is a system that controls a drive device for a vehicle such as an internal combustion engine or a rotating electrical machine. The warning system 3 is a system that sends warning information to the driver based on the presence of obstacles around the host vehicle and the possibility that the host vehicle collides with another vehicle or another object.

  As shown in FIG. 2, the tactile notification device 11 has a plurality of projecting members 50 that are arranged along a reference surface 11a according to a predetermined rule and that have tip portions that can project from the reference surface 11a. Configured. The control device 12 for controlling the tactile sensation notification device 11 has a logical operation processor such as a microcomputer as a core. The control device 12 includes a functional unit that realizes various functions through cooperation between hardware such as the processor and software such as a program.

  As shown in FIG. 1, in the present embodiment, the control device 12 includes a protrusion control unit 21, a travel command value acquisition unit 22, an optimum command value acquisition unit 23, a difference information calculation unit 24, and a notification information calculation unit. 25 and the projecting height distribution determining unit 20. The protrusion control unit 13 is a functional unit that controls the protrusion height of each protrusion member 50 with respect to the reference surface 11a. The travel command value acquisition unit 22 is a functional unit that acquires a current value of a travel command value including a command value for accelerating / decelerating the vehicle. The optimal command value acquisition unit 23 is a functional unit that acquires an optimal command value for causing the vehicle to travel under optimal driving conditions according to a predetermined criterion. The difference information calculation unit 24 is a functional unit that calculates difference information representing a difference between the travel command value and the optimum command value. Although details will be described later, the protrusion control unit 21 controls the protrusion forms of the plurality of protrusion members 50 to be different according to the difference information.

  The protrusion height distribution determination unit 20 determines a protrusion height distribution that defines the protrusion height of each of the plurality of protrusion members according to the difference information, and updates the protrusion height distribution according to a change in the difference information. It is. The protrusion control unit 21 can control the plurality of protrusion members 50 according to the information of the protrusion height distribution according to the difference information. For example, the protrusion height distribution determining unit 20 may select one of the area density of the protruding members 50 to be protruded, the distribution of the protruding members 50 to be protruded, and the respective protruding heights of the protruding members 50 to be protruded according to the difference information, or The protrusion height distribution is determined so that these combinations are different.

  The notification information calculation unit 25 is a functional unit that calculates notification information for notifying a vehicle occupant of the degree of current driving operation with respect to the driving operation when the vehicle is driven under the optimal driving condition based on the difference information. It is. The protrusion control unit 21 can also control the plurality of protrusion members 50 according to the notification information based on the difference information.

  As is well known, the navigation system 4 performs route search from the departure point to the destination, route guidance, provision of information around the vehicle being guided, and the like. As shown in FIG. 1, the navigation system 4 is connected to a map database 41, a GPS receiver 42, an orientation sensor 43, and a distance sensor 44 so that information can be transmitted. The navigation system 4 uses the information acquired by the GPS receiver 42, the azimuth sensor 43, the distance sensor 44, etc., and performs calculations using GPS (Global Positioning System) surveying or autonomous control by dead reckoning (Dead-Reckoning). To identify the vehicle position. Moreover, although illustration is abbreviate | omitted, in order to improve a positional accuracy, the navigation system 4 may be further provided with the feature recognition function. The feature recognition function is a map that recognizes features such as road displays (paint) on the road surface, road signs, traffic lights, tunnels, and other structures using images taken by an in-vehicle camera (not shown). This is a function of collating with feature information (coordinate information) stored in the database 41.

  The map database 41 stores map data divided for each predetermined section. The map data includes road network data configured by a connection relationship between a plurality of nodes corresponding to intersections and a plurality of links corresponding to roads connecting the nodes. Each node has position information on the map expressed by latitude and longitude. Each link has information such as road type, link length, and road width as attribute information. The map database 41 also stores information around the road, such as facility information, and the navigation system 4 can provide facility information around the vehicle to the occupant according to the vehicle position. In addition, the map database 41 stores information on various features (for example, road markings, road signs, traffic lights, signs, overpasses, tunnels, etc.) provided on or around the road, that is, feature information. ing. The navigation system 4 can also acquire traffic jam information and regulation information due to accidents or construction from an antenna installed on the side of the road and provide it to the occupant. The navigation information as control information includes route guidance information, facility information, traffic jam information, regulation information, and the like.

  The travel control system 2 is a system that controls a vehicle drive device such as an internal combustion engine or a rotating electric machine so that the vehicle travels appropriately in accordance with the operation of the driving device by the driver. As shown in FIG. 1, the travel control system 2 includes a shift position sensor 45 that detects the position of the shift lever 8 (see FIG. 4), a steering angle sensor 46 that detects an operation amount of the steering wheel 7 (see FIG. 4), Based on detection results of an accelerator sensor 47 that detects an operation amount of the accelerator pedal 6 (see FIG. 5, accelerator operation unit), a brake sensor 48 that detects an operation amount of the brake pedal 9 (see FIG. 5, brake operation unit), and the like. Control the vehicle drive device. The travel control system 2 drives the vehicle based on the detection results of the sensors that detect the operation amount of these driving devices and the behavior of the vehicle such as the direction sensor 43 and the distance sensor 44 (equivalent to the speed sensor) based on the detection results of the detection sensors. A travel command value serving as a reference for driving the device is calculated. The travel command value is transmitted to the control device 12 and acquired by the travel command value acquisition unit 22.

  In controlling the vehicle driving device in accordance with the operation of the driving device by the driver, it is preferable to consider the behavior of the vehicle at that time (traveling direction, speed, etc.). For example, even when the amount of operation with respect to the accelerator pedal 6 is the same, the friction between the wheels and the road surface is different and the torque required for the vehicle drive device is different when the vehicle is stopped and when the vehicle is running. . In each situation, the operating conditions that maximize the fuel consumption efficiency and the power consumption efficiency are also different. Therefore, there is an optimal travel command value according to the vehicle condition, for example, a travel command value for accelerating / decelerating the vehicle according to a predetermined standard. Such a travel command value is referred to herein as an “optimal command value (optimum travel command value)”.

  The control device 12 of the driving support system 1 has a function of guiding the operation of the driving device so that the travel command value calculated by the travel control system 2 becomes the optimal travel command value. For this reason, the optimal command value acquisition unit 23 of the control device 12 acquires information (traveling state information) on the traveling state of the vehicle from the traveling control system 2, and based on the traveling state information, the optimum command value 18 To get. The traveling control system 2 may acquire the optimal command value by calculation or use of a similar database, and provide the acquired optimal command value to the control device 12. Regardless of the origin of the information, the optimum command value acquisition unit 23 of the control device 12 acquires the optimum command value.

  As shown in FIG. 1, the alert system 3 that transmits alert information to the driver includes an obstacle detection device 31 and a collision prevention device 32 in the present embodiment. This configuration is an example, and the warning system 3 may be configured by only one of the devices, or may be configured by having a different warning device. In the present embodiment, the obstacle detection device 31 determines the presence or absence of an obstacle around the vehicle and the distance from the obstacle based on the detection result by the ultrasonic sensor 33 mounted on the vehicle. The obstacle detection device 31 transmits warning information as control information when an obstacle exists within a predetermined distance from the vehicle (for example, a predetermined distance such as within 3 m). The collision prevention device 32 calculates a distance from another vehicle or an object (a building, a wall, or the like) in front of or behind the vehicle based on a detection result by a laser radar 34 mounted on the vehicle, and makes a rear-end collision ( The possibility of a forward collision) or a rear-end collision with the own vehicle (rear collision) is determined. And the collision prevention apparatus 32 transmits the warning information as control information, when the possibility of a collision is higher than the threshold value prescribed | regulated previously.

  Here, the structure of the tactile notification device 11 will be described. As shown in FIGS. 2 and 3, the top plate 11 b of the tactile notification device 11 is provided with a hole portion 11 c that penetrates the top plate 11 b. As shown in FIG. 2, in the present embodiment, a large number of holes 11 c and protruding members 50 are regularly arranged on the entire top plate 11 b that is a plate-like member. That is, in this embodiment, the hole 11c and the protruding member 50 are vertically and horizontally along the reference surface 11a defined on the surface of the top plate 11b, specifically, the entire reference surface 11a. They are regularly arranged at regular intervals. That is, the protruding members 50 are arranged in a matrix (orthogonal lattice shape) as a whole in orthogonal coordinates defined by the x-axis and the y-axis. For example, the (x, y) coordinates of the protruding member 50a (50) arranged fifth in the x-axis direction and first in the y-axis direction are represented by (4, 0). Similarly, the (x, y) coordinates of the first projecting member 50b (50) in the x-axis direction and the eighth in the y-axis direction are represented by (0, 7), the fourth in the x-axis direction, and the y-axis direction. The (x, y) coordinates of the eighth projecting member 50c (50) are represented by (3, 7). Note that the form of arrangement is not limited to this example, and the holes 11c and the protruding members 50 may be arranged in a staggered pattern or a honeycomb (hexagonal grid). Moreover, in this embodiment, the hole part 11c is formed in the circular shape seeing from the front of the top plate 11b.

  Projecting members 50 are inserted into the respective holes 11c. In the present embodiment, a plurality of projecting members 50 (the same number as the hole portions 11c in the present embodiment) are also provided. These projecting members 50 are provided so as to be independently retractable under the control of the projecting control unit 21 (see FIG. 1). As shown in FIG. 3, the protruding member 50 includes an elongated columnar (pin-shaped) pin member 51 and a cylindrical member 52 that is generally cylindrical. The outer diameter of the pin member 51 is slightly smaller than the inner diameter of the hole 11c. The pin member 51 is locked to the tubular member 52 at its lower end. In this embodiment, the front-end | tip part (upper end part) of the pin member 51 is inserted in each hole 11c. In the reference state where the protruding member 50 is not driven by the drive mechanism 60 (the state on the left side in FIG. 3), the tip portion (tip surface) of the pin member 51 formed flat is the reference surface 11a (here, the top plate 11b). The surface level). This “reference state” can also be referred to as a “buried state”, a “minimum displacement state”, or a “minimum protruding height”. In addition, it does not prevent that the tip of the pin member 51 is configured to be lower than the reference surface 11a in the reference state.

  As shown in FIG. 3, the drive mechanism 60 is provided on the back side with respect to the top plate 11b. The drive mechanism 60 advances and retracts the projecting member 50 along a direction intersecting (orthogonal in this example) with respect to the reference surface 11a (referred to as “projection direction Z (advance / retreat operation direction, exit / retreat operation direction)”). This is a mechanism for operating (withdrawal operation). The drive mechanism 60 includes a piezoelectric element 61. The piezoelectric element 61 is a passive element using the piezoelectric effect, and converts a voltage applied to the piezoelectric body into a force, or converts an external force applied to the piezoelectric body into a voltage. In the drive mechanism 60 of the present embodiment, the piezoelectric element 61 is provided so as to vibrate in the protruding direction Z. A connecting member 63 formed in an elongated cylindrical shape (pin shape) is connected to the piezoelectric element 61, and the connecting member 63 vibrates integrally with the piezoelectric element 61. The tip of the connecting member 63 opposite to the side connected to the piezoelectric element 61 is inserted into the space inside the cylindrical member 52. The outer diameter of the connecting member 63 is substantially equal to the inner diameter of the cylindrical member 52, and the outer peripheral surface of the connecting member 63 and the inner peripheral surface of the cylindrical member 52 are in contact with each other.

  A spring member 64 is provided so as to surround the tubular member 52 from the outer peripheral side at a contact position where the connecting member 63 and the tubular member 52 come into contact with each other. The spring member 64 provides a preload having a predetermined size toward the inner peripheral side, and generates a predetermined frictional force between the connecting member 63 and the cylindrical member 52 constituting the protruding member 50. The preload applied by the spring member 64 is set so that the static frictional force between the connecting member 63 and the tubular member 52 is at least larger than the component force in the protruding direction Z of gravity acting on the protruding member 50. Further, the preload is set so that these can slide in a state in which a dynamic friction force is generated between the connecting member 63 and the cylindrical member 52 due to the vibration of the piezoelectric element 61.

  Moreover, in this embodiment, the magnitude relationship between the vibration speed to the one side and the vibration speed to the other side along the protrusion direction Z of the piezoelectric element 61 can be adjusted by the protrusion control part 21 (refer FIG. 1). . Specifically, by reducing the vibration speed to the projecting direction side (the front surface side of the top plate 11b from the reference surface 11a) is smaller than the vibration speed to the buried direction side that is the anti-projection direction side. Based on the difference between the static friction and the dynamic friction generated between the connecting member 63 and the tubular member 52, the protruding member 50 moves to the protruding direction side. Thereby, the front-end | tip part of the protrusion member 50 (pin member 51) protrudes in the front surface side of the top plate 11b rather than the reference surface 11a. That is, the projecting member 50 can be in a state where the tip portion projects from the reference surface 11a through the top plate 11b (projected state). This protruding state is a state in which the height of the tip end portion of the protruding member 50 along the protruding direction Z is higher than the reference surface 11a.

  On the other hand, by making the vibration speed in the burying direction side smaller than the vibration speed in the protruding direction side, the protruding member 50 moves to the burying direction side. In other words, the protruding member 50 can be in a state where the tip end portion is buried on the back side of the top plate 11b rather than the reference surface 11a (buried state). The “embedded state” includes a state in which the tip of the pin member 51 of the projecting member 50 matches the level of the reference surface 11a. This buried state is a state in which the height of the tip of the protruding member 50 along the protruding direction Z is equal to or less than the reference surface 11a.

  Moreover, in this embodiment, the drive mechanism 60 can make each protrusion member 50 a protrusion state by arbitrary protrusion height (protrusion amount). The drive mechanism 60 is configured to be able to change the protruding height of the protruding member 50 in a stepwise manner. For example, this can be realized by including a movement restricting mechanism (not shown) that selectively restricts the movement of the protruding member 50 in the protruding direction at an arbitrary position among a plurality of different positions. Of course, the drive mechanism 60 may be configured such that the protruding height of the protruding member 50 can be continuously changed. As described above, the plurality of projecting members 50 can be independently moved between the projecting state and the buried state by the drive mechanism 60. Therefore, the tactile notification device 11 can express irregularities of an arbitrary shape by a large number of protruding members 50 provided so as to be able to appear and retract along the reference surface 11a.

  By the way, in this embodiment, as shown in FIG. 4, the tactile notification device 11 is installed on the steering wheel 7 which is a place where the driver has many opportunities to touch. Specifically, tactile notification devices 11 (11L, 11R) are installed at two positions on the left and right of the steering wheel 7 in the neutral position so that both hands holding the steering wheel 7 can easily come into contact with each other. It is driving operations related to acceleration and deceleration of the vehicle that affect the efficiency of fuel consumption and the efficiency of power consumption. For this reason, it is preferable that the tactile notification devices 11 (11L, 11R) installed at the left and right locations correspond to operations relating to the brake pedal 9 and the accelerator pedal 6, respectively, as shown in FIG. For example, depending on the arrangement of the brake pedal 9 and the accelerator pedal 6, the left tactile alarm device 11L arranged on the left side as viewed from the driver corresponds to the operation related to the brake pedal 9, and the right side arranged on the right side. It is preferable that the tactile notification device 11R corresponds to an operation related to the accelerator pedal 6.

  Hereinafter, a specific example will be described. The driving support process according to the present embodiment is executed under the condition branching when the vehicle is accelerating or cruising (hereinafter collectively referred to as “accelerating” as appropriate) and when the vehicle is decelerating. The accelerator pedal 6 is operated when the vehicle is accelerating, and the brake pedal 9 is operated when the vehicle is decelerating. Note that when the vehicle is decelerated while traveling by inertial force, both the accelerator pedal 6 and the brake pedal 9 may not be operated. However, in such a case, the traveling control system 2 generally controls the fuel supply to the internal combustion engine to stop. Moreover, when the drive device of a vehicle is a rotating electrical machine, it is often configured to function as a generator by inertial force. Accordingly, since it is less necessary to execute driving support to improve the efficiency of fuel consumption and power consumption, the driving support process is not executed in this embodiment. Normally, the accelerator pedal 6 and the brake pedal 9 are not operated at the same time, so the driving support process is not executed even in such a case.

  As shown in the flowchart of FIG. 6, the control device 12 acquires the operation state of the brake pedal 9 acquired via the travel control system 2 and determines whether or not the brake pedal 9 is operated (# 1). Next, the control device 12 similarly acquires the operation state of the accelerator pedal 6 acquired via the traveling control system 2, and determines whether or not the accelerator pedal 6 is operated (# 2, # 3). If it is determined in step # 1 that there is no operation on the brake pedal 9, and it is determined in step # 2 that there is an operation on the accelerator pedal 6, the control device 12 determines that the vehicle is accelerating. Then, control during acceleration is executed (# 4). If it is determined in step # 1 that there is an operation on the brake pedal 9, and it is determined in step # 3 that there is no operation on the accelerator pedal 6, the control device 12 determines that the vehicle is decelerating, Deceleration control is executed (# 5). Although an example in which information related to the operation state of each pedal is acquired through the travel control system 2 is shown here, the driving support system 1 (the control device 12) naturally receives information directly from the accelerator sensor 47 and the brake sensor 48. May be obtained.

  In Steps # 1 to # 3, when it is determined that both pedals are operated or both pedals are not operated, the control device 12 does not execute the driving support process as described above. Accordingly, the protrusion height “HL” of the protrusion member 50 of the left tactile notification device 11L and the protrusion height “HR” of the protrusion member 50 of the right tactile notification device 11R are both set to “Hmin” which is the minimum protrusion height. It is set (# 6). The protrusion control unit 21 controls the protrusion member 50 of each haptic notification device 11 based on the set protrusion heights “HL” and “HR”. In this case, no protruding member 50 is protruded, and all the protruding members 50 are buried.

  Next, an example of acceleration control will be described with reference to the flowchart of FIG. First, in steps # 11 to # 13, it is determined whether or not a condition for executing the acceleration control is satisfied. The order of steps # 11 to # 13 is arbitrary and is not limited to the form shown in FIG. In this embodiment, the steering angle is less than the steering angle threshold “θth”, the inter-vehicle distance between the host vehicle and the other vehicle is greater than the inter-vehicle distance threshold “Dth”, and the speed of the host vehicle is the speed limit. When all the conditions of being less than “Vth” are satisfied, the process for driving support is continued. If these conditions are not satisfied, the protrusion heights “HL” and “HR” are set to the minimum protrusion height “Hmin” (# 22) as in step # 6 of FIG. As a result, no protruding member 50 is protruded, and all the protruding members 50 are buried.

  The steering angle threshold value “θth” is a condition that is set when a certain driving operation is required rather than the fuel consumption efficiency in a curve that requires attention to the driving operation. As an example, the steering angle threshold “θth” is set to 25 to 35 [°]. Similarly, the inter-vehicle distance threshold “Dth” and the speed limit “Vth” are also set to ensure a safer driving environment. As an example, the inter-vehicle distance threshold “Dth” is set to 15 to 25 [m]. This inter-vehicle distance is at least the inter-vehicle distance between the other vehicle in front of the host vehicle and the host vehicle. Of course, the distance between other vehicles before and after the host vehicle and the host vehicle may be used. When an appropriate inter-vehicle distance is not ensured, priority is given to performing a reliable driving operation over fuel consumption efficiency. The inter-vehicle distance threshold “Dth” may not be a fixed value, and may be set to a different value (a value that becomes longer as the speed increases), for example, depending on the traveling speed of the vehicle. The speed limit “Vth” is a speed limit or a legal speed set on the road. The driving support system 1 is also linked to the navigation system 4, and acquires information on the speed limit and legal speed of the road on which the vehicle is traveling from the navigation system 4. Legal compliance and safe driving are given priority over fuel consumption efficiency.

  The control device 12 acquires information on the steering angle, the inter-vehicle distance, and the vehicle speed via the traveling control system 2 when executing Steps # 11 to # 13. The steering angle is detected by a steering angle sensor 46. The inter-vehicle distance is detected by the laser radar 34 and transmitted to the traveling control system 2 via the collision prevention device 32 of the warning system 3. The vehicle speed is detected by a distance sensor 44 that also functions as a speed sensor. In addition, it does not prevent that the driving assistance system 1 (control device 12) directly acquires these pieces of information without going through the travel control system 2.

  When the processing for driving support is continued while satisfying the above conditions, the travel command value acquisition unit 22 of the control device 12 receives a travel command value “An” (for example, an actual operation amount of the accelerator pedal 6) from the travel control system 2. ) Is acquired (# 14a (# 14)). Further, the optimum command value acquisition unit 23 uses the travel environment information (vehicle speed, road surface condition, etc.) provided from the travel control system 2 and the road information (slope information, etc.) provided from the navigation system 4 as parameters. Then, the optimum command value “Ab” (for example, the ideal operation amount of the accelerator pedal 6) is acquired from the optimum command database 18 (optimum command value storage unit) (# 15a (# 15)). In addition, the optimal command value calculating part is provided separately without reading from such a database, and the form which acquires an optimal command value from the said calculating part can also be employ | adopted.

When the travel command value and the optimal command value are acquired, the difference information calculation unit 24 of the control device 12 calculates the difference between the travel command value and the optimal command value, and generates the difference information “S” (# 18). . As one aspect, the difference information “S” can be a difference between the optimum command value and the travel command value as shown in the following formula (1). The difference information “S” is not limited to the difference, and may be a ratio between the optimum command value and the travel command value.
S = Ab−An (1)

  As shown in steps # 21 to # 25a, the protrusion control unit 21 (or the notification information calculation unit 25 or the protrusion height distribution determination unit 20) controls the protrusion member 50 based on the difference information “S”. As one aspect, the protrusion control unit 21 controls the protrusion member 50 based on the magnitude of the difference information “S”. As is clear from the equation (1) and steps # 21 to # 25a, the magnitude of the difference information “S” includes the direction (positive or negative). In step # 21, it is determined whether or not the difference information “S” is “0”. That is, it is determined whether or not the optimum command value and the travel command value match. When the difference information “S” is “0” and the optimum command value matches the travel command value, driving support for improving the efficiency of fuel consumption is unnecessary. Accordingly, the protrusion heights “HL” and “HR” are set to the minimum protrusion height “Hmin” (# 22). As a result, no protruding member 50 is protruded, and all the protruding members 50 are buried.

  If it is determined in step # 21 that the difference information “S” is not “0”, then the sign (positive / negative) of the difference information “S” is determined (# 23). As described above, here, a case where the travel command value and the optimum command value are used as the operation amount of the accelerator pedal 6 is illustrated. Therefore, when the above formula (1) is “positive”, the travel command value is smaller than the optimum command value, which indicates that the operation amount of the accelerator pedal 6 is insufficient. On the other hand, when the above equation (1) is “negative”, the travel command value is larger than the optimum command value, which indicates that the operation amount of the accelerator pedal 6 is excessive.

If it is determined in step # 23 that the difference information “S” is “positive”, in step # 24a (# 24), the protrusion height “HR” of the protrusion member 50 of the right tactile notification device 11R is the difference. The value is set according to the information “S”. The protrusion height “HL” of the protrusion member 50 of the left tactile notification device 11L is maintained at the minimum protrusion height “Hmin”. In the example shown in step # 24a of FIG. 7, the protrusion height “HR” is obtained by adding the function f (S) of the difference information “S” to the maximum protrusion height “Hmax” as shown in the following equation (2). Set to the multiplied value.
HR = Hmax × f (S) (2)

For example, as shown in the following formula (3), this function f (S) is obtained by using the operation amount from the neutral position of the accelerator pedal 6 to the position corresponding to the optimum command value as a denominator, and the shortage of the operation amount as a numerator. Function.
f (S) = (Ab−An) / Ab = S / Ab (3)

  That is, when the accelerator pedal 6 is not operated at all, the numerator of the expression (3) is “Ab”, the value of the expression (3) is “1”, and the protrusion height “HR” is the maximum protrusion. The height is set to “Hmax”. When the accelerator pedal 6 is operated and the operation amount corresponding to the optimum command value is reached, the numerator of the equation (3) becomes “0”, the value of the equation (3) becomes “0”, and the protrusion height “HR”. “Is set to the minimum protrusion height“ Hmin ”. That is, the protrusion height “HR” is set to a value corresponding to the operation amount of the accelerator pedal 6 corresponding to the travel command value.

  FIG. 8 shows an example in which the tactile notification device 11 is controlled to protrude in accordance with the protrusion height “HR” set in this way. As shown in Step # 24a of FIG. 7, the protruding height “HL” of the left tactile notification device 11L is set to the minimum protruding height “Hmin”, and therefore all the protruding members 50 are buried. On the other hand, the protruding height “HR” of the right tactile notification device 11R is set to a value based on the equation (2), and the protruding member 50 of the right tactile notification device 11R is in the protruding state.

  FIG. 8 shows an example in which all the protruding members 50 of the right tactile alerting device 11R protrude at the same protruding height for easy explanation. However, each projecting member 50 can be controlled independently and can project at different projecting heights. For example, the protrusion height distribution determination unit 20 determines the protrusion height distribution that defines the protrusion heights of the plurality of protrusion members 50 according to the difference information “S”. As shown in FIG. 2, each protruding member 50 can be defined by (x, y) coordinates. The protrusion height distribution determination unit 20 generates a protrusion height distribution by individually defining the protrusion height of each protrusion member 50 based on the (x, y) coordinates. In other words, the protrusion height distribution determining unit 20 can generate a two-dimensional image by regarding each protrusion member 50 as each pixel in the two-dimensional image and making each pixel value correspond to the protrusion height. That is, the protrusion height distribution determination unit 20 can define the notification information (notification image) based on the two-dimensional image as the protrusion height distribution.

  Such notification information may be generated in the protrusion height distribution determination unit 20, or may be generated in a separately provided notification information calculation unit 25. For example, the notification information calculation unit 25 notifies the vehicle occupant of the current degree of achievement of the driving operation with respect to the driving operation when the vehicle is driven under the optimal driving condition based on the difference information “S”. Is calculated. Not limited to this example, the notification information calculation unit 25 is preferably configured to be able to generate various types of notification information based on the difference information “S”. By providing such a notification information calculation unit 25, it is possible not only to simply transmit difference information, but also to generate notification information with a high degree of freedom and to realize contact notification using the notification information. In this case, the notification information calculation unit 25 may further transmit the notification information to the protrusion control unit 21 via the protrusion height distribution determination unit 20, but may directly transmit the notification information to the protrusion control unit 21. . Anyway, the protrusion control part 21 can control the some protrusion member 50 according to the alerting | reporting information based on difference information "S".

  FIG. 9 illustrates the haptic notification device 11 that is controlled to protrude based on the protrusion height distribution or notification information. Here, a case where the difference information “S” is “0.4” is shown. In other words, the accelerator pedal 6 is operated up to 60% of the operation amount corresponding to the optimum command value, but is shown to be insufficient by 40%. In the example illustrated in FIG. 8, the operation amount is insufficient due to the protruding height of the protruding member 50. However, in the example illustrated in FIG. 9, in the tactile notification device 11 (here, the right tactile notification device 11 </ b> R). The shortage of the operation amount is represented by the area density and distribution of the protruding members 50 protruding.

  Here, referring to the flowchart of FIG. 7 again, the case where it is determined in step # 23 that the difference information “S” is “negative” will be described. As described above, when the equation (1) is “negative”, the traveling command value is larger than the optimum command value, and here, the operation amount of the accelerator pedal 6 is excessive. Yes. If it is determined in step # 23 that the difference information “S” is “negative”, in step # 25a (# 25), the protrusion height “HL” of the protrusion member 50 of the left tactile notification device 11L is the difference. The value is set according to the information “S”. The protrusion height “HR” of the protrusion member 50 of the right tactile notification device 11R is maintained at the minimum protrusion height “Hmin”. In the example shown in step # 25a (# 25) of FIG. 7, the protrusion height “HL” is set to the maximum protrusion height “Hmax” and the function f of the difference information “S” as in the above equation (2). It is set to a value multiplied by (S).

  In this case, since the protrusion height “HR” of the right tactile notification device 11R is set to the minimum protrusion height “Hmin”, although not shown, all the protrusion members 50 are buried, contrary to FIG. It becomes. On the other hand, the protrusion height “HL” of the left tactile notification device 11L is set to a value based on the equation (2). Accordingly, although not shown, the protruding member 50 of the left tactile notification device 11L is in the protruding state. This indicates that the accelerator pedal 6 corresponding to the right tactile notification device 11R is sufficiently operated, and also indicates that deceleration that is conceived from the brake pedal 9 corresponding to the left tactile notification device 11L is necessary. . Since the accelerator pedal 6 and the brake pedal 9 cannot be operated simultaneously, this indicates that the amount of operation of the accelerator pedal 6 needs to be reduced to decelerate (acceleration needs to be reduced).

  Here, as described above with reference to FIG. 9, two-dimensional image-like notification can be performed using the notification information calculation unit 25 and the protrusion height distribution determination unit 20. FIG. 9 shows that the difference information “S” is “0.4”, and the accelerator pedal 6 is operated up to 60% of the operation amount corresponding to the optimum command value, but is insufficient by 40%. Show. When the accelerator pedal 6 is operated from this state, the value of the difference information “S” gradually decreases, and accordingly, the area density of the protruding members 50 protruding in the right tactile notification device 11R decreases. When the difference information “S” becomes “0”, all the projecting members 50 of the right tactile notification device 11R are buried. Here, when the operation amount of the accelerator pedal 6 further increases and the negative difference information “S” increases beyond the operation amount corresponding to the optimum command value, as shown in FIG. It is preferable to increase the area density of the protruding members 50 protruding in the left tactile notification device 11L. That is, by continuously using the two tactile alerting devices 11 arranged separately on the left and right, the tactile alerting device 11 can be caused to function like a bar graph continuous on the left and right.

  When the control device 12 completes step # 24a, step # 25a, or step # 22 in the flowchart of FIG. 7 or completes step # 6 in the flowchart of FIG. Repeat the process. That is, the control device 12 keeps track of the travel command value (for example, the operation amount of the accelerator pedal 6), the optimal command value, the difference information, and the like that changes every moment, and information on the optimal driving operation for the driver. I will provide a. For this reason, the protrusion height distribution determination unit 20 updates the protrusion height distribution according to the change of the difference information, and the notification information calculation unit 25 updates the notification information according to the change of the difference information. The protrusion control unit 21 performs protrusion control of the protrusion member 50 of the tactile notification device 11 based on the sequentially updated protrusion height distribution and notification information.

  By the way, the protrusion height distribution determining unit 20 determines one of the area density of the protruding members 50 to be protruded, the distribution of the protruding members 50 to be protruded, and the respective protruding heights of the protruding members 50 to be protruded, according to the difference information. The protrusion height distribution can be determined so that these combinations are different. Unlike the modes illustrated in FIGS. 8 to 10, FIG. 11 shows an example in which the protrusion member 50 is controlled to protrude at three or more types of protrusion heights in one tactile notification device 11. FIG. 11 illustrates a mode in which the protruding member 50 of the right tactile alerting device 11R is controlled to protrude so that the protruding height gradually increases from below to above. That is, in the right tactile notification device 11R, the projecting member 50 is controlled to project in a projecting form that forms an inclined surface ("11k" described later).

  The inclined surface 11k simulates the position of the accelerator pedal 6 with reference to the position of the accelerator pedal 6 at the optimum command value. Hereinafter, a specific description will be given with reference to FIG. FIG. 12 schematically shows the haptic notification device 11 of FIG. 11 in a cross section along the y-axis. The protruding height of the protruding member 50 that protrudes most in the right tactile notification device 11R is set to a value corresponding to the above-described difference information “S”, and the protruding height of the protruding member 50 that protrudes the least is the minimum protruding height “ Hmin ”is set. As shown in FIGS. 11 and 12, the most projecting member 50 is a projecting member having a y coordinate of “7”, and the least projecting member 50 is a projecting member 50 having a y coordinate of “0”. As the y coordinate moves from “7” to “0”, the protrusion height gradually decreases. The protruding members 50 having the same x coordinate are set to the same protruding height.

  As shown in FIGS. 11 and 12, in this example, the protruding height is proportionally distributed along the y-axis direction, and the tip of each protruding member 50 forms one inclined surface 11k. The inclined surface 11k simulates the pedal surface of the accelerator pedal 6n in the operated state according to the travel command value. That is, by operating the accelerator pedal 6 until the inclined surface 11k coincides with the reference surface 11a of the right tactile notification device 11R, the pedal surface of the operated accelerator pedal 6b according to the optimum command value and the travel command It is possible to match the pedal surface of the accelerator pedal 6n according to the value.

  On the other hand, if the amount of operation of the accelerator pedal 6 is too large, the pedal surface of the accelerator pedal 6n according to the travel command value will not match the pedal surface of the accelerator pedal 6b according to the optimum command value. However, the direction in which the difference occurs is different between the case where the operation amount of the accelerator pedal 6 is insufficient and the case where the operation amount is too large. Accordingly, when the amount of operation of the accelerator pedal 6 is too large, the protruding members 50 of the right tactile notification device 11R are all set to the minimum protruding height, and the inclined surface is utilized by using the protruding member 50 of the left tactile notification device 11L. It is preferable to form 11k. By operating the accelerator pedal 6 until the inclined surface 11k coincides with the reference surface 11a of the left tactile notification device 11L, the pedal surface of the accelerator pedal 6b corresponding to the optimum command value and the accelerator pedal corresponding to the travel command value can be easily obtained. It is possible to match the 6n pedal surface.

  The various forms in the case of the acceleration control have been described above with reference to FIGS. FIG. 14 shows a flowchart during deceleration control. Except that the operation target is the accelerator pedal 6 to the brake pedal 9 and the main haptic notification device 11 is the left haptic notification device 11L, the operation is the same as the acceleration control. As shown in FIG. 14, the travel command value is the actual operation amount “Bn” of the brake pedal 9, and the optimal command value is the ideal operation amount “Bb” of the brake pedal 9. Those skilled in the art can easily analogize, and therefore, hereinafter, portions equivalent to the control during acceleration will be omitted as appropriate.

  First, in steps # 11 to # 13, it is determined whether or not a condition for executing the deceleration time control is satisfied. These conditions are as described above with reference to FIG. If these conditions are not satisfied, the protrusion heights “HL” and “HR” are set to the minimum protrusion height “Hmin” (# 22) as in step # 6 of FIG. As a result, no protruding member 50 is protruded, and all the protruding members 50 are buried.

When the processing for driving support is continued while satisfying the above conditions, the travel command value acquisition unit 22 of the control device 12 receives the travel command value “Bn” (for example, the actual operation amount of the brake pedal 9) from the travel control system 2. ) Is acquired (# 14b (# 14)). Further, as described above, the optimum command value obtaining unit 23 obtains the optimum command value “Bb” (for example, an ideal operation amount of the brake pedal 9) from the optimum command database 18 (optimum command value storage unit) (# 15b (# 15)). When the travel command value and the optimal command value are acquired, the difference information calculation unit 24 of the control device 12 calculates the difference between the travel command value and the optimal command value, and generates the difference information “S” (# 18). . As one aspect, the difference information “S” can be a difference between the optimum command value and the travel command value as shown in the following equation (4), similarly to the equation (1) described above.
S = Bb−Bn (4)

  As shown in steps # 21 to # 25b, the protrusion control unit 21 (or the notification information calculation unit 25 or the protrusion height distribution determination unit 20) controls the protrusion member 50 based on the difference information “S”. In step # 21, it is determined whether or not the difference information “S” is “0”. If the difference information “S” is “0”, the protrusion heights “HL” and “HR” are the minimum protrusion height “Hmin”. (# 22). As a result, no protruding member 50 is protruded, and all the protruding members 50 are buried.

If it is determined in step # 21 that the difference information “S” is not “0”, then the sign (positive / negative) of the difference information “S” is determined (# 23). If it is determined in step # 23 that the difference information “S” is “positive”, in step # 24b (# 24), the protrusion height “HR” of the protrusion member 50 of the left tactile notification device 11L is the difference. The value is set according to the information “S”. The protrusion height “HR” of the protrusion member 50 of the right tactile notification device 11R is maintained at the minimum protrusion height “Hmin”. In the example shown in step # 24b of FIG. 14, the protrusion height “HL” is obtained by adding the function f (S) of the difference information “S” to the maximum protrusion height “Hmax” as shown in the following equation (5). Set to the multiplied value.
HL = Hmax × f (S) (5)

This function f (S) is the denominator of the operation amount from the neutral position of the brake pedal 9 to the position corresponding to the optimum command value as shown in the following expression (6), for example, as in the above expression (3). And a function having the deficiency of the manipulated variable as a numerator.
f (S) = (Bb−Bn) / Bb = S / Bb (6)

  If it is determined in step # 23 that the difference information “S” is “negative”, in step # 25b (# 25), the protrusion height “HR” of the protrusion member 50 of the right tactile notification device 11R is the difference. The value is set according to the information “S”. The protrusion height “HL” of the protrusion member 50 of the left tactile notification device 11L is maintained at the minimum protrusion height “Hmin”. In the example shown in step # 25b (# 25) of FIG. 14, the protrusion height “HR” is set to the maximum protrusion height “Hmax” and the difference information “S” as shown in the above equation (5). Is set to a value multiplied by the function f (S).

  When the control device 12 completes step # 24b, step # 25b, or step # 22 in the flowchart of FIG. 14 or completes step # 6 in the flowchart of FIG. 6, the control device 12 again performs the processing from step # 1 of FIG. repeat. In other words, the control device 12 provides optimal driving operation information to the driver while sequentially following the running command value (for example, the operation amount of the brake pedal 9), the optimal command value, and the difference information that change every moment. provide.

  As described above, according to the present invention, it is possible to provide a driving support system including a human machine interface that can appropriately notify information to a user without depending on the user's vision. In the above description, the case where the protrusion height of the protruding member 50 is increased as the difference information is increased is exemplified. However, the protrusion height of the protruding member 50 is naturally decreased as the difference information is increased. May be. For example, when the difference information “S” is “0”, the maximum protrusion height “Hmax” may be obtained, and the protrusion height may be decreased as the difference information “S” increases.

  The present invention can be applied to a driving support system including a tactile notification device.

1: Driving support system 6: Accelerator pedal (accelerator operation unit)
6b: Accelerator pedal 6n operated according to the travel command value: Accelerator pedal 7 operated according to the optimal command value 7: Steering wheel 9: Brake pedal (brake operation unit)
11: Tactile notification device 11L: Left tactile notification device (tactile notification device)
11R: Right tactile notification device (tactile notification device)
11a: Reference surface 13: Projection control unit 20: Projection height distribution determination unit 21: Projection control unit 22: Travel command value acquisition unit 23: Optimal command value acquisition unit 24: Difference information calculation unit 25: Notification information calculation unit 50: Projection Element

Claims (6)

A vehicle driving support system comprising a tactile alarm device having a plurality of projecting members arranged in a predetermined rule along a reference surface and having a tip portion projectable from the reference surface,
A protrusion control unit that controls the respective protrusion heights of the protrusion member with respect to the reference surface;
A travel command value acquisition unit for acquiring a current value of a travel command value including a command value for accelerating and decelerating the vehicle;
An optimal command value acquisition unit for acquiring an optimal command value for causing the vehicle to travel under optimal driving conditions according to a predetermined standard;
A difference information calculation unit that calculates difference information representing a difference between the travel command value and the optimum command value;
The said protrusion control part is a driving assistance system which controls so that the protrusion form of the said several protrusion member may differ according to the said difference information. A protrusion height distribution determining unit that determines a protrusion height distribution that defines the protrusion height of each of the plurality of protrusion members from the difference information, and that determines to update the protrusion height distribution according to a change in the difference information. In addition,
The driving support system according to claim 1, wherein the protrusion control unit controls the plurality of protruding members in accordance with the determined protrusion height distribution information.   The protrusion height distribution determining unit is any one of an area density of the protruding members to be protruded, a distribution of the protruding members to be protruded, and a protrusion height of each of the protruding members to be protruded based on the size of the difference information. The driving support system according to claim 2, wherein the protrusion height distribution is determined so as to make the combination different. Based on the difference information, a notification information calculation unit that calculates notification information for notifying a passenger of the vehicle of the achievement degree of the current driving operation with respect to the driving operation when the vehicle is driven under the optimal driving condition. In addition,
The driving support system according to any one of claims 1 to 3, wherein the protrusion control unit controls the plurality of protruding members according to the notification information based on the difference information.   The driving support system according to any one of claims 1 to 4, wherein the travel command value acquisition unit acquires the travel command value based on an operation amount with respect to an accelerator operation unit and a brake operation unit of the vehicle. The driving assistance system according to any one of claims 1 to 5, wherein the haptic notification device is installed at two positions on the left and right of the steering wheel at a neutral position.

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