JP2014110677A - Driving support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a driver from feeling discomfort when performing driving support of deceleration operation for the driver.SOLUTION: A driving support device 1 comprises a deceleration support control part 43 which executes regenerative expansion control to control deceleration of a vehicle 2 by increasing regenerative power generation during inertia travel of the vehicle 2. After a driver of the vehicle 2 performs accelerator-off operation to stop the vehicle 2 at a stop position Ps, the deceleration support control part 43 executes regenerative expansion control.

Description

  The present invention relates to a driving support device.

  2. Description of the Related Art Conventionally, as one of driving support technologies for supporting driving of a vehicle by a driver, one that teaches the driver to prompt a deceleration operation when the vehicle stops is known. For example, in Patent Document 1, a distance that can be reached by inertial running after the accelerator is turned off and a distance that can be stopped by a brake operation are calculated, and based on these calculated distances, deceleration when approaching a stop point is calculated. A driving support device that teaches the timing of operations (accelerator off operation and brake on operation) to a driver is disclosed.

JP 2009-244167 A

  However, in the conventional driving support device described in Patent Document 1, for example, when the vehicle driving condition or the road surface condition fluctuates during inertial driving, the vehicle deceleration changes, which deviates from the driver's feeling. There is a possibility that it may become a thing, and there is a risk of giving the driver a feeling of strangeness. Thus, the conventional technology has room for improvement in that it makes it difficult for the driver to feel uncomfortable during the deceleration operation.

  The present invention has been made in view of the above, and an object of the present invention is to provide a driving assistance device that can make it difficult for the driver to feel uncomfortable when performing driving assistance for a deceleration operation. And

  In order to solve the above-described problem, the driving support device according to the present invention includes a control unit that executes regenerative expansion control that controls deceleration of the vehicle by increasing a regenerative power generation amount during inertial traveling of the vehicle, The control means performs the regeneration expansion control after the driver of the vehicle performs an accelerator-off operation for stopping the vehicle at a stop point.

  In addition, the driving support device includes a storage unit that associates and stores distance information to the stop point at which the driver can allow the accelerator off operation to be performed, and a vehicle speed of the vehicle, and the control unit that Determination means for determining stop of execution of regeneration expansion control, and the determination means acquires distance information associated with the current vehicle speed from the storage means after executing the regeneration expansion control, and the vehicle When the remaining distance from the current position to the stop point is larger than the acquired distance information, it is preferable to stop the execution of the regeneration expansion control.

  In addition, the driving support apparatus includes information presenting means for presenting driving support information that prompts a driver of the vehicle to perform the accelerator-off operation, and the determination means is presented with the driving support information by the information presenting means. After the distance information associated with the current vehicle speed is acquired from the storage means, and the remaining distance to the current stop point of the vehicle is larger than the acquired distance information, the driving support by the information presentation means It is preferable to stop presenting information.

  Further, in the above-described driving support device, the storage unit stores the minimum distance information in which the amount of regenerative energy loss does not exceed a specified value even when the accelerator off operation is performed, and the vehicle speed of the vehicle in association with each other. The determination means obtains the minimum distance information associated with the current vehicle speed from the storage means after the driving support information is presented by the information presentation means, and the remaining distance to the current stop point of the vehicle. When the distance is smaller than the acquired minimum distance information, it is preferable to stop presenting the driving support information by the information presenting means.

  The driving support device according to the present invention can stabilize the vehicle deceleration even if the vehicle driving condition or the road surface condition fluctuates during inertial driving. It can be prevented from deviating from the senses. As a result, there is an effect that it is possible to make it difficult for the driver to feel uncomfortable when performing driving support for the deceleration operation.

FIG. 1 is a block diagram showing a schematic configuration of a driving support apparatus according to an embodiment of the present invention. FIG. 2 is a diagram showing an example of the vehicle speed-remaining distance map in FIG. FIG. 3 is a flowchart of the stop operation support process performed by the driving support apparatus of the present embodiment. FIG. 4 is a flowchart of the stop operation support stop process performed by the driving support apparatus of the present embodiment.

  Embodiments of a driving support apparatus according to the present invention will be described below with reference to the drawings. In the following drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

  First, the configuration of the driving support apparatus 1 according to the present embodiment will be described with reference to FIGS. FIG. 1 is a block diagram showing a schematic configuration of a driving support apparatus 1 according to an embodiment of the present invention, and FIG. 2 is a diagram showing an example of a vehicle speed-remaining distance map 41 in FIG.

  As shown in FIG. 1, the driving assistance device 1 is mounted on a vehicle 2 as a host vehicle, and includes a state detection device 3, an ECU (Electronic Control Unit) 4, and an HMI (Human Machine Interface) device 5. With. Based on the information acquired by the state detection device 3, the driving support device 1 controls the HMI device 5 and causes the driver of the vehicle 2 to present various driving support information to the driver of the vehicle 2. It supports safe driving.

  In particular, in the present embodiment, when the driving support device 1 has a stop point where the vehicle 2 needs to stop in front of the travel route of the vehicle 2, the service set in the range in front of the travel route from the stop point. In the provided section, driving support information for prompting the driver to perform a deceleration operation for stopping the vehicle 2 at the stop point is displayed on the HMI device 5. The deceleration operation as a driving support target includes an accelerator off operation that returns the accelerator pedal and decelerates by engine braking. In addition, examples of the stop point where the vehicle 2 needs to stop include an intersection, a pedestrian crossing point, a street, a point facing a store entrance, a temporary stop line, and the like.

  The vehicle 2 is a hybrid vehicle that includes both an engine as an internal combustion engine and a motor generator 6 as a rotating electrical machine as a driving source for driving the drive wheels to rotate. While the vehicle 2 operates with the engine as efficient as possible, the motor generator 6 compensates for excess or deficiency of power and engine braking force, and further regenerates energy during deceleration, thereby improving fuel efficiency. It is configured as shown. The vehicle 2 may be of a type including at least one motor generator 6 as a drive source, and may be of a type such as an EV vehicle (electric vehicle) that includes a motor but does not include an engine.

  The state detection device 3 detects the state of the vehicle 2 and the surrounding state of the vehicle 2, and detects various state quantities and physical quantities representing the state of the vehicle 2, operating states of switches, and the like. The state detection device 3 is electrically connected to the ECU 4 and outputs various signals to the ECU 4. In the present embodiment, the state detection device 3 detects information related to a stop point in front of the course of the vehicle 2, and includes, for example, a camera, a radar, a car navigation device, a map database, a road-to-vehicle communication device, and a vehicle-to-vehicle communication device. A wireless communication device, a vehicle speed sensor, an accelerator pedal sensor, a brake pedal sensor, and the like.

  The ECU 4 controls each part of the vehicle 2 based on various information input from the state detection device 3. In particular, in the present embodiment, the ECU 4 provides driving support for teaching the driver of the vehicle 2 to prompt a deceleration operation (accelerator-off operation) according to the degree of approach to the stop point in front of the course of the vehicle 2. carry out.

  Further, the ECU 4 performs regeneration expansion control during inertial traveling after the driver of the vehicle 2 performs the accelerator-off operation, and keeps the deceleration of the vehicle 2 during the deceleration operation (accelerator-off operation) constant. Implement driving assistance. Regenerative expansion control is a technology that controls the motor generator 6 to increase the amount of regenerative power generation, so that energy can be recovered stably as the amount of regenerative power generation first, and the generation of regenerative power generation energy by the driver is suppressed. is there. By executing the regeneration expansion control during the deceleration operation, the deceleration of the vehicle 2 can be adjusted and stabilized so as to be a constant specified value, so that it is difficult to give the driver an uncomfortable feeling associated with the deceleration operation.

  The ECU 4 is provided with a vehicle speed-remaining distance map 41 (storage means), an accelerator-off point calculation unit 42, in order to enable driving support for the deceleration operation, such as teaching of the accelerator-off operation and execution of regeneration expansion control. Each function of the deceleration support control unit 43 (control unit, information presentation unit) and the support stop determination unit 44 (determination unit) is configured to be realized.

  The vehicle speed-remaining distance map 41 is a map in which the vehicle speed of the vehicle 2 is associated with the remaining distance to the stop point Ps. The vehicle speed-remaining distance map 41 stores the relationship between the optimal vehicle speed and the remaining distance for starting the regeneration expansion control after the accelerator-off operation, and an example of this relationship is illustrated in FIG. 2 as a “support execution line”. Has been. As shown in the support execution line of FIG. 2, the optimum remaining distance for starting the driving support for the regeneration expansion control varies depending on the vehicle speed, and is basically set to increase as the vehicle speed increases. . In the remaining distance-speed coordinate system shown in FIG. 2, the support execution line takes a parabolic trajectory that is convex from the stop point Ps that is the origin of this coordinate system to the high vehicle speed side (upper right in FIG. 2). Is. This support execution line is used when an accelerator-off point Paoff is determined by an accelerator-off point calculation unit 42 described later.

  As shown in FIG. 2, the support execution line is set to be equidistant from both lines between the “accelerator off allowable line” and the “regeneration spillage occurrence line”. Like the support execution line, the accelerator-off-permissible line and the regenerative spill generation line are parabolically convex from the stop point Ps, which is the origin of the remaining distance-speed coordinate system, to the high vehicle speed side (upper right in FIG. 2). The degree of curvature is different from that of the support execution line.

  The “accelerator-off allowable line” is the remaining distance that the driver feels that the accelerator-off timing is too early when the accelerator-off is started at a certain vehicle speed and then the stop point is approached while performing regeneration expansion control. It can be defined as a tolerance limit.

  That is, in the remaining distance-speed coordinate system shown in FIG. 2, the coordinates of the vehicle speed at which the accelerator is turned off and the remaining distance are arranged on the upper right side (high vehicle speed side or remaining distance reducing side) from the accelerator off allowable line. The driver feels that the accelerator off is presented at a reasonable timing, and can accept the accelerator off timing. On the other hand, if the coordinates of the vehicle speed at which the accelerator is turned off and the remaining distance are located on the lower left side (low vehicle speed side or the remaining distance increasing side) from the accelerator-off allowable line, the driver has the accelerator off timing too early. Thus, if the accelerator-off operation is performed at this timing, the vehicle stops before the stop point Ps, and there is a sense of incongruity that the stop point may not be reached. As a result, the driver feels troublesome to notify the accelerator off information and cannot accept the accelerator off timing.

  In other words, if the driver is instructed to perform the accelerator-off operation in the area on the upper right side of the accelerator-off tolerance line, the driver will feel that the accelerator-off has been presented at a reasonable timing, and the driver will not feel annoying the information notification. Support can be implemented. In the vehicle speed-remaining distance map 41 in FIG. 2, distance information to the stop point Ps at which the driver is allowed to perform the accelerator off operation and the vehicle speed of the vehicle 2 are stored in association with each other as an accelerator off allowable line. Yes. In FIG. 2, an area on the lower left side of the accelerator-off allowable line where the driver cannot allow timing is indicated as “accelerator-off timing allowable additional area”. The accelerator-off allowable line can be set by, for example, driver's sensory evaluation or machine learning.

  The “regeneration spillage generation line” can be defined as the limit of the remaining distance where the amount of regeneration energy spillage does not exceed a specified value even when the brake is depressed after the accelerator is turned off at a certain vehicle speed. The loss of regenerative energy occurs, for example, in a situation where a part of the kinetic energy is converted into heat or the like and discarded due to friction brake operation or the like.

  In the remaining distance-speed coordinate system shown in FIG. 2, when the coordinates of the vehicle speed at which the accelerator is turned off and the remaining distance are arranged on the lower left side (low vehicle speed side or remaining distance increasing side) from the regeneration missing line, Since the kinetic energy of the vehicle at the start of accelerator off can be sufficiently recovered as regenerative energy during the execution of the regeneration expansion control after the accelerator is off, the amount of regenerative energy loss can be suppressed to a specified value or less. On the other hand, if the coordinates of the vehicle speed at which the accelerator is turned off and the remaining distance are located on the upper right side (high vehicle speed side or remaining distance reducing side) of the regeneration missing line, the amount of regeneration energy missing exceeds the specified value. To do.

  In other words, if the driver is instructed to perform the accelerator-off operation in the area on the lower left side of the regenerative spillage generation line, the amount of regenerative energy spillage does not exceed the specified value, and fuel efficiency can be improved effectively, resulting in energy savings. The operation can be suitably executed. In the vehicle speed-remaining distance map 41 in FIG. 2, as a regenerative spillage occurrence line, the minimum distance information that the regenerative energy spillage amount does not exceed the specified value even if the accelerator off operation is performed, and the vehicle speed of the vehicle are associated with each other. It is remembered. In FIG. 2, a region where regeneration energy is lost on the upper right side of the regeneration missing line is indicated as “regeneration missing area”.

The regeneration spillage generation line can be derived, for example, by the following equation (1).
L = V ² / (2 × Abrk) (1)
Here, L is the remaining distance, V is the vehicle speed, and Abrk is the deceleration at which the regenerative energy can be removed by the battery. Note that the value of Abrk depends on the battery capacity of the vehicle 2 and is, for example, 0.15G. In the regeneration expansion control, it is preferable to set a prescribed value for the deceleration within a range smaller than this Abrk.

  The accelerator-off allowance line and the regeneration spillage occurrence line are used for determining whether driving assistance is canceled for the accelerator-off operation by the assistance cancellation determination unit 44 described later.

  In the present embodiment, in the vehicle speed-remaining distance map 41, by setting the support execution line as a support execution area between the accelerator-off allowable line and the regeneration spillage occurrence line, (1) the driver is bothered by the information notification It is possible to enjoy both the effect of the accelerator-off-permitted line that allows the support to be executed without feeling, and (2) the effect of the regeneration spillage generation line that allows the energy-saving operation to be executed with high accuracy. . In addition, by setting the support execution line equidistant from the accelerator-off allowance line and the regenerative spill occurrence line, the greatest robustness can be ensured, and the risk of failure of support, such as the timing of accelerator-off operation support being not allowed, is minimized. To the limit.

  As shown by the solid line in FIG. 2, the support execution line is not the center of the support execution area equidistant from the accelerator-off-permitted line and the regenerative spill occurrence line, but regenerative spillage occurs as shown by the one-dot chain line in FIG. You may move and arrange | position to the line side (side approaching the stop point Ps). The setting criteria for the support execution line at this time are, for example, “the center position of the support execution area” at an arbitrary vehicle speed and “the position on the stop point Ps side by the substantially same allowable distance from the accelerator off allowable line”. It can be the one closer to the stop point (the right direction in FIG. 2).

  The reason for setting the support implementation line in this way is as follows. The vehicle speed-remaining distance map 41 shown in FIG. 2 is an example of a flat road. For example, when the road becomes a gradient road, the accelerator-off allowable line may approach the regeneration missing line side, and the support execution area may be narrowed. An error occurs in the derived support execution line due to various factors such as the calculation of the accelerator off allowable line and the regeneration missing line, the position determination by GPS, or the accuracy of the road gradient. When the support execution area is narrow, the distance between the support execution line and the accelerator off permissible line is small. Therefore, due to the above error, the transition to the accelerator off timing unacceptable area actually occurs even when the vehicle enters the support implementation area. Therefore, there is a high risk of failure due to lack of driving assistance. Therefore, by setting the support execution line as far as possible from the accelerator-off-permitted line, it is possible to suppress entry into the accelerator-off-permitted region. As a result, the support can be executed on the slope road while minimizing the risk of support failure.

  Returning to FIG. 1, the accelerator-off point calculation unit 42 calculates the position information of the accelerator-off point Paoff where the accelerator-off operation is performed and the regeneration expansion control is started.

  The accelerator off point calculation unit 42 refers to the vehicle speed-remaining distance map 41 based on the approach vehicle speed Vin (vehicle speed information) when the vehicle 2 enters the service providing section, for example, as shown by a dotted line A in FIG. Further, the remaining distance information associated with the approaching vehicle speed Vin is extracted on the support execution line in the map 41, and the extracted remaining distance information is set as the position information of the accelerator-off point Paoff. The accelerator off point calculation unit 42 can acquire information on the approaching vehicle speed Vin from the state detection device 3.

  The deceleration support control unit 43 controls the driving support operation for the deceleration operation of the driver of the vehicle 2 based on the position information of the accelerator off point Paoff calculated by the accelerator off point calculation unit 42. As described above, the driving support operation for the deceleration operation includes prompting the driver of the vehicle 2 to perform the accelerator off operation, and controlling the motor generator 6 to execute the regeneration expansion control after the accelerator off operation. .

  For example, the deceleration support control unit 43 acquires information related to the current position of the vehicle 2 from the state detection device 3 and compares the position information of the accelerator off point Paoff set by the accelerator off point calculation unit 42 with the current position. Then, when the vehicle 2 reaches within a predetermined range before the accelerator off point Paoff, the HMI device 5 is controlled so that the driver is presented with driving support information that prompts the accelerator off operation. Further, the deceleration support control unit 43 controls the motor generator 6 after the driver performs the accelerator off operation according to the driving support information of the accelerator off operation (for example, when the vehicle 2 reaches the accelerator off point Paoff). Then, regeneration expansion control is executed, and the deceleration of the vehicle 2 during inertial running after the accelerator is turned off is adjusted to be a constant specified value.

  The support cancellation determination unit 44 determines whether to cancel the driving support operation including presentation of driving support information by the deceleration support control unit 43 and the HMI device 5 and regeneration expansion control by the deceleration support control unit 43 and the motor generator 6. The support cancellation determination unit 44 determines whether or not to cancel the driving support operation when the driving support operation (accelerator off teaching, regeneration expansion control) for the deceleration operation is being performed by the deceleration support control unit 43. judge.

  The support cancellation determination unit 44 acquires information regarding the current vehicle speed of the vehicle 2 and the remaining distance to the stop point from the state detection device 3, and the position of the vehicle speed and the remaining distance on the vehicle speed-remaining distance map 41 is obtained. Check if it is plotted. The plot position of the data has transitioned from the support execution area to the accelerator off timing allowable area beyond the accelerator off timing allowable line, or has shifted to the regenerative spill occurrence area beyond the regenerative spill occurrence line. In this case, it is decided to stop the driving support operation, and information indicating that is output to the deceleration support control unit 43. Specifically, as shown by a dotted line B in FIG. 2, the accelerator-off allowable limit distance La on the accelerator-off allowable line and the regenerative spill occurrence limit distance Lb on the regenerative spill line are obtained based on the current vehicle speed V. The distances La and Lb are compared with the current remaining distance L to determine whether or not there is a transition to the accelerator off timing unacceptable region or the regeneration missing region.

  The ECU 4 is physically an electronic circuit mainly composed of a known microcomputer including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an interface, and the like. Each function of the above-described ECU 4 loads various application programs stored in the ROM into the RAM and executes them by the CPU, thereby operating various devices in the vehicle under the control of the CPU and data in the RAM and ROM. This is realized by reading and writing.

  The HMI device 5 is a support device that can output driving support information that is information for supporting driving of the vehicle 2, and is a device that provides driving support information to the driver. The HMI device 5 is an in-vehicle device and includes, for example, a display device (visual information display device), a speaker (auditory information output device), and the like provided in the vehicle interior of the vehicle 2. The HMI device 5 provides driving support information to the driver by outputting visual information (graphic information, character information), auditory information (voice information, sound information), etc., and guides the driving operation of the driver. The HMI device 5 supports the realization of the target value by the driving operation of the driver by providing such information. The HMI device 5 is electrically connected to the ECU 4 and controlled by the ECU 4.

  In particular, in the present embodiment, the HMI device 5 presents the driver with driving support information (accelerator-off) related to the deceleration operation generated by the deceleration support control unit 43 and stops the vehicle at the stop position. Prompt. In addition, after the accelerator off operation is taught, when the assistance cancellation determination unit 44 determines to cancel the driving assistance of the accelerator off operation, the presented driving assistance information is deleted and the accelerator off operation is performed to the driver. Urge you to cancel. As the HMI device 5, an existing device such as a display device or a speaker of a navigation system may be used, and for example, haptic information output for outputting haptic information such as steering wheel vibration, seat vibration, pedal reaction force, etc. You may comprise including an apparatus etc.

  The deceleration support control unit 43 of the ECU 4 and the HMI device 5 function as information presentation means for presenting driving support information that prompts the driver of the vehicle 2 to perform an accelerator-off operation for stopping the vehicle 2 at the stop point.

  Next, with reference to FIGS. 3 and 4, the operation of the driving support apparatus 1 according to the present embodiment will be described. FIG. 3 is a flowchart of a driving support process for a stop operation performed by the driving support apparatus of the present embodiment, and FIG. 4 is a flowchart of a driving support stop process for a stop operation performed by the driving support apparatus of the present embodiment. It is.

  First, with reference to FIG. 3, the driving support process for the stop operation will be described.

  First, when it is detected that the vehicle 2 has entered the service providing section of the driving support service (step S101), and the stop point Ps is detected in the service providing section (step S102), the accelerator off point calculating unit 42 The approach vehicle speed Vin to the service provision section of the current vehicle 2 is acquired from the state detection device 3 (step S103). The approach vehicle speed Vin is an instantaneous speed at the time when the vehicle 2 enters the service providing section, an average speed before and after the approach, a speed such as an instantaneous speed or an average speed at a point in front of the travel route by a predetermined distance from the stop point Ps. Information can be used.

  Based on the approach vehicle speed Vin acquired in step S103, the accelerator off point Paoff is calculated with reference to the vehicle speed-remaining distance map 41 (step S104). As shown by the dotted line A in FIG. 2, the accelerator off point calculation unit 42 acquires the remaining distance information on the support execution line of the vehicle speed-remaining distance map 41 from the approaching vehicle speed Vin acquired in step S103, and this remaining distance. Information is set as position information of the accelerator-off point Paoff. The accelerator-off point calculation unit 42 outputs the calculated position information of the accelerator-off point Paoff to the deceleration support control unit 43.

  Next, the deceleration support control unit 43 confirms whether or not an accelerator-off teaching condition for teaching an accelerator-off operation to the driver of the vehicle 2 is satisfied (step S105). The accelerator-off teaching condition can be set based on the position information of the accelerator-off point Paoff set in step S104. For example, any of the following conditions (1) to (3) can be set.

(1) The accelerator-off teaching condition is satisfied when the current position of the vehicle 2 reaches a position a predetermined distance before the accelerator-off point Paoff.
(2) The accelerator-off teaching condition is satisfied when the current time is a predetermined time before the scheduled time of arrival of the vehicle 2 at the accelerator-off point Paoff.
(3) On the vehicle speed-remaining distance map 41 in FIG. 2, an accelerator-off teaching line for determining the accelerator-off teaching timing is separately set on the left side (accelerator-off allowable line side) from the support execution line. The accelerator-off teaching line can be set to take a parabolic trajectory that is convex from the stop point Ps to the high vehicle speed side, for example, like the support execution line. Using this accelerator-off teaching line, an accelerator-off teaching point, which is position information for teaching accelerator-off, is calculated based on the approaching vehicle speed Vin. The accelerator-off teaching condition is satisfied when the current position of the vehicle 2 reaches this accelerator-off teaching point.

  When the accelerator-off teaching condition is not satisfied (No in S105), the deceleration support control unit 43 waits until the accelerator-off teaching condition is satisfied. On the other hand, when the accelerator-off teaching condition is satisfied (Yes in S105), the HMI device 5 is controlled so that driving support information for urging the accelerator-off operation is provided from the HMI device 5 to the driver. On the other hand, an accelerator-off operation is taught (step S106).

  Subsequently, the deceleration support control unit 43 confirms whether or not the start condition of the regeneration expansion control that maintains the deceleration of the vehicle 2 by increasing the regenerative power generation amount during inertial running after the accelerator is off is satisfied ( S107). The start condition of the regeneration expansion control only needs to indicate that the driver's accelerator-off operation has been completed. For example, any of the following conditions (4) to (6) can be set.

(4) The current position of the vehicle 2 has reached the accelerator off point Paoff.
(5) A predetermined time has elapsed or a predetermined distance has been moved after the accelerator-off instruction in step S106.
(6) It has been detected that the accelerator pedal has returned to the reference position.

  For example, when the condition (4) is applied, the deceleration support control unit 43 compares the current traveling position of the vehicle 2 acquired from the state detection device 3 with the position information of the accelerator-off point Paoff set in step S104. It is possible to detect that the vehicle 2 has reached the accelerator off point.

  When the start condition for regeneration expansion control is not satisfied (No in S107), the deceleration support control unit 43 waits until the start condition for regeneration expansion control is satisfied. On the other hand, when the start condition for the regeneration expansion control is satisfied (Yes in S107), the motor generator 6 is controlled to execute the regeneration expansion control (S108).

  Next, with reference to FIG. 4, the driving support stop process of the stop operation will be described. The control flow illustrated in FIG. 4 is performed by the support cancellation determination unit 44, for example, every predetermined period.

  First, it is confirmed whether or not driving support for stopping operation by the deceleration support control unit 43 (instruction of accelerator-off operation, execution of regeneration expansion control) is being performed (step S201). When driving support for the stop operation is being implemented (Yes in S201), the current vehicle speed V of the vehicle 2 and the remaining distance L to the stop point Ps are acquired from the state detection device 3 (step S202). When the driving support for the stop operation is not being implemented (No in S201), the process of this control flow is terminated.

  Next, based on the current vehicle speed V, the accelerator off allowable limit distance La and the regeneration missing limit distance Lb are calculated with reference to the vehicle speed-remaining distance map 41 (step S203). In the vehicle speed-remaining distance map 41, the support cancellation determination unit 44 indicates the remaining distance information on the accelerator-off allowable line associated with the vehicle speed V acquired in step S202, as indicated by a dotted line B in FIG. The obtained remaining distance information is set as the accelerator-off allowable limit distance La. Similarly, the remaining distance information on the regeneration missing line associated with the vehicle speed V is obtained, and the obtained remaining distance information is set as the regeneration missing occurrence limit distance Lb.

  Next, it is confirmed whether or not the current remaining distance L to the stop point Ps acquired in step S202 is larger than the accelerator-off allowable limit distance La acquired in step S203 (step S204). When the remaining distance L is larger than the accelerator-off allowable limit distance La (L> La) (Yes in S204), the current traveling state of the vehicle 2 is determined from the assistance execution area on the vehicle speed-remaining distance map 41 to the accelerator-off timing. It is determined that the vehicle has transitioned to the unacceptable region, and the driving support operation for the stop operation is stopped to return to the support execution region again. That is, the accelerator-off teaching and the regeneration expansion control are stopped (S206). More specifically, the support cancellation determination unit 44 outputs information indicating that the driving support operation is stopped to the deceleration support control unit 43. In response to this, the deceleration support control unit 43 stops presenting the driving support information related to the accelerator-off operation displayed on the HMI device 5 and hides it. In addition, the deceleration support control unit 43 stops the regeneration expansion control, reduces the amount of regenerative power generated by the motor generator 6, and reduces the deceleration of the vehicle 2 to the level during normal inertia traveling.

  On the other hand, when the remaining distance L is equal to or less than the accelerator-off allowable limit distance La (L ≦ La) (No in S204), the remaining distance L acquired in step S202 is continuously generated. It is confirmed whether or not the distance is smaller than the limit distance Lb (step S205). If the remaining distance L is smaller than the regeneration spillage occurrence limit distance Lb (L <Lb) (Yes in S205), the current traveling state of the vehicle 2 is generated from the support execution area on the vehicle speed-remaining distance map 41. It is determined that the vehicle has transitioned to the region, and the accelerator-off teaching is canceled in the driving support operation being performed (S207). At this time, in addition to discontinuing the presentation of the driving support information related to the accelerator-off operation and making it non-displayed, a message such as “the fuel efficiency effect is small even when the accelerator is off” is displayed on the HMI device 5. Thus, the driver may be instructed not to recommend the accelerator off operation. If the remaining distance L is greater than or equal to the regeneration spillage occurrence limit distance Lb (L ≧ Lb) (No in S205), it is determined that the current traveling state of the vehicle 2 is within the support execution area, and this control flow is performed. End and continue driving support for stop operation.

  Next, the effect of the driving support device 1 according to the present embodiment will be described.

  The driving support device 1 of the present embodiment includes a deceleration support control unit 43 that executes regeneration expansion control for controlling the deceleration of the vehicle 2 by increasing the amount of regenerative power generation during inertial traveling of the vehicle 2. The deceleration support control unit 43 performs regeneration expansion control after the driver of the vehicle 2 performs an accelerator-off operation for stopping the vehicle 2 at the stop point Ps.

  With this configuration, during inertial running after the accelerator-off operation, the deceleration of the vehicle 2 can be kept constant by executing regeneration expansion control. As a result, even when the traveling condition or road surface condition of the vehicle 2 fluctuates during inertial traveling, it is possible to stabilize the deceleration of the vehicle 2, and the traveling state of the vehicle 2 deviates from the driver's feeling. Can be prevented. As a result, it is possible to make it difficult for the driver to feel uncomfortable when performing driving support for the deceleration operation.

  Further, the driving support device 1 of the present embodiment associates the distance information to the stop point Ps at which the driver can perform the accelerator-off operation with the vehicle speed of the vehicle 2 and stores it as an accelerator-off-permitted line. A distance map 41; and a support cancellation determination unit 44 that determines whether to stop execution of regeneration expansion control by the deceleration support control unit 43. After executing the regeneration enhancement control, the support cancellation determination unit 44 acquires the accelerator-off allowable limit distance La on the accelerator-off allowable line associated with the current vehicle speed V from the vehicle speed-remaining distance map 41, and the current stop of the vehicle 2 When the remaining distance L from the position to the stop point Ps is larger than the acquired accelerator off allowable limit distance La, the execution of the regeneration expansion control is stopped.

  During inertial running after the accelerator-off operation, the vehicle speed of the vehicle 2 decreases too much than expected, and the driving state of the vehicle 2 exceeds the accelerator-off allowable line from the assistance execution area of the vehicle speed-remaining distance map 41. There may be a situation where a transition to an unacceptable area occurs. In this case, the driving support apparatus 1 according to the present embodiment can stop execution of the regeneration expansion control that increases the deceleration of the vehicle 2. As a result, the load associated with the line power generation of the motor generator 6 can be eliminated, and the deceleration of the vehicle 2 can be reduced to a level during normal inertia traveling, thereby suppressing the deceleration of the vehicle 2 during inertia traveling. It becomes possible. As a result, as the vehicle 2 approaches the stop point Ps, the traveling state of the vehicle 2 can be returned to the support execution area of the vehicle speed-remaining distance map 41, and the deceleration operation of the vehicle 2 can be performed smoothly. it can.

  Further, the driving support device 1 of the present embodiment is a deceleration support control unit as information presenting means for presenting driving support information that prompts the driver of the vehicle 2 to perform an accelerator-off operation for stopping the vehicle 2 at the stop point Ps. 43 and the HMI device 5. After the driving assistance information is presented by the deceleration assistance control unit 43 and the HMI device 5, the assistance cancellation determination unit 44 accepts the accelerator-off allowance on the accelerator-off allowance line associated with the current vehicle speed V from the vehicle speed-remaining distance map 41. The limit distance La is acquired, and when the remaining distance L to the current stop point of the vehicle 2 is greater than the acquired accelerator off allowable limit distance La, the deceleration support control unit 43 and the HMI device 5 stop presenting driving support information Let

  As described with reference to FIG. 2, in the remaining distance-speed coordinate system shown in FIG. 2, the coordinates of the vehicle speed and the remaining distance after the start of the accelerator-off operation support are lower left (lower vehicle speed side or In other words, when the remaining distance L to the current stop point of the vehicle 2 is larger than the allowable accelerator-off limit distance La, the support execution area is changed to the accelerator-off timing unacceptable area. Transition. At this time, if the driver performs the accelerator-off operation at this timing, the driver stops before the stop point Ps and feels uncomfortable that the driver may not be able to reach the stop point, so that the accelerator-off timing cannot be allowed. Therefore, in such a situation, by stopping the presentation of the driving support information related to the accelerator off operation by the deceleration support control unit 43 and the HMI device 5, the driver has an opportunity to feel uncomfortable with respect to the driving support related to the accelerator off operation. Can be reduced. As a result, it is possible to make it difficult for the driver to feel uncomfortable when performing driving support that teaches the driver the deceleration operation.

  Further, in the driving support device 1 of the present embodiment, the vehicle speed-remaining distance map 41 includes the minimum distance information that does not exceed the specified value and the vehicle speed of the vehicle 2, even if the accelerator off operation is performed. The assistance cancellation determination unit 44 associates the current vehicle speed V with the current vehicle speed V from the vehicle speed-remaining distance map 41 after the driving assistance information is presented by the deceleration assistance control unit 43 and the HMI device 5. The regeneration recovery spill occurrence limit distance Lb on the generated regeneration recovery spill line is acquired, and when the remaining distance L to the current stop point of the vehicle 2 is smaller than the acquired regeneration recovery spill occurrence limit distance Lb, the deceleration support control unit 43 and the HMI The presentation of the driving support information by the device 5 is stopped.

  As described with reference to FIG. 2, in the remaining distance-speed coordinate system shown in FIG. 2, the coordinates of the vehicle speed and the remaining distance after the start of the accelerator-off operation support are on the upper right side (high vehicle speed side or In other words, when the remaining distance L to the current stop point of the vehicle 2 is smaller than the acquired regeneration spillage occurrence limit distance Lb, the regeneration spillage occurrence region from the support execution region Transition to. At this time, when the kinetic energy of the vehicle 2 at the start of accelerator-off is recovered as regenerative energy at the time of deceleration / stop after the accelerator-off, the amount of regenerative energy overshoot exceeds a specified value. Therefore, in such a situation, by stopping the presentation of the driving support information related to the accelerator-off operation by the deceleration support control unit 43 and the HMI device 5, the driver is prompted to stop the accelerator-off operation, and the regeneration is lost. can do. Thereby, a fuel consumption improvement can be aimed at effectively and an energy saving driving | operation can be performed suitably. In addition, with this configuration, when the vehicle speed V and the remaining distance L of the vehicle 2 transition from the support execution area to the regeneration missing area, the presentation of the driving support information related to the accelerator-off operation is stopped. Thus, it is possible to effectively teach an effective section (support implementation area) for improving fuel efficiency.

  As mentioned above, although embodiment of this invention was described, the said embodiment was shown as an example and is not intending limiting the range of invention. The above-described embodiment can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. The above-described embodiments and modifications thereof are included in the invention described in the claims and equivalents thereof, as long as they are included in the scope and gist of the invention.

  In the above embodiment, when the vehicle speed V and the remaining distance L of the vehicle 2 exceed the regeneration missing line of the vehicle speed-remaining distance map 41 and transition from the assistance implementation range to the regeneration missing area, the deceleration assist control unit 43 and Although the configuration in which the presentation of the driving support information by the HMI device 5 is illustrated, the configuration in which the driving support information is continuously presented even when transitioning to the regeneration missing area is possible. In this case, in the flowchart of FIG. 4, the process of the determination block in step S205 is not performed. If the remaining distance L is equal to or less than the accelerator-off allowable limit distance La in step S204, the control flow is terminated as it is.

  In the above-described embodiment, the configuration in which the accelerator-off point Paoff, the accelerator-off allowable limit distance La, and the regeneration spillage occurrence limit distance Lb are acquired from the vehicle speed-remaining distance map 41 is illustrated. Any storage means other than the map may be used as long as the storage means is stored in association with each other.

1 Driving support device 2 Vehicle 4 ECU
41 Vehicle speed-remaining distance map (memory means)
43 Deceleration support control unit (control means, information presentation means)
44 Support cancellation determination unit (determination means)
5 HMI device (information presentation means)
6 Motor generator Ps Stop point V Vehicle speed L Remaining distance La Accelerator-off allowable limit distance (distance information)
Lb Regeneration spillage limit distance (minimum distance information)

Claims (4)

Control means for executing regeneration expansion control for controlling deceleration of the vehicle by increasing the amount of regenerative power generation during inertial running of the vehicle;
The driving support device according to claim 1, wherein the control means executes the regeneration expansion control after the driver of the vehicle performs an accelerator-off operation for stopping the vehicle at a stop point. Storage means for associating and storing distance information to the stop point at which the driver is allowed to perform the accelerator-off operation, and a vehicle speed of the vehicle;
Determination means for determining stop of execution of the regeneration expansion control by the control means;
With
The determination means acquires distance information associated with the current vehicle speed from the storage means after executing the regeneration expansion control, and the remaining distance from the current position of the vehicle to the stop point is the acquired distance information. The driving support device according to claim 1, wherein when larger, execution of the regeneration expansion control is stopped. Comprising information presentation means for presenting driving support information for prompting the driver of the vehicle to perform the accelerator-off operation,
The determination means acquires distance information associated with the current vehicle speed from the storage means after the driving support information is presented by the information presentation means,
The driving assistance according to claim 2, wherein when the remaining distance to the current stop point of the vehicle is larger than the acquired distance information, the presentation of the driving assistance information by the information presentation unit is stopped. apparatus. The storage means stores the minimum distance information in which the amount of regenerative energy loss does not exceed a specified value even when the accelerator off operation is performed, and the vehicle speed of the vehicle in association with each other,
The determination unit obtains the minimum distance information associated with the current vehicle speed from the storage unit after the driving support information is presented by the information presentation unit,
4. The driving according to claim 3, wherein when the remaining distance to the current stop point of the vehicle is smaller than the acquired minimum distance information, the driving of the driving support information by the information presentation unit is stopped. Support device.

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