JP2015076963A - Driving support device and driving support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device and a driving support method capable of enhancing energy regeneration efficiency of a vehicle by properly decelerating the speed of the vehicle when the vehicle reaches a target position.SOLUTION: A driving support unit 35 includes: a weight estimation unit 38 for estimating weight of a vehicle while the vehicle is running; a support element calculation unit 37 for calculating at least one support element, by using the estimation value of the weight estimation unit 38, out of the time at which guiding of accelerator off of the vehicle starts, the time at which imparting of a regeneration control force with respect to the vehicle starts and the time at which deceleration of the vehicle is made to increase at the regeneration control time of the vehicle, as a support element for enhancing the regeneration energy efficiency of the vehicle by decelerating the speed of the vehicle to a target speed when the vehicle reaches a target position before a vehicle stop position by a predetermined distance at the regeneration control time of the vehicle; and a support control unit 42 for performing driving support of the vehicle based on the support element calculated by the support element calculation unit 37.

Description

  The present invention relates to a driving support device and a driving support method that support driving of a vehicle.

  In general, a driving support device that supports driving of a vehicle acquires traffic information that requires deceleration control of the vehicle, such as an intersection, a temporary stop position, a curve, an approach of a preceding vehicle, and the like, using an in-vehicle camera or a navigation system. Then, based on the acquired traffic information around the vehicle, driving assistance such as deceleration assistance through voice deceleration guidance and semi-forced braking force is performed.

  Conventionally, as an example of such a driving assistance device, as seen in Patent Document 1, for example, by setting a target power generation amount at the time of regenerative control according to the determination result of the vehicle loading state, An apparatus for applying a regenerative braking force suitable for a state to a vehicle is known.

JP 2009-171727 A

  By the way, in order to increase the energy regeneration efficiency of the vehicle, the vehicle reaches the target position by reducing the vehicle speed to the target speed when the vehicle reaches the target position that is a predetermined distance away from the stop position of the vehicle. It is required to suppress energy loss when the vehicle is stopped at the stop position by applying a braking force by a hydraulic brake to the vehicle.

  However, in the above apparatus, since the vehicle loading state is determined based on the detection result of the acceleration sensor at the time of deceleration of the vehicle, the vehicle is stopped between the start of deceleration of the vehicle and the stop of the vehicle. The time for setting the target power generation amount during the regenerative control is limited by the time required for determining the state of the vehicle. And in the time limited in this way, conditions that can be taken into consideration when setting the target power generation amount during the regenerative control are restricted. Therefore, the regenerative braking force suitable for the loaded state of the vehicle cannot be accurately applied to the vehicle.

  By the way, when a regenerative braking force greater than the regenerative braking force suitable for the loaded state of the vehicle is applied to the vehicle, the vehicle is decelerated to the target speed before the vehicle reaches the target position. Therefore, it is necessary to re-accelerate the vehicle. On the other hand, when a regenerative braking force smaller than the regenerative braking force suitable for the vehicle loading state is applied to the vehicle, the vehicle speed is not reduced to the target speed when the vehicle reaches the target position. It is necessary to increase the braking force by the hydraulic brake applied to the vehicle. That is, in any case, an energy loss occurs during the regeneration control of the vehicle, and there is a problem that the energy regeneration efficiency of the vehicle cannot be sufficiently increased.

  The present invention has been made in view of such circumstances, and its purpose is to appropriately reduce the speed of the vehicle when the vehicle reaches the target position, thereby increasing the energy regeneration efficiency of the vehicle. A driving support device and a driving support method are provided.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
A driving support device that solves the above problem is a driving support device that supports driving of the vehicle while performing regenerative control that converts a regenerative load of the vehicle into electrical energy, and the weight of the vehicle during the traveling of the vehicle A weight estimation unit for estimating the vehicle, and at the time of regenerative control of the vehicle, the vehicle is degenerated to a target speed by reducing the vehicle speed when the vehicle reaches a target position that is a predetermined distance from the stop position of the vehicle. As a supporting element for improving energy efficiency, when starting the accelerator-off guidance of the vehicle, when starting to apply regenerative braking force to the vehicle, and when increasing deceleration of the vehicle during regenerative control of the vehicle A support element calculation unit that calculates at least one support element using an estimated value of the weight estimation unit, and a support element calculated by the support element calculation unit. There and a support control unit that performs driving support of the vehicle.

  A driving support method that solves the above problem is a driving support method that supports driving of a vehicle while performing regenerative control that converts a regenerative load of the vehicle into electrical energy, and the weight of the vehicle is reduced during the traveling of the vehicle. A weight estimation step to be estimated, and regenerative energy of the vehicle by reducing the vehicle speed to a target speed when the vehicle reaches a target position that is a predetermined distance from the stop position of the vehicle during the regeneration control of the vehicle. As a supporting element for increasing the efficiency, there are a time point when starting to turn off the accelerator of the vehicle, a time point when starting to apply regenerative braking force to the vehicle, and a time point when increasing the deceleration of the vehicle during regenerative control of the vehicle. A support element calculating step of calculating at least one support element using the estimated value estimated in the weight estimating step; Based on the support elements calculated in the calculation step and a support control step of performing a driving support of the vehicle.

  According to the above configuration, the vehicle weight is estimated while the vehicle is traveling, and driving assistance of the vehicle is performed based on the support element calculated using the estimated value. That is, driving assistance for the vehicle is performed based on the assistance element calculated in consideration of a change in the weight of the vehicle. As a result, even if the weight of the vehicle deviates from the preset standard value, a configuration for reducing the vehicle speed to the target speed when the vehicle reaches the target position is realized. The regenerative energy efficiency of the vehicle can be increased.

  As a preferred configuration, the support element calculation unit calculates the deceleration of the vehicle using the estimated value by the weight estimation unit and the standard value of the deceleration torque of the vehicle, and calculates the calculated value of the deceleration of the vehicle. The support element is used to calculate the support element, and the support control unit performs driving support of the vehicle using the calculated support element and a standard value of the deceleration torque of the vehicle.

  According to the above configuration, the support element is calculated using the calculated value of the vehicle deceleration according to the estimated value of the vehicle weight and the standard value of the deceleration torque of the vehicle, and the calculated support element and the vehicle Vehicle driving assistance is performed based on the standard value of the deceleration torque. That is, the vehicle deceleration is calculated in consideration of the change in the vehicle weight, and the vehicle driving assistance is based on the support element calculated using the calculated deceleration and the standard value of the vehicle deceleration torque. Is done. As a result, even if the weight of the vehicle deviates from the preset standard value, the vehicle deceleration torque at the time of regenerative control of the vehicle is maintained at the standard value while the vehicle reaches the target position. A configuration in which the vehicle speed is reduced to the target speed is realized, and the regenerative energy efficiency of the vehicle can be increased.

  As a preferred configuration, the driving assistance of the vehicle includes assistance for increasing the deceleration of the vehicle at the time of regenerative control of the vehicle, and the assistance element calculation unit calculates the estimated value by the weight estimation unit and the deceleration of the vehicle. The deceleration of the vehicle before increasing the deceleration of the vehicle is calculated using the standard value of the deceleration torque of the vehicle before increasing, and the vehicle decelerates to the target position by the calculated vehicle deceleration. In this case, the time point at which the vehicle starts to be decelerated so that the vehicle speed becomes the target speed is calculated as the time point at which the accelerator-off guidance for the vehicle is started.

  According to the above configuration, when the vehicle decelerates at a deceleration according to the estimated value of the weight of the vehicle from the time point calculated as the start point of accelerator off of the vehicle, the vehicle has reached the target position. The speed of the vehicle at the time becomes the target speed. That is, when the vehicle decelerates at the vehicle deceleration calculated in consideration of the change in the vehicle weight from the time calculated as the time when the vehicle accelerator off guidance is started, the vehicle reaches the target position. The speed of the vehicle at that time becomes the target speed. Therefore, when starting deceleration of the vehicle at the time of starting the accelerator off of the vehicle, even if the deceleration calculated in consideration of the weight of the vehicle is maintained at the minimum value before the increase, The speed of the vehicle when the vehicle reaches the target position can be set as the target speed. Then, when the application of the regenerative braking force to the vehicle is started in accordance with the operation of turning off the accelerator after the start of the accelerator off of the vehicle, the deceleration of the vehicle is increased during the regeneration control of the vehicle. The vehicle speed when the vehicle reaches the target position can be set as the target speed. Therefore, even when the vehicle weight is out of the preset standard value, the vehicle at the time when the vehicle reaches the target position while maintaining the deceleration torque of the vehicle at the time of regenerative control of the vehicle at the standard value. It is possible to realize a configuration in which the speed is reduced to the target speed.

  As a preferred configuration, the driving assistance of the vehicle includes assistance for increasing the deceleration of the vehicle at the time of regenerative control of the vehicle, and the assistance element calculation unit includes an estimated value by the weight estimation unit and a deceleration torque of the vehicle. The vehicle deceleration before and after increasing the vehicle deceleration is calculated using a standard value, and when the vehicle is decelerated to the target position by the calculated vehicle deceleration, the vehicle speed is The time point at which the vehicle starts to be decelerated so as to reach the speed is calculated as the time point at which the application of the regenerative braking force to the vehicle is started.

  According to the above configuration, from the time calculated as the time when the application of the regenerative braking force to the vehicle is started, the deceleration according to the estimated value of the weight of the vehicle is applied by applying the standard deceleration torque to the vehicle. When the vehicle decelerates, the speed of the vehicle when the vehicle reaches the target position becomes the target speed. That is, the vehicle is operated at a deceleration calculated in consideration of a change in the weight of the vehicle by applying a standard deceleration torque to the vehicle from the time when the application of the regenerative braking force to the vehicle is started. Is decelerated, the speed of the vehicle when the vehicle reaches the target position becomes the target speed. Therefore, even when the weight of the vehicle deviates from the preset standard value, the vehicle at the time when the vehicle reaches the target position while maintaining the deceleration torque of the vehicle at the time of regenerative control of the vehicle at the standard value. It is possible to realize a configuration in which the speed is reduced to the target speed.

  As a preferred configuration, the driving assistance of the vehicle starts to apply a regenerative braking force to the vehicle when an accelerator-off operation of the vehicle is performed, and increases the deceleration of the vehicle during the regeneration control of the vehicle. The support element calculation unit includes a support unit before and after increasing the vehicle deceleration using the estimated value by the weight estimation unit and the standard value of the deceleration torque of the vehicle before increasing the vehicle deceleration. A trajectory that is predicted as a time change of the vehicle speed when the vehicle decelerates at the vehicle deceleration before the increase from the time when the accelerator-off operation of the vehicle is performed is calculated and the vehicle deceleration is increased. The time point corresponding to the intersection point with the trajectory predicted as the time change of the vehicle speed when the vehicle decelerates to the target position due to the deceleration of the subsequent vehicle is the previous time during the regeneration control of the vehicle. It is calculated as the time of increasing the deceleration of the vehicle.

  According to the above configuration, when starting deceleration of the vehicle from the time when the accelerator-off operation of the vehicle is performed, the vehicle according to the estimated value of the vehicle weight from the time calculated as the time when the vehicle deceleration is increased. When the deceleration is increased, the vehicle speed at the time when the vehicle reaches the target position becomes the target speed. In other words, when the vehicle deceleration is increased in consideration of the change in the vehicle weight from the time calculated as the time when the vehicle deceleration is increased during the regeneration control of the vehicle, the time when the vehicle reaches the target position. The vehicle speed at is the target speed. Therefore, even when the weight of the vehicle deviates from the preset standard value, the vehicle at the time when the vehicle reaches the target position while maintaining the deceleration torque of the vehicle at the time of regenerative control of the vehicle at the standard value. It is possible to realize a configuration in which the speed is reduced to the target speed.

  As a preferred configuration, the support element calculation unit calculates a deceleration torque of the vehicle for maintaining the deceleration of the vehicle at a standard value based on an estimated value by the weight estimation unit, and a standard for the deceleration of the vehicle The support element is calculated using a value, and the support control unit performs driving support for the vehicle using the calculated support element and a calculated value of deceleration torque of the vehicle.

  According to the above configuration, the vehicle deceleration torque corresponding to the estimated value of the vehicle weight is calculated, and the vehicle driving assistance is performed using the calculated deceleration torque. In other words, the deceleration torque of the vehicle is calculated in consideration of changes in the weight of the vehicle, and driving assistance of the vehicle is performed using the calculated deceleration torque. Therefore, even when the weight of the vehicle deviates from a preset standard value, the vehicle at the time when the vehicle reaches the target position while maintaining the vehicle deceleration at the time of regenerative control of the vehicle at the standard value. The structure which decelerates this speed to target speed will be implement | achieved, and the regenerative energy efficiency of a vehicle can be improved.

  As a preferred configuration, a reliability calculation unit that calculates the reliability of the estimated value by the weight estimation unit is further provided, and the support control unit has a reliability of the estimated value by the weight estimation unit equal to or higher than a preset threshold value In addition, driving assistance of the vehicle is performed based on the support element calculated using the estimated value.

  According to the above configuration, driving assistance for the vehicle is performed on the condition that the reliability of the estimated value of the weight of the vehicle is ensured based on the support element calculated using the estimated value. Therefore, when driving assistance for a vehicle is performed based on a support element calculated using an estimated value of the weight of the vehicle, the target position is caused by factors such as errors included in the estimated value of the weight of the vehicle. Therefore, it is possible to avoid the situation where the speed of the vehicle at the time when the vehicle reaches the time greatly deviates from the target speed.

  As a preferred configuration, the weight estimation unit accumulates data indicating a correspondence relationship between acceleration of the vehicle and propulsive force of the vehicle while the vehicle is traveling, and is calculated based on the accumulated data. The ratio of the propulsive force of the vehicle to the acceleration is calculated as an estimated value of the weight of the vehicle.

  According to the above configuration, the configuration of estimating the weight of the vehicle while the vehicle is running can be easily realized by calculating the ratio of the propulsive force of the vehicle to the acceleration of the vehicle based on the data accumulated while the vehicle is traveling. can do.

  As a preferred configuration, the weight estimation unit divides the propulsive force of the vehicle into a plurality of ranges, calculates an average value of the accumulated data for each divided range, and uses the calculated average value to calculate the average value. A ratio of the vehicle propulsive force to the vehicle acceleration is calculated as an estimated value of the vehicle weight.

  According to the above configuration, even if the data accumulated during the traveling of the vehicle is concentrated on a specific range in the driving force of the vehicle, the vehicle is considered in consideration of a wide range of data without being biased toward the specific range of data. An estimated value of the weight of is calculated. Therefore, the accuracy of the estimated value of the weight of the vehicle calculated based on the data accumulated during the traveling of the vehicle is increased, and the regenerative energy efficiency of the vehicle can be further increased.

As a preferred configuration, the weight estimation unit initializes the accumulated data according to the state of the vehicle.
Before and after the state of the vehicle changes, an error may occur in a part of the accumulated data. As described above, when an error is included in a part of the accumulated data, the estimated value of the weight of the vehicle cannot be accurately calculated from the entire accumulated data. In this regard, according to the above configuration, since the data accumulated during the traveling of the vehicle is initialized according to the state of the vehicle, the vehicle is caused by the fact that an error is included in a part of the accumulated data. This makes it possible to eliminate the state in which the estimated value of the weight cannot be accurately calculated.

As a preferred configuration, the weight estimation unit initializes the data when a door or a trunk of the vehicle is opened and closed when the vehicle is stopped.
When the vehicle door or trunk is opened and closed when the vehicle is stopped, it is assumed that the vehicle weight also changes due to changes in the number of passengers in the vehicle, the number of luggage mounted on the vehicle, and the like. Then, before and after the weight of the vehicle changes, an error occurs in a part of the accumulated data. In this respect, according to the above configuration, since the accumulated data is initialized when the vehicle door or trunk is opened and closed when the vehicle is stopped, a part of the accumulated data includes an error. Thus, it is possible to eliminate the state in which the estimated value of the weight of the vehicle cannot be accurately calculated.

  As a preferred configuration, when the reliability calculation unit sets one of the acceleration of the vehicle and the driving force of the vehicle on the horizontal axis and the other on the vertical axis, the weight estimation unit calculates the estimated value. When an approximate function used for estimation is analyzed based on the accumulated data, and the correlation coefficient of the data with respect to the analyzed approximate function is relatively high, the correlation coefficient of the data with respect to the analyzed approximate function is A higher value is calculated as the reliability of the estimated value by the weight estimating unit than when the weight is relatively low.

  When the correlation coefficient of the data relative to the approximate function analyzed based on the data is relatively high, the vehicle weight estimate obtained from the approximate function is compared with the case where the correlation coefficient is relatively low. Increased reliability. Therefore, according to the above configuration, the configuration for calculating the reliability of the estimated value of the weight of the vehicle is realized based on the magnitude of the correlation coefficient of the data with respect to the approximate function analyzed based on the data. be able to.

  As a preferred configuration, when the range of driving force of the vehicle in the accumulated data is relatively wide, the reliability calculation unit is compared with the case where the range of driving force of the vehicle in the data is relatively narrow. Then, a high value is calculated as the reliability of the estimated value by the weight estimating unit.

  When the range of vehicle propulsive force in the data is relatively wide, compared to the case where the range of vehicle propulsive force in the data is relatively narrow, the vehicle Increased confidence in the estimated weight. Therefore, according to the above configuration, it is possible to realize a configuration for calculating the reliability of the estimated value of the vehicle weight by using the range of the propulsive force of the vehicle in the data as a reference.

  As a preferred configuration, the reliability calculation unit is configured such that when the time change of the estimated value by the weight estimation unit is relatively small, compared to the case where the time change of the estimated value by the weight estimation unit is relatively large. A high value is calculated as the reliability of the estimated value by the weight estimating unit.

  According to the above-described configuration, it is difficult to assume that the estimated value of the weight of the vehicle will greatly change over time unless the number of passengers in the vehicle, the number of luggage mounted on the vehicle, and the like change. And if the time change about the estimated value of the vehicle weight is large, it is assumed that an abnormality has occurred in some vehicle element that affects the estimation of the vehicle weight. In this case, it is difficult to ensure sufficient accuracy for the estimated value of the weight of the vehicle. Therefore, according to the above configuration, it is possible to realize a configuration in which the reliability of the estimated value of the vehicle weight is calculated by using the magnitude of the time change with respect to the estimated value of the vehicle weight as a reference.

1 is a block diagram showing a schematic configuration of a vehicle to which a driving support device and a driving support method of a first embodiment are applied. The graph which shows the correlation of the driving force of a vehicle and the acceleration of the front-back direction of a vehicle. The graph which shows the correlation with the moving distance of a vehicle, and a vehicle speed when the driving assistance apparatus and driving assistance method of the embodiment perform driving assistance with respect to a vehicle. The graph which shows the correlation with the moving distance of a vehicle, and a vehicle speed at the time of the driving assistance apparatus and driving assistance method of the embodiment performing driving assistance with respect to a vehicle heavier than the example shown in FIG. The graph which shows the correlation of the moving distance of a vehicle, and a vehicle speed at the time of the driving assistance apparatus and driving assistance method of the embodiment performing driving assistance with respect to a lighter vehicle than the example shown in FIG. The flowchart which shows the process sequence of the driving assistance process which the driving assistance device and driving assistance method of the embodiment perform. The flowchart which shows the process sequence about estimation of the weight of the vehicle which is the process included in the flowchart shown in FIG. The flowchart which shows the process sequence of the driving assistance process which the driving assistance apparatus and driving assistance method of 2nd Embodiment perform. The graph which shows the correlation with the moving distance of a vehicle, and a vehicle speed when the driving assistance apparatus and driving assistance method of the embodiment perform driving assistance with respect to a vehicle. The flowchart which shows the process sequence of the driving assistance process which the driving assistance apparatus and driving assistance method of 3rd Embodiment perform. The graph which shows the correlation with the moving distance of a vehicle, and a vehicle speed when the driving assistance apparatus and driving assistance method of the embodiment perform driving assistance with respect to a vehicle. The graph which shows the correlation with the moving distance of a vehicle, and a vehicle speed when the driving assistance device and driving assistance method of the embodiment perform driving assistance with respect to a heavier vehicle than the example shown in FIG. The graph which shows the correlation with the moving distance of a vehicle, and a vehicle speed at the time of the driving assistance apparatus and driving assistance method of the embodiment performing driving assistance with respect to a lighter vehicle than the example shown in FIG.

(First embodiment)
Hereinafter, a driving support device and a driving support method according to a first embodiment will be described with reference to the drawings.

  As shown in FIG. 1, a vehicle to which the driving support apparatus and driving support method of the present embodiment are applied includes an accelerator sensor 11, a brake sensor 12, an acceleration sensor as elements for acquiring information related to the state of the vehicle. 13, a torque sensor 14, a gyro sensor 15, a vehicle speed sensor 16, a door opening / closing sensor 17, and the like, and these elements are electrically connected to the in-vehicle control device 18.

  The accelerator sensor 11 detects an accelerator depression amount that is changed by an accelerator pedal operation by the driver, and outputs a signal corresponding to the detected accelerator depression amount to the in-vehicle control device 18. The brake sensor 12 detects the presence / absence of operation of the brake pedal by the driver, and outputs a signal corresponding to the detected presence / absence of the operation to the in-vehicle control device 18. The acceleration sensor 13 detects the acceleration of the vehicle and outputs a signal corresponding to the detected acceleration to the in-vehicle control device 18. The torque sensor 14 detects a driving torque transmitted from the engine to the vehicle, and outputs a signal corresponding to the detected driving torque to the in-vehicle control device 18. The gyro sensor 15 detects the vehicle traveling direction, and outputs a signal corresponding to the detected traveling direction to the in-vehicle control device 18. The vehicle speed sensor 16 detects the vehicle speed, which is the speed of the vehicle, and outputs a signal corresponding to the detected vehicle speed to the in-vehicle control device 18. The door opening / closing sensor 17 detects the opening / closing state of the vehicle door, and outputs a signal corresponding to the detected opening / closing state to the in-vehicle control device 18.

  Further, the vehicle includes a map information recording unit 20, a GPS 21 (Global Positioning System), an in-vehicle camera 22, a communication device 23, a millimeter wave radar 24, and the like as elements for acquiring information related to the situation around the vehicle. These elements are electrically connected to the in-vehicle control device 18.

  The map information recorded in the map information recording unit 20 includes information indicating curves, intersections, one-way streets, temporary stop positions, railroad crossings, and the latitude and longitude of traffic lights. The map information also includes information that the type of the traffic light is, for example, an arrow traffic light.

  The GPS 21 receives a GPS satellite signal for detecting the absolute position of the vehicle on which the GPS 21 is mounted. Further, the GPS 21 specifies the position of the vehicle based on the received GPS satellite signal. The GPS 21 outputs latitude / longitude information indicating the specified position to the in-vehicle control device 18.

  The in-vehicle camera 22 images a predetermined range in front of the vehicle with an optical CCD (Charge Coupled Device) camera or the like installed on the back side of the rearview mirror. The in-vehicle camera 22 outputs an image signal to the in-vehicle control device 18 based on the captured image.

  The communicator 23 acquires information indicating the traveling speed and latitude / longitude of the other vehicle through, for example, inter-vehicle communication with other vehicles existing around the vehicle. The communication device 23 outputs the acquired information to the in-vehicle control device 18. The communication device 23 performs road-to-vehicle communication with an optical beacon antenna provided on the road. The communication device 23 acquires infrastructure information through road-to-vehicle communication with the optical beacon antenna. When the communication device 23 acquires the infrastructure information, the communication device 23 outputs the acquired infrastructure information to the in-vehicle control device 18. Note that the infrastructure information includes, for example, position information of stop lines provided at intersections.

  The millimeter wave radar 24 has a distance measuring function for measuring the distance between an object existing around the vehicle and the vehicle. When the millimeter wave radar 24 detects an object existing around the vehicle, the millimeter wave radar 24 outputs a signal indicating the detection result to the in-vehicle control device 18.

  The vehicle also includes an accelerator actuator 28 that controls the driving state of the engine and a brake actuator 29 that controls the brake. The actuators 28 and 29 are electrically connected to the vehicle-mounted control device 18. The accelerator actuator 28 controls the engine based on the engine control amount calculated by the in-vehicle control device 18 according to the detection value of the accelerator sensor 11. The brake actuator 29 controls the brake based on the brake amount calculated by the in-vehicle control device 18 according to the detection value of the brake sensor 12.

  Further, the vehicle includes a storage battery 30 that is a power source of the electric motor, and a battery actuator 31 that controls charging and discharging of the storage battery 30. The battery actuator 31 is electrically connected to the in-vehicle controller 18, and drives the electric motor by controlling the discharge of the storage battery 30 or charges the storage battery 30 by regeneration of the electric motor.

  The vehicle also includes a hybrid control device 32 that controls the driving states of the engine and the electric motor. The hybrid control device 32 is electrically connected to the accelerator actuator 28, the brake actuator 29, and the battery actuator 31 via the in-vehicle control device 18. The hybrid control device 32 is a so-called ECU (Engine Control Unit) and includes a small computer having an arithmetic device and a storage device. The hybrid control device 32 can perform various controls as the arithmetic device calculates programs and parameters stored in the storage device.

  The hybrid control device 32 determines the distribution (output ratio) of the driving force of the engine and the electric motor based on the detection results of the acceleration sensor 13, the vehicle speed sensor 16, and the accelerator sensor 11 input from the in-vehicle control device 18. The hybrid control device 32 generates a control command for the battery actuator 31 related to the discharge of the storage battery 30 and information related to the engine control amount calculated by the in-vehicle control device 18 based on the distribution of the driving force. Further, the hybrid control device 32 determines the distribution of the braking force of the brake and the electric motor based on the detection results of the acceleration sensor 13, the vehicle speed sensor 16 and the brake sensor 12 input from the in-vehicle control device 18. Based on the distribution of the braking force, the hybrid control device 32 generates a control command for the battery actuator 31 related to charging of the storage battery 30 and information related to a brake control amount calculated by the in-vehicle control device 18. That is, the hybrid control device 32 controls charging / discharging of the storage battery 30 by outputting the generated control command to the battery actuator 31. Thus, the electric motor using the storage battery 30 as a power source is driven by the discharge of the storage battery 30, or the storage battery 30 is charged by regeneration of the electric motor.

  Moreover, the vehicle-mounted control apparatus 18 of this Embodiment is provided with the driving assistance part 35 for assisting the driving | operation of a vehicle. The driving support unit 35 includes a stop position calculation unit 36 that calculates a stop position that is a position where it is required to stop traveling of the vehicle.

  The stop position calculation unit 36 calculates the stop position based on the presence position of traffic elements such as signalized intersections, stop lines, stop lines, stop signs, stop signs, one-way streets and pedestrian crossings, and the positions of persons. To do. Specifically, the stop position calculation unit 36 is based on the latitude / longitude information of various traffic elements included in the map information recorded in the map information recording unit 20 and the latitude / longitude information of the vehicle detected by the GPS 21. The position of the traffic element that exists in the forward direction is specified. Moreover, the stop position calculation part 36 can also identify the classification and position of the traffic element which exists ahead of the advancing direction of a vehicle by analyzing the picked-up image of the vehicle periphery input from the vehicle-mounted camera 22. FIG. Furthermore, the stop position calculation unit 36 can also specify the type and position of a traffic element that exists in front of the traveling direction of the vehicle based on the infrastructure information input from the communication device 23.

  The stop position calculation unit 36 detects the presence of pedestrians, obstacles, other vehicles, and the like that are present in the forward direction of the vehicle based on the captured image of the in-vehicle camera 22 and the detection result of the millimeter wave radar 24. Then, the stop position calculation unit 36 calculates the distance between the detected pedestrian, obstacle, other vehicle, and the like based on the detection result of the millimeter wave radar 24. In addition, the stop position calculation unit 36 calculates a position that is a predetermined distance away from the detected position of the pedestrian, obstacle, other vehicle, or the like as the stop position. The stop position calculation unit 36 can also detect the presence and position of other vehicles around the vehicle through inter-vehicle communication and road-to-vehicle communication by the communication device 23.

Then, the stop position calculation unit 36 outputs the calculated stop position of the vehicle to the support element calculation unit 37.
In addition, the driving support unit 35 includes a weight estimation unit 38 that estimates the weight of the vehicle. Hereinafter, a method by which the weight estimation unit 38 estimates the weight of the vehicle will be described.

  First, when the driving force of the vehicle is force, the acceleration in the longitudinal direction of the vehicle is Gx, and the estimated value of the weight of the vehicle is M, the following relational expression (1) is established.

そこで、重量推定部３８は、車両の駆動力をＦｄｖ、車両の走行時における空気抵抗をＦａｉｒ、車両の走行時における路面抵抗をＦｒｌとするとき、以下の式（２）に基づき車両の推進力ｆｏｒｃｅを算出する。

Therefore, the weight estimation unit 38 has the driving force of the vehicle as Fdv, the air resistance during travel of the vehicle as Fair, and the road resistance during travel of the vehicle as Frl, based on the following formula (2), force is calculated.

なお、重量推定部３８は、トルクセンサ１４から入力される信号に基づいて車両の駆動力Ｆｄｖを算出する。また、車両の走行時における空気抵抗Ｆａｉｒは、車両の車速の二乗に比例する。そのため、重量推定部３８は、車速センサ１６から入力される信号に基づいて車両の走行時における空気抵抗Ｆａｉｒを算出する。また、車両の走行時における路面抵抗Ｆｒｌはほぼ一定である。そのため、重量推定部３８は、予め定められている路面抵抗Ｆｒｌの値を読み出す。

The weight estimation unit 38 calculates the driving force Fdv of the vehicle based on the signal input from the torque sensor 14. Further, the air resistance Fair when the vehicle is traveling is proportional to the square of the vehicle speed. Therefore, the weight estimation unit 38 calculates the air resistance Fair when the vehicle travels based on the signal input from the vehicle speed sensor 16. Further, the road surface resistance Frl when the vehicle is traveling is substantially constant. Therefore, the weight estimation unit 38 reads a predetermined value of the road surface resistance Frl.

  The longitudinal acceleration Gx of the vehicle is expressed by the following equation (3), where A is the longitudinal acceleration based on the driving torque of the vehicle and gsin θ is the horizontal component of gravity acting on the vehicle. To do. Note that θ represents a road surface gradient when the vehicle is traveling. Then, the weight estimation unit 38 calculates an acceleration Gx in the longitudinal direction of the vehicle based on a signal input from the acceleration sensor 13.

そして、重量推定部３８は、車両の推進力ｆｏｒｃｅの算出結果と、車両の前後方向の加速度Ｇｘの算出結果とを関連付けた履歴データを履歴記憶部３９に記憶させる。

Then, the weight estimation unit 38 causes the history storage unit 39 to store history data in which the calculation result of the driving force force of the vehicle is associated with the calculation result of the acceleration Gx in the longitudinal direction of the vehicle.

  As shown in FIG. 2, the history storage unit 39 plots history data with respect to the coordinate axis in which the propulsive force force of the vehicle is defined on the horizontal axis and the acceleration Gx in the longitudinal direction of the vehicle is defined on the vertical axis. Is done.

  In this case, theoretically, according to the relational expression shown in the above equation (1), the history data stored in the history storage unit 39 is on a straight line on which the reciprocal of the estimated value M of the vehicle is inclined. It is assumed that it will be plotted. Therefore, the weight estimation unit 38 calculates the approximate straight line L by using the least square method for the history data stored in the history storage unit 39, and based on the calculated slope value of the approximate line L, An estimated weight value M is calculated. The weight estimation unit 38 then outputs the calculated estimated vehicle weight M to the support element calculation unit 37.

  The weight estimation unit 38 resets history data stored in the history storage unit 39 when a signal is input from the door opening / closing sensor 17 when the vehicle is stopped. This is because when the vehicle door is opened and closed while the vehicle is stopped, it is assumed that the weight of the vehicle changes greatly due to the person getting in and out of the vehicle and taking in and out of the luggage. This is because it is not appropriate to calculate the approximate straight line L using history data before and after the vehicle weight greatly changes.

  As shown in FIG. 3, the support element calculation unit 37 sets, as the target position P <b> 2, a position closer to the stop position P <b> 1 output from the stop position calculation unit 36 when viewed from the current position by a predetermined distance. In addition, the support element calculation unit 37 sets the target speed S1 as the vehicle speed when the target position P2 is reached. The target speed S1 is set as a vehicle speed at which energy loss due to the hydraulic brake is minimized when the brake force is applied by operating the brake actuator from the time when the vehicle reaches the target position.

  Then, the support element calculation unit 37 adds the vehicle speed at the time when the vehicle reaches the target position P2 from the current vehicle speed S2 to the target speed S1, thereby increasing the vehicle's regenerative energy efficiency as a driving support support element for the vehicle. On the other hand, the position P3 at which the application of the regenerative braking force is started as the deceleration torque is calculated using the estimated vehicle weight M output from the weight estimation unit 38.

  Specifically, in the present embodiment, the driving assistance executed by the driving assistance unit 35 includes assistance for increasing the deceleration of the vehicle by increasing the regenerative braking force of the vehicle during the regeneration control of the vehicle. In the present embodiment, a position P4 for increasing the regenerative braking force of the vehicle is determined in advance as a relative position to the stop position P1 output from the stop position calculation unit 36. In the present embodiment, the magnitude of the regenerative braking force to be applied to the vehicle before and after increasing the regenerative braking force of the vehicle during the regenerative control of the vehicle is predetermined as a standard value.

  Then, when the standard values of the magnitude of the regenerative braking force before and after increasing the regenerative braking force of the vehicle are F1 and F2, the support element calculating unit 37 uses the estimated value M of the vehicle weight to regenerate the vehicle. The vehicle decelerations A1 and A2 before and after increasing the power are calculated based on the following equations (4) and (5).

続いて、支援要素算出部３７は、演算した車両の減速度Ａ１，Ａ２で目標位置Ｐ２まで車両が減速した場合に車両の速度が目標速度Ｓ１なるように車両の減速を開始する位置を、車両に対する回生制動力の付与を開始する位置Ｐ３として算出する。

Subsequently, the support element calculation unit 37 determines the position where the vehicle starts to decelerate so that the vehicle speed becomes the target speed S1 when the vehicle decelerates to the target position P2 at the calculated vehicle decelerations A1 and A2. Is calculated as a position P3 at which the application of the regenerative braking force is started.

  Further, the support element calculation unit 37 serves as a driving support support element that increases the regenerative energy efficiency of the vehicle by decelerating the vehicle speed at the time when the vehicle reaches the target position P2 to the target speed S1, so The position P5 at which the guidance is started is calculated using the estimated value M of the vehicle weight output from the weight estimation unit 38.

  Specifically, the support element calculation unit 37 sets the vehicle speed to the target speed S1 when the vehicle decelerates to the target position P2 at the vehicle deceleration A1 before increasing the regenerative braking force of the vehicle. Is calculated as a position P5 for starting the accelerator-off guidance of the vehicle.

  Therefore, as shown in FIG. 4, in the present embodiment, when the weight of the vehicle is heavier than the example shown in FIG. 3, the estimated value M of the vehicle weight output from the weight estimation unit 38 becomes large. As a result, the calculated values of the decelerations A1, A2 of the vehicle before and after increasing the regenerative braking force of the vehicle become smaller. As a result, the position P3a where the application of the regenerative braking force to the vehicle is started is a position opposite to the stop position P1 when viewed from the current position of the vehicle as compared with the position P3 in the example shown in FIG. Similarly, the position P5a at which the vehicle accelerator off guidance is started is a position opposite to the stop position P1 when viewed from the current position of the vehicle as compared to the position P5 in the example shown in FIG.

  On the other hand, as shown in FIG. 5, in the present embodiment, when the weight of the vehicle is lighter than the example shown in FIG. 3, the estimated value M of the vehicle weight output from the weight estimation unit 38 becomes smaller. As a result, the calculated values of the decelerations A1, A2 of the vehicle before and after increasing the regenerative braking force of the vehicle are increased. As a result, the position P3b where the application of the regenerative braking force to the vehicle is started is a position on the stop position P1 side as viewed from the current position of the vehicle, as compared with the position P3 in the example shown in FIG. Similarly, the position P5b where the accelerator-off guidance of the vehicle is started is a position on the stop position P1 side as viewed from the current position of the vehicle as compared to the position P5 in the example shown in FIG.

  The driving support unit 35 includes a reliability calculation unit 40 that calculates the reliability of the estimated value M of the vehicle weight by the weight estimation unit 38. In the present embodiment, the reliability calculation unit 40 calculates the square value of the correlation coefficient of the history data stored in the history storage unit 39 with respect to the approximate straight line L calculated by the weight estimation unit 38 using the least square method. The reliability of the estimated value M of the vehicle weight is calculated. This is because, theoretically, it is assumed that the history data stored in the history storage unit 39 is plotted on a straight line in which the reciprocal of the estimated value M of the vehicle has an inclination. This is because as the correlation coefficient indicating the proximity of the history data stored in the history storage unit 39 increases, the reliability of the estimated value M of the vehicle weight by the weight estimation unit 38 is considered to increase. Then, the reliability calculation unit 40 outputs reliability data regarding the calculated estimated vehicle weight M to the support determination unit 41.

  The support determination unit 41 determines the necessity of driving support based on the reliability data input from the reliability calculation unit 40 and the signal input from the accelerator sensor 11. Then, the support determination unit 41 outputs a signal indicating the driving support “necessary” as the determination result to the support control unit 42.

  Connected to the support control unit 42 are an HMI 43 (Human Machine Interface) that transmits various types of information to the driver, and a brake actuator 29 and a battery actuator 31 that perform vehicle brake control.

  When the support element calculation result is input from the support element calculation unit 37, the support control unit 42 generates a warning instruction signal for activating a warning by the HMI 43 based on the support element. Then, the support control unit 42 activates a warning based on the support element by outputting the generated warning instruction signal to the HMI 43. Note that the warning instruction signal includes, for example, instruction contents for prompting the driver to start accelerator-off.

  The HMI 43 includes, for example, an audio device, a head-up display, a navigation system monitor, and a meter panel. When the warning instruction signal is input from the support control unit 42, the HMI 43 notifies the driver of a warning for prompting the driver to start accelerator off through a voice device or displays a warning text on a head-up display or the like. Or

  When the support element calculation result is input from the support element calculation unit 37, the support control unit 42 generates a control signal for operating the brake actuator 29 and the battery actuator 31 based on the support element. Then, the support control unit 42 outputs the generated control signal to the brake actuator 29 and the battery actuator 31 to cause the vehicle to perform a brake operation based on the support element.

Next, an outline of the processing procedure of the driving support process executed by the driving support unit 35 of the present embodiment will be described with reference to the flowchart of FIG.
The driving support unit 35 executes the driving support process shown in FIG. 6 every time the vehicle reaches the vicinity of the stop position P1 calculated by the stop position calculation unit 36. In step S10, the weight estimation unit 38 executes processing for estimating the weight of the vehicle.

  Specifically, as shown in FIG. 7, in step S <b> 100, the weight estimation unit 38 calculates the propulsive force force of the vehicle based on signals input from the torque sensor 14 and the vehicle speed sensor 16.

Next, in step S <b> 101, the weight estimation unit 38 calculates an acceleration Gx in the longitudinal direction of the vehicle based on the signal input from the acceleration sensor 13.
Subsequently, in step S102, the weight estimation unit 38 stores history data associating the vehicle propulsive force force calculated in the previous step S100 with the longitudinal acceleration Gx of the vehicle calculated in the previous step S101. Stored in the unit 39 and accumulated.

  In the present embodiment, the weight estimation unit 38 stores the calculated history data in the history storage unit 39 when the braking operation of the vehicle is performed when the history data is calculated or when the vehicle slips. Do not accumulate in. Further, the weight estimation unit 38 does not accumulate the calculated history data in the history storage unit 39 even when the vehicle speed is out of the specified range when the history data is calculated or when the lateral acceleration of the vehicle is equal to or greater than a certain value.

  Then, in step S103, the weight estimation unit 38 classifies the data accumulated in the history storage unit 39 into a plurality of preset areas based on the vehicle propulsive force force as shown in FIG. The average value D of the data accumulated for each area is calculated. In the present embodiment, the plurality of areas are set by equally dividing the range of the driving force force of the vehicle.

  Subsequently, in step S104, the weight estimation unit 38 calculates the approximate straight line L using the least square method with respect to the average value D of the data calculated for each area in the previous step S. Then, the weight estimating unit 38 calculates an estimated value M of the vehicle weight based on the calculated value of the slope of the approximate straight line L.

  In step S105, the reliability calculation unit 40 estimates the square value of the correlation coefficient of the average value D of the data for each area with respect to the approximate straight line L calculated in the previous step S104, and estimates the weight of the vehicle. After calculating the reliability for the value M, the vehicle weight estimation process ends.

  Thereafter, as shown in FIG. 6, in step S <b> 11, the support determination unit 41 determines whether or not the reliability value calculated in the previous step S <b> 105 is equal to or greater than a preset first threshold value. This first threshold value is appropriate when the estimated value M of the vehicle weight is calculated based on the approximate straight line L calculated in the previous step S104, and driving assistance of the vehicle is appropriately performed using the calculated estimated value M. It is a value serving as a reference when determining whether or not.

  If the support determination unit 41 determines that the reliability value calculated in the previous step S105 is equal to or greater than the first threshold (step S11 = YES), the process proceeds to step S12. Subsequently, in step S12, the support element calculation unit 37 calculates vehicle decelerations A1 and A2 before and after increasing the regenerative braking force of the vehicle, using the estimated vehicle weight M calculated in step S104. Then, the process proceeds to step S15.

  On the other hand, if the support determination unit 41 determines that the reliability value calculated in the previous step S105 is not equal to or greater than the first threshold (step S11 = NO), the support determination unit 41 proceeds to step S13. In step S13, the support determination unit 41 determines whether or not the reliability value calculated in step S105 is equal to or greater than the second threshold value. The second threshold value is smaller than the first threshold value, and it is assumed that the accuracy of the detection values of the vehicle speed sensor 16, the torque sensor 14, and the acceleration sensor 13 is not sufficient for driving the vehicle. This is a reference value for determining whether or not the variation in the average value of the data for each area with respect to the approximate straight line L calculated in the previous step S104 is large. If the support determination unit 41 determines that the reliability value calculated in the previous step S105 is equal to or greater than the second threshold value (step S13 = YES), the support determination unit 41 proceeds to step S14.

  Subsequently, in step S14, the support element calculation unit 37 calculates the vehicle decelerations A1 and A2 before and after increasing the regenerative braking force of the vehicle using a preset standard value as the vehicle weight. The process proceeds to step S15.

  Then, as support element calculation processing, in step S15, the support element calculation unit 37 regenerates braking force on the vehicle based on the vehicle decelerations A1 and A2 calculated in the previous step S12 or the previous step S14. The positions P3, P3a, and P3b at which to start the application are calculated.

  Subsequently, as support element calculation processing, in step S16, the support element calculation unit 37 determines whether the vehicle accelerator is off with respect to the driver based on the vehicle decelerations A1 and A2 calculated in step S12 or step S14. The positions P5, P5a, and P5b at which the guidance is started are calculated.

  Next, in step S <b> 17, the support determination unit 41 determines whether an accelerator-off operation by the driver has been performed based on a signal input from the accelerator sensor 11. When it is determined that the accelerator-off operation by the driver has been performed (step S17 = YES), the support determination unit 41 outputs a signal indicating driving support “required” to the support control unit 42. Therefore, the support control unit 42 starts driving support for the vehicle in the following steps S18 to S26, which are support control processing, triggered by the input of the signal indicating driving support “necessary” from the support determination unit 41. To do.

  First, in step S18, the support control unit 42 determines whether or not the vehicle has reached the positions P3, P3a, and P3b calculated in the previous step S15. When the support control unit 42 determines that the vehicle has not reached the positions P3, P3a, and P3b (step S18 = NO), the process of step S18 is performed until the vehicle reaches the positions P3, P3a, and P3b. repeat. On the other hand, if the support control unit 42 determines that the vehicle has reached the positions P3, P3a, and P3b (step S18 = YES), the process proceeds to step S19.

  In step S <b> 19, the support control unit 42 generates a control signal for operating the battery actuator 31 and outputs the generated control signal to the battery actuator 31 to start applying the regenerative braking force to the vehicle. .

  Subsequently, in step S20, the support control unit 42 determines whether or not the vehicle has reached a position preset as a position P4 where the regenerative braking force is increased. If the support control unit 42 determines that the vehicle has not reached the position P4 (step S20 = NO), the support control unit 42 repeats the process of step S20 until the vehicle reaches the position P4. On the other hand, if the support control unit 42 determines that the vehicle has reached the position P4 (step S20 = YES), the process proceeds to step S21.

  In step S <b> 21, the support control unit 42 newly generates a control signal for operating the battery actuator 31 and outputs the newly generated control signal to the battery actuator 31 to give to the vehicle. Increase regenerative braking force.

  Next, in step S22, the support control unit 42 determines whether or not the vehicle has reached a preset target position P2. If the support control unit 42 determines that the vehicle has not reached the target position P2 (step S22 = NO), the support control unit 42 repeats the process of step S22 until the vehicle reaches the target position P2. On the other hand, if the support control unit 42 determines that the vehicle has reached the target position P2 (step S22 = YES), the process proceeds to step S23.

  In step S <b> 23, the support control unit 42 generates a control signal for operating the brake actuator 29 and outputs the generated control signal to the brake actuator 29. As a result, the vehicle stops at the stop position P <b> 1 calculated by the stop position calculation unit 36 when the braking force by the hydraulic brake is applied.

  On the other hand, if it is determined in step S17 that the accelerator-off operation by the driver has not been performed (step S17 = NO), the support determination unit 41 proceeds to step S24.

  In step S24, the support control unit 42 determines whether or not the vehicle has reached the positions P5, P5a, and P5b calculated in the previous step S16. If the support control unit 42 determines that the vehicle has not reached the positions P5, P5a, and P5b (step S24 = NO), the process returns to step S17. On the other hand, when it is determined that the vehicle has reached the positions P5, P5a, and P5b (step S24 = YES), the support control unit 42 outputs a signal indicating driving support “necessary” to the support control unit 42. Therefore, the support control unit 42 starts driving support for the vehicle triggered by the input of a signal indicating driving support “necessary” from the support determination unit 41.

  Specifically, in step S25, the support control unit 42 generates a warning instruction signal for invoking a warning by the HMI 43, and outputs the generated warning instruction signal to the HMI 43 to induce the accelerator off to the driver. Performed through HMI43.

  Next, in step S26, the support control unit 42 determines whether or not the vehicle has reached the positions P3, P3a, and P3b calculated in the previous step S15. If the support control unit 42 determines that the vehicle has not reached the positions P3, P3a, and P3b (step S26 = NO), the process returns to step S17. On the other hand, when the support control unit 42 determines that the vehicle has reached the positions P3, P3a, and P3b (step S26 = YES), the vehicle has reached the positions P3, P3a, and P3b calculated in the previous step S15. Even at the time, it is determined that the accelerator-off operation by the driver has not yet been performed. That is, since the vehicle has already passed the positions P3, P3a, and P3b calculated in the previous step S15, the support control unit 42 performs regenerative control as driving support based on the support elements calculated by the support element calculation unit 37. Judge that it is no longer possible. Therefore, the support control unit 42 ends the driving support process without performing regenerative control as driving support based on the support element calculated by the support element calculating unit 37.

  In the previous step S13, the support control unit 42 also determines that the reliability value calculated by the support determination unit 41 in the previous step S105 is less than the second threshold (step S13 = NO). It is determined that it is not appropriate to perform driving support for the vehicle, and the driving support process is terminated without performing driving support based on the support element calculated by the support element calculation unit 37.

Next, the operation of the driving support unit 35 of the present embodiment will be described.
When the actual weight of the vehicle is heavier than a standard value set in advance as the weight of the vehicle, if the driving assistance is performed based on the support element calculated using the standard value of the vehicle weight, the vehicle The vehicle cannot be decelerated to the target speed when reaching Therefore, it is necessary to start the application of the regenerative braking force to the vehicle earlier than usual. In addition, it is also necessary to start the vehicle accelerator off to the driver earlier than usual.

  In this regard, in the present embodiment, an estimated value M of the vehicle weight is calculated based on data accumulated during the traveling of the vehicle. Then, by using the calculated estimated value M, the position where the application of the regenerative braking force to the vehicle and the position where the driver starts the guidance for turning off the accelerator of the vehicle are calculated as support elements for driving assistance.

  In this case, the estimated value M of the vehicle weight calculated by the weight estimation unit 38 increases as the actual weight of the vehicle increases. The vehicle decelerations A1 and A2 calculated based on the estimated value M become smaller as the estimated value M increases. As a result, the position P3a where the application of the regenerative braking force to the vehicle is started is a position opposite to the stop position P1 when viewed from the current position of the vehicle as compared to the position P3 when the weight of the vehicle is relatively light. It becomes. Similarly, the position P5a where the vehicle accelerator off guidance is started is a position opposite to the stop position P1 when viewed from the current position of the vehicle as compared to the position P5 when the weight of the vehicle is relatively light. It becomes. Therefore, when the actual weight of the vehicle is heavier than a standard value set in advance as the weight of the vehicle, the position where the application of the regenerative braking force to the vehicle is started, and the position where the driver starts the accelerator off of the vehicle. Can be set earlier than usual.

  On the other hand, when the actual weight of the vehicle is lighter than a standard value set in advance as the weight of the vehicle, when driving assistance is performed based on a support element calculated using the standard value of the weight of the vehicle, the vehicle The vehicle is decelerated to the target speed before reaching the target position. Therefore, it is necessary to start the application of the regenerative braking force to the vehicle later than usual. In addition, it is also necessary to start the vehicle accelerator off guidance to the driver later than usual.

  In this regard, in the present embodiment, the estimated value M of the vehicle weight calculated by the weight estimation unit 38 decreases as the actual weight of the vehicle decreases. The vehicle decelerations A1 and A2 calculated based on the estimated value M increase as the estimated value M decreases. As a result, the position P3b where the application of the regenerative braking force to the vehicle is started is a position on the stop position P1 side as viewed from the current position of the vehicle, compared to the position P3 when the weight of the vehicle is relatively heavy. Similarly, the position P5b where the accelerator-off guidance of the vehicle is started is a position on the stop position P1 side as viewed from the current position of the vehicle as compared to the position P5 when the vehicle is relatively heavy. Therefore, when the actual weight of the vehicle is lighter than the standard value set in advance as the weight of the vehicle, the position where the application of the regenerative braking force to the vehicle is started, and the position where the driver starts the accelerator-off guidance for the driver. Can be set later than usual.

As described above, according to the first embodiment, the following effects can be obtained.
(1) The vehicle weight is estimated while the vehicle is running, and driving assistance of the vehicle is performed based on the support element calculated using the estimated value M. That is, driving assistance for the vehicle is performed based on the assistance element calculated in consideration of a change in the weight of the vehicle. As a result, a configuration is realized in which the vehicle speed when the vehicle reaches the target position P2 is reduced to the target speed S1 even if the vehicle weight is out of the preset standard value. Thus, the regenerative energy efficiency of the vehicle can be increased.

  (2) A support element is calculated using the calculated values of the vehicle decelerations A1 and A2 according to the estimated value M of the vehicle weight, and driving assistance of the vehicle is performed based on the calculated support element. That is, the vehicle deceleration is calculated in consideration of the change in the weight of the vehicle, and driving assistance of the vehicle is performed based on the support element calculated using the calculated values of the decelerations A1 and A2. As a result, even when the weight of the vehicle deviates from the preset standard value, when the vehicle reaches the target position P2 while maintaining the vehicle deceleration torque at the time of regenerative control of the vehicle at the standard value. A configuration for reducing the vehicle speed to the target speed S1 is realized, and the regenerative energy efficiency of the vehicle can be increased.

  (3) When the vehicle decelerates at a deceleration according to the estimated value M of the vehicle weight from the positions calculated as the positions P5, P5a, and P5b at which the accelerator-off guidance of the vehicle is started, the vehicle is moved to the target position. The speed of the vehicle when it reaches P2 becomes the target speed S1. That is, when the vehicle decelerates from the position calculated as positions P5, P5a, and P5b at which the vehicle accelerator-off guidance is started in consideration of the change in the vehicle weight, The vehicle speed at the time when reaches the target position P2 becomes the target speed S1. Therefore, when the vehicle starts decelerating at the positions P5, P5a, and P5b where the vehicle accelerator off guidance is started, the deceleration calculated in consideration of the vehicle weight is maintained at the minimum value before the increase. Even if it is done, the speed of the vehicle when the vehicle reaches the target position P2 can be set as the target speed S1. Then, when the application of the regenerative braking force to the vehicle is started in accordance with the operation of turning off the accelerator after the start of the accelerator off of the vehicle, the deceleration of the vehicle is increased during the regeneration control of the vehicle. The vehicle speed when the vehicle reaches the target position P2 can be set as the target speed S1. Therefore, even when the vehicle weight is outside the preset standard value, the vehicle deceleration torque during the regeneration control of the vehicle is maintained at the standard value while the vehicle reaches the target position P2. A configuration for reducing the vehicle speed to the target speed S1 can be realized.

  (4) According to the estimated value M of the vehicle weight by applying a standard deceleration torque to the vehicle from the positions calculated as the positions P3, P3a, and P3b at which the application of the regenerative braking force to the vehicle is started. When the vehicle decelerates due to deceleration, the vehicle speed when the vehicle reaches the target position P2 becomes the target speed S1. That is, it is calculated from the positions calculated as positions P3, P3a, and P3b at which the regenerative braking force is applied to the vehicle, by taking into account changes in the vehicle weight by applying a standard deceleration torque to the vehicle. When the vehicle decelerates due to the deceleration, the vehicle speed when the vehicle reaches the target position P2 becomes the target speed S1. Therefore, even when the weight of the vehicle deviates from the preset standard value, the vehicle deceleration torque at the time of regenerative control of the vehicle is maintained at the standard value while the vehicle reaches the target position P2. A configuration for reducing the vehicle speed to the target speed S1 can be realized.

  (5) On the condition that the reliability of the estimated value M of the vehicle is ensured, driving assistance for the vehicle is performed based on the support element calculated using the estimated value M. Therefore, when driving assistance of the vehicle is performed based on the support element calculated using the estimated value M of the vehicle weight, due to factors such as an error included in the estimated value M of the vehicle, It can be avoided that the speed of the vehicle when the vehicle reaches the target position P2 greatly deviates from the target speed S1.

  (6) By calculating the ratio of the driving force force of the vehicle to the acceleration Gx of the vehicle based on the data accumulated during the traveling of the vehicle, a configuration for estimating the weight of the vehicle during the traveling of the vehicle is easily realized. be able to.

  (7) Even if the data accumulated during the driving of the vehicle is concentrated on a specific range in the driving force force of the vehicle, the weight of the vehicle is considered in consideration of a wide range of data without being biased toward the specific range of data. An estimated value M is calculated. Therefore, the accuracy of the estimated value M of the vehicle weight calculated based on the data accumulated during the traveling of the vehicle is increased, and the regenerative energy efficiency of the vehicle can be further increased.

  (8) Since the data accumulated during the traveling of the vehicle is initialized according to the state of the vehicle, an estimated value M of the weight of the vehicle due to an error being included in a part of the accumulated data. It is possible to eliminate the state in which it is impossible to calculate accurately.

  (9) Since the accumulated data is initialized when the vehicle door is opened and closed when the vehicle is stopped, the weight of the vehicle is estimated due to an error included in a part of the accumulated data. The state where the value M cannot be calculated accurately can be eliminated.

  (10) By using the correlation coefficient of the data with respect to the approximate straight line L analyzed based on the data as a reference, it is possible to realize a configuration for calculating the reliability of the estimated value M of the vehicle weight. .

(Second Embodiment)
Next, a second embodiment of the driving support device and the driving support method will be described with reference to the drawings. The second embodiment is different from the first embodiment in that the deceleration of the vehicle is maintained at a standard value. Therefore, in the following description, a configuration that is different from the first embodiment will be mainly described, and a redundant description of a configuration that is the same as or corresponds to the first embodiment will be omitted.

  As shown in FIG. 8, in the driving support process executed by the driving support unit 35 of the present embodiment, step S210, step S211 and step S213 are steps S10, S11 and step of FIG. 6 in the first embodiment. It is the same as each process of S13.

  In step S212, when the standard value of the vehicle deceleration before and after increasing the regenerative braking force of the vehicle is Aref, the support element calculation unit 37 calculates the estimated vehicle weight M calculated in the previous step S210. The vehicle deceleration torque F3 for maintaining the vehicle deceleration at the standard value before and after increasing the regenerative braking force of the vehicle is calculated based on the following equation (6).

また同様に、ステップＳ２１４において、支援要素算出部３７は、車両の重量として予め設定された標準値を用い、車両の回生制動力を増大させる前後において車両の減速度を標準値に維持するための車両の減速トルクを演算する。

Similarly, in step S214, the support element calculation unit 37 uses a standard value set in advance as the weight of the vehicle, and maintains the vehicle deceleration at the standard value before and after increasing the regenerative braking force of the vehicle. Calculate the deceleration torque of the vehicle.

  Then, as support element calculation processing, in step S215, the support element calculation unit 37 applies regenerative braking force to the vehicle based on the deceleration torque of the vehicle calculated in the previous step S212 or step S214. The starting position P3c is calculated.

  Subsequently, as support element calculation processing, in step S216, the support element calculation unit 37 guides the driver to turn off the accelerator of the vehicle based on the deceleration torque of the vehicle calculated in step S212 or step S214. The starting position P5c is calculated.

  Thereafter, in steps S217 to S226, which are support control processes, the support control unit 42 performs the same processes as the processes in steps S17 to S26 in FIG. Based on the support elements set in step S215 and step S216, vehicle driving assistance is performed.

  Therefore, as shown in FIG. 9, in the present embodiment, the position P3c where the application of the regenerative braking force to the vehicle is started is fixed at a certain position even if the weight of the vehicle changes. Similarly, the position P5c at which the vehicle accelerator off guidance is started is fixed at a fixed position even if the weight of the vehicle changes. As a result, even if the weight of the vehicle changes, it is possible to accurately perform driving support for decelerating the vehicle to the target speed S1 when the vehicle reaches the target position P2.

Therefore, according to the second embodiment, in addition to the effects (1) and (5) to (10) of the first embodiment, the following effects can be obtained.
(11) A vehicle deceleration torque corresponding to the estimated vehicle weight M is calculated, and vehicle driving assistance is performed using the calculated deceleration torque. In other words, the deceleration torque of the vehicle is calculated in consideration of changes in the weight of the vehicle, and driving assistance of the vehicle is performed using the calculated deceleration torque. Therefore, even when the weight of the vehicle deviates from the preset standard value, the vehicle deceleration at the time of vehicle regeneration control is maintained at the standard value, and the vehicle reaches the target position P2. A configuration for decelerating the vehicle speed to the target speed S1 is realized, and the regenerative energy efficiency of the vehicle can be increased.

(Third embodiment)
Next, a third embodiment of the driving support device and the driving support method will be described with reference to the drawings. The third embodiment is different from the first embodiment in that the position for increasing the regenerative braking force applied to the vehicle is set based on the estimated value M of the vehicle weight. Therefore, in the following description, a configuration that is different from the first embodiment will be mainly described, and a redundant description of a configuration that is the same as or corresponds to the first embodiment will be omitted.

  As shown in FIG. 10, in the driving support process executed by the driving support unit 35 of the present embodiment, steps S310 to S315 are the steps S10 to S14 and S16 of FIG. 6 in the first embodiment. It is the same as the processing.

In step S317, when the driver performs an accelerator-off operation, the support element calculation unit 37 starts applying a regenerative braking force to the vehicle.
Subsequently, as support element calculation processing, in step S318, the support element calculation unit 37 regenerative braking force to be applied to the vehicle based on the deceleration of the vehicle calculated in the previous step S312 or step S314. The position P4a that increases is calculated.

  Specifically, as shown in FIG. 11, the support element calculation unit 37 firstly decelerates the vehicle weight before increasing the estimated vehicle weight M calculated in the previous step S310 and the vehicle deceleration. Is used to calculate the deceleration A1 of the vehicle before increasing the deceleration of the vehicle.

  Further, the support element calculation unit 37 uses the vehicle weight estimation value M calculated in the previous step S310 and the standard value of the vehicle deceleration torque after increasing the vehicle deceleration to reduce the vehicle. The vehicle deceleration A2 after increasing the speed is calculated.

  Further, the support element calculation unit 37 is the vehicle deceleration A1 before increasing the vehicle deceleration, and the vehicle is decelerated from the position P3d where the application of the regenerative braking force to the vehicle is started in the previous step S317. A trajectory T1 that is a temporal change in the speed of the vehicle is predicted. Further, the support element calculation unit 37 predicts a trajectory T2 that is a time change of the vehicle speed when the vehicle decelerates to the target position P2 with the vehicle deceleration A2 after increasing the vehicle deceleration. Then, the support element calculation unit 37 calculates the position corresponding to the predicted intersection of the trajectories T1 and T2 as the position P4a that increases the regenerative braking force applied to the vehicle.

  Therefore, as shown in FIG. 12, in the present embodiment, when the weight of the vehicle is heavier than the example shown in FIG. 11, the estimated value M of the vehicle weight output from the weight estimation unit 38 becomes large. As a result, the calculated values of the decelerations A1, A2 of the vehicle before and after increasing the regenerative braking force of the vehicle become smaller. As a result, the position P4b where the regenerative braking force applied to the vehicle is increased is a position opposite to the stop position P1 when viewed from the current position of the vehicle, as compared with the position P4a in the example shown in FIG. Become.

  On the other hand, as shown in FIG. 13, in the present embodiment, when the vehicle weight is lighter than in the example shown in FIG. 11, the estimated value M of the vehicle weight output from the weight estimation unit 38 becomes smaller. As a result, the calculated values of the decelerations A1, A2 of the vehicle before and after increasing the regenerative braking force of the vehicle are increased. As a result, the position P4c at which the regenerative braking force applied to the vehicle is increased is a position on the stop position P1 side as viewed from the current position of the vehicle, as compared to the position P4a in the example shown in FIG.

  Thereafter, in steps S319 to S324, which are support control processes, the support control unit 42 performs the same processes as the processes in steps S20 to S25 in FIG. Vehicle driving assistance is performed based on the assistance elements set in step S315 and step S318.

  In the present embodiment, at the time when it is determined whether or not the accelerator-off operation by the driver has been performed in step S316, the position for starting the application of the regenerative braking force to the vehicle is not set. Therefore, if it is determined that the accelerator-off operation by the driver has been performed in step S316 (step S316 = YES), the support control unit 42 has reached the position where the vehicle starts to apply the regenerative braking force. Without determining whether or not regenerative braking force is applied to the vehicle in step S317.

  In the present embodiment, in step S325, the support control unit 42 determines whether or not the vehicle has reached the target position P2. When the support control unit 42 determines that the vehicle has not reached the target position P2 (step S325 = NO), the support control unit 42 returns the process to step S316. On the other hand, if the support control unit 42 determines that the vehicle has reached the target position P2 (step S325 = YES), the accelerator-off operation by the driver is still performed even when the vehicle has reached the target position P2. Judge that it is not. And the assistance control part 42 complete | finishes a driving assistance process, without performing regeneration control as driving assistance with respect to a vehicle.

Therefore, according to the third embodiment, in addition to the effects (1) to (3) and (5) to (10) of the first embodiment, the following effect (12) is obtained. Can do.
(12) When deceleration of the vehicle is started from the time when the accelerator off operation of the vehicle is performed, the estimated value M of the vehicle weight is calculated from the positions calculated as the positions P4a, P4b, and P4c that increase the deceleration of the vehicle. If the vehicle deceleration is increased accordingly, the vehicle speed at the time when the vehicle reaches the target position P2 becomes the target speed S1. That is, when the vehicle deceleration is increased from the positions calculated as the positions P4a, P4b, and P4c at which the vehicle deceleration is increased during the regeneration control of the vehicle in consideration of the change in the vehicle weight, the vehicle The speed of the vehicle when it reaches the position P2 becomes the target speed S1. Therefore, even when the weight of the vehicle deviates from the preset standard value, the vehicle deceleration torque at the time of regenerative control of the vehicle is maintained at the standard value while the vehicle reaches the target position P2. A configuration for reducing the vehicle speed to the target speed S1 can be realized.

In addition, each said embodiment can also be implemented in the following embodiments.
In each of the above embodiments, the reliability calculation unit 40 may calculate the reliability of the estimated value M based on the magnitude of the time variation of the estimated value M of the vehicle weight. In this case, the reliability calculation unit 40 calculates a higher value as the reliability of the estimated value M as the time variation of the estimated value M of the vehicle weight is smaller. As for the estimated value M of the vehicle, it is difficult to assume that a large time change will occur unless the number of occupants of the vehicle, the number of luggage mounted on the vehicle, or the like changes. This is because it is assumed that an abnormality has occurred in some vehicle element that affects the estimation of the weight of the vehicle when the time change of the estimated value is large. In addition, the reliability calculation unit 40 may calculate the reliability of the estimated value M based on the range of the range of the driving force force of the vehicle in the history data stored in the history storage unit 39. In this case, the reliability calculation unit 40 calculates a higher value as the reliability of the estimated value M as the range of the driving force force of the vehicle in the history data is wider. This is because the longitudinal acceleration Gx of the vehicle when the range of the driving force force of the vehicle in the history data is relatively wide compared to the case where the range of the driving force force of the vehicle in the history data is relatively narrow. This is because the reliability of the estimated value M of the vehicle weight obtained from the ratio of the propulsive force force of the vehicle to is increased. Further, the reliability calculation unit 40 calculates the square value of the correlation coefficient of the average value D of the data for each area with respect to the approximate straight line L, the magnitude of the time fluctuation with respect to the estimated value M, and the driving force of the vehicle in the history data. The estimated value M of the vehicle weight may be calculated by an arithmetic expression including at least two of the area of the force range as parameters.

  In each of the above embodiments, the weight estimation unit 38 stores in the history storage unit 39 even if a signal is input from the door opening / closing sensor 17 when the vehicle is stopped, when certain conditions are satisfied. The history data that has been set may not be reset. For example, when the vehicle is traveling on a highway, the weight estimation unit 38 is a history storage unit even if a signal is input from the door opening / closing sensor 17 when the vehicle is stopped in a service area or a parking area. The history data stored in 39 may not be reset. This is because it is difficult to assume that the number of passengers of the vehicle will change even if the door of the vehicle is opened or closed in the service area or parking area when the vehicle is traveling on the expressway. This is because the estimated value M is not expected to change significantly.

  In each of the above embodiments, the weight estimation unit 38 is stored in the history storage unit 39 when a signal indicating that the opening / closing operation of the trunk of the vehicle is performed when the vehicle is stopped is input. The history data may be reset.

  In each of the above embodiments, the weight estimation unit 38 determines whether the vehicle travel time has passed a certain time, the vehicle travel distance has exceeded a certain distance, or the vehicle travel position is a preset initial position. The configuration may be such that the history data stored in the history storage unit 39 is reset when a certain distance or more is left. This is because the driving environment such as the road surface is greatly different from the presumed environment when the driving time or driving distance of the vehicle is more than a certain value or when the driving position of the vehicle is more than a certain distance from the preset initial position. This is because it is assumed to change.

  In each of the above embodiments, the weight estimation unit 38 determines that the reliability of the estimated value M of the vehicle has greatly decreased, or the reliability of the estimated value M of the vehicle is less than a predetermined threshold value. The configuration may be such that the history data stored in the history storage unit 39 is reset when this state continues for a certain period of time. This is because the history data stored in the history storage unit 39 is reduced when the reliability of the estimated value M of the vehicle is greatly reduced or when the state of being less than the predetermined threshold value continues for a certain period of time. This is because it is assumed that data including a large error is included.

  In each of the above embodiments, the driving support unit 35 may not include the reliability calculation unit 40. In this case, the support control unit 42 does not consider the reliability of the estimated value M of the vehicle weight by the weight estimating unit 38 and considers driving assistance of the vehicle based on the support element calculated using the estimated value M. I do.

  In the first and second embodiments, the vehicle driving assistance performed by the driving assistance unit 35 may not include assistance for increasing the deceleration of the vehicle.

  DESCRIPTION OF SYMBOLS 11 ... Accelerator sensor, 12 ... Brake sensor, 13 ... Acceleration sensor, 14 ... Torque sensor, 15 ... Gyro sensor, 16 ... Vehicle speed sensor, 18 ... Vehicle-mounted control apparatus, 20 ... Map information recording part, 21 ... GPS, 22 ... Vehicle-mounted Camera, 23 ... communication device, 24 ... millimeter wave radar, 28 ... accelerator actuator, 29 ... brake actuator, 30 ... storage battery, 31 ... battery actuator, 32 ... hybrid control device, 35 ... driving support unit, 36 ... stop position calculation unit , 37: support element calculation unit, 38 ... weight estimation unit, 39 ... history storage unit, 40 ... reliability calculation unit, 41 ... support determination unit, 42 ... support control unit, 43 ... HMI.

Claims (15)

A driving support device that supports driving of a vehicle while performing regenerative control that converts a regenerative load of the vehicle into electrical energy,
A weight estimation unit for estimating the weight of the vehicle while the vehicle is running;
As a support element for increasing the regenerative energy efficiency of the vehicle by decelerating the vehicle speed to the target speed when the vehicle reaches the target position just a predetermined distance from the stop position of the vehicle during the regeneration control of the vehicle, At least one support element at the time of starting the accelerator-off guidance of the vehicle, the time of starting to apply the regenerative braking force to the vehicle, and the time of increasing the deceleration of the vehicle during the regenerative control of the vehicle; A support element calculation unit for calculating using the estimated value of the weight estimation unit;
A driving support device comprising: a support control unit configured to support driving of the vehicle based on the support element calculated by the support element calculation unit. The support element calculation unit calculates the deceleration of the vehicle using the estimated value by the weight estimation unit and the standard value of the deceleration torque of the vehicle, and uses the calculated value of the vehicle deceleration to calculate the support Calculate the elements,
The driving support device according to claim 1, wherein the support control unit performs driving support of the vehicle using the calculated support element and a standard value of deceleration torque of the vehicle. The driving assistance for the vehicle includes assistance for increasing the deceleration of the vehicle during regenerative control of the vehicle,
The support element calculation unit uses the estimated value by the weight estimation unit and the standard value of the deceleration torque of the vehicle before increasing the deceleration of the vehicle before the vehicle deceleration is increased. When the vehicle is decelerated and the vehicle is decelerated to the target position by the calculated vehicle deceleration, the time point at which the vehicle decelerates is set so that the vehicle speed becomes the target speed. The driving support device according to claim 2, wherein the driving support device is calculated as a time point at which guidance is started. The driving assistance for the vehicle includes assistance for increasing the deceleration of the vehicle during regenerative control of the vehicle,
The support element calculation unit calculates the vehicle deceleration before and after increasing the vehicle deceleration using the estimated value by the weight estimation unit and the standard value of the deceleration torque of the vehicle, and calculates the vehicle A time point at which the vehicle starts to be decelerated so that the vehicle speed becomes the target speed when the vehicle decelerates to the target position at a predetermined deceleration is calculated as a time point at which the application of the regenerative braking force to the vehicle is started. Item 3. The driving support device according to Item 2. The driving assistance of the vehicle includes assistance for increasing the deceleration of the vehicle at the time of regenerative control of the vehicle while starting to apply the regenerative braking force to the vehicle at the time when the accelerator is turned off.
The support element calculation unit uses the estimated value obtained by the weight estimation unit and the standard value of the deceleration torque of the vehicle before increasing the vehicle deceleration to reduce the vehicle deceleration before and after increasing the vehicle deceleration. And a trajectory predicted as a time change of the vehicle speed when the vehicle decelerates at the deceleration of the vehicle before the increase from the time when the accelerator-off operation of the vehicle is performed, and the vehicle after the increase A time point corresponding to an intersection with a trajectory predicted as a time change of the vehicle speed when the vehicle decelerates to the target position by deceleration is a time point at which the vehicle deceleration is increased during the regeneration control of the vehicle. The driving support device according to claim 2 to calculate. The support element calculation unit calculates a deceleration torque of the vehicle for maintaining the deceleration of the vehicle at a standard value based on the estimated value by the weight estimation unit, and uses the standard value of the deceleration of the vehicle Calculating the support element;
The driving support device according to claim 1, wherein the support control unit performs driving support of the vehicle using the calculated support element and a calculated value of deceleration torque of the vehicle. A reliability calculation unit for calculating the reliability of the estimated value by the weight estimation unit;
The said assistance control part performs the driving assistance of the said vehicle based on the said assistance element calculated using the estimated value, when the reliability of the estimated value by the said weight estimation part is more than the preset threshold value. The driving support device according to any one of Items 1 to 6.   The weight estimation unit accumulates data indicating a correspondence relationship between the acceleration of the vehicle and the propulsive force of the vehicle while the vehicle is running, and the acceleration with respect to the vehicle calculated based on the accumulated data is stored. The driving support device according to any one of claims 1 to 7, wherein a driving force ratio of the vehicle is calculated as an estimated value of the weight of the vehicle.   The weight estimation unit divides the propulsive force of the vehicle into a plurality of ranges, calculates an average value of the accumulated data for each of the divided ranges, and uses the calculated average value for the acceleration of the vehicle The driving support device according to claim 8, wherein a ratio of the propulsive force of the vehicle is calculated as an estimated value of the weight of the vehicle.   The driving support device according to claim 8 or 9, wherein the weight estimation unit initializes the accumulated data according to a state of the vehicle.   The driving support device according to claim 10, wherein the weight estimation unit initializes the data when a door or a trunk of the vehicle is opened and closed when the vehicle is stopped.   When the weight estimation unit estimates the estimated value when one of the acceleration of the vehicle and the propulsive force of the vehicle is set on the horizontal axis and the other is set on the vertical axis, When the approximate function to be used is analyzed based on the accumulated data, and the correlation coefficient of the data with respect to the analyzed approximate function is relatively high, the correlation coefficient of the data with respect to the analyzed approximate function is relatively low The driving support apparatus according to any one of claims 8 to 11, wherein a higher value is calculated as the reliability of the estimated value by the weight estimation unit than in the case.   The reliability calculation unit, when the range of propulsive force of the vehicle in the accumulated data is relatively wide, compared to the case where the range of propulsive force of the vehicle in the data is relatively narrow, The driving support device according to any one of claims 8 to 12, wherein a high value is calculated as the reliability of the estimated value by the weight estimating unit.   When the time change of the estimated value by the weight estimation unit is relatively small, the reliability calculation unit compares the weight estimation with the case where the time change of the estimated value by the weight estimation unit is relatively large. The driving support device according to any one of claims 8 to 13, wherein a high value is calculated as the reliability of the estimated value by the unit. A driving support method for supporting driving of a vehicle while performing regenerative control for converting a regenerative load of the vehicle into electric energy,
A weight estimation step of estimating the weight of the vehicle while the vehicle is running;
As a support element for increasing the regenerative energy efficiency of the vehicle by decelerating the vehicle speed to the target speed when the vehicle reaches the target position that is a predetermined distance from the stop position of the vehicle during the regeneration control of the vehicle At least one support element at the time of starting the accelerator-off guidance of the vehicle, the time of starting to apply the regenerative braking force to the vehicle, and the time of increasing the deceleration of the vehicle during the regenerative control of the vehicle. A support element calculating step for calculating using the estimated value estimated in the weight estimating step;
And a support control step for supporting driving of the vehicle based on the support element calculated in the support element calculation step.

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