JP2015176280A - Drive support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive support device for performing deceleration support of a vehicle properly.SOLUTION: Information of average gradients θ(250), θ(200), θ(150), θ(100), θ(50) to a target position being a stop position from respective end parts of respective zones 1-5 which are obtained by dividing a travel route indicated with a solid line in a figure 5 (a), is acquired in advance. After the vehicle reaches the target position, if there is difference equal to or more than a regulated value, between the average gradient from a current position to the target position and the average gradients of a front side of the progress direction, among the average gradients θ(200), θ(150), θ(100), θ(50), deceleration support is not permitted. Therefore, deceleration support is not permitted until the vehicle reaches to a boundary between the zone 4 and zone 3.

Description

  The present invention relates to a driving support device that performs vehicle deceleration support.

  As this type of driving support device, as seen in Patent Document 1, for example, when the own vehicle enters the service area before the intersection, the length of the service area before the intersection and the intersection (stop position) by road-to-vehicle communication. It has been proposed to obtain information about the average slope of the. In this device, after entering the pre-intersection service area, the average gradient from the current position to the stop position is calculated based on the traveling state of the vehicle in addition to the acquired information, and the accelerator pedal is released based on this. The timing for instructing to perform (deceleration support start timing) is calculated.

WO2012 / 127568

  However, when calculating the guidance timing based on the average gradient information from the current position of the vehicle to the stop position as described above, the gradient of the road surface from the current position to the stop position changes, for example, from negative to positive. The inventors have found that the calculated timing may not be appropriate when the change is large.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a driving support device that can appropriately perform deceleration support of a vehicle.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
Technical idea 1: It is defined by a target position acquisition unit that acquires information on a target position, which is a position where vehicle deceleration ends, and an end of each section in which a travel path from the current position to the target position is divided into a plurality of sections. A gradient information acquisition unit that acquires a plurality of average gradient information of the traveling road, and a deceleration support unit that supports deceleration of the vehicle based on the average gradient information, the deceleration support unit from the current position to the target Based on the plurality of average gradient information including information on the change in the gradient of the travel path to the position, it is determined whether or not to perform the deceleration support. Support device.

  In the above apparatus, it is determined whether or not deceleration support is to be performed based on the plurality of average gradient information including information related to a change in the gradient of the travel path from the current position to the target position. For this reason, when deceleration support cannot be performed properly due to a large change in the gradient, it is possible to suppress inappropriate deceleration support from being performed. Can help.

1 is a system configuration diagram according to a first embodiment. FIG. (A) is a figure which shows the learning area concerning the embodiment, (b) is a figure which shows learning data. The flowchart which shows the procedure of the average gradient calculation process concerning the embodiment. The flowchart which shows the process sequence of the deceleration assistance concerning the embodiment. (A) And (b) is a figure which shows the effect of the embodiment. The figure which shows the propriety determination method of the execution of the deceleration assistance process of 2nd Embodiment. (A)-(c) is a figure which shows the propriety determination method of the execution of the deceleration assistance process of 3rd Embodiment.

<First Embodiment>
Hereinafter, a first embodiment of a driving assistance device will be described with reference to the drawings.
As shown in FIG. 1, the vehicle according to this embodiment includes a GPS 10, a navigation ECU 12, an acceleration sensor 14, a vehicle speed sensor 16, a display unit 18, a hybrid ECU 20, and a battery actuator 22, which communicate with each other by CAN communication. It is possible. Here, the GPS 10 is a receiver that receives a signal from a GPS (Global Positioning System) satellite. The navigation ECU 12 includes a map database 12a, identifies a current position based on a signal received by the GPS 10, and based on this identifies a current position on a map stored as data in the map database 12a. The acceleration sensor 14 is a sensor that detects acceleration based on a vehicle longitudinal force applied to the acceleration sensor 14. The vehicle speed sensor 16 is a sensor that detects the traveling speed of the vehicle, and includes, for example, a wheel speed sensor. The display unit 18 includes a display that notifies the user of visual information, a meter that shows various measurement results with needles, and the like. The hybrid ECU 20 determines the power of the vehicle based on an operation amount of an accelerator pedal (not shown) and the like, and calculates output and torque command values of an engine and a rotating machine (not shown) in order to generate this power. The output command value (or torque command value) of the engine is output to a control device (not shown) that controls the engine, and the output command value (or torque command value) of the rotating machine is controlled by the rotating machine. It is output to a control device (not shown). The battery actuator 22 is a control device that controls a battery that is a means for storing energy supplied to the rotating machine.

  The navigation ECU 12 includes a learning database 12b. The learning database 12b stores sampling values of the average slope of the road surface. Hereinafter, a method for learning the road gradient will be described.

  In FIG. 2A, the target position is a position where the vehicle stops. Here, an intersection or a temporary stop position provided with a traffic light is assumed. In FIG. 2A, the left side in the figure with respect to the target position means the rear in the traveling direction. In the present embodiment, a section between the 250 m point in the direction of travel behind the target position and the target position is referred to as a learning target section, which is referred to as a short area. Then, the short area is equally divided into a plurality of sections 1 to 5 having a length of “50 m”, and an average gradient from the end on the rear side in the traveling direction of each section to the target position is learned. That is, the average gradient θ (250) from the 250 m point to the target position, the average gradient θ (200) from the 200 m point to the target position, the average gradient θ (150) from the 150 m point to the target position, and from the 150 m point to the target position Each of the average gradient θ (100) and the average gradient θ (50) from the 50 m point to the target position is learned. In FIG. 2 (a), the lengths of the sections 1 to 5 in the horizontal direction of the paper are equally described. This is because the description is simplified for the sake of convenience. The length of each section as the traveling road is equal, and the horizontal distance is not equal.

  FIG. 2B illustrates the sampling values in the learning database 12b. FIG. 2B shows an example in which a predetermined number (here, 5 are illustrated) of sampling values of the average gradient from the end on the rear side in the traveling direction of each section to the target position are stored. Yes. Here, the number of five is due to space limitations, and may actually be four or less, or may be six or more.

  FIG. 3 shows a procedure for calculating the average gradients θ (250), θ (200), θ (150), and θ (50). This process is repeatedly executed by the navigation ECU 12 at a predetermined cycle, for example.

  In this series of processes, the navigation ECU 12 first determines whether or not the vehicle has entered the short area (S10). This processing can be performed based on road-to-vehicle communication, information in the map database 12a, and the like. When the navigation ECU 12 determines that the vehicle has entered the short area (S10: YES), the navigation ECU 12 waits until the vehicle is stopped by reaching the target point and the deceleration is completed (S12). This process can be performed based on the distance from the current point to the target position. When the target point is an intersection equipped with a traffic light, the target point may not stop, but the description of this case is omitted in the processing of FIG. Actually, when it is found that the vehicle does not stop at the target point, the series of processes shown in FIG.

  When the navigation ECU 12 determines that the deceleration is terminated by stopping the vehicle (S12: YES), the navigation ECU 12 sequentially sets each point where the average gradient is calculated in the short area (S14). Specifically, immediately after the affirmative determination is made in step S12, the navigation ECU 12 may set a point 250 m behind the target direction.

  Subsequently, the navigation ECU 12 calculates the distance between the point set in step S14 and the target position (S16). For example, in the process of step S14, when a point 250 m behind the traveling direction is set with respect to the target point, the distance is 250 m. Next, the navigation ECU 12 calculates an elevation difference between the point set in step S14 and the target point (S18). This can be executed based on, for example, the detection value of the acceleration sensor 14 and the detection value of the vehicle speed sensor 16 during traveling in a short area. That is, the gravitational acceleration applied to the vehicle can be calculated from the difference between the acceleration determined by the detection value of the acceleration sensor 14 and the acceleration determined by the detection value of the vehicle speed sensor 16, and thereby the gradient of the traveling road can be calculated. Then, the altitude difference can be calculated based on the travel distance determined from the integral value of the detection value of the vehicle speed sensor 16 and the gradient.

  Then, the navigation ECU 12 calculates an average gradient between the point set in step S14 and the target point based on the distance calculated in step S16 and the elevation difference calculated in step S18 (S20). Specifically, when the distance and the altitude difference are expressed on the same scale, the average gradient may be calculated as “100 · tan {(altitude difference) / (distance)}%”. The average gradient calculated in this way is stored in the learning database 12b as shown in FIG. 2B until the sampling number reaches the specified number.

  Subsequently, the navigation ECU 12 calculates the average gradient θ (250), θ (200), θ (150), θ (50) corresponding to the point set in step S14 (S22). This is calculated by the simple moving average process until the number of sampling values stored in the learning database 12b shown in FIG. 2B reaches the specified number. On the other hand, after the sum of the learning values stored in the learning database 12b shown in FIG. 2B reaches the specified number, the calculation is performed by the weighted average process of the previous value and the current value. Here, the resistance against noise is ensured by making the weighting coefficient of the previous value larger than the weighting coefficient of the current value. Note that when the weighted average process is performed, the learning value in the learning database 12b becomes unnecessary. For this reason, it may be deleted, but it may be stored.

  The navigation ECU 12 repeats the processes of steps S14 to S24 until the average gradients θ (250), θ (200), θ (150), and θ (50) are calculated for all sections in the short area (S24). On the other hand, the navigation ECU 12 calculates the average gradients θ (250), θ (200), θ (150), θ (50) for all the sections (S24: YES), or makes a negative determination in step S10. Terminates this series of processing.

  In the present embodiment, the learned average gradients θ (250), θ (200), θ (150), and θ (50) are used for vehicle deceleration support. Specifically, in this embodiment, as deceleration support, a process of performing notification (accelerator OFF notification) for inducing release of an accelerator pedal appropriate for reducing energy consumption is executed.

FIG. 4 shows a processing procedure for deceleration support according to the present embodiment. This process is repeatedly executed by the navigation ECU 12 and the hybrid ECU 20 at a predetermined cycle, for example.
In the series of processes shown in FIG. 4, the navigation ECU 12 first determines whether or not the vehicle has entered the short area (S30). When the navigation ECU 12 determines that the vehicle has not entered the short area (S30: NO), the series of processes shown in FIG. On the other hand, when determining that the vehicle has entered the short area (S30: YES), the navigation ECU 12 determines whether or not the current position of the vehicle is within the last section of the sections divided from the short area ( S32). In the example shown in FIG. 2A, this is processing for determining whether or not it is section 1.

  When the navigation ECU 12 determines that it is not within the last section (S32: NO), the navigation ECU 12 calculates the distance (remaining distance L) to the front end in the traveling direction in the section corresponding to the current position of the vehicle (S34). For example, in FIG. 2, when the vehicle is located 225 m backward in the traveling direction with respect to the target position, the remaining distance L in section 5 is “25 m”.

  Subsequently, the navigation ECU 12 calculates an average gradient from the current position to the target position based on the remaining distance L calculated in step S34 (S36). Specifically, the average gradient θ (back) at the end on the rear side in the traveling direction in the section corresponding to the current position, and the average gradient θ (front) on the end on the front side in the traveling direction in the section corresponding to the current position. ) And the average gradient is calculated by the following equation.

{Θ (rear)-θ (front)} · L / 50 + θ (front)
For example, in FIG. 2, the average gradient from the target position 225 m behind the target position to the target position is calculated as “{θ (250) −θ (200)} · 25/50 + θ (200)”. Even when the current position is the end of the section, the average gradient can be calculated by the above formula.

  Subsequently, the navigation ECU 12 calculates the difference between the average gradient calculated in step S36 and the average gradient at each end of the section ahead in the traveling direction from the current position (S38). For example, in FIG. 2, when it is located 225m behind the target position in the traveling direction, the average gradient calculated in step S36 and the average gradients θ (200), θ (150), θ (100), θ (50) And the difference between each and.

  Next, the navigation ECU 12 determines whether any of the differences calculated in step S38 is greater than a specified value (S40). This process is for determining whether or not deceleration support is permitted at the present time. Here, the specified value is set to a value for determining whether or not the change in the gradient of the travel path is inappropriately large for assisting the deceleration. If the navigation ECU 12 determines that nothing exceeds the specified value (S40: NO), the hybrid ECU 20 determines that the average gradient value from the current position to the target position calculated in step S36 is to be permitted to support deceleration. (S42). That is, when there is nothing exceeding the specified value, it is considered that the change in the gradient of the travel path from the current position to the target position is small. Therefore, based on the average gradient from the current position to the target position calculated in step S36. It is determined that deceleration support can be executed.

  The hybrid ECU 20 calculates the accelerator OFF notification start timing based on the average gradient value output from the navigation ECU 12 in the process of step S42, and executes the accelerator OFF notification process accordingly (S44). Here, the notification process may be performed by displaying visual information on the display unit 18. In addition, the notification start timing calculation process may be performed by using, for example, the technique described in Patent Document 1. When the target position is an intersection with a traffic light, it is determined whether or not the traffic light becomes a red signal when the vehicle reaches the target position. That's fine. Also in this case, for example, the technique described in Patent Document 1 can be used. Incidentally, when the next cycle of the series of processes shown in FIG. 4 is started before the calculated notification start timing, it is desirable to update the notification start timing by the process of step S44 in the next cycle. Note that the series of processing shown in FIG. 4 is temporarily ended when the hybrid ECU 20 completes the processing of step S44.

  On the other hand, if the navigation ECU 12 determines that there is something that exceeds the specified value (S40: YES), the series of processes shown in FIG. That is, if there is something that exceeds the above specified value, the change in the gradient of the travel path from the current position to the target position is large, so when performing deceleration support based on the average gradient from the current position to the target position, There is a possibility that deceleration support cannot be performed properly. For this reason, when there exists what becomes more than the above-mentioned regulation value, it judges with not carrying out deceleration support at the present time, and shifts to processing of Step S42 is avoided.

Next, the effect of the said embodiment is demonstrated using FIG.
The solid line in FIG. 5A indicates the shape of the traveling road, and the alternate long and short dash line indicates the average gradient. On the other hand, the solid line in FIG. 5B shows the transition of the vehicle speed when the deceleration support is performed in the present embodiment, and the broken line shows the vehicle speed when the deceleration support is performed based only on the average gradient from the current position to the target position. Shows the transition.

  As indicated by a broken line in FIG. 5B, at the point 250 m behind the target position in the traveling direction, the accelerator OFF notification start timing is based on the average gradient (0% in this case) from the same point to the target position. Is calculated, since the change in the gradient of the traveling road on the way is not taken into account, the accelerator OFF is immediately notified. For this reason, when the vehicle decelerates excessively on the subsequent uphill road, the user again steps on the accelerator pedal to make a request to increase the output of the engine or the rotary machine that is the in-vehicle motor.

  On the other hand, in this embodiment, when the vehicle is located in the section 5 or the section 4, the navigation ECU 12 makes an affirmative determination in step S40 in FIG. 4 and does not notify the accelerator OFF. Then, by reaching the end on the rear side in the traveling direction of the pair of ends of the section 3, the navigation ECU 12 makes a negative determination in step S40 in FIG. Can be done.

According to the present embodiment described above, the following effects can be obtained.
(1) When the navigation ECU 12 makes an affirmative determination in step S40 of FIG. 4, the hybrid ECU 20 does not perform deceleration support. As a result, it is possible to appropriately suppress inappropriate deceleration support due to an excessively large change in the gradient of the travel path.

  (2) In step S36, the navigation ECU 12 calculates the average gradient from the current position to the target position based on the average gradient from the end of each section into which the short area is divided to the target position. As a result, when the vehicle is located outside the end of each section, it can be determined whether or not the deceleration support is permitted based on an accurate average gradient according to the current position. This can be done at the timing. Further, in order to make the above determination based on an accurate average gradient, the control cycle of FIG. 4 is set so that the timing at which the processing in FIG. 4 is newly performed and the timing at which the vehicle reaches the end of each section coincide. There is no need to set.

  (3) The parameter used for the calculation processing of the accelerator OFF notification start timing is the average gradient from the current position to the target position. As a result, the notification start timing can be calculated without considering the change in the gradient of the travel path from the current position to the target position, so that the calculation process can be simplified.

  (4) The parameter used as an input for determining whether or not the deceleration support is permitted is the same as the parameter used in the calculation process of the accelerator OFF notification start timing. Thereby, the calculation load of the process for deceleration support can be reduced as much as possible.

<Second Embodiment>
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 6 shows the learning value of the average gradient according to the present embodiment. As shown in the figure, in the present embodiment, the average gradients θ (250-200), θ (200-150), θ (150-100), θ (100-50), θ of the sections 1 to 5 are shown. (50-0) is calculated. Here, for example, the average gradient θ (250-200) is the average gradient of the section 5. These can be calculated, for example, by calculating the height difference between the pair of end portions of the section 5 in the process of step S18 of FIG. However, the present invention is not limited to this, and the average gradient θ (250), θ (200),... Θ (50) calculated by the processing of FIG.

  In the present embodiment, deceleration support is permitted using the average gradients θ (250−200), θ (200−150), θ (150−100), θ (100−50), and θ (50−0). It is determined whether or not. Specifically, if there is a difference between the average gradient of the section corresponding to the current position and the average gradient of the section ahead in the traveling direction equal to or greater than a specified value, deceleration support at the present time is not permitted. Specifically, for example, when the current position of the vehicle is within the section 5, the average gradient θ (250-200) of the section 5 and the average gradients θ (200-150), θ (150- 100), θ (100-50), and θ (50-0), it is determined whether there is a difference that is equal to or greater than a specified value. The specified value is set to a value for determining whether or not the change in the gradient of the traveling road is inappropriately large for assisting the deceleration.

Also according to the present embodiment described above, it is possible to obtain an effect according to the effect (1) of the first embodiment.
<Third Embodiment>
Hereinafter, the third embodiment will be described with reference to the drawings with a focus on differences from the second embodiment.

  In the present embodiment, the target when the accelerator is turned off using the average gradients θ (250-200), θ (200-150), θ (150-100), θ (100-50), θ (50-0). The estimated arrival time to the position is calculated, and deceleration support is not permitted while the estimated arrival time is equal to or longer than a prescribed time described later.

FIG. 7A shows the shape of the short area travel road, FIG. 7B shows the transition of the vehicle speed, and FIG. 7C shows the estimated arrival time in each section.
Here, the predicted arrival time T5 is a value at the rear end in the traveling direction of the pair of ends of the section 5, and the predicted arrival time T4 is the rearward in the traveling direction of the pair of ends of the section 4. The value at the end. The estimated arrival time Ti (i = 1 to 5) can be calculated by the following equation using, for example, the vehicle speed V0 at the current position, the distance S from the current position to the target position, and the acceleration a of the vehicle.

S = V0 · Ti + a · Ti · Ti / 2
Here, the acceleration “a” is an acceleration generated in the traveling direction of the vehicle when power is not supplied from the in-vehicle prime mover to travel in the traveling direction due to the accelerator OFF. The acceleration a is a component of the direction of gravitational acceleration obtained from the average gradient θ (250-200), θ (200-150), θ (150-100), θ (50-0) according to the position of the vehicle. And the running resistance determined according to the vehicle speed. Here, the running resistance is a resultant force of road resistance and air resistance. If the engine brake is activated when the accelerator is OFF, the load torque due to the engine brake is further added.

In the present embodiment, the specified time that is to be compared with the estimated arrival time Ti calculated in this way is calculated by the following equation.
Specified time = (distance to target position) / [{(current vehicle speed) − (target vehicle speed)} / 2]
Here, the target vehicle speed is a vehicle speed at the end of deceleration, and is “0” in the present embodiment. The above formula calculates an appropriate time as the duration for notifying the accelerator off. That is, it can be inferred that the user's intention is to reach the target position earlier as the current vehicle speed is higher, so the specified time is shortened as the current vehicle speed is higher.

According to this embodiment described above, the following effects can be obtained.
(5) Deceleration support is not permitted while the estimated arrival time Ti is equal to or longer than the specified time. As a result, it is possible to suppress a situation in which inappropriate deceleration support is performed.

  (6) For the calculation of the estimated arrival time Ti, the average gradients θ (250-200), θ (200-150), θ (150-100), θ ( 50-0) was used. Thereby, since the change in the gradient of the travel path from the current position to the target position can be reflected in the estimated arrival time Ti, the estimated arrival time Ti can be accurately calculated.

  (7) The specified time is set to an appropriate time as the duration for notifying the accelerator off. Thereby, the situation where the continuation time which notifies accelerator OFF becomes excessively long can be suppressed suitably.

<Correspondence between technical idea and embodiment>
Hereinafter, a representative correspondence relationship between the technical idea described in the above “Means for Solving the Problems” and the embodiment will be described.

[Technical Thought 1: Target Position Information Acquisition Unit ... Step S30 and FIG. 5, Gradient Information Acquisition Unit ... S36, Average Gradient Information ... [theta] (250), [theta] (200), [theta] (50), [theta] (250-200) ), ..., deceleration support unit ... S44, "with a plurality of average gradient information as input" ... If NO in S32, proceed to S40, "determination not to support deceleration" ... YES in S40]
<Other embodiments>
Each of the above embodiments may be modified as follows.

・ "Regular time"
A method for setting an appropriate time as a duration for notifying the accelerator OFF is not limited to that exemplified in the third embodiment. For example, it may be set by a map that outputs the specified time with the distance to the target position and the current vehicle speed as inputs. Even in this case, it is desirable that the specified time be longer as the distance to the target position is longer and shorter as the current vehicle speed is higher.

  Note that the specified time is not limited to a time that is set as an appropriate time as a duration for notifying the accelerator off. For example, you may set to the arrival time at the time of drive | working the driving | running route of a fixed gradient (for example, 0%). In this case, the specified time is proportional to the distance from the current position to the target position.

・ About the gradient information acquisition unit
The average gradient information is not limited to obtaining the stored value of the process in step S22 of FIG. For example, if each of a plurality of vehicles transmits the average gradient information calculated by the process of step S20 of FIG. 3 to a center outside the vehicle, the center executes the process of step S22. The average gradient information may be acquired from the center.

  Furthermore, it is not restricted to what is calculated by the process of FIG. Even if there is a device for accumulating information on the average slope of the road surface measured by some method, the average slope information can be obtained by accessing the device even if it is not related to the traveling of the vehicle.

・ "Method for determining whether to allow deceleration support"
In the first embodiment, for example, instead of determining whether to allow deceleration support based on the difference between the average gradient from the current position and the average gradient at each point ahead in the traveling direction, the average gradient θ Whether or not deceleration support is permitted may be determined based on the difference between (50) and the average gradient ahead of the traveling direction and the current position. In this case, for example, when the current position is within the section 5 in FIG. 2A, the average gradient θ (50), the average gradient calculated in step S36, and the average gradients θ (200), θ (150), Based on the difference with each of θ (100), it is determined whether or not deceleration support is permitted.

  In the second embodiment, instead of comparing the average gradient of the section corresponding to the current position and the average gradient of the section ahead of the traveling direction, the average gradient of section 1 and the average gradient of the section ahead of the traveling direction are compared. May be compared. Further, for example, the average gradient of the section corresponding to the current position may be the average gradient from the current position to the front end in the traveling direction of the corresponding section.

・ About the deceleration support department
The accelerator OFF notification method is not limited to using visual information, and may use, for example, auditory information.

  The deceleration support unit is not limited to executing a process of notifying the user of accelerator OFF. For example, a process of reducing the ratio of the output of the vehicle-mounted prime mover connected to the driving wheel with respect to the operation amount of the accelerator pedal may be executed.

・ About the target position
It is not limited to intersections with traffic lights or points where a stop line is drawn. For example, a point where traffic congestion starts may be set as a target position based on traffic congestion information obtained by acquiring road traffic information.

  Moreover, it is not restricted to the position where a vehicle stops. For example, the end point of deceleration obtained by learning the user's driving behavior may be used. Here, the deceleration end point is, for example, a learned value at a point where the vehicle is decelerated to the minimum speed (> 0) when the vehicle enters a curve or when the vehicle turns right or left. The end point of this deceleration can be specified by the navigation ECU 12 as, for example, latitude information and longitude information. In addition, when a shift | offset | difference arises between several sampling values of the point used as the minimum speed, what is necessary is just to define those moving average process values etc. as a single deceleration end point.

  In this case, the processing in FIG. 3 may be performed after a certain number of samplings are secured and the end point of deceleration is determined based on these sampling values. When the number of samplings is less than the specified number, which is an integer of 1 or more, the point at which the vehicle speed becomes the minimum value and the minimum value are stored based on the time-series data of the detected vehicle speed at the time of entering the curve or turning right or left The target position and the short area may be set by calculating the end point of deceleration based on this process. When the target position is set based on the learning of the user's driving behavior, the process of updating the deceleration end point is executed based on the new sampling value even when the process of FIG. 3 is executed. May be. For example, the deceleration end point may be updated based on the weighted average processing value between the current deceleration end point and the point at which the vehicle speed becomes the minimum value due to the current sampling value. At this time, the weighting coefficient for the current deceleration end point is set larger than the weighting coefficient for the point where the minimum value is obtained.

  Incidentally, in this case, the vehicle speed at the end point of deceleration may be used as the target vehicle speed used for calculating the approach time in the third embodiment. As for this vehicle speed, when there is a difference between a plurality of sampling values, a moving average processing value of the plurality of sampling values may be used as the final vehicle speed.

・ "Definition of short area"
The short area that is the maximum value of the distance between the start point of deceleration support and the target position is not limited to the area between the target position and a point 250 m behind the target position in the traveling direction. However, it is desirable from the viewpoint of reducing energy consumption to appropriately set a value of “200 to 350 m” as an end portion behind the target position in the short area in the traveling direction.

・ "Short Area Division Method"
The interval is not limited to “50 m” and may be set as appropriate within a range of “10 to 100 m”, for example. Further, the interval is not limited to dividing the section at equal intervals. For example, the interval may be shortened as the distance from the target position increases.

·"others"
The vehicle is not limited to a hybrid vehicle. For example, the vehicle-mounted prime mover mechanically coupled to the drive wheels may be a vehicle having only an internal combustion engine, or a so-called electric vehicle in which the input of the vehicle-mounted prime mover is only electric energy.

  DESCRIPTION OF SYMBOLS 10 ... GPS, 12 ... Navi ECU, 12a ... Map database, 12b ... Learning database, 14 ... Acceleration sensor, 16 ... Vehicle speed sensor, 18 ... Display part, 20 ... Hybrid ECU, 22 ... Battery actuator.

Claims (1)

A target position acquisition unit that acquires information about the target position, which is a position at which the vehicle ends deceleration,
A gradient information acquisition unit for acquiring a plurality of average gradient information of the traveling path defined by an end of each section in which a traveling path from a current position to a target position is divided into a plurality of sections;
A deceleration support unit that performs vehicle deceleration support based on the average gradient information,
The deceleration support unit determines whether or not to perform the deceleration support based on the plurality of average gradient information including information related to a change in the gradient of the travel path from the current position to the target position. A driving support device that does not execute the deceleration support when the operation is performed.