JP2018180737A - Driving support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device for setting an inter-vehicle distance corresponding to a vehicle speed to a safety distance.SOLUTION: An acquisition section acquires traffic result data including a travel frequency where a driver of another vehicle traveling in the periphery of an own vehicle drives on a peripheral road including a current position of the own vehicle (S2). A determination section refers to the traffic result data acquired by the acquisition section, so as to determine a degree of familiarity to express a degree of familiarity of the driver of the other vehicle in driving on the peripheral road, on the basis of a frequency of driving of the driver of the other vehicle on a first road where the own vehicle travels in the peripheral road and a frequency of driving of the driver of the other vehicle on a second road other than the first road in the peripheral road (S3). A setting section sets a target inter-vehicle distance from the other vehicle to be longer than a predetermined distance as a degree of familiarity determined by the determination section is lower (S4). A brake section 26 controls braking of the own vehicle so as to achieve the target inter-vehicle distance (S6).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a driving support device that supports safe driving based on information on other vehicles traveling around the vehicle.

  Conventionally, the user is unfamiliar with the traveling area by transmitting the vehicle position information to other vehicles according to the driving habit degree determined based on the information on the vehicle position and the registration number information of the vehicle or the address information of the driver. There is known an on-vehicle communication device which realizes driving with high safety by causing the driver of another vehicle to recognize the presence of a good driver (for example, Patent Document 1).

  Also, as a technology for determining a safe inter-vehicle distance and automatically driving, it analyzes driving technical information on a driver's driving technology, and determines parameters for controlling the automatic driving based on the analysis result, for example, an automatic for determining the inter-vehicle distance Driving devices and automatic driving systems are known (e.g., Patent Document 2).

  As a technology for determining whether the inter-vehicle distance is safe, information on the inter-vehicle distance linked to the conditions affecting the driving and the conditions is acquired from the traveling history database, and based on the acquired information, the current traveling state is An inter-vehicle distance alarm system is known that determines a corresponding standard inter-vehicle distance and warns based on the determined standard inter-vehicle distance (for example, Patent Document 3).

  As a technique for determining the user's familiarity or inexperience, there is known a car navigation device which determines the familiarity or inexperience of the user to the route to the searched destination and changes the level of detail of the guidance information about the route ( For example, Patent Document 4).

Unexamined-Japanese-Patent No. 2010-282522 JP, 2016-215658, A JP, 2000-331297, A JP, 2008-122196, A

  However, in the on-vehicle communication device described in Patent Document 1, the relationship between the registration number information of the vehicle and the information of the traveling area is not necessarily the same or the same. For this reason, although there is no need to recognize other vehicles, the vehicle position information may be transmitted to the other vehicles in the traveling area. In addition, when the driver of the vehicle is a person who does not usually drive, when the registered number information of the own vehicle or the address information of the driver and the information of the traveling area are the same or similar, recognition to other vehicles is necessary. Even though there is a case, the vehicle position information may not be transmitted to other vehicles. Furthermore, just notifying the presence of an unfamiliar vehicle may not know specifically how to deal with it, and as a result, there is a risk of impairing the safe travelability. Therefore, the conventional device has room for improvement in terms of improving information for supporting safe driving.

  The present invention provides a driving assistance apparatus that supports safe driving by setting the inter-vehicle distance to another vehicle to a safe distance based on the degree of familiarity of drivers of other vehicles traveling around the vehicle. The purpose is

  In order to achieve the above object, in a driving support device for supporting driving of a vehicle, the driver of another vehicle traveling in the vicinity of the vehicle includes the frequency of driving the surrounding road including the current position of the vehicle. The frequency at which the driver of another vehicle drove the first road on which the vehicle travels on the surrounding road with reference to the acquisition unit for acquiring passage data and the passage data acquired by the acquisition unit The familiarity indicating the degree to which the driver of the other vehicle is used to drive the surrounding road based on the frequency at which the driver of the other vehicle drives the second road other than the first road in the surrounding road The lower the degree of familiarity determined by the determination unit that determines the degree and the determination unit, the predetermined target inter-vehicle distance is a target value of the inter-vehicle distance with the other vehicle according to the vehicle speed of the vehicle With setting part to set longer than distance of It is characterized in that a control unit for controlling the braking of the vehicle such that the target following distance set by the setting unit.

  According to the invention, the driver of the other vehicle travels the first road on which the vehicle travels among the surrounding roads including the current position of the vehicle, and the degree of familiarity of the driver of the other vehicle traveling around the vehicle It is determined based on the frequency of driving and the frequency at which drivers of other vehicles drove the second road other than the first road among the surrounding roads. As a result, in the driving assistance device of the present invention, the reliability of the determination of the degree of familiarity of the driver of another vehicle is improved. Therefore, the inter-vehicle distance according to the vehicle speed can be reliably set to a safe distance. Thus, safe driving support can be further improved.

It is explanatory drawing which shows an example of the information gathering system using the driving assistance device of this invention. It is a block diagram showing an example of each part which constitutes driving support device. It is a flowchart which shows an example of the operation | movement procedure of a driving assistance device. It is an explanatory view showing roughly an example of a passage record map. It is explanatory drawing which shows an example of the relationship between the frequency | count of driving | running | working of the present driving path, the frequency | count of driving | running | working of a surrounding road, and the degree of habituation. It is an explanatory view showing an example which materialized judgment of the degree of familiarity. It is explanatory drawing which shows an example of the relationship between a degree of familiarity, a target inter-vehicle distance, and a target vehicle speed. It is explanatory drawing which shows the example in which the inter-vehicle distance between the own vehicle and the other vehicle was shrunk. 5 is a time chart showing an example of an inter-vehicle distance, a vehicle speed, and a relative acceleration when the host vehicle is decelerated. 5 is a flowchart illustrating an example of a procedure of braking control in an HV vehicle or an EV vehicle. It is a flowchart which shows an example of the procedure of the damping | braking control in a normal engine mounting vehicle.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an example of an information collecting system 1 using the driving support device of the present invention. As shown in FIG. 1, the information collection system 1 includes a plurality of vehicles 2a, 2b,..., 2n (hereinafter collectively referred to as "vehicle 2"), a public network 3, a Internet 4, and a data analyzer 5, the data acquisition device 6 and the data storage device 7 are provided.

  The vehicle 2 has automatic driving devices 8a, 8b, ..., 8n (hereinafter collectively referred to as the automatic driving device 8), and there is no operation of the driver sitting at the driver's seat or at the time of unmanned operation It is possible to switch between automatic driving that can be driven and manual driving that is driven by the operation of the driver. During automatic driving, the vehicle 2 is capable of traveling in a row forming a formation with other vehicles, or traveling alone without forming a formation with other vehicles.

  The vehicle 2 is a driving assistance device 9a, 9b that assists the driving so that the inter-vehicle distance to another vehicle is a safe distance based on the information on the other vehicle traveling around the own vehicle at the time of manual driving or automatic driving. , 9n (hereinafter collectively referred to as the driving support device 9).

  The driving support device 9 is a degree of familiarity indicating whether the driver of another vehicle traveling around the vehicle is used to drive the surrounding road including the current position of the vehicle during automatic driving and manual driving. Is lower, the target inter-vehicle distance set in accordance with the vehicle speed is set longer than a predetermined distance determined in advance. The target inter-vehicle distance is a target value of the inter-vehicle distance between other vehicles. Specifically, the vehicle 2 is provided with automatic brake control that automatically generates the pedaling force of the brake pedal, and when the inter-vehicle distance between other vehicles is shorter than the target inter-vehicle distance set based on the degree of familiarity, Automatic brake control is performed to achieve the target inter-vehicle distance.

  The driving support device 9 has communication units 10a, 10b,..., 10n (hereinafter, referred to collectively as the communication unit 10 when collectively referred to) for acquiring information on other vehicles. The communication unit 10 exchanges data with the data analysis device 5 connected to the Internet network 4. In the Internet network 4, while the vehicle 2 is traveling or stopped, base stations 11 a, 11 b,..., 11 n connected to the public network 3 (hereinafter collectively referred to as a base station 11 in a generic manner) Connecting. The plurality of base stations 11 have different communicable ranges. The communication unit 10 appropriately selects the base station 11 in the communicable range of the plurality of base stations 11 and performs connection processing.

  The data collection device 6 stores in the data storage device 7 the information transmitted from each vehicle 2 at predetermined time intervals. The information transmitted from each vehicle 2 is, for example, information on the vehicle 2 including the information described in automobile vehicle verification, information to specify the driver including the driver's biometric information, position and speed of the vehicle 2, traveling condition, The information of the travel route of the vehicle 2 is included. The data collection device 6 collects such information after anonymizing it.

  The information collected by the data collection device 6 includes not only the information sent from each vehicle 2 but also, for example, the latest map information sent from a local government or company, the latest traffic volume map, and the ETC (highway) It includes entrance passage information and exit passage information of toll roads such as Electronic Toll Collection System information. Therefore, the information stored by the data storage device 7 is not only large in amount but also high in real time.

  The data analysis device 5 refers to data stored in large amounts in the data storage device 7 based on the information requested from the vehicle 2, for example, processes the traffic result map, and generates the traffic result map processed as a request source Provided to the vehicle 2. For processing, for example, information related to the requested information is poured out from the data stored in the data storage device 7, and the correlation or pattern between items hidden in the poured out data is analyzed and the related information is Look for and convert the relevant information into a form corresponding to the requested information. The traffic result map includes, for example, information on the frequency at which drivers of other vehicles traveling around the vehicle drive the surrounding road including the current position of the vehicle using the other vehicle. The passage result map is an example of the passage result data in the embodiment of the present invention. The surrounding road is a predetermined range including the current position of the vehicle, for example, a range of 5 km radius around the current position of the vehicle. Here, the data analysis device 5 may use a traffic result map or the like as a result of analysis by a request of a third party vehicle. In the example shown in FIG. 1, the data analysis device 5, the data collection device 6, and the data storage device 7 are described as being individually connected to the Internet 4. However, the present invention is not limited to this. At least one of the analysis device 5 and the data acquisition device 6 may be connected to the data storage device 7.

  FIG. 2 shows an example of each part which comprises the driving assistance device 9. As shown in FIG. As shown in FIG. 2, in addition to the communication unit 10 described above, the driving assistance apparatus 9 includes an inter-vehicle communication unit 17, a positioning unit 18, a setting unit 19, a storage unit 20, a determination unit 21, a vehicle information storage unit 22, and driving. An occupant detection unit 23, a CPU 24, an acquisition unit 25, a braking unit 26, an other vehicle identification unit 30, a vehicle speed detection unit 32, and an inter-vehicle distance detection unit 33 are provided. The CPU 24 executes an operation based on a program stored in advance in the storage unit 20.

  The inter-vehicle communication unit 17 performs wireless communication directly between the own vehicle and another vehicle. That is, bidirectional communication is performed between vehicles at predetermined time intervals. The information transmitted and received in the two-way communication includes information on the driver, the current position, the target acceleration, the target velocity, the current acceleration, the current vehicle speed, and the like. Note that the inter-vehicle communication unit 17 is not limited to establishing wireless communication directly with other vehicles, for example, via the public network 3 or the Internet 4 connected via the base station 11 Wireless communication may be established indirectly.

  The positioning unit 18 includes a GPS (Global Positioning System) receiving unit (not shown), a gyro sensor, and an acceleration sensor, and the position of the vehicle is determined based on GPS signals transmitted from GPS satellites and signals obtained from the gyro sensor and acceleration sensor. Calculate the current value.

  The storage unit 20 stores, in advance, programs and parameters for executing each process, data received by the communication unit 10, data to be transmitted, information to be communicated by the inter-vehicle communication unit 17, and acquired information. Remember.

  The host vehicle information storage unit 22 stores, in advance, information on the vehicle 2 described in the vehicle verification of the host vehicle. The host vehicle information storage unit 22 may be omitted, and information on the vehicle 2 may be stored in the storage unit 20.

  The driver detection unit 23 includes a face detection unit 28 and a driver identification unit 29, and detects information related to the driver who is currently seated at the driver's seat. The face detection unit 28 detects a driver's face image based on, for example, imaging data obtained from a camera mounted in a car. The driver identification unit 29 is a driver whose face image matches or has a high matching degree out of a plurality of face images registered in advance in the storage unit 20 based on the face image detected by the face detection unit 28. Identify as

  The other vehicle identification unit 30 acquires, for example, information on another vehicle traveling around the vehicle via the inter-vehicle communication unit 17. The information on the other vehicle includes the information on the vehicle 2 described in the vehicle verification of the other vehicle, and the biometric information and identification information of the driver of the other vehicle.

  The other vehicle identification unit 30 is provided with an imaging unit for imaging another vehicle traveling around the vehicle, and the vehicle registration is shifted to the image of the vehicle 2 based on the image of the vehicle 2 imaged by the imaging unit The number mark may be read by image recognition processing, and the read car registration number mark may be inquired of the data analysis device 5 to specify another car.

  The acquisition unit 25 provides the data analysis device 5 with information on other vehicles via the communication unit 10, thereby acquiring the traffic record map provided by the data analysis device 5.

  The determination unit 21 drives the road included in the predetermined range centered on the current position of the own vehicle using the other vehicle based on the traffic result map acquired by the acquisition unit 25. Determine the degree of familiarity that indicates whether you are used to it.

  The setting unit 19 sets a target inter-vehicle distance to another vehicle longer than a predetermined distance determined in advance as the degree of familiarity determined by the determination unit 21 is lower.

  The vehicle speed detection unit 32 detects the vehicle speed of the vehicle. The inter-vehicle distance detection unit 33 includes, for example, at least one of a laser radar, a millimeter wave radar, and a camera, detects the presence of other vehicles traveling around the vehicle, and detects other vehicles traveling around the vehicle. If it exists, the inter-vehicle distance between the vehicle and another vehicle is detected. Other vehicles traveling around the vehicle here, for example, when the vehicle is traveling on a road with one lane, a vehicle traveling ahead of the vehicle (forward vehicle), and a vehicle with a plurality of lanes In the case of traveling, it includes vehicles (diagonally forward vehicles) traveling ahead of the host vehicle and in the adjacent lane of the host vehicle.

  When the target inter-vehicle distance is set to be longer than a predetermined distance, the braking unit 26 automatically performs the inter-vehicle distance based on information obtained from the vehicle speed detection unit 32 and the inter-vehicle distance detection unit 33. Execute brake control. The braking unit 26 is an example of a control unit in the embodiment of the present invention.

  FIG. 3 shows an example of the operation procedure of the driving support device 9. As shown in FIG. 3, the driver of another vehicle is recognized in step S1. That is, in step S1, the other vehicle identification unit 30 acquires, via the inter-vehicle communication unit 17, information related to other vehicles traveling around the vehicle, that is, information related to drivers of other vehicles.

  At step S2, driving histories of drivers of other vehicles are read. That is, based on the information on the driver of the other vehicle, the traffic result map provided from the data analysis device 5 is acquired via the communication unit 10. The traffic result map is a map in which the frequency at which drivers of other vehicles drive the surrounding road using other vehicles is recorded. This passing record map is information of a predetermined range including the current position of the vehicle.

  At step S3, the degree of familiarity of the driver is estimated. That is, with reference to the traffic result map, the determination unit 21 refers to the traffic result map, the frequency at which the driver of the other vehicle drives the first road on which the host vehicle travels among the surrounding roads, and the second road other than the first road Based on the frequency at which the driver of the vehicle driven, the familiarity degree indicating whether the driver of the other vehicle is used to drive the road included in the predetermined range is determined. Here, as the surrounding roads, that is, the first road and the second road, it is desirable to select a road having a predetermined width or more on the map information, for example, a road having a width of 4 m or more or 6 m or more. That is, while driving on a road less than a predetermined width, the driving support device 9 may be set so as not to operate. The second road may have multiple roads.

  In addition, although the determination part 21 mentioned above has determined whether the driver of the other vehicle is used to drive the surrounding road using the other vehicle, the driver of the other vehicle is not limited to this. It may be determined whether you are used to driving the surrounding road without limiting to the use of other vehicles. In this case, it is sufficient to acquire a traffic result map in which the frequency at which the driver of another vehicle drove the surrounding road without limiting the vehicle is recorded.

  In step S4, the setting unit 19 sets a target inter-vehicle distance and a target vehicle speed based on the familiarity degree determined by the determination unit 21.

  In step S5, the setting unit 19 calculates the deceleration necessary for the vehicle based on the target inter-vehicle distance and the target vehicle speed.

  At step S6, the braking unit 26 controls the braking of the vehicle 2 based on the necessary deceleration calculated at step S5.

  FIG. 4 schematically illustrates an example of a passing result map. In the example shown in FIG. 4, the main roads 41, the sub first road 42 and the sub second road 43 are the surrounding roads included in the predetermined range 40 centered on the current position of the vehicle 44, and the vehicle 44 is the main road It indicates that the vehicle 41 is traveling and the other vehicle 45 is traveling ahead of the vehicle 44. The main road 41 is an example of the first road in the embodiment of the present invention. The sub first road 42 and the sub second road 43 are examples of the second road in the embodiment of the present invention.

  FIG. 4A schematically shows a traffic result map when there is no or small frequency (the number of times) that the driver of the other vehicle has driven the surrounding road using the other vehicle. In this case, as shown in the figure, lines representing the main road 41, the sub first road 42 and the sub second road 43 appear thin. In this case, the determination unit 21 determines that the degree of familiarity is "low".

  FIG. 4B schematically shows a traffic result map in the case where the driver of another vehicle drives the surrounding road using the other vehicle at a medium frequency, for example, three to four times. In the case of the example shown in FIG. 4B, a road different from the main road 41 shown in FIG. 4A is the main road 41. And in the case of this example, there is no frequency at which the driver of the other vehicle drove the main road 41 using the other vehicle, and the frequency at which the driver of the other vehicle drove the other sub first road 42 is It is a moderate case. Therefore, in FIG. 4B, the line representing the sub first road 42 is thick, and the lines representing the sub first road 42 and the sub second road 43 appear relatively thin. In this case, the determination unit 21 determines that the familiarity level is "medium".

  FIG. 4C schematically illustrates a traffic result map in the case of, for example, five or more times when the driver of another vehicle drives the main road 41 frequently using the other vehicle. In the case of this example, the driver of another vehicle drives only the main road 41 frequently, and the line representing the main road 41 is thick and the sub first road 42 and the sub second road 43 The lines representing appear relatively thin. In this case, the determination unit 21 determines that the degree of familiarity is "high".

  FIG. 4D shows another example of the case where the driver of another vehicle frequently drives the surrounding road using the other vehicle. In the case of this example, there is a case where the driver of another vehicle frequently drives all the roads around the main road 41, the sub first road 42 and the sub second road 43, and the main road 41, the sub first Lines representing the road 42 and the sub second road 43 appear thick. In this case, the determination unit 21 determines that the degree of familiarity is "high".

  FIG. 5 is an explanatory view showing an example of the relationship between the number of travels on the current travel path, the number of travels on the peripheral road, and the degree of familiarity. The horizontal axis shown in FIG. 5 is the number of travels on the current travel path, and the vertical axis is the number of travels on the peripheral path. The number of times of travel on the current travel path is the frequency at which the driver of another vehicle drove the road on which the vehicle is currently traveling using the other vehicle. The number of times of traveling on the surrounding road is the frequency at which the driver of the other vehicle used the other vehicle to drive the other road other than the road on which the own vehicle is currently traveling. When the number of travels on the current travel path is "low", for example, the travel frequency corresponds to 0 to 2 times, and in the case of "medium", for example, the travel frequency is 3 to 4 times. In the case where the number of travels on the current travel path is "many", for example, the travel frequency is five or more.

  As shown in FIG. 5, the area showing the degree of familiarity is divided into three stages of a first area 50, a second area 51 and a third area 52 by a first partition line 48 and a second partition line 49. The first area 50 is an area where the degree of familiarity is determined to be “low”. The second area 51 is an area where the familiarity degree is determined to be "medium". The third area 52 is an area determined to have a high degree of familiarity. In the embodiment shown in the figure, the first partition line 48 and the second partition line 49 are set so that the degree of familiarity is low when the number of travels on the current road is small even if the number of travels on the peripheral road is large. ing.

  Note that, as a parameter for determining the degree of familiarity, a traveling distance or a total route distance may be used instead of the number of times of traveling on the surrounding road. That is, the degree of familiarity may be determined based on the travel distance or the total route distance and the number of travel of the current travel path. The distance traveled or the total route distance is the distance traveled by the driver of another vehicle driving another vehicle on a road different from the road on which the vehicle is currently traveling, or the vehicle among the surrounding roads is currently It is the total distance traveled by the driver of the other vehicle while driving the other road different from the road on which the vehicle is traveling. The distance information may be acquired from the data analysis device 5 by the acquisition unit 25.

  FIG. 6 is an explanatory view showing an example in which the determination of the familiarity level shown in FIG. 5 is embodied. The degree of familiarity of the planned road on which the vehicle is traveling is the degree of familiarity corresponding to the number of times of traveling on the current traveling path, that is, is the driver of the other vehicle accustomed to drive using the other vehicle Is a degree of familiarity that represents The degree of familiarity of the surrounding roads is the degree of familiarity corresponding to the number of times of traveling on the surrounding roads, that is, the driver of another vehicle is used to drive using another vehicle on another road different from the road the vehicle currently travels The degree of familiarity that represents In this example, the determination unit 21 determines the total familiarity based on the familiarity of the vehicle travel planned road and the familiarity of the peripheral roads. The total degree of familiarity is a degree of familiarity indicating whether the driver of another vehicle is used to drive the surrounding road using another vehicle.

  As shown in FIG. 6, when the familiarity degree of the planned traveling road is "high" and the familiarity degree of the surrounding roads is "high" (in the case of high / high), the total familiarity degree is "high" It is determined that When the familiarity degree of the own vehicle traveling planned road is "high" and the familiarity degree of the peripheral roads is "low" (in the case of high / low), the total familiarity degree is judged as "medium". When the familiarity degree of the own vehicle traveling planned road is "low" and the familiarity degree of the surrounding roads is "high" (in the case of low / high), the total familiarity degree is determined as "medium". When the familiarity degree of the own vehicle traveling planned road is "low" and the familiarity degree of the peripheral roads is "low" (in the case of low / low), the total familiarity degree is determined as "low".

  In addition, the number of times of travel on the current travel path and the number of times of travel on the peripheral road may be quantified, and the total familiarity may be calculated by a formula. An example of the calculation formula is shown in the following formula (1).

Total familiarity level = X + Y formula (1)
“X” in the equation (1) is the traveling frequency of the current traveling path shown in FIG. 5, that is, the vehicle traveled by the driver of the other vehicle driving the other vehicle on the road currently traveled by the vehicle Represents the travel frequency of the road. “Y” represents the number of travels of the peripheral road shown in FIG. 5, that is, the number of times the driver of the other vehicle drives the other vehicle and travels on another road different from the road on which the own vehicle currently travels. Note that, as “Y”, instead of the number of travels of the peripheral road, the travel distance or the total route distance described above may be used. In this case, for example, in the predetermined range 40 shown in FIG. 4, the road length of the main road 41 is “41 a”, the road length of the sub first road 42 is “42 a”, and the road length of the sub second road 43 is "43a" (each unit is "Km"), and the driver of another car drives another car and travels the main road 41 five times and the sub first road 42 three times , And when the number of travels on the sub second road 43 is one, the number of travels on the surrounding road may be obtained from the equation (2) shown below.

Y = (41a x 5 (times) + 42a x 3 (times) + 43a x 1 (times)) / ((41a + 42a + 43a) x threshold value) Formula (2)
In addition, the threshold value of Formula (2) is a predetermined maximum number of travel times, and may be, for example, "5 (times)".

  FIG. 7 is an explanatory view showing an example of the relationship between the degree of familiarity, the target inter-vehicle distance, and the target vehicle speed. The left vertical axis in FIG. 7 indicates the target inter-vehicle distance, and the right side indicates the target vehicle speed. The horizontal axis represents the degree of habituation (total degree of habituation). The solid line indicated by reference numeral 61 indicates the target inter-vehicle distance, and the dotted line indicated by reference numeral 62 indicates the target vehicle speed. As shown in FIG. 7, when the degree of familiarity is "low", the first inter-vehicle distance is longer than the currently set inter-vehicle distance (reference numeral 61a shown in the figure), and the target vehicle speed is the current vehicle speed. The first vehicle speed (reference numeral 62a), which is slower than the first vehicle speed, is set. When the degree of familiarity is "high", the second inter-vehicle distance (reference numeral 61b) in which the target inter-vehicle distance is shorter than the currently set inter-vehicle distance, and the second vehicle speed (reference numeral 62b) in which the target vehicle speed is faster than the current vehicle speed Set to). When the familiarity degree is "medium", the target inter-vehicle distance is a third distance (reference numeral 61c) between the first distance and the second distance, and the target vehicle speed is the first vehicle speed and the second vehicle speed. It is set to the 3rd vehicle speed (code 62c) which is the vehicle speed between.

  FIG. 8 is an explanatory view showing an example in which the inter-vehicle distance between the own vehicle and the other vehicle is reduced. In FIG. 8, the third vehicle (not shown) interrupts the front of the other vehicle 45 at time t0, and the inter-vehicle distance between the other vehicle 45 and the vehicle 44 is reduced to “d0”. Show. In this case, the driving support device 9 of the vehicle 44 controls the braking unit 26 to increase the distance between the other vehicle 45 'and the vehicle 44 to "d1" at time t1. The code "v1" represents the speed of the other vehicle 45, and the code "v2" represents the speed of the vehicle 44.

  FIG. 9 is a time chart showing an example of the inter-vehicle distance, the vehicle speed, and the relative acceleration when the host vehicle is decelerated. In FIG. 9A, the vertical axis indicates the inter-vehicle distance, and the horizontal axis indicates time. The inter-vehicle distance d1 and the inter-vehicle distance d0 correspond to the inter-vehicle distance d1 and the inter-vehicle distance d0 shown in FIG. The code | symbol 65 shown in FIG. 9 shows the inter-vehicle distance when the familiarity degree is "low", and the code | symbol 66 shows the inter-vehicle distance when the familiarity degree is "high". As shown in FIG. 9, at time t0, the third vehicle interrupts the other vehicle 45 in front of the other hand 45 and the inter-vehicle distance between the other vehicle 45 and the vehicle 44 is reduced to “d0” (the same Reference 68). At this time, the braking unit 26 of the vehicle 44 executes braking control to widen the inter-vehicle distance. At time t1, the inter-vehicle distance d1 is obtained when the degree of familiarity is "high", and the inter-vehicle distance d1 'is obtained when the degree of familiarity is "low". The inter-vehicle distance d1 is longer than the inter-vehicle distance d1 '. That is, when the degree of familiarity is "low", the braking force per unit time is operated more strongly than when the degree of familiarity is "high", and the inter-vehicle distance is lengthened.

  In FIG. 9 (B), the vertical axis indicates the vehicle speed, and the horizontal axis indicates the time. The time shown in FIG. 9 (B) corresponds to the time shown in FIG. 9 (A). The reference numeral 69 shown in FIG. 9B indicates the vehicle speed v1 of the other vehicle 45, and the reference numeral 70 indicates the vehicle speed v2 of the own vehicle 44. As shown in FIG. 9B, at time t0, the vehicle speed of the other vehicle 45 is "v10", and the vehicle speed of the vehicle 44 is "v20". The differential vehicle speed between the two vehicles at time t0 is “Δv0”, and at this time, the automatic brake control by the braking unit 26 is executed. The automatic brake control is control in which the braking force becomes stronger gradually. At time t1, the vehicle speed v2 of the vehicle 44 becomes the minimum speed due to the gradually increasing braking force. Thereafter, the braking force of the automatic brake control is gradually released, and the vehicle speed v10 of the vehicle 44 becomes substantially the same as the vehicle speed v20 of the other vehicle 45 at time t2 after a predetermined time has elapsed from time t1.

  In FIG. 9C, the vertical axis indicates relative acceleration, and the horizontal axis indicates time. The relative acceleration is the relative acceleration of the vehicle 44 relative to the other vehicle 45. The time shown in FIG. 9 (C) corresponds to the time shown in FIG. 9 (A) and FIG. 9 (B). As shown in FIG. 9C, the braking unit 26 controls the braking force so that the relative acceleration becomes the target acceleration a2 at time t1. Then, the braking force is gradually released so that the relative acceleration becomes zero at time t1. As described above, in order to set the inter-vehicle distance d0 to the target inter-vehicle distance d1 from time t0 to time t1, it is necessary to calculate the target acceleration a2. The target acceleration a2 can be obtained by calculating a necessary deceleration (-a (negative acceleration)) for making the target inter-vehicle distance d1 from time t0 to time t1. The instantaneous target acceleration a2 of the vehicle 44 is calculated based on the difference vehicle speed Δv0 at the time t0 when the inter-vehicle distance d0 is reduced, the inter-vehicle distance d0, and the acceleration a1 of the other vehicle 45 instantaneously. That is, the target acceleration a2 of the vehicle 44 can be obtained from the following equations (3) and (4).

Target acceleration of own vehicle (a2) = acceleration of other vehicle (a1) + necessary deceleration (-a) (3) Expression a = 2 ((d1-d0)-(Δv0 x t1)) / (t1) 2 ... (4)

  By obtaining the necessary deceleration -a, it is possible to obtain the braking force per unit time when the braking unit 26 performs the braking control. Braking control differs between hybrid (HV) vehicles or electric vehicles (EVs) and vehicles equipped with conventional engines. The HV vehicle is a vehicle 2 that travels using an engine and an electric motor in combination, that is, a vehicle that can travel with at least one of the driving force output by the motor and the driving force output from the engine 2 The EV vehicle is a vehicle 2 that travels with only the driving force output by the motor.

  FIG. 10 shows an example of a procedure of braking control in an HV vehicle or an EV vehicle. As shown in FIG. 10, in step S7, the braking unit 26 determines whether it is possible to achieve the necessary deceleration by the regeneration of the motor from the current operation state. If it is possible to achieve deceleration by regeneration (in the case of Yes), the process proceeds to step S8, and if not (in the case of No), the process proceeds to step S9. The determination as to whether the required deceleration can be achieved is made on the basis of the magnitude of the required deceleration and the current traveling state, for example, the state of traveling downhill. The braking force by motor regeneration is determined in advance by experiment or the like.

  MG regeneration is performed in step S8. That is, based on the required deceleration, the motor (MG) is regeneratively controlled (the regenerative brake is operated) to decelerate.

  In step S9, a control is performed to perform regenerative control of the motor and assist an automatic brake that automatically generates the depression force of the brake pedal.

  FIG. 11 shows an example of a procedure of braking control in a normal engine-equipped vehicle. As shown in FIG. 11, in step S10, the braking unit 26 determines whether or not the necessary deceleration can be achieved by driving neutral inertia (N inertia) or auxiliary equipment from the current operation state. to decide. If it is possible to achieve the required deceleration (in the case of Yes), the process proceeds to step S11. If not (in the case of No), the process proceeds to step S12. The determination as to whether the required deceleration can be achieved is made on the basis of the size of the required deceleration and the current traveling state, for example, the state of traveling downhill. The decelerating force by applying a load to the engine by decelerating at neutral inertia (N inertia) and by driving accessories and the like is determined in advance by experiments and the like.

  In step S11, the transmission of the vehicle is switched to the neutral state, or auxiliary devices are driven to perform a braking control to load the engine. Braking control for switching the transmission to the neutral state is effective when the vehicle 2 is traveling uphill.

  In step S12, it is determined whether or not necessary deceleration can be achieved by performing F / C (fuel cut) control to decelerate in addition to deceleration by driving accessories and the like. If it is possible to achieve the required deceleration (in the case of Yes), the process proceeds to step S13. If not (in the case of No), the process proceeds to step S14. The F / C (fuel cut) control is control for stopping the fuel supply to the engine, and decelerates the vehicle by the resistance of the cylinder in which the fuel is not burning. F / C control may be performed on all or some of the cylinders of the engine. The decelerating force by F / C control is determined in advance by experiment or the like.

  In step S12, F / C control is executed in addition to the deceleration by driving the accessories and the like.

  In step S14, F / C control and automatic brake control are performed in addition to the deceleration by driving the accessories and the like.

  As mentioned above, although embodiment concerning this invention was described, within the range of the meaning of this invention, embodiment can be variously changed. For example, calculation of the degree of habituation is not limited to one based on the above-mentioned parameters, for example, based on at least one of the age of drivers of other vehicles, the number of days elapsed from the license acquisition date, and the accident calendar. The degree of familiarity may be determined. In this case, the acquisition unit 25 may acquire information on the driver's age, license acquisition date, and accident calendar via the inter-vehicle communication unit 17 or the data analysis device 5.

  2 (2a, 2b): vehicle, 9: driving support device, 10 (10a, 10b): communication unit, 19: setting unit, 21: determination unit, 25: acquisition unit, 26: braking unit.

Claims (1)

In the driving support device for supporting the driving of the vehicle,
An acquisition unit configured to acquire passing result data including a frequency at which a driver of another vehicle traveling around the vehicle drives the surrounding road including the current position of the vehicle;
With reference to the passing record data acquired by the acquisition unit, the frequency at which the driver of the other vehicle drove the first road traveled by the vehicle on the surrounding road and the first road other than the first road on the surrounding road (2) a determination unit that determines the degree of familiarity indicating the degree to which the driver of the other vehicle is used to drive the surrounding road based on the frequency at which the driver of the other vehicle drives the road;
The target inter-vehicle distance, which is a target value of the inter-vehicle distance with the other vehicle according to the vehicle speed of the vehicle, is set longer than a predetermined distance as the degree of familiarity determined by the determination unit decreases. Department,
And a control unit configured to control the braking of the vehicle to achieve the target inter-vehicle distance set by the setting unit.

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