JP2021079906A - Drive support device - Google Patents

Abstract

To provide a drive support device performing support of deceleration of a vehicle on the basis of a leaning result of a decelerating action by a driver, and leaning a more appropriate decelerating action.SOLUTION: A drive support device learns a decelerating action where a vehicle speed is equal to or lower than an upper limit speed, and a vehicle speed difference between a vehicle speed when starting deceleration and a vehicle speed when finishing the deceleration is equal to or more than a prescribed value, of the deceleration action. Namely, the device does not learn when the vehicle speed is too high or when it is not necessary to promote deceleration because the vehicle speed difference between the vehicle speed when the deceleration is started and the vehicle speed when finishing the deceleration is small. Thereby, a more appropriate deceleration action can be learned.SELECTED DRAWING: Figure 2

Description

The present invention relates to a driving support device that supports the driving of a vehicle.

Conventionally, as a driving support device of this type, a device that learns deceleration behavior has been proposed (see, for example, Patent Document 1). In this device, it is determined that deceleration starts when the brake is turned on after the accelerator is turned off. After this determination, when the accelerator is turned on and the vehicle speed exceeds the minimum vehicle speed from the start of deceleration, it is determined that the deceleration ends. Then, the minimum vehicle speed is set as the deceleration target vehicle speed, and the point where the minimum vehicle speed is reached is learned as the deceleration target position.

Japanese Unexamined Patent Publication No. 2012-117938

In such a driving support device, control is performed such that the deceleration target position is displayed on a map in the navigation system based on the learning result, the deceleration is urged when the deceleration target position is approached, and the deceleration is assisted. However, even if the deceleration target position is displayed, the display prompting deceleration may not be performed or the deceleration may not be assisted depending on the state of the vehicle. For example, when it is not necessary to promote deceleration because the vehicle speed is low, or when the battery is nearly fully charged when using the regenerative brake of the motor, or when charging with electric power by the regenerative brake is not preferable due to the high temperature, shift operation or When there is a risk that proper driving support control cannot be executed by other controls, it is not necessary to perform driving support control. Even in these cases, if the deceleration behavior is learned, it becomes impossible to provide appropriate deceleration support.

The main purpose of the driving support device of the present invention is to learn more appropriate deceleration behavior.

The driving support device of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The driving support device of the present invention
It is a driving support device that supports deceleration of a vehicle based on the learning result of deceleration behavior by the driver.
Among the deceleration actions, the deceleration action in which the vehicle speed is equal to or less than the upper limit speed and the vehicle speed difference between the vehicle speed at the start of deceleration and the vehicle speed at the end of deceleration is equal to or more than a predetermined value is learned.
It is characterized by that.

In the driving support device of the present invention, among the deceleration actions, the deceleration action in which the vehicle speed is equal to or less than the upper limit speed and the vehicle speed difference between the vehicle speed at the start of deceleration and the vehicle speed at the end of deceleration is equal to or more than a predetermined value is learned. That is, learning is not performed when the vehicle speed is too high or when the vehicle speed difference between the vehicle speed at the start of deceleration and the vehicle speed at the end of deceleration is small and it is not necessary to promote deceleration. Since the inappropriate deceleration behavior is not learned in this way, a more appropriate deceleration behavior can be learned. As the upper limit speed, a legal speed or a speed in the vicinity thereof can be used.

In such a driving support device of the present invention, the deceleration action that starts deceleration when the vehicle speed exceeds the upper limit speed may be learned as a learning target when the vehicle speed reaches the upper limit speed or less. In this way, it is possible to learn about deceleration behavior in which the vehicle speed exceeds the upper limit speed.

Further, in the driving support device of the present invention, when a predetermined learning prohibition condition is satisfied, learning of the deceleration behavior may be prohibited. Here, as a predetermined learning prohibition condition, when the vehicle includes a motor capable of regenerative braking and a battery for exchanging electric power with the motor, the storage ratio of the battery is equal to or higher than a predetermined ratio. It may include at least one of the conditions that the temperature of the battery is equal to or higher than the predetermined temperature. In this case, among the deceleration actions, the deceleration behavior in which the predetermined learning prohibition condition is not satisfied when the deceleration starts and the predetermined learning prohibition condition is satisfied when the deceleration ends is targeted for learning. Or, among the deceleration actions, the deceleration behavior in which the predetermined learning prohibition condition is satisfied when the deceleration starts and the predetermined learning prohibition condition is not satisfied when the deceleration ends is not subject to learning. May be.

It is a block diagram which shows an example of the structure of the hybrid vehicle 20 which mounts the driving support device as one Example of this invention as a block centering on a hybrid ECU 50. It is a flowchart which shows an example of the deceleration action accumulation process executed by a navigation system 80. It is explanatory drawing which shows an example of accumulation of deceleration behavior for each case.

Next, a mode for carrying out the present invention will be described with reference to examples. FIG. 1 is a block diagram showing an example of the configuration of a hybrid vehicle 20 as an embodiment of the present invention centering on a hybrid electronic control unit (hereinafter, referred to as a hybrid ECU) 50 as a block. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine EG and a motor MG as power sources. In the hybrid vehicle 20 of the embodiment, as driving modes, a CD mode (Charge Depleting mode) that prioritizes electric driving so as to reduce the storage ratio SOC of the battery 40 and a storage ratio SOC of the battery 40 are maintained at the target ratio. The vehicle runs by switching between the CS mode (Charge Sustaining mode), which uses both electric driving and hybrid driving. Electric driving is a mode in which the operation of the engine EG is stopped and the vehicle travels only with the power from the motor MG, and hybrid driving is the mode in which the engine EG is operated and the power from the engine EG and the power from the motor MG are used for traveling. Mode to do.

In addition to the power source, the hybrid vehicle 20 of the embodiment includes an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an in-vehicle camera 24, a millimeter wave radar 26, an acceleration sensor 28, a vehicle speed sensor 30, and an accelerator sensor 32. , Brake sensor 34, Mode selector switch 36, Battery actuator 38, Battery 40, Air conditioner electronic control unit (hereinafter referred to as air conditioner ECU) 42, Air conditioner compressor 44, Hybrid ECU 50, Accelerator actuator 60, Brake actuator 62, Brake device It includes 64, a display device 66, a traveling state indicator 67, a meter 68, a DCM (Data Communication Module) 70, a navigation system 80, and the like.

The GPS 22 is a device that detects the position of a vehicle based on signals transmitted from a plurality of GPS satellites. The in-vehicle camera 24 is a camera that images the surroundings of the vehicle, and corresponds to, for example, a front camera that images the front of the vehicle, a rear camera that images the rear of the vehicle, and the like. The millimeter-wave radar 26 detects the inter-vehicle distance and relative speed between the own vehicle and the vehicle in front, and detects the inter-vehicle distance and relative speed between the own vehicle and the vehicle behind.

The acceleration sensor 28 is, for example, a sensor that detects the acceleration in the front-rear direction of the vehicle or the acceleration in the left-right direction (lateral direction) of the vehicle. The vehicle speed sensor 30 detects the vehicle speed of the vehicle based on the wheel speed and the like. The accelerator sensor 32 detects the accelerator opening degree or the like according to the amount of depression of the accelerator pedal of the driver. The brake sensor 34 detects the brake position and the like as the amount of depression of the driver's brake pedal. The mode changeover switch 36 is arranged near the steering wheel of the driver's seat and is a switch for switching between the CD mode and the CS mode.

The battery actuator 38 detects the state of the battery 40, for example, the voltage between terminals, the charge / discharge current, and the battery temperature, and manages the battery 40 based on these. The battery actuator 38 may calculate the storage ratio SOC as the ratio of the remaining storage capacity to the total storage capacity based on the charge / discharge current, or may output from the battery 40 based on the storage ratio SOC, the battery temperature, or the like. The output power (output limit Wout) and the maximum allowable input power (input limit Win) that may be input to the battery 40 are calculated. The battery 40 is configured as a rechargeable and dischargeable secondary battery, and for example, a lithium ion battery, a nickel hydrogen battery, a lead storage battery, or the like can be used.

Although not shown, the air conditioner ECU 42 is configured as a microcomputer centered on a CPU, and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like in addition to the CPU. The air conditioner ECU 42 is incorporated in an air conditioner that harmonizes the passenger compartment with air, and drives and controls the air conditioner compressor 44 in the air conditioner so that the temperature of the passenger compartment becomes a set temperature.

The engine EG is configured as, for example, an internal combustion engine. The motor MG is configured as an electric motor that also functions as a generator such as a synchronous motor motor. Although not shown, the motor MG is connected to the battery 40 via an inverter, and can output a driving force using the electric power supplied from the battery 40 or charge the battery 40 with the generated electric power. ..

Although not shown, the hybrid ECU 50 is configured as a microcomputer centered on a CPU, and includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like in addition to the CPU. The hybrid ECU 50 sets a driving mode, and based on the set driving mode, the accelerator opening degree from the accelerator sensor 32, the brake position from the brake sensor 34, the output limit from the battery actuator 38, and the input limit, the engine EG Set the target operation point (target rotation speed and target torque) and the torque command of the motor MG.

When the hybrid ECU 50 is electrically driven, the required driving force and the required power are set based on the accelerator opening degree from the accelerator sensor 32 and the vehicle speed from the vehicle speed sensor 30, and the required driving force and the required power are output to the vehicle. A torque command for the motor MG is set, and the set torque command is transmitted to the accelerator actuator 60. The hybrid ECU 50 sets a target operation point of the engine EG and a torque command of the motor MG so as to output a required driving force and a required power to the vehicle during hybrid traveling, and sets the target operation point and the torque command as the accelerator actuator 60. Send to. Further, when the brake pedal is depressed, the hybrid ECU 50 sets the required braking force based on the brake position from the brake sensor 34 and the vehicle speed from the vehicle speed sensor 30, and regenerates the motor MG based on the required braking force and the vehicle speed. A torque command for regeneration for control is set, and a target braking force by the braking device is set. The torque command is transmitted to the accelerator actuator 60, and the target braking force is transmitted to the brake actuator 62.

The accelerator actuator 60 drives and controls the engine EG and the motor MG according to the target operation point and the torque command set by the hybrid ECU 50. The accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening / closing timing control, and the like so that the engine EG is operated at a target operation point (target rotation speed and target torque). Further, the accelerator actuator 60 controls switching of the switching element of the inverter for driving the motor MG so that the torque corresponding to the torque command is output from the motor MG.

The brake actuator 62 controls the brake device 64 so that the target braking force set by the hybrid ECU 50 acts on the vehicle by the brake device 64. The brake control device 64 is configured as, for example, a hydraulically driven friction brake.

The display device 66 is incorporated in, for example, an installation panel in front of the driver's seat and displays various information. The traveling state indicator 67 has an EV indicator and an HV indicator (not shown), and turns on the EV indicator and turns off the HV indicator when the motor is running, and turns off the EV indicator when the hybrid is running. At the same time, the HV indicator is turned on. The meter 68 is incorporated in, for example, an installation panel in front of the driver's seat.

The DCM (Data Communication Module) 70 transmits information on its own vehicle to the traffic information management center 100, and receives road traffic information from the traffic information management center 100. Examples of the information of the own vehicle include the position of the own vehicle, the vehicle speed, the running power, the running mode, and the like. Road traffic information includes, for example, information on current and future traffic congestion, information on current average vehicle speed and predicted value of future average vehicle speed in a section on a travel route, information on traffic regulation, information on weather, and road surface condition. Information, information on maps, etc. can be mentioned. The DCM 70 communicates with the traffic information management center 100 at predetermined intervals (for example, every 30 seconds, every 1 minute, every 2 minutes, etc.).

The navigation system 80 is a system that guides the own vehicle to a set destination, and includes a display unit 82 and a map information database 84. The navigation system 80 communicates with the traffic information management center 100 via the DCM (Data Communication Module) 70. When the destination is set, the navigation system 80 routes a route based on the destination information, the current location (current position of the own vehicle) acquired by GPS 22, and the information stored in the map information database 84. Set. Then, the navigation system 80 communicates with the traffic information management center 100 at predetermined time intervals (for example, every 3 minutes, every 5 minutes, etc.) to acquire road traffic information, and provides route guidance based on the road traffic information.

The operation of the hybrid vehicle 20 configured in this way, particularly the operation when accumulating the deceleration action for driving support at the time of deceleration will be described. FIG. 2 is a flowchart showing an example of the deceleration action accumulation process executed by the navigation system 80. In the embodiment, learning is performed by the deceleration action accumulated by this deceleration action accumulation process, and the learning result is incorporated into the driving support control. The learning results include a deceleration target position, a deceleration start position, a deceleration, and the like. As driving support control, when approaching the deceleration target position, a predetermined deceleration target position mark (for example, a mark such as a sprout or a bud) is displayed on the deceleration target position of the display unit 82, or a change in the mark (for example, a young leaf of a sprout) is displayed. Controls such as promoting deceleration action by changing to (change to bud flowering) and brake assist by regenerative control of the motor MG are included. Hereinafter, the process of accumulating the deceleration behavior to be learned will be described.

When the deceleration behavior accumulation process is executed, the navigation system 80 first monitors the driving behavior of the driver (step S100). Specifically, the driving behavior is monitored by inputting the vehicle speed V from the vehicle speed sensor 30, the acceleration from the acceleration sensor 28, the accelerator opening degree from the accelerator sensor 32, the brake depression amount from the brake sensor 34, and the like. .. Subsequently, it is determined whether or not the deceleration action has been started in the driving action of the driver (step S110). The start of the deceleration action can be determined, for example, when the brake is turned on, when the accelerator is released and the brake is turned on, and the like. When the start of the deceleration action is not determined, the process returns to the monitoring process of the driver's driving action in step S100.

When it is determined in step S110 that the driving behavior of the driver is deceleration behavior, the value of the prohibition flag F is checked (step S120). The prohibition flag F is set to a value 1 when the state of the vehicle should not be learned or when the deceleration action is not worth learning. For example, as the state of the vehicle that should not be learned, the shift operation is performed when the storage ratio SOC of the battery 40 is at least a predetermined ratio close to full charge, or when the temperature of the battery 40 is at least a predetermined temperature close to the allowable upper limit temperature. This can be mentioned when the vehicle is operating or when other drive control such as evacuation is being executed. Further, when it is not worth learning the deceleration behavior, when the deceleration is started from a predetermined vehicle speed Vlow (for example, 20 km / h, 30 km / h, etc.) which can be determined as the vehicle speed is relatively low (slow speed). And so on. When it is determined that the prohibition flag F has a value of 1, it is determined that it is not necessary to accumulate the deceleration action, and this routine is terminated.

On the other hand, when the prohibition flag F has a value of 0, it is determined whether or not the vehicle speed V is equal to or less than the upper limit vehicle speed Vhi (step S130). Yes, for example, the legal speed (legal upper limit speed) on the road or the vehicle speed in the vicinity thereof can be used. When it is determined in step S130 that the vehicle speed V is larger than the upper limit vehicle speed Vhi, it waits for the vehicle speed V to reach the upper limit vehicle speed Vhi or less until the deceleration action is completed within the range in which the prohibition flag F continues the value 0 (. Steps S120 to S140). When it is determined in step S120 that the prohibition flag F is a value 1 before the vehicle speed V reaches the upper limit vehicle speed Vhi or less, or when it is determined that the deceleration action is completed in step S140, the deceleration action should not be learned. Is determined, and this process is terminated.

When it is determined in step S130 that the vehicle speed V is equal to or less than the upper limit vehicle speed Vhi, the vehicle speed Vsta at the start of deceleration and the deceleration start position Psta are extracted (step S150). As the vehicle speed Vsta at the start of deceleration, for example, the vehicle speed V when the start of the deceleration action is determined in step S110, that is, the vehicle speed V when the accelerator is off and the brake is turned on is used. As the deceleration start position Psta, for example, the position when the start of the deceleration action is determined is used.

Then, it waits for the deceleration action to end (step S160). The end of the deceleration action can be determined, for example, when the brake is off, when the brake is off and the accelerator is on, and so on. When the end of the deceleration action is determined, the vehicle speed Vend at the end of deceleration and the deceleration end position Pend are extracted (step S170). Then, the vehicle speed difference ΔV (ΔV = Vsta-Vend) as the difference between the vehicle speed Vsta at the start of deceleration and the vehicle speed Vend at the end of deceleration is calculated (step S180), and it is determined whether or not the vehicle speed difference ΔV is equal to or greater than the threshold value Vref. (Step S190). The threshold value Vref is a threshold value for determining that it is not worth learning as a deceleration action because the vehicle speed difference is small, and for example, 20 km / h, 30 km / h, or the like can be used. When it is determined that the vehicle speed difference ΔV is less than the threshold value Vref, it is determined that the deceleration action is not worth learning, and this process is terminated. When it is determined that the vehicle speed difference ΔV is equal to or greater than the threshold value Vref, the extracted vehicle speed Vsta at the start of deceleration, deceleration start position Psta, vehicle speed Vend at the end of deceleration, deceleration end position Pend, etc. are accumulated as deceleration actions (step S200). End the process. The deceleration behavior accumulated in this way is used for learning the deceleration behavior, and the learning result is used for driving support control.

FIG. 3 shows an example of time changes of the vehicle speed V, the accelerator, the brake, and the prohibition flag F during the deceleration action for each case due to the deceleration action accumulation process of the embodiment. The prohibition flag F is described only in the case of Case 3. In the figure, cases 1 to 3 of the solid line are cases where the deceleration behavior to be learned is accumulated, and cases 4 to 6 of the alternate long and short dash line are cases where the deceleration behavior is not worthy of learning. In each of the deceleration actions of cases 1 to 6, the accelerator is released at time T1, the brake is turned on at time T2, and the deceleration action is started. Further, the brake is turned off at time T5, the accelerator is turned on at time T6, and the deceleration action ends. In case 1, the vehicle speed V is equal to or less than the upper limit vehicle speed Vhi at the time T1 when the start of the deceleration action is determined, and the vehicle speed V is the predetermined vehicle speed Vlow at which the prohibition flag F is a value 1 at the time T6 when the end of the deceleration action is determined. It is the case where it is larger and the vehicle speed difference ΔV is equal to or more than the threshold value Vref. In case 2, the vehicle speed V is larger than the upper limit vehicle speed Vhi at the time T1 when the start of the deceleration action is determined, but the vehicle speed V becomes equal to or less than the upper limit vehicle speed Vhi at the time T3, and the vehicle speed V is at the time T6 when the end of the deceleration action is determined. Is larger than the predetermined vehicle speed Vlow, and the vehicle speed difference ΔV is equal to or greater than the threshold value Vref. Even if the vehicle speed V is larger than the upper limit vehicle speed Vhi at the start of deceleration, the deceleration action to be learned is obtained because the vehicle speed V reaches the upper limit vehicle speed V or less. In case 3, the vehicle speed V is equal to or less than the upper limit vehicle speed Vhi at the time T1 when the start of the deceleration action is determined, but the value 1 is set to the prohibition flag F when the vehicle speed V becomes less than the predetermined vehicle speed Vlow at the time T4. The vehicle speed V is less than the predetermined vehicle speed Vlow even at the time T6 at which the end of the deceleration action is determined, but the vehicle speed difference ΔV is the threshold value Vref or more. If the prohibition flag F is a value 0 at the start of the deceleration action, it is determined that the deceleration action should be learned even if the prohibition flag F is set to the value 1 during the deceleration action. In case 4, as in case 1, the vehicle speed V is equal to or less than the upper limit vehicle speed Vhi at the time T1 when the start of the deceleration action is determined, and the vehicle speed V is larger than the predetermined vehicle speed Vlow at the time T6 when the end of the deceleration action is determined. However, this is the case where the vehicle speed difference ΔV is less than the threshold value Vref. Since the vehicle speed difference ΔV is less than the threshold value Vref, it is judged that the deceleration behavior is not worthy of learning. Case 5 is a case where the vehicle speed V exceeds the upper limit vehicle speed Vhi from the start to the end of the deceleration action. Therefore, it is judged that the deceleration behavior is not worth learning. Case 6 is a case where the vehicle speed V is less than the predetermined vehicle speed Vlow from the start to the end of the deceleration action. Since the prohibition flag F is a value 1 at the start of the deceleration action, it is determined that the deceleration action is not worthy of learning.

In the driving support device of the hybrid vehicle 20 of the embodiment described above, the vehicle speed difference ΔV, which is the difference between the vehicle speed Vsta at the start of deceleration and the vehicle speed Vend at the end of deceleration when the vehicle speed V is the upper limit speed Vhi or less, performs deceleration action of the threshold value Vref or more. accumulate. That is, when the vehicle speed V exceeds the upper limit speed Vhi or when the vehicle speed difference ΔV is less than the threshold value, it is determined that the deceleration behavior is not worthy of learning. Thereby, the deceleration behavior can be learned more appropriately based on the more appropriate deceleration behavior.

In the driving support device of the hybrid vehicle 20 of the embodiment, even if the vehicle speed V exceeds the upper limit speed Vhi at the start of the deceleration action, when the vehicle speed V becomes equal to or less than the upper limit speed Vhi due to the subsequent deceleration, the vehicle speed difference ΔV becomes If it is equal to or higher than the threshold value Vref, it is determined that the deceleration behavior should be learned, and the deceleration behavior is accumulated. Further, at the start of the deceleration action, the vehicle speed V is equal to or less than the upper limit vehicle speed Vhi, but even if the vehicle speed V becomes less than the predetermined vehicle speed Vlow due to deceleration and the value 1 is set in the prohibition flag F, the vehicle speed difference ΔV is equal to or more than the threshold value Vref. Judges that the deceleration behavior should be learned, and accumulates the deceleration behavior. With these, the range of learning can be widened.

In the driving support device of the hybrid vehicle 20 of the embodiment, the shift operation is performed when the storage ratio SOC of the battery 40 is equal to or higher than a predetermined ratio close to full charge, or when the temperature of the battery 40 is equal to or higher than a predetermined temperature close to the allowable upper limit temperature. When the vehicle is operating or when other drive control such as evacuation is being executed, it is determined that the vehicle is in a state that should not be learned, the prohibition flag F is set to a value of 1, and the deceleration action is performed. When the prohibition flag F is a value 1 at the start, it is determined that the deceleration action is not worthy of learning, and the deceleration action is not accumulated. As a result, it is possible to suppress an inappropriate learning result by learning the deceleration behavior when the vehicle is in a state where it should not be learned.

In the driving support device of the hybrid vehicle 20 of the embodiment, even if the vehicle speed V exceeds the upper limit speed Vhi at the start of the deceleration action, when the vehicle speed V becomes equal to or less than the upper limit speed Vhi due to the subsequent deceleration, the vehicle speed difference ΔV becomes If it is equal to or higher than the threshold value Vref, it is judged that the deceleration behavior should be learned, and the deceleration behavior is accumulated. However, the deceleration action when the vehicle speed V exceeds the upper limit speed Vhi at the start of the deceleration action may not be accumulated.

In the driving support device of the hybrid vehicle 20 of the embodiment, the vehicle speed V is equal to or less than the upper limit vehicle speed Vhi at the start of the deceleration action, but even if the vehicle speed V becomes less than the predetermined vehicle speed Vlow due to the deceleration and the prohibition flag F is set to the value 1. When the vehicle speed difference ΔV is equal to or greater than the threshold value Vref, it is determined that the deceleration behavior should be learned, and the deceleration behavior is accumulated. However, the deceleration action in which the prohibition flag F is set to the value 1 by the end of deceleration may not be accumulated.

In the examples, the present invention is applied to the hybrid vehicle 20 equipped with the engine EG and the motor MG, but the present invention may be applied to the vehicle not equipped with the motor MG.

Although the embodiments for carrying out the present invention have been described above with reference to examples, the present invention is not limited to these examples, and various embodiments are used without departing from the gist of the present invention. Of course, it can be done.

The present invention can be used in the manufacturing industry of driving support devices and the like.

20 hybrid car, 21 ignition switch, 22 GPS, 24 in-vehicle camera, 26 mm wave radar, 28 acceleration sensor, 30 vehicle speed sensor, 32 accelerator sensor, 34 brake sensor, 36 mode selector switch, 38 battery actuator, 40 battery, 42 air conditioner Electronic control unit (air conditioner ECU), 44 air conditioner compressor, 50 hybrid electronic control unit (hybrid ECU), 60 accelerator actuator, 62 brake actuator, 64 brake device, 66 display device, 67 running condition indicator, 68 meters, 70 DCM, 80 navigation system, 82 display, 84 map information database, 100 traffic information management center, EG engine, MG motor.

Claims (1)

It is a driving support device that supports deceleration of a vehicle based on the learning result of deceleration behavior by the driver.
Among the deceleration actions, the deceleration action in which the vehicle speed is equal to or less than the upper limit speed and the vehicle speed difference between the vehicle speed at the start of deceleration and the vehicle speed at the end of deceleration is equal to or more than a predetermined value is learned.
A driving support device characterized by this.

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