JP4702086B2 - Vehicle driving support device - Google Patents

Description

  The present invention relates to a vehicle driving support device that supports a driver's brake operation.

2. Description of the Related Art Conventionally, a vehicle control device that controls a hybrid vehicle using an engine and a motor as driving sources so as to improve fuel efficiency is known (see, for example, Patent Document 1). When this vehicle control device detects a brake operation, it searches the map information to determine whether there is a point that needs to be decelerated / stopped from the current position of the vehicle to the destination. If it exists, the gear position of the automatic transmission is selected to be low based on the distance between the current position and the required deceleration / stop point. As a result, the number of revolutions of the motor is increased, and a large amount of energy can be recovered by regenerative braking to improve fuel efficiency.
Japanese Patent Laid-Open No. 9-166209

  However, in the above-described prior art, if the driver does not operate the brake pedal, searching for a point where deceleration / stop is necessary and starting to select the gear position of the automatic transmission are not started, so the brake operation is slow. For the driver, there are cases where it is difficult to improve fuel efficiency effectively because the timing at which the rotational speed of the motor increases is delayed or the time for regenerative braking is shortened. Also, the driver could not know how to operate the brakes to improve fuel efficiency.

  Accordingly, an object of the present invention is to provide a vehicle driving support device that can guide a driver's brake operation so that a regenerative brake that contributes to an improvement in fuel efficiency is activated.

In order to solve the above problems, as the present invention,
Position detecting means for detecting the position of the vehicle;
Storage means for storing map information of the deceleration point required;
Extracting means for extracting from the storage means the map information of the decelerating points required in the traveling direction based on the vehicle position detected by the position detecting means;
Target vehicle speed setting means for setting a target vehicle speed at the required deceleration point based on the map information of the required deceleration point extracted by the extraction means;
A deceleration distance calculating means for calculating a deceleration distance required when decelerating with a regenerative brake from a current vehicle speed to a target vehicle speed set by the target vehicle speed setting means;
Driving for a vehicle, comprising guidance means for guiding a brake start point where a brake operation needs to be started based on a deceleration required point where map information is extracted by the extraction means and a deceleration distance calculated by the deceleration distance calculation means A support device is provided.

  Here, it is preferable that the brake start point is a point located before the deceleration distance calculated by the deceleration distance calculation unit from the deceleration point where map information is extracted by the extraction unit.

  Further, the guide means guides the brake operation when the vehicle reaches a point located before the deceleration distance calculated by the deceleration distance calculation means from the deceleration point where the map information is extracted by the extraction means. It is preferred to start.

  Further, it is preferable that the guide means guides a brake operation amount of a driver, and it is further preferable that the guide means is a display means for visually guiding the brake operation amount.

  The deceleration distance calculated by the deceleration distance calculating means is preferably corrected based on the traveling state of the vehicle, and examples of the traveling state include a state of a surrounding vehicle and a weather state.

  According to the present invention, it is possible to guide the driver's brake operation so that the regenerative brake that contributes to the improvement of fuel consumption is activated.

  The best mode for carrying out the present invention will be described below with reference to the drawings. FIG. 1 is an example of a block diagram of a hybrid vehicle system to which the vehicle driving support device of this embodiment is applied.

  The operation of the engine 20 which is an internal combustion engine is controlled by an ECU (Electronic Control Unit) 10. The ECU 10 calculates total torque based on sensor signals from a shift position sensor, an accelerator position sensor, and the like. The ECU 10 calculates an engine output request value such as an engine request speed and an engine request torque in accordance with a desired driving force distribution ratio with respect to the calculated total torque, and the engine 20 and the power split mechanism 22 as necessary. And controls the inverter 26 and the like.

  The power split mechanism 22 can transmit the output of the engine 20 to the differential 32 to drive the wheels, and can transmit the output of the engine 20 to the generator 24 to generate power. The power split mechanism 22 distributes the output of the engine 20 to the differential 32 and the generator 24 at a desired driving force distribution ratio. That is, the power split mechanism 22 performs “engine running” using only the engine 20 as a drive source according to the distribution ratio, or “motor running” using only the motor 30 described later via the generator 24 as a drive source. Or “engine + motor running” using the engine 20 and the motor 30 as drive sources.

  The generator 24 generates power using the output of the engine 20 and the kinetic energy of the differential 32. With this power generation, the generator 24 charges the battery 28 via the inverter 26 or supplies power for driving the motor 30.

  The motor 30 is driven by a three-phase bridge circuit or the like in the inverter 26 and rotates wheels as a drive source different from the engine 20. Further, when the regenerative brake is activated, the motor 30 converts kinetic energy into electric energy and charges the battery 28 via the inverter 26.

  The navigation device 7 has a GPS device and a map DB (database). The GPS device is a device that specifies the position of the vehicle by two-dimensional or three-dimensional coordinate data based on information received from a GPS satellite by a GPS receiver. On the other hand, the map DB stores high-precision map information. High-accuracy map information includes information on points that need to be temporarily stopped, such as intersections including three-way intersections, railroad crossings, and tollgates on toll roads as points that require deceleration (deceleration points required). Is included. In addition, the map information includes a point that does not necessarily need to be temporarily stopped as a deceleration required point, that is, point information such as a curve or an ETC (Electronic Toll Collection) lane together with the coordinate data of the point. In addition, by acquiring traffic jam information, etc. via vehicle-to-vehicle communication, road-to-vehicle communication, or communication with outside the vehicle such as a management center, the traffic congestion point may be reflected in the map information as a deceleration point required. . In addition to the coordinate data, deceleration required such as curve radius, curvature, cant, road slope, road lane number, lane width, detailed position of stop line, right / left turn lane, altitude, legal speed, etc. Detailed numerical information regarding the point may be included.

  The navigation device 7 extracts map information such as coordinate data relating to a deceleration point required in the direction in which the vehicle is traveling from the map DB based on the vehicle position detected by the GPS device. The navigation device 7 transmits the extracted map information, vehicle position information, and the like to the ECU 10.

  In addition, the navigation apparatus 7 may have a user operation input unit that receives an occupant's operation and an information providing unit that provides information to the occupant. The user operation input unit receives instruction information for the navigation device 7 from the user by a switch operation, a touch panel operation, a voice input, or the like. The information providing unit transmits information provided from the navigation device 7 to the user in a manner that can be recognized by the user, such as display display or voice output. For example, the navigation device 7 sets the travel route to the destination based on the current location specified by the GPS device and the map information in the map DB when the destination to be reached is set through the user operation input unit. It is possible to search and provide the passenger with the search result of the travel route through the information providing unit.

  The other vehicular ECU 6 is information indicating a driving state related to the vehicle required by the ECU 10 (for example, vehicle speed, engine speed, brake signal, blinker signal, camera imaging information, driving state of surrounding vehicles) , Weather information, air conditioner operating status, etc.). The ECU 10 may directly acquire the traveling state of the vehicle from a sensor that detects the traveling state of the vehicle, such as a vehicle speed signal from a vehicle speed sensor, so that the other vehicle ECUs 6 are limited to the ECU in particular. is not.

  Further, the other vehicle ECU 6 detects a current value or a voltage value of the battery 28 to calculate a “remaining capacity (SOC)” indicating how much capacity of the battery 28 remains. . The other vehicle ECU 6 calculates the remaining capacity by, for example, integration (integration) of the charge / discharge current of the battery 28. This is because the rate of change in the amount of electricity (the capacity of the battery 28) with time corresponds to the current. Since the remaining capacity corresponds to a value obtained by subtracting the discharge amount discharged from the battery 28 from the capacity when the battery 28 is fully charged, the other vehicle ECUs 6 connect the power line connected to the battery 28 with a current sensor or the like. By monitoring the charge / discharge current of the battery 28 and recording the history in the memory, the remaining capacity can be calculated. In addition, the capacity | capacitance at the time of a full charge is memorize | stored in the memory as an initial value.

  The other vehicle ECU 6 may estimate the remaining capacity by measuring the minimum value of the voltage of the battery 28 at the initial stage of discharging. Since it is known that there is a correlation between the minimum value caused by the voltage drop at the initial stage of discharge and the remaining capacity, the other vehicle ECUs 6 estimate the remaining capacity based on the correlation (for example, map data). be able to.

  If the battery 28 can be replaced with an electric double layer capacitor and its capacitance is known, the other vehicle ECU 6 determines whether the electric double layer is based on the voltage value and capacitance of the electric double layer capacitor. The remaining capacity of the capacitor can be calculated.

Further, charge / discharge control is executed so that the remaining capacity is maintained within the SOC management range sandwiched between the upper limit value B _MAX and the lower limit value B _MIN as shown in FIG. By providing the SOC management range, for example, it is possible to prevent the progress of deterioration of the battery 28 due to excessive charging / discharging from being accelerated.

Therefore, when regenerative braking is performed by the motor 30, the regenerative energy is charged in the battery 28, but can only be charged up to the upper limit B _MAX . The excess regenerative energy is consumed by heat, or the main braking device such as a hydraulic brake is operated to be suppressed to the upper limit value B _MAX . In other words, if the regenerative energy generated by the motor 30 is equal to or less than the difference value between the upper limit value B _MAX and the current remaining capacity B, the generated regenerative energy is not operated without operating a main braking device such as a hydraulic brake. It is possible to decelerate with only the regenerative brake using all.

The regenerative energy generated by the motor 30 can be calculated as follows. The other vehicle ECU 6 calculates the recoverable energy generated by the deceleration based on the information from the navigation device 7. When a vehicle traveling at a vehicle speed V is decelerated at a regenerative deceleration α (for example, 0.2 [m / s ² ]) to the target vehicle speed Vmin, all changes in the kinetic energy of the vehicle are regenerated. Recoverable energy ΔB is
[Equation 1]
ΔB = 0.5 × M × (V ² −Vmin ² ) × σ [J]
= 2.78 × 10 ⁻⁷ × 0.5 × M × (V ² −Vmin ² ) × σ [kWh]
= Σ × (V ² −Vmin ² ) [kWh]
Can be calculated. M is the vehicle weight [kg], σ is the energy regeneration efficiency [%], and Σ is a constant (= 2.78 × 10 ⁻⁷ × 0.5 × M × σ). That is, ΔB can be defined by a quadratic function with the vehicle speed V as a variable. Of course, correction reflecting information on the driving state other than the vehicle speed may be performed.

  The regenerative deceleration α is a deceleration at which regeneration can be expected, and when the vehicle is decelerated at a deceleration higher than that, the energy consumed as heat increases without being regenerated. The regenerative deceleration α is a value that is physically determined by the load of the motor 30 and the state of the vehicle.

  The ECU 10 sets the target vehicle speed at the required deceleration point located in the extracted traveling direction based on the map information of the required deceleration point located in the traveling direction extracted by the navigation device 7. The target vehicle speed at the required deceleration point may be determined in advance and stored as map information at each required deceleration point, or the target vehicle speed at each required deceleration point is learned from the individual driving history of the driver. May be reflected in the map information. In addition, if the deceleration point is a point where the vehicle speed at that point can be determined uniformly, such as at a railroad crossing or a toll booth, it is also possible to set the target vehicle speed at the deceleration point uniformly in the map information. (For example, zero or a predetermined low vehicle speed value). In addition, when the deceleration required point is a curve, the target vehicle speed on the curve is reflected on the map information based on a predetermined calculation formula that calculates the vehicle speed at which safe driving is possible based on the radius of the curve, gradient information, etc. May be.

  Further, the ECU 10 calculates a braking distance (hereinafter referred to as “deceleration distance”) that is necessary when the vehicle is decelerated only by regenerative braking from the current vehicle speed detected by a vehicle speed sensor or the like to the set target vehicle speed. The calculation of the deceleration distance is performed based on, for example, the battery acceptable power Win indicating the power acceptable to the battery 28, and details will be described later.

  In addition, the ECU 10 calculates the distance to the “brake start point” located in front of the required deceleration point located in the traveling direction extracted by the navigation device 7. The distance to the brake start point corresponds to the distance obtained by subtracting the calculated deceleration distance from the deceleration required point located in the traveling direction. A calculated distance to the brake start point of zero means that the vehicle has reached the brake start point. Thereby, for example, the ECU 10 starts guidance / guidance of the brake operation using the guidance device 40 at the point where the vehicle reaches the brake start point, that is, at the point where the distance to the brake start point becomes zero. can do.

  The ECU 10 includes a ROM for storing control programs and control data such as hybrid control for controlling the engine 20, the motor 30, etc., a RAM for temporarily storing control program processing data, a CPU for processing control programs, an external It is composed of a plurality of circuit elements such as an input / output interface for exchanging information. The ECU 10 is not limited to one control unit, and may be a plurality of control units so that control is shared.

  The guide device 40 guides the brake operation to the driver based on a command from the ECU 10. Examples of the guide device 40 include a display device and an audio output device. The display device is a meter, a front console display, a head-up display, a holography device, or the like, and is a device that notifies the user of visual information. The audio output device is a device such as a speaker or an earphone that notifies the user of audio information.

  The guide device 40 guides the driver so that the driver can perform a brake operation that enables deceleration while maintaining a regenerative brake that contributes to an improvement in fuel efficiency, while guiding the brake start point where the brake operation needs to be started. The brake start point may be considered as a “point” where the brake operation needs to be started, or as a “time point” where the brake operation needs to be started.

  FIG. 2 is a specific example of the guide device 40. The indication destination of the pointer 41 corresponds to the current driving state of the motor 30. The driving state of the motor 30 is divided into a power running state in which the motor 30 is running by driving wheels and a regenerative state in which the regenerative brake is operating. Furthermore, the regenerative state is divided into a regenerative-only state and a combined state of a regenerative brake and a main brake (hydraulic brake). The range of the single state only for regeneration changes according to the value of the above-described battery acceptable power Win, and the range of the single state only for regeneration becomes wider as the value of the battery acceptable power Win increases. In order to clearly indicate this, a lamp (for example, a green lamp) is lit only in a range indicating a single state of regeneration only (three black circle portions in FIG. 2). As the value of the battery acceptable power Win increases, the number of lamps to be lit increases in the counterclockwise direction of FIG.

  In addition, the fact that the indication point of the pointer 41 is in the combined state means that the driver's brake operation amount (braking force of the brake pedal) is too large, and the energy that can be recovered only by regenerative operation due to the operation of the hydraulic brake is due to heat, etc. It shows that it has been wasted. That is, in accordance with a command from the ECU 10, the guide device 40 instructs a range (lamp lighting range) indicating a single state of regeneration only when a braking operation is performed at a deceleration equal to or less than the regenerative deceleration α. When the pointer 41 is moved and a brake operation is performed at a deceleration exceeding the regenerative deceleration α, the pointer 41 is moved so as to indicate a range indicating the combined use state.

  However, since the driver can easily grasp the driving state of the motor 30 according to the indication destination of the pointer 41, the driving state of the motor 30 is only regenerated by adjusting the brake operation amount according to the movement of the pointer 41. It can be easily maintained in a single state. Furthermore, the visibility of the driver is improved by lighting the lamp only in a range indicating a single state of regeneration only.

  In the case of the guide device 40 shown in FIG. 2, when the vehicle reaches a point where the distance to the brake start point becomes zero, for example, a voice guidance “Please start the brake operation” is performed and a green lamp is lit. The pointer 41 indicates the current driving state of the motor 30.

  Now, the operation of the vehicle driving support device of this embodiment will be described. FIG. 4 is an operation flow of the vehicle driving support apparatus of the present embodiment.

  The ECU 10 of the vehicle traveling at the vehicle speed V determines whether or not there is a deceleration required point in the traveling direction (step 10). In order to determine whether or not there is a deceleration required point, the ECU 10 first proceeds to the navigation device 7 using the route guidance function based on the current vehicle position Ps detected by the GPS device. The direction is instructed to search whether or not map information such as coordinate data related to the deceleration point is stored in the map DB. If there is no deceleration point required, this flow ends. If there is a deceleration required point, the navigation device 7 transmits the extracted map information regarding the deceleration required point to the ECU 10.

  The ECU 10 determines whether or not the condition for prohibiting the support of the brake operation is not satisfied (step 20). For example, in order to prevent a rear-end collision, the ECU 10 prohibits brake operation support when there is a following vehicle. The distance between the following vehicle is monitored by means such as a radar or an imaging device for monitoring the rear of the vehicle, and when the distance between the following vehicle and the following vehicle becomes a predetermined value or less, support for brake operation is prohibited. If the condition for prohibiting the support of the brake operation is not met, the process proceeds to step 30.

  As described above, the ECU 10 sets the target vehicle speed at the required deceleration point located in the extracted traveling direction based on the map information of the required deceleration point located in the traveling direction extracted by the navigation device 7 (step). 30). At this time, the ECU 10 acquires information from the navigation device 7 and sets a target stop position Pg such as a stop line at a required deceleration point located in the traveling direction based on the current position Ps. The target stop position Pg is set, for example, at a required deceleration point closest to the vehicle among the required deceleration points extracted by the navigation device 7. The ECU 10 can also calculate the distance Xg between the current position Ps and the target stop position Pg based on the coordinate data and route information.

As shown in FIGS. 3 and 5, the ECU 10 calculates a deceleration distance based on the battery acceptable power Win (step 40). FIG. 3 is a diagram for explaining the calculation of the deceleration distance in step 40 of FIG. FIG. 5 is a flow for calculating the deceleration distance in step 40 of FIG. In FIG. 5, the ECU 10 sets the current actual vehicle speed to the vehicle speed V (step 100), and clears the deceleration distance calculation RAM value L (step 110). Next, the ECU 10 determines whether or not the vehicle speed V is higher than the target vehicle speed set in step 30 of FIG. 4 (step 120). If the current actual vehicle speed is greater than the target vehicle speed (step 120; Yes), ΔV / ΔT [m / s ² ] is calculated according to [Equation 2] (step 130).
[Equation 2]
ΔV / ΔT = Win / (M × V)
ΔV is the distance traveled in 1 second [m / s], ΔT is the control cycle [s], Win is the battery acceptable power [W], M is the vehicle weight [kg], and V is the current actual vehicle speed. [M / s].

Here, the calculation formula of the battery acceptable power Win will be briefly described. If the deceleration power Pbr [W] generated when the vehicle decelerates can be received by the battery 28, it contributes to optimization of fuel efficiency. Therefore,
[Equation 3]
Win = Pbr × (motor efficiency)
Assuming that the deceleration power Pbr and the battery acceptable power Win are equal. Hereinafter, since the motor efficiency is generally 90% or more, it is assumed that it is 100% (= 1) for simplification.

On the other hand, since the power acting on a moving object can be expressed by force × speed, if the deceleration force is Fbr [N] and the speed at that time is V [m / s],
[Equation 4]
Pbr = Fbr × V
It can be expressed as. Further, when the vehicle weight M [kg] and the deceleration acceleration α [m / s ² ] are obeyed according to the law of inertia, the deceleration force Fbr is
[Equation 5]
Fbr = M × α
It can be expressed as. here,
[Equation 6]
α = δV / δt: (V is speed)
≒ △ V / △ T: (when △ T is small)
[Equation 5] is
[Equation 7]
Fbr = M × (ΔV / ΔT)
And can be transformed.

Furthermore, if the influence of gravity when there is a gradient θ on the road surface is added to the deceleration force Fbr, if the gravitational acceleration is g [m / s ² ], the gradient correction term is added,
[Equation 8]
Fbr = M × (ΔV / ΔT) −M × g × sinθ
= M × (ΔV / ΔT-g × sinθ)
It can be expressed as.

Therefore, based on [Equation 3], [Equation 4], and [Equation 8],
[Equation 9]
Win = Pbr = M × (ΔV / ΔT−g × sin θ) × V
It can be expressed as.

  Returning to FIG. 5, the ECU 10 updates the vehicle speed V to the calculated value of the vehicle speed (V−ΔV) after 1 second (step 140), and sets the deceleration distance calculation RAM value L to (L + V + ΔV / 2). The calculated value is updated (step 150). Returning to step 120, it is determined again whether the vehicle speed V is higher than the target vehicle speed set in step 30 of FIG. 4. If the value of the vehicle speed V set in step 140 is higher than the target vehicle speed (step 120; Yes), similarly, ΔV / ΔT is calculated (step 130), and if the value of the vehicle speed V set in step 140 is not larger than the target vehicle speed (step 120; No), deceleration at that time The distance calculation RAM value L is set as the deceleration distance (step 160). That is, as shown in FIG. 3, the braking distance calculated when the deceleration distance calculated in step 160 in FIG. 5 decelerates from the current vehicle speed to the target vehicle speed only with regenerative braking (only with battery-acceptable power Win). It corresponds to.

  Returning to FIG. 4, the ECU 10 calculates the distance to the brake start point (step 50). The distance to the brake start point is equivalent to the distance obtained by subtracting the deceleration distance from the required deceleration point. At this time, if the distance to the brake start point is negative, this flow ends because the brake start point is exceeded even if the vehicle is decelerated to the target vehicle speed only by regenerative braking.

  The ECU 10 corrects the distance to the brake start point based on the traveling state of the vehicle (step 60). For example, correction is performed based on a map and an arithmetic expression as shown in FIG. FIG. 6 is a map for correcting the brake start point based on the inter-vehicle distance from another vehicle and its calculation formula. The correction coefficient D corresponding to the inter-vehicle distance from the preceding vehicle is defined by FIG. 6 and corrected by subtracting the correction coefficient D corresponding to the current inter-vehicle distance from the preceding vehicle from the distance to the brake start point calculated in step 50. I do. That is, the distance between the vehicle and the front vehicle can be monitored by a radar or the like, and the brake start point can be brought forward if it is within a predetermined distance.

  In the case of rain, the target vehicle speed at the required deceleration point may be lowered, and in the case of fog, the position coordinates of the required deceleration point may be set in front. Further, road-to-vehicle communication can be used to detect the number of vehicles existing between the deceleration required point and the host vehicle, and bring the brake start point to the front according to the number of vehicles.

  The ECU 10 starts the guidance for the driver of the brake operation by the display or voice by the guidance device 40 at the point where the distance to the brake start point becomes zero (step 70). Since the driver starts the brake operation from the point where the guidance of the brake operation is started, it is considered that the driver's brake operation amount (stepping force) is not greatly different from the state of the regenerative brake alone.

  By the way, when setting a point such as a point where a stop is instructed, a railroad crossing, or a toll gate on a toll road as a target deceleration point, it can be predicted that the vehicle will decelerate toward that point. There is a case where the vehicle does not necessarily decelerate toward the deceleration required point, such as when going straight on. Therefore, even in such a case, in order to be able to accurately predict vehicle deceleration in advance, for example, a right / left turn may be predicted. This is because the vehicle can be expected to decelerate when making a right or left turn.

  FIG. 8 is a diagram for explaining prediction of a right / left turn. FIG. 8 shows that the vehicle is traveling on the right turn lane 53. The ECU 10 acquires the stop line 60 from the navigation device 7 as the deceleration required point Pg. When the ECU 10 or the navigation device 7 is traveling on the right turn lane or the left turn lane, when the route guidance function of the navigation device 7 is instructing a right turn or a left turn, or when a winker signal is received, the ECU 10 or the navigation device 7 You can expect to turn left. In order to determine whether the vehicle is traveling on a right turn lane or a left turn lane, for example, the lane can be recognized by a camera, the position of the vehicle can be specified in relation to a roadside device capable of capturing the vehicle, What is necessary is just to specify a vehicle position in a GPS apparatus. If a right / left turn prediction is detected, the most recent deceleration point in the traveling direction in relation to the current vehicle position among the deceleration points extracted by the navigation device 7 is specified as the deceleration point Pg. Accordingly, the same control operation can be performed according to the flow of FIG. 4 described above.

  Therefore, according to the above-described embodiment, when deceleration is performed, the brake operation of the driver can be guided so that the regenerative brake that contributes to the improvement of fuel consumption is activated.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above calculation of the deceleration distance, when the capacity of the memory 11 of the ECU 10 or the calculation capability of the CPU is low, the deceleration distance may be calculated according to a predetermined map based on the current vehicle speed, the target vehicle speed, and the like.

  Further, instead of guiding the start of the brake operation after the vehicle reaches the brake start point, the ECU 10 may guide the brake start point before the vehicle reaches the brake start point. For example, by voice guidance “Please start the brake operation in 3 seconds” or “Count down the XX seconds until the start of the brake operation” and the XX part count down to start the brake start point. Guidance can be provided before the vehicle reaches the point. Since the distance to the brake start point can be calculated as described above, the time to reach the brake operation point can be easily calculated from the relationship with the vehicle speed.

It is an example of the block diagram of the hybrid vehicle system to which the driving assistance device for vehicles of this embodiment is applied. It is a specific example of the guide device 40. It is a figure for demonstrating calculation of the deceleration distance in step 40 of FIG. It is an operation | movement flow of the driving assistance device for vehicles of this embodiment. It is a flow for calculating the deceleration distance in step 40 of FIG. It is the map for correcting the brake start point based on the inter-vehicle distance with other vehicles, and its calculation formula. It is a figure for demonstrating a SOC management width | variety. It is a figure for demonstrating the prediction of a left-right turn.

Explanation of symbols

6 ECU for other vehicles
7 Navigation device 10 ECU
DESCRIPTION OF SYMBOLS 11 Memory 20 Engine 22 Power split mechanism 24 Generator 26 Inverter 28 Battery 30 Motor 32 Differential 40 Guide apparatus

Claims (7)

Position detecting means for detecting the position of the vehicle;
Storage means for storing map information of the deceleration point required;
Extracting means for extracting from the storage means the map information of the decelerating points required in the traveling direction based on the vehicle position detected by the position detecting means;
Target vehicle speed setting means for setting a target vehicle speed at the required deceleration point based on the map information of the required deceleration point extracted by the extraction means;
A deceleration distance calculating means for calculating a deceleration distance required when decelerating with a regenerative brake from a current vehicle speed to a target vehicle speed set by the target vehicle speed setting means;
Based on the required deceleration point from which the map information has been extracted by the extraction means and the deceleration distance calculated by the deceleration distance calculation means, the vehicle has a brake start point that requires the start of a brake operation as the brake start point. A vehicle driving support apparatus comprising guidance means for guiding before reaching the vehicle.   2. The vehicle driving support device according to claim 1, wherein the brake start point is a point located before the deceleration distance calculated by the deceleration distance calculation unit from a deceleration point where map information is extracted by the extraction unit. .   The guidance means starts guidance for a brake operation when the vehicle reaches a point located before the deceleration distance calculated by the deceleration distance calculation means from the deceleration point where the map information is extracted by the extraction means. The vehicle driving support device according to claim 1.   The vehicle driving support device according to claim 1, wherein the guide means guides a brake operation amount of a driver.   The vehicle driving support device according to claim 4, wherein the guide means is a display means for visually guiding the brake operation amount.   The vehicle driving support apparatus according to claim 1, wherein the deceleration distance calculated by the deceleration distance calculation unit is corrected based on a traveling state of the vehicle.   The vehicle driving support device according to claim 6, wherein the traveling state is a state of a surrounding vehicle or a weather state.

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