JP4998568B2 - Support control device - Google Patents

Description

  The present invention relates to a support control apparatus.

  In Patent Document 1, a section is set for a target locus (all sections) in a travel plan of a moving object including a vehicle, a movement constraint condition for each section is set, and a traveling result when traveling all sections is shown. Techniques for improving are disclosed.

JP 2006-327545 A

  However, in Patent Document 1, in order to bring the actual speed pattern closer to the target speed pattern with respect to the requested acceleration accompanying the actual driving operation of the driver, how to coordinate the vehicle control based on the target speed pattern and the operation of the driver. There is a problem that there is room for improvement in order to more efficiently coordinate the vehicle control based on the travel plan and the operation of the driver, since no consideration is given to whether to do so.

  The present invention has been made in view of the above circumstances, and can more efficiently coordinate vehicle control and driver operation based on a travel plan, and as a result, achieve a travel plan even higher. It is an object of the present invention to provide a support control device that can be achieved at a high degree.

  The support control device according to the present invention is a support control device including a control unit, and the control unit generates a control amount pattern related to a target speed when the vehicle travels as a target speed control amount pattern. And defining a plurality of sections corresponding to the driving state based on the target speed control amount pattern, and performing support control for supporting the achievement of the travel plan for each of the defined sections. .

  The support control device according to the present invention is the support control device according to the above, wherein the control unit is configured to provide information related to the running state corresponding to the section and / or a control amount and driver related to the speed in the target speed control amount pattern. The information regarding the deviation from the control amount related to the speed input to the vehicle is output so as to be visually and / or auditorily recognizable.

  The support control device according to the present invention generates a control amount pattern related to a target speed when the vehicle travels as a target speed control amount pattern, and responds to a traveling state based on the generated target speed control amount pattern. Since multiple sections are defined and support control for supporting the achievement of the travel plan is performed for each defined section, vehicle control based on the travel plan and driver operations can be coordinated more efficiently. As a result, the travel plan can be achieved with a higher degree of achievement.

  The support control device according to the present invention visually displays information relating to a running state corresponding to a section and / or information relating to a difference between a control amount relating to a speed in a target speed control amount pattern and a control amount relating to a speed input from the driver to the vehicle. And / or because the output is recognizable by hearing, the compatibility between the vehicle control based on the travel plan and the operation of the driver can be improved, and as a result, the travel plan can be achieved with a higher degree of achievement. There is an effect. In other words, the support control device according to the present invention performs active support control and actively gives information on the driving state and information on the divergence to the driver. As a result, the travel plan can be realized with higher performance. In addition, since the support control device according to the present invention outputs information related to the driving state and / or information related to the deviation between the target pattern and the driver input, the support control is performed even when the vehicle side is actively supported and controlled. It is possible to effectively prevent the driver from feeling uncomfortable or sudden.

FIG. 1 is a diagram illustrating a configuration of an ECU or the like. FIG. 2 is a schematic diagram illustrating an example of a target speed pattern. FIG. 3 is a schematic diagram illustrating an example of an acceleration section and an inertia traveling section. FIG. 4 is a diagram illustrating an example of a relationship between sections and support control. FIG. 5 is a diagram illustrating an example of the section indicator. FIG. 6 is a diagram illustrating an example of the evaluation indicator. FIG. 7 is a flowchart showing an example of the main operation. FIG. 8 is a flowchart illustrating an example of the section display operation. FIG. 9 is a flowchart illustrating an example of the evaluation point display operation.

  Hereinafter, embodiments of a support control device according to the present invention will be described with reference to the drawings. In the following description, an embodiment in which emphasis on fuel efficiency is included in the travel plan will be described as an example, but the present invention is not limited to the embodiment.

[1. Overview]
First, an outline of the present embodiment will be described.

  Representative examples of the fuel efficiency support system include “Eco Mode” of Toyota Motor Corporation, “ECON” of Honda Motor Co., Ltd., “SI-DRIVE” of Fuji Heavy Industries Ltd., and the like. These systems are also called “soft accelerator support control” or “eco-mode control”, and change the accelerator input of the driver in a modest degree to improve fuel efficiency. In addition, these systems have specifications in which a driver selects a mode with SW or the like.

  However, in these systems, the driver's operation input is the main (correct answer), and the control side cannot determine whether the driver's accelerator or brake operation input is useless (for this determination) I don't have a goal). Therefore, in these systems, the operation input of the driver remains dominant, and the control side can only provide modest support for fuel efficiency improvement. As a result, in these systems, the fuel efficiency was improved by about 5% (nominal value), and it was difficult to significantly improve the fuel efficiency.

  Therefore, in the present embodiment, the control side performs a target speed pattern or a target acceleration pattern (speed) according to a given course (target travel route) and tasks (including destination, target arrival time to destination, importance on fuel consumption, etc.). A travel plan including a target speed control amount pattern as a control amount pattern), and the generated target speed pattern or target acceleration pattern is divided into sections according to the driving state (driving pattern), and support for fuel efficiency improvement by the section By actively switching the control, it was possible to significantly improve fuel efficiency compared to conventional systems.

  By the way, the method of this embodiment (low fuel efficiency support control using section definition) can achieve a significant improvement in fuel efficiency compared to the conventional fuel efficiency support system. Control and switching can give the driver a sense of incongruity or suddenness. There are eco-indicators, shift indicators, and the like that determine and evaluate by fuel efficiency whether the driver's input accelerator or shift operation is good or bad. Japanese Patent Laid-Open No. 2002-370560 discloses setting a target acceleration / deceleration (target pattern) so that fuel efficiency is improved in each section of a planned travel route based on pre-read information of the planned travel route (curved road, slope). In addition, there is disclosed a technique for displaying a deviation degree from an actual acceleration with respect to a target acceleration (separated into an economic area, a forward economic area, and a non-economic area). Japanese Patent Application Laid-Open No. 2009-149286 discloses a technique for reducing CO2 by providing a driver with information on accelerator work with good fuel efficiency by indicating an appropriate accelerator operation on a display in a vehicle. .

  However, in these conventional techniques such as an indicator, since the input of the driver is an object of evaluation, it has not been possible to determine whether or not the input is wasteful.

  Therefore, in this embodiment, HMI (Human Machine Interface) elements are classified into three types, “Explicit”, “Presentation”, and “Evaluation”, and HMIs corresponding to these classifications are installed, so that the vehicle side is actively This makes it possible to prevent the sudden and uncomfortable feelings that a driver may have when he / she automatically supports and switches it, and further asks the driver to cooperate in accomplishing the task, resulting in higher fuel efficiency improvement performance. Realization was also possible.

  With this “explicit” element, the driver can know “what the control side is going to do now and what kind of support it is going to provide”. In addition, the “presentation” element allows the driver to know “what the control side wants to do now”. In addition, the element of “evaluation” enables the driver to know “how much the operation and input that he / she performed contributed to the achievement of the task”.

[2. Constitution]
Next, the configuration of the ECU (electronic control unit) and the like of this embodiment will be described with reference to FIG. FIG. 1 is a diagram illustrating a configuration of an ECU and the like according to the present embodiment.

  In FIG. 1, reference numeral 1 is an ECU (including an assist control device according to the present invention) mounted on a vehicle, reference numeral 2 is an accelerator pedal sensor, reference numeral 3 is a brake pedal sensor, and reference numeral 4 is a vehicle speed sensor. Reference numeral 5 is a navigation system, reference numeral 6 is a throttle actuator, reference numeral 7 is a brake actuator, reference numeral 8 is a section indicator, and reference numeral 9 is an evaluation indicator. In FIG. 1, reference numeral 1a is a generation unit, reference numeral 1b is a definition unit, reference numeral 1c is a support control unit, reference numeral 1d is a section display unit, reference numeral 1e is a setting unit, and reference numeral 1f is an evaluation. It is a display unit.

  The generation unit 1a is evaluated as being optimal in satisfying the desired task based on the course shape information (for example, R information, road surface μ information, etc.) and the driver's desired task (for example, goal point, arrival time, fuel efficiency, etc.). A target speed pattern (or target acceleration pattern) relating to a change in speed (or acceleration) from which a result is derived is generated. Specifically, when the goal point and the arrival time therefor are set as the desired task, the generation unit 1a sets the target speed pattern (or the highest fuel efficiency evaluated within the range satisfying the set conditions) (or Target acceleration pattern). FIG. 2 shows an example of the target speed pattern generated by the generation unit 1a.

  Returning to FIG. 1, the definition unit 1b divides the target speed pattern (or target acceleration pattern) obtained by the generation unit 1a into sections according to the running state. In other words, the defining unit 1b divides the given course into sections according to the target speed or target acceleration. Here, in order to improve the fuel consumption as much as possible (even to avoid unnecessary acceleration in the first place), a speed pattern that avoids unnecessary deceleration is necessary. “Inertia running” without using a brake is incorporated as a running state (running pattern). In this embodiment, in order to place importance on fuel efficiency, the target speed pattern (or target acceleration pattern) is divided into an “acceleration section” in which the speed is increased and an “inertia section” in which the inertial running is performed only with substantial rolling resistance. Divide it into two “traveling sections”. FIG. 3 shows an example of the acceleration section and the inertia traveling section defined by the definition unit 1b in association with the course.

  Returning to FIG. 1, the support control unit 1 c performs fuel efficiency-oriented support control based on the target speed pattern (or target acceleration pattern) generated by the generation unit 1 a and the section defined by the definition unit 1 b. Specifically, in the acceleration section, the support control unit 1c performs one or both of “waste acceleration limit (suppression)” and “acceleration assist” according to the difference between the target acceleration and the driver's requested acceleration. In the inertial running section, either “acceleration limitation (suppression)” or “inertia driving assistance” is supported according to the ON / OFF state of the accelerator pedal. FIG. 4 shows an example of the relationship between sections and support control.

  Here, “waste acceleration restriction (suppression)” is support control that restricts or suppresses the input when the requested acceleration input by the driver exceeds the target acceleration pattern. “Acceleration assist” is a range in which the driver does not feel uncomfortable and the driver does not feel uncomfortable when the requested acceleration input by the driver falls below the target acceleration pattern and it becomes difficult to achieve the task set by the driver. This is support control for raising the input with respect to the input.

  Here, a driver's discomfort-considered cooperative method that can be used to simultaneously realize both waste acceleration limitation and acceleration assist support control will be described. Based on the Weber-Fechner rule (E [dB] = K × log (R)) that “the sense amount E is proportional to the logarithm of the stimulus R”, the driver's requested acceleration and the driving force control device set The acceleration target value is adjusted, and an acceleration command value is set. The sensory amount E has a discrimination threshold that is a stimulus change amount dE [dB] at the boundary of whether or not the change in the stimulus is noticed or not noticed with respect to the current stimulus (acceleration). Discrimination thresholds are set on the absolute value increasing side and decreasing side of the acceleration, respectively, based on the driver's required acceleration. In the driving force control of the vehicle, the acceleration applied to the driver is the same (substantially the same) as the acceleration of the vehicle. When the acceleration of the vehicle is changed, the acceleration applied to the driver is the same as the acceleration of the vehicle. To change. In other words, instead of the acceleration applied to the driver, the driver's sense amount E can be calculated using the vehicle acceleration as the stimulus R.

  In addition, a threshold dE / dt [dB / s] for recognizing the time series change of the stimulus is provided. The time-series discrimination threshold is provided with two values, an absolute value increasing side (a jerk correction amount upper limit value described later) and a decreasing side (a jerk correction amount lower limit value described later) based on the driver's required jerk. A guard value is set for each of acceleration (driving force) and acceleration change speed (jerk) based on a discrimination threshold that notices a change in acceleration and a time-series discrimination threshold that notices a change in jerk. Further, when the driver's operation amount with respect to the accelerator pedal or the brake pedal changes greatly in a short time, that is, when the driver desires a large change in acceleration, the jerk guard value is relaxed.

  Returning to the description of the support control unit 1c, “acceleration limitation (suppression)” is support control that positively suppresses the driver's requested acceleration in the coasting section when the driver turns on the accelerator pedal. In addition, since it is possible to determine that there is basically no need to accelerate in inertial driving sections (in other words, the set task can be sufficiently achieved without acceleration), the acceleration restriction support control is performed in this way. Set. “Inertia travel support” is support control that causes the vehicle to coast by inertia (torque output from the vehicle is zero) without applying the engine brake when the driver turns off the accelerator pedal.

  Here, in the present embodiment, 1. 1. The control side has a target speed / acceleration pattern. The feature (advantage) is that the control side knows what driving state (driving pattern) should be in a certain position (section) on the course (for example, what is wasted in the acceleration section). With this, the control side can perform positive and effective support control with respect to the operation input of the driver.

  Returning to FIG. 1, the section display unit 1d is installed in the vehicle with the status (specifically “acceleration” or “inertia traveling”) of the traveling state (driving pattern) at the currently traveling position (section). It is displayed on the section indicator 8. Here, an example of the section indicator 8 will be described with reference to FIG. The section indicator 8 includes a set of indicators MA1 and MA2 as shown in FIG. The indicator MA1 is an indicator for clearly indicating that it is an acceleration section or presenting a request content to the driver by, for example, characters or lighting, and the indicator MA2 is an indication that it is an inertia traveling section or to the driver. This is a display device for presenting the requested content by characters or lighting. The section display unit 1d switches on and off the indicators MA1 and MA2 based on the section information at the current position, as shown in FIG. In FIG. 5, as an example of characters, “<< Accel >> Accel On” corresponding to the indication of the acceleration section and the presentation of the accelerator pedal On, and “<< FreeRun” corresponding to the indication of the inertia running section and the presentation of the accelerator pedal Off. >> "Accel Off".

  Returning to FIG. 1, the setting unit 1 e determines the degree of deviation between the control amount related to the target speed in the target speed pattern and the control amount related to the speed input by the driver (for example, the difference between the target speed and the driver input speed) or the target in the target acceleration pattern. Evaluation points are set stepwise for the degree of deviation between the control amount related to acceleration and the control amount related to acceleration input by the driver (for example, the difference between the target acceleration and the driver input acceleration).

  The evaluation display unit 1f displays the evaluation points set by the setting unit 1e on the evaluation indicator 9 installed in the vehicle. Here, an example of the evaluation indicator 9 will be described with reference to FIG. The evaluation indicator 9 is an indicator MB as shown in FIG. The indicator MB is a display device configured to display evaluation points by lighting the sections, which are configured by arranging a plurality of (preferably odd number) sections that can be lit corresponding to the evaluation points. The evaluation display section 1f defines (determines) a section corresponding to the evaluation point, and lights the defined section as shown in FIG.

  Here, in the present embodiment, the control side performs positive and effective support control with respect to the operation input of the driver, but in addition to this, information that the control side has or knows via the indicator Since the control side actively gives the driver, the interaction between the driver's operation and the vehicle control is further improved by these interactions, and as a result, higher fuel efficiency improvement performance can be realized.

[2. Operation]
Next, an example of the main operation performed by the ECU 1 having the above-described configuration will be described with reference to FIG. FIG. 7 is a flowchart showing an example of the main operation of the present embodiment.

  First, the ECU 1 obtains road alignment information and road surface μ as prefetch information (step SA1).

  Next, the generation unit 1a generates a target speed / acceleration pattern (including a target speed control amount pattern) in which a driver's desired task including the target arrival time and fuel efficiency optimization is established based on the information obtained in step SA1. (Step SA2).

  Here, an example of the calculation of the target speed pattern will be described. The vehicle is divided into an acceleration zone and an inertia running zone (deceleration zone), and a target speed pattern is calculated using different evaluation formulas. Specifically, based on the road shape information stored in the road shape information file, a running state (running pattern) when the vehicle runs on the road is predicted, and based on the predicted running state (running pattern). Then, the road is divided into a plurality of road sections, an evaluation function is set for each road section, and a travel locus of the vehicle traveling on the road is calculated based on the evaluation function set for each road section. Further, the travel locus is calculated using the dividing position of the divided road section as a variable condition. The travel locus is a travel position of the vehicle on the course (target travel route).

  Further, based on the road shape information stored in the road shape information file, a speed pattern that is predicted when the vehicle travels on the road is calculated, and at least an acceleration section as a road section is calculated based on the calculated speed pattern. And an evaluation function for the acceleration section is set in the acceleration section, and an evaluation function for the deceleration section is set in the deceleration section. Further, in the acceleration section, an evaluation function that evaluates that a case where the engine speed is equal to or higher than the middle speed is more preferable than a case where the engine speed is near zero, more specifically, when the best point of the thermal efficiency of the engine is set to 1. The ratio of thermal efficiency at each point is obtained, an evaluation function is set so that an evaluation value is obtained by subtracting 1 from the whole, and the evaluation value near zero rotation is set to a numerical value greater than zero. Also, in the deceleration zone, an evaluation function that evaluates that the engine speed near zero rotation is more desirable than the case of medium rotation or more, more specifically, when the rolling resistance is set to 0 based on the rolling resistance, An evaluation function is set in which the numerical value in which the loss of energy input / output in the hybrid system is proportional to the acceleration / deceleration energy far from the deceleration of the resistance is the evaluation value. Use a large number.

  Also, based on the road shape information stored in the road shape information file, a friction circle usage rate that is predicted when a vehicle travels on the road is calculated, and the calculated friction circle usage rate is relatively high. Evaluation section with a different evaluation function from the road section with relatively low frictional circle usage rate, more specifically, it is evaluated that acceleration with an emphasis on thermal efficiency is desirable in the acceleration section together with the hybrid system based on the engine rotation state An evaluation function that evaluates that deceleration by regeneration and power assist is desirable based on the engine off state is set in the deceleration section.

  Subsequently, another example of calculation of the target speed pattern will be described. Correct the speed state from the travel control start position to the end position using the standard generated speed pattern (steady circle maximum speed pattern), and correct the speed state from the travel control end position to the start position. Calculate the speed pattern. Specifically, a speed pattern is generated along the target travel route (course), and the vehicle travel is controlled based on the speed pattern, and the travel control is started from the start position of the travel control on the target travel route. First speed state correction means for executing speed state correction processing toward the end position, and second speed for executing speed state correction processing from the end position of travel control on the target travel route toward the start position of travel control State correction means. Accordingly, the speed state is corrected from the start position to the end position of the travel control on the target travel route without using the optimization method, and the speed state is corrected from the end position of the travel control to the start position. By executing the process, a speed pattern corresponding to the travel route is generated in a short time. In addition, the speed state on the acceleration side is corrected, and the speed state on the deceleration side is corrected. In this case, the speed state is corrected to the low speed side.

  In addition, a travel route dividing means for dividing the target travel route at regular intervals is provided, the speed state is corrected for each divided region, the speed state of the adjacent region is compared, and the speed state of the region where the speed is high is determined. Correction processing is performed on the low speed side. In this case, the acceleration or deceleration of adjacent areas is compared, and correction processing is performed to suppress excess acceleration or excess deceleration. Therefore, the target travel route is divided at regular intervals, and the speed state is corrected to the low speed side for each region.

  For the steady circle maximum speed pattern in the target travel route, the acceleration between adjacent points is calculated from the travel start point to the travel end point, and then between the adjacent points from the travel end point to the travel start point. Deceleration may be calculated, and after calculating the deceleration between adjacent points from the travel end point to the travel start point with respect to the steady circle maximum speed pattern in the target travel route, from the travel start point The acceleration between adjacent points may be calculated toward the travel end point.

  Returning to the description of FIG. 7, the definition unit 1b divides the target speed / acceleration pattern generated in step SA2 into two sections, an “acceleration section” and an “inertia travel section”, in the travel state of the target speed / acceleration pattern. (Step SA3).

  Next, the support control unit 1d performs support control corresponding to the section defined in Step SA3 while monitoring the actual traveling of the vehicle (Step SA4).

  Specifically, in the case where the actual travel position of the vehicle is the acceleration section defined in step SA3 (step SA41: Yes), the support control unit 1d further includes the current accelerator pedal input amount, brake pedal input amount, and When the driver's input acceleration estimated from the vehicle speed is lower than the target acceleration (step SA42: Yes), the above-described “acceleration assist” support control is performed (step SA43), while the input acceleration determines the target acceleration. If not lower (step SA42: No), the above-described “waste acceleration restriction” support control is performed (step SA44). Specifically, at step SA43, the gain of the accelerator opening-required acceleration map is increased as support control for "acceleration assist", and at step SA44, the accelerator opening-required acceleration is used as support control for "waste acceleration restriction". Lower the map gain.

  In addition, when the actual traveling state of the vehicle is not the acceleration section defined in Step SA3 (Step SA41: No), the support control unit 1d further determines that the actual traveling state is an inertia traveling section (Step SA45: Yes). If the driver has turned on the accelerator (step SA46: Yes), the above-described “acceleration limit” support control is performed (step SA47). On the other hand, if the driver has not turned on the accelerator (step SA46: No), The above-described “inertia travel support” support control is performed (step SA48). Specifically, in step SA47, the gain of the accelerator opening-required acceleration map is significantly lowered as support control for "acceleration restriction". Note that the suppression gain at the acceleration limitation performed at step SA47 may be set larger than the suppression gain at the waste acceleration limitation performed at step SA44. Further, in step SA48, as the support control of “inertia travel support”, the torque output by the vehicle is set to zero in the case of an HV (hybrid) vehicle, or the N (neutral) range in the case of an MT (manual transmission) vehicle. I will run a lot.

  Further, when the actual travel position of the vehicle is not an inertia travel section (step SA45: No), the support control unit 1d does not perform support control (step SA49). For example, if the map gain has been rewritten, the gain is returned to the initial state.

  Returning to the description of the main operation in FIG. 7, the ECU 1 controls the output of each actuator in order to execute the support control switched in step SA4 (step SA5). Specifically, the output of the throttle actuator 6 and the like is controlled so that the vehicle travels according to the accelerator opening-required acceleration map in which the gain is rewritten by performing the assist control in step SA4.

  This concludes the description of the main operation of the present embodiment.

  Next, an example of the section display operation performed by the ECU 1 having the above-described configuration will be described with reference to FIG. FIG. 8 is a flowchart showing an example of the section display operation of the present embodiment.

  First, the section display unit 1d turns on the indicator MA1 and turns off the indicator MA2 when the actual traveling state of the vehicle is the acceleration section (step SB1: Yes) (step SB2).

  The section display unit 1d turns off the indicator MA1 and turns on the indicator MA2 when the actual traveling state of the vehicle is not an acceleration section (step SB1: No) and is an inertia traveling section (step SB3: Yes). (Step SB4), when it is not the inertia traveling section (step SB3: No), both the indicator MA1 and the indicator MA2 are turned off (step SB5).

  This is the end of the description of the section display operation of the present embodiment.

  Next, an example of the evaluation point display operation performed by the ECU 1 having the above-described configuration will be described with reference to FIG. FIG. 9 is a flowchart showing an example of the evaluation point display operation of the present embodiment.

  First, the evaluation unit 1e obtains the difference between the driver's input acceleration estimated from the current accelerator pedal input amount, the brake pedal input amount, and the vehicle speed and the target acceleration “input acceleration−target acceleration” as the degree of deviation (step SC1). ).

  Next, the evaluation part 1e sets an evaluation score stepwise with respect to the deviation degree calculated | required by step SC1 based on the deviation degree-evaluation point map provided beforehand (step SC2).

  Then, the evaluation display unit 1f defines (determines) a section corresponding to the evaluation point set in step SC2 from the plurality of sections constituting the indicator MB, and lights the defined section (step SC3). Specifically, as the evaluation score increases, the evaluation score is associated with the right side section, so that the driver can be notified that there are too many accelerator operations (excessive accelerator) in the form shown in FIG. Further, as the evaluation score becomes smaller, the evaluation score is associated with the left side section, so that the driver can be informed that the accelerator operation is insufficient (acceleration is insufficient) in the form shown in FIG. If the evaluation score is intermediate, the evaluation score is associated with a more central section, so that the driver can be informed that the accelerator operation is just right as shown in FIG.

  This completes the description of the evaluation point display operation of the present embodiment.

[3. Summary]
As described above, according to the present embodiment, a target speed pattern (target speed control amount pattern) is generated using information such as a course shape, the generated target speed pattern is divided into a plurality of speed pattern sections, Support control for driver operation is performed according to the divided sections. As a result, optimal support control according to the target speed pattern is performed in response to the driver's request, and the driving plan and the driver operation are efficiently coordinated to bring the actual driving result of the vehicle closer to the driving plan. be able to.

  Further, according to the present embodiment, information on sections such as “acceleration section” and “inertia travel section”, information on operation requests to the driver such as “accelerator ON” and “accelerator OFF”, and target patterns and driver inputs Information on the degree of deviation is displayed on the indicator. As a result, even when the vehicle side is actively supported and controlled, it is possible to prevent the driver from feeling uncomfortable or abrupt with respect to the assistance control. Further, according to the present embodiment, the control side has a target speed / acceleration pattern, and knows what driving state (driving pattern) the vehicle should be at a certain position (section). The control side performs active support control and actively gives this information to the driver, thereby improving the compatibility between the driver operation and the vehicle control by the two interactions, resulting in higher performance. The task can be realized in

  As described above, the support control device according to the present invention is useful in the automobile manufacturing industry, and is particularly suitable for use to achieve a travel plan with a higher degree of achievement.

1 ECU
DESCRIPTION OF SYMBOLS 1a Generating part 1b Definition part 1c Support control part 1d Section display part 1e Setting part 1f Evaluation display part 8 Section indicator 9 Evaluation indicator

Claims (2)

A support control device including a control unit,
The control unit generates a control amount pattern related to a target speed when the vehicle travels as a target speed control amount pattern, and defines a plurality of sections corresponding to the driving state based on the target speed control amount pattern. And, for each defined section, performing support control for supporting the achievement of the travel plan according to the difference between the target acceleration and the driver's requested acceleration and / or the accelerator state ,
A support control device characterized by the above. The control unit includes information related to the running state corresponding to the section and / or information related to a difference between the control amount related to the speed in the target speed control amount pattern and the control amount related to the speed input from the driver to the vehicle. Output visually and / or audibly recognizable,
The support control apparatus according to claim 1.

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