JP5334661B2 - Vehicle driving support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving support device capable of appropriately executing an auto-cruise control according to the situations of a road. <P>SOLUTION: The driving support device of a vehicle capable of traveling by at least one driving source is provided with: a part for acquiring traveling section information based on the current location of a self-vehicle; a part for acquiring the traveling information of the other vehicle corresponding to the traveling section information; a part for setting a determination value based on the traveling information of the other vehicle; and a part for determining the execution of auto-cruise control based on the determination value. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

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

  Conventionally, there has been known a driving support device that performs constant-speed auto-cruise control for automatically driving a vehicle at a constant speed and follow-up auto-cruise control that automatically keeps the distance between the vehicle and a preceding vehicle constant. (For example, see Patent Documents 1 and 2). The constant speed type auto cruise control is automatically performed, for example, when the traveling speed of the host vehicle is constant for a predetermined time. The follow-up type auto cruise control is automatically performed, for example, when the distance between the host vehicle and the preceding vehicle is constant for a predetermined time. By performing these auto-cruise controls, it is possible to reduce the driver's operation burden. It is also known to perform auto-cruise control according to the driver's preference and skill by referring to the past operation history of the driver (see, for example, Patent Document 3).

JP-A-57-122143 JP 11-342766 A JP 2008-87635 A

  By the way, traffic conditions vary depending on the road. For example, on a highway where each vehicle travels at a substantially constant speed, the host vehicle can also travel at a substantially constant speed. For this reason, auto cruise control is significant on highways. On the other hand, on a general road, the traveling of the host vehicle is likely to be affected by the traveling conditions and signals of other vehicles. For this reason, the traveling speed on general roads is often not stable.

  When driving on a general road that is relatively busy but has a lot of traffic lights, the driving support devices described in Patent Documents 1 and 2 are configured to perform automatic cruise control if the traveling speed of the host vehicle and the distance between the preceding vehicle and the preceding vehicle are stable for a predetermined time. To implement. However, the driving assistance device immediately cancels the auto cruise control depending on the signal condition. As a result, unnecessary control switching occurs frequently, which may cause driver stress.

  The driving support apparatus described in Patent Document 3 determines the execution of auto-cruise control using the surrounding monitoring information, the interior product operation monitoring information, the driver monitoring information, and the history thereof. For this reason, the driving support device can perform auto-cruise control according to the road conditions and the like on the roads that have passed and have a history. However, there is no history on the first way. Therefore, in the case of a road that passes for the first time, even with the driving support device described in Patent Document 3, the travel speed and the variation deviation allowable amount of the inter-vehicle distance and the determination time for determining the execution of the auto-cruise control are as described in Patent Document 1, Similar to 2, it is set to a predetermined value. As a result, unnecessary control switching occurs frequently, which may cause driver stress. Therefore, it is desired to implement auto-cruise control according to road conditions even on the first road.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a driving support device capable of appropriately performing auto-cruise control in accordance with road conditions even on a first-pass road. It is.

In order to achieve the above object, according to a first aspect of the present invention, in a driving support device for a vehicle capable of traveling with at least one drive source, the traveling section information is obtained by acquiring traveling section information based on the current position of the host vehicle. A navigation system (for example, a navigation system 131 in an embodiment described later) that acquires traveling information of other vehicles corresponding to the above, and a determination value setting unit (for example, described later) that sets determination values based on the traveling information of the other vehicles A determination value setting unit 141) according to an embodiment, and an auto cruise control execution determination unit (for example, an auto cruise control execution determination unit 143 according to an embodiment described later) that determines execution of auto cruise control based on the determination value. wherein the travel information of the other vehicle is the amount of change in the vehicle speed of the other vehicle, the determination value, the automatic cruise controller The determination value setting unit sets the execution determination change amount to be smaller as the variation amount of the vehicle speed of the other vehicle is larger, and The cruise control execution determination unit determines that the auto cruise control is to be performed when the vehicle speed change amount of the host vehicle continues for a predetermined time and is less than the execution determination change amount .

The invention according to claim 2, in the driving support apparatus according to claim 1, wherein the determination value includes execution determination time for determining whether to perform the auto-cruise control, the determination value setting unit, the higher the amount of variation in the speed of the other vehicle is large, said execution determination time is set longer, the auto cruise control execution determination unit, said execution determination change amount vehicle speed change of the vehicle is continuously above-described determination time When it is less than, the execution of the auto cruise control is determined.

According to a third aspect of the present invention, in the driving support device according to the first or second aspect , the determination value includes a cancellation determination change amount for determining whether or not to cancel the automatic cruise control, and the determination value setting The unit sets the release determination amount smaller as the variation amount of the vehicle speed of the other vehicle increases, and when the auto cruise control is being performed, the auto cruise control execution determination unit When the change amount of the accelerator pedal opening is larger than the release determination change amount, the release of the auto cruise control is determined.

According to a fourth aspect of the present invention, in the driving support device according to the first or second aspect, a preceding vehicle determination unit (for example, in an embodiment described later) that determines whether a preceding vehicle exists on the traveling direction side of the host vehicle. A preceding vehicle determining unit 145), and when the preceding vehicle determining unit determines that there is a preceding vehicle, the auto cruise control execution determining unit determines the execution of the auto cruise control based on the determination value. It is characterized by.

The invention according to claim 5 is the driving support device according to claim 4, further comprising a preceding vehicle vehicle speed change acquisition unit that acquires a vehicle speed change amount of the preceding vehicle, wherein the determination value cancels the auto cruise control. The determination value setting unit sets the cancellation determination change amount to be smaller as the variation amount of the vehicle speed of the other vehicle is larger, and the auto-cruise control is performed. The automatic cruise control execution determination unit determines cancellation of the automatic cruise control when the amount of change in vehicle speed of the preceding vehicle is greater than the amount of change in release determination.

The invention according to claim 6 is the operation support apparatus according to any one of claims 1 to 5, wherein the drive source is an internal combustion engine (for example, an internal combustion engine 107 in an embodiment described later) and the internal combustion engine. And an electric motor (for example, an electric motor 105 in an embodiment described later) provided on the drive wheel side on the output path, and the vehicle is provided between the internal combustion engine and the output path of the electric motor. A connection mode (for example, a lock-up clutch 113 in an embodiment described later), and connecting the connection / disconnection unit, the first travel mode for traveling at least with the driving force of the internal combustion engine, and the connection / disconnection unit. A second traveling mode that travels with the driving force of only the electric motor by opening, and switches between the first traveling mode and the second traveling mode according to the traveling state of the host vehicle. A mode switching unit (for example, a mode switching unit 147 in an embodiment described later), and the mode switching unit performs the first traveling mode and the second traveling when the auto-cruise control is being performed. The hysteresis width of switching between modes is expanded.

According to the invention of claim 1, 4, by using the running information of other vehicles accumulated for each travel section, it can be carried out appropriately O over preparative cruise control even road for the first time traffic. Moreover, the traffic condition of the road to be passed for the first time can be obtained by using the fluctuation amount of the vehicle speed of the other vehicle, and the auto cruise control can be performed at an appropriate timing. Further, as the fluctuation amount of the vehicle speed of the other vehicle increases, it becomes more difficult to enter the auto cruise in the travel section, so that unnecessary control switching can be prevented and driver stress can be reduced.

According to the second aspect of the present invention, the larger the fluctuation amount of the vehicle speed of the other vehicle, the harder it is to enter the auto cruise in the traveling section, thereby preventing unnecessary control switching and reducing driver stress. Can do.

According to the third aspect of the present invention, the larger the fluctuation amount of the vehicle speed of the other vehicle, the easier it is to cancel the auto-cruise in the traveling section. Therefore, it is possible to cancel the cruise appropriately and prevent unnecessary control switching. In addition, driver stress can be reduced.

According to the fifth aspect of the invention, the larger the amount of fluctuation in the vehicle speed of the other vehicle, the easier it is to cancel the auto-cruise control in the traveling section. This can prevent and reduce driver stress.

According to the sixth aspect of the present invention, when auto cruise control is being executed, the travel mode can be maintained by expanding the hysteresis width of the travel mode switching. Switching can be prevented.

It is a block diagram which shows the power system and power supply system of HEV of a series parallel system. FIG. 6 is a diagram illustrating a driving force transmission path and power supply when a series-parallel HEV is traveling by EV. FIG. 5 is a diagram showing a driving force transmission path and power supply when a series-parallel HEV travels in series. FIG. 5 is a diagram showing a driving force transmission path and power supply when a series-parallel HEV is running an engine. It is a block diagram which shows the internal structure of HEV of a series parallel system. It is a block diagram which shows management ECU concerning 1st Embodiment. It is a flowchart which shows the operation | movement of implementation and cancellation | release of the auto cruise control in 1st Embodiment. It is a vehicle speed pattern explaining AAEE. The execution of auto-cruise control on a road having a large AAEE of another vehicle obtained in the first embodiment will be described. The execution of auto-cruise control on a road where the AAEE of another vehicle obtained in Example 1 is small is shown. It is a block diagram which shows management ECU concerning 2nd Embodiment. It is a flowchart which shows operation | movement of implementation and cancellation | release of auto-cruise control in 2nd Embodiment. The execution of auto-cruise control on a road having a large AAEE of another vehicle obtained in the second embodiment will be described. The execution of auto-cruise control on a road with a small AAEE of another vehicle obtained in the second embodiment will be described. It is a block diagram which shows management ECU concerning 3rd Embodiment. It is a flowchart which shows the operation | movement of cancellation | release and cancellation | release of the auto cruise control in 3rd Embodiment. The switching of the driving mode during auto cruise control, which is obtained in the third embodiment, is shown.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.

(First embodiment)
A HEV (Hybrid Electrical Vehicle) includes an electric motor and an internal combustion engine, and travels by the driving force of the electric motor and / or the internal combustion engine according to the traveling state of the vehicle. There are two types of HEVs: a series method and a parallel method. The series-type HEV travels by the driving force of an electric motor using a capacitor as a power source. The internal combustion engine is used only for power generation, and the electric power generated by the driving force of the internal combustion engine is charged in a capacitor or supplied to an electric motor. On the other hand, a parallel HEV travels by the driving force of at least one of an electric motor and an internal combustion engine.

  A HEV system that can be switched to either of the above two systems is also known. FIG. 1 is a block diagram showing a series-parallel switching HEV power system and power system. In the HEV shown in FIG. 1, the driving force from the internal combustion engine (ENG) 107 is transmitted to the drive wheels 129 via the gear box 115 according to the state of the clutch 113. That is, if the clutch 113 is disengaged, the driving force from the internal combustion engine 107 is not transmitted to the driving wheel 129, and if the clutch 113 is in the connected state, the driving force from the internal combustion engine 107 is transmitted to the driving wheel 129. The

  In the HEV shown in FIG. 1, the driving force transmission system is switched by disconnecting or connecting (disconnecting) the clutch 113. Depending on the driving power transmission system and the driving of the internal combustion engine 107, the HEV traveling mode shown in FIG. 1 is one of “EV traveling”, “series traveling”, and “engine traveling”. The HEV during EV travel travels by the driving force of an electric motor (MOT) 105 that is driven by power supply from the battery (BATT) 101. FIG. 2 is a diagram showing a driving force transmission path and power supply when the series-parallel HEV is traveling in EV. During EV travel, the internal combustion engine 107 is not driven and the clutch 113 is in a disconnected state.

  Further, the HEV during the series traveling travels by the driving force of the electric motor 105 that is driven by the supply of electric power generated by the generator (GEN) 109 by driving the internal combustion engine 107. FIG. 3 is a diagram showing a driving force transmission path and power supply when a series-parallel HEV travels in series. During series running, the internal combustion engine 107 is driven and the clutch 113 is in a disconnected state.

  Further, the HEV during engine travel travels by the driving force of the internal combustion engine 107. FIG. 4 is a diagram showing a driving force transmission path and power supply when the series-parallel HEV is running the engine. When the engine is running, the electric motor 105 is not driven and the clutch 113 is in a connected state. The generator 109 and the electric motor 105 are also rotated by driving the internal combustion engine 107.

  FIG. 5 is a block diagram showing an internal configuration of a series / parallel HEV. A series-parallel HEV (hereinafter simply referred to as “vehicle”) shown in FIG. 5 includes a battery (BATT) 101, a first inverter (first INV) 103, an electric motor (MOT) 105, and a multi-cylinder internal combustion engine. (ENG) 107, rotation speed sensor 108, generator (GEN) 109, second inverter (second INV) 111, lock-up clutch (hereinafter simply referred to as “clutch”) 113, and gear box (hereinafter referred to as “clutch”). 115, management ECU (MG ECU) 117, motor ECU (MOT ECU) 119, engine ECU (ENG ECU) 121, battery ECU (BATT ECU) 123, and server 133. A navigation system (NAVI) 131 for acquiring information. The configuration of the power system and power supply system of the vehicle is the same as the configuration shown in the block diagram of FIG. For this reason, the same reference numerals given to the corresponding components in FIG. 5 are attached to the components included in the power system and the power supply system in FIG.

  The storage battery 101 has a plurality of storage cells connected in series, and supplies a high voltage of, for example, 100 to 200V. The first inverter 103 converts the DC voltage from the battery 101 into an AC voltage and supplies a three-phase current to the electric motor 105. The electric motor 105 generates power (torque) for the vehicle to travel. Torque generated by the electric motor 105 is transmitted to the drive shaft 127 of the drive wheel 129 via the gear 115.

  A multi-cylinder internal combustion engine (hereinafter simply referred to as “internal combustion engine”) 107 generates power (torque) for the vehicle to travel in a state where the clutch 113 is connected. The torque generated in the internal combustion engine 107 in this state is transmitted to the drive shaft 127 of the drive wheel 129 via the generator 109, the clutch 113, and the gear 115. The generator 109 is directly connected to the internal combustion engine 107. For this reason, the torque generated in the internal combustion engine 107 is consumed not only for rotating the drive wheels 129 but also for rotating the generator 109. The rotational speed sensor 108 detects the rotational angular speed of the crankshaft of the internal combustion engine 107. A signal indicating the rotational angular velocity detected by the rotational speed sensor 108 is sent to the management ECU 117.

  The generator 109 is driven by the internal combustion engine 107 to generate electric power. The electric power generated by the generator 109 is charged in the battery 101 or supplied to the electric motor 105. The second inverter 111 converts the AC voltage generated by the generator 109 into a DC voltage. The electric power converted by the second inverter 111 is charged in the battery 101 or supplied to the electric motor 105 via the first inverter 103.

  The clutch 113 connects and disconnects the transmission path of the driving force from the internal combustion engine 107 to the driving wheel 129 based on an instruction from the management ECU 117. The gear 115 is a transmission that converts the driving force from the internal combustion engine 107 or the driving force from the electric motor 105 via the generator 109 into a rotation speed and torque at a desired gear ratio, and transmits them to the drive shaft 127. is there.

  The management ECU 117 performs switching of the driving force transmission system, control of the electric motor 105 and the internal combustion engine 107, connection / disconnection instruction to the clutch 113, and the like. The management ECU 117 also includes a requested driving force sensor (not shown) that detects information from a vehicle speed sensor (not shown) that detects the speed of the vehicle and a driving force of the vehicle that is requested by the driver, such as the accelerator opening. ) Is input.

  The motor ECU 119 controls the electric motor 105 in accordance with an instruction from the management ECU 117. The motor ECU 119 limits the current supplied from the battery 101 to the electric motor 105 when vehicle speed restriction is instructed from the management ECU 117. The engine ECU 121 controls the start and stop of the internal combustion engine 107, throttle valve opening / closing control and fuel injection control in each cylinder, and the number of rotations of the crankshaft of the internal combustion engine 107 in accordance with instructions from the management ECU 117. The battery ECU 123 detects a remaining capacity (SOC: State of Charge) indicating the state of the battery 101 and sends information indicating the state to the management ECU 117.

  The navigation system 131 has a communication function and acquires information from the server 133. The server 133 stores road travel section information and vehicle speed fluctuation information of other vehicles corresponding to each travel section information. The navigation system 131 acquires these pieces of information from the server 133 by a communication function and sends them to the management ECU 117.

  Hereinafter, implementation of auto cruise control by the vehicle according to the first embodiment will be described in detail. FIG. 6 is a block diagram showing a configuration of the management ECU 117 according to the first embodiment. In the present embodiment, the management ECU 117 includes a determination value setting unit 141 to which information acquired by the navigation system 131 is input, and an auto cruise control execution determination unit 143.

  The determination value setting unit 141 sets a determination value for determining whether or not to perform auto-cruise control based on vehicle speed fluctuation information of other vehicles sent from the navigation system 131. The auto cruise control execution determination unit 143 determines the execution and cancellation of the auto cruise based on the determination value.

  FIG. 7 is a flowchart showing the process of performing and releasing the constant speed type auto cruise control. As shown in FIG. 7, the navigation system 131 acquires the current travel section information based on the travel position of the host vehicle (step S101). This travel section may be defined for each road segmented at each intersection, or may be defined by a predetermined distance, road segmentation, gradient change, or the distribution of the average vehicle speed of other vehicles and AAEE (described later). It may be separated. Subsequently, the navigation system 131 acquires vehicle speed fluctuation information of another vehicle corresponding to the acquired travel section information (step S102).

As vehicle speed variation information of other vehicles, acceleration energy equivalent (AAEE) per unit distance is used. The acceleration energy equivalent (AEE) is defined by the following equation.

For example, in the vehicle speed pattern as shown in FIG. 8, AEE can be calculated by the following equation.

  AAEE (acceleration energy equivalent per unit distance) for each travel section is calculated by dividing AEE calculated in this way by the distance of the travel section. It means that the smaller the AAEE value, the smaller the vehicle speed fluctuation in the travel section, and the easier it is to travel at a constant speed. For example, AAEE is small on an expressway or the like, and AAEE is large on a general road with many signals. Therefore, it can be said that a travel section with a small AAEE value is a road suitable for carrying out auto cruise control. On the other hand, in a travel section where the value of AAEE is large, there is a high possibility that it will be released immediately even if auto cruise control is performed. Therefore, a travel section with a large AAEE value is not suitable for carrying out auto cruise control.

  The management ECU 117 determines whether or not the host vehicle is performing constant speed auto cruise control (step S103). When it is determined that the auto cruise control is not being performed, the determination value setting unit 141 sets a determination value for determining whether to perform the auto cruise control based on the AAEE of the other vehicle acquired in step S102 ( Steps S104 and S105).

  In step S104, the determination value setting unit 141 sets a determination value related to the amount of change in the vehicle speed of the host vehicle, for example, a vehicle speed variation deviation allowance (ACCinVcar). Here, the vehicle speed fluctuation deviation allowable amount (ACCinVcar) is an allowable upper limit of the vehicle speed fluctuation deviation amount. The vehicle speed fluctuation deviation amount (ACCVcar) is the maximum value of the difference between the vehicle speed of the host vehicle and the average vehicle speed (VcarAVE) of the host vehicle in the execution determination time (ACCdetTime). In step S104, the determination value setting unit 141 sets the vehicle speed variation deviation allowable amount to be large in the traveling section where the AAEE is small, thereby facilitating the automatic cruise control. On the other hand, in the travel section where AAEE is large, the determination value setting unit 141 sets the vehicle speed fluctuation deviation allowable amount to be small and makes it difficult to perform the auto cruise control.

  In step S105, the determination value setting unit 141 sets an execution determination time (ACCdetTime) for determining whether to perform auto-cruise control. Here, the determination value setting unit 141 sets the execution determination time (ACCdetTime) to be short in the travel section where the AAEE is small, so that the auto cruise control can be easily performed. On the other hand, in the travel section where AAEE is large, the determination value setting unit 141 sets the execution determination time (ACCdetTime) longer to make it difficult to perform the auto cruise control.

  The management ECU 117 calculates the vehicle speed fluctuation deviation amount (ACCVcar) of the host vehicle at the execution determination time (ACCdetTime) set in step S105 (step S106). Next, the auto-cruise control execution determination unit 143 determines whether or not ACCVcar <ACCinVcar (step S107). If it is determined that ACCVcar ≧ ACCinVcar, the process ends. If it is determined that ACCVcar <ACCinVcar, the driver is notified that auto cruise control is to be performed (step S108). Next, the management ECU 117 sets the average vehicle speed (VcarAVE) of the host vehicle in the above-described execution determination time (ACCdetTime) to the auto-cruise control vehicle speed, and performs auto-cruise control (step S109).

  If it is determined in step S103 that the host vehicle is performing auto-cruise control, the management ECU 117 determines whether to cancel auto-cruise control. First, the determination value setting means 141 sets a determination value for determining whether or not to cancel the auto cruise control based on the AAEE of the other vehicle acquired in step S102 (step S110). As the determination value, the determination value setting unit 141 sets, for example, an accelerator pedal variation allowable amount (ACCoutTH) of the host vehicle. Here, the accelerator pedal variation allowable amount (ACCoutTH) is an allowable upper limit of the amount of variation in the accelerator pedal depression amount within a predetermined time. The judgment value setting means 141 sets the accelerator pedal variation allowable amount large in the traveling section where AAEE is small, and makes it difficult to cancel the automatic cruise control. On the other hand, in the travel section where AAEE is large, the judgment value setting means 141 sets the accelerator pedal variation allowable amount small so that the automatic cruise control is easily canceled.

  Next, the management ECU 117 calculates a variation ΔAP of the accelerator pedal depression amount within a predetermined time of the host vehicle (step S111). Next, the auto-cruise control execution determination unit 143 determines whether ΔAP> ACCoutTH is satisfied (step S112). If it is determined that ΔAP ≦ ACCoutTH, it is then determined whether or not the brake pedal has been depressed (step S113). If it is determined that the brake pedal has not been depressed, the process ends. If it is determined in step S113 that the brake pedal has been depressed, the management ECU 117 cancels the auto cruise control (step S114). Even when it is determined in step S112 that ΔAP> ACCoutTH, the management ECU 117 cancels the auto-cruise control (step S114).

  As described above, according to the vehicle according to the first embodiment, by using the fluctuation amount of the vehicle speed of the other vehicle accumulated for each travel section, the constant speed type can be obtained at an appropriate timing even on the first road. Auto cruise control can be implemented.

  In addition, according to the vehicle according to the first embodiment, the larger the variation amount of the vehicle speed of the other vehicle, the harder it is to enter the auto cruise in the travel section, and it is easier to cancel the auto cruise in the travel section. Therefore, unnecessary control switching can be prevented and driver stress can be reduced.

  In the first embodiment, both the vehicle speed fluctuation deviation allowable amount and the execution determination time are set based on the AAEE of the other vehicle as the determination values for determining the execution of the auto cruise control. It may be set based on AAEE, and one may be set to a fixed value.

  In the first embodiment, the execution of the auto cruise control is determined based on whether or not the vehicle speed variation deviation amount of the host vehicle is less than the vehicle speed variation deviation allowable amount. May be used instead of the vehicle speed fluctuation deviation amount. For example, AAEE of the own vehicle at the execution determination time may be used instead of the vehicle speed fluctuation deviation amount of the own vehicle. The AAEE of the host vehicle is calculated by dividing AEE (acceleration energy equivalent) at the execution determination time by the travel distance of the host vehicle at the execution determination time. In this case, the determination value setting means 141 sets the AAEE allowable amount of the own vehicle based on the AAEE of the other vehicle in the travel section. Then, when (AAEE of own vehicle at execution determination time) <(AAEE allowable amount of own vehicle), auto-cruise control is performed.

Moreover, you may use the acceleration / deceleration integrated value of the own vehicle in implementation determination time instead of these. Specifically, the acceleration / deceleration integrated value of the host vehicle at the execution determination time is calculated by the following equation.
(Acceleration / deceleration integrated value of own vehicle at execution determination time) = Σ | acceleration / deceleration |
In this case, the determination value setting means 141 sets the acceleration / deceleration integrated value allowable amount of the own vehicle based on the AAEE of the other vehicle in the travel section. Then, when (acceleration / deceleration integrated value of own vehicle at execution determination time) <(acceleration / deceleration integrated value allowable amount of own vehicle), auto-cruise control is performed.

  In the first embodiment, the driving support device has been described as being applied to a HEV vehicle. However, the driving support device can be appropriately applied to a normal passenger car that runs only by an internal combustion engine or an electric vehicle (EV).

Example 1
Implementation of constant speed auto-cruise control when the driving support apparatus according to the first embodiment is used will be described with reference to FIGS. 9 and 10. FIG. 9 shows a traveling section where the AAEE of the other vehicle is large (AAEE: 400), and FIG. 10 shows a constant speed auto-cruise by the driving support device according to the conventional and this embodiment in the traveling section where the AAEE of the other vehicle is small (AAEE: 100). Each control implementation is shown.

  In Example 1, the conventional driving support device (conventional example) performs auto-cruise control when the vehicle speed variation deviation amount is within 2 for 8 seconds (execution determination time: 8 seconds, Vehicle speed fluctuation deviation tolerance: 2). These values are fixed regardless of the size of AAEE of the other vehicle in the travel section. On the other hand, in the driving support device of the present embodiment (example of the present invention), the vehicle speed variation deviation allowable amount is fixed at 2, and the execution determination time is set based on the size of the AAEE of the other vehicle in the travel section. . In the first embodiment, in the travel section where the AAEE of the other vehicle is large (AAEE: 400), the determination time is set to be as long as 10 seconds (implementation determination time: 10 seconds, allowable vehicle speed variation deviation: 2). In the travel section (AAEE: 100) where the AAEE of the other vehicle is small, the determination time is set to be as short as 5 seconds (implementation determination time: 5 seconds, vehicle speed variation deviation allowance: 2).

  As a result, as shown in FIG. 9, in the traveling section (AAEE: 400) where the AAEE of the other vehicle is large, the conventional driving support apparatus frequently switches between execution and cancellation of auto-cruise control. This is because the travel speed tends to fluctuate in the travel section where the AAEE of other vehicles is large. Even if the travel speed is stabilized and the auto-cruise control is executed once, it is released immediately by the operation of the accelerator pedal or the brake pedal. It is thought that it is because it ends. On the other hand, in the driving support device of the present invention example, the execution determination time in the travel section (AAEE: 400) where the AAEE of the other vehicle is large is set as long as 10 seconds, so that the speed of the host vehicle is stable for a long time. Auto cruise control will not be implemented unless it is done. As described above, the driving support device of the present embodiment can perform stable control without performing unnecessary auto-cruise control.

  On the other hand, as shown in FIG. 10, in the driving section (AAEE: 100) where the AAEE of the other vehicle is small, the driving determination device of the present embodiment sets the execution determination time as short as 5 seconds, and the auto cruise control is performed. Easy to be. Therefore, the auto cruise control is performed for a total of 108 seconds, and the burden on the driver can be reduced. On the other hand, in the conventional driving support apparatus, since the execution determination time remains 8 seconds, the determination takes time, and the auto cruise control is only performed for a total of 95 seconds.

  From the above Example 1, it can be confirmed that according to the driving support apparatus of the present embodiment, the constant speed type auto-cruise control can be performed at an appropriate timing.

(Second Embodiment)
Next, the driving assistance apparatus which concerns on 2nd Embodiment of this invention is demonstrated with reference to FIG.11 and FIG.12. The second embodiment performs follow-up type auto-cruise control that keeps the inter-vehicle distance between the preceding vehicle and the host vehicle constant, and differs from the first embodiment in the part that determines whether to execute or cancel the auto-cruise control. Therefore, the same or equivalent parts as those in the first embodiment are denoted by the same reference numerals or equivalent signs, and the description thereof is simplified or omitted.

  FIG. 11 is a block diagram illustrating a configuration of the management ECU 117 according to the second embodiment. In the present embodiment, the management ECU 117 determines whether a determination value setting unit 141 to which information acquired by the navigation system 131 is input, an auto cruise control execution determination unit 143, and a preceding vehicle exists within the forward Dm. A preceding vehicle determination unit 145.

  FIG. 12 is a flowchart showing execution and cancellation of follow-up type auto cruise control. As shown in FIG. 12, the navigation system 131 acquires current travel section information from the server 133 based on the travel position of the host vehicle (step S201). Subsequently, the navigation system 131 acquires vehicle speed fluctuation information of the other vehicle corresponding to the acquired travel section information, that is, AAEE of the other vehicle (step S202).

  The management ECU 117 determines whether or not the host vehicle is performing follow-up type auto cruise control (step S203). When it is determined that the auto cruise is not being performed, the preceding vehicle determination unit 145 determines whether there is a preceding vehicle within the forward Dm (step S204). Here, Dm may be an arbitrary distance considering the total distance of the travel section, the safety distance, and the like. If it is determined in step S204 that the preceding vehicle does not exist within Dm, the process ends.

  When it is determined that the preceding vehicle exists within Dm, the determination value setting unit 141 sets a determination value for determining whether to perform auto-cruise control based on the AAEE of the other vehicle acquired in step S202 ( Steps S205 and S206).

  In step S205, the determination value setting unit 141 sets a variation deviation allowable amount (ACCinDcar) of the inter-vehicle distance between the preceding vehicle and the host vehicle. Here, the vehicle speed variation deviation allowable amount (ACCinDcar) is an allowable upper limit of the inter-vehicle distance variation deviation amount. The inter-vehicle distance variation deviation amount (ACCCDcar) is the maximum value of the deviation between the inter-vehicle distance and the average inter-vehicle distance (DcarAVE) between the preceding vehicle and the host vehicle in the execution determination time (ACCdetTime). In step S205, the determination value setting unit 141 sets the inter-vehicle distance variation allowance (ACCinDcar) to be large in the travel section where the AAEE is small so that the auto-cruise control can be easily performed. On the other hand, in the travel section where AAEE is large, the determination value setting unit 141 sets the inter-vehicle distance variation allowable amount (ACCinDcar) to be small, and makes it difficult to perform the auto cruise control.

  In step S206, the determination value setting unit 141 sets an execution determination time (ACCDdetTime) for determining whether or not to perform auto-cruise control. In step S206, the determination value setting unit 141 sets the execution determination time (ACCDdetTime) to be short in the travel section where the AAEE is small so that the auto cruise control can be easily performed. On the other hand, in the travel section where AAEE is large, the determination value setting unit 141 sets the execution determination time (ACCDdetTime) longer to make it difficult to perform the auto cruise control.

  Next, the management ECU 117 calculates an inter-vehicle distance variation deviation (ACCCDcar) between the preceding vehicle and the host vehicle at the execution determination time (ACCDdetTime) set in step S206 (step S207). Next, the auto-cruise control execution determination unit 143 determines whether or not ACCDcar <ACCinDcar (step S208). If it is determined that ACCDcar ≧ ACCinDcar, the process ends. If it is determined that ACCDcar <ACCinDcar, the driver is notified that auto cruise control is to be performed (step S209). Next, the management ECU 117 sets the average inter-vehicle distance DcarAVE between the preceding vehicle and the host vehicle at the above-described execution determination time (ACCdetTime) as the auto-cruise control inter-vehicle distance, and performs the follow-up type auto-cruise control (step S210).

  In step S203, when it is determined that the host vehicle is performing the follow-up type auto cruise control, the management ECU 117 determines whether to cancel the follow type auto cruise control. First, the determination value setting unit 141 sets a determination value for determining whether or not to cancel the automatic cruise control based on the AAEE of the other vehicle acquired in step S202 (step S211). As this determination value, the determination value setting means 141 sets, for example, a vehicle speed fluctuation allowable amount (ACCoutVP) of the preceding vehicle. Here, the vehicle speed fluctuation allowable amount (ACCoutVP) of the preceding vehicle is an allowable upper limit of the vehicle speed fluctuation amount of the preceding vehicle within a predetermined time. In step S211, the determination value setting unit 141 sets the vehicle speed fluctuation allowable amount of the preceding vehicle to be large in the traveling section where the AAEE is small, and makes it difficult to cancel the auto cruise control. On the other hand, in a travel section in which AAEE is large, the determination value setting unit 141 sets the vehicle speed fluctuation allowable amount of the preceding vehicle to be small so that the automatic cruise control is easily canceled.

  Next, the management ECU 117 calculates a vehicle speed fluctuation amount ΔVP of the preceding vehicle for a predetermined time (step S212). The auto cruise control execution determination unit 143 determines whether or not ΔVP> ACCoutVP is satisfied (step S213). If it is determined that ΔVP ≦ ACCoutVP, it is then determined whether or not the brake pedal has been depressed (step S214). If it is determined that the brake pedal has not been depressed, the process ends. If it is determined in step S214 that the brake pedal has been depressed, the management ECU 117 cancels the automatic cruise control (step S215). Even when it is determined in step S213 that ΔVP> ACCoutVP, the management ECU 117 cancels the auto-cruise control (step S215).

  As described above, according to the vehicle according to the second embodiment, by using the fluctuation amount of the vehicle speed of the other vehicle accumulated for each traveling section, even if it is a road that passes for the first time, the follow-up auto Cruise control can be implemented.

  In addition, according to the vehicle according to the second embodiment, the larger the variation amount of the vehicle speed of the other vehicle, the harder it is to enter the auto cruise in the travel section, and it is easier to cancel the auto cruise in the travel section. Therefore, unnecessary control switching can be prevented and driver stress can be reduced.

  In the second embodiment, both the amount of change in the inter-vehicle distance between the preceding vehicle and the host vehicle and the execution determination time are set based on the AAEE of the other vehicle as the determination values for determining whether to perform auto cruise control. Only one of them may be set based on the AAEE of the other vehicle, and the other may be determined as a fixed value.

  In the second embodiment, the driving support device has been described as being applied to a HEV vehicle. However, the driving support device can be appropriately applied to a normal passenger car or an electric vehicle (EV) that runs only with an internal combustion engine.

(Example 2)
Implementation of follow-up type auto cruise control when the driving support apparatus according to the second embodiment is used will be described with reference to FIGS. 13 and 14. FIG. 13 shows a traveling section where the AAEE of the other vehicle is large (AAEE: 400), and FIG. 14 shows a tracking type auto-cruise control by the driving support device according to the related art and this embodiment in a traveling section where the AAEE of the other vehicle is small (AAEE: 100). Each implementation is shown.

  In Example 2, the conventional driving support device (conventional example) performs auto-cruise control when the inter-vehicle distance variation deviation amount is within 2 for 8 seconds (execution determination time: 8 seconds). , Inter-vehicle distance variation deviation tolerance: 2). These values are fixed regardless of the size of AAEE of the other vehicle in the travel section. On the other hand, in the driving support device of the present embodiment (example of the present invention), the allowable distance variation deviation is fixed to 2 and the execution determination time is set based on the size of the AAEE of the other vehicle in the travel section. The In the second embodiment, in the travel section where the AAEE of the other vehicle is large (AAEE: 400), the determination time is set as long as 10 seconds (implementation determination time: 10 seconds, inter-vehicle distance variation deviation allowable amount: 2). Then, in the travel section (AAEE: 100) where the AAEE of the other vehicle is small, the determination time is set as short as 5 seconds (implementation determination time: 5 seconds, inter-vehicle distance variation deviation allowable amount: 2).

  As a result, as shown in FIG. 13, in the travel section (AAEE: 400) where the AAEE of the other vehicle is large, the conventional driving support apparatus frequently switches between execution and cancellation of auto-cruise control. This is because the travel speed tends to fluctuate in a travel section where the AAEE of another vehicle is large, and the inter-vehicle distance tends to become unstable. Even if auto-cruise control is performed once the inter-vehicle distance is stable, the vehicle speed change of the preceding vehicle This is probably because it is released immediately by operating the brake pedal. On the other hand, in the driving support device of the present invention example, the execution determination time in the travel section (AAEE: 400) where the AAEE of the other vehicle is large is set as long as 10 seconds, so unless the inter-vehicle distance is stable for a long time. Auto cruise control is not implemented. As described above, the driving support device of the present embodiment can perform stable control without performing unnecessary auto-cruise control.

  On the other hand, as shown in FIG. 14, in the driving section (AAEE: 100) where the AAEE of the other vehicle is small, the driving determination device of the present embodiment sets the execution determination time as short as 5 seconds. Thereby, auto cruise control is easy to be implemented. For this reason, the auto cruise control is performed for a total of 110 seconds, and the burden on the driver can be reduced. On the other hand, in the conventional driving support apparatus, since the execution determination time remains 8 seconds, the determination takes time, and the auto-cruise control is only performed for a total of 96 seconds.

  From the above Example 2, it can be confirmed that the follow-up type auto-cruise control can be performed at an appropriate timing according to the example of the present invention.

(Third embodiment)
Next, the driving assistance apparatus which concerns on 3rd Embodiment of this invention is demonstrated with reference to FIGS. The driving support device of the third embodiment has the same configuration as that of the second embodiment except that the driving support device of the third embodiment is different from the driving support device of the second embodiment in that it includes a mode switching unit. For this reason, the same or equivalent parts as those of the second embodiment are denoted by the same or corresponding reference numerals, and the description thereof is simplified or omitted.

  FIG. 15 is a block diagram illustrating a configuration of the management ECU 117 according to the third embodiment. In the present embodiment, the management ECU 117 includes a determination value setting unit 141 to which information acquired by the navigation system 131 is input, an auto cruise control execution determination unit 143, a preceding vehicle determination unit 145, a mode switching unit 147, Is provided.

  The mode switching unit 147 instructs connection / disconnection of the lock-up clutch 113 based on the vehicle speed of the host vehicle, and travels using the ENG travel mode (engine travel) in which the travel is performed by the driving force of the internal combustion engine 107 and the drive force of only the electric motor. Switch the MOT travel mode (EV travel, series travel). The mode switching unit 147 is configured to perform switching according to a threshold having a predetermined hysteresis width in order to prevent frequent switching of the driving mode, and hence switching of the clutch 113.

  FIG. 16 is a flowchart showing an operation of the management ECU 117 for performing the auto cruise control. As shown in FIG. 16, the navigation system 131 acquires the current travel section information from the server 133 based on the travel position of the host vehicle (step S201). Subsequently, the navigation system 131 acquires vehicle speed fluctuation information of the other vehicle corresponding to the acquired travel section information, that is, AAEE of the other vehicle (step S202).

  The management ECU 117 determines whether or not the host vehicle is currently performing follow-up type auto cruise control (step S303). If it is determined that the host vehicle is not performing auto-cruise, the preceding vehicle determination unit 145 determines whether there is a preceding vehicle within the forward Dm (step S304). If it is determined in step S304 that the preceding vehicle does not exist within Dm, the processing ends.

  When it is determined that the preceding vehicle exists within Dm, the determination value setting unit 141 sets a determination value for determining whether to perform auto-cruise control based on the AAEE of the other vehicle acquired in step S302 ( Steps S305 and S306).

  In step S305, the determination value setting unit 141 sets a variation deviation allowable amount (ACCinDcar) of the inter-vehicle distance between the preceding vehicle and the host vehicle. Here, the vehicle speed variation deviation allowable amount (ACCinDcar) is an allowable upper limit of the inter-vehicle distance variation deviation amount. The inter-vehicle distance variation deviation amount (ACCCDcar) is the maximum value of the deviation between the inter-vehicle distance and the average inter-vehicle distance (DcarAVE) between the preceding vehicle and the host vehicle in the execution determination time (ACCdetTime). In step S <b> 305, the determination value setting unit 141 sets the inter-vehicle distance variation allowance (ACCinDcar) to be large in the travel section where the AAEE is small to facilitate the auto cruise control. On the other hand, in the travel section where AAEE is large, the determination value setting unit 141 sets the inter-vehicle distance variation allowable amount (ACCinDcar) to be small, and makes it difficult to perform the auto cruise control.

  In step S306, the determination value setting unit 141 sets an execution determination time (ACCDdetTime) for determining whether to perform auto-cruise control. In step S306, the determination value setting unit 141 sets the execution determination time (ACCDdetTime) to be shorter in the travel section where the AAEE is small so that the auto cruise control can be easily performed. On the other hand, in the travel section where AAEE is large, the determination value setting unit 141 sets the execution determination time (ACCDdetTime) longer to make it difficult to perform the auto cruise control.

  Next, the management ECU 117 calculates an inter-vehicle distance variation deviation (ACCCDcar) between the preceding vehicle and the host vehicle at the execution determination time (ACCDdetTime) set in step S206 (step S307). Next, the auto-cruise control execution determination unit 143 determines whether or not ACCDcar <ACCinDcar (step S308). If it is determined that ACCDcar ≧ ACCinDcar, the process ends. If it is determined that ACCDcar <ACCinDcar, the driver is notified that auto cruise control is to be performed (step S309). Next, the management ECU 117 sets the average inter-vehicle distance DcarAVE between the preceding vehicle and the host vehicle at the above-described execution determination time (ACCdetTime) as the auto-cruise control inter-vehicle distance, and performs auto-cruise control (step S310).

  During the follow-up type auto cruise control, the vehicle speed of the host vehicle is automatically adjusted so that the distance between the vehicle and the preceding vehicle is constant. For this reason, when the vehicle speed of the preceding vehicle fluctuates in the vicinity of the threshold for switching the driving mode, the vehicle speed of the host vehicle also fluctuates in the same manner, and there is a possibility that switching of the driving mode occurs frequently. In the present embodiment, after the follow-up type auto cruise control is performed in step S310, the mode switching unit 147 sets the mode switching hysteresis width wider than normal (step S311), and the switching of the driving mode occurs frequently. prevent.

  In step S303, when it is determined that the host vehicle is performing the follow-up type auto cruise control, the management ECU 117 determines whether to cancel the follow type auto cruise control. First, the determination value setting unit 141 sets a determination value for determining whether to cancel the automatic cruise control based on the AAEE of the other vehicle acquired in step S302 (step S312). As the determination value, the determination value setting unit 141 sets, for example, a vehicle speed fluctuation allowable amount (ACCoutVP) of the preceding vehicle. Here, the vehicle speed fluctuation allowable amount (ACCoutVP) of the preceding vehicle is an allowable upper limit of the vehicle speed fluctuation amount of the preceding vehicle within a predetermined time. In step S312, the determination value setting unit 141 sets the vehicle speed fluctuation allowable amount of the preceding vehicle to be large in the travel section where the AAEE is small, and makes it difficult to cancel the automatic cruise control. On the other hand, in a travel section in which AAEE is large, the determination value setting unit 141 sets the vehicle speed fluctuation allowable amount of the preceding vehicle to be small so that the automatic cruise control is easily canceled.

  The management ECU 117 calculates the vehicle speed fluctuation amount ΔVP of the preceding vehicle for a predetermined time (step S313). Next, the auto-cruise control execution determination unit 143 determines whether ΔVP> ACCoutVP is satisfied (step S314). If it is determined that ΔVP ≦ ACCoutVP, it is determined whether or not the brake pedal has been depressed (step S315), and if it is determined that the brake pedal has not been depressed, the processing ends. If it is determined in step S315 that the brake pedal has been depressed, the management ECU 117 cancels the automatic cruise control (step S316). Next, the mode switching unit 149 returns the mode switching hysteresis width to the normal state (step S317). Even when it is determined in step S314 that ΔVP> ACCoutVP, the management ECU 117 cancels the auto-cruise control (step S316). Next, the mode switching unit 149 returns the mode switching hysteresis width to the normal state (step S317).

  As described above, according to the driving support device according to the present embodiment, when the follow-up type auto cruise control is being executed, the travel mode can be maintained by expanding the hysteresis width of the travel mode switching. Therefore, frequent switching of the connecting / disconnecting portion due to switching of the running mode can be prevented.

  In the third embodiment, both the amount of change in the inter-vehicle distance between the preceding vehicle and the host vehicle and the execution determination time are set based on the AAEE of the other vehicle as the determination value for determining whether to implement the follow-up type auto cruise control. However, only one may be set based on the AAEE of the other vehicle, and one may be set to a fixed value.

(Example 3)
With reference to FIG. 17, a description will be given of how the driving mode is switched when the follow-up type auto cruise control is performed using the driving support apparatus according to the third embodiment.

  During the execution of the follow-up type auto cruise control, the vehicle speed of the host vehicle is automatically adjusted according to the vehicle speed of the preceding vehicle so as to keep the distance between the preceding vehicle and the host vehicle constant. On the other hand, in Example 3, the mode switching unit normally switches between MOT traveling and ENG traveling with a hysteresis width (57 to 63 km / h) of 6 km / h. For this reason, when the host vehicle is traveling at 57 to 63 km / h following the vehicle speed of the preceding vehicle, switching between MOT traveling and ENG traveling frequently occurs in the conventional driving support device (conventional example).

  On the other hand, in the driving assistance apparatus (example of the present invention) according to the present embodiment, the hysteresis width for switching between MOT traveling and ENG traveling is 8 km / h (55 to 63 km / h) after the follow-up type auto cruise control is performed. It has been changed to be wider than usual. As a result, in the example of the present invention, the traveling mode is difficult to switch during the follow-up type auto cruise control, and the ENG traveling is stably performed without switching during the execution of the auto cruise control.

  From the above Example 3, it can be confirmed that according to the present invention example, it is possible to prevent frequent switching of the driving mode during the follow-up type auto cruise control.

  In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.

101 Battery (BATT)
105 Electric motor (MOT)
107 Multi-cylinder internal combustion engine (ENG)
109 Generator (GEN)
113 Lock-up clutch 117 Management ECU (MG ECU)
131 Navigation system (NAVI)
133 Server 141 Determination Value Setting Unit 143 Auto Cruise Control Execution Determination Unit 145 Preceding Vehicle Determination Unit 147 Mode Switching Unit

Claims (6)

In a driving support device for a vehicle that can be driven by at least one drive source,
And the navigation system to get the travel section information based on the current position of the vehicle, and acquires the traveling information of the other vehicle corresponding to the travel route information,
A determination value setting unit that sets a determination value based on the travel information of the other vehicle;
An auto cruise control execution determination unit that determines execution of auto cruise control based on the determination value ,
The travel information of the other vehicle is a fluctuation amount of the vehicle speed of the other vehicle,
The determination value includes an execution determination change amount for determining whether to perform auto cruise control,
The determination value setting unit sets the execution determination change amount to be smaller as the variation amount of the vehicle speed of the other vehicle is larger,
The auto cruise control execution determination unit determines that the auto cruise control is to be performed when the vehicle speed change amount of the host vehicle continues for a predetermined time and is less than the execution determination change amount. Support device. The determination value includes an execution determination time for determining whether or not to perform auto cruise control,
The determination value setting unit sets the execution determination time longer as the fluctuation amount of the vehicle speed of the other vehicle increases.
The auto-cruise control execution determination unit determines that the auto-cruise control is to be performed when the amount of change in the vehicle speed of the host vehicle is less than the execution determination change amount continuously for the execution determination time. Item 2. The vehicle driving support device according to Item 1 . The determination value includes a cancellation determination change amount for determining whether to cancel the auto cruise control,
The determination value setting unit sets the release determination change amount to be smaller as the variation amount of the vehicle speed of the other vehicle is larger,
When the auto cruise control is being performed, the auto cruise control execution determination unit cancels the auto cruise control when the change amount of the accelerator pedal opening of the host vehicle is larger than the release determination change amount. driving support apparatus for a vehicle according to claim 1 or 2, characterized in that determination. A preceding vehicle determining unit that determines whether a preceding vehicle exists on the traveling direction side of the host vehicle;
The automatic cruise control execution determination unit determines whether or not to perform automatic cruise control based on the determination value when the preceding vehicle determination unit determines that a preceding vehicle exists. The vehicle driving support device according to claim 1. A preceding vehicle vehicle speed change acquisition unit for acquiring a vehicle speed change amount of the preceding vehicle;
The determination value includes a cancellation determination change amount for determining whether to cancel the auto cruise control,
The determination value setting unit sets the release determination change amount to be smaller as the variation amount of the vehicle speed of the other vehicle is larger,
When the auto-cruise control is being performed, the auto-cruise control execution determining unit determines that the auto-cruise control is to be canceled when the vehicle speed change amount of the preceding vehicle is greater than the release determination change amount. The driving support apparatus for a vehicle according to claim 4, wherein the driving support apparatus is a vehicle. The drive source is composed of an internal combustion engine and an electric motor provided on the drive wheel side on the output path than the internal combustion engine,
The vehicle includes a connecting / disconnecting portion provided between the internal combustion engine and the output path of the electric motor, and is connected to the connecting / disconnecting portion to travel at least with the driving force of the internal combustion engine. And a second traveling mode in which traveling is performed with a driving force of only an electric motor by opening the connecting / disconnecting portion, and
A mode switching unit that switches between the first traveling mode and the second traveling mode according to the traveling state of the host vehicle;
The mode switching unit expands a hysteresis width of switching between the first travel mode and the second travel mode when the auto-cruise control is performed. The driving support device for a vehicle according to any one of?

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