JP5835126B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device used in a vehicle capable of regenerative braking.

  In the past, attempts have been made to improve the efficiency of consumption of travel energy, such as vehicle fuel efficiency and electricity consumption. For example, Patent Document 1 discloses a technique for improving the fuel efficiency by reducing the number of stops of a vehicle due to a red signal of a traffic light.

  Specifically, in the technology of Patent Document 1, the next traffic light is a green signal based on the travel distance from the current location to the next traffic light and traffic light change information such as the start time of the green light and the end time of the green light of the next traffic light. The recommended vehicle speed at which the vehicle can pass the traffic signal during the period is calculated. Then, by displaying the calculated recommended vehicle speed, the driver is encouraged to travel at the recommended vehicle speed, and the number of stops of the vehicle at a red light is reduced.

  Further, in Patent Document 1, when it is determined that the vehicle cannot pass the traffic signal during the period when the next traffic light is green, it is determined that the vehicle is stopped by the next traffic light and the engine is detected when a brake operation is detected. It is also disclosed to automatically stop the fuel injection.

  In addition, a regenerative braking device that is widely used in electric vehicles, hybrid vehicles, and the like is known as a technique for improving the efficiency of consumption of travel energy.

JP 2008-296798 A

  In the technique disclosed in Patent Document 1, when it is determined that the vehicle cannot pass the traffic signal during the period when the next traffic light is green, it is determined that the vehicle is stopped by the next traffic light. However, the brake operation (that is, the braking operation) is determined. Since this timing is left to the user, the following problems arise when it is adopted in a vehicle using a regenerative braking device.

  For example, even if there is room to stop at the next traffic light with only regenerative braking power even if it does not decelerate immediately, if it decelerates immediately, energy regeneration with the regenerative braking device can be maximized However, traffic flow may be disturbed. On the other hand, if the timing for decelerating the vehicle is delayed, it is necessary to stop at the next traffic light using not only regenerative braking power but also friction braking power, so that the maximum energy regeneration can be achieved with the regenerative braking device. Therefore, the consumption efficiency of the energy for driving | running | working will be reduced.

  The present invention has been made in view of the above-described conventional problems, and an object of the present invention is to maximize energy regeneration in the regenerative braking device when the traffic light cannot reach the intersection while the light color of the traffic light is blue. An object of the present invention is to provide a driving support device that makes it possible to stop at the intersection while at the same time not disturbing the traffic flow.

The driving support device of the present invention includes a friction braking device (10) and a regenerative braking device (2, 3), and when the necessary braking power cannot be covered by the regenerative braking device, the deficient braking power is frictionally braked. A driving support device (16) used for a vehicle (100) supplemented by the device, an intersection distance calculating means (16, S3, S7) for calculating an intersection distance that is a distance from the own vehicle to the target intersection, and the own vehicle It is calculated by the traffic signal information acquisition means (16) for acquiring the traffic signal information, which is information that can determine the lighting time of the blue light color of the traffic light existing in the traveling direction, the set speed of the own vehicle and the intersection distance calculation means An arrival determination means (16, S8) for determining whether or not the target intersection can be reached while the light color of the traffic light is blue based on the intersection distance and the traffic light information acquired by the traffic light information acquisition means; By regenerative braking device A braking distance determining means (16, S10) for determining a braking distance when stopping by the maximum regenerative braking power that is the maximum regenerative braking power that can be regenerated, and a braking distance determining means when it is determined that the arrival determining means cannot reach it. Informing means (16, 16) for informing the driver of information indicating the timing of the braking operation that can be stopped at the target intersection by the maximum regenerative braking power based on the braking distance determined in (5) and the intersection distance calculated by the intersection distance calculating means. and S12), and traffic congestion distance expected means to predict the traffic congestion distance by waiting for a signal at the target intersection of the vehicle which precedes the road traveling of the vehicle (16, S6), provided with an intersection distance calculation means, traffic congestion distance expected It is characterized that you calculate the intersection distance by performing a correction of subtracting the congestion distance predicted by means.

  According to this, if the traffic light cannot be reached at the target intersection while the light color is blue and must be stopped at the target intersection, it stops at the target intersection with the maximum regenerative braking power without using the braking power of the friction braking device. Information indicating the timing of the possible braking operation (hereinafter referred to as optimum timing) is performed by the notification means. Therefore, the driver can determine the timing of the braking operation by relying on the notified information indicating the optimum timing.

  The driver can start the braking operation so that the timing of the braking operation is not too late or too early by determining the timing of the braking operation based on the notified information indicating the timing of the optimal braking operation. It becomes possible. Therefore, it is possible to prevent the travel energy consumption efficiency from being reduced by being delayed from the timing of the optimal braking operation, or from disturbing the traffic flow by being too early than the timing of the optimal braking operation. it can.

  As a result, when the traffic light cannot reach the intersection while the light color is blue, it stops at the intersection while achieving maximum energy regeneration with the regenerative braking device and not disturbing traffic flow. It becomes possible.

It is a figure which shows an example of a principal part structure of the vehicle 100 by which the driving assistance apparatus used as embodiment of this invention is mounted. It is a flowchart which shows an example of the flow of a signal passage assistance related process in EM_ECU16. It is a figure for demonstrating the traffic congestion distance L (alpha). It is a flowchart which shows an example of the process relevant to preparation of the regeneration database in EM_ECU16. It is a sub-flowchart which shows an example of the flow of a maximum regenerative braking distance calculation process. (A) And (b) is a figure for demonstrating the optimal timing.

  Hereinafter, embodiments of the present invention (hereinafter referred to as Embodiment 1) will be described with reference to the drawings. FIG. 1 is a diagram illustrating an example of a main configuration of a vehicle 100 in which a driving support device according to an embodiment of the present invention is mounted. Vehicle 100 is a hybrid vehicle that uses engine 1 and motor generator (hereinafter referred to as MG) 2 as drive sources.

  The MG 2 is connected to the battery 4 and the MG_ECU 5 via the inverter 3. As the battery 4, for example, a nickel metal hydride battery, a lithium ion battery, a capacitor, or the like can be used. The battery 4 corresponds to the power storage device in the claims.

  The inverter 3 supplies the electric power of the battery 4 to the MG 2 to generate a driving force in the MG 2, generates electric power in the MG 2, and charges the battery 4 with the generated electric power. When power is generated by MG2, MG2 is rotated using the power of engine 1, or MG2 is rotated by the rotational power of the driving wheels of the vehicle. When the MG 2 is rotated by the rotational power of the drive wheels, braking power (hereinafter, regenerative braking power) corresponding to the generated power is generated.

  Inverter 3 operates based on a command from MG_ECU 5. The MG_ECU 5 sequentially detects the rotation speed of the MG 2 using a rotation speed sensor such as a resolver. During braking, the inverter 3 is detected so that the regenerative braking power indicated by the command signal is generated by the MG 2 based on the command signal supplied from the hybrid ECU (hereinafter referred to as HV_ECU) 6 while detecting the rotational speed of the MG 2. Control. Therefore, MG2 and the inverter 3 correspond to the regenerative braking device of the claims.

  The HV_ECU 6 determines the power distribution ratio between the engine 1 and the MG 2 using the operation amount input to the accelerator pedal by the driver, the vehicle speed, and the power distribution ratio determination map stored in advance. The operation amount input to the accelerator pedal is acquired from the accelerator sensor 7 that detects the accelerator opening, and the vehicle speed is acquired from the vehicle speed sensor 8 that detects the vehicle speed.

  Then, HV_ECU 6 outputs a power command value to engine ECU 9 and MG_ECU 5 based on the determined power distribution ratio. The engine ECU 9 and the MG_ECU 5 control the engine 1 and the MG 2 so as to generate power indicated by the power command value from the HV_ECU 6.

  The friction braking device 10 generates friction braking power by, for example, operating a hydraulic brake by hydraulic pressure supplied from a brake actuator and pinching a brake disk by the operated hydraulic brake. The hydraulic pressure of the brake actuator is controlled by the brake ECU 11.

  The brake ECU 11 determines the required braking force based on the operation amount input to the brake pedal by the driver. The amount of operation of the brake pedal is determined by detecting the master cylinder hydraulic pressure that changes in accordance with the depression force of the brake pedal, for example. Then, the brake ECU 11 determines the regenerative braking power and the friction braking power based on the determined necessary braking force, vehicle speed, and the distribution ratio determination relationship stored in advance. The distribution ratio determination relationship is stored for each predetermined vehicle speed range.

  For example, in the distribution ratio determination relationship, the required braking power increases in proportion to the brake operation amount. The ideal regenerative braking force is a value obtained by multiplying the required braking power by a predetermined essential distribution ratio α. This α is a coefficient for operating the hydraulic brake even if the required braking power is small in order to improve the driving feeling.

  If there is no limit to the braking power that can be generated by the MG2, and there is no limit to the charging power that the battery 4 can accept per unit time (hereinafter, maximum charging power), the ideal is determined based on the amount of brake operation. The regenerative braking power is regenerative braking power that is actually generated (hereinafter referred to as actual regenerative braking power).

  However, in actuality, the braking power that can be generated by the MG 2 has a limit, and the maximum charging power of the battery 4 also has a limit. The maximum value of the regenerative braking power determined by these limits is the maximum regenerative braking power. The brake ECU 11 compares the maximum regenerative braking power with the ideal regenerative braking power determined based on the brake operation amount, and determines the smaller side as the actual regenerative braking power. A value obtained by subtracting the actual regenerative braking power from the necessary braking power is determined as the friction regenerative braking power. That is, when the necessary braking power cannot be covered by the regenerative braking power, the insufficient braking power is supplemented by the friction braking power.

  Then, the brake ECU 11 outputs a command signal instructing to generate the determined regenerative braking power to the HV_ECU 6, and controls the hydraulic pressure of the brake actuator based on the determined friction braking power. Note that the HV_ECU 6 may determine the regenerative braking power and the friction braking power. In addition, a signal from a brake switch 12 that detects a brake operation is input to the brake ECU 11.

  The in-vehicle navigation device 13 sequentially detects the current position and traveling direction of the vehicle using a GPS receiver and various sensors, and based on road map information stored in the memory when the driver sets a destination. Search for a guidance route from the current location to the destination, and perform route guidance.

  The communication device 14 communicates with an external system such as a traffic signal management system and a traffic information center via a communication network such as a radio base station (roadside device) or the Internet. The communication device 14 may be a communication module such as a DCM (data communication module) that performs telematics communication using a mobile phone network, or a narrow-area communication (DSRC) used in an ETC (registered trademark) system or the like. The technology of radio wave beacon and optical beacon used in VICS (registered trademark) or the like may be used. In addition, a 700 MHz band radio wave or a 5.9 GHz band radio wave may be used.

  The alerting | reporting part 15 alert | reports information toward a driver | operator, for example, a display apparatus and an audio | voice output apparatus are used. In addition, it is good also as a structure which utilizes the display and speaker of the vehicle-mounted navigation apparatus 13 as the alerting | reporting part 15. FIG.

  The energy management ECU (hereinafter referred to as EM_ECU) 16 is mainly configured as a microcomputer, and is configured by a well-known CPU, a memory such as a ROM / RAM / EEPROM, an I / O, and a bus connecting them. The EM_ECU 16 executes various control programs stored in the ROM based on various information input from the in-vehicle navigation device 13, the HV_ECU 16, and the like so that the target intersection can be reached as much as possible while the light color of the traffic light is blue. Various processing such as processing related to support (hereinafter referred to as signal passing support related processing) is executed. The EM_ECU 16 corresponds to the driving support device in the claims.

  The EM_ECU 16 acquires the traffic signal information received by the communication device 14 from an external system such as a traffic signal management system via the in-vehicle navigation device 13. The traffic light information includes information such as the light color state of the traffic light, the display order of the light color, the cycle length of one signal cycle, the ratio of the time given to each light color in one cycle, the remaining scheduled number of seconds, etc. Or the current time and the time when the blue light color ends). The traffic signal information may include information indicating the stop line position of the intersection where the traffic signal is installed. Therefore, the EM_ECU 16 corresponds to the traffic signal information acquisition unit in the claims. The EM_ECU 16 may acquire the traffic signal management information from the communication device 14 without using the in-vehicle navigation device 13.

  Further, the traffic signal information is not limited to a configuration acquired from an external system such as a traffic signal management system. For example, when traffic signal information is stored in the memory of the in-vehicle navigation device 13 in advance, the EM_ECU 16 may acquire the traffic signal information. In addition, whenever the vehicle travels in the vicinity of the traffic light, the traffic light is imaged by a camera mounted on the vehicle, and a database of traffic signal information is created from the imaging data by the in-vehicle navigation device 13 and the EM_ECU 16 acquires the traffic signal information from this database. It is good also as a structure.

  Next, the signal passing support related processing in the EM_ECU 16 will be described using the flowchart of FIG. The flow in FIG. 2 may be configured to be started when, for example, the ignition power supply of the vehicle is turned on. Also, the flow of FIG. 2 ends when the ignition power is turned off, or ends when signal passing support is not required by a switch (not shown) that selects whether or not signal passing support is required. And it is sufficient. Here, the description will be made assuming that the search for the guide route in the in-vehicle navigation device 13 has already been completed.

  First, in step S1, it is determined whether or not the current lamp color of the next traffic light is blue. The next traffic light is the nearest traffic light that exists in front of the course of the host vehicle, and in this case, in particular, is the nearest traffic signal that exists in front of the course of the host vehicle on the guide route. The determination as to whether or not the current light color of the next traffic light is blue may be made based on the acquired traffic light information. And when it determines with a lamp color being blue (it is YES at step S1), it moves to step S2. If it is determined that the lamp color is not blue (NO in step S1), the process proceeds to step S14.

  In step S2, a time (hereinafter, remaining lighting time) ΔT1 from the present until the lamp color of the next traffic light changes to yellow is calculated, and the process proceeds to step S3. For example, the remaining lighting time ΔT1 may be calculated based on the current time t0 and the time t1 at which the next traffic light changes from blue to yellow. When the remaining planned number of seconds of the blue light color can be acquired as the traffic signal information, the planned number of seconds may be used as the remaining light color time ΔT1.

  In step S3, a distance (hereinafter referred to as an intersection distance) L1 from the current position of the vehicle to a predetermined position of the target intersection where the next traffic light is installed is calculated, and the process proceeds to step S4. Therefore, this step S3 corresponds to the intersection distance calculation means in the claims. For example, the intersection distance L1 may be calculated based on the road map information acquired from the in-vehicle navigation device 13 and the current position of the vehicle. The predetermined position of the target intersection may be, for example, the stop line position of the target intersection. The information on the stop line position of the target intersection may be obtained from the road map information or may be obtained from the traffic signal information.

  In step S4, it is determined whether or not L1 is shorter than a distance that is half the distance between the next traffic light and the previous traffic light (that is, distance between traffic lights / 2> L1). The previous traffic light is the latest traffic light that is present behind the route of the host vehicle, and here, in particular, is the latest traffic signal that is present behind the route of the host vehicle on the guide route. Further, as the distance between the traffic lights, the link length of the link connecting the node of the intersection where the next traffic signal is installed and the node of the intersection where the previous traffic signal is installed may be used.

  If it is determined that the distance between traffic signals / 2> L1 (YES in step S4), the process proceeds to step S5. If it is determined that the distance between traffic lights / 2 ≦ L1 (NO in step S4), the flow returns to step S1 and the flow is repeated.

  In step S5, an estimated distance (hereinafter referred to as a travel distance within the blue light color time) Ln that the vehicle travels with the remaining light color time ΔT1 is calculated, and the process proceeds to step S6. The travel distance Ln within the blue light color time may be calculated by multiplying the remaining light color time ΔT1 by the current vehicle speed of the host vehicle. What is necessary is just to set it as the structure which acquires the present vehicle speed of the own vehicle from the vehicle speed sensor 8 via HV_ECU6, for example.

  The travel distance Ln within the blue light color time is not limited to the configuration calculated based on the current vehicle speed of the set own vehicle, but has a width based on the upper limit vehicle speed and the lower limit vehicle speed of the set own vehicle. It is good also as a structure calculated as a value. The upper limit vehicle speed and the lower limit vehicle speed are values that can be arbitrarily set. For example, the upper limit vehicle speed may be a legal speed, and the lower limit vehicle speed may be 30 km / h.

  In step S6, a traffic jam distance Lα (see FIG. 3) due to signal waiting at the target intersection of the preceding vehicle is predicted and calculated, and the process proceeds to step S7. FIG. 3 is a diagram for explaining the traffic jam distance Lα, where A is the own vehicle, B is the preceding vehicle, and C is the target intersection.

  The traffic jam distance Lα may be calculated by multiplying, for example, the length of one vehicle by the number of vehicles within the travel distance Ln within the blue light color time preceding the road on which the vehicle travels. As the vehicle length for one vehicle, a fixed value such as the vehicle length of the own vehicle or the average value of the vehicle lengths of various types of vehicles may be set in advance. In addition, it is good also as a structure using the fixed value set in consideration of the vehicle length for one vehicle, and the distance between vehicles instead of the vehicle length for one vehicle.

  As for the number of vehicles within the travel distance Ln in the blue light color time that precedes the road on which the vehicle travels, for example, a vehicle that precedes the road on which the vehicle travels from an optical beacon provided on the road on which the vehicle travels What is necessary is just to set it as the structure determined by acquiring the information about. As a specific example, when the vehicle speed and passing time of the vehicle preceding the road on which the vehicle is traveling can be acquired from the optical beacon, the preceding vehicle and the vehicle can be determined from the vehicle speed and the passing time. Calculate the distance to the car. Then, the number of vehicles whose calculated distance is within the travel distance Ln within the blue light color time is counted. Therefore, the processing in step S6 corresponds to the preceding number determination means and the traffic jam distance prediction means in the claims.

  In addition, when the current position of the other vehicle can be acquired by publicly known inter-vehicle communication, the current position of the other vehicle and the road map information described above can be used within the blue light color time preceding the road on which the vehicle is traveling. What is necessary is just to set it as the structure which specifies the vehicle within the travel distance Ln and determines the number of the vehicles.

  Moreover, it is not restricted to the structure which determines the congestion distance L (alpha) from the number of vehicles. For example, when the information on the traffic congestion distance Lα waiting for the next traffic light can be acquired from the optical beacon provided on the road on which the vehicle travels, the traffic congestion distance Lα may be determined from this information. .

  In addition, when the current position and the vehicle speed of another vehicle can be acquired by known inter-vehicle communication, the following may be performed. First, from the current position and vehicle speed of the other vehicle and the above-described road map information, the last vehicle that is stopped waiting for the next traffic light is estimated from the vehicles preceding the road on which the vehicle is traveling. Then, the traffic jam distance Lα may be determined from the estimated current position of the last vehicle and the stop line position of the next traffic light.

  In step S7, the traffic jam distance correction process is performed, and the process proceeds to step S8. In the traffic jam distance correction process, correction is performed by subtracting the traffic jam distance Lα from the intersection distance L1 calculated in step S3 to calculate the corrected intersection distance L1. Therefore, the process of step S7 also corresponds to the intersection distance calculation means in the claims.

  In step S8, arrival determination processing is performed. In the arrival determination process, it is determined whether or not the travel distance Ln within the blue light color time is greater than the intersection distance L1 (that is, Ln> L1). And when it determines with Ln> L1 (it is YES at step S8), it moves to step S9. When it is determined that Ln ≦ L1 (NO in step S8), the process proceeds to step S10. The case where the travel distance Ln within the blue light color time is greater than the intersection distance L1 refers to the case where the target intersection can be reached while the light color of the traffic light is blue. Therefore, the process of step S8 corresponds to the arrival determination means in the claims.

  In addition, when it is set as the structure which calculates the driving distance Ln in blue light color time based on the set current vehicle speed of the own vehicle, the current vehicle speed is maintained and the light color of the traffic light is between blue. It is determined whether or not the target intersection can be reached. Further, when the travel distance Ln within the blue light color time is calculated as a value having a width based on the upper limit vehicle speed and the lower limit vehicle speed of the set own vehicle, the upper limit of the set own vehicle is set. Whether or not the target intersection can be reached while the light color of the traffic light is blue by traveling in the range from the vehicle speed to the lower limit vehicle speed is determined.

  The process in step S4 described above is performed to prevent erroneous determination in the arrival determination process in step S8. Specifically, when the host vehicle is stopped at the intersection where the previous traffic signal is installed, the vehicle speed Vn is low because it is just after the start near the previous traffic signal. If the travel distance Ln within the blue light color time is calculated in the process of step S5 using the low vehicle speed Vn immediately after the start, the travel distance Ln within the blue light color time is calculated too short.

  If the travel distance Ln within the blue light color time is calculated too short, an erroneous determination occurs in the arrival determination process in step S8. In the process of step S4 described above, on the condition that the intermediate point of the distance between the traffic lights has been exceeded, the travel distance Ln within the blue light color time is not calculated using the vehicle speed Vn near the previous traffic light, Incorrect determination in the arrival determination process in step S8 is prevented.

  Note that when the flow of FIG. 2 is configured to start when the traffic signal information of the traffic signal transmitted from the optical beacon provided in the approach path of the intersection where the traffic signal is installed is acquired by the EM_ECU 16, the step The process of S4 may be omitted.

  In step S9 when it is determined that Ln> L1 in the arrival determination process of step S8, a passability notification process is performed, the process returns to step S1, and the flow is repeated. In the passability notification process, the notification unit 15 is caused to perform display and voice guidance indicating that the target intersection can be reached while the light color of the traffic light is blue. In the passability notification process, it is preferable that a display such as “Please pay attention to traffic lights and surrounding vehicles” and voice guidance are also superimposed.

  Further, in the passable notification process, in a manner similar to that disclosed in Patent Document 1, a recommended vehicle speed that can reach the target intersection while the traffic light color is blue is calculated, and a display or sound indicating the recommended vehicle speed is calculated. It is good also as a structure which makes the alerting | reporting part 15 perform guidance.

  In step S10 when it is determined that Ln ≦ L1 in the arrival determination process in step S8, the maximum regenerative braking distance determination process is performed, and the process proceeds to step S11. Here, before explaining the maximum regenerative braking distance determination process, the process related to the creation of the regenerative database in the EM_ECU 16 will be explained using the flowchart of FIG. The flow in FIG. 4 may be configured to be executed in the background of the flow in FIG. 2 while, for example, the ignition power supply of the vehicle is on.

  First, in step S201, it is determined whether or not the host vehicle is decelerating. Whether or not the vehicle is decelerating may be determined based on a change in vehicle speed that is sequentially acquired from the vehicle speed sensor 8. And when it determines with the time of deceleration (it is YES at step S201), it moves to step S202. If it is determined that the vehicle is not decelerating (NO in step S201), the flow of step S201 is repeated.

  In step S202, information recording processing at the time of deceleration is performed, and the process proceeds to step S203. In the deceleration information recording process, information on the vehicle state and the environmental state during deceleration is recorded in a nonvolatile memory such as an EEPROM.

  The vehicle state information includes, for example, a battery 4 such as a speed change during deceleration, a travel distance during deceleration, an actual regenerative braking power and a regenerative operation rate during deceleration, a vehicle weight during deceleration, and a car air conditioner. There are load conditions of in-vehicle electrical components.

  The speed change may be determined from the vehicle speed at the start of deceleration obtained from the vehicle speed sensor 8 and the vehicle speed at the end of deceleration. The moving distance may be determined from the vehicle speed pulse during deceleration and the deceleration time. The actual regenerative braking power may be determined as described above. The regenerative operation rate is a ratio of the actual regenerative braking power to the maximum regenerative braking power.

  The vehicle weight may be determined from a fixed value of the vehicle weight when there is no occupant and a value of a weight sensor provided in each seat of the vehicle, or a value of TPMS (tire pressure sensor) is used. It is good also as a structure to determine. The load state of the in-vehicle electrical components is a level such as the on / off state of the power supply of the electrical components, the volume of the electrical components, the air volume, and the configuration that is determined based on information on the ECU that controls the electrical components and the electrical components themselves do it.

  The environmental state information includes, for example, road gradient (that is, road gradient angle), road surface μ, wind speed, wind direction with respect to the traveling direction of the vehicle, temperature, and the like.

  As for the road gradient, when information is included in the above-described road map information, the information may be used, or may be determined using a multi-axis acceleration sensor. The road surface μ is, for example, information on low μ road or high μ road, and when the road surface freeze information is obtained from the traffic information center, it is determined that the road is low μ or the weather information is distributed externally. What is necessary is just to set it as the structure determined as a low micro road, when the rainy weather information is obtained from a system. In addition, a configuration may be adopted in which a low μ road or a high μ road is determined based on the brightness of a road surface image captured by a vehicle-mounted camera (not shown).

  The wind speed may be obtained from an external system that distributes weather information. The wind direction with respect to the traveling direction of the host vehicle may be determined from the wind direction acquired from an external system that distributes weather information and the traveling direction of the host vehicle detected by the in-vehicle navigation device 13. As for the wind direction with respect to the traveling direction of the own vehicle, it may be distinguished whether it is a tailwind, a headwind or a crosswind.

  The temperature may be an air temperature, an in-vehicle temperature, or a temperature of the battery 4. For example, if it is temperature, it should just be set as the structure which acquires from the external system which distributes the information of a weather, and if it is set as the structure which acquires the value detected with the temperature sensor which is not illustrated if it is the temperature inside a vehicle or the temperature of the battery 4. Good.

  In step S203, a map creation process is performed, the process returns to step S201, and the flow is repeated. In the map creation process, a map is created and stored in the regenerative database in the memory on the basis of the information on the vehicle state and the environmental state at the time of deceleration accumulated and recorded in the information recording process at the time of deceleration.

  Specifically, the braking distance (hereinafter referred to as the maximum regenerative braking distance) Lr when stopping at the maximum regenerative braking power without using the friction braking power, the vehicle speed at the start of braking, the vehicle weight, the load state of the electrical components, and the above-described environment Create a map that shows the correspondence with states. The friction braking power referred to in the present embodiment excludes the friction braking power that is at least necessary to improve the driving feeling described above. In addition, it is good also as a structure which includes the friction braking power required at least in order to improve driving | operation feeling in the friction braking power said here.

  For example, the vehicle speed at the start of braking can be determined from information on the speed change during deceleration. The regenerative braking distance can be determined as follows as an example. Specifically, the moving distance at the time of deceleration when the actual regenerative braking power is converted into the maximum regenerative braking power is estimated from the moving distance at the time of deceleration, the actual regenerative braking power at the time of deceleration, and the regenerative operation rate. Then, among the data at each timing that has been accumulated and recorded, the vehicle speed at the end of deceleration and the vehicle speed at the start of deceleration are connected to each other at the same speed so that the vehicle is stopped from a specific vehicle speed. The maximum regenerative braking distance Lr until it is determined is determined.

  The data connecting the travel distance during deceleration is limited to the vehicle weight, the load state of the electrical components and the same environmental conditions as described above, so that the maximum regenerative braking distance Lr, the vehicle speed and vehicle weight at the start of braking, It is assumed that a map showing a correspondence relationship between the load state of the electrical component and the above-described environmental state is created.

  In the created map, the heavier vehicle weight is, the longer the maximum regenerative braking distance Lr is. Therefore, the heavier the vehicle weight, the longer the maximum regenerative braking distance Lr is associated. Further, since the charging power that can be accepted per unit time of the battery 4 is increased as the load state of the electrical component is higher when the battery 4 is fully charged, the load of the electrical component is higher when the battery 4 is fully charged. The higher the state is, the shorter the maximum regenerative braking distance Lr is associated with. A state in which SOC (State of Charge) is the upper limit value of the control range is called full charge.

  Further, when the road slope angle is a downward slope angle, the maximum regenerative braking distance Lr should increase as the downward slope angle increases. It is done.

  In addition, since the maximum regenerative braking distance Lr should be shorter as the airflow is stronger with respect to the traveling direction of the own vehicle, the shorter the maximum regenerative braking distance is, the stronger the airflow of the headwind with respect to the traveling direction of the own vehicle is. Lr is associated. On the other hand, the maximum regenerative braking distance Lr should increase as the air flow increases with the tailwind in the traveling direction of the host vehicle. Therefore, the longer the maximum regenerative braking distance Lr increases as the airflow of the tailwind in the traveling direction of the host vehicle increases. It is associated.

  Further, since the maximum regenerative braking distance Lr should be longer on the low μ road than on the high μ road, the long maximum regenerative braking distance Lr is associated with the low μ road compared to the high μ road. Furthermore, since the maximum regenerative braking distance Lr may also change according to the air temperature, the in-vehicle temperature, the temperature of the battery 4, and the temperature of MG2, the maximum regenerative braking distance Lr corresponding to these temperatures is associated.

  In the present embodiment, the configuration for creating a map is shown, but the present invention is not necessarily limited thereto. For example, a table or a relational expression indicating the correspondence relationship between the maximum regenerative braking distance Lr, the vehicle speed at the start of braking, the vehicle weight, the load state of the electrical components, and the environmental state described above may be created and stored in the regenerative database. Good.

  Next, the maximum regenerative braking distance determination process in step S10 will be described using the flowchart of FIG. The processing in step S10 corresponds to the braking distance determining means in the claims. First, in step S101, the current vehicle speed of the host vehicle is acquired, and the process proceeds to step S102. The vehicle speed of the host vehicle may be obtained from the vehicle speed sensor 8.

  In step S102, an information acquisition process is performed, and the process proceeds to step S103. In the braking distance determination information acquisition process, the vehicle weight, the load state of the electrical components, and the environmental state information are acquired. What is necessary is just to set it as the structure which acquires what was determined as mentioned above about the vehicle weight, the load state of an electrical component, and the information of the above-mentioned environmental state. Therefore, the EM_ECU 16 corresponds to a vehicle weight acquisition unit, a load state acquisition unit, and an environmental state acquisition unit.

  In step S103, determination processing is performed, and the process proceeds to step S104. In the determination process, the regenerative database is referred to based on the information acquired in the information acquisition process, and the maximum regenerative braking distance Lr corresponding to the vehicle speed acquired in step S101 and the information acquired in the information acquisition process is determined. Specifically, from the maps stored in the regenerative database, the maximum regenerative braking distance Lr corresponding to the vehicle speed acquired in step S101, the vehicle weight acquired in the information acquisition process, the load state of the electrical components, and the information on the environmental state described above. Get.

  In the determination process, the maximum regenerative braking distance Lr may be corrected by adding the idle travel distance to the maximum regenerative braking distance Lr corresponding to the vehicle speed acquired in step S101 or the information acquired in the information acquisition process. The idle travel distance here is the travel distance of the vehicle from the moment when the driver feels that the vehicle needs to be stopped until the braking operation is started. As for the free running distance, a fixed value may be set in advance for each vehicle speed, and a value may be added according to the vehicle speed acquired in step S101.

  The map stored in the regenerative database may be created in association with the maximum regenerative braking distance Lr for each predetermined range of the operation amount of the brake pedal. In this embodiment, it is assumed that the operation amount of the brake pedal is a constant amount, and the operation amount of the brake pedal is not associated with the maximum regenerative braking distance Lr in the map stored in the regenerative database.

  Returning to FIG. 2, in step S11, it is determined whether or not the intersection distance L1 is larger than the maximum regenerative braking distance Lr (that is, L1> Lr). And when it determines with L1> Lr (it is YES at step S11), it moves to step S12. When it is determined that L1 ≦ Lr (NO in step S11), the process proceeds to step S13. The case where the intersection distance L1 is larger than the maximum regenerative braking distance Lr indicates a case where the vehicle can be stopped at the target intersection only by the regenerative braking power without using the friction braking power.

  In step S12 when it is determined in step S11 that L1> Lr, the regeneration effective utilization notification process is performed, the process returns to step S1, and the flow is repeated. In the regenerative effective utilization notification process, the notification unit 15 performs display and voice guidance indicating that the target intersection cannot be reached while the traffic light is blue, and only regenerative braking power is used without using friction braking power. Display and voice guidance to show that it can stop at the target intersection. Therefore, the process in step S12 corresponds to the notifying means in the claims.

  In the regenerative effective utilization notification process, a display and voice guidance indicating the remaining distance (hereinafter referred to as effective distance) and the remaining time (hereinafter referred to as effective time) that can be stopped at the target intersection by regenerative braking power without using friction braking power are displayed. It is good also as a structure (henceforth modification 1) made to perform the alerting | reporting part 15. FIG.

  The effective distance may be calculated by the EM_ECU 16 by subtracting the maximum regenerative braking distance Lr from the intersection distance L1. The effective time may be calculated by the EM_ECU 16 subtracting the maximum regenerative braking distance Lr from the intersection distance L1 and dividing the distance obtained by the subtraction by the current vehicle speed. Therefore, the EM_ECU 16 corresponds to an effective area determination unit in the claims.

  According to the configuration of the first modification, the driver can know the effective distance and effective time until the start timing of the braking operation for stopping at the target intersection with only the regenerative braking power without using the friction braking power. It becomes easy to match the start of the actual braking operation with the timing.

  In addition, each time the remaining lighting time ΔT1 and the intersection distance L1 are newly (sequentially) calculated by repeating the flow of FIG. 2, a new effective distance and effective time are calculated and notified to the notification unit 15 (hereinafter, referred to as “the remaining lighting time ΔT1”). Modification 2) may be used.

  According to the configuration of the modified example 2, the driver knows stepwise the effective distance and the effective time until the start timing of the braking operation for stopping at the target intersection with only the regenerative braking power without using the friction braking power. Can do. Therefore, it becomes easier to match the start of the actual braking operation with the timing.

  Since the effective distance and the effective time are calculated by subtracting the maximum regenerative braking distance Lr from the intersection distance L1, the maximum regenerative braking distance Lr determined according to information on the vehicle speed, the vehicle weight, the load state of the electrical components, and the environmental state. Under the influence, the effective distance and the effective time are also determined according to the vehicle speed, the vehicle weight, the load state of the electrical components, and the environmental state information.

  For example, in the map stored in the regeneration database, the longer the vehicle weight is, the longer the maximum regenerative braking distance Lr is associated with, so that the correction for subtracting the effective distance and the effective time is less than when the vehicle weight is not taken into account. The resulting value is determined by the determination process described above. In addition, since the maximum regenerative braking distance Lr is associated with a higher load of the electrical component when the battery 4 is fully charged, the effective distance and the load distance are less than those in the case where the load state of the electrical component is not considered. The value resulting from the correction for adding the valid time is determined by the determination process described above.

  Further, since the maximum regenerative braking distance Lr that is longer as the road slope angle becomes larger is associated, the correction for subtracting the effective distance and the effective time is consequently reduced as compared with the case where the road slope angle is not considered. The performed value is determined by the determination process described above.

  In addition, since the maximum regenerative braking distance Lr that is shorter as the head wind volume is stronger with respect to the traveling direction of the host vehicle is associated, the effective distance or The value resulting from the correction for adding the valid time is determined by the determination process described above. On the other hand, since the longer maximum regenerative braking distance Lr is associated with the increase in the amount of tailwind with respect to the traveling direction of the host vehicle, the effective distance or The value resulting from the correction for subtracting the valid time is determined by the determination process described above.

  In addition, since a long maximum regenerative braking distance Lr is associated with a low μ road rather than a high μ road, the correction for subtracting the effective distance and the effective time is less than when the low μ road is not considered. The resulting value is determined by the determination process described above. In addition, since the maximum regenerative braking distance Lr is corrected according to the temperature, the values obtained as a result of the correction of the effective distance and the effective time are determined by the above-described determination process as compared with the case where the temperature is not considered. Will be.

  Further, in the present embodiment, the configuration in which the vehicle speed, the vehicle weight, the load state of the electrical component, the environmental state information and the maximum regenerative braking distance Lr are associated with each other and stored in the regenerative database is shown. Not exclusively. For example, only the vehicle speed (or the vehicle speed and the brake operation amount) and the maximum regenerative braking distance Lr may be associated with each other and stored in the regenerative database.

  In this case, the regenerative database is referred to based on the vehicle speed and the brake operation amount, and after obtaining the maximum regenerative braking distance Lr according to the vehicle speed and the brake operation amount, the maximum regenerative braking distance Lr is acquired by the information acquisition process. It is good also as a structure correct | amended according to the information of the vehicle weight and the load condition of the electrical component which were done, and the information of the above-mentioned environmental condition.

  For example, correction is made to add to the value of the maximum regenerative braking distance Lr as the vehicle weight is heavier, correction to be subtracted from the value of the maximum regenerative braking distance Lr as the load state of the electrical equipment is higher, As the gradient angle increases, correction is added to the value of the maximum regenerative braking distance Lr. Further, correction is made to subtract from the value of the maximum regenerative braking distance Lr as the head wind volume is stronger with respect to the traveling direction of the host vehicle, or the maximum regenerative braking distance Lr is greater as the tail wind volume is stronger with respect to the traveling direction of the host vehicle. Correction to be added to the value of. In addition, correction is made to add to the value of the maximum regenerative braking distance Lr in the case of a low μ road.

  The subtraction or addition may be configured to subtract or add a fixed value set in advance for each condition, or as a result by multiplying the maximum regenerative braking distance Lr by a coefficient set in advance for each condition. It is good also as a structure which subtracts or adds the value according to conditions and the maximum regenerative braking distance Lr.

  In step S13 when it is determined in step S11 that L1 ≦ Lr, the combined notification process is performed, the process returns to step S1, and the flow is repeated. In the combined notification process, the notification unit 15 performs display and voice guidance indicating that the vehicle cannot be stopped at the target intersection unless the friction braking power and the regenerative braking power are used together. Further, the combined notification process may be configured to cause the notification unit 15 to perform display and voice guidance indicating the ratio between the necessary braking power and the actual regenerative braking power and the ratio between the actual regenerative braking power and the friction braking power. In addition, the notification unit 15 may be configured to display the above-described required braking power and actual regenerative braking power or display comparing the actual regenerative braking power and the friction braking power.

  Further, in step S14 when it is determined in step S1 that the lamp color is not blue, a red signal informing process is performed, the process returns to step S1, and the flow is repeated. In the notification process during red signal, the notification unit 15 is caused to perform display and voice guidance indicating that the next traffic light is currently red.

  In the present embodiment, the configuration is shown in which the red signal informing process is performed when it is determined in step S1 that the lamp color is not blue. However, the present invention is not limited to this. For example, the recommended vehicle speed for reaching the target intersection at the time of the next blue light color or the waiting time until the next blue light color may be calculated, and the notification unit 15 may be configured to display or provide voice guidance.

  In addition, considering the waiting time until the next blue light color, it is determined whether or not the traffic light can reach the target intersection while the light color is blue. It is good also as a structure which performs regeneration effective display.

  The blue light color referred to in the present embodiment indicates a light color that can pass through the target intersection, and not only when the traffic light is in a so-called green signal state, but also indicates the red light color and straight ahead of the traffic light. It is good also as a structure including the case where it is in the state in which the blue arrow is lighted. In addition, when the traveling direction of the vehicle at the target intersection can be predicted by the in-vehicle navigation device 13 or the like, the red light color of the traffic light and the blue arrow indicating the right / left turn may be lit. It is good also as a structure including.

  According to the configuration of the present embodiment, the driver can know the start timing (hereinafter referred to as the optimal timing) of the braking operation for stopping at the target intersection with only the regenerative braking power without using the friction braking power.

  For example, even if there is a margin for stopping at the target intersection with only regenerative braking power without decelerating immediately, if the vehicle decelerates immediately, the energy in the regenerative braking device (that is, MG2 and inverter 3). Although maximum regeneration is possible, traffic flow may be disrupted. In addition, if the deceleration timing is delayed from the optimal timing, it is necessary to stop at the target intersection using not only the regenerative braking power but also the friction braking power, so that the energy regeneration in the regenerative braking device can be maximized. Therefore, the consumption efficiency of the energy for driving | running | working will be reduced.

  On the other hand, according to the configuration of the present embodiment, the driver can know the optimal timing described above, so that the driver consumes the energy for traveling by matching the start of the actual braking operation with the optimal timing. It is possible to prevent the efficiency from being reduced and the traffic flow from being disturbed.

  Here, the optimum timing will be described with reference to FIGS. 6A and 6B. 6 (a) and 6 (b), for the sake of simplicity, the case where the maximum regenerative braking distance Lr is determined only according to the vehicle speed will be described as an example.

  6A and 6B, the vertical axis indicates the lamp color remaining time ΔT1, and the horizontal axis indicates the intersection distance L1. In addition, D, E, and F in FIGS. 6A and 6B indicate states that are determined according to the vehicle speed of the host vehicle. D is a state that can be stopped at the target intersection only with regenerative braking power without using friction braking power, E is a state that cannot be stopped at the target intersection without using friction braking power, F is a target intersection while the traffic light is blue The state that can be reached is shown. D and E are also in a state where the target intersection cannot be reached while the traffic light is blue.

  The distance to the target intersection corresponding to the optimal timing is the maximum regenerative braking distance Lr. Further, the remaining lamp color time ΔT1 corresponding to the optimum timing is the remaining lamp color time ΔT1 (hereinafter, the maximum remaining regeneration time ΔTr) when the maximum regenerative braking distance Lr is reached. Since the maximum regenerative braking distance Lr is determined according to the vehicle speed as described above, the maximum regenerative braking distance Lr and the maximum regenerative remaining time ΔTr are both vehicle speeds as shown in FIGS. 6 (a) and 6 (b). The value will change according to.

  In addition, the required braking power determined by the amount of operation of the brake pedal is more frictional than the reaction force against the operation of the brake pedal in the range where the regenerative braking device can cover the above-mentioned required braking power (hereinafter referred to as the regenerative braking device single region). A configuration (hereinafter referred to as Modification 3) in which a reaction force with respect to the operation of the brake pedal in a range (hereinafter referred to as a friction braking device combined region) that must be compensated by the braking device is increased by a predetermined value or more.

  Regarding the reaction force against the operation of the brake pedal, a motor that generates a driving force in a direction opposite to the depression direction of the brake pedal with respect to the rotation axis of the brake pedal is provided on the brake pedal or the rotation shaft. What is necessary is just to set it as the structure changed by driving according to an instruction | indication. In addition, it is good also as a structure which generate | occur | produces the reaction force with respect to operation of a brake pedal by a pneumatic actuator etc. besides a motor.

  The EM_ECU 16 may be configured to perform a process of generating a reaction force against the operation of the brake pedal only when the operation of the brake pedal is detected before the optimal timing. In addition, the above-described operation of the brake pedal is performed only when the notification of the effective distance and the effective time is performed by the notification unit 15 and when the operation of the brake pedal is detected before the optimal timing described above. It is good also as a structure which performs the process which generate | occur | produces the reaction force with respect to.

  And when operation of a brake pedal is detected after the above-mentioned optimal timing, the reaction force with respect to the operation of the above-mentioned brake pedal should not be generated. Therefore, the EM_ECU 16 corresponds to the pedal reaction force adjusting means.

  The detection of the operation of the brake pedal may be performed based on the signal of the brake switch 12 acquired by the EM_ECU 16 via the brake ECU 11. Therefore, the EM_ECU 16 corresponds to pedal operation detecting means in the claims. Also, the reaction force against the operation of the brake pedal in the regenerative braking device single region and the reaction force to the operation of the brake pedal in the friction braking device combined region are the boundary between the regenerative braking device single region and the friction braking device combined region. It is assumed that the driver is set to have a difference that is estimated to be distinguishable.

  According to the configuration of the modified example 3, the driver who has started the braking operation (that is, the brake operation) earlier than the optimal timing described above can enter the regenerative braking device single region depending on the reaction force against the operation of the brake pedal. By continuing the operation so that the operation amount of the brake pedal is reduced, it is possible to stop at the target intersection without using the friction braking device. Therefore, when it is necessary to stop at the target intersection, it is possible to support stopping with maximum energy regeneration in the regenerative braking device.

  In the third modification, the configuration is shown in which the driver recognizes the boundary between the regenerative braking device single region and the friction braking device combined region by the change in the reaction force with respect to the operation of the brake pedal, but this is not necessarily limited thereto. For example, the regenerative braking device single region and the friction braking device combined region are displayed on the meter panel, the display of the in-vehicle navigation device 13, the sound output from the sound output device, the vibration by the vibration generating device provided on the handle or the seat, and the like. It is good also as a structure which makes a driver recognize the boundary of no.

  Moreover, when the above-mentioned effective distance and effective time become a predetermined value or less (for example, 0), EM_ECU 16 may instruct MG_ECU 5 to automatically start deceleration by regenerative braking power. The regenerative braking power generated in this case may be a fixed value set in advance or a value corresponding to the vehicle speed.

  The predetermined value here is a value that can be arbitrarily set, and may be set to 0 when correction for adding the free running distance is not performed in the determination process. In addition, when correction for adding the free running distance in the determination process is performed, a value obtained by subtracting the free running distance or the estimated running time of the free running distance from 0 may be a predetermined value.

  Note that the automatic deceleration by the regenerative braking power may be limited to a predetermined time such as several seconds, or may be continued until the intersection distance L1 becomes 0 (that is, until the target intersection is reached). Good. Further, this automatic control may be configured to be canceled when the EM_ECU 16 detects the accelerator operation from the signal of the accelerator sensor 7.

  In the present embodiment, the case where the present invention is applied to a hybrid vehicle has been described as an example, but the present invention is not necessarily limited thereto. The present invention is capable of regenerative braking of an electric vehicle not equipped with an internal combustion engine, an electric vehicle using the internal combustion engine as a generator, or a vehicle that uses only regenerated energy without using regenerated energy as travel energy. It can be applied to all vehicles.

  Further, in the present embodiment, the description has been made on the assumption that the search for the guidance route in the in-vehicle navigation device 13 has already been completed in the flow of FIG. It may be in a state where the setting of the ground and the search for the guidance route are not performed.

  For example, it is good also as a structure which determines the next signal apparatus using the information of the destination and guide route acquired from the portable terminal with a GPS function, without using the vehicle-mounted navigation apparatus 13. FIG. In addition, when acquiring traffic signal information from an optical beacon provided on the approach path of the target intersection, the next traffic signal can be specified. By using this, information on the destination and guide route can be used. It is good also as a structure which specifies the next traffic light without resorting to it.

  The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and the technical means disclosed in different embodiments can be appropriately combined. Such embodiments are also included in the technical scope of the present invention.

2 MG (regenerative braking device), 3 inverter (regenerative braking device), 10 friction braking device, 16 EM_ECU (driving support device, traffic signal information acquisition means), 100 vehicle, S3 / S7 intersection distance calculation means, S8 arrival determination means, S10 braking distance determining means, S12 notifying means

Claims (9)

A vehicle (100) that includes a friction braking device (10) and a regenerative braking device (2, 3), and that supplements the insufficient braking power with the friction braking device when the necessary braking power cannot be covered by the regenerative braking device. ) Used in the driving support device (16),
An intersection distance calculating means (16, S3, S7) for calculating an intersection distance which is a distance from the own vehicle to the target intersection;
Traffic signal information acquisition means (16) for acquiring traffic signal information, which is information capable of determining the lighting time of the blue light color of the traffic signal existing in the traveling direction of the own vehicle;
Based on the set speed of the own vehicle, the intersection distance calculated by the intersection distance calculation means, and the traffic signal information acquired by the traffic signal information acquisition means, the traffic light is set to the target intersection while the light color of the traffic light is blue. Arrival determination means (16, S8) for determining whether or not it can be reached;
Braking distance determining means (16, S10) for determining a braking distance when stopping by the maximum regenerative braking power that is the maximum braking power that can be regenerated by the regenerative braking device;
When it is determined that the arrival determination unit cannot reach the vehicle, based on the braking distance determined by the braking distance determination unit and the intersection distance calculated by the intersection distance calculation unit, the maximum regenerative braking power at the target intersection. Informing means (16, S12) for informing the driver of information indicating the timing of the braking operation that can be stopped ;
A traffic jam distance predicting means (16, S6) for predicting a traffic jam distance due to a signal waiting at the target intersection of a vehicle preceding the road on which the vehicle travels ,
The intersection distance calculation means, the driving support apparatus performs the correction of subtracting the congestion distance predicted by the traffic congestion distance expected means characterized that you calculate the intersection distance. In claim 1,
When it is determined that the arrival determination unit cannot reach the vehicle, based on the braking distance determined by the braking distance determination unit and the intersection distance calculated by the intersection distance calculation unit, the maximum regenerative braking power at the target intersection. Effective area determining means (16, S12) for determining an effective area that is at least one of the remaining distance and the remaining time that can be stopped;
The notification means causes the driver to notify the effective area determined by the effective area determination means as information indicating the timing of the braking operation. In claim 2,
Each time the effective area determining means calculates a new intersection distance by the intersection distance calculating means, the effective area determining means newly determines the effective area,
The notification means causes the information indicating the determined new effective area to be notified every time the effective area is newly determined by the effective area determination means. In claim 2 or 3,
A vehicle weight acquisition means (16) for acquiring the vehicle weight of the vehicle;
The driving support apparatus according to claim 1, wherein the effective area determining unit determines the effective area by performing a correction to subtract a value of the effective area as the vehicle weight acquired by the vehicle weight acquiring unit is heavier. In any one of Claims 2-4,
Environmental condition acquisition means (16) for acquiring information on the environmental condition in which the vehicle is placed;
The driving support apparatus according to claim 1, wherein the effective area determination unit corrects and determines the effective area according to the environmental state information acquired by the environmental state acquisition unit. In claim 5,
The environmental condition acquisition means acquires a slope angle of a road from the own vehicle to the target intersection,
When the gradient angle acquired by the environmental state acquisition unit is a downward gradient angle, the effective region determination unit performs correction to subtract from the value of the effective region as the downward gradient angle increases. A driving support apparatus characterized by determining In any one of Claims 2-6,
Load condition acquisition means (16) for acquiring a load state of an in-vehicle electrical component using a power storage device that stores power regenerated by the regenerative braking device as a power supply source;
The driving support apparatus according to claim 1, wherein the effective area determination unit determines the effective area by performing correction to be added to the value of the effective area as the load state acquired by the load state acquisition unit increases. In any one of Claims 1-7,
Pedal operation detecting means (16) for detecting the operation of the brake pedal of the vehicle;
Pedal reaction force adjusting means (16) for changing a reaction force to the operation of the brake pedal of the vehicle,
The pedal reaction force adjusting means is only when the pedal operation detecting means detects that the brake pedal has been operated before the timing of the braking operation that can be stopped at the target intersection by the maximum regenerative braking power. The braking power must be supplemented by the friction braking device rather than the reaction force against the operation of the brake pedal in the range where the necessary braking power determined according to the operation amount of the brake pedal can be covered by the regenerative braking device. A driving assistance device characterized in that a reaction force against an operation of a brake pedal is increased by a predetermined value or more. In any one of Claims 1-8 ,
Preceding number determination means (16, S6) for determining the number of vehicles preceding the road on which the vehicle is traveling and within the range where the vehicle is estimated to travel while the light color of the traffic light at the target intersection is blue; Prepared,
The driving assistance device, wherein the traffic jam distance prediction means predicts a traffic jam distance due to a signal waiting at a target intersection of a preceding vehicle based on the number of vehicles determined by the preceding vehicle number determination means.

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