WO2013118256A1 - 運転支援装置 - Google Patents
運転支援装置 Download PDFInfo
- Publication number
- WO2013118256A1 WO2013118256A1 PCT/JP2012/052767 JP2012052767W WO2013118256A1 WO 2013118256 A1 WO2013118256 A1 WO 2013118256A1 JP 2012052767 W JP2012052767 W JP 2012052767W WO 2013118256 A1 WO2013118256 A1 WO 2013118256A1
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- timing
- vehicle
- support
- driving
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Images
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Definitions
- the present invention relates to a driving support device.
- a driving support device that is mounted on a vehicle and outputs information for supporting driving of the vehicle by a driver.
- a conventional driving support device for example, in Patent Document 1, deceleration is started at which point when the traffic light should be stopped based on the arrival time to the traffic light and the change time of the signal lamp color.
- An apparatus for notifying the driver of what to do is disclosed.
- the device described in Patent Document 1 described above provides support for prompting early deceleration by notifying the driver of when to start deceleration when the traffic signal should be stopped.
- the driver of when to start deceleration when the traffic signal should be stopped there is room for further improvement in terms of more appropriate driving assistance.
- the present invention has been made in view of the above circumstances, and an object of the present invention is to provide a driving support device that can appropriately support driving.
- a driving support apparatus controls a driving apparatus that can output driving support information that supports driving of the vehicle, the supporting apparatus, and the first supporting timing from the first supporting timing.
- a support control device configured to change a mode of the driving support information between a period until the second support timing after the support timing and a period after the second support timing; and the first support timing or the second support timing.
- One of the support timings is determined based on a target travel state quantity at a predetermined point of the vehicle, and the other of the first support timing or the second support timing is the first support timing or the second support timing. It is determined based on one of the timings.
- one of the first support timing and the second support timing is determined based on the target travel state amount at a predetermined point with respect to the current travel state amount of the vehicle. It can be.
- the support control device controls the support device based on the target travel state quantity at a predetermined point of the vehicle, and the support device outputs the driving support information. By doing so, it is possible to perform driving support that encourages a recommended driving operation so that the running state quantity of the vehicle becomes the target running state quantity at a predetermined point.
- the first support timing is the earliest and earliest timing at which the driving state quantity of the vehicle can become the target driving state quantity at a predetermined point by performing the recommended driving operation.
- the second support timing includes the slowest latest timing at which the driving state quantity of the vehicle can become the target driving state quantity at a predetermined point by performing the recommended driving operation, and the first support timing. It can be an earlier timing among timings obtained by adding a predetermined time set in advance.
- the second support timing is the latest latest timing at which the driving state quantity of the vehicle can become the target driving state quantity at a predetermined point by performing the recommended driving operation.
- the first support timing is determined from the earliest earliest timing at which the driving state quantity of the vehicle can become the target driving state quantity at a predetermined point by performing the recommended driving operation, and the second support timing.
- the timing may be the later of the timing obtained by subtracting a predetermined time set in advance.
- the target travel state amount is a recommended vehicle speed at which a braking request operation is recommended for the vehicle, and the earliest timing and the latest timing are the recommended vehicle speed and the vehicle. Calculated based on the acceleration request operation for the vehicle and the deceleration when the vehicle operation is released in a state where the brake request operation is released, and the target deceleration of the vehicle when the brake request operation is performed It can be.
- the earliest timing and the latest timing may be different from the recommended vehicle speed based on the current vehicle speed of the vehicle, the target deceleration of the equivalent vehicle, and a predetermined point. It can be calculated based on the equivalent deceleration at the time of canceling the operation of the vehicle.
- the earliest timing includes a first predetermined point according to a lower limit value of the recommended vehicle speed based on a current vehicle speed of the vehicle and a target deceleration of the vehicle, It is calculated based on the deceleration at the time of cancellation of operation of the vehicle up to the first predetermined point, and the latest timing is the upper limit value of the recommended vehicle speed based on the current vehicle speed of the vehicle and the vehicle Based on a second predetermined point different from the first predetermined point and a deceleration at the time of release of the operation of the vehicle up to the first predetermined point according to the target deceleration of the vehicle Can be.
- the earliest timing and the latest timing are equivalent to the recommended vehicle speed based on the current vehicle speed of the vehicle, the equivalent target deceleration of the vehicle, and a predetermined point. It can be calculated on the basis of the deceleration when the operation of the vehicle is different.
- the earliest timing is determined based on the recommended vehicle speed based on the current vehicle speed of the vehicle and the target deceleration of the vehicle, and up to the predetermined point.
- the latest timing is calculated based on a predetermined point and the deceleration at the time of the second operation release of the vehicle up to the predetermined point, which has an absolute value larger than the deceleration at the time of the first operation release of the vehicle. be able to.
- the support control device may change the mode of the driving support information as time passes during the period from the first support timing to the second support timing. it can.
- the vehicle may be a hybrid vehicle having an internal combustion engine and an electric motor as a driving source for traveling.
- the driving support device has an effect that driving support can be appropriately performed.
- FIG. 1 is a schematic configuration diagram illustrating a vehicle control system according to the first embodiment.
- FIG. 2 is a block diagram illustrating an example of a schematic configuration of the ECU according to the first embodiment.
- FIG. 3 is a flowchart illustrating an example of control by the ECU according to the first embodiment.
- FIG. 4 is a schematic diagram illustrating an example of a relationship between a remaining distance to a stop position and a vehicle speed and a support mode in the vehicle control system according to the first embodiment.
- FIG. 5 is a schematic diagram illustrating an example of the relationship between the remaining distance to the stop position and the vehicle speed and the support mode in the vehicle control system according to the first embodiment.
- FIG. 6 is a schematic diagram illustrating an example of a support display mode by the HMI device according to the first embodiment.
- FIG. 7 is a flowchart illustrating an example of control by the ECU according to the second embodiment.
- FIG. 8 is a schematic diagram illustrating an example of the relationship between the remaining distance to the stop position and the vehicle speed and the support mode in the vehicle control system according to the second embodiment.
- FIG. 9 is a schematic diagram illustrating an example of the relationship between the remaining distance to the stop position and the vehicle speed and the support mode in the vehicle control system according to the second embodiment.
- FIG. 10 is a flowchart illustrating an example of control by the ECU according to the third embodiment.
- FIG. 11 is a schematic diagram illustrating an example of the relationship between the remaining distance to the stop position and the vehicle speed and the support mode in the vehicle control system according to the third embodiment.
- FIG. 12 is a schematic diagram illustrating an example of the relationship between the remaining distance to the stop position and the vehicle speed and the support mode in the vehicle control system according to the third embodiment.
- FIG. 13 is a flowchart illustrating an example of control by the ECU according to the fourth embodiment.
- FIG. 14 is a schematic diagram illustrating an example of the relationship between the remaining distance to the stop position and the vehicle speed and the support mode in the vehicle control system according to the fourth embodiment.
- FIG. 15 is a schematic diagram illustrating an example of the relationship between the remaining distance to the stop position and the vehicle speed and the support mode in the vehicle control system according to the fourth embodiment.
- FIG. 1 is a schematic configuration diagram illustrating a vehicle control system according to the first embodiment
- FIG. 2 is a block diagram illustrating an example of a schematic configuration of an ECU according to the first embodiment
- FIG. 3 is a control by the ECU according to the first embodiment
- FIG. 4 and FIG. 5 are schematic diagrams showing examples of the relationship between the remaining distance to the stop position and the vehicle speed and the vehicle speed in the vehicle control system according to the first embodiment
- FIG. It is a schematic diagram showing an example of the support display aspect by the HMI apparatus which concerns on form 1.
- FIG. 1 is a schematic configuration diagram illustrating a vehicle control system according to the first embodiment
- FIG. 2 is a block diagram illustrating an example of a schematic configuration of an ECU according to the first embodiment
- FIG. 3 is a control by the ECU according to the first embodiment
- FIG. 4 and FIG. 5 are schematic diagrams showing examples of the relationship between the remaining distance to the stop position and the vehicle speed and the vehicle speed in the vehicle control system according to the first embodiment
- the driving support device 1 of this embodiment is applied to a vehicle control system 3 mounted on a vehicle 2 as shown in FIG.
- the driving assistance device 1 includes an HMI (Human Machine Interface) device (hereinafter also referred to as “HMI”) 4 as an assistance device, and an ECU (Electronic Control Unit) 50.
- HMI Human Machine Interface
- ECU Electronic Control Unit
- the driving assistance apparatus 1 supports the driving
- the vehicle control system 3 to which the driving support device 1 of the present embodiment is applied is a prefetch information eco driving support system that utilizes so-called prefetch information.
- the vehicle control system 3 uses the look-ahead information to support the driver's eco-driving (eco-driving) by assisting the driver to encourage the driver to drive with a high fuel efficiency improvement effect. To do.
- the vehicle control system 3 is a system configured to suppress fuel consumption and improve fuel efficiency.
- the driving support device 1 typically outputs driving support information and guides and supports the operation by the driver for the purpose of supporting eco-driving by the driver.
- the vehicle control system 3 of the present embodiment is also a so-called hybrid system in which the engine 5 and the MG 6 are combined and used as a driving source for driving for driving the driving wheels of the vehicle 2 to rotate. That is, the vehicle 2 is a hybrid vehicle provided with the MG 6 in addition to the engine 5 as a travel drive source. While the vehicle 2 operates the engine 5 in the most efficient state as much as possible, the MG 6 that is a rotating electrical machine compensates for excess or deficiency of power and engine braking force, and further regenerates energy when decelerating. It is comprised so that improvement of may be aimed at.
- the vehicle control system 3 is described as being a hybrid system including the engine 5 and the MG 6 as a driving source for traveling, but is not limited thereto.
- the vehicle control system 3 may be a system that includes the engine 5 as a travel drive source but does not include the MG 6, or may include a system that includes the MG 6 as a travel drive source but does not include the engine 5. .
- the vehicle control system 3 includes an HMI device 4, an engine 5 as an internal combustion engine, a motor generator (hereinafter sometimes referred to as “MG”) 6 as an electric motor, a transmission 7, a brake device 8, a battery. 9 etc. are comprised. Further, the vehicle control system 3 includes a vehicle speed sensor 10, an accelerator sensor 11, a brake sensor 12, a GPS (Global Positioning System) device (hereinafter sometimes referred to as “GPS”) 13, and a wireless communication device 14. , A database (hereinafter sometimes referred to as “DB”) 15 and the like.
- DB Global Positioning System
- the HMI device 4 is a support device that can output driving support information, which is information that supports driving of the vehicle 2, and is a device that provides driving support information to the driver.
- the HMI device 4 is an in-vehicle device and includes, for example, a display device (visual information display device), a speaker (sound output device), and the like provided in the vehicle interior of the vehicle 2.
- a display device visual information display device
- a speaker sound output device
- the HMI device 4 provides information by voice information, visual information (graphic information, character information), etc. so as to realize improvement in fuel consumption, and guides the driving operation of the driver.
- the HMI device 4 supports the realization of the target value by the driving operation of the driver by providing such information.
- the HMI device 4 is electrically connected to the ECU 50 and controlled by the ECU 50.
- the HMI device 4 may include a haptic information output device that outputs haptic information such as handle vibration, seat vibration, pedal reaction force, and the like.
- the vehicle control system 3 includes an engine 5, an MG 6, a transmission 7, a brake device 8, a battery 9, and the like as various actuators that realize traveling of the vehicle 2.
- the engine 5 applies a driving force to the wheels of the vehicle 2 in response to an acceleration request operation by the driver, for example, an accelerator pedal depression operation.
- the engine 5 consumes fuel as driving power to be applied to the drive wheels of the vehicle 2 and generates engine torque as engine torque.
- the engine 5 is a heat engine that outputs thermal energy generated by burning fuel in the form of mechanical energy such as torque, and examples thereof include a gasoline engine, a diesel engine, and an LPG engine.
- the engine 5 includes, for example, a fuel injection device, an ignition device, a throttle valve device, and the like (not shown). These devices are electrically connected to the ECU 50 and controlled by the ECU 50.
- the output torque of the engine 5 is controlled by the ECU 50.
- the power generated by the engine 5 may be used for power generation in the MG 6.
- MG6 is for applying a driving force to the wheels of the vehicle 2 in response to an acceleration request operation by the driver, for example, an accelerator pedal depression operation.
- the MG 6 converts electric energy into mechanical power as driving power to be applied to the driving wheels of the vehicle 2 to generate motor torque.
- MG6 is what is called a rotary electric machine provided with the stator which is a stator, and the rotor which is a rotor.
- the MG 6 is an electric motor that converts electric energy into mechanical power and outputs it, and also a generator that converts mechanical power into electric energy and recovers it.
- the MG 6 is driven by supplying electric power, functions as an electric motor that converts electric energy into mechanical energy and outputs it (power running function), and functions as a generator that converts mechanical energy into electric energy (regenerative function).
- the MG 6 is electrically connected to the ECU 50 through an inverter or the like that converts direct current and alternating current, and is controlled by the ECU 50.
- the output torque and power generation amount of the MG 6 are controlled by the ECU 50 via an inverter.
- the transmission 7 is a power transmission device that shifts the rotational output of the engine 5 and the MG 6 and transmits it to the drive wheel side of the vehicle 2.
- the transmission 7 may be a so-called manual transmission (MT), a stepped automatic transmission (AT), a continuously variable automatic transmission (CVT), a multimode manual transmission (MMT), a sequential manual transmission (SMT). ), A so-called automatic transmission such as a dual clutch transmission (DCT).
- MT manual transmission
- AT continuously variable automatic transmission
- MMT multimode manual transmission
- SMT sequential manual transmission
- DCT dual clutch transmission
- the brake device 8 applies a braking force to the wheels of the vehicle 2 in response to a braking request operation by the driver, for example, a depression operation of a brake pedal.
- the brake device 8 applies a braking force to a wheel rotatably supported on the vehicle body of the vehicle 2 by generating a predetermined frictional force (frictional resistance force) between frictional elements such as a brake pad and a brake disk, for example. .
- the brake device 8 can brake the vehicle 2 by generating a braking force on the contact surface with the road surface of the wheel of the vehicle 2.
- the brake device 8 is controlled by the ECU 50 with a brake actuator or the like electrically connected to the ECU 50.
- the battery 9 is a power storage device capable of storing electric power (electric storage) and discharging the stored electric power.
- the battery 9 is electrically connected to the ECU 50 and outputs signals related to various information to the ECU 50.
- the MG 6 When the MG 6 functions as an electric motor, the electric power stored in the battery 9 is supplied via an inverter, and the supplied electric power is converted into driving power for the vehicle 2 and output. Further, when the MG 6 functions as a generator, the MG 6 is driven by input power to generate power, and the generated power is charged to the battery 9 via an inverter. At this time, the MG 6 can brake the rotation of the rotor (regenerative braking) by the rotational resistance generated in the rotor. As a result, at the time of regenerative braking, the MG 6 can generate a motor regenerative torque that is a negative motor torque to the rotor by regenerating electric power, and as a result, can apply a braking force to the drive wheels of the vehicle 2. .
- the vehicle control system 3 mechanical power is input to the MG 6 from the drive wheel of the vehicle 2, and the MG 6 generates electric power by regeneration, whereby the kinetic energy of the vehicle 2 can be recovered as electric energy. .
- the vehicle control system 3 can perform regenerative braking by MG6 by transmitting the mechanical power (negative motor torque) which arises in the rotor of MG6 in connection with this to a driving wheel.
- the regeneration amount (power generation amount) by the MG 6 when the regeneration amount (power generation amount) by the MG 6 is relatively small, the generated braking force is relatively small, and the deceleration acting on the vehicle 2 is relatively small.
- the regeneration amount (power generation amount) by the MG 6 when the regeneration amount (power generation amount) by the MG 6 is relatively small, the generated braking force is relatively small, and the deceleration acting on the vehicle 2 is relatively small.
- the regeneration amount (power generation amount) by the MG 6 when the regeneration amount (power generation amount) by the MG 6 is relatively increased, the generated
- the vehicle speed sensor 10, the accelerator sensor 11, and the brake sensor 12 detect the running state of the vehicle 2 and the input (driver input) to the vehicle 2 by the driver, that is, the state quantity and physical quantity related to the actual operation on the vehicle 2 by the driver. It is a state detection device.
- the vehicle speed sensor 10 detects the vehicle speed of the vehicle 2 (hereinafter sometimes referred to as “vehicle speed”).
- the accelerator sensor 11 detects an accelerator opening that is an operation amount (depression amount) of an accelerator pedal by a driver.
- the brake sensor 12 detects an operation amount (depression amount) of the brake pedal by the driver, for example, a master cylinder pressure.
- the vehicle speed sensor 10, the accelerator sensor 11 and the brake sensor 12 are electrically connected to the ECU 50 and output detection signals to the ECU 50.
- the GPS device 13 is a device that detects the current position of the vehicle 2.
- the GPS device 13 receives a GPS signal output from a GPS satellite, and measures and calculates GPS information (X coordinate; X, Y coordinate; Y) that is position information of the vehicle 2 based on the received GPS signal.
- the GPS device 13 is electrically connected to the ECU 50 and outputs a signal related to GPS information to the ECU 50.
- the wireless communication device 14 is a prefetch information acquisition device that acquires prefetch information related to the traveling of the vehicle 2 using wireless communication.
- the wireless communication device 14 is, for example, a road-to-vehicle communication device (roadside device) such as an optical beacon installed on the roadside, a vehicle-to-vehicle communication device mounted on another vehicle, VICS (registered trademark) (Vehicle Information and Communication System: Road traffic information communication system)
- Prefetching information is acquired using wireless communication from a device that exchanges information using a communication infrastructure such as the Internet via a center or the like.
- the wireless communication device 14 acquires, for example, preceding vehicle information, subsequent vehicle information, signal information, construction / traffic regulation information, traffic jam information, emergency vehicle information, information on an accident history database, and the like as prefetch information.
- the signal information includes position information of a traffic signal ahead of the vehicle 2 in the traveling direction, signal cycle information such as a green signal, a yellow signal, and a red signal lighting cycle and signal change timing.
- the wireless communication device 14 is electrically connected to the ECU 50 and outputs a signal related to the prefetch information to the ECU 50.
- the database 15 stores various information.
- the database 15 stores map information including road information, various information and learning information obtained by actual traveling of the vehicle 2, prefetched information acquired by the wireless communication device 14, and the like.
- the road information includes road gradient information, road surface state information, road shape information, restricted vehicle speed information, road curvature (curve) information, temporary stop information, stop line position information, and the like.
- Information stored in the database 15 is appropriately referred to by the ECU 50, and necessary information is read out.
- this database 15 is illustrated as being mounted on the vehicle 2 here, the database 15 is not limited to this, and is provided in an information center outside the vehicle 2 and appropriately referred to by the ECU 50 via wireless communication or the like. The necessary information may be read out.
- the ECU 50 is a control unit that performs overall control of the vehicle control system 3 and is configured as an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface, for example.
- the ECU 50 detects detection results detected by the vehicle speed sensor 10, the accelerator sensor 11, and the brake sensor 12, GPS information acquired by the GPS device 13, prefetched information acquired by the wireless communication device 14, various information stored in the database 15, An electric signal corresponding to a drive signal, a control command, or the like of each part is input.
- the ECU 50 controls the HMI device 4, the engine 5, the MG 6, the transmission 7, the brake device 8, the battery 9, and the like according to these input electric signals and the like.
- the ECU 50 executes drive control of the engine 5, drive control of the MG 6, shift control of the transmission 7, brake control of the brake device 8, and the like based on the accelerator opening, the vehicle speed, and the like. Further, the ECU 50 can realize various vehicle travels (travel modes) in the vehicle 2 by using the engine 5 and the MG 6 together or selectively depending on the driving state, for example.
- the ECU 50 can detect ON / OFF of an accelerator operation that is an acceleration request operation for the vehicle 2 by the driver based on a detection result by the accelerator sensor 11.
- the ECU 50 can detect ON / OFF of a brake operation, which is a brake request operation for the vehicle 2 by the driver, based on a detection result by the brake sensor 12, for example.
- the state where the accelerator operation by the driver is OFF is a state where the driver cancels the acceleration request operation for the vehicle 2
- the state where the accelerator operation by the driver is ON is the state where the driver performs the operation for the vehicle 2.
- the acceleration request operation is being performed.
- the state in which the brake operation by the driver is OFF is a state in which the driver releases the braking request operation for the vehicle 2
- the state in which the brake operation by the driver is ON is the state in which the driver is in the vehicle 2. This is a state in which a braking request operation is being performed on.
- the driving assistance apparatus 1 is comprised including the above-mentioned HMI apparatus 4 and ECU50.
- the ECU 50 controls the HMI device 4 according to the situation and outputs various driving support information, so that the driver is urged to drive with a high fuel efficiency improvement effect.
- the driving support device 1 allows the HMI device 4 to perform various driving operations in accordance with control by the ECU 50 based on a target driving state amount (hereinafter, also referred to as “target driving state amount”) of the traveling vehicle 2.
- target driving state amount hereinafter, also referred to as “target driving state amount” of the traveling vehicle 2.
- the target travel state quantity is typically the target travel state quantity of the vehicle 2 at a predetermined point or timing in the traveling vehicle 2.
- the ECU 50 controls the HMI device 4 based on the target travel state quantity at a predetermined point or timing of the vehicle 2, and the HMI device 4 outputs the driving support information, thereby
- driving assistance is made to encourage the driver to perform a recommended driving operation so that the driving state quantity of the vehicle 2 becomes the target driving state quantity.
- the driving support device 1 does not set the timing for prompting the driver to perform the recommended driving operation, but gives the driver the driving timing recommended for the driver. In this way, driving support information is output. Thereby, the driving assistance device 1 realizes appropriate driving assistance that suppresses the uncomfortable feeling given to the driver in the driving assistance. Further, here, the driving support device 1 changes the mode for prompting the driver to perform the recommended driving operation according to the change in time. As a result, the driving support device 1 makes it easier for the driver to understand that the timing for prompting the recommended driving operation is widened, and makes the driver feel driving support by the driving support device 1 more easily. As a result, more appropriate driving assistance is realized.
- the ECU 50 controls the HMI device 4 and varies the mode of the driving support information in the first period from the first support timing to the second support timing and in the second period after the second support timing. .
- the HMI device 4 outputs the driving support information in the first mode in the first period from the first support timing to the second support timing.
- the HMI device 4 outputs the driving support information in a second mode different from the first mode in the second period after the second support timing.
- both the first support timing and the second support timing are timings determined based on the target travel state quantity, and the second support timing is the timing after the first support timing in time series.
- the first support timing is a support start timing
- the second support timing is a switching timing between the first mode and the second mode of driving support information.
- one of the first support timing and the second support timing of the present embodiment is determined based on the target travel state quantity at a predetermined point of the vehicle 2, and the other of the first support timing or the second support timing is It is determined based on one of the first support timing and the second support timing.
- this driving assistance device 1 suppresses that the transition time between the first assistance timing and the second assistance timing varies depending on the vehicle speed or the like of the vehicle 2, and makes the driver feel uncomfortable. Suppressed.
- the target travel state quantity will be described as an example of a target brake operation start vehicle speed that is a recommended vehicle speed for which a driver's brake operation (braking request operation) is recommended.
- the recommended driving operation that the driving support device 1 provides guidance assistance to the driver will be described as an accelerator operation OFF operation (acceleration request operation canceling operation) by the driver as an example.
- the driving support device 1 outputs visual information as driving support information.
- the driving support device 1 is configured to display visual information as driving support information on a visual information display device such as a center meter, a head-up display (HUD), a windshield display, a liquid crystal display, or the like constituting the HMI device 4. explain.
- the ECU 50 includes a first information calculation unit 51, a second information calculation unit 52, and a vehicle control unit 53.
- the first information calculation unit 51 and the second information calculation unit 52 are calculation units compatible with, for example, ITS (Intelligent Transport Systems), and are calculation units for performing infrastructure cooperation and NAVI cooperation.
- the vehicle control unit 53 is a control unit that controls each unit of the vehicle 2.
- the vehicle control unit 53 controls various actuators such as an engine control ECU, an MG control ECU, a transmission control ECU, a brake control ECU, and a battery control ECU via a CAN (Control Area Network) 54 constructed as an in-vehicle network. It is connected to the actuator ECU and sensors.
- the ECU 50 is not limited to this, and may be configured to include a NAVI device instead of the first information calculation unit 51, for example.
- the first information calculation unit 51 calculates the remaining distance from the vehicle 2 to the temporary stop or the curve intrusion position in front of the traveling direction based on static infrastructure information, for example, map information including road information. In addition, the first information calculation unit 51 learns the driver's normal driving behavior, performs driving behavior estimation based on this, and also learns and predicts the driver's deceleration stop behavior.
- the first information calculation unit 51 is a position where the vehicle 2 is decelerated and stopped in front of the vehicle 2 or a position where the first information calculator 51 decelerates to a predetermined speed (hereinafter may be referred to as a “deceleration stop position”). The remaining distance until is also calculated.
- the deceleration stop position obtained by learning the driver's normal driving behavior is, for example, a position where the driver decelerates and stops at a high frequency other than a temporary stop or a curve entry position (for example, a home garage). A previous position or the like) or a position where the frequency of deceleration to a predetermined speed is high (for example, a slow start position).
- the first information calculation unit 51 learns the driver's deceleration stop action based on various information obtained by actual traveling of the vehicle 2, that is, learns the deceleration stop position according to the driver. Good. For example, the first information calculation unit 51 calculates the habit and tendency of the driving operation from the normal driving of the driver based on various information obtained by actual driving of the vehicle 2 (for example, the attribute of the driver). ), A place (for example, a position where an operation was performed, etc.), a situation (for example, a time zone, etc.), etc. The first information calculation unit 51 learns, for example, a deceleration stop position where the driver frequently stops and decelerates and stops frequently by statistically processing the accelerator operation and the brake operation ON / OFF by the driver. To do. The first information calculation unit 51 stores the learned information in the database 15 as learning information.
- the first information calculation unit 51 is functionally conceptually configured to include a position rating unit 51a, a pause / curve information acquisition unit (hereinafter also referred to as a “stop / curve information acquisition unit”) 51b, and a subtractor 51c. And are provided.
- the position rating unit 51 a acquires GPS information via the GPS device 13 and acquires current position information of the vehicle (own vehicle) 2.
- the position evaluation unit 51a outputs the current position information to the pause / curve information acquisition unit 51b and the subtractor 51c.
- the stop / curve information acquisition unit 51b is based on the current position information input from the position evaluation unit 51a, and includes map information stored in the database 15, various information and learning information obtained by actual traveling of the vehicle 2. Referring to FIG.
- the stop / curve information acquisition unit 51b outputs the target position information to the subtractor 51c.
- the subtractor 51c calculates a difference between the position of the vehicle 2 indicated by the current position information input from the position evaluation unit 51a and the position indicated by the target position information input from the stop / curve information acquisition unit 51b, and pauses. The remaining distance to the curve entry position, deceleration stop position, etc. is calculated.
- the subtractor 51 c outputs the remaining distance information indicating the remaining distance to the arbitrating unit 53 a of the vehicle control unit 53.
- the second information calculation unit 52 calculates the remaining distance from the vehicle 2 to the stop position by the red signal ahead of the traveling direction based on dynamic infrastructure information, for example, signal information.
- the second information calculation unit 52 is functionally conceptually provided with a position rating unit 52a, a signal information acquisition unit 52b, and a subtractor 52c.
- the position rating unit 52 a acquires GPS information via the GPS device 13 and acquires current position information of the vehicle (own vehicle) 2.
- the position rating unit 52a outputs the current position information to the subtracter 52c.
- the signal information acquisition unit 52b acquires signal information via the wireless communication device 14, and acquires target position information indicating a stop position by a red signal ahead of the traveling direction of the vehicle 2 based on the signal information.
- the signal information acquisition unit 52b outputs this target position information to the subtracter 52c.
- the subtractor 52c calculates the difference between the position of the vehicle 2 indicated by the current position information input from the position evaluation unit 52a and the stop position by the red signal indicated by the target position information input from the signal information acquisition unit 52b. The remaining distance to the stop position by the signal is calculated. The subtractor 52 c outputs the remaining distance information indicating the remaining distance to the arbitrating unit 53 a of the vehicle control unit 53.
- the vehicle control unit 53 includes a remaining distance calculated by the first information calculating unit 51, a remaining distance calculated by the second information calculating unit 52, a vehicle speed Vx of the vehicle 2, an accelerator operation ON / OFF, a brake operation ON / OFF, and the like. Based on the above, the braking / driving force of the HMI device 4 and the vehicle 2 is comprehensively controlled.
- the vehicle control unit 53 is conceptually provided with an arbitration unit 53a, a target calculation unit 53b, and a braking / driving force control unit 53c.
- the arbitration unit 53a mediates the remaining distance information input from the subtractor 51c and the remaining distance information input from the subtractor 52c. For example, the arbitration unit 53a mediates the remaining distance information based on the accuracy of the remaining distance information, the magnitude relationship of the remaining distance, and the like, and outputs the arbitration result to the target calculation unit 53b.
- the target calculation unit 53b calculates the target travel state quantity based on the arbitration result of the remaining distance information input from the arbitration unit 53a, the vehicle speed Vx of the vehicle 2 input from the vehicle speed sensor 10 via the CAN 54, and the like. And the target calculating part 53b controls the HMI apparatus 4 based on this target driving
- the target calculation unit 53b of the ECU 50 determines the first support timing based on the target travel state quantity at a predetermined point of the vehicle 2, and determines the second support timing based on the first support timing.
- the first support timing is determined based on the target travel state quantity at a predetermined point with respect to the current travel state quantity of the vehicle 2.
- the travel state quantity of the vehicle 2 is the vehicle speed
- the target travel state quantity is the target brake operation start vehicle speed that is the recommended vehicle speed at which the driver should perform the brake operation as described above.
- the first support timing is the driving operation recommended by the driver, in this case, the vehicle speed (running state quantity) of the vehicle 2 is set to the target brake operation at a predetermined point by turning off the accelerator operation. This is the earliest and earliest timing that can be the starting vehicle speed (target travel state quantity).
- the second support timing is preliminarily set to the slowest latest timing at which the vehicle speed of the vehicle 2 can reach the target brake operation start vehicle speed at a predetermined point when the driver performs the accelerator operation OFF operation, and the first support timing in advance. This is the earlier of the timings obtained by adding the set predetermined times.
- the ECU 50 sets the earliest timing as the first support timing, and sets the earlier of the latest timing and the timing obtained by adding a predetermined time to the first support timing as the second support timing.
- the predetermined time added to the first support timing is, for example, a period in which variation is not generated in the support period by the driving support apparatus 1 according to the actual vehicle evaluation or the like and the driver does not feel uncomfortable. It is set in advance and stored in the storage unit of the ECU 50.
- the vehicle 2 has a driving state amount approximately equal to the target driving state amount at a predetermined point when the driver performs a driving operation recommended at least during the period from the earliest timing to the latest timing. That is, in the vehicle 2, when the driver performs the accelerator operation OFF operation during the period from the earliest timing to the latest timing, the vehicle speed becomes approximately the target brake operation start vehicle speed at a predetermined point. In other words, the period from the earliest timing to the latest timing is an optimal accelerator operation OFF period in which the vehicle speed is approximately the target brake operation start vehicle speed at a predetermined point.
- the driving support device 1 outputs driving support information in the HMI device 4 and prompts the recommended driving operation so that the driver performs the recommended driving operation in the period from the earliest timing to the latest timing. Driving assistance can be performed so that the travel state quantity of the vehicle 2 becomes the target travel state quantity at a predetermined point and timing.
- the earliest timing and the latest timing are typically the target brake operation start vehicle speed (recommended vehicle speed) at a predetermined point, the accelerator OFF deceleration that is the deceleration when the operation of the vehicle 2 is released, and the target brake decrease. It is calculated based on the speed.
- the acceleration OFF deceleration is an acceleration request operation for the vehicle 2, that is, a decrease in the vehicle 2 in a state where the accelerator operation and the brake operation by the driver are released (the accelerator operation and the brake operation are OFF).
- the accelerator OFF deceleration is, for example, the engine brake torque due to the rotational resistance of the engine 5, the TM brake torque due to the rotational resistance of the transmission 7, and the motor regeneration torque corresponding to the regeneration amount in the MG 6 in the hybrid system as in this embodiment. Is previously set as a fixed value.
- the target brake deceleration is a target deceleration of the vehicle 2 when a brake operation is performed by the driver.
- the target brake deceleration is, for example, a fixed value in advance according to a deceleration that does not cause the driver to feel that the brake is sudden and does not give a sense of incongruity when the driver performs an ON operation of the brake operation.
- the target brake deceleration is set to a deceleration with a slight margin added to the regeneration upper limit deceleration that can be efficiently regenerated by the MG 6. It is more preferable.
- the target brake deceleration is set according to the deceleration that can satisfy the deceleration requested by the driver according to the brake operation by the regenerative braking by the MG 6.
- the vehicle control system 3 which is a hybrid system, determines that the deceleration required in accordance with the driver's brake operation is equal to or less than the target brake deceleration, without relying on friction braking by the brake device 8, MG6.
- the vehicle 2 can be stopped at a stop position or the like by regenerative braking.
- the vehicle control system 3 can efficiently recover the kinetic energy of the vehicle 2 as electric energy by brake regeneration according to the driver's brake operation without consuming it as heat energy by friction braking.
- the fuel efficiency improvement effect can be expected.
- the target calculation unit 53b calculates a target brake operation start vehicle speed (recommended vehicle speed) from the current vehicle speed, calculates a predetermined point from the target brake operation start vehicle speed and the target brake deceleration, and reduces the predetermined point and the accelerator OFF.
- the accelerator OFF guidance position is calculated from the speed, and the earliest timing and the latest timing are calculated.
- the earliest timing and the latest timing of this embodiment are different target brake operation start vehicle speeds based on the vehicle speed of the current vehicle 2, equivalent target brake deceleration, and equivalent accelerator OFF deceleration to a predetermined point.
- the target calculation unit 53b is based on a different target brake operation start vehicle speed based on the current vehicle speed of the vehicle 2, an equivalent target brake deceleration, and an equivalent accelerator OFF deceleration up to a predetermined point. The earliest timing and the latest timing are calculated.
- the earliest timing is the first predetermined point according to the target brake operation start lower limit vehicle speed that is the lower limit value of the target brake operation start vehicle speed based on the current vehicle speed of the vehicle 2 and the target brake deceleration. And the accelerator OFF deceleration up to the first predetermined point.
- the latest timing is a first predetermined point according to a target brake operation start upper limit vehicle speed that is an upper limit value of the target brake operation start vehicle speed based on the vehicle speed of the current vehicle 2 and the target brake deceleration. Is calculated based on a different second predetermined point and an accelerator OFF deceleration equivalent to the accelerator OFF deceleration up to the first predetermined point.
- the target calculation unit 53b calculates the first predetermined point from the target brake operation start lower limit vehicle speed and the target brake deceleration, and the accelerator to the first predetermined point and the first predetermined point is calculated. The earliest timing is calculated based on the OFF deceleration.
- the target calculation unit 53b calculates a second predetermined point from the target brake operation start upper limit vehicle speed and the target brake deceleration, and reduces the accelerator OFF to the second predetermined point and the first predetermined point. The latest timing is calculated based on the acceleration OFF deceleration equivalent to the speed.
- the target calculation unit 53b calculates a target brake operation start lower limit vehicle speed from the current vehicle speed, and calculates a target brake operation start maximum as a first predetermined point from the target brake operation start lower limit vehicle speed and the target brake deceleration. Calculate the slow position. And the target calculating part 53b calculates the accelerator OFF guidance earliest position from the target brake operation start latest position and the accelerator OFF deceleration, and calculates the earliest timing. Similarly, the target calculation unit 53b calculates the target brake operation start upper limit vehicle speed from the current vehicle speed, and the target brake operation start earliest position as a second predetermined point from the target brake operation start upper limit vehicle speed and the target brake deceleration. Is calculated. Then, the target calculation unit 53b calculates the latest accelerator OFF guidance latest position from the target brake operation start earliest position and the accelerator OFF deceleration, and calculates the latest timing.
- the target calculation unit 53b calculates the target brake operation start upper limit vehicle speed by multiplying the current vehicle speed of the vehicle 2 by a predetermined upper limit vehicle speed coefficient. Further, the ECU 50 calculates the target brake operation start lower limit vehicle speed by multiplying the current vehicle speed of the vehicle 2 by a predetermined lower limit vehicle speed coefficient smaller than the upper limit vehicle speed coefficient.
- the upper limit vehicle speed coefficient is, for example, such that the target brake operation start upper limit vehicle speed does not cause the driver of the vehicle 2 and the driver of the succeeding vehicle to feel that it is a sudden brake when the brake operation is turned ON.
- the speed is set to be, for example, about 0.5.
- the lower limit vehicle speed coefficient is, for example, determined by the driver of the vehicle 2 and the driver of the following vehicle between the target brake operation start lower limit vehicle speed and the time when the accelerator operation is turned OFF until the brake operation is turned ON.
- the speed of the vehicle 2 is set so as not to give stress due to the vehicle speed being too slow and to reach the stop position, for example, about 0.3.
- the target brake operation start latest position is the vehicle stop position, the curve intrusion position, when the driver performs the brake operation at the timing when the vehicle speed of the vehicle 2 is the target brake operation start lower limit vehicle speed. This corresponds to the start position of the brake operation that can be decelerated at the target brake deceleration with respect to the deceleration stop position and the stop position by the red signal (hereinafter sometimes referred to as “stop position”).
- the earliest target brake operation start position is the target brake deceleration with respect to the stop position or the like when the driver performs a brake operation at the timing when the vehicle speed of the vehicle 2 is the target brake operation start upper limit vehicle speed. This corresponds to the start position of the brake operation that can be decelerated.
- the vehicle speed of the vehicle 2 is the target brake operation start vehicle speed at the target brake operation start position, so that the driver performs the brake operation at the target brake operation start latest position and the target brake operation start vehicle speed. Then, the vehicle 2 can be decelerated at the target brake deceleration with respect to the stop position or the like. That is, the vehicle control system 3 starts the target brake operation from the target brake operation start upper limit vehicle speed when the vehicle 2 is in the section from the target brake operation start earliest position to the target brake operation start latest position. When the driver starts the brake operation in the range up to the lower limit vehicle speed, the vehicle 2 can be decelerated below the optimum target brake deceleration with respect to the stop position or the like.
- the accelerator off-guidance earliest position is a predetermined point when the driver performs an accelerator operation OFF operation, that is, a section from the earliest target brake operation start position to the target brake operation start latest position. This is the position at the earliest timing at which the vehicle speed can be in the range from the target brake operation start upper limit vehicle speed to the target brake operation start lower limit vehicle speed (position closest to the current position of the vehicle 2).
- the latest accelerator OFF guidance latest position is a predetermined point when the driver performs the accelerator operation OFF operation, that is, a section from the earliest target brake operation start position to the target brake operation start latest position. This is the slowest timing position (position farthest from the current position of the vehicle 2) where the speed can be in the range from the target brake operation start upper limit vehicle speed to the target brake operation start lower limit vehicle speed.
- the target calculation unit 53b of the present embodiment uses the earliest timing calculated as described above as the first support timing, and adds the predetermined time set in advance to the latest timing and the first support timing. The earlier of these is set as the second support timing. That is, the target calculation unit 53b sets the latest timing as the second support timing when the latest timing is earlier than the timing obtained by adding the predetermined time to the first support timing. On the other hand, when the timing obtained by adding the predetermined time to the first support timing is earlier than the latest timing, the target calculation unit 53b sets the timing obtained by adding the predetermined time to the first support timing as the second support timing. To do.
- the target calculating part 53b changes the aspect of driving assistance information with progress of time in the 1st period from a 1st assistance timing to a 2nd assistance timing. That is, the ECU 50 changes the aspect of the driving support information with the passage of time from the second support timing that is the first support timing.
- the target calculation unit 53b fixes the mode of the driving support information in the second period after the second support timing. That is, the first mode of the driving support information in the first period is a mode in which the driving support information is changed as time passes.
- the second mode of the driving support information in the second period is a mode in which the driving support information is not changed over time.
- the driving support device 1 displays an image of the driving support information on the HMI device 4 and displays the accelerator so that the driver performs the accelerator operation OFF operation in the first period from the first support timing to the second support timing. Prompt the operation OFF operation, and assist the accelerator OFF guidance.
- FIGS. 4 and 5 As an example, a case where driving support for a temporary stop position or a stop position based on a red signal is targeted will be described. However, a brake operation by a driver and a curve entry position where deceleration is predicted are described. Even when driving assistance or driving assistance for a deceleration stop position where the vehicle is decelerated to a predetermined speed is targeted, the same is true.
- the brake operation by the driver may end in a state where the vehicle speed of the vehicle 2 is greater than 0 in FIGS. 4 and 5. This is different from the above example (the same applies to the following embodiments).
- the target calculation unit 53 b first multiplies the vehicle speed (entrance vehicle speed) V_now of the current vehicle 2 by a predetermined upper limit vehicle speed coefficient and a lower limit vehicle speed coefficient, respectively.
- the target brake operation start upper limit vehicle speed V_b1 and the target brake operation start lower limit vehicle speed V_b2 are calculated as the brake operation start vehicle speed (recommended vehicle speed) (ST1).
- the target calculation unit 53b sets the target brake as the first predetermined point based on the target brake operation start upper limit vehicle speed V_b1, the target brake operation start lower limit vehicle speed V_b2, and the preset target brake deceleration A_brake.
- the operation start latest position X_b2 and the target brake operation start earliest position X_b1 as the second predetermined point are calculated (ST2).
- the target calculation unit 53b uses the stop position corresponding to the remaining distance adjusted by the arbitration unit 53a as a reference position, and based on the target brake operation start upper limit vehicle speed V_b1 and the target brake deceleration A_break, the target brake operation start earliest position X_b1. Is calculated. That is, the target calculation unit 53b starts the brake operation that can stop the vehicle 2 at the stop position when the vehicle 2 traveling at the target brake operation start upper limit vehicle speed V_b1 is decelerated at the target brake deceleration A_brake by the brake operation. The position is calculated backward, and this is set as the earliest position X_b1 for starting the target brake operation.
- the target calculation unit 53b starts the target brake operation based on the target brake operation start lower limit vehicle speed V_b2 and the target brake deceleration A_brake, with the stop position corresponding to the remaining distance adjusted by the arbitration unit 53a as a reference position.
- the latest position X_b2 is calculated. That is, the target calculation unit 53b starts the brake operation that can stop the vehicle 2 at the stop position when the vehicle 2 traveling at the target brake operation start lower limit vehicle speed V_b2 is decelerated at the target brake deceleration A_brake by the brake operation.
- the position is calculated backward, and this is set as the target brake operation start latest position X_b2.
- the combination of the target brake operation start latest position X_b2 as the first predetermined point and the target brake operation start lower limit vehicle speed V_b2 as the target travel state quantity is the optimum target brake reduction when the driver performs the brake operation. This corresponds to a combination of the latest brake operation start position and the brake operation start vehicle speed that can approach the stop position at the speed A_break.
- the combination of the earliest target brake operation start position X_b1 as the second predetermined point and the target brake operation start upper limit vehicle speed V_b1 as the target travel state quantity is the optimum target brake deceleration when the driver performs the brake operation. This corresponds to the combination of the earliest brake operation start position and the brake operation start vehicle speed that can be approached to the stop position with A_break.
- the target calculation unit 53b based on the target brake operation start earliest position X_b1 and the target brake operation start latest position X_b2, and the predetermined accelerator OFF deceleration A_offbreake set in advance, the accelerator OFF induction earliest position X_a1 and The latest accelerator OFF guidance position X_a2 is calculated (ST3).
- the target calculation unit 53b calculates the accelerator OFF induction earliest position X_a1 based on the accelerator OFF deceleration A_offbrake and the target brake operation start lower limit vehicle speed V_b2 with the target brake operation start latest position X_b2 as a reference position. That is, when the vehicle 2 decelerates from the current vehicle speed V_now at the accelerator OFF deceleration A_offbrake, the target calculation unit 53b sets the vehicle speed of the vehicle 2 to the target brake operation start lower limit vehicle speed V_b2 at the target brake operation start latest position X_b2.
- the off position of the accelerator operation that can be performed is calculated backward, and this is set as the accelerator off induction earliest position X_a1.
- the target calculation unit 53b calculates the accelerator OFF induction latest position X_a2 based on the accelerator OFF deceleration A_offbrake and the target brake operation start upper limit vehicle speed V_b1, using the target brake operation start earliest position X_b1 as a reference position. . That is, when the vehicle 2 decelerates from the current vehicle speed V_now at the accelerator OFF deceleration A_offbrake, the target calculation unit 53b sets the vehicle speed of the vehicle 2 to the target brake operation start upper limit vehicle speed V_b1 at the target brake operation start earliest position X_b1. The back position of the accelerator operation OFF position where the vehicle can be operated is reversely calculated, and this is set as the accelerator OFF induction latest delay position X_a2.
- the target calculation unit 53b calculates a support limit position X_a3 that can be reached after a predetermined time has elapsed from the earliest timing at which the vehicle 2 reaches the accelerator OFF guidance earliest position X_a1 at the current vehicle speed V_now ( ST4).
- the target calculation unit 53b determines whether or not the accelerator OFF guidance latest delay position X_a2 corresponding to the latest timing is before the support restriction position X_a3 (ST5).
- the target calculation unit 53b determines whether or not the accelerator OFF guidance latest position X_a2 corresponding to the latest timing is closer to the support limit position X_a3, so that the earliest timing is set as the first support timing. It is possible to determine which is the earlier timing among the latest timing and the timing obtained by adding a predetermined time to the first support timing.
- the target calculation unit 53b determines that the accelerator OFF guidance latest delay position X_a2 is before the support restriction position X_a3 (ST5: Yes), that is, when the earliest timing is set as the first support timing, When it is determined that the timing is earlier than the timing obtained by adding a predetermined time to the first support timing, the following processing is performed. That is, as shown in FIG. 4, the target calculation unit 53b sets the earliest timing at which the vehicle 2 reaches the accelerator OFF guidance earliest position X_a1 at the current vehicle speed as the first support timing, and the latest arrival at the accelerator OFF guidance latest position X_a2. The timing is set as the second support timing.
- the target calculation unit 53b relates to accelerator OFF guidance support in the first period from the first support timing to the second support timing, in other words, in the section from the accelerator OFF guide earliest position X_a1 to the accelerator OFF guide latest position X_a2.
- the driving support information is output to the HMI device 4.
- the HMI device 4 displays the HMI related to the accelerator OFF guidance support as the driving support information (ST6), ends the current control cycle, and shifts to the next control cycle.
- the target calculation unit 53b determines that the support restriction position X_a3 is closer to the accelerator OFF guidance latest delay position X_a2 (ST5: No), that is, when the earliest timing is set as the first support timing.
- the target calculation unit 53b uses the earliest timing at which the vehicle 2 reaches the accelerator OFF guidance earliest position X_a1 at the current vehicle speed as the first support timing, and the timing at which the vehicle 2 reaches the support limit position X_a3 as the second support. Timing.
- the target calculation unit 53b performs driving support information related to accelerator OFF guidance support in a first period from the first support timing to the second support timing, in other words, in a section from the accelerator OFF guidance earliest position X_a1 to the support limited position X_a3. Is output to the HMI device 4. Then, the HMI device 4 displays the HMI related to the accelerator OFF guidance support as the driving support information (ST7), ends the current control cycle, and shifts to the next control cycle.
- the target calculation unit 53b of the present embodiment displays driving support information in the first period from the first support timing to the second support timing calculated as described above and in the second period after the second support timing.
- the aspect is variable.
- the target calculation unit 53b changes the mode of driving support information from the first support timing to the second support timing and the mode of driving support information after the second support timing. That is, the target calculation unit 53b changes the display mode of the driving support information before and after the second support timing with the second support timing as a boundary.
- the first mode of the driving support information in the first period is a mode in which the driving support information is changed and displayed with the passage of time. That is, the first period from the first support timing to the second support timing is a display fluctuation period in the driving support of the HMI device 4.
- the target calculation unit 53b gradually changes the display mode of the driving support information in the HMI device 4 as it approaches the second support timing from the first support timing.
- the target calculation unit 53b gradually changes the background color 55 of the car icon of the center meter constituting the HMI device 4 as shown in the upper part of FIGS. 4 and 5 and FIG.
- the target calculation unit 53b gradually changes the background color 55 from a colorless state to a dark orange color or gradually expands the range of the background color 55 as the first support timing approaches the second support timing.
- the target calculation unit 53b realizes the first display mode of the driving support information in the HMI device 4 in the first period from the first support timing to the second support timing.
- the driving assistance device 1 can urge the driver to turn off the accelerator operation in a first period from the first assistance timing to the second assistance timing.
- the second mode of the driving support information in the second period is a display mode in which the driving support information is not changed over time. That is, the second period after the second support timing is a display fixed period in the driving support of the HMI device 4.
- the target calculation unit 53b keeps the background color 55 unchanged with a dark orange color. In this way, the target calculation unit 53b realizes the second display mode of the driving support information in the HMI device 4 in the second period after the second support timing. Thereby, the driving assistance device 1 can prompt the driver to turn off the accelerator operation with a stronger expression in the second period after the second assistance timing.
- the driving support device 1 can guide and assist the driver's accelerator operation OFF operation in the first period from the first support timing to the second support timing.
- the vehicle speed becomes the target brake operation start vehicle speed. That is, the driver's accelerator operation OFF operation timing can be guided and supported so that the vehicle speed falls within the range from the target brake operation start upper limit vehicle speed V_b1 to the target brake operation start lower limit vehicle speed V_b2.
- the driving support device 1 has a deceleration required in accordance with the brake operation that is equal to or less than the optimal target brake deceleration A_brake. Can be guided appropriately.
- the driving assistance device 1 can assist the driver so that the driver does not feel that the brake is sudden when the brake operation is turned ON. An effect can also be realized.
- the driving support device 1 of the present embodiment outputs driving support information by giving a range to the timing for prompting the driver to perform a recommended driving operation (accelerator operation OFF operation).
- a recommended driving operation (accelerator operation OFF operation).
- the driving support device 1 displays the driving support information in such a manner that the driver does not display the driving support information in a wide range, instead of pinpointing the timing for prompting the driver to turn off the accelerator operation.
- Driving assistance can be performed in consideration of the reaction time until the accelerator operation is actually turned off.
- the reaction time until the accelerator operation is actually turned OFF varies among drivers and varies depending on the surrounding traffic environment such as driving load.
- the driving assistance device 1 can appropriately perform driving assistance regardless of variations in the reaction time and the like by providing driving assistance with a wide timing for prompting the accelerator operation to be turned off.
- the driving support device 1 provides driving support with a wide timing for prompting the accelerator operation OFF operation, so that even if the actual accelerator operation OFF operation timing varies, the driving support device 1 is within a previously predicted range. The influence on subsequent operation and control can be minimized.
- the driving assistance device 1 provides guidance assistance for turning off the accelerator operation within the first period from the first assistance timing to the second assistance timing, for example, the vehicle speed of the vehicle 2 before the stop position is too high. Thus, it is possible to suppress sudden braking when the brake operation is turned on.
- the driving support device 1 provides guidance assistance to the accelerator operation OFF operation within the first period from the first support timing to the second support timing, so that, for example, the vehicle speed of the vehicle 2 before the stop position is increased. It is too low and it can suppress giving a stress to the driver of vehicles 2 and the driver of a succeeding vehicle.
- the driving support device 1 changes the support mode when prompting the driver to turn off the accelerator operation with the passage of time from the first support timing, thereby turning off the accelerator operation. This makes it easier for the driver to understand that the timing for prompting the driver is wide. As a result, the driving support device 1 can make the driver feel the driving support by the driving support device 1 easily, thereby realizing more appropriate driving support.
- the driving assistance apparatus 1 of this embodiment makes the period from the 1st assistance timing as the earliest timing to the 2nd assistance timing determined according to this 1st assistance timing the 1st period which is a display fluctuation period. .
- the driving assistance device 1 can suppress the first assistance timing and the second assistance timing from greatly varying according to the traveling state such as the vehicle speed of the vehicle 2, thereby making the driver feel uncomfortable. It can suppress giving.
- the driving support device 1 sets the first support timing as the earliest timing, and sets the second support timing as the earlier one of the timing obtained by adding a predetermined time to the first support timing and the latest timing.
- the driving support device 1 suppresses the occurrence of variation in the first period from the first support timing to the second support timing, and at least the driver performs the recommended driving operation in the first period.
- the vehicle speed (running state quantity) at a predetermined point can be set within the range of the period from the earliest timing to the latest timing at which the target brake operation start vehicle speed (target running state quantity) can be obtained.
- the driving support device 1 can suppress, for example, a sudden braking when the driver performs an ON operation of the brake operation so as to correspond to the stop position, and the absolute value of the deceleration of the vehicle 2. Can be prevented from becoming larger than the absolute value of the target brake deceleration.
- the braking / driving force control unit 53c performs braking / driving force control when the driver's accelerator operation OFF operation is actually performed in the first period from the first support timing to the second support timing. Adjustment is made so that the deceleration of the vehicle 2 becomes the prescribed accelerator OFF deceleration A_offbrake.
- the braking / driving force control unit 53c performs engine braking by MG6 in addition to normal engine braking or the like so that the deceleration becomes the prescribed accelerator OFF deceleration A_offbrake. Regenerative emblem expansion control that performs regeneration is executed.
- the engine brake regeneration by this regeneration emblem expansion control has a relatively high regeneration efficiency because there is less influence of the amount of heat generated during regeneration compared to the brake regeneration according to the driver's brake operation ON operation described above. Tend to be. Therefore, the vehicle control system 3 ensures a relatively long period of time for executing the regeneration emblem expansion control by guiding and assisting the driver's accelerator operation OFF operation at an appropriate timing by the driving support device 1. Therefore, a higher fuel efficiency improvement effect can be expected.
- the target calculation unit 53b performs the accelerator operation together with the regenerative emblem expansion control.
- Driving support information indicating that the OFF operation has been appropriately performed is output to the HMI device 4.
- the HMI device 4 changes the background color 55 to green or the like, thereby displaying an HMI indicating that the accelerator is appropriately turned off as driving support information.
- the driving assistance device 1 can inform the driver that traveling that contributes to improvement in fuel efficiency is possible.
- the vehicle control system 3 can obtain a fuel efficiency improvement effect even when the driver's accelerator operation OFF operation is actually performed in the second period after the second support timing.
- the vehicle control system 3 is configured such that, for example, the deceleration required in accordance with the driver's brake operation becomes larger than the target brake deceleration A_brake, so that the friction braking by the brake device 8 is performed in addition to the regenerative braking by the MG 6. May also be used to stop the vehicle 2 at the stop position.
- the vehicle control system 3 slightly reduces the recovery efficiency of the kinetic energy of the vehicle 2, but the remaining kinetic energy of the vehicle 2 Can be recovered as electric energy by brake regeneration, so that a predetermined fuel efficiency improvement effect can be ensured.
- the HMI device 4 that can output the driving support information that supports the driving of the vehicle 2 and the HMI device 4 are controlled, and the first time from the first support timing.
- the ECU 50 includes a ECU 50 that changes the mode of the driving support information between a period from the support timing to the second support timing and a period from the second support timing. Then, one of the first support timing and the second support timing is determined based on the target brake operation start vehicle speed (target travel state amount) at a predetermined point of the vehicle 2, and the first support timing or the second support timing. Is determined based on one of the first support timing and the second support timing.
- the driving support device 1 can support the driving of the vehicle 2 in an easy-to-understand manner at an appropriate timing, the driving support device 1 can appropriately support driving. Drive) appropriately, thereby suppressing fuel consumption and improving fuel efficiency.
- the driving support device 1 has been described on the assumption that the vehicle 2 is a hybrid vehicle.
- the driving support device 1 is not limited to this, and even if it is a conveyor vehicle or an EV vehicle, it can appropriately support driving. it can.
- FIG. 7 is a flowchart illustrating an example of control by the ECU according to the second embodiment.
- FIGS. 8 and 9 are relationships between the remaining distance to the stop position and the vehicle speed in the vehicle control system according to the second embodiment, and support modes. It is a schematic diagram showing an example.
- the driving support device according to the second embodiment is different from the first embodiment in the calculation method of the first timing and the second timing.
- the overlapping description is abbreviate
- each structure of the driving assistance device which concerns on Embodiment 2, FIG.1, FIG.2 etc. are referred (following, the same).
- the target calculation unit 53b of the driving support device 201 determines the second support timing based on the target travel state quantity at a predetermined point of the vehicle 2, and the first support based on the second support timing. Determine timing.
- the second support timing is determined based on the target travel state quantity at a predetermined point with respect to the current travel state quantity of the vehicle 2.
- the second support timing is the driving operation recommended by the driver, in this case, the vehicle speed (running state quantity) of the vehicle 2 is set to the target brake operation at a predetermined point by turning off the accelerator operation. This is the latest slowest timing that can be the starting vehicle speed (target travel state quantity).
- the first support timing is set in advance from the earliest earliest timing at which the vehicle speed of the vehicle 2 can become the target brake operation start vehicle speed at a predetermined point when the driver performs the accelerator operation OFF operation, and the second support timing. This is the later of the timings obtained by subtracting the predetermined time.
- the target calculation unit 53b uses the latest timing as the second support timing, and the later of the earliest timing and the timing obtained by subtracting a predetermined time set in advance from the second support timing as the first support timing. . That is, the target calculation unit 53b sets the earliest timing as the first support timing when the earliest timing is later than the timing obtained by subtracting a predetermined time set in advance from the second support timing. On the other hand, when the timing obtained by subtracting the preset predetermined time from the second support timing is later than the earliest timing, the target calculation unit 53b subtracts the preset predetermined time from the second support timing. Let timing be the first support timing.
- the predetermined time subtracted from the second support timing is, as described above, for example, suppressing variation in the support period of the driving support device 1 according to the actual vehicle evaluation or the like, and does not give the driver a sense of incongruity.
- the time period is set in advance and stored in the storage unit of the ECU 50.
- the target calculating part 53b changes the aspect of driving assistance information with progress of time in the 1st period from a 1st assistance timing to a 2nd assistance timing.
- the target calculation unit 53b fixes the mode of the driving support information in the second period after the second support timing.
- the driving support device 201 displays an image of driving support information on the HMI device 4 and displays the accelerator so that the driver performs the accelerator operation OFF operation in the first period from the first support timing to the second support timing. Prompt the operation OFF operation, and assist the accelerator OFF guidance.
- the target calculation unit 53b performs the process of ST3, and then determines the latest timing that is predicted that the vehicle 2 will reach the accelerator OFF guidance latest position X_a2 at the current vehicle speed.
- the support limit position X_a3 that can be reached before the time is calculated (ST204).
- the target calculation unit 53b determines whether or not the accelerator OFF guidance earliest position X_a1 corresponding to the earliest timing is closer to the support limit position X_a3 (ST205).
- the target calculation unit 53b determines whether or not the accelerator OFF guidance earliest position X_a1 corresponding to the earliest timing is before the support limit position X_a3, so that when the latest timing is set as the second support timing, It is possible to determine which is the latest timing among the earliest timing and the timing obtained by subtracting the predetermined time from the second support timing.
- the target calculation unit 53b determines that the support limited position X_a3 is before the accelerator OFF guidance earliest position X_a1 corresponding to the earliest timing (ST205: No), that is, the latest timing is set as the second support timing. In this case, when it is determined that the earliest timing is later than the timing obtained by subtracting the predetermined time from the second support timing, the following processing is performed. That is, as shown in FIG. 8, the target calculation unit 53b sets the earliest timing at which the vehicle 2 reaches the accelerator OFF guidance earliest position X_a1 at the current vehicle speed as the first support timing, and the latest arrival at the accelerator OFF guidance latest position X_a2. The timing is set as the second support timing.
- the target calculation unit 53b relates to accelerator OFF guidance support in the first period from the first support timing to the second support timing, in other words, in the section from the accelerator OFF guide earliest position X_a1 to the accelerator OFF guide latest position X_a2.
- the driving support information is output to the HMI device 4.
- the HMI device 4 displays the HMI related to the accelerator OFF guidance support as the driving support information (ST6), ends the current control cycle, and shifts to the next control cycle.
- the target calculation unit 53b determines that the accelerator OFF guidance earliest position X_a1 corresponding to the earliest timing is closer to the support limit position X_a3 (ST205: Yes), that is, the latest timing is the second support timing. If it is determined that the timing obtained by subtracting the predetermined time from the second support timing is later than the earliest timing, the following processing is performed. That is, as shown in FIG. 9, the target calculation unit 53b sets the timing at which the vehicle 2 reaches the support limit position X_a3 at the current vehicle speed as the first support timing, and sets the latest timing at which the vehicle OFF induction latest position X_a2 is reached as the first support timing. 2 Support timing.
- the target calculation unit 53b performs driving support related to accelerator OFF guidance support in the first period from the first support timing to the second support timing, in other words, in the section from the support limited position X_a3 to the accelerator OFF guide latest delay position X_a2.
- Information is output to the HMI device 4.
- the HMI device 4 displays the HMI related to the accelerator OFF guidance support as the driving support information (ST207), ends the current control cycle, and shifts to the next control cycle.
- the driving support device 201 can guide and assist the driver's accelerator operation OFF operation in the first period from the first support timing to the second support timing.
- the driving assistance apparatus 201 of this embodiment is set to the 1st period which is a display fluctuation period from the 2nd assistance timing as the latest timing to the 1st assistance timing determined according to this 2nd assistance timing. To do.
- the driving assistance device 201 can suppress the first assistance timing and the second assistance timing from greatly varying depending on the traveling state such as the vehicle speed of the vehicle 2, thereby making the driver feel uncomfortable. Can be suppressed.
- the driving support device 201 sets the second support timing as the latest timing, and sets the first support timing as the later timing of the timing obtained by subtracting the predetermined time from the second support timing and the earliest timing.
- the driving support device 201 suppresses the occurrence of variations in the first period from the first support timing to the second support timing, and at least the driver performs the recommended driving operation in the first period.
- the vehicle speed (running state quantity) at a predetermined point can be set within the range of the period from the earliest timing to the latest timing at which the target brake operation start vehicle speed (target running state quantity) can be obtained.
- the driving support device 201 suppresses the vehicle 2 from decelerating excessively while traveling with the accelerator OFF, and finally the vehicle It is possible to prevent a situation in which 2 cannot reach the stop position or the like.
- the driving support device 201 can support the driving of the vehicle 2 in an easily understandable manner at an appropriate timing, the driving supporting device 201 can appropriately support driving, for example, driving It is possible to appropriately support the eco-driving (eco-driving) by the person, thereby suppressing fuel consumption and improving fuel efficiency.
- driving for example, driving It is possible to appropriately support the eco-driving (eco-driving) by the person, thereby suppressing fuel consumption and improving fuel efficiency.
- FIG. 10 is a flowchart illustrating an example of control by the ECU according to the third embodiment.
- FIGS. 11 and 12 illustrate the relationship between the remaining distance to the stop position and the vehicle speed and the support mode in the vehicle control system according to the third embodiment. It is a schematic diagram showing an example.
- the driving support apparatus according to the third embodiment is different from the first embodiment in the calculation method of the earliest timing and the latest timing.
- the target calculation unit 53b of the driving support device 301 determines the first support timing based on the target travel state quantity at a predetermined point of the vehicle 2, and the second support based on the first support timing. Determine timing.
- the ECU 50 sets the earliest timing as the first support timing, and sets the earlier one of the latest timing and the timing obtained by adding a predetermined time to the first support timing as the second support timing.
- the driving support device 301 of the present embodiment is also used as a deceleration control device as well as the ECU 50 being a support control device.
- the earliest timing and the latest timing are typically the target brake operation start vehicle speed (recommended vehicle speed) at a predetermined point, the accelerator OFF deceleration that is the deceleration when the operation of the vehicle 2 is released, and the target brake decrease. It is calculated based on the speed.
- the target calculation unit 53b calculates a target brake operation start vehicle speed (recommended vehicle speed) from the current vehicle speed, calculates a predetermined point from the target brake operation start vehicle speed and the target brake deceleration, and reduces the predetermined point and the accelerator OFF.
- the accelerator OFF guidance position is calculated from the speed, and the earliest timing and the latest timing are calculated.
- the earliest timing and the latest timing of the present embodiment are the same target brake operation start vehicle speed based on the vehicle speed of the current vehicle 2, the equivalent target brake deceleration, and different accelerator OFF decelerations up to a predetermined point. Is calculated based on That is, the target calculation unit 53b is based on an equivalent target brake operation start vehicle speed based on the current vehicle speed of the vehicle 2, an equivalent target brake deceleration, and a different accelerator OFF deceleration up to a predetermined point. The earliest timing and the latest timing are calculated.
- the earliest timing is a predetermined point according to the target brake operation start vehicle speed and the target brake deceleration based on the vehicle speed of the current vehicle 2, and the first point of the vehicle 2 up to the predetermined point.
- Calculation is based on the accelerator OFFD range deceleration (accelerator OFF deceleration) as the deceleration at the time of operation release.
- the latest timing is a predetermined point corresponding to the target brake operation start vehicle speed and the target brake deceleration based on the vehicle speed of the current vehicle 2, and the second operation cancellation of the vehicle 2 up to the predetermined point.
- Calculation is based on the accelerator OFFB range deceleration (accelerator OFF deceleration) as the hour deceleration.
- the driving support device 301 can change the deceleration of the vehicle 2 in a state where the accelerator operation and the brake operation are OFF, that is, the accelerator OFF deceleration.
- the accelerator OFF deceleration depends on, for example, the engine brake torque due to the rotational resistance of the engine 5, the TM brake torque due to the rotational resistance of the transmission 7, and, in the hybrid system as in this embodiment, further depending on the regeneration amount in the MG 6. It is determined based on the motor regeneration torque.
- the driving assistance device 301 can change the accelerator OFF deceleration by changing the speed ratio (shift speed) of the transmission 7 or the regeneration amount in the MG 6.
- the ECU 50 changes the accelerator OFF deceleration stepwise by changing the gear ratio (speed step) of the transmission 7 and the regeneration amount in the MG 6 stepwise, for example.
- the driving assistance apparatus 301 can change at least the accelerator OFF deceleration into two stages of the accelerator OFFD range deceleration and the accelerator OFFB range deceleration described above.
- the accelerator OFFD range deceleration corresponds to, for example, the accelerator OFF deceleration when a so-called drive range is selected as the shift range.
- the accelerator OFF B range deceleration corresponds to, for example, the accelerator OFF deceleration when a so-called brake range is selected as the shift range, and is a deceleration having a relatively large absolute value compared to the accelerator OFF D range deceleration. .
- the driving support device 301 changes the accelerator OFF deceleration according to the remaining distance to the stop position etc. at the timing of the actual accelerator operation OFF operation by the driver.
- the ECU 50 changes the timing for switching between the accelerator OFFD range deceleration and the accelerator OFFB range deceleration according to the timing of the actual accelerator operation OFF operation by the driver.
- the driving support device 301 determines the actual brake operation start position and the brake operation start vehicle speed. Can be made substantially the same regardless of the accelerator operation OFF operation timing.
- the driving support device 301 adjusts the accelerator OFF deceleration even if the OFF operation timing of the actual accelerator operation varies within the first period from the first support timing to the second support timing.
- the actual brake operation start position and the brake operation start vehicle speed can be adjusted to an appropriate combination.
- the target calculation unit 53b of the present embodiment calculates a predetermined point from the target brake operation start vehicle speed and the target brake deceleration, and based on the predetermined point and the accelerator OFFD range deceleration to the predetermined point. The earliest timing is calculated. Further, the target calculation unit 53b calculates the latest timing based on the predetermined point and the accelerator OFFB range deceleration to the predetermined point.
- the target calculation unit 53b calculates a target brake operation start vehicle speed from the current vehicle speed, and calculates a target brake operation start position as a predetermined point from the target brake operation start vehicle speed and the target brake deceleration. . And the target calculating part 53b calculates the accelerator OFF induction earliest position from the target brake operation start position and the accelerator OFFD range deceleration, and calculates the earliest timing. On the other hand, the target calculation unit 53b calculates the latest accelerator OFF guidance latest position from the target brake operation start position and the accelerator OFF B range deceleration, and calculates the latest timing.
- the target calculation unit 53b calculates the target brake operation start vehicle speed by multiplying the current vehicle speed of the vehicle 2 by a predetermined vehicle speed coefficient.
- the vehicle speed coefficient is, for example, a speed at which the target brake operation start vehicle speed does not cause the driver of the vehicle 2 and the driver of the succeeding vehicle to feel sudden braking when the brake operation is turned ON. And it sets so that it may become the speed which can reach
- the target brake operation start position is the target brake deceleration with respect to the stop position or the like when the driver performs a brake operation at the timing when the vehicle speed of the vehicle 2 becomes the target brake operation start vehicle speed.
- the target calculation unit 53b of the present embodiment uses the earliest timing calculated as described above as the first support timing, and adds the predetermined time set in advance to the latest timing and the first support timing. The earlier of these is set as the second support timing.
- the target calculating part 53b changes the aspect of driving assistance information with progress of time in the 1st period from a 1st assistance timing to a 2nd assistance timing.
- the target calculation unit 53b fixes the mode of the driving support information in the second period after the second support timing.
- the driving support device 301 displays an image of the driving support information on the HMI device 4 and displays the accelerator so that the driver performs the accelerator operation OFF operation in the first period from the first support timing to the second support timing. Prompt the operation OFF operation, and assist the accelerator OFF guidance.
- the target calculation unit 53b first calculates a target brake operation start vehicle speed V_b by multiplying the current vehicle speed (entrance vehicle speed) V_now of the vehicle 2 by a predetermined vehicle speed coefficient (ST301). ).
- the target calculation unit 53b calculates a target brake operation start position X_b as a predetermined point based on the target brake operation start vehicle speed V_b and a preset target brake deceleration A_brake (ST302).
- the target calculation unit 53b calculates the target brake operation start position X_b based on the target brake operation start vehicle speed V_b and the target brake deceleration A_break using the stop position according to the remaining distance adjusted by the arbitration unit 53a as a reference position. To do. That is, the target calculation unit 53b can stop the vehicle 2 at the stop position when the vehicle 2 traveling at the target brake operation start vehicle speed V_b decelerates at the target brake deceleration A_brake by the brake operation. Is calculated as a target brake operation start position X_b.
- the combination of the target brake operation start position X_b as the predetermined point and the target brake operation start vehicle speed V_b as the target travel state quantity is set to the stop position at the optimal target brake deceleration A_break when the driver performs the brake operation. This corresponds to a combination of a brake operation start position and a brake operation start vehicle speed that can be approached.
- the target calculation unit 53b sets the accelerator OFF induction earliest position X_a1 and the accelerator OFF induction latest position X_a2 based on the target brake operation start position X_b, the accelerator OFFD range deceleration A_offbrakeD, and the accelerator OFFB range deceleration A_offbreakB. Calculate (ST303).
- the target calculation unit 53b calculates the accelerator OFF induction earliest position X_a1 based on the accelerator OFFD range deceleration A_offbrakeD and the target brake operation start vehicle speed V_b with the target brake operation start position X_b as a reference position. That is, when the vehicle 2 decelerates from the current vehicle speed V_now at the accelerator OFFD range deceleration A_offbrakeD, the target calculation unit 53b may set the vehicle speed of the vehicle 2 to the target brake operation start vehicle speed V_b at the target brake operation start position X_b.
- the off position of the accelerator operation that can be performed is calculated backward, and this is set as the accelerator off induction earliest position X_a1.
- the target calculation unit 53b calculates the accelerator OFF induction latest position X_a2 based on the accelerator OFFB range deceleration A_offbrakeB and the target brake operation start vehicle speed V_b with the target brake operation start position X_b as a reference position. That is, when the vehicle 2 decelerates from the current vehicle speed V_now at the accelerator OFFB range deceleration A_offbrakeB, the target calculation unit 53b may set the vehicle speed of the vehicle 2 to the target brake operation start vehicle speed V_b at the target brake operation start position X_b. The off position of the accelerator operation that can be performed is calculated in reverse, and this is set as the accelerator off induction latest position X_a2.
- the target calculation unit 53b calculates a support limit position X_a3 that can be reached after a predetermined time has elapsed from the earliest timing at which the vehicle 2 reaches the accelerator OFF guidance earliest position X_a1 at the current vehicle speed V_now ( ST304).
- the target calculation unit 53b determines whether or not the accelerator OFF guidance latest position X_a2 corresponding to the latest timing is in front of the support restriction position X_a3 (ST305).
- the target calculation unit 53b determines that the latest accelerator OFF guidance latest position X_a2 is before the support limit position X_a3 (ST305: Yes), that is, when the earliest timing is the first support timing.
- the target calculation unit 53b uses the earliest timing at which the vehicle 2 reaches the accelerator OFF guidance earliest position X_a1 at the current vehicle speed as the first support timing, and the latest arrival at the accelerator OFF guidance latest position X_a2.
- the timing is set as the second support timing.
- the target calculation unit 53b relates to accelerator OFF guidance support in the first period from the first support timing to the second support timing, in other words, in the section from the accelerator OFF guide earliest position X_a1 to the accelerator OFF guide latest position X_a2.
- the driving support information is output to the HMI device 4.
- HMI apparatus 4 displays HMI regarding accelerator OFF guidance support as driving support information (ST306).
- the target calculation unit 53b determines that the support restriction position X_a3 is closer to the accelerator OFF guidance latest delay position X_a2 (ST305: No), that is, when the earliest timing is set as the first support timing.
- the target calculation unit 53b sets the earliest timing at which the vehicle 2 reaches the accelerator OFF guidance earliest position X_a1 at the current vehicle speed as the first support timing, and sets the timing at which the vehicle 2 reaches the support limit position X_a3 as the second support. Timing.
- the target calculation unit 53b performs driving support information related to accelerator OFF guidance support in a first period from the first support timing to the second support timing, in other words, in a section from the accelerator OFF guidance earliest position X_a1 to the support limited position X_a3. Is output to the HMI device 4. And HMI apparatus 4 displays HMI regarding accelerator OFF guidance support as driving support information (ST307).
- the target calculation unit 53b varies the display mode of the driving support information in the first period from the first support timing to the second support timing calculated as described above and in the second period after the second support timing.
- the first mode of the driving support information in the first period is a mode in which the driving support information is changed and displayed over time.
- the second mode of the driving support information in the second period is a display mode in which the driving support information is not changed over time. Therefore, the driving support device 301 can guide and assist the driver's accelerator operation OFF operation in the first period from the first support timing to the second support timing.
- the braking / driving force control unit 53c of the ECU 50 actually performs the driver's accelerator operation OFF operation in the first period from the first support timing to the second support timing. Then, the braking / driving force control is performed, and the actual deceleration of the vehicle 2 is adjusted so as to become the prescribed accelerator OFFD range deceleration A_offbrakeD. During this time, the braking / driving force control unit 53c executes regenerative emblem expansion control for performing engine brake regeneration by the MG 6 in addition to normal engine braking and the like.
- the braking / driving force control unit 53c of the present embodiment determines the remaining vehicle speed V_now of the current vehicle 2 and the remaining distance L from the current position X_r to the stop position at the timing when the driver's accelerator operation is actually turned off. Based on the above, the timing for switching the accelerator OFF deceleration is calculated. For example, the braking / driving force control unit 53c switches the accelerator OFF deceleration from the accelerator OFFD range deceleration A_offbrakeD to the accelerator OFFB range deceleration A_offbrakeB at the timing when the inequality sign of the following formula (1) is established.
- the braking / driving force control unit 53c adjusts so that the actual deceleration of the vehicle 2 becomes the accelerator OFFB range deceleration A_offbreakB (ST308), ends the current control cycle, and shifts to the next control cycle. .
- [V_now] represents the current vehicle speed of the vehicle 2 at which the driver performs the accelerator operation OFF operation.
- V_b represents the target brake operation start vehicle speed.
- A_offbreak B] represents the acceleration OFFB range deceleration.
- L represents the remaining distance from the current position to the stop position at the timing when the driver's accelerator operation is actually turned OFF.
- X_b] represents the target brake operation start position.
- the driving support device 301 configured as described above displays the driving support information in the first mode in the first period from the first support timing to the second support timing, so that the vehicle 2 has the target brake operation start position.
- the driver's accelerator operation OFF operation timing can be guided and supported so that the vehicle speed becomes the target brake operation start vehicle speed V_b.
- the driving support device 301 causes the deceleration required according to the brake operation to be equal to or less than the optimum target brake deceleration A_brake.
- the driving support device 301 adjusts the accelerator OFF deceleration even if the actual accelerator operation OFF operation timing varies within the first period from the first support timing to the second support timing.
- the brake operation start position and the brake operation start vehicle speed can be adjusted to an appropriate combination. That is, if the actual accelerator operation OFF operation is performed within the range of the first period from the first support timing to the second support timing, the driving support device 301 determines the actual brake operation start position and the brake operation start vehicle speed. Can be made substantially the same regardless of the OFF operation timing of the accelerator operation.
- the driving support device 301 uses a combination of the target brake operation start position and the target brake operation start vehicle speed that can approach the stop position or the like with the optimal target brake deceleration A_brake when the driver performs a brake operation.
- the driving support device 301 uses a combination of the target brake operation start position and the target brake operation start vehicle speed that can approach the stop position or the like with the optimal target brake deceleration A_brake when the driver performs a brake operation.
- the driving assistance apparatus 301 of this embodiment makes the period from the 1st assistance timing as the earliest timing to the 2nd assistance timing determined according to this 1st assistance timing the 1st period which is a display fluctuation period. .
- the driving support device 301 can suppress the first support timing and the second support timing from greatly varying according to the traveling state such as the vehicle speed of the vehicle 2, thereby making the driver feel uncomfortable. Can be suppressed.
- the driving support device 301 sets the first support timing as the earliest timing, and sets the second support timing as the earlier one of the timing obtained by adding a predetermined time to the first support timing and the latest timing.
- the driving support device 301 suppresses the occurrence of variation in the first period from the first support timing to the second support timing, and at least the driver performs the recommended driving operation in the first period.
- the vehicle speed (running state quantity) at a predetermined point can be set within the range of the period from the earliest timing to the latest timing at which the target brake operation start vehicle speed (target running state quantity) can be obtained.
- the driving support device 301 can suppress a sudden braking when the driver performs an ON operation of the brake operation so as to correspond to the stop position or the like, for example, and the absolute value of the deceleration of the vehicle 2 Can be prevented from becoming larger than the absolute value of the target brake deceleration.
- the driving support device 301 can support the driving of the vehicle 2 in an easy-to-understand manner at an appropriate timing with respect to the driver. It is possible to appropriately support the eco-driving (eco-driving) by the person, thereby suppressing fuel consumption and improving fuel efficiency.
- the driving support device 301 has been described as being able to change the accelerator OFF deceleration into two stages of the accelerator OFFD range deceleration and the accelerator OFFB range deceleration, but is not limited thereto.
- the driving support device 301 may be configured to change the accelerator OFF deceleration steplessly between the accelerator OFFD range deceleration and the accelerator OFFB range deceleration.
- the vehicle control system 3 to which the driving support device 301 is applied has a configuration in which the ECU 50 continuously changes the accelerator OFF deceleration steplessly by changing the gear ratio of the transmission 7 steplessly.
- the braking / driving force control unit 53c performs braking / driving force control when the driver's accelerator operation OFF operation is actually performed in the first period from the first support timing to the second support timing.
- the vehicle 2 is adjusted so that the deceleration of the vehicle 2 is an optimal deceleration between the accelerator OFFD range deceleration A_offbrakeD and the accelerator OFFB range deceleration A_offbreakB.
- the braking / driving force control unit 53c Based on the current vehicle speed V_now of the vehicle 2 and the remaining distance L from the current position X_r to the stop position at the timing when the driver's accelerator operation is actually turned OFF, the braking / driving force control unit 53c The accelerator OFF deceleration is calculated and adjusted so that the actual accelerator OFF deceleration becomes the target accelerator OFF deceleration. During this time, the braking / driving force control unit 53c executes regenerative emblem expansion control for performing engine brake regeneration by the MG 6 in addition to normal engine braking and the like.
- FIG. 13 is a flowchart illustrating an example of control by the ECU according to the fourth embodiment
- FIGS. 14 and 15 are relationships between the remaining distance to the stop position and the vehicle speed in the vehicle control system according to the fourth embodiment, and support modes. It is a schematic diagram showing an example.
- the driving support device according to the fourth embodiment is different from the third embodiment in the calculation method of the first timing and the second timing.
- the target calculation unit 53b of the driving support device 401 determines the second support timing based on the target travel state quantity at a predetermined point of the vehicle 2, and the first support based on the second support timing. Determine timing.
- the second support timing is the driving operation recommended by the driver, in this case, the vehicle speed (running state quantity) of the vehicle 2 is set to the target brake operation at a predetermined point by turning off the accelerator operation. This is the latest slowest timing that can be the starting vehicle speed (target travel state quantity).
- the first support timing is set in advance from the earliest earliest timing at which the vehicle speed of the vehicle 2 can become the target brake operation start vehicle speed at a predetermined point when the driver performs the accelerator operation OFF operation, and the second support timing. This is the later of the timings obtained by subtracting the predetermined time. That is, the target calculation unit 53b uses the latest timing as the second support timing, and the later of the earliest timing and the timing obtained by subtracting a predetermined time set in advance from the second support timing as the first support timing. .
- the target calculating part 53b changes the aspect of driving assistance information with progress of time in the 1st period from a 1st assistance timing to a 2nd assistance timing.
- the target calculation unit 53b fixes the mode of the driving support information in the second period after the second support timing.
- the driving support device 401 displays an image of driving support information on the HMI device 4 and displays the accelerator so that the driver performs the accelerator operation OFF operation in the first period from the first support timing to the second support timing. Prompt the operation OFF operation, and assist the accelerator OFF guidance.
- the target calculation unit 53b performs the process of ST303, and then the latest timing of the vehicle 2 predicted to reach the accelerator OFF guidance latest position X_a2 at the current vehicle speed V_now.
- a support limit position X_a3 that can be reached a predetermined time before is calculated (ST404).
- the target calculation unit 53b determines whether or not the accelerator OFF guidance earliest position X_a1 corresponding to the earliest timing is in front of the support restriction position X_a3 (ST405).
- the target calculation unit 53b determines that the support limited position X_a3 is before the accelerator OFF guidance earliest position X_a1 corresponding to the earliest timing (ST405: No), that is, the latest timing is set as the second support timing. In this case, when it is determined that the earliest timing is later than the timing obtained by subtracting the predetermined time from the second support timing, the following processing is performed. That is, as shown in FIG. 14, the target calculation unit 53b sets the earliest timing at which the vehicle 2 reaches the accelerator OFF guidance earliest position X_a1 at the current vehicle speed as the first support timing, and the latest arrival at the accelerator OFF guidance latest position X_a2. The timing is set as the second support timing.
- the target calculation unit 53b relates to accelerator OFF guidance support in the first period from the first support timing to the second support timing, in other words, in the section from the accelerator OFF guide earliest position X_a1 to the accelerator OFF guide latest position X_a2.
- the driving support information is output to the HMI device 4.
- HMI apparatus 4 displays HMI regarding accelerator OFF guidance support as driving support information (ST306).
- the target calculation unit 53b determines that the accelerator OFF guidance earliest position X_a1 corresponding to the earliest timing is closer to the support limit position X_a3 (ST405: Yes), that is, the latest timing is the second support timing. If it is determined that the timing obtained by subtracting the predetermined time from the second support timing is later than the earliest timing, the following processing is performed. That is, as shown in FIG. 15, the target calculation unit 53b sets the timing at which the vehicle 2 reaches the support limited position X_a3 at the current vehicle speed V_now as the first support timing, and sets the latest timing at which the vehicle OFF guidance latest delay position X_a2 is reached. The second support timing is assumed.
- the target calculation unit 53b performs driving support related to accelerator OFF guidance support in the first period from the first support timing to the second support timing, in other words, in the section from the support limited position X_a3 to the accelerator OFF guide latest delay position X_a2.
- Information is output to the HMI device 4.
- HMI apparatus 4 displays HMI regarding accelerator OFF guidance support as driving support information (ST407).
- the driving support device 401 can guide and assist the driver's accelerator operation OFF operation in the first period from the first support timing to the second support timing.
- the driving assistance apparatus 401 of this embodiment sets the period from the 2nd assistance timing as the latest timing to the 1st assistance timing determined according to this 2nd assistance timing as the 1st period which is a display fluctuation period. To do. Thereby, the driving assistance device 401 can suppress the first assistance timing and the second assistance timing from greatly varying according to the traveling state such as the vehicle speed of the vehicle 2, thereby making the driver feel uncomfortable. Can be suppressed.
- the driving support device 401 sets the second support timing as the latest timing, and sets the first support timing as the later timing of the timing obtained by subtracting the predetermined time from the second support timing and the earliest timing.
- the driving support device 401 suppresses the occurrence of variation in the first period from the first support timing to the second support timing, and at least the driver performs the recommended driving operation in the first period.
- the vehicle speed (running state quantity) at a predetermined point can be set within the range of the period from the earliest timing to the latest timing at which the target brake operation start vehicle speed (target running state quantity) can be obtained.
- the driving support device 401 suppresses the vehicle 2 from decelerating excessively while traveling with the accelerator OFF, and finally the vehicle It is possible to prevent a situation in which 2 cannot reach the stop position or the like.
- the driving support apparatus 401 can support the driving of the vehicle 2 in an easy-to-understand manner at an appropriate timing, the driving support apparatus 401 can appropriately support driving, for example, driving It is possible to appropriately support the eco-driving (eco-driving) by the person, thereby suppressing fuel consumption and improving fuel efficiency.
- driving for example, driving It is possible to appropriately support the eco-driving (eco-driving) by the person, thereby suppressing fuel consumption and improving fuel efficiency.
- driving support apparatus according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims.
- the driving support device according to the present embodiment may be configured by appropriately combining the components of the embodiments described above.
- the support control device and the deceleration control device have been described as being shared by the ECU 50, but are not limited thereto.
- the support control device and the deceleration control device may be configured separately from the ECU 50 and may exchange information such as a detection signal, a drive signal, and a control command with each other.
- the first mode of the driving support information in the first period is a mode in which the driving support information is changed with the passage of time
- the second mode of the driving support information in the second period is Although it demonstrated as a mode which does not change driving support information with progress, it is not restricted to this.
- the first aspect and the second aspect are not limited to the above, and may be different aspects.
- the target travel state quantity has been described as the target brake operation start vehicle speed as a recommended vehicle speed at which a brake operation (braking request operation) by the driver is recommended, but is not limited thereto.
- the target travel state amount may be a target state amount indicating the travel state of the vehicle, and may be, for example, a target vehicle acceleration / deceleration, a target speed ratio (target shift speed), a target operation angle, or the like.
- the recommended driving operation that the driving support device provides guidance to the driver is the accelerator operation OFF operation (acceleration request canceling operation) by the driver.
- the recommended driving operation that the driving support device provides guidance to the driver may be, for example, an acceleration requesting operation, a braking requesting operation, a braking requesting operation releasing operation, a shifting operation, a steering operation, and the like.
- the driving support device has been described as outputting visual information as driving support information, but is not limited thereto.
- the driving support apparatus may output voice information, tactile information, and the like as driving support information, and may be configured to appropriately change the mode of the voice information and tactile information.
- the support control apparatus described above is based on different recommended vehicle speeds based on the current vehicle speed, the target deceleration of the equivalent vehicle, and the deceleration at the time of operation release of the different vehicle up to a predetermined point, The earliest timing and the latest timing may be calculated.
- Driving support device 1 Vehicle 3 Vehicle control system 4 HMI device (support device) 5 Engine (Internal combustion engine) 6 Motor generator, MG (electric motor) 13 GPS device 14 Wireless communication device 15 Database 50 ECU (support control device) 51 1st information operation part 52 2nd information operation part 53 Vehicle control part 54 CAN
Abstract
Description
図1は、実施形態1に係る車両制御システムを表す概略構成図、図2は、実施形態1に係るECUの概略構成の一例を表すブロック図、図3は、実施形態1に係るECUによる制御の一例を表すフローチャート、図4、図5は、実施形態1に係る車両制御システムにおける停止位置までの残距離と車速との関係、及び、支援態様の一例を表す模式図、図6は、実施形態1に係るHMI装置による支援表示態様の一例を表す模式図である。
図7は、実施形態2に係るECUによる制御の一例を表すフローチャート、図8、図9は、実施形態2に係る車両制御システムにおける停止位置までの残距離と車速との関係、及び、支援態様の一例を表す模式図である。実施形態2に係る運転支援装置は、第1タイミング、第2タイミングの演算手法が実施形態1とは異なる。その他、上述した実施形態と共通する構成、作用、効果については、重複した説明はできるだけ省略する。また、実施形態2に係る運転支援装置の各構成については、図1、図2等を参照する(以下、同様。)。
図10は、実施形態3に係るECUによる制御の一例を表すフローチャート、図11、図12は、実施形態3に係る車両制御システムにおける停止位置までの残距離と車速との関係、及び、支援態様の一例を表す模式図である。実施形態3に係る運転支援装置は、最早タイミング、最遅タイミングの演算手法が実施形態1とは異なる。
図13は、実施形態4に係るECUによる制御の一例を表すフローチャート、図14、図15は、実施形態4に係る車両制御システムにおける停止位置までの残距離と車速との関係、及び、支援態様の一例を表す模式図である。実施形態4に係る運転支援装置は、第1タイミング、第2タイミングの演算手法が実施形態3とは異なる。
2 車両
3 車両制御システム
4 HMI装置(支援装置)
5 エンジン(内燃機関)
6 モータジェネレータ、MG(電動機)
13 GPS装置
14 無線通信装置
15 データベース
50 ECU(支援制御装置)
51 第1情報演算部
52 第2情報演算部
53 車両制御部
54 CAN
Claims (12)
- 車両の運転を支援する運転支援情報を出力可能である支援装置と、
前記支援装置を制御し、第1支援タイミングから前記第1支援タイミング以降の第2支援タイミングまでの期間と、前記第2支援タイミング以降の期間とで、前記運転支援情報の態様を可変とする支援制御装置とを備え、
前記第1支援タイミング又は前記第2支援タイミングの一方は、前記車両の所定の地点での目標の走行状態量に基づいて決定され、
前記第1支援タイミング又は前記第2支援タイミングの他方は、前記第1支援タイミング又は前記第2支援タイミングの一方に基づいて決定されることを特徴とする、
運転支援装置。 - 前記第1支援タイミング又は前記第2支援タイミングの一方は、現在の前記車両の走行状態量に対する所定の地点での前記目標の走行状態量に基づいて決定される、
請求項1に記載の運転支援装置。 - 前記支援制御装置は、前記車両の所定の地点での前記目標の走行状態量をもとに前記支援装置を制御し、
前記支援装置は、前記運転支援情報を出力することで、所定の地点で前記車両の走行状態量が前記目標の走行状態量となるように推奨の運転動作を促す運転支援を行う、
請求項1又は請求項2に記載の運転支援装置。 - 前記第1支援タイミングは、前記推奨される運転動作を行うことで所定の地点で前記車両の走行状態量が前記目標の走行状態量となりうる最も早い最早タイミングであり、
前記第2支援タイミングは、前記推奨される運転動作を行うことで所定の地点で前記車両の走行状態量が前記目標の走行状態量となりうる最も遅い最遅タイミングと、前記第1支援タイミングに予め設定された所定時間を加算したタイミングとのうち早い方のタイミングである、
請求項3に記載の運転支援装置。 - 前記第2支援タイミングは、前記推奨される運転動作を行うことで所定の地点で前記車両の走行状態量が前記目標の走行状態量となりうる最も遅い最遅タイミングであり、
前記第1支援タイミングは、前記推奨される運転動作を行うことで所定の地点で前記車両の走行状態量が前記目標の走行状態量となりうる最も早い最早タイミングと、前記第2支援タイミングから予め設定された所定時間を減算したタイミングとのうち遅い方のタイミングである、
請求項3に記載の運転支援装置。 - 前記目標の走行状態量は、前記車両に対する制動要求操作が推奨される推奨車両速度であり、
前記最早タイミング及び前記最遅タイミングは、前記推奨車両速度と、前記車両に対する加速要求操作及び前記制動要求操作が解除された状態での前記車両の操作解除時減速度と、前記制動要求操作がなされた際の前記車両の目標の減速度とに基づいて演算される、
請求項4又は請求項5に記載の運転支援装置。 - 前記最早タイミング及び前記最遅タイミングは、現在の前記車両の車両速度に基づいた異なる前記推奨車両速度と、同等の前記車両の目標の減速度と、所定の地点までの同等の前記車両の操作解除時減速度とに基づいて演算される、
請求項6に記載の運転支援装置。 - 前記最早タイミングは、現在の前記車両の車両速度に基づいた前記推奨車両速度の下限値と前記車両の目標の減速度とに応じた第1の所定の地点と、当該第1の所定の地点までの前記車両の操作解除時減速度とに基づいて演算され、
前記最遅タイミングは、現在の前記車両の車両速度に基づいた前記推奨車両速度の上限値と前記車両の目標の減速度とに応じた、前記第1の所定の地点とは異なる第2の所定の地点と、前記第1の所定の地点までの前記車両の操作解除時減速度とに基づいて演算される、
請求項6又は請求項7に記載の運転支援装置。 - 前記最早タイミング及び前記最遅タイミングは、現在の前記車両の車両速度に基づいた同等の前記推奨車両速度と、同等の前記車両の目標の減速度と、所定の地点までの異なる前記車両の操作解除時減速度とに基づいて演算される、
請求項6に記載の運転支援装置。 - 前記最早タイミングは、現在の前記車両の車両速度に基づいた前記推奨車両速度と前記車両の目標の減速度とに応じた所定の地点と、当該所定の地点までの前記車両の第1の操作解除時減速度とに基づいて演算され、
前記最遅タイミングは、現在の前記車両の車両速度に基づいた前記推奨車両速度と前記車両の目標の減速度とに応じた所定の地点と、前記車両の第1の操作解除時減速度よりも絶対値が大きい、当該所定の地点までの前記車両の第2の操作解除時減速度とに基づいて演算される、
請求項6又は請求項9に記載の運転支援装置。 - 前記支援制御装置は、前記第1支援タイミングから前記第2支援タイミングまでの期間では、時間の経過に伴って前記運転支援情報の態様を変化させる、
請求項1乃至請求項10のいずれか1項に記載の運転支援装置。 - 前記車両は、走行用駆動源として、内燃機関と電動機とを有するハイブリッド車両である、
請求項1乃至請求項11のいずれか1項に記載の運転支援装置。
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PCT/JP2012/052767 WO2013118256A1 (ja) | 2012-02-07 | 2012-02-07 | 運転支援装置 |
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