JP5652214B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device that is mounted on a vehicle that uses a motor as a power source for traveling and that guides a driver about driving operation.

  Conventionally, there is a device that calculates the acceleration of a vehicle so that the vehicle arrives at the intersection at a specific time during the green light period of the intersection, travels toward the intersection at a constant acceleration traveling speed, and travels at the intersection without stopping (for example, , See Patent Document 1).

JP 2009-205281 A

  By the way, in a vehicle using a motor as a driving power source such as a hybrid vehicle or an electric vehicle, regenerative control for collecting energy generated during vehicle deceleration and charging a battery for driving the motor is performed. As a result, fuel consumption characteristics are improved.

  However, in regenerative control, there is a limit to the amount of energy that can be recovered per unit time. Therefore, if the deceleration is strong, an energy recovery loss occurs. In particular, when traveling in a downward slope section, the vehicle's kinetic energy is added to the vehicle's positional energy due to the difference in the height of the downhill, which increases the amount of energy required for the vehicle to stop. When the distance to the position is constant, a stronger deceleration operation is required than when traveling on a flat section.

  When a strong deceleration operation is performed in this way, there is a problem that the regenerative energy cannot be recovered, the motor regenerative loss occurs, and the energy consumption increases.

  The present invention has been made in view of the above problems, and an object of the present invention is to reduce motor regeneration loss in a downward gradient section.

In order to achieve the above object, an invention according to claim 1 is a driving support device that is mounted on a vehicle that uses a motor as a driving power source, and that guides the driver about driving operation. The downhill determination means for determining whether or not there is a downhill section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position, and the downhill determination means for driving the mounted vehicle. First guidance means for guiding the driver to start the brake operation before the operation start position of the brake operation performed when traveling in the flat section when it is determined that the downward slope section exists first; The mounted vehicle stops at the stop position by adding the positional energy of the mounted vehicle based on the height difference between the position of the mounted vehicle and the stop position and the kinetic energy based on the vehicle speed of the mounted vehicle. Equipped with a total energy calculating means for calculating the total energy required for the vehicle, a braking distance specifying means for specifying a braking distance required until the vehicle stops from an operation start position of a brake operation performed when traveling on a flat section, and Regenerative loss determination means for determining whether or not a regenerative loss of the motor is generated based on the total energy and the braking distance in a brake operation performed when traveling in a flat section in a section from the position of the vehicle to the stop position; The first guide means starts the brake operation before the operation start position of the brake operation performed when traveling in the flat section when the regenerative loss determination means determines that the motor regenerative loss occurs. It is characterized by guiding the driver to do so.

  According to such a configuration, when it is determined that there is a downhill section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position at the travel destination of the mounted vehicle, when traveling in a flat section Since the driver is guided so that the brake operation is started before the operation start position of the brake operation performed at the same time, it is prevented that the regeneration loss of the motor occurs due to the strong deceleration operation, and in the downward gradient section Reduction of motor regeneration loss can be achieved.

  In addition, the down grade section that requires a brake operation to temporarily stop the mounted vehicle at the stop position is a red signal or a section that needs to stop at the temporary stop line in the middle of the down grade, or a red signal ahead of the down grade. Or any of the sections that need to stop at the temporary stop line.

Further, in the section from the position of the mounted vehicle to the stop position, it is determined based on the total energy and the braking distance whether or not a regenerative loss of the motor is caused by a brake operation performed when traveling in a flat section. When it is determined that the regenerative loss occurs, the driver is guided to start the brake operation before the operation start position of the brake operation performed when traveling in the flat section. That is, when it is determined that a motor regeneration loss does not occur in a brake operation performed when traveling on a flat section, guidance is not performed, so that the driver does not feel bothered. it can.

The invention according to claim 2 is a driving support device that is mounted on a vehicle that uses a motor as a driving power source and that guides the driver about driving operation. A downward gradient determination means for determining whether or not there is a downward gradient section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position, and a downward gradient section at the destination of the mounted vehicle by the downward gradient determination means When it is determined that the vehicle is present, the first guide means for guiding the driver to start the brake operation before the operation start position of the brake operation performed when traveling in the flat section, and the position of the mounted vehicle The total energy required for the mounted vehicle to stop at the stop position is calculated by adding the potential energy of the mounted vehicle based on the height difference of the section to the stop position and the kinetic energy based on the vehicle speed of the mounted vehicle. A total energy calculating means for calculating the ghee, a braking distance specifying means for specifying a braking distance required for the vehicle to stop from an operation start position of a brake operation performed when traveling on a flat section, and a stop from the position of the mounted vehicle Regenerative loss determining means for determining whether or not a regenerative loss of the motor is generated by a brake operation performed when traveling in a flat section in a section up to the position, and a regenerative loss determining means If it is determined that a motor regenerative loss will occur, based on the total energy calculated by the energy calculation means, a deceleration operation for stopping the mounted vehicle at the stop position should be started so that the motor regenerative loss does not occur comprising a deceleration operation start position specifying means for specifying the deceleration operation start position, the first guide means, mounted vehicle deceleration operation opens Before reaching the position, it is characterized in that the guidance prompting the start of the deceleration operation by the driver.

According to such a configuration, when it is determined that there is a downhill section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position at the travel destination of the mounted vehicle, when traveling in a flat section Since the driver is guided so that the brake operation is started before the operation start position of the brake operation performed at the same time, it is prevented that the regeneration loss of the motor occurs due to the strong deceleration operation, and in the downward gradient section Reduction of motor regeneration loss can be achieved.
Further , based on the total energy, a deceleration operation start position for starting a deceleration operation for stopping the mounted vehicle at the stop position so as not to cause a regeneration loss of the motor is specified, and the mounted vehicle reaches the deceleration operation start position. Before, it is possible to provide guidance that prompts the driver to start the deceleration operation.

According to the third aspect of the present invention, the deceleration operation start position specifying means calculates a deceleration distance required to stop the mounted vehicle at the stop position so as not to cause a regeneration loss of the motor, and the stop position The position closer to the deceleration distance can be specified as the deceleration operation start position.

In the invention according to claim 4 , the communication means for communicating with the radio transmitter installed on the roadside, the switching timing information of the traffic signal existing from the radio transmitter to the destination via the communication means, and the radio transmitter, Information acquisition means for acquiring information indicating the distance from the stop position in front of the traffic light, and using the information acquired by the information acquisition means to determine whether the mounted vehicle needs to be temporarily stopped in front of the traffic light Stop determination means, and down section determination means for determining whether or not the section from the position of the mounted vehicle to the stop position is a down slope, and the down slope determination means indicates that the mounted vehicle is signaled by the stop determination means. If it is determined that it is necessary to temporarily stop the vehicle before and the section from the position of the mounted vehicle to the stop position is determined to be a downward slope by the descending section determination means, the mounted vehicle is stopped. It is characterized by determining the down slope period exists which requires a braking operation for temporarily stopping.

  In this way, it is possible to determine whether or not there is a downward gradient section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position.

The invention according to claim 5 is an ascending slope that determines whether or not an ascending slope section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position exists at the destination of the mounted vehicle. When it is determined by the judging means and the ascending slope judging means that an uphill section exists at the destination of the mounted vehicle, the driver is requested to perform a gentler braking operation than the braking operation performed when traveling in the flat section. And second guiding means for guiding.

  According to such a configuration, when it is determined that there is an uphill section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position at the destination of the mounted vehicle, when traveling in a flat section The driver is guided so as to perform a brake operation that is gentler than the brake operation that is performed at the same time. Therefore, for example, although it is an uphill section, the same brake operation is performed as when traveling on a flat section, and it is necessary to re-accelerate by decelerating too much before the stop position, consuming excess energy Can be prevented.

It is a figure showing a schematic structure of a vehicle carrying a driving support device concerning one embodiment of the present invention. It is a figure which shows the structure of navigation ECU. It is a figure which shows the apparatus structure on the road side. It is a figure for demonstrating the information transmitted from an optical beacon. It is a flowchart of navigation ECU. It is a flowchart of navigation ECU. It is a figure for demonstrating the estimation of the state of the traffic signal in the front intersection stop line point of a preceding vehicle. (A) is a figure for demonstrating calculation of a kinetic energy, (b) is a figure for demonstrating calculation of a positional energy. (A) is a figure for demonstrating the deceleration force at the time of flat area driving | running | working, (b) is a figure for demonstrating the deceleration force at the time of downhill area driving | running | working. (A) is a figure for demonstrating the deceleration energy per time at the time of flat area driving | running | working, (b) is a figure for demonstrating the deceleration energy per hour at the time of downhill area driving | running | working. (A) is a figure for demonstrating the relationship between deceleration force and total energy, (b) is a figure for demonstrating calculation of the deceleration distance at the time of suppressing deceleration force. (A) is a figure for demonstrating the deceleration energy per time at the time of flat area driving | running | working, (b) demonstrates that the deceleration energy per hour becomes smaller than the limit value Pmax by extending the deceleration distance. FIG.

  FIG. 1 schematically shows a schematic configuration of a vehicle equipped with a driving support apparatus according to an embodiment of the present invention. The driving support device according to the present embodiment is mounted on a hybrid vehicle that uses an engine and a motor as a driving power source, and provides guidance on driving operation to the driver of the mounted vehicle. The hybrid vehicle includes an engine 1, a generator 2, a motor 3, a differential device 4, tires 5a and 5b, an inverter 6, a DC link 7, an inverter 8, a battery 9, an HV control unit 10, a GPS receiver 11, and a direction sensor. 12, a vehicle speed sensor 13, a map DB storage unit 14, a gradient sensor 15, an operation unit 16, an optical beacon transceiver 17, a display unit 18, a speaker 19, and a navigation ECU 20 are mounted.

  This hybrid vehicle uses the engine 1 and the motor 3 as a power source for travel, and travels by switching a plurality of travel modes according to the accelerator operation. When the engine 1 is used as a power source, the rotational force of the engine 1 is transmitted to the tires 5a and 5b via a clutch mechanism and a differential device 4 (not shown). When the motor 3 is used as a power source, the DC power of the battery 9 is converted into AC power via the DC link 7 and the inverter 8, and the motor 3 is operated by the AC power. It is transmitted to the tires 5a and 5b via the differential device 4. Hereinafter, the travel mode using only the engine 1 as the power source is the engine travel mode, the travel mode using only the motor 3 as the power source is the motor travel mode, and the travel mode using the engine 1 and the motor 3 as the power source is the hybrid travel. It is called mode. However, hereinafter, the hybrid travel mode and the engine travel mode are referred to as a hybrid travel mode.

  The rotational force of the engine 1 is also transmitted to the generator 2, and the generator 2 generates AC power by the rotational force, and the generated AC power is converted into DC power via the inverter 6 and the DC link 7. The DC power is stored in the battery 9. Such charging of the battery 9 is charging by the operation of the engine 1 using fuel. Hereinafter, this type of charging is referred to as internal combustion charging.

  Further, when the hybrid vehicle decelerates by a braking mechanism (not shown), a resistance force at the time of deceleration is applied to the motor 3 as a rotational force, and the motor 3 generates AC power by this rotational force. It is converted into direct current power via the DC link 7, and the direct current power is stored in the battery 9. Hereinafter, this type of charging is referred to as regenerative charging.

  In addition, since there is a limit to the amount of energy that can be recovered per hour by regenerative charging, if the deceleration is large, energy recovery by regenerative charging is not performed sufficiently, and energy loss occurs. Therefore, in order to effectively perform energy recovery by regenerative charging, a moderate deceleration operation is required to some extent.

  The HV control unit 10 controls execution / non-execution of the above-described operations of the generator 2, the motor 3, the inverter 6, the inverter 8, and the battery 9 in accordance with a command from the navigation ECU 20. The HV control unit 10 may be realized using a microcomputer, for example, or may be hardware having a dedicated circuit configuration for realizing the following functions.

  More specifically, the HV control unit 10 has a plurality of travel modes (motor travel mode, hybrid travel mode) having different power sources based on the accelerator opening, the battery charge amount of the battery 9, the temperature of the battery 9, and the like. Repeat switching.

  The GPS receiver 11, the direction sensor 12, and the vehicle speed sensor 13 are well-known sensors that specify the position, traveling direction, and traveling speed of the hybrid vehicle, respectively.

  The map DB storage unit 14 is a storage medium that stores map data. The map data has node data corresponding to each of a plurality of intersections, and link data corresponding to each of road sections or links connecting the intersections. One node data includes an identification number of the node, location information, and type information. One link data includes an identification number of the link (hereinafter referred to as a link ID), position information, type information, and the like.

  Here, the position information of the link includes the location data of the shape complement point included in the link and the data of the segment connecting two adjacent nodes and the shape complement points at both ends of the link. The data of each segment includes information such as the segment ID of the segment, the gradient, direction, and length of the segment.

  The gradient sensor 15 is configured by a gyro sensor that detects a direction change amount in the pitch direction, yaw direction, and roll direction of the vehicle. It is possible to calculate the road gradient from the direction change amount in the pitch direction detected by the gyro sensor.

  The operation unit 16 includes a mechanical switch arranged around the display provided in the display unit 18, a touch switch provided on the front surface of the display provided in the display unit 18, and the like according to the switch operation of the occupant. A signal is output to the navigation ECU 20.

The optical beacon transceiver 17 is for performing wireless communication with an optical beacon that transmits VICS (VICS is a registered trademark) information and the like.

  The display unit 18 includes a display such as a liquid crystal, and displays an image corresponding to the image signal input from the navigation ECU 20 on the display.

  The speaker 19 is for outputting a sound corresponding to a sound signal input from the navigation ECU 20.

  As shown in FIG. 2, the navigation ECU 20 includes a RAM 21, a ROM 22, a durable storage medium 23 into which data can be written, and a control unit 24. The durable storage medium is a storage medium that can keep data even when the main power supply of the navigation ECU 20 is stopped. Examples of the durable storage medium 23 include a non-volatile storage medium such as a hard disk, a flash memory, and an EEPROM, and a backup RAM.

  The control unit 24 executes the program read from the ROM 22 or the durable storage medium 23, reads information from the RAM 21, the ROM 22, and the durable storage medium 23 when executing the program, and stores information on the RAM 21 and the durable storage medium 23. Writing is performed, and signals are exchanged with the HV control unit 10, the GPS receiver 11, the direction sensor 12, the vehicle speed sensor 13, the map DB storage unit 14, the gradient sensor 15, and the like. The control unit 24 performs a current position specifying process for specifying the current position based on information for specifying the current position acquired from the GPS receiver 11, the direction sensor 12, and the vehicle speed sensor 13.

  As shown in FIG. 2, the control unit 24 realizes processes such as a map matching process 25, a route calculation process 26, and a navigation process 27 by executing a predetermined program.

  The navigation ECU 20 mounted on the hybrid vehicle is connected to an optical beacon transceiver 17 and can receive VICS information and the like from an optical beacon installed on the road via the optical beacon transceiver 17. It has become.

  FIG. 3 shows a roadside device configuration. In this figure, a hybrid vehicle 30, a traffic signal 40 installed at an intersection J, a signal control device 41 for controlling the traffic signal 40, an optical beacon control device 50 connected to the signal control device 41, and this light An optical beacon 51 connected to the beacon control device 50 is shown. The optical beacon 51 is installed on a road from the intersection one before the intersection J to the intersection J. Also, FIG. 3 shows a configuration in which one optical beacon 51 is connected to the optical beacon control device 50. In practice, however, a large number of optical beacons 51 installed at each intersection are connected. Yes.

The optical beacon control device 50 according to the present embodiment passes through the optical beacon 51, along with the VICS information, (1) signal switching timing and (2) information indicating the distance from the optical beacon 51 to the stop line at the front intersection. Send to the vehicle.
(1) Signal signal switching timing The signal control device 41 controls the signal device 40 at a preset switching timing. The traffic light 40 lights each lamp such as a blue signal, a yellow signal, a red signal, and an arrow signal under the control of the signal control device 41. In this embodiment, in order to simplify the description, a signal device that does not include an arrow signal will be described as an example.

The optical beacon control device 50 according to the present embodiment can acquire switching timing information for specifying the switching timing from the signal control device 41. The switching timing information includes switching time specifying information for specifying the signal switching time (for example, information indicating the time when the red signal is switched to the green signal next time) and switching cycle information indicating the switching period of the traffic light. Note that the switching cycle refers to a period from when the red signal is changed to the blue signal to when the yellow signal is changed to the red signal and then to the blue signal again.
(2) About the distance from the optical beacon 51 to the stop line indicating the stop position of the traffic signal at the front intersection The optical beacon control device 50 according to the present embodiment stops the traffic signal at the front intersection from the optical beacon 51 as shown in FIG. The distance to the stop line indicating the position is stored in the storage medium.

  The navigation ECU 20 estimates the stop position when the mounted vehicle stops before the traffic signal at the travel destination based on the information of (1) and (2) described above, and before the traffic signal where the travel destination of the mounted vehicle exists. When the height difference of the section from the mounted vehicle to the stop position when stopping at is determined and it is determined that the section is downhill, the energy required for the mounted vehicle to stop at the stop position is calculated, and the motor The deceleration operation start position at which the deceleration operation for stopping the mounted vehicle is to be started at the stop position is specified with the deceleration specified so that no regenerative loss occurs in 3 and the deceleration operation is performed before this deceleration operation start position. Is performed so as to guide the driver.

  5 and 6 show flowcharts of this process. When the ignition switch of the vehicle is turned on, the driving support device is in an operating state, and the navigation ECU 20 starts the process shown in FIG.

  First, it is determined whether information transmitted from the optical beacon 51 has been received (S100). The information transmitted from the optical beacon 51 includes VICS information and the information (1) and (2) described above.

  Here, when the information transmitted from the optical beacon 51 via the optical beacon transceiver 17 is not received, the determination of S100 is repeatedly performed.

  When the mounted vehicle passes the lane below the optical beacon 51 and receives the information transmitted from the optical beacon 51, the determination in S100 is YES, and the information transmitted from the optical beacon 51 is stored in the RAM 21 (S102). ).

  Next, it is determined whether the information transmitted from the optical beacon 51 includes the information (1) and (2) (S104).

  Here, when the information transmitted from the optical beacon 51 does not include the information (1) and (2), the determination in S104 is NO and the process returns to S100. When the information transmitted from the optical beacon 51 includes the information (1) and (2), the determination in S104 is YES, and then the information (1) and (2) is changed. The installed vehicle estimates the state of the traffic light at the stop line point at the front intersection (S106).

  Here, with reference to FIG. 7, the estimation of the state of the traffic signal at the front intersection stop line point of the preceding vehicle will be described. In FIG. 7, the horizontal axis represents time, and the vertical axis represents the distance from the optical beacon 51 to the intersection stop line position. An arrow Y indicates the relationship between the position of the mounted vehicle and the time. FIG. 7 also shows the switching timing of the traffic light. In FIG. 7, the yellow signal is omitted.

  First, by dividing the distance from the optical beacon 51 to the stop line at the front intersection by the vehicle speed of the mounted vehicle, the time until the mounted vehicle reaches the stop line at the front intersection is calculated. Next, the current time is added to the time until the mounted vehicle reaches the front intersection stop line to calculate the time at which the mounted vehicle reaches the front intersection stop line. Next, from the switching time specifying information and the switching cycle information included in the switching timing information, the state of the traffic light at the time until the mounted vehicle reaches the stop line at the front intersection is estimated.

  Here, when the estimated state of the traffic light is a yellow signal or a blue signal, the determination in S108 is NO, and the process returns to S100. When the estimated traffic light state is a red signal, the determination in S108 is YES. Next, map data is acquired from the map DB storage unit 14 and the road number from the position of the mounted vehicle to the stop line is obtained. Obtain (S110). Specifically, the link ID assigned to the road from the current position of the mounted vehicle to the stop line is specified.

  Next, map data is acquired from the map DB storage unit 14 to detect the current road number (S112). Specifically, the link ID given to the road where the mounted vehicle is located is specified.

  Next, it is determined whether or not the mounted vehicle has deviated from the travel path (S114). Specifically, it is determined whether or not the mounted vehicle has deviated from the travel path based on whether or not the position of the mounted vehicle has become a travel path other than the travel path number specified in S110.

  Here, when the mounted vehicle deviates from the traveling road, the determination in S114 is YES, and the process returns to S100. If the mounted vehicle does not deviate from the travel path, the determination in S114 is NO, and then the mounted vehicle moves forward based on whether the mounted vehicle has reached within a certain distance from the stop line position at the front intersection. It is determined whether or not the intersection stop line position is approached (S116).

  Here, when the mounted vehicle has not reached within a certain distance from the stop line position at the front intersection, the determination in S116 is NO and the process returns to S112. If the mounted vehicle reaches within a certain distance from the stop line position at the front intersection, the determination in S116 is YES, and then the map data around the mounted vehicle is acquired from the map DB storage unit 14 to determine the position of the mounted vehicle. The road gradient from the stop line position to the front intersection is specified (S118).

  Next, the height difference between the position of the mounted vehicle and the stop line position of the front intersection is calculated based on the road gradient specified in S118 and the distance from the position of the mounted vehicle to the stop line position of the front intersection (S120). When the road gradient is θ and the distance from the position of the mounted vehicle to the stop line position of the front intersection is d, the height difference h between the position of the mounted vehicle and the stop line position of the front intersection is h = d × sin θ. Can be calculated.

  In S122, it is determined whether or not the section from the position of the mounted vehicle to the stop line position of the front intersection is an upward gradient based on whether or not the stop line position of the front intersection is higher than the position of the mounted vehicle. .

  In S124, based on whether or not the stop line position at the front intersection is lower than the position of the mounted vehicle, whether or not the section from the position of the mounted vehicle to the stop line position at the front intersection is a downward slope. Determine.

  Here, if the stop line position at the front intersection is higher than the position of the mounted vehicle, the determination in S122 is YES, and the process proceeds to S144 in FIG. In the uphill section, the braking distance from when the braking operation is started to when the vehicle stops is shorter than in the flat section. For this reason, in the brake operation similar to the flat section, there is a case where the vehicle is decelerated too much before the stop position and re-acceleration is required. Thus, when reacceleration is performed, extra energy is consumed. Therefore, the advice that a gentle brake operation is sufficient is presented. For example, a message such as “Because it is an uphill, please weaken the brake operation” is displayed on the display unit 18 and a voice is output from the speaker 19, and the process returns to S100 in FIG.

If the stop line position at the front intersection is lower than the position of the mounted vehicle, the determination in S122 is NO and the determination in S124 is YES, and the energy required for deceleration is calculated based on the vehicle speed and the height difference (S126). Specifically, to add the positional energy of the mounted vehicle based on the height difference between the position of the mounted vehicle and the stop position and the kinetic energy based on the vehicle speed of the mounted vehicle, so that the mounted vehicle stops at the stop position. Calculate the total energy required. As shown in FIG. 8A, the kinetic energy of the mounted vehicle when traveling in a flat section: E0 is E0 = (1/2) × where m is the weight of the mounted vehicle and v is the vehicle speed of the mounted vehicle. It can be calculated as m × v ² . Further, the potential energy E2 of the mounted vehicle when traveling in the downhill section is calculated as E2 = m × g × h, where h is the height difference between the position of the mounted vehicle and the stop position, and g is the gravitational acceleration. be able to. Therefore, as shown in FIG. 8B, the total energy required for deceleration when traveling in the downward gradient section: E1 is set as E1 = E0 + E2 = (1/2) × m × v ² + m × g × h Can be calculated.

  Next, the braking distance required until the vehicle stops from the operation start position of the brake operation generally performed in the flat section is specified (S128). In this embodiment, for each vehicle speed, a braking distance corresponding to the vehicle speed of the mounted vehicle is determined using a map that defines a braking distance required for the vehicle to stop from an operation start position of a brake operation generally performed in a flat section. Is identified. In addition, you may make it identify the braking distance required until a vehicle stops from the operation start position of the brake operation generally performed in a flat area using the function which makes a vehicle speed a variable.

Next, in the section from the position of the mounted vehicle to the stop position, whether or not a motor regeneration loss occurs in a brake operation generally performed when traveling on a flat section is based on the total energy and the braking distance. Determine (S130). Here, if the braking distance specified in S128 is L, the deceleration force F0 in the flat section is F0 = ((1/2) × m × v ² ) / L as shown in FIG. Can be calculated. Further, the deceleration force F1 in the downward gradient section can be calculated as F1 = ((1/2) × m × v ² ) + m × g × h) / L as shown in FIG. 9B.

  Here, assuming that the time from the start of the brake operation is t, the deceleration energy per time in the flat section is as shown in FIG. Further, the deceleration energy per hour in the downward gradient section is as shown in FIG. That is, the deceleration energy per time decreases at a constant rate as time t elapses.

  In this embodiment, when traveling in a flat section based on whether or not the value of deceleration energy per hour at the start of the brake operation is greater than the limit value Pmax of energy that can be recovered by the motor 3 per hour. It is determined whether or not a regenerative loss of the motor 3 occurs due to a brake operation that is generally performed.

Here, when it is determined that the regenerative loss of the motor 3 does not occur, the determination in S130 is NO, and the process returns to S100. If it is determined that a regenerative loss of the motor 3 occurs, the determination in S130 is YES, and then the deceleration distance necessary to stop the mounted vehicle at the stop position so that the regenerative loss of the motor 3 does not occur. Calculate (S132). Note that the deceleration force F1 in the downward gradient section can be calculated as F1 = ((1/2) × m × v ² ) + m × g × h) / L, as shown in FIG. Here, the deceleration distance necessary for stopping the mounted vehicle at the stop position is calculated so that the regenerative loss of the motor 3 does not occur so as to reduce the deceleration force. Specifically, as shown in FIG. 11B, the deceleration distance is extended so that the deceleration force F2 is smaller than the deceleration force F1. The deceleration distance L1 can be calculated so that the area of L × F1 in FIG. 11A is equal to the area of L1 × F2 in FIG.

  By extending the deceleration distance in this way, as shown in FIG. 12A, the deceleration energy per time that is larger than the energy limit value Pmax that can be recovered by the motor 3 per time is shown in FIG. As shown, it can be made smaller than the limit value Pmax of energy that can be recovered by the motor 3 per time.

  In the present embodiment, the deceleration distance is increased by a certain amount so that the mounted vehicle can stop at the stop position even if the brake operation by the driver is somewhat looser than the limit value at which the regeneration loss of the motor 3 does not occur. Yes.

  Next, a deceleration operation start position at which a deceleration operation for stopping the mounted vehicle at the stop position is started so as not to cause a regeneration loss of the motor is specified (S133). Specifically, the position before the deceleration position by the deceleration distance is specified as the deceleration operation start position.

  Next, a deceleration advice providing position is specified (S134). In order for the driver to start the deceleration operation at the deceleration operation start position, it is necessary to provide deceleration advice before the deceleration operation start position. In the present embodiment, a position a certain distance (for example, 20 meters) before the deceleration operation start position is specified as a deceleration advice providing position so that the driver can perform the deceleration operation with some margin.

  Next, map data is acquired from the map DB storage unit 14 to detect the current travel route number (S136). Specifically, the link ID given to the road where the mounted vehicle is located is specified.

  Next, it is determined whether or not the mounted vehicle has deviated from the travel path (S138). Specifically, it is determined whether or not the mounted vehicle has deviated from the traveling path based on whether or not the traveling path number where the mounted vehicle is located matches the traveling path number obtained in S110.

  Here, if the mounted vehicle does not deviate from the travel path, the determination in S138 is NO, and then the vehicle has passed the deceleration advice providing position based on whether or not the position of the mounted vehicle has reached the deceleration advice providing position. It is determined whether or not (S140).

  Here, when the position of the mounted vehicle has not reached the deceleration advice providing position, the determination in S140 is NO and the process returns to S136. When the position of the mounted vehicle reaches the deceleration advice providing position, the determination in S140 is YES, and the deceleration operation advice is presented (S142). For example, a message prompting the start of a gentle brake operation is displayed on the display unit 18 and a message prompting the start of a gentle brake operation, such as “Because it is a downhill, please start a gentle brake operation early.” Is output from the speaker 19.

  If the mounted vehicle deviates from the travel path before reaching the deceleration advice providing position, the determination in S138 is NO, and the process returns to S100 without presenting the deceleration operation advice. Accordingly, the deceleration operation advice is not presented.

  According to the configuration described above, when it is determined that there is a downhill section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position at the travel destination of the mounted vehicle, when traveling in a flat section Since the driver is guided to start the brake operation before the operation start position of the brake operation to be performed, it is possible to prevent a regeneration loss of the motor due to the strong deceleration operation, and the motor in the downhill section Regeneration loss can be reduced.

  In addition, the down grade section that requires a brake operation to temporarily stop the mounted vehicle at the stop position is a red signal or a section that needs to stop at the temporary stop line in the middle of the down grade, or a red signal ahead of the down grade. Or any of the sections that need to stop at the temporary stop line.

  Further, in the section from the position of the mounted vehicle to the stop position, it is determined based on the total energy and the braking distance whether or not a regenerative loss of the motor is caused by a brake operation performed when traveling in a flat section. When it is determined that the regenerative loss occurs, the driver is guided to start the brake operation before the operation start position of the brake operation performed when traveling in the flat section. That is, when it is determined that a motor regeneration loss does not occur in a brake operation performed when traveling on a flat section, guidance is not performed, so that the driver does not feel bothered. it can.

  In addition, when it is determined that there is an uphill section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position at the travel destination of the mounted vehicle, the brake operation performed when traveling in a flat section The driver is also guided to perform a gentle brake operation. Therefore, for example, although it is an uphill section, the same brake operation is performed as when traveling on a flat section, and it is necessary to re-accelerate by decelerating too much before the stop position, consuming excess energy Can be prevented.

  In addition, this invention is not limited to the said embodiment, Based on the meaning of this invention, it can implement with a various form.

  For example, in the above embodiment, the mounted vehicle has been described as a hybrid vehicle. However, for example, the mounted vehicle may be an electric vehicle.

  In the above-described embodiment, the configuration is shown in which the guidance for prompting the start of the deceleration operation is performed before the mounted vehicle reaches the deceleration operation start position. For example, the mounted vehicle is set to the stop position at the destination of the mounted vehicle. If it is determined that there is a downward gradient section that requires a brake operation to temporarily stop, the vehicle is accelerated / decelerated so that the vehicle starts decelerating before the operation start position of the brake operation performed when traveling on a flat section. May be instructed to a travel control unit that controls the vehicle (at least one of the HV control unit 10 and the brake ECU that controls the brake). According to such a configuration, when it is determined that there is a downward gradient section at the destination of the mounted vehicle, so as to start deceleration before the operation start position of the brake operation performed when traveling in the flat section, Since an instruction is given to the traveling control unit that controls the acceleration / deceleration of the vehicle, it is possible to prevent a motor regeneration loss from occurring due to a strong deceleration operation, and to reduce the motor regeneration loss in the downward gradient section. . If it is determined that there is a downhill section that requires a brake operation to temporarily stop the mounted vehicle at the stop position at the travel destination of the mounted vehicle, guidance of the brake operation to the driver and travel control You may make it perform both directions to a part.

  On the other hand, when it is determined that there is an uphill section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position at the destination of the mounted vehicle, a brake that is performed when traveling in the flat section You may make it instruct | indicate to the traveling control part (at least one of the HV control part 10 and brake ECU) which controls acceleration / deceleration of a vehicle so that it may decelerate more slowly than operation. With such a configuration, for example, even if the brake operation is not started without following the guidance, the vehicle can be slowly decelerated, and the vehicle can be stopped at the stop position without consuming excess energy. .

  Moreover, in the said embodiment, although the radio transmitter was comprised with the optical beacon with which the communication area was limited, it is not limited to an optical beacon, For example, narrow-area communication (DSRC) with a limited communication area is performed. The wireless transmitter may be configured by a wireless device capable of performing the above. In this case, the configuration on the driving support device side may be a configuration including a wireless device capable of performing narrow area communication (DSRC) instead of the optical beacon transceiver 17.

  Moreover, in the said embodiment, although the road gradient was identified based on road gradient information, you may make it identify a road gradient based on the altitude information of each point on a road, for example.

  The correspondence relationship between the configuration of the above embodiment and the configuration of the claims will be described. S108 and S124 correspond to a downward gradient determination unit, S142 corresponds to a first guide unit, and S126 calculates a total energy. S128 corresponds to the braking distance specifying means, S130 corresponds to the regeneration loss determining means, S132 and S133 correspond to the deceleration operation start position specifying means, S132 corresponds to the deceleration distance calculating means, The beacon transmitter / receiver 17 corresponds to a communication unit, S100 and S102 correspond to an information acquisition unit, S108 corresponds to a stop determination unit, S124 corresponds to a down section determination unit, and S108 and S122 serve as an uphill determination unit. S144 corresponds to the second guide means.

DESCRIPTION OF SYMBOLS 1 Engine 2 Generator 3 Motor 11 GPS receiver 12 Direction sensor 13 Vehicle speed sensor 14 Map DB memory | storage part 15 Gradient sensor 16 Operation part 17 Optical beacon transmitter / receiver 18 Display part 19 Speaker 20 Navigation ECU
30 mounted vehicle 40 traffic light 41 signal control device

Claims (5)

A driving support device that is mounted on a vehicle that uses a motor as a power source for traveling, and that guides the driver about driving operations,
A downward gradient determination means for determining whether or not there is a downward gradient section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position at the destination of the mounted vehicle;
When it is determined by the descending slope determining means that the descending slope section exists at the travel destination of the mounted vehicle, the brake operation is started before the operation start position of the brake operation performed when traveling in the flat section. First guiding means for guiding the driver;
To add the positional energy of the mounted vehicle based on the height difference between the position of the mounted vehicle and the section to the stop position and the kinetic energy based on the vehicle speed of the mounted vehicle, so that the mounted vehicle stops at the stop position. A total energy calculating means for calculating the total energy required for
Braking distance specifying means for specifying a braking distance required until the vehicle stops from an operation start position of a brake operation performed when traveling in a flat section;
Based on the total energy and the braking distance, whether or not a regenerative loss of the motor occurs in a brake operation performed when traveling in the flat section in a section from the position of the mounted vehicle to the stop position. Regenerative loss determination means for determining,
The first guide means starts the brake operation before the operation start position of the brake operation performed when traveling in the flat section when the regeneration loss determination means determines that the motor regenerative loss occurs. oPERATION support device shall be the features that guide the driver to. A driving support device that is mounted on a vehicle that uses a motor as a power source for traveling, and that guides the driver about driving operations,
A downward gradient determination means for determining whether or not there is a downward gradient section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position at the destination of the mounted vehicle;
When it is determined by the descending slope determining means that the descending slope section exists at the travel destination of the mounted vehicle, the brake operation is started before the operation start position of the brake operation performed when traveling in the flat section. First guiding means for guiding the driver;
To add the positional energy of the mounted vehicle based on the height difference between the position of the mounted vehicle and the section to the stop position and the kinetic energy based on the vehicle speed of the mounted vehicle, so that the mounted vehicle stops at the stop position. A total energy calculating means for calculating the total energy required for
Braking distance specifying means for specifying a braking distance required until the vehicle stops from an operation start position of a brake operation performed when traveling in a flat section;
Based on the total energy and the braking distance, whether or not a regenerative loss of the motor occurs in a brake operation performed when traveling in the flat section in a section from the position of the mounted vehicle to the stop position. Regenerative loss judging means for judging,
When it is determined by the regenerative loss determination means that the regenerative loss of the motor occurs, the mounted vehicle is moved to the stop position so that the regenerative loss of the motor does not occur based on the total energy calculated by the energy calculation means. A decelerating operation start position specifying means for specifying a decelerating operation start position at which to start a decelerating operation for stopping
The driving assistance apparatus according to claim 1, wherein the first guiding unit performs guidance for prompting a driver to start a deceleration operation before the mounted vehicle reaches the deceleration operation start position . The deceleration operation start position specifying means includes a deceleration distance calculating means for calculating a deceleration distance necessary for stopping the mounted vehicle at the stop position so that a regeneration loss of the motor does not occur.
The driving support device according to claim 2 , wherein a position before the deceleration distance from the stop position is specified as the deceleration operation start position. A communication means for communicating with a radio transmitter installed on the roadside;
Information obtaining means for obtaining timing information of a traffic signal existing at a travel destination from the wireless transmitter and information indicating a distance between the wireless transmitter and a stop position in front of the traffic light from the wireless transmitter;
Stop determination means for determining whether or not it is necessary to temporarily stop the mounted vehicle before the traffic light using the information acquired by the information acquisition means;
Descent section determination means for determining whether or not a section from the position of the mounted vehicle to the stop position is a down slope,
The down slope determining means determines that the mounted vehicle needs to be temporarily stopped before the traffic light by the stop determining means, and the down section determining means from the position of the mounted vehicle to the stop position. If the interval is determined to be downward slope, one of the claims 1 to 3, wherein determining that down slope section exists which requires a braking operation for stopping temporarily the equipped vehicle to stop position The driving assistance apparatus as described in any one. An ascending slope judging means for judging whether or not there is an ascending slope section that requires a brake operation for temporarily stopping the mounted vehicle at the stop position at the destination of the mounted vehicle;
When it is determined by the ascending gradient determination means that the ascending gradient section exists at the travel destination of the mounted vehicle, the driver is guided to perform a braking operation that is gentler than the braking operation performed when traveling in a flat section. The driving assistance device according to any one of claims 1 to 4 , further comprising: a second guiding unit.

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