Driving support system

Abstract

A driving support system is disclosed. A start timing of starting an opening operation of a brake is set so as to decelerate to a target completion position at a target deceleration and so as to make a vehicle speed at the target completion position a target completion vehicle speed, based on a target completion position which is a position at which an opening operation of the brake is completed immediately before a corner of a predetermined travel route in a target travel mode when traveling on the predetermined travel route, a target completion vehicle speed which is a vehicle speed at the target completion position in the target travel mode, a target deceleration which is a deceleration at the target completion position in the target travel mode, and the vehicle speed, a control reporting device is controlled so as to make the control reporting device perform a brake opening report which is a report urging the opening operation of the brake at the set start timing.

Description

Technical Field

[0001] This invention relates to a driving support system, and more specifically to a driving support system for providing driving support for a vehicle. Background Technology

[0002] Conventionally, as such driving support systems, systems that support vehicle driving have been proposed (see, for example, Japanese Patent Application Publication No. 2003-76260). In such systems, the target driving mode (data in the ideal driving line) for a predetermined driving route is stored, along with the vehicle speed (speed) and braking timing required for each predetermined location on the predetermined driving route. Furthermore, if the vehicle's speed when entering a corner exceeds the required entry speed for entering the corner in the target driving mode, "BRAKE" is displayed on the display device. Summary of the Invention

[0003] However, in the aforementioned driving assistance system, when the vehicle speed exceeds the required entry speed when entering a corner, it only displays "BREAK" on the display device. The driver cannot identify at which time the brake activation operation is initiated during the predetermined driving route to enter the corner at the required entry speed matching the target driving mode.

[0004] The main objective of the driving support system of the present invention is to appropriately report the start timing of the braking operation when the vehicle is traveling on a predetermined route.

[0005] The driving support system of the present invention employs the following means to achieve the above-mentioned main objectives.

[0006] The driving assistance system of the present invention is a driving assistance system that supports driving a vehicle traveling on a predetermined driving route, comprising:

[0007] Reporting device, reporting information to the vehicle interior; and

[0008] The control device, based on a target completion position (where the braking operation is initiated near a corner of the predetermined driving route in a target driving mode while driving on the predetermined driving route), a target completion speed (where the vehicle speed at the target completion position in the target driving mode is a target deceleration, where the deceleration at the target completion position in the target driving mode is a target deceleration, and the vehicle speed, sets a start timing for initiating the braking operation to decelerate to the target completion position according to the target deceleration and make the vehicle speed at the target completion position the target completion speed, and controls the reporting device to generate a brake activation report at the set start timing as a report urging the braking operation to initiate the braking.

[0009] The driving support system of the present invention includes an information device for reporting information to the vehicle interior. Furthermore, in a target driving mode when the vehicle is traveling on a predetermined route, a start timing for initiating the braking operation is set based on a target completion position (where the braking operation is initiated just before a corner on the predetermined route), a target completion speed (where the vehicle speed at the target completion position is in the target driving mode), a target deceleration rate (where the deceleration at the target completion position is in the target driving mode), and the vehicle speed. This causes the vehicle to decelerate to the target completion position at the target deceleration rate and the vehicle speed at the target completion position to become the target completion speed. The reporting device is controlled to issue a brake initiation report at the set start timing, which serves as a report urging the braking operation to begin. Thus, the timing for the braking operation, where the vehicle decelerates to the target completion position at the target deceleration rate and the vehicle speed at the target completion position becomes the target completion speed, can be reported to the driver. In other words, the timing for the braking operation, where the vehicle can enter a corner at the same deceleration and speed as in the target driving mode, can be reported to the driver. As a result, when the vehicle is traveling on a predetermined route, the start timing for initiating the braking operation can be appropriately reported. In addition, as a "target driving mode", examples can be given of driving modes that serve as models and are performed by specific drivers such as famous F1 drivers and rally drivers on a predetermined driving route.

[0010] In such a driving support system of the present invention

[0011] The start timing can also be a timing that takes the time required for the vehicle to maintain the speed from its current position to reach the target completion position, or a timing that takes the time required for the vehicle speed to reach the target completion speed when decelerating from the current position according to the target deceleration. Thus, the start timing can be reported appropriately.

[0012] Furthermore, in the driving support system of the present invention,

[0013] The control device can also control the reporting device to issue a brake preparation report as a reminder to prepare for the braking operation before a predetermined time before the start timing. Thus, the vehicle driver can issue a brake preparation report at a time when the braking operation can be prepared with sufficient leeway.

[0014] In this case,

[0015] The start timing can also be the arrival time, which is the time required for the vehicle to maintain the speed from its current position to reach the target completion position, or the deceleration time, which is the time required for the vehicle speed to reach the target completion speed when decelerating from the current position according to the target deceleration.

[0016] The timing prior to the predetermined time for starting the timing can also be a timing where the arrival time is the time obtained by adding the predetermined time to the deceleration time. This allows for appropriate braking preparation and braking activation reports.

[0017] In the driving support system of the present invention, which generates brake activation reports and brake preparation reports, it is also possible to...

[0018] The reporting device has:

[0019] Display device, capable of visually displaying information; and

[0020] A sound output device that outputs information via sound.

[0021] The control device controls one of the display device and the sound output device to cause the latter to generate the brake activation report.

[0022] The control device controls the other device, either the display device or the sound output device, to cause the other device to perform the brake preparation report. By using different devices to report the brake engagement report and the brake preparation report to the driver, it is possible to prevent the driver from confusing the brake engagement report and the brake preparation report. Attached Figure Description

[0023] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, in which the same reference numerals denote the same elements, wherein:

[0024] Figure 1 This is a block diagram showing an example of the structure of a car 20 equipped with a driving support system as an embodiment of the present invention, with the electronic control unit 50 at its center.

[0025] Figure 2 This is a flowchart illustrating an example of a report processing routine executed by the electronic control unit 50.

[0026] Figure 3 This is an explanatory diagram illustrating an example of the relationship between the position, speed, arrival time T1, deceleration time T2, and preparation time Tpre of car 20 when it is traveling at speed V within a circular track.

[0027] Figure 4 This is an explanatory diagram illustrating an example of a car 20 entering a corner in a roundabout in an embodiment. Detailed Implementation

[0028] The following examples illustrate the specific implementation methods.

[0029] Example

[0030] Figure 1 This is a block diagram showing an example of the structure of a car 20 equipped with a driving support system as an embodiment of the present invention, centered on the electronic control unit 50. As shown, the car 20 in this embodiment is configured to travel by power from a drive device 62 such as a motor or engine. Furthermore, in this embodiment, the electronic control unit 50, indicator lights 74, speaker 76, navigation system 80, and driving line information storage device 90 correspond to the "driving support system".

[0031] In addition to the drive unit 62, the vehicle 20 in this embodiment also includes an ignition switch 22, a Global Positioning System (GPS) 24, a vehicle speed sensor 30, an acceleration sensor 32, a throttle sensor 38, a brake sensor 40, an electronic control unit 50, a drive actuator 60, a brake actuator 64, a braking device 66, a display 72, an indicator light 74, a speaker 76, an instrument panel 78, a navigation system 80, and a driving line information storage device 90.

[0032] GPS 24 is a device that detects the vehicle's position based on signals transmitted from multiple GPS satellites. Vehicle speed sensor 30 detects the vehicle's speed based on wheel speed, etc. Acceleration sensor 32 detects, for example, the vehicle's acceleration in the forward / backward direction, or the vehicle's acceleration in the left / right direction (lateral).

[0033] Throttle sensor 38 detects the throttle opening corresponding to the amount of throttle pedal depressed by the driver. Brake sensor 40 detects the brake position corresponding to the amount of brake pedal depressed by the driver.

[0034] The drive unit 62 includes a motor, engine, etc. for driving, and is driven and controlled by the drive actuator 60.

[0035] The electronic control unit 50, not shown, is configured as a CPU-centric microcomputer. In addition to the CPU, the electronic control unit 50 also includes ROM, RAM, flash memory, input ports, output ports, and communication ports. Based on the throttle opening from the throttle sensor 38 and the brake position from the brake sensor 40, the electronic control unit 50 sets the required torque to be output from the drive unit 62 to the drive shaft connected to the drive wheels, and the required braking force to be output from the brake unit 66.

[0036] The electronic control unit 50 sets the required torque to be output from the drive unit 62 to the drive shaft connected to the drive wheels and the required braking force to be output from the braking unit 66 based on the throttle opening from the throttle sensor 38, the brake position from the brake sensor 40, and the vehicle speed from the vehicle speed sensor 30. The electronic control unit 50 sends the set required torque to the drive actuator 60 and the set required braking force to the brake actuator 64.

[0037] The drive actuator 60 drives the drive unit 62 in such a way that the required torque set by the electronic control unit 50 is output from the drive unit 62 to the drive shaft.

[0038] The brake actuator 64 controls the brake device 66 to apply the required braking force, set by the electronic control unit 50, to the vehicle via the brake device 66.

[0039] The display 72 is configured as a display device that can visually display various information and is embedded in the vehicle's dashboard. The display 72 is controlled by the electronic control unit 50.

[0040] The indicator light 74 is a light-emitting diode (LED) embedded in the vehicle's dashboard. The indicator light 74 is controlled by the electronic control unit 50.

[0041] The speaker 76 is configured as a sound output device that outputs various information from the electronic control unit 50 as sound, and is embedded in the vehicle's dashboard. The speaker 76 is controlled by the electronic control unit 50.

[0042] The navigation system 80 is a system that guides the vehicle to a set destination, and includes a map information database 82 and a display unit 84. The map information database 82 stores information such as the road surface paving status, road width, number of lanes, width of sidewalks, permitted vehicle directions, and legal speed limits for each section of road. When a destination is set, the navigation system 80 sets a route and provides route guidance based on the destination information, the current location (the current position of the vehicle) obtained via GPS 24, and the information stored in the map information database 82.

[0043] The driving line information storage device 90 is a storage device that stores information required for driving on a predetermined loop (predetermined driving route). The driving line information storage device 90 includes a loop information database 92 and a driving pattern database 94. The loop information database 92 stores information about loops scattered throughout the area (route shape, driving path status, driving path width, location on a map, etc.). The driving pattern database 94 stores model driving patterns for this loop, implemented by specific drivers such as famous F1 drivers and rally drivers. The model driving patterns include the driving line for the fastest single lap performed by the specific driver on each loop. Furthermore, the model driving pattern includes a braking completion position Pbf, which is the position where the braking operation is completed after starting the braking operation at full speed before entering a corner. In addition, the model driving pattern includes a braking completion speed Vbf, which is the vehicle speed at the braking completion position Pbf, the deceleration G from the start of the braking operation to reaching the braking completion position Pbf, shift points, etc.

[0044] Next, the operation of the car 20 configured in this way will be explained, especially the operation when the driver reports the start of the braking operation. Figure 2 This is a flowchart illustrating an example of a report processing routine executed by the electronic control unit 50. The report processing routine is executed when the electronic control unit 50 determines, based on information about the current location obtained via GPS 24, that the vehicle 20 is traveling within a roundabout and is within a predetermined distance Dref (e.g., 50m, 60m, 70m, etc.) before a corner.

[0045] When this routine is executed, the CPU (not shown) of the electronic control unit 50 performs processing (step S100) to input the vehicle's current position Pnow, vehicle speed V, target completion position Pbf, target deceleration G, and target completion speed Vbf. As the current position Pnow, the current location (the current position of the vehicle) obtained via GPS 24 is input. As the vehicle speed V, the value detected by the vehicle speed sensor 30 is input. As the target completion position Pbf, target deceleration G, and target completion speed Vbf, the braking completion position Pbf, deceleration G, and braking completion speed Vbf of the sample driving mode contained in the driving mode database 94 are input respectively.

[0046] Next, the CPU uses the travel distance L1 from the current position Pnow to the target completion position Pbf and the vehicle speed V to calculate the arrival time T1 using the following formula (1) (step S110). The arrival time T1 is the time required to travel from the current position Pnow to the target completion position Pbf while maintaining the vehicle speed V. The travel distance L1 is calculated based on the shape of the route in the loop information database 92, the current position Pnow, and the target completion position Pbf.

[0047] T1=L1 / V....(1)

[0048] Then, the CPU uses the vehicle speed V, the target completion speed Vbf, and the target deceleration G to calculate the deceleration time T2 using the following formula (2) (step S120). The deceleration time T2 is the time required for the vehicle speed V to become the target completion speed Vbf when decelerating at the target deceleration G from the current position Pnow.

[0049] T2=(V-Vbf) / G....(2)

[0050] When the CPU calculates the arrival time T1 and the deceleration time T2, it determines whether the arrival time T1 is less than or equal to the deceleration time T2 plus the preparation time (predetermined time) Tpre (step S130), and whether the arrival time T1 is less than or equal to the deceleration time T2 (step S140). The preparation time Tpre is sufficient time (e.g., 2 seconds, 3 seconds, 4 seconds, etc.) for the driver to place one foot on the brake pedal and prepare for the braking operation before starting the braking operation. The preparation time Tpre is a value determined in advance through experiments, analysis, and machine learning.

[0051] Figure 3This is an explanatory diagram illustrating an example of the relationship between the position, speed, arrival time T1, deceleration time T2, and preparation time Tpre of car 20 within a circular track when it travels at speed V. In the diagram, the thick arrow indicates the direction of travel of car 20. Square markers indicate the position of car 20. Dashed lines represent the relationship between position and speed V within the circular track in a template driving mode. As shown, position P1 is defined as the position where arrival time T1 is the same as the time obtained by adding preparation time Tpre to deceleration time T2, and position P2 is defined as the position where arrival time T1 is the same as deceleration time T2. When arrival time T1 is longer than the time obtained by adding preparation time Tpre to deceleration time T2, car 20 is located on the side further away from the corner than position P1. When arrival time T1 is less than the time obtained by adding preparation time Tpre to deceleration time T2 but longer than deceleration time T2, car 20 is located between position P1 and position P2. When the arrival time T1 is less than or equal to the deceleration time T2, the vehicle 20 is located at position P2 or closer to the corner than position P2. Thus, by comparing the arrival time T1 with the time obtained by adding the preparation time Tpre to the deceleration time T2, and the deceleration time T2 itself, the position of the vehicle 20 can be determined.

[0052] In step S130, if the arrival time T1 is longer than the time obtained by adding the deceleration time T2 and the preparation time Tpre, the CPU determines that the car 20 is moving closer to the position P1. The process returns to step S100, and steps S100 to S130 are executed repeatedly until the arrival time T1 becomes less than the time obtained by adding the deceleration time T2 and the preparation time Tpre.

[0053] In step S130, the arrival time T1 is less than or equal to the deceleration time T2 plus the preparation time Tpre. In step S140, if the arrival time T1 exceeds the deceleration time T2, the CPU determines that the vehicle 20 is traveling at position P1 or between position P1 and position P2, and controls the speaker 76 to output a sound urging the vehicle to prepare for braking (brake preparation report) (step S150). Processing then returns to step S100. Examples of such a sound urging the vehicle to prepare for braking include "Please prepare to brake." Steps S100 to S150 are then repeated until, in step S140, the arrival time T1 becomes less than or equal to the deceleration time T2.

[0054] In step S140, if the arrival time T1 is less than or equal to the deceleration time T2, the CPU determines that the vehicle 20 is at position P2 or is passing through position P2. The CPU controls the indicator light 74 to illuminate as a report of the driver's request to brake (brake activation report) (step S160), and the routine ends.

[0055] Figure 4 This is an explanatory diagram illustrating an example of a car 20 entering a corner in a roundabout. In the diagram, the arrows indicate the direction of travel of the car 20. When the car 20 is traveling toward the corner, and the arrival time T1 is less than or equal to the time obtained by adding the preparation time Tpre to the deceleration time T2, a sound urging the driver to prepare for braking (brake preparation report) is output from the speaker 76 (steps S130 to S150). This sound helps the driver recognize, for example, that it is time to prepare for braking, such as placing one foot on the brake pedal, and to consider preparing for braking. Then, when the arrival time T1 is less than or equal to the deceleration time T2, the indicator light 74 illuminates (steps S130, S140, S160). As described above, the deceleration time T2 is the time required for the vehicle speed V to reach the target completion speed Vbf when decelerating at the target deceleration rate G from the current position Pnow. Therefore, if the braking operation is initiated at full speed at position P2, the same as in the target driving mode, then vehicle 20 will, like in the sample driving mode, decelerate at the target deceleration G and the vehicle speed V at the target completion position Pbf becomes the target completion speed Vbf. If vehicle 20 is traveling at a speed different from the sample driving mode near a corner, and the braking operation is initiated at the same braking start position as in the sample driving mode, then the deceleration and vehicle speed at the braking completion position Pbf will deviate from the sample driving mode. The same turning as in the sample driving mode cannot be performed, and driver satisfaction may sometimes decrease. In this embodiment, when arrival time T1 becomes less than or equal to deceleration time T2, indicator light 74 illuminates, so even if vehicle 20 is traveling at a speed different from the sample driving mode near a corner, the driver can be informed of the appropriate braking operation start timing for entering the corner at the same deceleration and speed as in the target driving mode. Therefore, the timing for the driver to report the start of the braking operation can be appropriately set. By braking at full speed, the driver, who visually recognizes the illumination of the indicator light 74, can enter corners with the same deceleration and speed as in the model driving mode, and enjoy driving on roundabouts. In addition, by outputting an audible braking preparation report from the speaker 76 and an illumination of the indicator light 74 to notify the driver of the start of braking, the driver is less likely to confuse the braking preparation report with the braking start notification.

[0056] According to the driving support system of the embodiment described above, when the vehicle 20 is driving on a roundabout in a sample driving mode, it calculates the arrival time T1 and deceleration time T2 based on the target completion position Pbf, which is the braking completion position Pbf at the corner, the target completion speed Vbf, which is the braking completion speed Vbf in the target driving mode, the target deceleration G, which is the deceleration at the target completion position Pbf in the target driving mode, and the vehicle speed V of the vehicle 20. The indicator light 74 illuminates at the time when the arrival time T1 becomes the deceleration time T2, thereby appropriately reporting the start timing of the braking start operation.

[0057] Furthermore, by timing the arrival time T1 to be the time obtained by adding the deceleration time T2 to the preparation time Tpre, a brake preparation report is given as a report to the vehicle interior urging the driver to prepare for the braking operation. This allows the driver of the vehicle to prepare for the braking operation at a time when there is sufficient leeway.

[0058] Furthermore, a brake preparation report is given by outputting sound from speaker 76, and a brake start notification is given by illuminating indicator light 74, thereby preventing the driver from confusing the brake preparation report with the brake start notification.

[0059] The vehicle 20 equipped with the driving support system of this embodiment performs a brake preparation report when the arrival time T1 is timed to be the time obtained by adding the deceleration time T2 to the preparation time Tpre, as a report urging the passenger compartment to prepare for braking. However, the vehicle 20 may also choose not to perform such a brake preparation report.

[0060] The vehicle 20 equipped with the driving support system of this embodiment reports brake preparation by outputting sound from speaker 76 and notifying brake start by illuminating indicator light 74. However, the vehicle 20 may also report brake preparation by illuminating indicator light 74 and notify brake start by outputting sound from speaker 76. Alternatively, the vehicle 20 may report brake preparation and notify brake start by illuminating indicator light 74. The vehicle 20 may also report brake preparation and notify brake start by outputting sound from speaker 76. Furthermore, the vehicle 20 may also display at least one of the brake preparation report and brake start notification on display 72.

[0061] This section explains the correspondence between the main elements of the embodiments and the main elements of the invention as described in the invention summary. In the embodiments, the indicator light 74 and the speaker 76 correspond to "reporting devices," and the electronic control unit 50, the navigation system 80, and the driving line information storage device 90 correspond to "control devices."

[0062] Furthermore, the correspondence between the main elements of the embodiments and the main elements of the invention described in the Summary of the Invention section is merely an example used to specifically illustrate how the embodiments are used to implement the invention described in the Summary of the Invention section, and therefore does not limit the elements of the invention described in the Summary of the Invention section. That is, the interpretation of the invention described in the Summary of the Invention section should be based on the description in that section, and the embodiments are merely specific examples of the invention described in the Summary of the Invention section.

[0063] The above examples illustrate how the present invention can be implemented, but the present invention is not limited to such examples in any way, and can certainly be implemented in various ways without departing from the spirit of the present invention.

[0064] This invention can be used in industries such as the manufacturing of driver assistance systems.

Claims

1. A driving assistance system, mounted on a vehicle, supporting the driving of the vehicle traveling on a predetermined route, wherein, include: The driving mode database stores, as target driving modes, template driving modes performed by a specific driver on a predetermined driving route. These template driving modes include: a braking completion position (where the braking operation is initiated at full speed just before a corner to enter the corner), a braking completion speed (where the vehicle speed is at the braking completion position), and the deceleration from the start of the braking operation to reaching the braking completion position. The reporting device transmits information to the vehicle interior. as well as The control device, taking the target completion position (where braking is initiated just before a corner in the predetermined driving route) as the target completion position in the target driving mode while driving on the predetermined driving route, the target completion speed at the target completion position in the target driving mode, and the target deceleration at the target completion position in the target driving mode, respectively inputs the braking completion position, the braking completion speed, and the deceleration from the sample driving mode contained in the driving mode database, and calculates the arrival time and deceleration time based on the target completion position, the target completion speed, the target deceleration, and the vehicle speed. The arrival time is the time required to travel from the current position to the target completion position while maintaining the vehicle speed. The deceleration time is the time required for the vehicle speed to reach the target completion speed when decelerating at the target deceleration rate from the current position. A start timer for initiating the braking operation is set to decelerate at the target deceleration rate to the target completion position and make the vehicle speed at the target completion position the target completion speed. The reporting device is controlled to generate a brake activation report at the set start timer, which serves as a report urging the braking operation to begin. The start timing is the timing at which the arrival time becomes the deceleration time.

2. The driving support system according to claim 1, wherein, The control device controls the reporting device to issue a brake preparation report before a predetermined time before the start timing, serving as a reminder to prepare for the braking operation.

3. The driving support system according to claim 2, wherein, The timing prior to the predetermined time of the start timing is a timing in which the arrival time becomes the time obtained by adding the predetermined time to the deceleration time.

4. The driving support system according to claim 2 or 3, wherein, The reporting device has: Display device, capable of visually displaying information; and A sound output device that outputs information via sound. The control device controls one of the display device and the sound output device to cause the latter to generate the brake activation report. The control device controls the other device of the display device and the sound output device to cause the other device to make the brake preparation report.

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