Driver Assistance Systems

Abstract

To improve an economical traveling degree of a whole vehicle group.SOLUTION: A driving support system that performs driving support for at least a preceding vehicle out of a vehicle group including the preceding vehicle, and at least one following vehicle that follows the preceding vehicle comprises a determination part for determining whether or not an execution condition of economical traveling by which an economical traveling degree of the whole vehicle group is improved is satisfied; and an indication part for indication so as to perform economical traveling for at least the preceding vehicle out of the vehicle group when it is determined by the determination part that the execution condition is satisfied.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a driving assistance system. [Background technology]

[0002] Conventionally, as this type of driving assistance system, a system has been proposed in which the economical driving rate of a preceding vehicle traveling in front of the vehicle is acquired, and guidance regarding the economical driving rate of the preceding vehicle is provided by a guidance unit mounted on the vehicle (see, for example, Patent Document 1). In this system, by providing information regarding the economical driving rate of the preceding vehicle to the driver of the vehicle, the driver is enabled to determine whether or not driving to improve the economical driving rate is possible under the influence of the preceding vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2014-92795 A Summary of the Invention [Problem to be solved by the invention]

[0004] The driving assistance system described above is capable of determining whether the driver of the following vehicle can drive in a manner that improves the economical driving performance under the influence of the preceding vehicle, and the preceding vehicle drives without considering the fuel efficiency of the following vehicle, etc. As a result, the economical driving performance of the entire vehicle group may not improve.

[0005] The driving assistance system of the present invention has a main object to improve the economical driving performance of the entire vehicle fleet. [Means for solving the problem]

[0006] The driving assistance system of the present invention employs the following means to achieve the above-mentioned main object.

[0007] The driving assistance system of the present invention comprises: A driving assistance system that provides driving assistance to at least a leading vehicle of a vehicle group including a leading vehicle and at least one following vehicle following the leading vehicle, a determination unit that determines whether or not an execution condition for economical driving that improves the overall economical driving degree of the vehicle group is satisfied; an instruction unit that instructs at least the preceding vehicle to perform the economical traveling when the determination unit determines that the execution condition is satisfied; The gist of the invention is to provide the following:

[0008] The driving assistance system of the present invention includes a determination unit and an instruction unit. The determination unit determines whether or not an execution condition for economical driving that improves the economical driving degree of the entire vehicle group including the leading vehicle and at least one following vehicle following the leading vehicle is satisfied. The instruction unit instructs at least the leading vehicle to perform economical driving when the determination unit determines that the execution condition is satisfied. This makes it possible to improve the economical driving degree of the entire vehicle group. Here, the "economical driving degree of the entire vehicle group" may be an index that is set so that the lower the carbon dioxide emission and energy consumption of the entire vehicle group, the better the economical driving degree of the entire vehicle group. Examples of the economical driving degree of the entire vehicle group include the carbon dioxide emission, energy consumption (fuel consumption of engine vehicles, hybrid vehicles, and fuel cell vehicles, power consumption of electric vehicles), and energy efficiency (fuel consumption of engine vehicles, hybrid vehicles, and fuel cell vehicles, power consumption of electric vehicles).

[0009] In the driving assistance system of the present invention, the instruction unit may search for an economical driving route for which the execution condition is satisfied when the determination unit determines that the execution condition is not satisfied, and instruct at least the preceding vehicle to travel the economical driving route and perform the economical driving. In this way, even when the determination unit determines that the execution condition is not satisfied, it is possible to improve the economical driving degree of the entire vehicle group.

[0010] The driving assistance system of the present invention may further include a granting unit that grants an incentive to at least the driver and / or owner of the preceding vehicle based on the degree of improvement in the economical driving degree of the entire vehicle group as a result of the economical driving. Also, the driving assistance system may further include a notification unit that notifies at least the driver of the preceding vehicle of the degree of improvement in the economical driving degree of the entire vehicle group as a result of the economical driving. In this way, the driver can feel the merits of economical driving. [Brief description of the drawings]

[0011] [Figure 1] 1 is a diagram showing an outline of the configuration of a driving assistance system 10 as an embodiment of the present invention. [Diagram 2] 13 is a flowchart showing an example of a processing routine executed by a cloud server CS. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Next, a mode for carrying out the present invention will be described using an embodiment. EXAMPLES

[0013] 1 is a diagram showing an outline of the configuration of a driving assistance system 10 as an embodiment of the present invention. As shown in the figure, the driving assistance system 10 includes a plurality of automobiles 20 and a cloud server CS. In the embodiment, the plurality of automobiles 20 are each configured as a plug-in hybrid vehicle. Specifically, each of the plurality of automobiles 20 includes an engine EG and a motor MG as a power source, a battery BT that exchanges electric power with the motor MG, and is capable of external charging, in which the battery BT is charged using electric power from an external power source at home, a charging station, or the like. In addition to an engine EG, a motor MG, and a battery BT, each of the multiple automobiles 20 also includes an ignition switch 21, a GPS (Global Positioning System, Global Positioning Satellite) 22, an on-board camera 24, a millimeter-wave radar 26, an acceleration sensor 28, a vehicle speed sensor 30, an accelerator sensor 32, a brake sensor 34, a driving type switch 36, a cruise control switch 38, a battery actuator 40, a main electronic control unit (hereinafter referred to as the "main ECU") 50, an accelerator actuator 60, a brake actuator 62, a braking device 64, a display device 66, a meter 68, a navigation system 70, and a DCM (Data Communication Module) 80.

[0014] The engine EG is configured as, for example, an internal combustion engine. The motor MG is configured as, for example, a synchronous motor. The motor MG is connected to a battery BT via an inverter (not shown), and can output driving force using electric power supplied from the battery BT and can charge the battery BT with generated electric power. The battery BT is configured as a chargeable and dischargeable secondary battery, and can use, for example, a lithium ion secondary battery or a nickel-metal hydride secondary battery.

[0015] The GPS 22 is a device that detects the position of the vehicle based on signals transmitted from multiple GPS satellites. The on-board camera 24 is a camera that captures the surroundings of the vehicle, such as a front camera that captures the area in front of the vehicle and a rear camera that captures the area behind the vehicle. The millimeter wave radar 26 detects the distance and relative speed between the vehicle and a vehicle ahead, and the distance and relative speed between the vehicle and a vehicle behind the vehicle.

[0016] The acceleration sensor 28 detects, for example, the acceleration in the front-rear direction of the vehicle (front-rear acceleration) and the acceleration in the left-right direction of the vehicle (left-right acceleration). The vehicle speed sensor 30 detects the vehicle speed (vehicle body speed) based on the wheel speed and the like. The accelerator sensor 32 detects the accelerator opening degree as the amount of depression of the accelerator pedal by the driver. The brake sensor 34 detects the brake position as the amount of depression of the brake pedal by the driver and the like.

[0017] The driving type switch 36 is disposed near the steering wheel of the driver's seat and is a switch for switching the driving type. Examples of the driving types include a normal type, a sports type that prioritizes driving performance over the normal type, and an eco type that prioritizes energy efficiency (fuel economy) over the normal type.

[0018] The cruise control switch 38 is disposed near the steering wheel of the driver's seat, and is a switch for instructing the execution of cruise control. Examples of cruise control include vehicle speed control, in which the vehicle travels while maintaining a substantially constant vehicle speed, and vehicle distance control, in which the vehicle travels while maintaining a substantially constant distance from the vehicle ahead. The selection between vehicle speed control and vehicle distance control can be made, for example, based on whether or not there is another vehicle within a predetermined distance ahead, or according to an instruction (operation) from the driver.

[0019] The battery actuator 40 detects the state of the battery BT, such as the terminal voltage, the charge / discharge current, and the temperature, and manages the battery BT based on these. The battery actuator 40 calculates the charge ratio as the ratio of the remaining charge capacity to the total charge capacity of the battery BT based on the charge / discharge current.

[0020] Although not shown, the main ECU 50 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports. The main ECU 50 sets a driving mode. Examples of the driving mode include an electric driving mode in which the vehicle runs only on power from the motor MG without using power from the engine EG, and a hybrid driving mode in which the vehicle runs on power from the engine EG. The electric driving mode and the hybrid driving mode can be selected based on, for example, a required driving force based on the accelerator opening and vehicle speed, and a charge storage ratio of the battery BT.

[0021] The main ECU 50 sets the target operating point (target rotation speed and target torque) of the engine EG and the torque command of the motor MG based on the driving mode, the vehicle speed from the vehicle speed sensor 30, the accelerator opening from the accelerator sensor 32, and the brake position from the brake sensor 34.

[0022] Specifically, when the accelerator is on in the electric driving mode, the main ECU 50 sets a required driving force based on the accelerator opening and the vehicle speed, sets a torque command for the motor MG so as to output the required driving force to the vehicle, and transmits the set torque command to the accelerator actuator 60. When the accelerator is on in the hybrid driving mode, the main ECU 50 sets a target driving point for the engine EG and a torque command for the motor MG so as to output the required driving force to the vehicle, and transmits the target driving point and the torque command to the accelerator actuator 60. When the accelerator is off and the brake is off or when the brake is on, the main ECU 50 sets a required braking force based on the brake position and the vehicle speed, sets a torque command for regeneration for regenerative control of the motor MG based on the required braking force and the vehicle speed, sets a target braking force by the brake device 64, transmits a torque command to the accelerator actuator 60, and transmits the target braking force to the brake actuator 62. In addition, when the cruise control switch 38 is on, instead of setting the required driving force based on the accelerator opening and vehicle speed, or setting the required braking force based on the brake position and vehicle speed, the main ECU 50 sets the required driving force so that the vehicle speed becomes a target vehicle speed in the case of vehicle speed control, and sets the required driving force so that the distance from the vehicle ahead becomes a target distance in the case of vehicle distance control.

[0023] Accelerator actuator 60 controls the drive of engine EG and motor MG according to the target operating point and torque command set by main ECU 50. Specifically, accelerator actuator 60 performs intake air amount control, fuel injection control, ignition control, intake valve opening / closing timing control, etc. so that engine EG is operated at the target operating point (target rotation speed and target torque). In addition, accelerator actuator 60 performs switching control of multiple switching elements of an inverter for driving motor MG so that torque corresponding to the torque command is output from motor MG.

[0024] The brake actuator 62 controls the brake device 64 so that the target braking force set by the main ECU 50 is applied to the vehicle by the brake device 64. The brake device 64 is configured as, for example, a hydraulically driven friction brake.

[0025] The display device 66 is, for example, incorporated in an installation panel in front of the driver's seat, and displays various information. The meter 68 is, for example, incorporated in the installation panel in front of the driver's seat.

[0026] The navigation system 70 is a system that guides the vehicle to a set destination, and includes a display unit 72 and a map information database 74. The display unit 72 displays map information and the like. The map information database 74 stores map information such as distance information, width information, type information (general road, expressway), gradient information, and legal speed limit for each section of road. When a destination is set, the navigation system 70 sets a driving route based on the destination information, information on the current location (current vehicle position) acquired by the GPS 22, and map information stored in the map information database 74, and displays the set driving route on the display unit 72 to provide route guidance.

[0027] The DCM 80 is a communication device for the main ECU 50 and the navigation system 70 to communicate with the cloud server CS and other vehicles. Examples of vehicle information of the vehicle transmitted from the main ECU 50 to the cloud server CS via the DCM 80 include the vehicle's position, vehicle speed, driving force, charge ratio of the battery BT, driving mode (electric driving mode, hybrid driving mode), driving type (normal type, sports type, eco type), whether or not cruise control is performed, fuel consumption, and fuel efficiency (distance traveled / fuel consumption).

[0028] The cloud server CS is configured to be able to wirelessly communicate with each vehicle. The cloud server CS stores vehicle information for each vehicle, information similar to that in the map information database 74 described above, and the like.

[0029] Next, the operation of the driving assistance system 10 of the implementation example configured as above will be described. Fig. 2 is a flowchart showing an example of a processing routine executed by the cloud server CS. This routine is executed repeatedly.

[0030] When the processing routine of FIG. 2 is executed, the cloud server CS first determines whether a vehicle group including a leading vehicle and at least one following vehicle following the leading vehicle has been formed (step S100). This determination process can be performed, for example, by determining whether a vehicle group formation condition is satisfied. Examples of the vehicle group formation condition include a condition in which the following vehicle detects the execution of cruise control (distance control) or a condition in which an agreement is detected between the leading vehicle and the following vehicle that the latter will follow the former (to form a vehicle group). When it is determined in step S100 that a vehicle group has not been formed, this routine is terminated.

[0031] When it is determined in step S100 that a vehicle group has been formed, the unit time CO2 emission Sp1 of the entire vehicle group is estimated as the sum of unit time CO2 emission Ep1[i] (i: variable corresponding to each vehicle), which is the amount of carbon dioxide emission per unit time (e.g., one minute) of each vehicle included in the vehicle group (step S110). Here, the unit time CO2 emission Ep1[i] of each vehicle can be estimated based on at least one of the vehicle speed, driving force, power storage ratio, fuel consumption, fuel efficiency (travel distance / fuel consumption) and the like for each vehicle over a predetermined time Tp up to the present time (e.g., several minutes to several tens of minutes).

[0032] Next, it is determined whether or not the execution conditions for CO2 reduction control for reducing the carbon dioxide emissions of the entire vehicle group are satisfied (step S120), and when it is determined that the execution conditions for CO2 reduction control are satisfied, an instruction to start CO2 reduction control is transmitted to each vehicle of the vehicle group and the measurement of the execution time Tcr is started (step S170). When each vehicle of the vehicle group receives the instruction to start CO2 reduction control, it starts CO2 reduction control. In the embodiment, as the CO2 reduction control for the preceding vehicle, at least one of the following is executed: a process of changing the driving type to an eco type, a process of proposing to the driver a vehicle speed range Rv in which the vehicle can travel efficiently taking into account a road load according to the road surface gradient, a process of proposing to the driver the execution of cruise control (vehicle speed control), and a process of driving within the vehicle speed range Rv when cruise control (vehicle speed control) is being executed. As the CO2 reduction control for the following vehicle, for example, at least one of the following processes is executed: changing the driving type to eco type, proposing to the driver an inter-vehicle distance Lv that can reduce the driving resistance (air resistance), proposing to the driver the execution of cruise control (inter-vehicle distance control), running at the inter-vehicle distance Lv when cruise control (inter-vehicle distance control) is being executed, etc. Therefore, the execution condition of the CO2 reduction control can be a condition where there is a possibility that the effect of reducing the carbon dioxide emissions of the entire vehicle group can be sufficiently obtained by executing such CO2 reduction control, for example, a condition where the vehicle is running on a highway.

[0033] Then, the process waits for the end condition of the CO2 reduction control to be satisfied (step S180). Here, the end condition of the CO2 reduction control may be a condition in which the above-mentioned execution condition is eliminated, or a condition in which the formation of the vehicle group is dissolved (all following vehicles have left), etc.

[0034] When the end condition of the CO2 reduction control is satisfied, an end instruction of the CO2 reduction control is sent to each vehicle and the measurement of the execution time Tc is stopped (step S190). When each vehicle of the vehicle group receives the end instruction of the CO2 reduction control, it ends the CO2 reduction control. Next, the unit time CO2 emission Sp2 of the entire vehicle group is estimated as the sum of the unit time CO2 emission Ep2[i] of each vehicle when the CO2 reduction control is executed (step S200). Here, the unit time CO2 emission Ep2[i] of each vehicle can be estimated based on at least one of the vehicle speed, driving force, power storage ratio, fuel consumption, fuel efficiency (travel distance / fuel consumption) and the like for the execution time Tcr of the CO2 reduction control for each vehicle.

[0035] Then, the CO2 reduction amount Scr, which is the reduction in carbon dioxide emissions of the entire vehicle group due to the execution of the CO2 reduction control, is estimated by subtracting the CO2 emission amount per unit time Sp2 of the entire vehicle group when the CO2 reduction control is executed from the CO2 emission amount per unit time Sp1 of the entire vehicle group before the execution of the CO2 reduction control, and multiplying this value by the execution time Tcr of the CO2 reduction control, and transmits this to each vehicle in the vehicle group (step S210). When each vehicle in the vehicle group receives the CO2 reduction amount Scr of the entire vehicle group, it displays the received CO2 reduction amount Scr of the entire vehicle group on the display device 66 or the display unit 72 of the navigation system 70. This makes it possible to notify the driver of each vehicle in the vehicle group of the CO2 reduction amount Scr of the entire vehicle group.

[0036] Furthermore, an incentive according to the CO2 reduction amount Scr of the entire vehicle group is provided to the driver or owner (such as a management company or an operating company) of each vehicle in the vehicle group (step S220), and this routine ends. Here, examples of the incentive include the provision of subsidies and discounts on various fees (expressway tolls, fuel fees for refueling, and charging fees for external charging) according to the CO2 reduction amount Scr of the entire vehicle group. Also, as an incentive, points according to the CO2 reduction amount Scr of the entire vehicle group may be given, and subsidies and discounts on various fees may be provided according to the accumulated value of the points.

[0037] In this way, by informing the driver of each vehicle in the vehicle group of the CO2 reduction amount Scr of the entire vehicle group, and by providing the driver or owner of each vehicle in the vehicle group with an incentive based on the CO2 reduction amount Scr of the entire vehicle group, the driver or owner of each vehicle in the vehicle group can be made to feel the benefits of CO2 reduction control.

[0038] If it is determined in step S120 that the execution conditions for the CO2 reduction control are not satisfied, an alternative route that is a travel route for which the execution conditions for the CO2 reduction control are satisfied is searched for (step S130). If there is no alternative route, this routine is terminated.

[0039] If an alternative route is found in step S130, the alternative route is transmitted to each vehicle in the vehicle fleet (step S150). When each vehicle in the vehicle fleet receives the alternative route, the vehicle displays the received alternative route on the display unit 72 of the navigation system 70. This makes it possible to propose the alternative route to the driver of each vehicle in the vehicle fleet.

[0040] Then, it is determined whether each vehicle in the vehicle group has started traveling on the alternative route within a predetermined time (step S160), and if it is determined that each vehicle in the vehicle group has started traveling on the alternative route within the predetermined time, the processing of steps S170 to S220 is executed and this routine is terminated. This makes it possible to cause each vehicle in the vehicle group to execute the CO2 reduction control even when it is determined in step S120 that the execution conditions for the CO2 reduction control are not satisfied. If it is determined in step S160 that each vehicle in the vehicle group has not started traveling on the alternative route within the predetermined time, this routine is terminated without executing the processing of steps S170 to S220.

[0041] In the driving assistance system 10 of the implementation example described above, when it is determined that the execution conditions for the CO2 reduction control for reducing the carbon dioxide emission of the entire vehicle group are satisfied, the cloud server CS instructs each vehicle in the vehicle group to execute the CO2 reduction control. This makes it possible to reduce the carbon dioxide emission of the entire vehicle group.

[0042] In the driving assistance system 10 of the embodiment, when the execution condition of the CO2 reduction control is satisfied, the execution of the CO2 reduction control is instructed to each vehicle in the vehicle group. However, in this case, the execution of the CO2 reduction control may be instructed only to the leading vehicle in the vehicle group.

[0043] In the driving assistance system 10 of the implementation example, when the CO2 reduction control is executed, the CO2 reduction amount Scr of the entire vehicle group is notified to the driver of each vehicle in the vehicle group. However, at this time, the CO2 reduction amount Scr of the entire vehicle group may be notified only to the driver of the leading vehicle in the vehicle group. Also, in addition to the CO2 reduction amount Scr of the entire vehicle group, the unit time CO2 emission amount Sp1 of the entire vehicle group before the execution of the CO2 reduction control, the unit time CO2 emission amount Sp2 of the entire vehicle group when the CO2 reduction control is executed, the execution time Tcr of the CO2 reduction control, etc. may be notified to at least the driver of the leading vehicle in the vehicle group.

[0044] In the driving assistance system 10 of the embodiment, when the CO2 reduction control is executed, an incentive according to the CO2 reduction amount Scr of the entire vehicle group is provided to the driver or owner of each vehicle in the vehicle group. However, in this case, the incentive according to the CO2 reduction amount Scr of the entire vehicle group may be provided only to the driver or owner of the leading vehicle in the vehicle group.

[0045] In the driving assistance system 10 of the implementation example, when the CO2 reduction control is executed, the driver of each vehicle in the vehicle group is notified of the CO2 reduction amount Scr of the entire vehicle group, and an incentive according to the CO2 reduction amount Scr of the entire vehicle group is provided to the driver or owner of each vehicle in the vehicle group. However, it is also possible to only notify the CO2 reduction amount Scr of the entire vehicle group or provide an incentive according to the CO2 reduction amount Scr of the entire vehicle group.

[0046] In the driving assistance system 10 of the embodiment, when it is determined that the execution condition for the CO2 reduction control is not satisfied in step S120 of the processing routine in Fig. 2, an alternative route is searched for. However, in this case, it is also possible not to search for an alternative route.

[0047] In the driving assistance system 10 of the embodiment, the multiple automobiles 20 are configured as plug-in hybrid vehicles that have an engine EG and a motor MG as power sources, a battery BT, and can be charged externally. However, at least some of the multiple automobiles 20 may be configured as hybrid vehicles that have an engine EG and a motor MG as power sources, a battery BT, and cannot be charged externally, or as electric vehicles, plug-in electric vehicles, fuel cell vehicles, or plug-in fuel cell vehicles that have only the motor MG as a power source, or as engine vehicles that have only the engine EG as a power source. That is, the multiple automobiles 20 may be configured as any of hybrid vehicles, plug-in hybrid vehicles, electric vehicles, plug-in electric vehicles, fuel cell vehicles, plug-in fuel cell vehicles, and engine vehicles.

[0048] In the driving assistance system 10 of the implementation example, when the execution condition of the CO2 reduction control for reducing the carbon dioxide emission of the entire vehicle group is satisfied, the execution of the CO2 reduction control is instructed to each vehicle of the vehicle group. However, the present invention is not limited to this, and it is sufficient that at least the leading vehicle of the vehicle group is instructed to perform economical driving when the execution condition of the economical driving for improving the economical driving degree of the entire vehicle group is satisfied. The "economical driving degree of the entire vehicle group" may be an index set so that the lower the carbon dioxide emission and energy consumption of the entire vehicle group, the better it is, and examples of the "economical driving degree of the entire vehicle group" include the carbon dioxide emission, energy consumption (fuel consumption of engine vehicles, hybrid vehicles, and fuel cell vehicles, power consumption of electric vehicles), and energy efficiency (fuel consumption of engine vehicles, hybrid vehicles, and fuel cell vehicles, power consumption of electric vehicles) of the entire vehicle group. Therefore, when the execution condition of the energy reduction control for reducing the energy consumption of the entire vehicle group is satisfied, the execution of the energy reduction control may be instructed to at least the leading vehicle of the vehicle group, or when the execution condition of the efficiency improvement control for improving the energy efficiency of the entire vehicle group is satisfied, the execution of the efficiency improvement control may be instructed to at least the leading vehicle of the vehicle group. The energy reduction control and efficiency improvement control for the preceding vehicle and the following vehicle can be performed in the same manner as the CO2 reduction control for these vehicles.

[0049] In the driving assistance system 10 of the embodiment, the cloud server CS executes the processing routine of Fig. 2. However, instead of this, the main ECU 50 of the leading vehicle in the vehicle group may execute a processing routine similar to the processing routine of Fig. 2.

[0050] The following describes the relationship between the main elements of the working example and the main elements of the invention described in the section on means for solving the problem. In the working example, the cloud server CS corresponds to the "determination unit" and the "instruction unit."

[0051] The correspondence between the main elements of the working example and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the working example is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be made based on the description in that column, and the working example is merely a specific example of the invention described in the Means for Solving the Problem column.

[0052] The above describes the form for carrying out the present invention using examples, but the present invention is not limited to these examples, and it goes without saying that the present invention can be carried out in various forms without departing from the spirit of the present invention. [Industrial Applicability]

[0053] The present invention can be used in the manufacturing industry of driving assistance systems, etc. [Explanation of symbols]

[0054] 10 driving assistance system, 20 automobile, 21 ignition switch, 22 GPS, 24 in-vehicle camera, 26 millimeter wave radar, 28 acceleration sensor, 30 vehicle speed sensor, 32 accelerator sensor, 34 brake sensor, 36 driving type switch, 38 cruise control switch, 40 battery actuator, 50 main ECU, 60 accelerator actuator, 62 brake actuator, 64 brake device, 66 display device, 68 meter, 70 navigation system, 72 display unit, 74 map information database, 80 DCM, 84 map information database, BT battery, EG engine, MG motor.

Claims

1. A driving assistance system that provides driving assistance to at least a leading vehicle of a vehicle group including a leading vehicle and at least one following vehicle following the leading vehicle, a determination unit that determines whether or not an execution condition for economical driving that improves the overall economical driving degree of the vehicle group is satisfied; an instruction unit that instructs, when the determination unit determines that the execution condition is satisfied, at least the preceding vehicle to perform at least one of the following processes: changing the driving type to an eco type as the economical driving; proposing a predetermined vehicle speed range to the driver; proposing execution of cruise control to the driver; and driving within the predetermined vehicle speed range when the cruise control is being executed; A driving assistance system equipped with

2. The driving assistance system according to claim 1, the instruction unit, when the determination unit determines that the execution condition is not satisfied, searches for a route for economical traveling in which the execution condition is satisfied, and instructs at least the preceding vehicle to travel along the route for economical traveling and to perform the economical traveling. Driving assistance system.

3. The driving assistance system according to claim 1 or 2, an incentive providing unit that provides an incentive to at least a driver and / or an owner of the preceding vehicle based on the degree of improvement in the economical driving degree of the entire vehicle group as a result of the economical driving; A driving assistance system further comprising:

4. A driving assistance system according to any one of claims 1 to 3, a notification unit that notifies at least a driver of the preceding vehicle of a degree of improvement in the economical driving degree of the entire vehicle group as a result of the economical driving; A driving assistance system further comprising:

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