Driving operation support device

Abstract

To provide a driving operation support device which can appropriately perform notification.SOLUTION: A driving operation support device 10 comprises: a notification unit which notifies a driver of an operation instruction as an instruction for prompting an operation for causing a vehicle MV to start inertial travel to the driver; and a change unit 13 which changes at least one of frequencies, timing and a method of notification by the notification unit on the basis of at least one of a load of the driver, a reduction amount of energy consumption by performing the inertial travel, and surrounding situations of the vehicle MV.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a driving operation assistance device for a vehicle. [Background technology]

[0002] For example, a driving operation assistance device is known that can prompt the driver to perform a predetermined driving operation by displaying a screen or the like, thereby starting coasting at an appropriate timing. Specifically, the "predetermined driving operation" means setting the amount of operation of the accelerator pedal to 0. The following Patent Document 1 describes how the timing to prompt the driver to perform a driving operation to start coasting is determined based on the vehicle speed, etc. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2016-203661 A Summary of the Invention [Problem to be solved by the invention]

[0004] Depending on the timing and method of the notification to encourage driving operation, the driver's load may be increased more than necessary. For example, when a vehicle is traveling on a narrow road, the driver drives carefully while paying attention to whether pedestrians jump out into the road. In other words, the driver's load is relatively large. In such a situation, if a notification to encourage driving operation is performed by a driving operation support device, the driver's load will further increase. In addition, if the notification is performed with a loud sound in the above situation, there is a high possibility that the driver will feel uncomfortable compared to normal times when the load is small.

[0005] There is room for further improvement in the device described in Patent Document 1 with regard to appropriate notification timing and notification method while taking into consideration the load on the driver, etc.

[0006] An object of the present disclosure is to provide a driving operation assistance device that can provide appropriate notification. [Means for solving the problem]

[0007] The driving operation assistance device of the present disclosure is a driving operation assistance device (10) for a vehicle (MV) and includes an alarm unit (31, 32) that notifies the driver of an operation instruction, which is an instruction to the driver to perform an operation to cause the vehicle to start coasting, and a change unit (13) that changes at least one of the frequency, timing, and method of notification by the alarm unit based on at least one of the load on the driver, the amount of reduction in energy consumption by coasting, and the conditions around the vehicle.

[0008] In the driving assistance device having such a configuration, at least one of the frequency, timing, and method of notification by the notification unit is appropriately changed based on, for example, the driver's load, etc. This makes it possible to provide notifications to encourage driving operations more appropriately than ever before. Effect of the Invention

[0009] According to the present disclosure, a driving operation assistance device capable of appropriately performing notification is provided. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a diagram showing a schematic configuration of a driving operation assistance device according to a first embodiment and a vehicle equipped with the device. [Diagram 2] FIG. 2 is a flowchart showing the flow of processing executed by the driving operation assistance device according to the first embodiment. [Diagram 3] FIG. 3 is a diagram showing the correspondence relationship between the driver's load and the frequency variable to be set. [Figure 4] FIG. 4 is a diagram for explaining a method for setting the coasting section. [Diagram 5] FIG. 5 is a diagram for explaining the frequency of notifications. [Figure 6] FIG. 6 is a flowchart showing the flow of processing executed by the driving operation assistance device according to the second embodiment. [Figure 7] FIG. 7 is a diagram for explaining a method for estimating the reduction amount of energy consumption. [Figure 8] FIG. 8 is a flowchart showing the flow of processing executed by the driving operation assistance device according to the third embodiment. [Figure 9] FIG. 9 is a diagram for explaining conditions for performing notification. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, the present embodiment will be described with reference to the accompanying drawings. In order to facilitate understanding of the description, the same components in each drawing are denoted by the same reference numerals as much as possible, and duplicated description will be omitted.

[0012] A first embodiment will be described. A driving operation assistance device 10 according to this embodiment is mounted on a vehicle MV and configured as a device that assists with some of the operations performed by a driver of the vehicle MV. Prior to describing the driving operation assistance device 10, the configuration of the vehicle MV will first be described.

[0013] 1 shows a schematic diagram of the overall configuration of a vehicle MV including a driving operation assistance device 10. The vehicle MV is equipped with an internal combustion engine (not shown) and is a vehicle that runs on the driving force of the internal combustion engine. Alternatively, the vehicle MV may be configured as an electric vehicle that runs on the driving force of a rotating electric machine. Furthermore, the vehicle MV may be configured as a hybrid vehicle that runs on the driving force of both an internal combustion engine and a rotating electric machine.

[0014] The vehicle MV is provided with various sensors. Among these sensors, a vehicle speed sensor 21, an accelerator sensor 22, a vehicle position sensor 23, an exterior camera 24, an interior camera 25, and a biometric sensor 26 are illustrated in FIG.

[0015] The vehicle speed sensor 21 is a sensor that detects the vehicle speed (i.e., the traveling speed) of the vehicle MV. The vehicle speed sensor 21 detects the vehicle speed based on the rotation speed of wheels (not shown), for example. The vehicle speed detected by the vehicle speed sensor 21 is input to the driving operation assistance device 10.

[0016] The accelerator sensor 22 is a sensor that detects the amount of operation of an accelerator pedal (not shown) provided on the vehicle MV, that is, the amount of depression of the accelerator pedal. The amount of operation detected by the accelerator sensor 22 is input to the driving operation assistance device 10.

[0017] The self-position sensor 23 is a sensor for detecting the current traveling position of the vehicle MV. The self-position sensor 23 uses a Global Navigation Satellite System (GNSS) such as GPS, and constantly acquires the traveling position of the vehicle MV. The traveling position of the vehicle MV detected by the self-position sensor 23 is input to the driving operation assistance device 10.

[0018] The exterior camera 24 is a camera that captures images of the surroundings of the vehicle MV (outside the vehicle compartment), and is, for example, a CMOS camera. Images captured by the exterior camera 24 are repeatedly input to the driving operation assistance device 10 at a predetermined cycle. Images from the exterior camera 24 enable the driving operation assistance device 10 to grasp the presence or absence of another vehicle traveling ahead of the vehicle MV, the distance between the vehicle and the other vehicle, the number of lanes and congestion status of the road on which the vehicle MV is traveling, and the like. Note that, in addition to or instead of the exterior camera 24, another device may be provided as a device for measuring the distance between the vehicles, and the like. Examples of such a device include a radar and a LIDAR sensor.

[0019] The in-vehicle camera 25 is a camera that captures images of the interior of the vehicle MV, and is, for example, a CMOS camera. Images captured by the in-vehicle camera 25 are repeatedly input to the driving operation assistance device 10 at a predetermined cycle. From the images from the in-vehicle camera 25, the driving operation assistance device 10 can grasp the driver's level of wakefulness from the state of the driver's eyes, and can grasp the number of people in the vehicle MV, etc.

[0020] The biosensor 26 is a sensor that detects the driver's biosignals and is attached to the driver's body. The biosignals detected by the biosensor 26 include signals that are correlated with the driver's driving load, such as the driver's MV heart rate and movement speed. The biosignals detected by the biosensor 26 are input to the driving operation assistance device 10.

[0021] In addition to the various sensors described above, the vehicle MV is equipped with a navigation system 31 and a vibration device 32. As will be described later, these all function as part of the driving operation assistance device 10 (specifically, the "notification unit").

[0022] The navigation system 31 is a system for informing the driver of the route on which the vehicle MV should travel by displaying a map or the like around the vehicle MV on a screen (not shown). As will be described later, the driving operation assistance device 10 can prompt the vehicle MV to perform a specific driving operation by displaying an icon indicating an operation instruction on the screen of the navigation system 31. The above-mentioned "driving operation" includes an operation for causing the vehicle MV to start so-called coasting, that is, an operation for setting the operation amount of the accelerator pedal to 0. Although the "operation instruction" may include an instruction to instruct the driver to perform other operations, the term "operation instruction" in the following description refers to an instruction to prompt the driver to perform an operation required to start coasting. The screen of the navigation system 31 is a part that notifies the driver of the operation instruction, and corresponds to the "notification unit" in this embodiment. Note that the notification unit that notifies the driver by the screen display may be provided as a device separate from the navigation system 31. For example, another screen provided on a meter panel or the like may be used as the "notification unit" for notifying the driver of the operation instruction.

[0023] The vibration device 32 is a device that stimulates the driver's tactile sensation by vibrating a part of it. The vibration device 32 is attached to, for example, a steering wheel or a seat, and vibrates with a part of it in contact with the driver's body. The vibration device 32 may be in contact with the driver's body as described above, but may not be in contact. In the latter case, the vibration device 32 stimulates the driver's tactile sensation by emitting ultrasonic waves toward the driver's body. The vibration device 32 is another means by which the driving operation assistance device 10 notifies the driver of the above-mentioned operation instructions. In other words, the vibration device 32, together with the screen of the navigation system 31, corresponds to the "notification unit" in this embodiment.

[0024] Continuing to refer to FIG. 1, the configuration of the driving assistance device 10 will be described. The driving assistance device 10 is configured as a computer system having a CPU, ROM, RAM, etc., and is mounted on the vehicle MV as described above. Alternatively, a part or all of the driving assistance device 10 may be configured as a cloud server installed in a location different from the vehicle MV. Furthermore, the functions of the driving assistance device 10 described below may be realized by cooperation between multiple devices. In this way, the specific device configuration of the driving assistance device 10 is not limited in any way.

[0025] The driving operation assistance device 10 has, as block elements representing its functions, an operation instruction generation unit 11, a notification execution unit 12, a change unit 13, a load acquisition unit 14, a surrounding condition acquisition unit 15, a reduction amount estimation unit 16, a communication unit 17, and a memory unit 18.

[0026] The operation instruction generating unit 11 is a part that performs processing to determine the necessity of the operation instruction described above, and, if necessary, generates specific parameters of the driving instruction. For example, when the vehicle MV is expected to travel on a flat straight road for a while, the operation instruction generating unit 11 sets a section where the vehicle MV should coast, and sets the start point of the section as a point where the driver should be notified of the operation instruction. The specific processing contents performed by the operation instruction generating unit 11 to set the coasting section will be described later.

[0027] The notification execution unit 12 is a part that operates the notification unit, such as the navigation system 31 and the vibration device 32, so as to notify the driver of an operation instruction. The notification execution unit 12 basically operates the notification unit when the vehicle MV reaches the start point of the coasting section, but there are also cases where the notification unit is not operated even when the timing is reached. The conditions for operating the notification unit will be explained later. Note that the above-mentioned notification may be performed, for example, by starting a countdown from a point before the vehicle MV reaches the start point. This allows the driver to perform operations at a more accurate timing.

[0028] The change unit 13 is a part that performs a process of appropriately changing at least one of the frequency, timing, and method of notification by the notification unit in accordance with a predetermined parameter. The specific contents of the process performed by the change unit 13 will be described later.

[0029] The load acquisition unit 14 is a part that performs processing to acquire the load of the driver. The "load" here refers to the magnitude of the burden (which may be called stress) felt by the driver when driving the vehicle MV. For example, when frequent driving operations are required on a congested road, the driver's load is greater than when the vehicle MV is traveling on a flat straight road. The load acquisition unit 14 may acquire the above load after quantifying it in some way, or may acquire it in other ways. For example, the load acquisition unit 14 may operate so as to set a flag indicating a large load when traveling on a congested road, and set a flag indicating a small load when traveling on a straight road.

[0030] The surrounding condition acquisition unit 15 is a part that performs processing to acquire the surrounding conditions of the vehicle MV based on images and the like transmitted from the exterior camera 24. As described above, the "surrounding conditions" acquired by the surrounding condition acquisition unit 15 include the presence or absence of other vehicles traveling ahead of the vehicle MV, the distance between the other vehicles, the number of lanes on the road on which the vehicle MV is traveling, the congestion state, and the like. This information is used by the load acquisition unit 14 to acquire the load, and the like.

[0031] The reduction amount estimation unit 16 is a part that performs processing to estimate the reduction amount of energy consumption due to the vehicle MV coasting. A specific method for estimating the reduction amount of energy consumption will be described later.

[0032] The communication unit 17 functions as an interface when the vehicle MV performs wireless communication with the outside. By communicating with the outside via the communication unit 17, the driving operation assistance device 10 can obtain, for example, information on the presence or absence of traffic congestion on the road the vehicle MV will travel in the future, the weather, etc.

[0033] The storage unit 18 is a non-volatile storage device, such as an HDD or SSD, provided in the driving operation assistance device 10. Information required for processing performed by the driving operation assistance device 10 is stored in advance in the storage unit 18. Specific examples of the information stored in the storage unit 18 will be described later.

[0034] A specific flow of the process performed by the driving operation assistance device 10 will be described with reference to Fig. 2. The series of processes shown in Fig. 2 are repeatedly executed every time a predetermined control period elapses while the vehicle MV is traveling.

[0035] In the first step S01 of the process, a process of acquiring the load of the driver is performed by the load acquisition unit 14. The load acquisition unit 14 of the present embodiment acquires the load of the driver in a numerical value based on a biological signal detected by the biological sensor 26.

[0036] For example, the load acquisition unit 14 acquires the driver's wakefulness based on the biological signal, and acquires the load as a larger value as the wakefulness is lower. As a specific method for acquiring the wakefulness based on the biological signal, for example, a known method such as that described in JP2017-146744A can be used, and therefore a description of the specific method is omitted.

[0037] Alternatively, the load acquisition unit 14 may acquire the driver's fatigue level based on a biosignal, and the greater the fatigue level, the greater the load acquired. The fatigue level may be acquired based on a biosignal, or may be acquired based on an image of the driver captured by the in-vehicle camera 25. As a specific method for acquiring the fatigue level, for example, a known method such as that described in JP 2021-26748 A can be used, and therefore the specific method will not be described.

[0038] The biosignal used in this embodiment may be a signal indicating at least one of the driver's fatigue level and wakefulness level. Alternatively, the biosignal may be a signal indicating both the driver's fatigue level and wakefulness level. The load acquisition unit 14 may acquire both the fatigue level and wakefulness level based on the biosignal or the like, and acquire the load of the driver by comprehensively taking into account both values.

[0039] The load acquisition unit 14 may quantify and acquire the driver's load in a manner different from the above. For example, the load acquisition unit 14 may acquire a load with a larger value as the degree of congestion of the road on which the vehicle MV is traveling increases. The "degree of congestion" can be determined based on, for example, the number of other vehicles captured in an image captured by the exterior camera 24, road traffic information acquired by the communication unit 17, the time required for the vehicle MV to reach its current position after starting to travel, and the like.

[0040] The load acquisition unit 14 may acquire a larger load value as the number of lanes on the road on which the vehicle MV is traveling decreases. This is because a road with fewer lanes has a narrower road width and a higher possibility of pedestrians running out into the road, which increases the load on the driver. The number of lanes can be acquired based on images captured by the external camera 24, map information held by the navigation system 31, information acquired by the communication unit 17, etc.

[0041] The load acquisition unit 14 may acquire a larger load value as the number of traffic lights installed on the road on which the vehicle MV travels, specifically, the number of traffic lights installed within a predetermined range from the current position to a predetermined distance away, increases. The number of traffic lights can also be acquired based on map information held by the navigation system 31, information acquired by the communication unit 17, etc.

[0042] In this way, the load acquisition unit 14 may acquire the driver's load based on the conditions of the road, such as the degree of congestion of the road on which the vehicle MV travels, the number of lanes on the road, the number of traffic lights installed within a predetermined range, etc. The load acquisition unit 14 may also acquire the driver's load by comprehensively taking into consideration a plurality of factors among the degree of congestion of the road on which the vehicle MV travels, the number of lanes on the road, and the number of traffic lights installed within a predetermined range.

[0043] For example, when the vehicle MV is a passenger vehicle such as a bus, the load acquisition unit 14 may acquire a load with a larger value as the number of passengers on board the vehicle MV increases. This is because the greater the number of passengers (i.e., the number of passengers), the greater the burden on the driver to ensure the safety of the passengers tends to be.

[0044] Furthermore, when the vehicle MV is a passenger vehicle such as a bus, the load may be acquired as a larger value as the margin of travel time is smaller. The "margin of travel time" is the difference between the scheduled arrival time and the predicted arrival time, and is calculated as a smaller value as the two are closer. Furthermore, when the predicted arrival time is later than the scheduled arrival time, the difference, i.e., the margin of travel time, is calculated as a negative value. Note that, when the margin of travel time is a negative value and it is unlikely that the predicted arrival time will be reached in time, the load of the driver may not be acquired, and the notification frequency may not be adjusted as described later. Furthermore, when it is unlikely that the predicted arrival time will be reached in time, the notification of the operation instruction itself may not be performed.

[0045] The load acquisition unit 14 may acquire a load with a larger value as the brightness of the surroundings of the vehicle MV becomes darker. The brightness of the surroundings of the vehicle MV can be acquired from an image captured by the outside camera 24, a separately provided illuminance sensor, or the like.

[0046] As described above, the load acquisition unit 14 acquires the load of the driver based on any one of the parameters of the driver's biosignal, the condition of the road on which the vehicle MV is traveling, the number of passengers in the vehicle MV, the margin of time for driving the vehicle MV, and the brightness of the surroundings of the vehicle MV. Instead of this embodiment, the load acquisition unit 14 may acquire the load of the driver based on two or more of the above parameters.

[0047] For example, the load acquisition unit 14 may acquire the load of the driver individually based on each of the multiple parameters, and then acquire the largest of the multiple acquired loads as the final load. Also, the load acquisition unit 14 may acquire the average value of the multiple acquired loads or a weighted average value with a predetermined weighting as the final load. In the latter case, how the weights for each load should be allocated may be appropriately set according to empirical rules, etc.

[0048] After the process of acquiring the driver's load in step S1 of FIG. 2 is performed as described above, the process proceeds to step S02. In step S02, a process of determining a value of a frequency variable is performed based on the magnitude of the load acquired in step S01. The "frequency variable" is a variable that indicates the frequency of notification by the notification unit, and is a variable that can take any value in the range from 0 to 1. When the frequency variable is 0, no operation instruction is notified. That is, even if the coasting section is set by the operation instruction generation unit 11 and the vehicle MV reaches the start point of the section, no operation instruction is notified. On the other hand, when the frequency variable is 1, the frequency of the operation instruction is the highest. That is, when the coasting section is set by the operation instruction generation unit 11, an operation instruction is always notified at the start point of the section.

[0049] The frequency variable is set, for example, by referring to a map as shown in Fig. 3. The map shown in Fig. 3 indicates the correspondence between the driver's load (horizontal axis) and the frequency variable (vertical axis), and is created in advance and stored in the storage unit 18. In the example of Fig. 3, when the load is smaller than W1, the frequency variable is always set to 1. When the load is within the range from W1 to W2, the frequency variable is set to a smaller value as the load increases. When the load is larger than W2, the frequency variable is always set to 0.

[0050] In this manner, in this embodiment, when the driver's load increases, the value of the frequency variable is set to a smaller value, and as a result, the frequency with which the driver is notified of operation instructions decreases. The value of the frequency variable is set by the change unit 13. That is, the change unit 13 performs a process of changing the frequency of notification by the notification unit in accordance with the driver's load. The specific meaning of the "frequency" set as above will be explained later.

[0051] In step S03 following step S02, a process of acquiring the situation around the vehicle MV is performed by the surrounding situation acquisition unit 15. Here, information necessary for setting a section where the vehicle MV should coast (hereinafter also referred to as a "coasting section") is acquired. The information acquired here includes, for example, the shape and congestion state of the road along which the vehicle MV will be traveling, the distance between the vehicle MV and another vehicle traveling ahead of it, and the like.

[0052] In step S04 following step S03, the operation instruction generating unit 11 performs a process of setting a coasting section based on the information acquired in step S03. G and the end position P G Target vehicle speed V G First, set the end position P G and target vehicle speed V Gis set appropriately depending on various surrounding conditions and characteristics of the vehicle MV, such as right and left turn positions ahead, the position of traffic lights, positions before a congested section, the position of a bus stop where the vehicle MV should be stopped, and the behavior of other vehicles traveling ahead.

[0053] Here, the deceleration when the vehicle MV coasts on a flat road is assumed to be "a". Also, the current running speed of the vehicle MV is assumed to be "V S If the value of a is obtained in advance, the above P G , V G , V S , and a, the length of the coasting section L can be calculated. G The position that is just before the coasting section L from the start position P S The start position P S From end position P G The section up to is set as the coasting section. G , V G , V S , P S , L, and a are shown.

[0054] If the inclination angle of the road on which the vehicle MV runs is "θ", the length of the coasting section L can be calculated using the following formula (1): "g" in formula (1) is the gravitational acceleration. L=(V S 2 -V G 2 ) / {2×(a+g sinθ)}····(1)

[0055] The length and position of the coasting section L may be appropriately changed by the change unit 13 based on the degree of congestion of the road on which the vehicle MV travels. For example, when the degree of congestion on the front side of the vehicle MV increases, the change unit 13 may determine that the end position P GThe length and position of the coasting section L may be changed so that the timing of the notification by the notification unit is changed, and as a result, the section in which the vehicle MV actually coasts is also changed.

[0056] After the coasting section is set in step S04, the process proceeds to step S05. In step S05, it is determined whether the current timing is the timing to issue an operation instruction. Here, the current traveling position of the vehicle MV is set to the start position P S If the timing is at or near the time, it is determined that it is time to issue an operation instruction. If it is determined that it is not yet time to issue an operation instruction, the process of step S05 is executed again. If it is determined that it is time to issue an operation instruction, the process proceeds to step S06.

[0057] In step S06, it is determined whether or not the frequency condition determined in step S02 is satisfied if an operational instruction is notified at the current time.

[0058] Here, the meaning of "frequency" in this embodiment will be explained. Even if it is determined in step S05 that it is the timing to issue an operation instruction, in this embodiment, there are cases where no notification is issued. The "frequency" of notification changed by the change unit 13 in this embodiment refers to the proportion of the number of times that a notification is actually issued by the notification unit out of the number of times that it is determined that an operation instruction is necessary (i.e., the number of times that Yes is determined in step S05) during the period in which the vehicle MV travels the specified distance D1.

[0059] The above-mentioned "predetermined distance D1" is a predetermined distance that is set to be sufficiently longer than the coasting section L. Therefore, while the vehicle MV is traveling the predetermined distance D1, the process in FIG. 2 is repeatedly executed, and the setting of the coasting section in step S04 is performed multiple times.

[0060] Each of P1 to P7 shown in Fig. 5(A) represents a point where, while the vehicle MV is traveling a predetermined distance D1, the coasting section is set in step S04, and then the result of the determination in step S05 is Yes. In the example of Fig. 5(A), notifications are actually made at the first four points from P1 to P4, but notifications are not actually made at the subsequent three points from P5 to P7. Therefore, the notification frequency in this example is 4 / 7. For example, if the value of the frequency variable set in step S02 is 4 / 7 (=0.57), notifications are actually made at the timings shown in the example of Fig. 5(A).

[0061] When the value of the frequency variable set in step S02 is 4 / 7, the actual notification may be performed at the timings shown in Fig. 5(B). In the example of Fig. 5(B), the notification is actually performed at each of the points P1, P3, P5, and P7. As in this example, the timings of the notifications may be adjusted so that the timings at which the notifications are actually performed are distributed approximately evenly during the period in which the vehicle MV travels the predetermined distance D1.

[0062] The definition of "frequency" may be different from that described above. For example, a value indicating the number of times that the notification unit issues a notification while the vehicle MV travels a predetermined distance may be set as the frequency. In this case, the "frequency" in the example of FIG. 5 is 4. In step S02, the frequency coefficient may be calculated as such a value. Also, in step S02, the frequency coefficient may be calculated as a value in the range from 0 to 1 as in the first embodiment, and then the value may be multiplied by a predetermined coefficient and converted into an integer to calculate the above number (i.e., a value such as "4").

[0063] Returning to Fig. 2, the explanation will be continued. If the notification frequency value when the notification is performed exceeds the notification frequency value set in step S02, it is determined in step S06 that the frequency condition is not satisfied. In this case, the series of processes shown in Fig. 2 is terminated without notifying the driver of the operation instruction. In other cases, the process proceeds to step S07.

[0064] In step S07, the change unit 13 performs a process of determining a specific method of notification.

[0065] In the case where multiple types of means (navigation system 31 and vibration device 32) are provided as the notification unit as in this embodiment, the change unit 13 may change the means used for notification according to the load on the driver. For example, when the load on the driver acquired in step S01 is relatively light, the notification may be performed using the screen of the navigation system 31, and when the load on the driver is relatively heavy, the notification may be performed using the vibration device 32.

[0066] The means provided in the vehicle MV as the notification unit may be means different from that in the example of this embodiment. For example, a speaker that emits sound, a lamp that emits light, or the like may be provided as the notification unit. The notification unit provided in the vehicle MV may be one of sound, screen display, light, and vibration, but it is preferable to use at least two of these types of means, and it is preferable to switch the means used for notification depending on the load on the driver, etc.

[0067] The change unit 13 may switch the notification means based on the situation around the vehicle MV, not based on the load on the driver. For example, when there is a corner ahead of the coasting section, the notification may be made using the screen of the navigation system 31, and when there is a traffic jam ahead of the coasting section, the notification may be made using the vibration device 32. This allows the driver to recognize whether the reason for coasting is a static cause such as a corner, or a dynamic cause such as the presence or absence of a traffic jam.

[0068] In step S07, the method of notification by a single notification means may be changed. For example, when a notification is made by sound, the volume of the sound may be changed according to the driver's level of alertness. Specifically, the lower the level of alertness, the louder the sound may be. In addition, the type and volume of the sound may be changed according to the reason for coasting. At least one of the volume, tone, and phrase of the sound to be emitted may be changed by the change unit 13.

[0069] For example, when a notification is given by a screen display, the display method may be changed according to the driver's load, etc. Specifically, the greater the load, the larger the icon to be displayed, or the icon may be displayed in a more easily visible position. Also, the color, background, and brightness of the screen display may be changed according to the brightness outside the vehicle to improve visibility. Also, the screen display method may be changed according to the reason for coasting. What is changed by the change unit 13 may be at least one of the brightness, color, background color, size, type of icon to be displayed, and display position of the screen display.

[0070] For example, when a notification is made by illuminating a lamp, the light emitting method may be changed according to the load on the driver. For example, the color of the light emitted may be changed according to the brightness outside the vehicle or the size of the load, or the timing or pattern of the light emitted may be changed. The light emitting method may also be changed according to the reason for coasting. It is sufficient that the change unit 13 changes at least one of the brightness, color, and timing of the light emitted.

[0071] For example, when a notification is made by the vibration device 32, the vibration method may be changed according to the driver's level of alertness, etc. For example, when the level of alertness is low, the vibration intensity may be increased so that the driver can easily recognize it. For example, the vibration intensity or pattern may be changed according to the brightness outside the vehicle or the size of the load. Also, the vibration method may be changed according to the reason for coasting. The position or frequency of the part that vibrates by touching the driver may be changed. It is sufficient that the change unit 13 changes at least one of the vibration intensity, vibration position, vibration pattern, and vibration frequency of the vibration device 32.

[0072] After the means and method to be used for notification are determined in step S07, the process proceeds to step S08. In step S08, notification to the driver is actually performed using the means and method determined in step S07. At this timing, the driver sets the accelerator pedal operation amount to 0. This causes the vehicle MV to start coasting.

[0073] As described above, the change unit 13 of this embodiment does not keep the frequency of notification by the notification unit constant, but changes it based on the load of the driver. This makes it possible to prevent a situation in which an operation instruction is notified when the load on the driver is relatively large, causing the load on the driver to increase further. According to the driving operation support device 10 of this embodiment, the frequency of notification, etc. is changed while taking the load on the driver into consideration, making it possible to provide a more appropriate notification than before.

[0074] The frequency of notification by the notification unit may be changed based on the reason for coasting, regardless of the load on the driver.

[0075] A second embodiment will be described below. In the following, differences from the first embodiment will be mainly described, and descriptions of commonalities with the first embodiment will be omitted as appropriate.

[0076] The series of processes shown in Fig. 6 are executed by the driving operation assistance device 10 according to this embodiment in place of the series of processes shown in Fig. 2. The processes from step S03 to step S05 in Fig. 6 are the same as the processes from step S03 to step S05 in Fig. 2.

[0077] In step S05, when it is determined that it is time to issue an operation instruction, the process proceeds to step S11 in this embodiment. In step S11, a process of calculating a reduction amount of energy consumption due to coasting is performed.

[0078] The longer the coasting section L, the greater the reduction in energy consumption. FIG. 7 shows an example of a correspondence relationship between the length of the coasting section L (horizontal axis) and the reduction in energy consumption (vertical axis). Such a correspondence relationship is created in advance based on the vehicle characteristics of the vehicle MV and stored in the memory unit 18. In step S11, by using the correspondence relationship, an estimate of the "reduction in energy consumption" corresponding to the coasting section set in step S04 is calculated. This process is executed by the reduction amount estimation unit 16.

[0079] In step S12 following step S11, the reduction amount of the energy consumption calculated in step S11 is compared with a predetermined threshold E TH It is determined whether the reduction in energy consumption is equal to or greater than the threshold E TH If the amount of reduction in the energy consumption is equal to or greater than the threshold E, the process proceeds to step S07. In this case, as in the first embodiment, an operation instruction is notified to the driver. In step S12, the amount of reduction in the energy consumption is determined to be equal to or greater than the threshold E TH If it is less than the predetermined value, the series of processes shown in FIG. 6 ends without notifying the user of the operation instruction.

[0080] In this embodiment, the reduction in the energy consumption due to coasting is determined based on a threshold E THOnly when the above condition is satisfied, the driver is notified of the operation instruction. In other words, the smaller the reduction in energy consumption due to coasting becomes, the less frequently the driver is notified of the operation instruction. In this manner, the change unit 13 of this embodiment changes the frequency of notification by the notification unit based on the reduction in energy consumption due to coasting.

[0081] As shown in FIG. 7, the threshold value E TH Correspondingly, the threshold value L for the coasting section L is TH In step S12, the coasting section L is set to the threshold value L TH It may be determined whether or not the number of the first and second electrodes is equal to or larger than the first number of the first electrodes.

[0082] In step S07, the means or method used for the notification may be changed according to the reduction in the consumed energy. For example, when the notification is made by sound, the type or volume of the sound may be changed according to the reduction in the consumed energy. In this case, the change unit 13 may change at least one of the volume, tone, and phrase of the sound to be emitted.

[0083] For example, when the notification is made by a screen display, the display method may be changed according to the amount of reduction in energy consumption. In this case, it is sufficient that the change unit 13 changes at least one of the brightness, color, background color, size, and display position of the screen display.

[0084] For example, when the notification is performed by emitting light from a lamp, the light emission method may be changed according to the reduction in energy consumption. For example, if the reduction in energy consumption is greater than a predetermined value, the light may be emitted in red, and in other cases, in blue. In this case, it is sufficient that the change unit 13 changes at least one of the brightness, color, and lighting timing of the emitted light.

[0085] For example, when a notification is given by the vibration device 32, the vibration method may be changed according to the reduction in the consumed energy. In this case, it is sufficient that the change unit 13 changes at least one of the strength, vibration position, vibration pattern, and vibration frequency of the vibration by the vibration device 32.

[0086] By appropriately combining the elements of the first and second embodiments, the modification unit 13 may modify at least one of the frequency, timing, and method of notification by the notification unit based on at least one of the driver's load, the amount of reduction in energy consumption by performing the coasting, and the conditions around the vehicle MV (e.g., the reason why coasting was performed).

[0087] A third embodiment will be described below. In the following, differences from the first and second embodiments will be mainly described, and descriptions of commonalities therewith will be omitted as appropriate.

[0088] The series of processes shown in Fig. 8 are executed by the driving operation assistance device 10 according to this embodiment in place of the series of processes shown in Fig. 2. The processes from step S01 to step S05 in Fig. 8 are the same as the processes from step S01 to step S05 in Fig. 2. Moreover, the process performed in step S11 in Fig. 8 is the same as the process performed in step S11 in Fig. 6.

[0089] In step S11, after the reduction amount of the energy consumption is calculated, the process proceeds to step S21 in this embodiment. In step S21, the threshold E TH Here, the larger the value of the frequency variable, the higher the threshold E TH In other words, the smaller the load of the driver acquired in step S01, the smaller the threshold value E TH is set to a small value. In step S21, the threshold E is set based on the driver's load without using the frequency variable. TH may be directly set.

[0090] After step S21, the process proceeds to step S12. The processes executed from step S12 onwards are the same as those in the second embodiment (FIG. 6).

[0091] Each of P11 to P17 shown in Fig. 9 represents a point where the vehicle MV is traveling a predetermined distance D1, and after the coasting section is set in step S04, the result of the determination in step S05 is Yes. In Fig. 9, the size of the coasting section L set for each point is plotted. The threshold value L shown in Fig. 9 TH is a threshold value for the coasting section L, and is set in step S21 of FIG. TH This corresponds to:

[0092] For example, the threshold L TH When is set as shown in FIG. 9, notification is actually performed at each of the points P12, P14, P17, and P19.

[0093] If the driver's load increases, the threshold E TH and the corresponding threshold L TH is set to a value larger than that in FIG. 9. As a result, the coasting section L is set to a value larger than the threshold value L TH Since the frequency with which the threshold voltage exceeds 10 V becomes low, the frequency with which the notification is actually performed becomes low.

[0094] As described above, the change unit 13 of the present embodiment changes the frequency of notification by the notification unit based on both the load on the driver and the reduction in energy consumption due to coasting. TH The notification unit issues a notification only when the threshold value E TH (Step S21). This makes it possible to perform more appropriate notification while taking into consideration not only the load on the driver but also the energy consumption.

[0095] The present embodiment has been described above with reference to specific examples. However, the present disclosure is not limited to these specific examples. Any design modifications made by a person skilled in the art to these specific examples are also included within the scope of the present disclosure as long as they have the features of the present disclosure. The elements of each of the above-mentioned specific examples and their arrangements, conditions, shapes, etc. are not limited to those exemplified and can be changed as appropriate. The combination of each of the elements of each of the above-mentioned specific examples can be changed as appropriate as long as no technical contradiction occurs.

[0096] The control device and the control method described in the present disclosure may be realized by one or more dedicated computers provided by configuring a processor and a memory programmed to execute one or more functions embodied in a computer program. The control device and the control method described in the present disclosure may be realized by a dedicated computer provided by configuring a processor including one or more dedicated hardware logic circuits. The control device and the control method described in the present disclosure may be realized by one or more dedicated computers configured by a combination of a processor and a memory programmed to execute one or more functions and a processor including one or more hardware logic circuits. The computer program may be stored in a computer-readable non-transitory tangible recording medium as instructions executed by the computer. The dedicated hardware logic circuit and the hardware logic circuit may be realized by a digital circuit including a plurality of logic circuits, or an analog circuit. [Explanation of symbols]

[0097] MV: Vehicle 10: Driving operation support device 13: Change section 31: Navigation system 32: Vibration device

Claims

1. A driving operation assistance device (10) for a vehicle (MV), a notification unit (31, 32) that notifies a driver of an operation instruction, which is an instruction to prompt the driver to perform an operation to start coasting of the vehicle when coasting of the vehicle has an effect of reducing energy consumption; A driving operation assistance device comprising: a change unit (13) that changes the frequency or timing of the notification by the notification unit based on a load on the driver.

2. The change unit changes a frequency of the notification by the notification unit based on a load of the driver, The frequency changed by the change unit is Among the number of times that it is determined that the operation instruction is necessary within a predetermined period, The driving operation support device according to claim 1 , wherein the ratio is a ratio of the number of times the notification is actually performed by the notification unit during the predetermined period.

3. The change unit changes a frequency of the notification by the notification unit based on a load of the driver, The frequency changed by the change unit is The driving operation assistance device according to claim 1 , wherein the notification unit issues a notification a number of times while the vehicle travels a predetermined distance.

4. The driving operation assistance device according to claim 1 , wherein the change unit changes a frequency of the notification by the notification unit based on both a load on the driver and an amount of reduction in energy consumption due to the coasting.

5. only when an amount of reduction in energy consumption due to the coasting is equal to or greater than a predetermined threshold, the notification unit issues a notification. The driving operation support device according to claim 4 , wherein the change unit changes the threshold value based on a load of the driver.

6. A load acquisition unit (14) for acquiring a load of the driver is further provided, 2. The driving operation assistance device according to claim 1, wherein the load acquisition unit acquires the load of the driver based on at least one of the driver's biosignal, a condition of a road on which the vehicle is traveling, a number of occupants in the vehicle, a margin of time for driving the vehicle, and a brightness around the vehicle.

7. The load acquisition unit acquires a load of the driver based on a biological signal of the driver, The driving operation support device according to claim 6 , wherein the biological signal is a signal indicating at least one of a fatigue level and a wakefulness level of the driver.

8. The load acquisition unit acquires a load of the driver based on a condition of a road on which the vehicle is traveling, The driving operation assistance device according to claim 6, wherein the condition is at least one of a degree of congestion of the road, a number of lanes of the road, and a number of traffic lights installed within a predetermined range of the road.

9. The driving operation support device according to claim 1 , wherein the change unit changes a timing of the notification by the notification unit based on a degree of congestion of a road on which the vehicle is traveling, thereby changing the section of the coasting.

10. 7. The driving operation assistance device according to claim 6, wherein the load acquisition unit acquires the load of the driver based on a plurality of parameters among the driver's biosignal, a condition of a road on which the vehicle is traveling, a number of occupants in the vehicle, a margin of time for driving the vehicle, and a brightness around the vehicle.

11. 11. The driving operation assistance device according to claim 10, wherein the load acquisition unit acquires the load of the driver individually based on each of the plurality of parameters, and acquires the largest of the acquired plurality of loads as the final load.

12. 11. The driving operation assistance device according to claim 10, wherein the load acquisition unit acquires the load of the driver individually based on each of the plurality of parameters, and acquires an average value of the acquired plurality of loads or a weighted average value of the acquired plurality of loads as the final load.

13. The driving operation assistance device according to claim 1 , wherein the notification unit notifies the driver of the operation instruction by using at least one of a sound, a screen display, a light, and a vibration.

14. The notification unit notifies the driver of the operation instruction by using a sound, The driving operation assistance device according to claim 13, wherein the change unit changes at least one of a volume, a tone, and a phrase of the sound.

15. The notification unit notifies the driver of the operation instruction by using a screen display, The driving operation support device according to claim 13 , wherein the change unit changes at least one of the brightness, color, background color, size, type of icon displayed, and display position of the screen display.

16. The notification unit notifies the driver of the operation instruction by using light, The driving operation assistance device according to claim 13 , wherein the change unit changes at least one of the brightness, color, and lighting timing of the light.

17. The notification unit notifies the driver of the operation instruction by using vibration, The driving operation assistance device according to claim 13, wherein the change unit changes at least one of the strength, the vibration position, the vibration pattern, and the vibration frequency of the vibration.

18. The notification unit can notify the driver by using at least two types of means among sound, screen display, light, and vibration, The driving operation support device according to claim 13 , wherein the change unit changes the means used for the notification by the notification unit.

19. The driving operation support device according to claim 18 , wherein the change unit changes the means used for the notification by the notification unit depending on a situation around the vehicle.

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