Dynamic Assistance Timing for Vehicle Fuel Efficiency
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Solution Overview
Problem
Conventional driving assistance systems do not provide sufficient guidance for drivers to optimize fuel consumption and deceleration at traffic signals, lacking in dynamic adjustment of assistance modes and timing based on vehicle state and location.
Innovation Solution
A driving assistance apparatus that includes an ECU and HMI, which computes and adjusts the first and second assistance timings based on target travel state quantities and deceleration rates, providing dynamic guidance through visual and auditory cues to promote economical driving and optimal deceleration, utilizing a hybrid vehicle system with regenerative braking.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If conventional driving assistance systems provide fixed timing guidance for deceleration, then the system structure is simple, but the fuel efficiency improvement is insufficient and the assistance is not suitable for different driving conditions
Solution Approach 1:
The patent implements dynamic assistance timing computation based on real-time vehicle state (speed, acceleration requests, braking requests) and location information. The ECU computes first and second assistance timings dynamically, adjusting the guidance provided to the driver based on current driving conditions, thereby improving fuel efficiency without requiring overly complex fixed-rule systems
Solution Approach 2:
The system changes the parameter of assistance timing from fixed to variable, computing different timing values based on vehicle speed, acceleration requests, braking requests, and location. This allows the system to adapt to different driving scenarios and optimize fuel consumption across various conditions
2Measurement precision
If the assistance timing is computed based on multiple parameters (target travel state quantity and deceleration rate), then the guidance accuracy is improved, but the computation complexity increases
Solution Approach 1:
The patent computes assistance timings in advance based on target travel state quantities and estimated deceleration rates, providing guidance to the driver before the optimal deceleration point is reached. This preliminary computation allows the system to account for driver reaction time while using multiple parameters for accurate timing determination
Solution Approach 2:
The ECU acts as an intermediary that processes multiple input parameters (vehicle speed, acceleration requests, braking requests, location, target travel state quantities) and computes assistance timings that balance accuracy with computational feasibility, translating complex multi-parameter data into actionable guidance timing
3Use of energy by moving object
If the system provides early deceleration guidance, then fuel consumption is reduced, but the driver may experience sudden braking impressions and reduced comfort
Solution Approach 1:
The system provides gradual assistance guidance before the optimal deceleration point, allowing the driver to ease off the accelerator progressively rather than suddenly. The HMI outputs assistance information that cushions the transition, reducing the shock of deceleration while still achieving fuel efficiency goals by guiding early accelerator release
4Adaptability or versatility
If the assistance mode is changed dynamically based on time period, then the adaptability to different driving conditions is improved, but the control complexity increases
Solution Approach 1:
The patent divides the time period from first assistance timing to second assistance timing into segments, with the HMI outputting different types of assistance information in different time segments. This segmentation allows adaptive guidance tailored to how much time remains before the optimal deceleration point, improving assistability without requiring entirely different control systems for each condition
Data Source
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AI summary
A driving assistance apparatus (1) includes an assistance apparatus (4) that is capable of outputting driving assistance information for assisting driving of the vehicle (2) on the basis of a target travel state quantity of a vehicle (2), and an assistance control apparatus (50) that controls the assistance apparatus (4) to change a mode of the driving assistance information between a time period from a first assistance timing based on the target travel state quantity to a second assistance timing, which is based on the target travel state quantity and subsequent to the first assistance timing, and a time period from the second assistance timing onwards, hence the driving assistance apparatus (1) is capable of providing suitable driving assistance.