JP2015199412A - Vehicle drive assist device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive assist device capable of finishing at an adequate timing a notification control for notifying that a drive assist control adjusting a brake power to a vehicle corresponding to a target brake power is being performed.SOLUTION: If a sixth timing t6 is set as a determination point that is later, by a notification finish time TATh, than a second timing t2 when a target brake power BPT becomes less than a prescribed value, when an accelerator operation is detected before the determination point, a brake ECU finishes a notification control earlier for making a notification device notify that a vehicle downhill assist control is in an execution as the detection of the accelerator operation is earlier.

Description

  The present invention relates to a driving support apparatus for a vehicle.

  Vehicle downhill control such as DAC (Downhill Assist Control) is known as driving assistance control that is performed when the vehicle is traveling on an off-road surface that is not paved. In such vehicle downhill control, the braking force applied to the vehicle is adjusted by operating the brake actuator so that the vehicle body speed of the vehicle does not exceed the target speed (for example, 5 km / h). At this time, the target braking force is calculated based on the target speed, the vehicle body speed, and the like, and the brake actuator is controlled according to the target braking force.

  For example, in the driving support device described in Patent Document 1, when the braking force on the vehicle is adjusted by performing the vehicle downhill control, a vehicle downhill control is performed using a speaker which is an example of a notification device. Is implemented so as to notify the driver that the vehicle is being implemented.

  Here, it is assumed that the notification control is terminated when the target braking force is substantially “0 (zero)”. In this case, the notification control is ended when the target braking force temporarily becomes “0 (zero)”, and then the notification control is resumed when the target braking force is increased from “0 (zero)”. Sometimes. In order to suppress such notification control hunting, the notification control is terminated when the duration of the situation where the target braking force is substantially “0 (zero)” reaches a predetermined notification end time. Is preferred.

Japanese National Patent Publication No. 10-507145

  By the way, the driver of the vehicle may start the accelerator operation before the time when the duration of the situation where the target braking force is substantially “0 (zero)” reaches the notification end time. In this case, since the braking force is not already applied to the vehicle at the start of the accelerator operation, the driver does not feel a catch. However, the driver may feel uncomfortable with the above notification by the notification device, even though the braking force is not already applied to the vehicle.

  SUMMARY OF THE INVENTION An object of the present invention is a vehicle driving support device capable of terminating notification control for notifying that driving support control for adjusting braking force on a vehicle according to a target braking force is in progress at an appropriate timing. It is to provide.

  A vehicle driving support apparatus for solving the above problems includes a braking control unit that performs driving support control for adjusting a braking force on a vehicle by operating a brake actuator according to a target braking force, and a target braking force is Assuming a device comprising a notification control unit that terminates notification control for notifying the notification device that driving support control is being performed when the duration of a situation that is less than or equal to a specified value reaches the notification end time. It is said. And in this driving assistance device, when the time point after the notification end time after the target braking force becomes equal to or less than the specified value is set as the determination time point, the notification control unit detects when the accelerator operation is detected before the determination time point. The earlier the detection of the accelerator operation, the earlier the notification control ends.

  According to the above configuration, when the driver starts the accelerator operation before the determination time, the notification control is terminated earlier as the accelerator operation start timing is earlier. Therefore, giving the driver discomfort due to the notification by the notification device even though the application of the braking force by the execution of the driving support control has already been completed and the vehicle is accelerating due to the accelerator operation by the driver. It becomes difficult. Therefore, the notification control for notifying that the driving support control for adjusting the braking force applied to the vehicle according to the target braking force is being performed can be ended at an appropriate timing.

  By the way, when the target braking force becomes equal to or less than the specified value, measurement of the duration time of the situation where the target braking force is equal to or less than the specified value is started. Then, when this duration time reaches the notification end time, the notification control is ended. Therefore, in the vehicle driving support device, when the accelerator operation is detected before the determination time point, the notification control unit increases and corrects the duration time measured from the time point when the target braking force becomes the specified value or less. It is preferable that the notification control is ended when the duration of the increase correction reaches the notification end time.

  According to the above configuration, when the driver starts the accelerator operation before the determination time, the duration is corrected to increase. Then, when the increase corrected duration reaches the notification end time, the notification control is ended. Thereby, even if a driver | operator starts accelerator operation before the determination time, compared with the case where the duration is not increased and corrected, the notification by the notification device can be terminated earlier.

  For example, when the specified time is set in advance as a time shorter than the notification end time, the notification control unit determines that the duration time measured from when the target braking force becomes equal to or less than the specified value reaches the specified time. When an accelerator operation is detected, it is preferable that the duration is changed to a specified time and the update of the duration is continued, and the notification control is terminated when the duration reaches the notification end time. According to this configuration, when the driver starts the accelerator operation before the duration time measured from the time when the target braking force becomes equal to or less than the specified value reaches the specified time, the notification by the notification device is notified to the driver. The earlier the accelerator operation by, the sooner it can be terminated.

The schematic block diagram which shows a vehicle provided with the control apparatus which is one Embodiment of the driving assistance device of a vehicle. The flowchart explaining the processing routine performed when determining the completion | finish timing of alerting | reporting control. It is a timing chart at the time of vehicle downhill control being implemented, (a) shows change of accelerator operation, (b) shows change of accelerator opening, and (c) carries out vehicle downhill control. (D) shows the transition of the target braking force, (e) shows the transition of the road surface gradient, (f) shows the transition of the control off time, and (g) shows the embodiment of the notification control. (H) shows the transition of the vehicle body speed of the vehicle. In another embodiment, the flowchart explaining a part of process routine performed when determining the completion | finish timing of alerting | reporting control. The flowchart explaining a part of process routine performed when determining the completion | finish timing of alerting | reporting control in other another embodiment.

Hereinafter, an embodiment of a vehicle driving support device will be described with reference to FIGS.
FIG. 1 illustrates a vehicle including a control device 50 that is a vehicle driving support device of the present embodiment. As shown in FIG. 1, the vehicle is a four-wheel drive vehicle in which the left front wheel FL, the right front wheel FR, the left rear wheel RL, and the right rear wheel RR function as drive wheels.

  Such a vehicle includes an engine 12 that outputs a driving force according to the amount of operation of the accelerator pedal 11 by the driver. The driving force output from the engine 12 is transmitted to the transfer 15 through the transmission 13 and the auxiliary transmission 14. The driving force distributed to the front wheel side by the transfer 15 is transmitted to the front wheels FL and FR through the front wheel differential 16, and the driving force distributed to the rear wheel side by the transfer 15 is transmitted to the rear wheel through the rear wheel differential 17. It is transmitted to RL and RR. In the present specification, the operation of the accelerator pedal 11 by the driver may be referred to as “accelerator operation”.

  The vehicle braking device 20 is configured to individually adjust the braking force for each of the wheels FL, FR, RL, and RR, and a hydraulic pressure generating device 22 that generates hydraulic pressure according to the operating force of the brake pedal 21 by the driver. And a brake actuator 23 that can be used. In the present specification, the operation of the brake pedal 21 by the driver may be referred to as “brake operation”.

  Further, the vehicle is provided with brake mechanisms 25a, 25b, 25c, and 25d that individually correspond to the wheels FL, FR, RL, and RR. The brake mechanisms 25a to 25d apply to the wheels FL, FR, RL, and RR a braking force corresponding to the hydraulic pressure generated in the cylinder. That is, when the driver performs a brake operation, an amount of brake fluid corresponding to the hydraulic pressure generated by the hydraulic pressure generator 22 is supplied into the cylinders of the brake mechanisms 25a to 25d, so that The fluid pressure is increased. Further, when the brake actuator 23 is in operation, the hydraulic pressure in the cylinders of the brake mechanisms 25a to 25d is adjusted by the brake actuator 23.

  The vehicle is provided with a notification device 30 for notifying the driver of the state of the vehicle. For example, when the vehicle downhill control, which will be described later in detail, is performed, the notification device 30 notifies the driver that the control is being performed. In addition, as the alerting | reporting apparatus 30, a lighting lamp, a speaker, the display screen of a navigation apparatus, etc. can be mentioned.

  Such a vehicle is provided with a brake switch SW1, an accelerator opening sensor SE1, wheel speed sensors SE2, SE3, SE4, SE5 and a longitudinal acceleration sensor SE6. The brake switch SW1 detects whether or not the brake pedal 21 is operated. The accelerator opening sensor SE1 detects an accelerator opening AC corresponding to an accelerator operation amount that is an operation amount of the accelerator pedal 11. The wheel speed sensors SE2 to SE5 are provided for each of the wheels FL, FR, RL, and RR, and detect the wheel speed VW of the corresponding wheel. The longitudinal acceleration sensor SE6 detects a longitudinal acceleration Gx that is an acceleration in the longitudinal direction of the vehicle. Information detected by these detection systems is input to the control device 50.

  The control device 50 includes an engine ECU 51 that controls the engine 12, a transmission ECU 52 that controls the transmission 13 and the auxiliary transmission 14, and a brake ECU 53 that controls the brake actuator 23. These ECUs 51 to 53 can transmit and receive various types of information and commands to each other.

  In such a vehicle, as a driving support control, by operating the brake actuator 23, a target speed VSTr set at an extremely low speed (for example, 5 km / h) is applied to the vehicle so that the vehicle body speed VS does not exceed the vehicle. Vehicle downhill control for adjusting power is performed. This vehicle downhill control is a control that assists the driver in operating the vehicle when the vehicle is traveling on a low μ road such as an off-road road that is not paved and a snowy road. That is, the vehicle downhill control is performed, so that the vehicle body speed VS of the vehicle is prevented from becoming too high, so that the driver can concentrate on the operation of the steering wheel.

  However, even when the vehicle downhill control is being performed, the vehicle body speed VS of the vehicle can be adjusted by a brake operation or an accelerator operation. For example, the target speed VSTr can be increased by the driver performing an accelerator operation during the vehicle downhill control.

  While the vehicle downhill control is being performed, the notification device 30 notifies that the vehicle downhill control is being performed. And the alerting | reporting by the alerting | reporting apparatus 30 will be complete | finished when vehicle downhill control is complete | finished.

  Next, a processing routine executed by the brake ECU 53 in order to determine the end timing of the notification control to be notified to the notification device 30 will be described with reference to the flowchart shown in FIG. This processing routine is a processing routine that is executed in a preset control cycle when the vehicle downhill control is being performed.

  As shown in FIG. 2, in this processing routine, the brake ECU 53 determines a target speed VSTr for vehicle downhill control (step S11). For example, when the driver does not perform both the accelerator operation and the brake operation, the brake ECU 53 holds the target speed VSTr at the reference target speed VSTrB (for example, 5 km / h). Further, the brake ECU 53 makes the target speed VSTr larger than the reference target speed VSTrB when the driver performs an accelerator operation, and sets the target speed VSTr as the reference target speed when the driver performs a brake operation. It is smaller than VSTrB.

  Subsequently, the brake ECU 53 acquires the wheel speed VW of each wheel FL, FR, RL, RR detected by each wheel speed sensor SE2 to SE5 (step S12). Then, the brake ECU 53 calculates the vehicle body speed VS of the vehicle based on at least one of the wheel speeds VW of the wheels FL, FR, RL, and RR (step S13). For example, when the braking force is applied to the vehicle by performing the vehicle downhill control, the brake ECU 53 sets the vehicle body speed VS based on the largest wheel speed VW among the wheel speeds VW of the wheels FL, FR, RL, RR. Calculate.

  Subsequently, the brake ECU 53 calculates a target braking force BPT during the vehicle downhill control (step S14). That is, the brake ECU 53 calculates the target braking force BPT so that the difference between the vehicle body speed VS and the target speed VSTr of the vehicle becomes small. For example, when the vehicle body speed VS of the vehicle is smaller than the target speed VSTr and the vehicle body speed VS is increased, the brake ECU 53 decreases the target braking force BPT. Further, when the vehicle body speed VS of the vehicle is larger than the target speed VSTr and the vehicle body speed VS is decreased, the brake ECU 53 increases the target braking force BPT. Further, when the vehicle body speed VS of the vehicle is substantially equal to the target speed VSTr, the brake ECU 53 holds the target braking force BPT.

  Then, the brake ECU 53 determines whether or not the target braking force BPT calculated in step S14 is equal to or less than a preset specified value BPTh (step S15). The specified value BPTh is a reference value that is set to determine whether or not the vehicle downhill control may be substantially finished, and is set to “0 (zero)” or “0 (zero)”. A close value is determined. Here, the target braking force BPT is determined to be “0 (zero)”. That is, when the target braking force BPT is equal to or less than the specified value BPTh, the braking force applied to the vehicle by the operation of the brake actuator 23 is “0 (zero)” or almost “0 (zero)”, and the vehicle descends downhill. It can be determined that the control may have been substantially terminated. On the other hand, when the target braking force BPT is larger than the specified value BPTh, it can be determined that the braking force is applied to the vehicle by performing the vehicle downhill control.

  Therefore, when the target braking force BPT is larger than the specified value BPTh (step S15: NO), the brake ECU 53 sets the control off time TA corresponding to the duration of the situation where the target braking force BPT is equal to or less than the specified value BPTh to “0”. (Zero) "(step S16). Subsequently, the brake ECU 53 sets the detection flag FLG to OFF (step S17). The detection flag FLG is a flag that is turned “ON” when an accelerator operation is detected in a situation where the target braking force BPT is equal to or less than a specified value BPTh.

  Then, the brake ECU 53 operates the brake actuator 23 according to the target braking force BPT calculated in step S14 (step S18). Therefore, in this embodiment, in this embodiment, the brake ECU 53 operates the brake actuator 23 in accordance with the target braking force BPT, thereby implementing vehicle downhill control for adjusting the braking force on the vehicle. Also works.

  Subsequently, the brake ECU 53 performs notification control for notifying the notification device 30 that the vehicle downhill control is being performed (step S19). Therefore, in this point, in this embodiment, the brake ECU 53 also functions as a “notification control unit”. Thereafter, the brake ECU 53 once ends this processing routine.

  On the other hand, when the target braking force BPT is equal to or less than the specified value BPTh in step S15 (YES), the brake ECU 53 determines whether or not the current control off time TA is equal to or greater than the notification end time TATh (step). S20). When the control off time TA is equal to or longer than the notification end time TATh (step S20: YES), the brake ECU 53 ends the notification control (step S21), and then ends this processing routine.

  On the other hand, when the control off time TA is less than the notification end time TATh (step S20: NO), the brake ECU 53 determines whether or not an accelerator operation is detected (step S22). For example, the brake ECU 53 may detect the accelerator operation when the accelerator opening AC detected by the accelerator opening sensor SE1 is equal to or greater than a predetermined opening threshold.

  If the accelerator operation is not detected (step S22: NO), the brake ECU 53 proceeds to step S26 described later. On the other hand, when the accelerator operation is detected (step S22: YES), the brake ECU 53 determines whether or not the detection flag FLG is off (step S23). If the detection flag FLG is on (step S23: NO), the brake ECU 53 proceeds to step S26 to be described later.

  On the other hand, when the detection flag FLG is off (step S23: YES), the brake ECU 53 sets the larger value of the current control off time TA and the predetermined correction control off time TA1 as the control off time TA. (Step S24). That is, in step S24, if the current control off time TA is less than the correction control off time TA1, the control off time TA is corrected to increase. The correction control off time TA1 is set in advance to a value slightly smaller than the notification end time TATh. In the present embodiment, the correction control off time TA1 corresponds to an example of “specified time”. Subsequently, the brake ECU 53 sets the detection flag FLG to ON (step S25), and the process proceeds to the next step S26.

  In step S26, the brake ECU 53 increments the control off time TA by “1”. That is, when the accelerator operation is detected in a situation where the control off time TA is equal to or shorter than the correction control off time TA1, the brake ECU 53 sets the control off time TA even after changing the control off time TA to the correction control off time TA1. Continue updating. On the other hand, the brake ECU 53 does not change the control off time TA to the correction control off time TA1 and updates the control off time TA when an accelerator operation is detected in a situation where the control off time TA exceeds the correction control off time TA1. To do. Thereafter, the brake ECU 53 proceeds to step S19 described above.

  Next, with reference to the timing chart shown in FIG. 3, the operation when the application of the braking force to the vehicle by the vehicle downhill control is terminated will be described. As a premise, it is assumed that the road surface on which the vehicle travels changes from a downhill road to a flat road.

  As shown in FIGS. 3 (a), (b), (c), (d), (e), (f), (g), (h), when the vehicle is traveling on a downhill road, Since the braking force BPT is greater than “0 (zero)”, the braking force is applied to the vehicle by performing the vehicle downhill control. Further, since neither the accelerator operation nor the brake operation is performed, the target speed VSTr is the reference target speed VSTrB. As a result, the vehicle body speed VS of the vehicle traveling on the slope is maintained in the vicinity of the reference target speed VSTrB which is also the target speed VSTr.

  From the first timing t1 onward when such vehicle downhill control is being implemented, the road surface gradient θ gradually decreases. Accordingly, the target braking force BPT is also gradually reduced. As a result, even if the road surface gradient θ changes, the vehicle body speed VS is maintained in the vicinity of the target speed VSTr (= VSTrB).

  Thereafter, at the second timing t2, the target braking force BPT becomes the specified value BPTh (= 0 (zero)) (step S15: YES). Then, measurement of the control off time TA, which is the duration of the situation where the target braking force BPT is equal to or less than the specified value BPTh, is started (step S26). However, during the period when the control off time TA is less than the notification end time TATh (step S20: NO), the notification control is continued (step S19).

  The accelerator operation is detected at the third timing t3 during the measurement of the control off time TA (step S22: YES). At the third timing t3, since the control off time TA is less than the correction control off time TA1, the control off time TA is corrected to increase to the correction control off time TA1 (step S24). When the control off time TA at the timing when the accelerator operation is detected is equal to or longer than the correction control off time TA1, the control off time TA is not corrected for increase.

  Here, in the case of the comparative example in which the control off time TA is not increased and corrected even when the accelerator operation is detected, as shown by the two-dot chain line in FIG. At the sixth timing t6 when the time has passed, the control off time TA reaches the notification end time TATh. That is, the notification by the notification device 30 is performed until the sixth timing t6.

  The sixth timing t6 is a time point after the notification end time TATh after the target braking force BPT becomes equal to or less than the specified value BPTh, and corresponds to a “determination time point”. Further, the fifth timing t5, which is a time point after the correction control off time TA1 after the target braking force BPT becomes equal to or less than the specified value BPTTh, is a time point after the specified time after the target braking force BPT becomes equal to or less than the specified value BPTh. It corresponds to the “specific time”.

  In contrast, in the present embodiment, the control off time TA is corrected to increase at the third timing t3 when the accelerator operation is detected. Then, after the third timing t3, the update of the control-off time TA corrected for increase is continued. Therefore, the control off time TA reaches the notification end time TATh at the fourth timing t4 that is closer to the third timing t3 than the sixth timing t6 (step S20: YES). As a result, the notification by the notification device 30 ends at the fourth timing t4 (step S21).

  The accelerator operation by the driver may be started when the target braking force BPT is still larger than the specified value BPTh. In this case, when the target braking force BPT becomes equal to or less than the specified value BPTh, the accelerator operation is detected immediately. That is, at the second timing t2 when the target braking force BPT becomes equal to or less than the specified value BPTh, the control off time TA is corrected to increase to the correction control off time TA1. Therefore, when the accelerator operation is started in such a situation where the target braking force BPT is larger than the specified value BPTh, the notification by the notification device 30 starts the accelerator operation after the target braking force BPT becomes equal to or less than the specified value BPTh. It will be finished earlier than if

  The accelerator operation by the driver may be started between the fifth timing t5 and the sixth timing t6. In this case, when the accelerator operation is detected, the control off time TA is longer than the correction control off time TA1, and thus the control off time TA is not corrected for increase. As a result, the notification by the notification device 30 is terminated at the sixth timing t6.

As mentioned above, according to the said structure and effect | action, the effect shown below can be acquired.
(1) When the driver starts the accelerator operation before the determination time, the notification control is terminated earlier than when the driver is not operating the accelerator even when the determination time is reached. Therefore, the driver feels discomfort due to the notification by the notification device 30 even though the application of the braking force by the execution of the vehicle downhill control has already ended and the vehicle is accelerated by the accelerator operation by the driver. It becomes difficult to give to. Therefore, the notification control can be terminated at an appropriate timing.

  (2) In the present embodiment, when the accelerator operation is detected when the control off time TA measured from when the target braking force BPT becomes equal to or less than the specified value BPTh is smaller than the correction control off time TA1, the control is turned off. The time TA is changed to the correction control off time TA1, and the control off time TA is continuously updated. Then, the notification control is ended when the control-off time TA updated in this way reaches the notification end time TATh. Therefore, when the driver starts the accelerator operation before the control off time TA reaches the corrected control off time TA1, the notification by the notification device 30 is terminated earlier as the driver starts the accelerator operation earlier. Can do.

  (3) When the accelerator operation is detected when the control off time TA is smaller than the correction control off time TA1, the notification by the notification device 30 is terminated when a predetermined time has elapsed from the start of the accelerator operation. This predetermined time is equal to the difference obtained by subtracting the correction control off time TA1 from the notification end time TATh. Therefore, the notification by the notification device 30 can be terminated early after the accelerator operation is detected.

  (4) On the other hand, when the driver starts the accelerator operation after the control off time TA reaches the correction control off time TA1, the control off time TA is not changed to the correction control off time TA1. Then, when the control off time TA reaches the notification end time TATh (that is, the determination time), the notification by the notification device 30 is ended. Therefore, even if the driver starts the accelerator operation between the specific time point and the determination time point, the notification by the notification device 30 may be terminated as soon as the vehicle starts to accelerate due to the accelerator operation by the driver. it can.

The above embodiment may be changed to another embodiment as described below.
Accelerator operation between the time point after the correction control off time TA1 after the target braking force BPT becomes equal to or less than the specified value BPTTh and the time point after the notification end time TATh after the target braking force BPT becomes equal to or less than the specified value BPTh When is started, the notification control may be ended simultaneously with the detection of the accelerator operation. In this case, when the driver starts the accelerator operation before the time after the notification end time TATh after the target braking force BPT becomes equal to or less than the specified value BPTh, the driver performs the accelerator operation even when the driver reaches the same point. The notification control can be terminated early compared to when it is not.

  In the above embodiment, when the control off time TA is equal to or shorter than the correction control off time TA1, the control off time TA is increased and corrected, and when the increased correction control off time TA becomes equal to or longer than the notification end time TATh, notification is made. The control is terminated. However, even if the driver performs the accelerator operation, the accelerator operation may be terminated before the increased control-off time TA becomes equal to or longer than the notification end time TATh. In this way, when the accelerator operation is immediately ended, the notification control may be performed from the target braking force BPT being equal to or less than the specified value BPTh to a determination time point that is a time point after the notification end time TATh.

  -When the driver starts the accelerator operation before the determination time, which is the time after the notification end time TATh, after the target braking force BPT becomes equal to or less than the specified value BPTh, the control off time TA is increased by the following method. You may make it correct | amend.

  FIG. 4 shows a part of an example of a flowchart for determining the end timing of the notification control by a method different from the above embodiment. As shown in FIG. 4, when the accelerator operation is detected (step S22: YES) and the detection flag FLG is off (step S23: YES), the brake ECU 53 adds the correction value X to the current control off time TA. Then, the sum is set as the latest control off time TA (step S241). Subsequently, the brake ECU 53 turns on the detection flag FLG (step S25), and the process proceeds to step S26.

  In this case, the correction value X may be a fixed value set in advance or a variable value. When the correction value X is variable, the correction value X may be increased as the control off time TA when the accelerator operation is detected is shorter.

  Even if such a control configuration is adopted, if the driver starts the accelerator operation before the time after the notification end time TATh after the target braking force BPT becomes equal to or less than the specified value BPTh, the driver starts the accelerator operation. The earlier the is, the earlier the notification by the notification device 30 can be terminated.

  -When the driver starts the accelerator operation before the time point after the notification end time TATh after the target braking force BPT becomes equal to or less than the specified value BPTh, the elapsed time after detecting the accelerator operation is measured. May be.

  FIG. 5 shows a part of an example of a flowchart for realizing such contents. As shown in FIG. 5, when the target braking force BPT is less than or equal to the specified value BPTh (step S15: YES), the brake ECU 53 determines whether or not an operation-detected elapsed time TB, which will be described later, is greater than or equal to another notification end time TBTh. Is determined (step S200). The other notification end time TBTh is preferably a value equal to or smaller than the difference obtained by subtracting the correction control off time TA1 from the notification end time TATh.

  If the elapsed time TB after the operation detection is equal to or longer than the other notification end time TBTh (step S200: YES), the brake ECU 53 ends the notification control (step S21) and ends the present processing routine. On the other hand, when the elapsed time TB after operation detection is less than the other notification end time TBTh (step S200: NO) and the control off time TA is equal to or longer than the notification end time TATh (step S20: YES), the brake ECU 53 The process proceeds to step S21 described above. On the other hand, when the control off time TA is less than the notification end time TATh (step S20: NO), the brake ECU 53 determines whether or not an accelerator operation has already been detected (step S22).

  When the accelerator operation has already been detected (step S22: YES), the brake ECU 53 increments the elapsed time TB after the operation detection by “1” (step S242), and the process proceeds to step S26. That is, the elapsed time TB after the operation detection corresponds to an elapsed time after the start of the accelerator operation is detected in a situation where the target braking force BPT is equal to or less than the specified value BPTh. Therefore, the other notification end time TBTh corresponds to a “correction end time” shorter than the notification end time TATh. On the other hand, when the accelerator operation has not been detected yet (step S22: NO), the brake ECU 53 shifts the process to step S26.

  Even if such a control configuration is adopted, if the driver starts the accelerator operation before the time after the notification end time TATh after the target braking force BPT becomes equal to or less than the specified value BPTh, the driver starts the accelerator operation. The earlier the is, the earlier the notification by the notification device 30 can be terminated.

  -When the driver starts the accelerator operation before the time after the notification end time TATh after the target braking force BPT becomes equal to or less than the specified value BPTTh, the notification control is ended when the accelerator operation is detected. Also good. Even if such a control configuration is adopted, an effect equivalent to the effect (1) of the above embodiment can be obtained.

  The notification end time TATh may be reduced when the driver starts the accelerator operation before the time after the notification end time TATh after the target braking force BPT becomes equal to or less than the specified value BPTh. Even in this case, an effect equivalent to the effect (1) of the above embodiment can be obtained. When the notification end time TATh is decreased and corrected as described above, the control off time TA need not be increased and corrected.

The notification device does not have to be mounted on the vehicle, and may be a user terminal (for example, a mobile terminal such as a tablet terminal) that can communicate with the control device 50.
Next, the technical idea that can be grasped from the above embodiment and another embodiment will be added below.

(A) a braking control unit that performs driving support control for adjusting the braking force on the vehicle by operating the brake actuator according to the target braking force;
A notification control unit that terminates notification control for notifying the notification device that the driving support control is being performed when the duration of the situation where the target braking force is equal to or less than a predetermined value reaches the notification end time; In a vehicle driving support device comprising:
When the time point after the notification end time after the target braking force becomes equal to or less than the specified value is set as the determination time point,
When the accelerator operation is detected before the determination time point, the notification control unit ends the notification control earlier than when the accelerator operation is not detected even when the determination time point is reached. Vehicle driving support device.

  According to the above configuration, when the driver starts the accelerator operation before the determination time, the notification control is terminated earlier than when the driver is not operating the accelerator even when the determination time is reached. Therefore, giving the driver discomfort due to the notification by the notification device even though the application of the braking force by the execution of the driving support control has already been completed and the vehicle is accelerating due to the accelerator operation by the driver. It becomes difficult. Therefore, the notification control for notifying that the driving support control for adjusting the braking force applied to the vehicle according to the target braking force is being performed can be ended at an appropriate timing.

(B) The notification control unit
When an accelerator operation is detected after the duration time measured from the time when the target braking force becomes equal to or less than the prescribed value exceeds the prescribed time, the duration is not changed to the prescribed time, and the duration is continued. The time may be updated.

  The time point after the specified time after the target braking force becomes equal to or less than the specified value (herein also referred to as “specific time point”) is close in time to the determination time point. Therefore, if the driver starts the accelerator operation between the specific time and the determination time, even if the notification control is terminated at the determination time, the vehicle starts to accelerate due to the driver's accelerator operation. Immediately, the notification by the notification device comes to an end. In this regard, in the above configuration, even when the driver starts the accelerator operation between the specific time point and the determination time point, the notification control can be terminated early.

  (C) If the accelerator operation is detected before the duration time measured from the time when the target braking force becomes equal to or less than the specified value before the notification end time is reached, You may make it complete | finish the said alerting | reporting control, when the said continuation time measured from a detection time reaches | attains the correction | amendment end time shorter than the said alerting | reporting end time.

  DESCRIPTION OF SYMBOLS 23 ... Brake actuator, 30 ... Notification apparatus, 50 ... Control apparatus which is an example of vehicle driving assistance apparatus, 53 ... Brake ECU which is an example of a brake control part and a notification control part, BPT ... Target braking force, BPTh ... Specified value TA: Control off time corresponding to duration, TA1 ... Correction control off time corresponding to specified time, TATh ... Notification end time, TB ... Elapsed time after operation detection, TBTh ... Other notification end corresponding to correction end time time.

Claims (3)

A brake control unit that performs driving support control for adjusting the braking force on the vehicle by operating the brake actuator according to the target braking force;
A notification control unit that terminates notification control for notifying the notification device that the driving support control is being performed when the duration of the situation where the target braking force is equal to or less than a predetermined value reaches the notification end time; In a vehicle driving support device comprising:
When the time point after the notification end time after the target braking force becomes equal to or less than the specified value is set as the determination time point,
When the accelerator operation is detected before the determination time, the notification control unit ends the notification control earlier as the detection of the accelerator operation is earlier. The notification control unit
When an accelerator operation is detected before the determination time point, the duration time measured from the time point when the target braking force becomes equal to or less than the specified value is corrected to increase,
The vehicle driving support device according to claim 1, wherein the notification control is terminated when the increase corrected duration time reaches the notification end time. As the time shorter than the notification end time, a specified time is preset,
The notification control unit
When an accelerator operation is detected before the duration time measured from the time when the target braking force becomes equal to or less than the specified value, the duration time is changed to the specified time. Will continue to update
The vehicle driving support device according to claim 2, wherein the notification control is ended when the continuous time reaches the notification end time.