JP5257321B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device for an electric vehicle that can be driven by electric energy stored in a battery, and in particular, performs driving control according to the remaining capacity of the electric energy stored in the battery and efficiently uses the electric energy. The present invention relates to a driving support device that realizes traveling.

In an automobile with a hybrid system that runs using an engine and an electric motor as a power source, or an electric car that runs only with an electric motor, regenerative operation is performed during deceleration to convert deceleration energy into regenerative energy, thereby charging the battery with electrical energy. .
Further, a driving support device that drives an electric motor with electric energy stored in a battery during traveling is employed.

  In such a driving support device, the power input from the drive wheels during deceleration is transmitted to the motor / generator, the motor / generator performs a regenerative operation, converts the deceleration energy into regenerative energy, and charges the battery as electric energy. The electric energy is used efficiently (see Patent Document 1).

JP 2001-169406 A

  Therefore, in a conventional driving support device, if driving with emphasis on driving performance such as acceleration and responsiveness is performed, battery capacity is consumed, and if driving with an electric motor is continued with a small remaining battery capacity, There has been a problem that the battery capacity is increased and the electric motor cannot be driven, which hinders running.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a driving assistance device that is advantageous in realizing traveling using electric energy efficiently.

The invention according to claim 1 is mounted on an electric vehicle that uses an electric motor driven by electric energy stored in a battery as a power source and stores electric energy as regenerative energy generated by the electric motor in the battery. A driving support device having a predetermined inter-vehicle distance between a vehicle and a preceding vehicle and having an inter-vehicle distance control function for tracking the host vehicle to the preceding vehicle, and detecting a remaining capacity of the battery A remaining capacity detecting means; a target acceleration calculating unit for calculating a target acceleration for securing the set inter-vehicle distance and allowing the own vehicle to track the preceding vehicle; and the target acceleration calculated by the target acceleration calculating unit, The target acceleration according to the remaining capacity of the battery detected by the remaining capacity detecting means and whether the target acceleration is in the acceleration direction or the deceleration direction. By correcting the absolute value of the battery, when the remaining capacity of the battery is equal to or less than a predetermined threshold, it is possible to suppress the decrease in the remaining capacity of the battery or promote the accumulation of the electric energy in the battery, If above the threshold residual capacity is predetermined for the battery, and a suppressing acceleration limit calculation unit charging of the battery or the electric energy to invalidate the suppression of decrease in the remaining capacity of the battery The set inter-vehicle distance calculation unit that calculates the set inter-vehicle distance according to the remaining capacity of the battery detected by the remaining capacity detecting means; and the set inter-vehicle distance calculated by the set inter-vehicle distance calculation unit and further comprising a target vehicle speed calculating section for calculating a target vehicle speed of the host vehicle to track the preceding vehicle while securing between the preceding vehicle That.

  ADVANTAGE OF THE INVENTION According to this invention, there exists an effect which can provide the driving | operation assistance apparatus which implement | achieves the driving | running | working which used electric energy efficiently by performing operation control according to the remaining capacity of the electric energy stored in the battery.

It is a block diagram which shows the structure of the driving assistance apparatus which is embodiment of this invention. It is a flowchart which shows operation | movement of the driving assistance device of embodiment of this invention. It is explanatory drawing which shows operation | movement of the acceleration limitation calculating part of the driving assistance device of embodiment of this invention. It is explanatory drawing which shows the data table which prescribed | regulated correction coefficient (micro | micron | mu) of the inter-vehicle distance between a preceding vehicle and the own vehicle corresponding to the remaining capacity of the battery in the driving assistance apparatus of embodiment of this invention.

Embodiments of the present invention will be described below. FIG. 1 is a block diagram showing a configuration of a driving support apparatus according to an embodiment of the present invention.
This driving support device can be applied to a vehicle using a hybrid system that travels using an engine and an electric motor as power sources, or an electric vehicle that travels using only an electric motor.
This embodiment will be described as a driving support device mounted on an electric vehicle that stores electric energy as regenerative energy generated by the electric motor in a battery.
This driving support device has an inter-vehicle distance control function (ACC).
The inter-vehicle distance control function sets the inter-vehicle distance in advance and automatically performs acceleration control and deceleration control on the host vehicle so as to maintain the set inter-vehicle distance with the preceding vehicle. The distance between the vehicles is kept at a safe distance, or when the distance between the preceding vehicles becomes a dangerous distance, an alarm is issued and the brake control is automatically performed.
For this reason, the driving support device includes a radar device.
The radar device acquires relative speed information and distance information with respect to the preceding vehicle by a reflected wave from the preceding vehicle when a high frequency of a predetermined frequency band is radiated forward, and the driving support device obtains the relative speed information and distance information. Based on the above, notification processing such as warning sound and announcement to the driver is performed.
Further, the driving support device performs vehicle travel control such as vehicle speed change and brake control.
In the driving support apparatus, the remaining capacity of the electric energy stored in the battery and the target acceleration for the host vehicle to track the preceding vehicle by the inter-vehicle distance control function are in the acceleration direction or the deceleration direction. The operation control according to this is performed.
That is, the target acceleration for securing the set inter-vehicle distance and for the host vehicle to track the preceding vehicle depends on the remaining capacity of the battery and whether the target acceleration is in the acceleration direction or the deceleration direction. The absolute value of the target acceleration is corrected.
As a result, when the remaining capacity of the battery is equal to or less than a predetermined threshold, a decrease in the remaining capacity of the battery is suppressed or accumulation of the electric energy in the battery is promoted.
In addition, when the remaining capacity of the battery exceeds a predetermined threshold value, the suppression of the decrease in the remaining capacity of the battery is invalidated or the charging of the electric energy to the battery is suppressed.
The driving support device efficiently uses the electric energy stored in the battery according to the remaining capacity of the battery and the target acceleration, or efficiently regenerates the electric energy to the battery 5. The driving state of the vehicle is controlled so as to reduce this.
Thereby, the excessive fall of the remaining capacity of a battery can be avoided and the driving | running | working which utilized the electrical energy stored in the battery efficiently is implement | achieved.

As shown in FIG. 1, the driving support apparatus includes a radar device 1, various operation switches 2, a battery 5, a battery ECU 6, a basic target calculation unit 7, an acceleration limit calculation unit 8, and a vehicle speed control unit 9.
The basic target calculation unit 7 includes a set inter-vehicle calculation unit 11, a target vehicle speed calculation unit 12, and a target acceleration calculation unit 13.
The vehicle speed control unit 9 includes a speed control unit 21, a motor control ECU 22 and a motor 23.

The radar device 1 is a device that measures the relative speed and distance between the preceding vehicle and the host vehicle through radio waves in a predetermined frequency band such as millimeter waves, for example, and acquires relative speed information and inter-vehicle distance information with respect to the preceding vehicle. is there.
The various operation switches 2 include a power switch, a reset switch, a mode change switch, and the like.

  The battery 5 accumulates electric energy. The electric energy accumulated in the battery 5 is supplied to the motor 23 during traveling, and the electric energy generated by regenerative braking is charged during deceleration.

The battery ECU 6 includes the battery 5 including, for example, detection of the terminal voltage of the battery 5, remaining capacity of the battery 5, inflow current flowing into the battery 5, detection of output current flowing out from the battery 5, monitoring, control of charging / discharging of the battery 5, and the like. A computer for monitoring and control.
In the present embodiment, the battery ECU 6 constitutes the remaining capacity detection means in the claims.

The basic target calculation unit 7 detects the relative speed information and the inter-vehicle distance information between the preceding vehicle and the host vehicle detected by the radar device 1, the operation state of the operation switch 2, and the remaining capacity of the battery 5 obtained by the battery ECU 6. Based on the information, various calculations including a set inter-vehicle distance, a target vehicle speed, and a target acceleration for realizing the inter-vehicle distance control function are performed.
The basic target calculation unit 7 is configured by a computer and includes a storage device that stores relative speed information, inter-vehicle distance information, remaining capacity information of the battery 5, set inter-vehicle distance information, target vehicle speed, target acceleration, and the like.

The set inter-vehicle calculation unit 11 of the basic target calculation unit 7 is based on the remaining capacity information of the battery 5 monitored by the battery ECU 6, and is set between the preceding vehicle corresponding to the remaining capacity of the battery 5 and the host vehicle. Calculate the distance.
FIG. 4 is an explanatory diagram showing a data table TBL that defines a correction coefficient μ for the inter-vehicle distance between the preceding vehicle and the host vehicle, corresponding to the remaining capacity of the battery 5.
This data table TBL is set in advance.
The data table TBL is used to correct the inter-vehicle distance set between the preceding vehicle and the host vehicle in accordance with the remaining capacity of the battery 5 in the inter-vehicle distance control function of the driving support device.
This correction coefficient μ is, for example, between a correction coefficient value “1” corresponding to the minimum value Emin of the remaining capacity of the battery 5 and a correction coefficient value “1.5” corresponding to the maximum value Emax of the remaining capacity of the battery 5. Therefore, the data table TBL defines the correction coefficient value according to the remaining capacity of the battery 5. Here, the minimum value Emin is the minimum remaining capacity allowable value of the battery 5 which is the minimum remaining capacity sufficient for traveling the automobile, and the maximum value Emax is the remaining capacity when the battery 5 is fully charged.
In other words, as the remaining capacity of the battery 5 decreases, the inter-vehicle distance correction coefficient μ is set to be closer to “1”.

The set inter-vehicle calculation unit 11 refers to the data table TBL based on the remaining capacity of the battery 5, obtains a correction coefficient μ, and multiplies the inter-vehicle distance set in the inter-vehicle distance control function by the correction coefficient μ. The set inter-vehicle distance corresponding to the remaining capacity of the battery 5 is calculated.
As described above, as the remaining capacity of the battery 5 decreases, the inter-vehicle distance correction coefficient μ decreases and approaches “1”. Therefore, the remaining capacity of the battery 5 decreases as the set inter-vehicle distance obtained by the set inter-vehicle distance calculation unit 11. The closer to the inter-vehicle distance set in the inter-vehicle distance control function, the closer it is.
Further, the set inter-vehicle distance obtained by the set inter-vehicle calculation unit 11 becomes a value larger than the inter-vehicle distance set in the inter-vehicle distance control function as the remaining capacity of the battery 5 approaches the fully charged state.
The target vehicle speed calculation unit 12 secures the set inter-vehicle distance calculated by the set inter-vehicle calculation unit 11 between the own vehicle and the preceding vehicle and calculates the target vehicle speed of the own vehicle for tracking the preceding vehicle.
The calculation of the target vehicle speed of the own vehicle is calculated based on the relative speed information between the current preceding vehicle and the own vehicle measured by the radar device 1, the inter-vehicle distance information, the current vehicle speed information of the own vehicle, and the like. The
The target acceleration calculation unit 13 calculates a target acceleration α for tracking the preceding vehicle while securing the set inter-vehicle distance between the host vehicle and the preceding vehicle.

The acceleration limit calculation unit 8 uses the target acceleration α calculated by the target acceleration calculation unit 13 to indicate whether the current remaining capacity of the battery 5 obtained from the battery ECU 6 is in the acceleration direction or the deceleration direction. Is corrected by the correction coefficient θ defined by the correction map shown in FIG.
That is, the target acceleration α · θ is corrected by multiplying the target acceleration α by the correction coefficient θ obtained from the correction map shown in FIG.
In the correction map shown in FIG. 3, the vertical axis is the target acceleration, and the positive acceleration defines the target acceleration α when acceleration is on the negative side and deceleration is on the negative side.
The horizontal axis is the remaining capacity E of the battery 5, the remaining capacity in the fully charged state is Emax, the remaining capacity half of the fully charged remaining capacity is Emax / 2, the minimum remaining capacity (the minimum remaining capacity allowable value of the battery 5). ) Is Emin.

In this correction map, a region where the remaining capacity of the battery 5 is within the range from Emin to Emax / 2 and the target acceleration is positive, that is, the region where the acceleration is increased, is defined as the power saving region 41, and acceleration is limited and rapid acceleration is performed. A correction coefficient θ ₁ is determined so as to be suppressed.
That is, the remaining capacity of the current of the battery 5 is the correction factor theta ₁ is determined to use efficiently the remaining capacity of the battery 5 becomes small to limit the sudden acceleration since it Emax / 2 or less. This correction coefficient θ ₁ is set to a value smaller than _1, for example.
Therefore, in the power saving area 41, the acceleration limitation calculation unit 8 corrects the target acceleration α in a decreasing direction.
In other words, when the remaining capacity of the battery 5 is equal to or less than the threshold value Emax / 2 and the target acceleration is in the acceleration direction, the target acceleration α is corrected so as to decrease the absolute value of the target acceleration α. Made.

Further, an area where the remaining capacity of the battery 5 is within a range from Emin to Emax / 2 (the remaining capacity of the battery 5 is equal to or less than the threshold value Emax / 2) and the target acceleration is negative, that is, a deceleration. as a regenerative emphasis zone 42, the correction coefficient theta ₂ so as to emphasize the regeneration by decelerating loosen the acceleration limitation in the deceleration direction are determined.
In other words, since the current remaining capacity of the battery 5 is equal to or less than Emax / 2, it is necessary to charge the battery 5, so that the acceleration limitation in the rapid deceleration direction is relaxed to allow rapid deceleration by regenerative braking, correction coefficient theta ₂ is determined so as to efficiently charge the battery 5 becomes low remaining capacity. This correction coefficient θ ₂ is set to a value larger than 1, for example.
Therefore, in the regeneration-oriented area 42, the acceleration limitation calculation unit 8 corrects the target acceleration α in the deceleration direction so as to increase.
In other words, when the remaining capacity of the battery 5 is equal to or less than the threshold value Emax / 2 and the target acceleration is in the deceleration direction, the target acceleration α is corrected so as to increase the absolute value of the target acceleration α. The

In addition, the area where the remaining capacity of the battery 5 is within the range from Emax / 2 to Emax (the remaining capacity of the battery 5 is larger than the threshold value Emax / 2) and the target acceleration is positive, that is, the area where acceleration is felt. as emphasized zone 43, loosen the acceleration limit of the speed increasing direction, the correction coefficient theta _3, such as to increase the followability are determined for the acceleration of the preceding vehicle.
In other words, since the current remaining capacity of the battery 5 is within the range from Emax / 2 to Emax and is sufficient, the acceleration limit in the acceleration direction is relaxed, the acceleration performance is improved, and the acceleration of the preceding vehicle is reduced. the correction coefficient theta ₃ so as to improve the followability determined. The correction coefficient theta ₃ is set for example to a value greater than 1.
Therefore, in this feeling emphasis area 43, the acceleration limitation calculation unit 8 corrects the target acceleration α in the speed increasing direction so as to increase.
In other words, when the remaining capacity of the battery 5 is larger than the threshold value Emax / 2 and the target acceleration is in the acceleration direction, the target acceleration α is corrected so as to increase the absolute value of the target acceleration α. Made.

Further, charging adjustment is performed in a region where the remaining capacity of the battery 5 is in a range from Emax / 2 to Emax (the remaining capacity of the battery 5 is larger than the threshold value Emax / 2) and the target acceleration is negative, that is, deceleration. as band 44, the correction coefficient theta ₄ are determined as enhance the acceleration limitation in the deceleration direction.
In other words, since the current remaining capacity of the battery 5 is within the range from Emax / 2 to Emax and is sufficient, the acceleration limit in the deceleration direction is strengthened, and the regenerative energy due to sudden deceleration causes the battery 5 to be overcharged. The correction coefficient θ ₄ is determined so as to avoid this. This correction coefficient θ ₄ is set to a value smaller than 1, for example.
Accordingly, in the charge adjustment area 44, the acceleration limitation calculation unit 8 corrects the target acceleration α in the deceleration direction so as to decrease.
In other words, when the remaining capacity of the battery 5 is larger than the threshold value Emax / 2 and the target acceleration is in the deceleration direction, the target acceleration α is corrected so as to decrease the absolute value of the target acceleration α. The

In the vehicle speed control unit 9, the speed control unit 21 and the motor control ECU 22 control the motor 23 to control the speed of the vehicle.
The target acceleration information corrected by the acceleration limit calculation unit 8 is set in the speed control unit 21.
The motor control ECU 22 controls the motor 23 based on the target acceleration information set in the speed control unit 21.

Next, the operation will be described.
FIG. 2 is a flowchart showing the operation of this driving support apparatus. The operation will be described below with reference to this flowchart and the block diagram of FIG.
This driving support apparatus travels while automatically adjusting the vehicle speed of the host vehicle so that the inter-vehicle distance between the preceding vehicle and the host vehicle becomes a preset inter-vehicle distance by the inter-vehicle distance control function.
At this time, the basic target calculation unit 7 of the driving support device detects the relative speed between the preceding vehicle and the own vehicle by the radar device 1 (step S1), and further, the radar device 1 uses the current inter-vehicle distance between the preceding vehicle and the own vehicle. The distance is detected (step S2). The detected relative speed information and inter-vehicle distance information are stored in a predetermined storage area of the storage device.

  Next, the basic target calculation unit 7 communicates with the battery ECU 6 to acquire the remaining capacity information of the battery 5 detected by the battery ECU 6 (step S3). The acquired remaining capacity information is stored in a predetermined storage area of the storage device.

The set inter-vehicle distance calculation unit 11 of the basic target calculation unit 7 refers to the data table shown in FIG. 4 based on the acquired remaining capacity information of the battery 5 and reads the correction coefficient μ corresponding to the remaining capacity of the battery 5.
Then, the set inter-vehicle distance Lv corresponding to the remaining capacity of the battery 5 is calculated by multiplying the read-out correction coefficient μ by the inter-vehicle distance preset in the inter-vehicle distance control function. This set inter-vehicle distance information is stored in a predetermined storage area of the storage device.
Further, the target vehicle speed calculation unit 12 calculates the target vehicle speed Vt of the own vehicle for keeping the set inter-vehicle distance Lv calculated by the set inter-vehicle distance calculation unit 11 between the own vehicle and the preceding vehicle and tracking the preceding vehicle. (Step S4).
The calculation of the target vehicle speed Vt of the own vehicle is, for example, the relative speed information between the current preceding vehicle and the own vehicle measured by the radar device 1, the inter-vehicle distance information, the current vehicle speed information of the own vehicle, and the calculation. It is calculated based on the set inter-vehicle distance information. This target vehicle speed Vt is stored in a predetermined storage area of the storage device.

  Next, the target acceleration calculation unit 13 calculates the target acceleration α for keeping the set inter-vehicle distance Lv between the host vehicle and the preceding vehicle and tracking the preceding vehicle (step S5). The target acceleration α is calculated from the calculated target vehicle speed Vt including the polarity, such as deceleration when the sign is negative and acceleration when the sign is positive.

Subsequently, the acceleration limit calculation unit 8 defines the target acceleration α calculated in step S5 from the remaining capacity E of the battery 5 and the polarity of the target acceleration α calculated in step S5 by the correction map shown in FIG. Correction is performed by the correction coefficient θ, thereby limiting the target acceleration α (step S6). The target acceleration α corrected by the correction coefficient θ is stored in a predetermined storage area of the storage device.
The correction coefficient θ is determined by the acceleration limit calculation unit 8 by determining a region from the correction map shown in FIG. 3 based on the sign of the target acceleration α calculated by the target acceleration calculation unit 13 and the remaining capacity E of the battery 5. .

Here, the sign of the target acceleration α calculated by the target acceleration calculator 13 will be described.
The case where the sign of the target acceleration α is negative is, for example, a case where the inter-vehicle distance between the host vehicle and the preceding vehicle is shorter than the set inter-vehicle distance. In such a situation, in order to secure the set inter-vehicle distance between the own vehicle and the preceding vehicle and to track the preceding vehicle, the vehicle speed of the own vehicle must be decelerated.
At this time, if the remaining capacity E of the battery 5 is between Emin and Emax / 2, the region of the correction map shown in FIG.
The regeneration importance area 42 is an area in which the acceleration limitation in the deceleration direction is relaxed and the regeneration by deceleration is emphasized.
In the acceleration limit calculation unit 8, correction processing is performed on the target acceleration α using the correction coefficient θ ₂ set in the regeneration-oriented area 42.
Alternatively, if the remaining capacity E of the battery 5 is between Emax / 2 and Emax, the region of the correction map shown in FIG.
The charge adjustment area 44 is an area where the acceleration limitation in the deceleration direction is strengthened and regenerative energy due to rapid deceleration is prevented from causing the battery 5 to be overcharged.
In this case, the acceleration restriction calculation unit 8 performs a correction process on the target acceleration α using the correction coefficient θ ₂ set in the charge adjustment area 44.

The case where the sign of the target acceleration α is positive is, for example, a case where the inter-vehicle distance between the host vehicle and the preceding vehicle is greater than the set inter-vehicle distance. In such a situation, the vehicle speed of the host vehicle must be increased in order to ensure the set inter-vehicle distance between the host vehicle and the preceding vehicle and to track the preceding vehicle.
At this time, if the remaining capacity E of the battery 5 is between Emin and Emax / 2, the region of the correction map shown in FIG.
The power saving area 41 is an area in which the remaining capacity of the battery 5 that is reduced by limiting rapid acceleration is efficiently used.
In the acceleration limit calculation unit 8, correction processing is performed on the target acceleration α using the correction coefficient θ ₁ set in the power saving area 42.
Alternatively, if the remaining capacity E of the battery 5 is between Emax / 2 and Emax, the area of the correction map shown in FIG.
The feeling emphasis area 43 is an area where the acceleration limitation in the acceleration direction is relaxed, the acceleration performance is improved, and the followability to the acceleration of the preceding vehicle is improved.
In this case, the acceleration limit calculation unit 8 performs correction processing on the target acceleration α using the correction coefficient θ ₃ set in the feeling emphasis area 43.

In subsequent step S7, the basic target calculation unit 7 reads out the target vehicle speed Vt calculated in step S4 and stored in a predetermined storage area, and sets it in the speed control unit 21 of the vehicle speed control unit 9.
Further, the target acceleration α corrected by the correction coefficient θ stored in the predetermined storage area of the storage device is read and set in the speed control unit 21 of the vehicle speed control unit 9 (step S8).
The motor control ECU 22 of the vehicle speed control unit 9 controls the motor 23 based on the target vehicle speed Vt and the target acceleration α set in the speed control unit 21 to set the set inter-vehicle distance between the own vehicle and the preceding vehicle. It secures and tracks the preceding vehicle (step S9).

  As described above, according to this embodiment, the electric energy accumulated in the battery 5 is efficiently used according to the remaining capacity of the battery 5, the target speed Vt, and the target acceleration α, or the battery 5 is electrically The running state of the vehicle can be controlled so as to reduce the deterioration and burden of the battery 5 such as efficiently regenerating energy. For this reason, the excessive fall of the remaining capacity of the battery 5 can be avoided, and there is an effect that it is possible to provide a driving support device that realizes traveling that efficiently uses the electric energy stored in the battery 5.

  DESCRIPTION OF SYMBOLS 1 ... Radar apparatus, 5 ... Battery, 6 ... Battery ECU (remaining capacity detection means), 8 ... Acceleration limit calculating part, 11 ... Setting inter-vehicle distance calculating part, 12 ... Target vehicle speed calculating part, 13 ... Target acceleration calculation unit, 23... Motor (electric motor).

Claims (7)

An electric motor driven by the electric energy stored in the battery is used as a power source, and the electric energy as regenerative energy generated by the electric motor is mounted on the electric vehicle that is stored in the battery. A driving support device having an inter-vehicle distance control function that secures a set set inter-vehicle distance and tracks the host vehicle to the preceding vehicle,
A remaining capacity detecting means for detecting the remaining capacity of the battery;
A target acceleration calculating unit for calculating a target acceleration for securing the set inter-vehicle distance and for the host vehicle to track the preceding vehicle;
The target acceleration calculated by the target acceleration calculation unit is determined based on the remaining capacity of the battery detected by the remaining capacity detection means and whether the target acceleration is in the acceleration direction or the deceleration direction. By correcting the absolute value of the acceleration, when the remaining capacity of the battery is equal to or less than a predetermined threshold, the decrease in the remaining capacity of the battery is suppressed or the accumulation of the electric energy in the battery is promoted. If above the threshold residual capacity is predetermined for the battery, and suppresses the acceleration limit calculation unit charging of the battery or the electric energy to invalidate the suppression of decrease in the remaining capacity of the battery Prepared,
A set inter-vehicle distance calculation unit that calculates the set inter-vehicle distance according to the remaining capacity of the battery detected by the remaining capacity detection unit;
A target vehicle speed calculation unit that secures the set inter-vehicle distance calculated in the set inter-vehicle distance calculation unit between the own vehicle and the preceding vehicle and calculates a target vehicle speed of the own vehicle for tracking the preceding vehicle; Prepare
A driving support device characterized by that.   The acceleration limit calculation unit is configured to reduce the absolute value of the target acceleration when the remaining capacity of the battery is equal to or less than a predetermined threshold value and the target acceleration is in a speed increasing direction. The driving support apparatus according to claim 1, wherein acceleration is corrected.   The acceleration limit calculation unit is configured to increase the absolute value of the target acceleration when the remaining capacity of the battery is equal to or less than a predetermined threshold value and the target acceleration is in a deceleration direction. The driving support apparatus according to claim 1, wherein the correction is performed.   The acceleration limit calculation unit is configured to increase the absolute value of the target acceleration when the remaining capacity of the battery is larger than a predetermined threshold value and the target acceleration is in the acceleration direction. The driving support apparatus according to claim 1, wherein the correction is performed.   When the remaining capacity of the battery is greater than a predetermined threshold value and the target acceleration is in the deceleration direction, the acceleration limit calculation unit is configured to reduce the absolute value of the target acceleration. The driving support device according to claim 1, wherein correction is performed.   The acceleration limit calculation unit calculates a correction coefficient defined by the remaining capacity of the battery and a polarity indicating whether the target acceleration is in a speed increasing direction or a deceleration direction by the target acceleration calculating unit. The driving assistance apparatus according to claim 1, wherein the target acceleration is corrected by multiplying the target acceleration. The set inter-vehicle computing unit, the driving support apparatus according to claim 1, wherein the set inter-vehicle distance as the remaining capacity of the battery approaches the fully charged state is computing the set inter-vehicle distance to be longer.

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