JP2004249846A - Operation control auxiliary device for vehicle and vehicle with the device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation control supporting device for a vehicle capable of performing pressure control matching the feeling of a driver to a risk according to the operating characteristics of the driver. <P>SOLUTION: This device 1 for the vehicle comprises traveling environment detection means 10, 20, 21, and 30 detecting the traveling state of the vehicle therearound and a risk potential calculation means 50 calculating the risk potential of the vehicle therearound based on signals from the traveling environment detection means 10, 20, 21, and 30. The device also comprises an operation reaction calculation means 50 calculating an operation reaction occurring in vehicle operation equipment 62, 82, and 92 based on signals from the risk potential calculation means 50, vehicle operation equipment control means 60, 80, and 90 controlling an operation reaction occurring in the vehicle operation equipment 62, 82, and 92 based on signals from the operation reaction calculation means 50, an operation characteristics determination means 50 determining the operating characteristics of the driver in follow-up traveling, and an operation reaction correction means 50 correcting the sensitivity of an operating reaction against a variation in the traveling state of the vehicle therearound according to the operating characteristics determined by the operating characteristic determination means 50. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a driving assist system for a vehicle that assists a driver's operation.
[0002]
[Prior art]
2. Description of the Related Art A conventional vehicle driving assist system detects an inter-vehicle distance to a vehicle in front of the vehicle, and performs an operation reaction force control of an accelerator pedal when the detected inter-vehicle distance is equal to or less than a predetermined value. ). This vehicle driving assist system makes the accelerator pedal operation reaction force variable based on the accelerator pedal operation amount and operation speed.
Prior art documents related to the present invention include the following.
[Patent Document 1]
JP-A-10-166889
[Patent Document 2]
JP-A-10-166890
[0003]
[Problems to be solved by the invention]
However, the vehicle driving assist system as described above changes the accelerator pedal reaction force sequentially based on the driver's pedal operation, and controls the risk potential suitable for the driver's perception of risk. It is hoped that this will be reflected in.
[0004]
[Means for Solving the Problems]
A driving operation assisting device for a vehicle according to the present invention includes: a driving environment detection unit that detects a driving situation around a host vehicle; and a risk potential calculation unit that calculates a risk potential around the host vehicle based on a signal from the driving environment detection unit. An operation reaction force calculation unit that calculates an operation reaction force generated in the vehicle operation device based on a signal from the risk potential calculation unit; and an operation reaction force generation unit that generates the operation reaction force in the vehicle operation device based on a signal from the operation reaction force calculation unit. Vehicle operating device control means for controlling the operation reaction force; driving characteristic determining means for determining a driver's driving characteristic during following driving; and driving around the own vehicle in accordance with the driving characteristic determined by the driving characteristic determining means. An operation reaction force correction unit that corrects the sensitivity of the operation reaction force to a change in situation.
[0005]
【The invention's effect】
According to the driving characteristics of the driver, the sensitivity of the operation reaction force of the vehicle operation device to changes in the driving situation around the host vehicle is corrected, so that the reaction suitable for the driver's sense of risk without giving a sense of incongruity or annoyance. Force control can be performed.
[0006]
BEST MODE FOR CARRYING OUT THE INVENTION
A vehicle driving assist system according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a system diagram showing the configuration of a vehicle driving assist system 1 according to an embodiment of the present invention, and FIG. 2 is a configuration diagram of a vehicle equipped with the vehicle driving assist system 1.
[0007]
First, the configuration of the vehicle driving assist system 1 will be described. The laser radar 10 is attached to a front grill portion or a bumper portion of a vehicle, and scans an infrared light pulse in a horizontal direction. The laser radar 10 measures the reflected wave of the infrared light pulse reflected by a plurality of reflectors ahead (usually, the rear end of the preceding vehicle), and calculates the distance between the plurality of preceding vehicles based on the arrival time of the reflected wave. Detects the distance and the relative speed of the vehicle. The detected inter-vehicle distance and relative vehicle speed are output to the controller 50. The front area scanned by the laser radar 10 is about ± 6 deg with respect to the front of the vehicle, and a front object existing within this range is detected.
[0008]
The front camera 20 is a small CCD camera, a CMOS camera, or the like attached to the upper part of the front window, detects the state of the road ahead as an image, and outputs the image to the controller 50. The detection area of the front camera 20 is about ± 30 deg in the horizontal direction, and the front road scenery included in this area is captured as an image. The rear side camera 21 is two small CCD cameras or CMOS cameras mounted near the left and right ends of the upper portion of the rear window. The rear side camera 21 detects an image of a road behind the own vehicle, particularly a situation on an adjacent lane, and outputs the image to the controller 50.
[0009]
The vehicle speed sensor 30 detects the vehicle speed of the own vehicle by measuring the number of rotations of the wheels and the number of rotations on the output side of the transmission, and outputs the detected own vehicle speed to the controller 50.
[0010]
The controller 50 is composed of a CPU and CPU peripheral parts such as a ROM and a RAM, and controls the entire vehicle driving assist system 1 as will be described later using software of the CPU.
[0011]
The controller 50 calculates the surroundings of the own vehicle from the own vehicle speed input from the vehicle speed sensor 20, the distance information input from the laser radar 10, and the image information around the vehicle input from the front camera 20 and the rear side camera 21. Obstacle situation is detected. The controller 50 detects an obstacle situation around the own vehicle by performing image processing on image information input from the front camera 20 and the rear side camera 21. Here, the obstacle situation around the host vehicle includes the following distance between the host vehicle and another vehicle traveling in front of the host vehicle, the presence / absence of the other vehicle approaching the adjacent lane from the rear of the host vehicle, and the lane identification line (white line). , That is, the relative position and angle of the host vehicle, and the shape of the lane identification line. In addition, pedestrians and motorcycles crossing the front of the host vehicle are also detected as obstacle situations.
[0012]
The controller 50 calculates the risk potential of the own vehicle with respect to each obstacle based on the detected obstacle situation. Further, the controller 50 calculates the overall risk potential around the own vehicle by integrating the risk potentials for the respective obstacles, and performs control according to the risk potential as described later.
[0013]
The steering reaction force control device 60 is incorporated in the steering system of the vehicle, and controls the torque generated by the servo motor 61 according to a command from the controller 50. The servomotor 61 controls the torque generated according to the command value from the steering reaction force control device 60, and can arbitrarily control the steering reaction force generated when the driver operates the steering wheel 62.
[0014]
The accelerator pedal reaction force control device 80 controls a torque generated by a servomotor 81 incorporated in a link mechanism of the accelerator pedal 82 according to a command from the controller 50. The servo motor 81 controls a reaction force generated according to a command value from the accelerator pedal operation reaction force control device 80, and can arbitrarily control a pedal force generated when the driver operates the accelerator pedal 82. .
[0015]
The brake pedal reaction force control device 90 controls the brake assist force generated by the brake booster 91 according to a command from the controller 50. The brake booster 91 controls the brake assist force generated according to a command value from the brake pedal reaction force control device 90, and can arbitrarily control the pedaling force generated when the driver operates the brake pedal 92. . The greater the brake assist force, the smaller the brake pedal operation reaction force, and the easier it is to depress the brake pedal 92.
[0016]
Next, the operation of the vehicle driving assist system 1 according to one embodiment will be described. The outline of the operation is described below.
The controller 50 controls the traveling speed of the own vehicle, the relative position and the moving direction of the own vehicle around an obstacle, and the obstacle situation around the own vehicle such as the relative position to the lane identification line (white line) of the own vehicle. Recognize. The controller 50 obtains a risk potential of the own vehicle with respect to each obstacle based on the recognized obstacle situation. The controller 50 further calculates the reaction force control amount in the front-rear direction and the reaction force control amount in the left-right direction by adding the risk potential for each obstacle for each component in the front-rear and left-right directions.
[0017]
The calculated longitudinal reaction force control amount is output to the accelerator pedal reaction force control device 80 and the brake pedal reaction force control device 90 as a longitudinal reaction force control command value. The accelerator pedal reaction force control device 80 changes the accelerator pedal reaction force characteristic by controlling the servomotor 81 according to the input reaction force control command value. The brake pedal reaction force control device 90 changes the brake pedal reaction force characteristic by controlling the brake booster 91 according to the input reaction force control command value. By changing the accelerator pedal reaction force characteristic and the brake pedal reaction force characteristic, control is performed so as to prompt the driver's actual accelerator pedal operation amount and brake pedal operation amount to appropriate values.
[0018]
On the other hand, the calculated left / right direction reaction force control amount is output to the steering reaction force control device 60 as a left / right direction reaction force control command value. The steering reaction force control device 60 changes the steering reaction force characteristic by controlling the servomotor 61 according to the input control reaction force command value. By changing the steering reaction force characteristic, the actual steering angle of the driver is controlled to be promoted to an appropriate steering angle.
[0019]
As described above, the vehicular driving assist system 1 according to the first embodiment reduces the reaction force generated when the accelerator pedal 82 and the brake pedal 92 are depressed or the steering wheel 62 is operated, by the risk around the host vehicle. By controlling according to the potential, the acceleration / deceleration operation and the steering operation of the own vehicle by the driver are assisted, and the driving operation of the driver is appropriately assisted.
[0020]
However, the sensitivity of the driver to a change in the driving situation around the own vehicle varies depending on the individual driver. Therefore, it is desirable to perform the reaction force control according to the characteristics of the individual driver. Specifically, for a driver who concentrates on the driving operation and is sensitive to changes in the driving situation around the host vehicle, the risk potential is corrected so as to reduce the reaction force control amount.
[0021]
Hereinafter, how to determine the reaction force control amount, that is, the reaction force control command value in the first embodiment will be described with reference to FIG. FIG. 3 is a flowchart illustrating a processing procedure of a driving operation assisting control process in the controller 50 according to the first embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec.
[0022]
-Processing flow of controller 50 (Fig. 3)-
First, the running state is read in step S110. Here, the traveling state is information on the traveling state of the own vehicle including the obstacle state around the own vehicle. Specifically, the relative distance and the relative angle to the vehicle traveling ahead detected by the laser radar 10, and the relative position of the white line with respect to the own vehicle based on the image input from the front camera 20 and the rear side camera 21 (that is, left and right) Direction displacement and relative angle), the shape of the white line, and the relative distance and relative angle to an obstacle existing around the host vehicle. Further, the host vehicle speed detected by the vehicle speed sensor 30 is read. In addition, based on the images detected by the front camera 20 and the rear side camera 21, the type of the obstacle existing around the own vehicle, that is, whether the obstacle is a four-wheeled vehicle, a two-wheeled vehicle, a pedestrian, or others is determined. recognize.
[0023]
In step S120, the current vehicle surrounding situation is recognized based on the running state data read and recognized in step S110. Here, the relative position of each obstacle with respect to the own vehicle, the moving direction and the moving speed thereof, and the current traveling state data obtained in step S110 are detected before the previous processing cycle and stored in the memory of the controller 50. Thus, the current relative position of each obstacle with respect to the own vehicle and its moving direction and moving speed are recognized. Then, it recognizes how other vehicles and white lines that are obstacles to the traveling of the own vehicle are arranged around the own vehicle and relatively move.
[0024]
In step S130, a time to collision TTC (Time To Collision) for each recognized obstacle is calculated for each obstacle. The allowance time TTC is obtained by dividing the inter-vehicle distance D by the relative speed Vr. The allowance time TTC is a physical quantity that indicates the current degree of approach of the own vehicle to the obstacle, and when the current driving situation continues, that is, when the relative vehicle speed Vr is constant, after a few seconds, the own vehicle comes into contact with the obstacle. It is a value indicating whether to do. The allowance time TTCk with respect to the obstacle k is obtained by the following (Equation 1).
(Equation 1)
TTCk = (Dk−σ (Dk)) / (Vrk + σ (Vrk)) (Equation 1)
Here, Dk: relative distance from the own vehicle to the obstacle k, Vrk: relative speed of the obstacle k with respect to the own vehicle, σ (Dk): variation in relative distance, σ (Vrk): variation in relative speed, respectively Show.
[0025]
The variation σ (Dk) of the relative distance and the variation σ (Vrk) of the relative speed recognize the obstacle k in consideration of the uncertainty of the detector and the degree of influence when an unexpected event occurs. It is set according to the type of the detected sensor and the type of the recognized obstacle k.
[0026]
The laser radar 10 has a correct detection distance, that is, a correct distance irrespective of the magnitude of the relative distance between the host vehicle and the obstacle, as compared with the detection of an obstacle by the front camera 20 or the rear side camera 21 using a camera such as a CCD. Can be detected. Therefore, when the laser radar 10 detects the relative distance Dk to the obstacle k, the variation σ (Dk) is set to a substantially constant value regardless of the relative distance Dk. On the other hand, when the relative distance Dk is detected by the cameras 20 and 21, the variation σ (Dk) is set to increase exponentially as the relative distance Dk increases. However, when the relative distance Dk of the obstacle k is small, the relative distance can be more accurately detected by the camera as compared with the case where the relative distance Dk is detected by the laser radar, so that the relative distance variation σ (Dk) Set smaller.
[0027]
The variation σ (Vrk) of the relative speed Vrk is set to increase in proportion to the relative speed Vrk when, for example, the laser radar 10 detects the relative distance Dk. On the other hand, when the relative distance Dk is detected by the cameras 20 and 21, the relative speed variation σ (Vrk) is set to increase exponentially as the relative speed Vrk increases.
[0028]
When the obstacle k is detected by both the laser radar 10 and the cameras 20 and 21, for example, the margin time TTCk with respect to the obstacle k is determined using the larger variation σ (Dk) or σ (Vrk). Can be calculated.
[0029]
In step S140, the risk potential RPk for each obstacle k is calculated using the allowance time TTCk calculated in step S130. Here, the risk potential RPk for each obstacle k is obtained by the following (Equation 2).
(Equation 2)
RPk = (1 / TTCk) × wk (Equation 2)
Here, wk indicates the weight of the obstacle k. As shown in (Equation 2), the risk potential RPk is expressed as a function of the allowance time TTCk using the reciprocal of the allowance time TTCk, and it is understood that the greater the risk potential RPk, the greater the degree of approach to the obstacle k. Is shown.
[0030]
The weight wk for each obstacle k is set according to the type of the detected obstacle. For example, if the obstacle k is a four-wheeled vehicle, a two-wheeled vehicle, or a pedestrian, the weight wk = 1 is set because the importance when the own vehicle approaches the obstacle k, that is, the influence is high. On the other hand, when the obstacle k is a lane marker (white line), the importance when the own vehicle approaches or comes into contact is relatively smaller than other obstacles, and thus the weight wk is set to, for example, about 0.5. I do. Further, even when the same lane marker has an adjacent lane on the other side of the same lane marker, and when there is no lane on the other side of the lane marker and only the guardrail is used, the weight wk is different because the importance when the own vehicle is in proximity is different. It can be set as follows.
[0031]
The lane markers do not determine the direction in which the vehicle is located in one direction, but are distributed in a certain range of directions. Therefore, the lane markers around the own vehicle detected by the cameras 20 and 21 are divided into small angles based on the own vehicle, and respective risk potentials are calculated from the relative positions of the lane markers corresponding to the small angles. Further, the risk potential RPlane is calculated by integrating the risk potential for the minute angle in the existing direction range. That is, the risk potential RPlane for the lane marker is represented by the following (Equation 3).
[Equation 3]
RPlane = ∫ ((1 / TTClane) × wane) dL (Equation 3)
[0032]
In step S150, components in the vehicle longitudinal direction are extracted and added from the risk potential RPk for each obstacle k calculated in step S140, and a total longitudinal risk potential for all obstacles around the vehicle is calculated. . The longitudinal risk potential RPlongitinal is calculated by the following (Equation 4). Note that the risk potential RPk for each obstacle k includes the risk potential RPlan for the lane marker.
(Equation 4)
RPlongitudinal = Σ (RPk × cosθk) (Equation 4)
Here, θk indicates the direction in which the obstacle k exists relative to the host vehicle. If the obstacle k is in the front direction of the vehicle, that is, in front of the host vehicle, θk = 0 °, and the obstacle k exists in the rear direction of the vehicle. In this case, θk = 180 °.
[0033]
In the following step S160, the components in the vehicle left-right direction are extracted and added from the squat potential RPk for each obstacle k calculated in step S140, and the total left-right direction risk potential for all obstacles around the vehicle is calculated. I do. The lateral risk potential RPlateral is calculated by the following (Equation 5).
(Equation 5)
RPlateral = Σ (RPk × sin θk) (Equation 5)
[0034]
In step S170, the driving characteristics of the driver are determined. Here, the driving characteristics of the driver are characteristics relating to the sensitivity of the driver to a change in the driving situation, that is, the sensitivity of the driver to the risk around the host vehicle. The driving characteristic determination processing in step S170 will be described in detail with reference to the flowchart of FIG.
[0035]
In step S301, the host vehicle speed V1 and the inter-vehicle distance D between the host vehicle and the preceding vehicle are read from the traveling state data read in step S110. In step S302, it is determined whether or not the vehicle speed V1 read in step S301 is equal to or higher than a predetermined vehicle speed Vs. Here, the predetermined vehicle speed Vs is set to, for example, 60 km / h assuming that the host vehicle is traveling on a highway. When step S302 is affirmed, the process proceeds to step S306. On the other hand, when the negative determination is made in step S302 and the own vehicle speed V1 is less than the predetermined vehicle speed Vs, this process ends.
[0036]
In step S303, an inter-vehicle time THW up to the preceding vehicle is calculated. The inter-vehicle time THW is represented by the following (Equation 6) using the inter-vehicle distance D and the own vehicle speed V1.
(Equation 6)
THW = D / V1 (Equation 6)
[0037]
The inter-vehicle time THW is the time required for the host vehicle to reach the current position of the preceding vehicle. When the own vehicle follows the preceding vehicle, the preceding vehicle speed can be used instead of the own vehicle speed V1 in (Equation 6). The calculated inter-vehicle time THW is stored in the memory of the controller 50 in order to calculate a representative value of the inter-vehicle time THW described later.
[0038]
In step S304, a representative value of the headway THW is calculated. More specifically, a cumulative frequency distribution of the headway time THW in a predetermined time T up to the present, for example, the past five minutes up to the present, is calculated, and a representative value of the headway THW is calculated by adaptive control. The calculation of the representative value of the headway THW will be described below.
[0039]
FIGS. 5A to 5C show an example of a change in the inter-vehicle time THW with respect to a time axis when the host vehicle follows the preceding vehicle. The driver A shown in FIG. 5A always runs in a state where the inter-vehicle time THW is relatively small, and the deviation of the inter-vehicle time THW is small. 5B, the inter-vehicle time THW fluctuates by a change width larger than the change width of the inter-vehicle time THW by the driver A.
[0040]
The driver C shown in FIG. 5 (c) is disturbed by the change in the headway time THW, and greatly fluctuates. As shown in FIGS. 5A to 5C, the inter-vehicle time THW constantly changes with time, so it is difficult to accurately determine the driver characteristics only from the current inter-vehicle time THW. Therefore, the frequency distribution and the cumulative frequency distribution of the inter-vehicle time THW at the predetermined time T up to the present are calculated, and the 75% Tile value is set as a representative value of the inter-vehicle time THW. The predetermined time T is set to an appropriate time so that even if the inter-vehicle time THW temporarily changes, the driver characteristic can be accurately determined from the cumulative frequency distribution of the inter-vehicle time THW.
[0041]
6A to 6C show examples of the frequency distribution and the cumulative frequency distribution of the inter-vehicle time THW. FIGS. 6A to 6C correspond to the changes in the inter-vehicle time THW of the drivers A to C shown in FIGS. 5A to 5C, respectively. In the case of the driver A shown in FIG. 6A, the inter-vehicle time THW = THWa, which is a 75% Tile value of the cumulative frequency distribution, is set as the representative value of the current inter-vehicle time THW. In the case of the driver B shown in FIG. 6B, the inter-vehicle time THW = THWb, which is a 75% Tile value of the cumulative frequency distribution, is used as a representative value. In the case of the driver C shown in FIG. The inter-vehicle time THW = THWc, which is a 75% Tile value of the cumulative frequency distribution, is set as a representative value. Here, THWa <THWb <THWc.
[0042]
As described above, in step S304, the cumulative frequency distribution of the inter-vehicle time THW is calculated, and the representative value of the inter-vehicle time THW for each driver is calculated by adaptive control. After calculating the representative value of the inter-vehicle time THW, the process proceeds to step S305.
[0043]
In step S305, it is determined whether or not the representative value of the inter-vehicle time THW at the predetermined time T calculated in step S304 is less than or equal to the predetermined inter-vehicle time THW1. Here, the predetermined inter-vehicle time THW1 is appropriately set in advance from an experimental value or the like, and is set to, for example, 1.2. When the determination in step S305 is affirmative, and the representative value of the headway time THW is equal to or less than 1.2, the process proceeds to step S306.
[0044]
In step S306, the driving characteristics of the driver are determined to be the A type that runs with the inter-vehicle time THW always kept small. The driver A shown in FIG. 6A satisfies THWa ≦ THW1 = 1.2 and is classified as an A type driver characteristic. In step S307, correction factors klongitinal and klateral for correcting the front-back direction risk potential RPlongitinal and the left-right direction risk potential RPlateral for the A-type driver characteristic are determined.
[0045]
The driver characteristics of type A are such that when the vehicle runs at a predetermined vehicle speed Vs or higher, the inter-vehicle time THW is always kept small, and the deviation of the inter-vehicle distance D to the preceding vehicle is small. In other words, the driver performs the driving operation concentrated on the running condition of the front vehicle in the front-back direction of the vehicle, and is considered to be sensitive to a change in the risk potential RPlongitudinal in the front-back direction of the vehicle. Therefore, in order to correct the longitudinal risk potential RPlongitudinal to be small, a correction coefficient klongitinal = klong_min is set. Here, klong_min <1.
[0046]
On the other hand, since the driver characteristics of the A type are concentrated on the running conditions in the vehicle front-rear direction, it is difficult to pay attention to the running conditions in the vehicle left-right direction. It is considered insensitive. Therefore, in order to correct and increase the risk potential RPlateral in the left-right direction, a correction coefficient klateral = klat_max is set. Here, klat_max> 1.
[0047]
If a negative determination is made in step S305 and the representative value of the headway THW calculated in step S304 exceeds the predetermined headway THW1 = 1.2, the process proceeds to step S308. In step S308, it is determined whether or not the representative value of the inter-vehicle time THW is equal to or shorter than a predetermined inter-vehicle time THW2. Here, the predetermined inter-vehicle time THW2 is appropriately set in advance as a value larger than the predetermined time THW1 from an experimental value or the like, and is set to, for example, 3.0. When the determination in step S308 is affirmative, and the representative value of the headway time THW is equal to or less than 3.0, the process proceeds to step S309.
[0048]
In step S309, the driving characteristic of the driver is determined to be the B type in which the inter-vehicle time THW is medium. Driver B shown in FIG. 6B satisfies THW1 <THWb ≦ THW2 = 3.0, and is classified as a B-type driver characteristic. In step S310, correction factors klongitinal and klateral for correcting the front-rear risk potential RPlongitinal and the left-right risk potential RPlateral for the B-type driver characteristic are determined.
[0049]
The driver characteristic of the B type is such that when the vehicle runs at a predetermined vehicle speed Vs or higher, the inter-vehicle time THW is medium, and the inter-vehicle distance D is always maintained so as to sufficiently cope with a change in the behavior of the preceding vehicle. That is, since the driving operation pays attention to the driving situation around the own vehicle, the correction of the risk potentials RPlongitudinal and RPlateral in the front-rear direction and the left-right direction is not performed. Therefore, the correction coefficients klongitudinal and klateral are each set to 1.
[0050]
On the other hand, when a negative determination is made in step S308, and the representative value of the inter-vehicle time THW exceeds the predetermined inter-vehicle time THW2 = 3.0, the process proceeds to step S311. In step S311, it is determined from the inter-vehicle distance D read in step S301 whether or not the own vehicle is running following the preceding vehicle. For example, when the inter-vehicle distance D is smaller than a predetermined value, it is determined that the own vehicle is following the preceding vehicle. If the own vehicle is following the preceding vehicle, the process proceeds to step S312.
[0051]
In step S312, the driver characteristic of the driver is determined to be the C type that travels while greatly varying the inter-vehicle time THW. The driver C shown in FIG. 6 (c) is following the vehicle with THWc> THW2 = 3.0, and is classified as a C type driver characteristic. In step S313, correction coefficients klongitinal and klateral for correcting the front-rear risk potential RPlongitinal and the left-right risk potential RPlateral for the C-type driver characteristic are determined.
[0052]
It is considered that the driver characteristics of the C type greatly vary the inter-vehicle time THW when traveling at a speed equal to or higher than the predetermined vehicle speed Vs, and tend to travel at a personal pace regardless of the traveling conditions around the host vehicle. That is, it is considered that the driving operation is performed in a state of being indifferent to the traveling situation around the own vehicle, and the driver is insensitive to changes in the risk potentials RPlongitudinal and RPlateral in the longitudinal and lateral directions of the vehicle. Therefore, in order to increase the risk potential RPlongitudinal in the front-rear direction, a correction coefficient klongitinal = klong_max is set. Furthermore, in order to correct and increase the risk potential RPlateral in the left-right direction, a correction coefficient klateral = klat_max is set. Note that klong_max> 1.
[0053]
On the other hand, when a negative determination is made in step S311 and the host vehicle is not following the preceding vehicle, for example, when the preceding vehicle is far away, the process proceeds to step S314. In step S314, the correction coefficient klongitudinal and the correction coefficient klateral are each set to 1, so that the risk potentials RPlongitinal and RPlateral in the front-rear direction and the left-right direction are not corrected.
[0054]
FIG. 7 shows a list of relationships between risk characteristics correction methods for driver characteristics of types A to C. The driver characteristics are determined in step S170, and the correction coefficients klongitinal and klateral of the longitudinal risk potential RPlongitinal and the lateral risk potential RPlateral are determined, and then the process proceeds to step S180.
[0055]
In step S180, the longitudinal risk potential RPlongitinal calculated in step S150 and the horizontal risk potential RPlateral calculated in step S160 are corrected using the correction coefficients klongitinal and klateral set in step S170, respectively. The corrected longitudinal risk potential RPlong_hosei and the corrected lateral risk potential RPlat_hosei after correction can be calculated by the following (Equation 7) and (Equation 8), respectively.
(Equation 7)
RPlong_hosei = klongitudinal × RPlongitinal (Formula 7)
(Equation 8)
RPlat_hosei = klateral × RPlateral (formula 8)
[0056]
In step S190, a longitudinal direction control command value, that is, a reaction force control command value FA output to the accelerator pedal reaction force control device 80, and a brake pedal reaction force control device 90 are calculated from the longitudinal risk potential correction value RPlong_hosei corrected in step S180. Are calculated respectively. According to the longitudinal risk potential correction value RPlong_hosei, the greater the risk potential, the more the accelerator pedal reaction force is generated in the direction in which the accelerator pedal 82 is returned, and the more the brake pedal 92 is depressed.
[0057]
FIG. 8 shows the relationship between the longitudinal risk potential correction value RPlong_hosei and the accelerator pedal reaction force control command value FA. As shown in FIG. 8, when the longitudinal risk potential correction value RPlong_hosei is smaller than a predetermined value RPmax, the accelerator pedal reaction force control command is generated such that the greater the longitudinal risk potential correction value RPlong_hosei, the greater the accelerator pedal reaction force. The value FA is calculated. When the longitudinal risk potential correction value RPlong_hosei is equal to or greater than a predetermined value RPmax, the accelerator pedal reaction force control command value FA is fixed to the maximum value FAmax so as to generate the maximum accelerator pedal reaction force.
[0058]
FIG. 9 shows a characteristic of the brake pedal reaction force control command value FB with respect to the longitudinal risk potential correction value RPlat_hosei. As shown in FIG. 9, when the longitudinal risk potential correction value RPlong_hosei is larger than a predetermined value RPmax, the larger the longitudinal risk potential correction value RPlong_hosei, the smaller the brake pedal reaction force, that is, the larger the brake assist force. The brake pedal reaction force control command value FB is calculated so as to perform the control. When the longitudinal risk potential correction value RPlat_hosei becomes larger than a predetermined value RP1, the brake pedal reaction force control command value FB is fixed at FBmin so as to generate the minimum brake pedal reaction force. When the longitudinal risk potential correction value RPlong_hosei is smaller than the predetermined value RPmax, the brake pedal reaction force control command value FB is set to zero, and the brake pedal reaction force characteristics are not changed.
[0059]
In step S200, a left / right direction control command value, that is, a steering reaction force control command value FS to the steering reaction force control device 60 is calculated from the left / right direction risk potential correction value RPlat_hosei corrected in step S180. According to the risk potential correction value RPlat_hosei in the left-right direction, as the risk potential increases, a larger steering reaction force is generated in a direction to return the steering wheel steering angle, that is, a direction to return the steering wheel 62 to the neutral position.
[0060]
FIG. 10 shows the relationship between the left-right direction risk potential correction value RPlat_hosei and the steering reaction force control command value FS. In FIG. 10, when the left-right risk potential correction value RPlat_hosei is positive, it indicates a right risk potential, and when the left-right risk potential correction value RPlat_hosei is negative, it is a left risk potential. It indicates that there is.
[0061]
As shown in FIG. 10, when the absolute value of the lateral risk potential correction value RPlat_hosei is smaller than the predetermined value RPmax, the steering reaction force in the direction of returning the steering wheel 62 to the neutral position increases as the absolute value of the risk potential increases. The steering reaction force control command value FS is set so as to increase. When the absolute value of the left-right risk potential correction value RPlat_hosei is equal to or greater than a predetermined value RPmax, the maximum steering reaction force control command value FSmax is set so that the steering wheel 62 is quickly returned to the neutral position.
[0062]
In step S210, accelerator pedal reaction force control command value FA calculated in step S190 is output to accelerator pedal reaction force control device 80, and brake pedal reaction force control command value FB is output to brake pedal reaction force control device 90. Further, the steering reaction force control command value FS calculated in step S200 is output to steering reaction force control device 60. This ends the current processing.
[0063]
Hereinafter, the operation of the vehicle driving assist system 1 according to the first embodiment will be described with reference to FIGS. FIGS. 11A and 11B show changes in the risk potential RP with respect to the reciprocal 1 / THW of the inter-vehicle time. Here, the risk potential RP on the vertical axis indicates the risk potential in both the front-rear direction and the left-right direction. In FIGS. 11A and 11B, the risk potential RP1 before correction according to the obstacle situation is indicated by a solid line. The risk potential correction value RPm corrected so as to increase the risk potential RPl is indicated by a dashed line, and the risk potential correction value RPn corrected so as to decrease the risk potential RPl is indicated by a broken line. As shown in FIG. 11A, as the reciprocal 1 / THW of the inter-vehicle time increases, that is, as the inter-vehicle time THW with the preceding vehicle decreases, the risk potential RP before and after the correction increases.
[0064]
FIG. 11B is an enlarged view showing a range in which the reciprocal 1 / THW of the inter-vehicle time is small, that is, the inter-vehicle time THW is still large, and the change of the risk potential RP in the initial stage of the approach of the own vehicle to the preceding vehicle. . As shown in FIG. 11B, when the reciprocal 1 / THW of the inter-vehicle time changes from 1 / THWp to 1 / THWq, that is, when the inter-vehicle time THW decreases from THWp to THWq, the risk potential before correction is obtained. RPl increases by the change amount δRPl.
[0065]
The risk potential correction value RPm corrected so as to increase the risk potential RPl increases by the change amount δRPm when the reciprocal 1 / THW of the following time changes from 1 / THWp to 1 / THWq. Here, the change amount δRPm of the risk potential correction value RPm is larger than the change amount δRPl of the risk potential RP1 (δRPm> δRPl). That is, in the range where the reciprocal 1 / THW of the inter-vehicle time is small, even if the amount of change of the reciprocal 1 / THW of the inter-vehicle time is the same, the amount of change in the risk potential correction value RPm is larger than the amount of change in the risk potential RPl. . As a result, the driver can sensitively recognize a change in the running situation around the host vehicle from an early stage when the host vehicle approaches the preceding vehicle.
[0066]
On the other hand, the risk potential correction value RPn corrected so as to reduce the risk potential RPl increases by the change amount δRPn when the reciprocal 1 / THW of the inter-vehicle time changes from 1 / THWp to 1 / THWq. Here, the change amount δRPn of the risk potential correction value RPn is smaller than the change amount δRPl of the risk potential RP1 (δRPn <δRPl). That is, in the range where the reciprocal 1 / THW of the inter-vehicle time is small, even if the change of the reciprocal 1 / THW of the inter-vehicle time is the same, the change of the risk potential correction value RPn is smaller than the change of the risk potential RPl. . Thus, at an early stage when the host vehicle approaches the preceding vehicle, the driver is not suddenly informed of a change in the driving situation around the host vehicle so as not to bother the driver.
[0067]
As described above, in the above-described embodiment, the following operational effects can be obtained.
(1) The controller 50 calculates the risk potential RP based on the driving situation around the own vehicle, and controls the reaction force of the accelerator pedal 82, the brake pedal 92, and the steering wheel 62 according to the risk potential RP. Further, the controller 50 determines the driving characteristics of the driver during the following running, and corrects the sensitivity of the operation reaction force to the change in the running situation around the host vehicle according to the determined driving characteristics. As a result, an operation reaction force corrected according to the driving characteristics is generated in the vehicle operation devices such as the accelerator pedal 82, the brake pedal 92, and the steering wheel 62, and the appropriate reaction force that reduces the discomfort and annoyance given to the driver is reduced. Control can be performed.
(2) The controller 50 calculates the inter-vehicle time THW between the host vehicle and the obstacle based on the obstacles around the host vehicle, that is, the inter-vehicle distance D between the front vehicle and the host vehicle and the host vehicle speed V1. Using the calculated inter-vehicle time THW, it is possible to determine how the own vehicle follows the preceding vehicle, and it is possible to accurately determine the driver characteristics during the following traveling.
(3) The controller 50 corrects the sensitivity of the operation reaction force to the change in the driving situation by correcting the risk potential around the own vehicle according to the determined driving characteristics. Specifically, as shown in FIG. 11B, in a range where the reciprocal 1 / THW of the inter-vehicle time is small, the reciprocal 1 / THW of the inter-vehicle distance changes from 1 / THWp to 1 / THWq in accordance with the driving characteristics. The risk potential RP is corrected so that the change amount δRP of the risk potential RP at the time differs. As a result, the accelerator pedal reaction force, the brake pedal reaction force, and the steering reaction force calculated according to the risk potential RP are corrected, and the reaction force control without a sense of incongruity according to the driving characteristics of each driver can be performed. .
(4) The controller 50 calculates the inter-vehicle time THW when the own vehicle speed V1 is equal to or higher than the predetermined value Vs, determines the driving characteristics of the driver, corrects the risk potential from the determined driving characteristics, and increases the sensitivity of the operation reaction force. to correct. When the vehicle travels at a high speed with the own vehicle speed V1 equal to or higher than a predetermined value Vs, for example, 60 km / h, the driver tends to depend on the driving information in the vehicle front-rear direction as compared with the case of traveling at a low speed. Therefore, by using the inter-vehicle time THW between the vehicle and the preceding vehicle when traveling at high speed, it is possible to accurately determine the driving characteristics of the driver and to reduce the discomfort and annoyance of the driver by appropriate reaction force control. It can be performed.
(5) The controller 50 calculates the cumulative frequency distribution of the inter-vehicle time THW, and determines the driving characteristics from the cumulative frequency distribution. Specifically, the cumulative frequency distribution is calculated from the inter-vehicle time THW in the traveling for a predetermined time T up to the present, and the 75% Tile value of the inter-vehicle time THW is calculated as a representative value by adaptive control. Since the inter-vehicle time THW for the past several minutes, for example, five minutes to the present, is used, it is accurately determined whether the driver is an aggressive driver or the driver's condition has changed due to fatigue or drowsiness. The operation reaction force can be controlled according to the driving characteristics of the vehicle.
(6) If the representative value of the inter-vehicle time THW is equal to or less than the first predetermined value THW1, it is determined that the first driving characteristic (A type) has a small inter-vehicle distance deviation, and the representative value of the inter-vehicle time THW is the first predetermined value In the case of being equal to or less than a second predetermined value THW2 which is larger than THW1 and is larger than the first predetermined value THW1, a second driving characteristic (B type) having an inter-vehicle distance capable of coping with a change in a driving situation around the own vehicle is provided. When it is determined that the representative value of the inter-vehicle time THW is larger than the second predetermined value THW2, it is determined that the driving characteristic is the third driving characteristic (C type) that is not sensitive to a change in the driving situation around the own vehicle. By classifying the driving characteristics according to the representative value of the inter-vehicle time THW in this manner, the driving characteristics of the driver can be accurately determined according to how the own vehicle follows the preceding vehicle.
(7) If the first driving characteristic (A type) is determined, the risk potential RPlongitinal in the vehicle front-rear direction is corrected to be small, and the risk potential RPlateral in the vehicle left-right direction is corrected to be large. The driving characteristic of the A type has a small inter-vehicle distance deviation, and performs a driving operation sensitively to a change in the behavior of the vehicle in front while paying attention to the running situation in the front-rear direction of the vehicle. Therefore, the risk potential RPlongitudinal in the front-rear direction is corrected so as to be small, and particularly in a range where the reciprocal 1 / THW of the inter-vehicle time is small, the change δRP in the risk potential RPlongitudinal in the front-rear direction is reduced so that the driver is not bothered. To On the other hand, since the driving characteristics of the A type perform the driving operation in a concentrated manner in the front-rear direction, there is a possibility that attention may not be paid to the vehicle left-right direction as much as the front-rear direction. Therefore, the risk potential RPlateral in the left-right direction is corrected so as to be large, and especially in a range where the reciprocal 1 / THW of the inter-vehicle time is small, the change δRP of the risk potential RPlateral in the left-right direction is made large so that the driver is given a driving situation around the own vehicle. To be notified of changes in As described above, since the risk potential RP in each of the vehicle front-rear direction and the left-right direction is corrected according to the driving characteristics, it is possible to perform appropriate reaction force control in accordance with the actual driving situation.
(8) If it is determined to be the third driving characteristic (C type), the correction is performed so that the risk potential RPlongitinal in the longitudinal direction of the vehicle is increased and the risk potential RPlateral in the lateral direction of the vehicle is also increased. The driving characteristics of the C type do not depend on the driving conditions around the own vehicle and run at a self-paced state, and thus are less sensitive to changes in the driving conditions. Therefore, the risk potential RPlongitudinal in the front-rear direction and the risk potential RPlatal in the left-right direction are corrected so as to increase, and the change δRP of the risk potential RP in the front-rear direction and the left-right direction is increased particularly in a range where the reciprocal 1 / THW of the inter-vehicle time is small. The driver should be notified of changes in the driving situation around his vehicle in an easy-to-understand manner. As described above, since the risk potential RP in each of the vehicle front-rear direction and the left-right direction is corrected according to the driving characteristics, it is possible to perform appropriate reaction force control in accordance with the actual driving situation.
(9) If it is determined that the driving characteristic is the second driving characteristic (B type), the correction coefficient is set to 1 and the correction amount is set to substantially zero for the risk potential in the front-rear direction and the left-right direction, and no correction is performed. Since the driving characteristics of the B type have an inter-vehicle distance that can cope with a change in the driving situation around the own vehicle, the reaction force control is performed according to the risk potential in the front-rear direction and the left-right direction calculated according to the driving situation around the vehicle. As described above, when the driver performs a driving operation capable of coping with a change in the driving situation around the own vehicle, the risk potential is not corrected, and thus the correction of the operation reaction force performed when the driving characteristics change is effectively performed. It can be carried out.
(10) Since at least the operation reaction force of the accelerator pedal 82 and the steering wheel 62 is controlled in accordance with the risk potential around the own vehicle, it is possible to prompt a driving operation related to the vehicle front-rear direction and the left-right direction in an appropriate direction. .
[0068]
Since the driving characteristics of the driver are determined using the cumulative frequency distribution of the inter-vehicle time THW during the traveling for the predetermined time T, it is possible to accurately determine the driver characteristics even when the inter-vehicle time THW changes due to driver fatigue or the like. Can be.
[0069]
In the above-described embodiment, the inter-vehicle time THW is calculated using the inter-vehicle distance D between the host vehicle and the preceding vehicle and the host vehicle speed V1, and the driving characteristics of the driver are determined from the inter-vehicle time THW. Here, by continuously calculating the inter-vehicle time THW, the traveling environment around the host vehicle can be detected, and the risk potential can be corrected in consideration of the traveling environment.
[0070]
For example, when the own lane is congested and the inter-vehicle time THW is always short, the vehicle is classified into the A type in the flowchart of FIG. That is, even in a traffic congestion state in which the driver does not keep the inter-vehicle time THW small by his / her own will, the driver characteristic is classified into the A type, the risk potential RPlateral in the vehicle left-right direction is increased, and the vehicle front-rear direction is increased. Is corrected so as to reduce the risk potential RPlongitinal of the above. This makes it easier for the driver to recognize the risk potential RPlateral in the left-right direction when another vehicle interrupts from the adjacent lane to the own lane during a traffic jam. In addition, from the front image detected by the front camera 20, it can also be detected whether the own lane is congested.
[0071]
In the above-described embodiment, the risk potential RP is corrected according to the driver characteristics. However, the present invention is not limited to this, and the operation reaction force can be directly corrected according to the driver characteristics. Also in this case, the operation reaction force is corrected so as to transmit a change in the driving situation around the own vehicle, that is, a change in the inter-vehicle time THW to the driver according to the driver characteristics.
[0072]
In the above embodiment, the risk potential RP for the obstacle is calculated using the time to contact TTC, but the present invention is not limited to this. For example, the risk potential RP can be calculated using the allowance time TTC and the headway THW. Although the accelerator pedal reaction force and the brake pedal reaction force are controlled in accordance with the risk potential RPlongitudinal in the vehicle front-rear direction, the invention is not limited thereto. For example, only the accelerator pedal reaction force may be controlled. In the above-described embodiment, the brake booster 91 generates the brake assisting force using the negative pressure of the engine. However, the present invention is not limited to this. An assist force can also be generated.
[0073]
In the above-described embodiment, the characteristics of the accelerator pedal reaction force control command value FA and the brake pedal reaction force control command value FB with respect to the longitudinal risk potential RPlongitudinal are set as shown in FIGS. The characteristic of the steering reaction force with respect to the risk potential RPlateral was set as shown in FIG. However, the map is not limited to the maps shown in FIGS. 8 to 10 as long as the risk potential in the front-rear direction and the left-right direction can be appropriately transmitted to the driver as the operation reaction force as the operation reaction force.
[0074]
The vehicle to which the vehicle driving assist device 1 according to the present invention is applied is not limited to the configuration shown in FIG.
[0075]
In the above-described embodiment, the laser radar 10, the front camera 20, the rear camera 21 and the vehicle speed sensor 30 are used as the traveling environment detecting means. The controller 50 was used as risk potential calculation means, operation reaction force calculation means, driving characteristic determination means, and operation reaction force correction means. Further, a steering reaction force control device 60, an accelerator pedal reaction force control device 80, and a brake pedal reaction force control device 90 were used as the vehicle operation device control means. However, the present invention is not limited to these. If the traveling environment around the own vehicle can be detected, another type of millimeter wave radar or the like can be used instead of the laser radar 10 as the traveling environment detecting means.
[Brief description of the drawings]
FIG. 1 is a system diagram showing a configuration of a vehicle driving assist system according to an embodiment of the present invention.
FIG. 2 is a configuration diagram of a vehicle equipped with the vehicle driving assist system shown in FIG.
FIG. 3 is a flowchart illustrating a processing procedure of a driving operation assist control program in the vehicle driving operation assist device according to the embodiment;
FIG. 4 is a flowchart showing a procedure of a driving characteristic determination process.
5A is a diagram illustrating a change in the inter-vehicle time of the driver A with respect to the time axis, FIG. 5B is a diagram illustrating a change in the inter-vehicle time of the driver B with respect to the time axis, and FIG. The figure which shows the change of inter-vehicle time.
6A is a diagram showing a frequency distribution and a cumulative frequency distribution of the inter-vehicle time of the driver A, FIG. 6B is a diagram showing a frequency distribution and the cumulative frequency distribution of the inter-vehicle time of the driver B, and FIG. FIG. 4 is a diagram showing a frequency distribution and a cumulative frequency distribution of the following time.
FIG. 7 is a table showing a relationship between driver characteristics and risk potential correction.
FIG. 8 is a diagram showing characteristics of an accelerator pedal reaction force control command value with respect to a longitudinal risk potential correction value.
FIG. 9 is a diagram showing characteristics of a brake pedal reaction force control command value with respect to a longitudinal risk potential correction value.
FIG. 10 is a diagram showing characteristics of a steering reaction force control command value with respect to a left-right risk potential correction value.
11A is a diagram showing an outline of a change in risk potential with respect to the reciprocal of the inter-vehicle time, and FIG. 11B is a diagram showing an outline of a change in risk potential in a range where the reciprocal of the inter-vehicle time is small.
[Explanation of symbols]
10: Laser radar
20: Front camera
21: Rear side camera
30: Vehicle speed sensor
50: Controller
60: Steering reaction force control device
80: accelerator pedal reaction force control device
90: Brake pedal reaction force control device

Claims (12)

Driving environment detecting means for detecting a driving situation around the own vehicle;
Risk potential calculation means for calculating a risk potential around the own vehicle based on a signal from the traveling environment detection means,
An operation reaction force calculation unit that calculates an operation reaction force generated in the vehicle operation device based on a signal from the risk potential calculation unit,
A vehicle operation device control unit that controls an operation reaction force generated in the vehicle operation device based on a signal from the operation reaction force calculation unit;
Driving characteristic determining means for determining a driver's driving characteristic during following running;
An operation reaction force correction unit that corrects the sensitivity of the operation reaction force to a change in the traveling situation around the own vehicle in accordance with the driving characteristics determined by the driving characteristics determination unit. Operation assistance device. The vehicle driving assist system according to claim 1,
The traveling environment detection means detects at least an inter-vehicle distance between the obstacle around the own vehicle and the own vehicle, and an own vehicle speed,
The vehicle, wherein the driving characteristic determining means calculates a headway between the host vehicle and the obstacle using the headway distance and the host vehicle speed, and determines the driving characteristic based on the headway time. Driving operation assist device. The vehicle driving assist system according to claim 1 or 2,
The driving operation assisting device for a vehicle, wherein the operation reaction force correction unit corrects the sensitivity of the operation reaction force to a change in the traveling condition by correcting the risk potential according to the driving characteristic. The vehicle driving assist system according to any one of claims 1 to 3,
The driving reaction assisting device for a vehicle, wherein the operation reaction force correction means corrects the sensitivity of the operation reaction force when the own vehicle speed is equal to or higher than a predetermined value. The vehicle driving assist system according to claim 2,
The driving operation assisting device for a vehicle, wherein the driving characteristic determination unit calculates the cumulative frequency distribution of the inter-vehicle time and determines the driving characteristic using the calculated cumulative frequency distribution of the inter-vehicle time. The vehicle driving assist system according to claim 5,
The driving characteristic determining means calculates a representative value of the following time by adaptive control from a cumulative frequency distribution of the following time during traveling for a predetermined time, and determines the driving characteristic using the representative value of the following time. Driving operation assisting device for vehicles. The vehicle driving assist system according to claim 6,
When the representative value of the inter-vehicle time is equal to or less than a first predetermined value, the driving characteristic determining unit determines that the representative value of the inter-vehicle time is the first predetermined value. If it is greater than and equal to or less than a second predetermined value that is larger than the first predetermined value, it is determined that the vehicle has a second driving characteristic having an inter-vehicle distance capable of coping with a change in traveling conditions around the own vehicle, and the inter-vehicle time is determined. When the representative value is larger than the second predetermined value, it is determined that the third driving characteristic is not sensitive to a change in the driving situation around the host vehicle. The vehicle driving assist system according to claim 7,
The risk potential calculation means calculates a risk potential in the front-rear direction and the left-right direction of the vehicle,
The operation reaction force correction unit corrects the risk potential in the front-rear direction to be small when the driving characteristic determination unit determines that the driving characteristic is the first driving characteristic, and increases the risk potential in the left-right direction. A driving operation assisting device for a vehicle, wherein the sensitivity of the operation reaction force is corrected by performing correction so as to be as follows. The vehicle driving assist system according to claim 7,
The risk potential calculation means calculates a risk potential in the front-rear direction and the left-right direction of the vehicle,
The operation reaction force correction unit corrects the risk potential in the front-rear direction to be large when the driving characteristic determination unit determines that the third driving characteristic is satisfied, and reduces the risk potential in the left-right direction. A driving assistance device for a vehicle, wherein the sensitivity of the operation reaction force is corrected by correcting the operation reaction force to be larger. The vehicle driving assist system according to claim 7,
The risk potential calculation means calculates a risk potential in the front-rear direction and the left-right direction of the vehicle,
The operation reaction force correction unit sets the correction amount of the risk potential in the front-rear direction and the risk potential in the left-right direction to substantially 0 when the driving characteristic determination unit determines that the driving characteristic is the second driving characteristic. A driving assist system for a vehicle, comprising: The vehicle driving assist device according to any one of claims 1 to 10,
The vehicle operation assisting device, wherein the vehicle operating device is at least an accelerator pedal and a steering wheel. A vehicle comprising the vehicle driving assist system according to any one of claims 1 to 11.

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