JP2014227866A - Driving support device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device of a vehicle capable of producing acceleration requested by a driver while suppressing deterioration of fuel consumption.SOLUTION: A driving support device of a vehicle includes a request acceleration prediction part 7 for predicting a request acceleration by a driver, a permission operation amount calculation part 8 for calculating a permission operation amount that is an accelerator-pedal operation amount for achieving the request acceleration, and an accelerator-pedal reaction force control part 10 which increases accelerator-pedal reaction force more than accelerator-pedal reaction force based on predetermined accelerator-pedal reaction force characteristics, when the accelerator-pedal operation amount exceeds the permission operation amount.

Description

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

  Patent Documents 1 and 2 disclose a technique for flexibly increasing an accelerator pedal reaction force in the vicinity of an accelerator pedal operation amount that obtains an optimum fuel consumption rate when the accelerator pedal is depressed.

JP 2007-076468 JP 2007-182196

However, in the above prior art, since the accelerator pedal operation exceeding the accelerator pedal operation amount for obtaining the optimum fuel consumption rate is suppressed even in a scene where the driver desires acceleration, the driver can achieve the desired acceleration. There was a problem that it could not be generated.
An object of the present invention is to provide a vehicle driving support device capable of generating an acceleration desired by a driver while suppressing deterioration of fuel consumption.

  In the present invention, when the accelerator pedal operation amount exceeds the permitted operation amount for obtaining the predicted driver acceleration, the accelerator pedal reaction force is increased with respect to the accelerator pedal reaction force based on the preset accelerator pedal reaction force characteristic. To do.

  Therefore, excessive acceleration pedal operation can be suppressed while allowing the amount of operation of the accelerator pedal to obtain the required acceleration, so that the acceleration desired by the driver can be generated while suppressing deterioration of fuel consumption.

1 is a configuration diagram of a vehicle driving support apparatus according to a first embodiment. It is a figure which shows the accelerator pedal reaction force characteristic with respect to the amount of accelerator pedal operations. 4 is a flowchart showing a flow of accelerator pedal reaction force control by the accelerator pedal reaction force control device 2. It is a flowchart which shows the flow of a right-left turn determination process. It is a figure which shows the right-left turn start and the right-left turn determination method. It is a flowchart which shows the flow of a curve passage determination process. It is a figure which shows the curve approach and curve passage determination method. It is a flowchart which shows the flow of a preceding vehicle overtaking determination process. It is a demand acceleration map at the time of merging. It is a request | requirement acceleration map at the time of the acceleration at the time of a traffic stop, the acceleration to a stop line, the acceleration to a level crossing, and a signal stop position.

[Example 1]
1 is a configuration diagram of a vehicle driving support apparatus according to a first embodiment.
The driving support device controls the reaction force of the accelerator pedal 1 to assist the driver in driving, and includes an accelerator pedal reaction force control device (accelerator pedal reaction force control means) 2 and an actuator 3.
The accelerator pedal reaction force control device 2 calculates the permitted operation amount that is the accelerator pedal operation amount that obtains the required acceleration by predicting the driver's required acceleration, and if the accelerator pedal operation amount exceeds the permitted operation amount, the actuator 3 Is added to the accelerator pedal reaction force (normal reaction force) based on the preset normal accelerator pedal reaction force characteristics to add the reaction force due to the output torque of the actuator 3 to the normal reaction force. Larger than. Here, the normal accelerator pedal reaction force characteristic (normal reaction force characteristic) is set, for example, such that the accelerator pedal reaction force increases linearly as the accelerator pedal operation amount increases (see FIG. 2). This characteristic can be realized by a spring force of a torsion spring (not shown) provided at the center of rotation of the accelerator pedal 1, for example.
The actuator 3 is a servo motor, for example, and is connected to the rotation shaft of the accelerator pedal 1. The actuator 3 applies the torque to the rotating shaft of the accelerator pedal 1 based on a command from the accelerator pedal reaction force control device 2, thereby making the accelerator pedal reaction force larger than the normal reaction force.

The accelerator pedal reaction force control device 2 includes a driving environment acquisition unit 4, a driving operation determination unit 5, a vehicle state determination unit 6, a required acceleration prediction unit (required acceleration prediction unit) 7, a permitted operation amount calculation unit (permitted operation amount calculation unit) 8) An accelerator pedal reaction force calculation unit 9 and an accelerator pedal reaction force control unit (accelerator reaction force control means) 10 are provided.
The travel environment acquisition unit 4 acquires travel environment information around the host vehicle based on information from the navigation system, the in-vehicle camera, the laser radar, the wheel speed sensor, the front and rear G sensor, and the like. The driving environment information includes the curvature of the curve, the distance to the curve, the position of the intersection, the distance to the intersection, whether or not you are in the intersection, road gradient, speed limit, toll gate, ETC passage, road type (intercity highway, (City highway, national highway, prefectural road, main line, ramp, interchange, junction, joint path), distance to temporary stop position, signal color information, time to signal change, traveling lane (right turn lane, left turn lane, straight lane), Distance between the preceding vehicle, relative speed with the preceding vehicle, change in relative speed with the preceding vehicle, right and left turn of the preceding vehicle, distance between the following vehicle, relative speed with the following vehicle, distance to the traffic jam ahead, These are the average vehicle speed in the current vehicle travel path, the average transit time in the current travel section, the average vehicle speed on the road to be joined, and the like.

The driving operation determination unit 5 determines the driver's driving operation (accelerator pedal operation, steering wheel operation, turn signal operation, etc.) based on information from an accelerator pedal operation amount sensor (or accelerator opening sensor), steering angle sensor, turn signal switch, etc. Determine.
The vehicle state determination unit 6 determines the vehicle state (speed, lateral G) based on information from a wheel speed sensor, a lateral G sensor, a front-rear G sensor, and the like.
The requested acceleration prediction unit 7 is based on the driving environment information acquired by the driving environment acquisition unit 4, the driving operation determined by the driving operation determination unit 5, and the vehicle state determined by the vehicle state determination unit 6. Judgment and estimation of the driver's driving intention (acceleration intention, steering intention) are performed, and a required acceleration which is an acceleration desired by the driver is predicted from the driving scene and the driving intention.
The permitted operation amount calculation unit 8 calculates, as the permitted operation amount, an accelerator pedal operation amount that provides the required acceleration calculated by the required acceleration prediction unit 7. At this time, since the acceleration of the vehicle with respect to the accelerator pedal operation amount becomes smaller as the running resistance (vehicle speed, road gradient, etc.) becomes larger, by increasing the permission operation amount as the running resistance becomes larger, regardless of the running resistance, The permitted operation amount that matches the required acceleration can be calculated.
In addition, when the lateral G acting on the host vehicle exceeds a predetermined value, the permitted operation amount calculating unit 8 calculates the permitted operational amount calculated immediately before exceeding the predetermined value until the lateral G falls below the predetermined value. maintain.
The accelerator pedal reaction force calculation unit 9 sets an accelerator pedal reaction force characteristic for the accelerator pedal operation amount as shown in FIG. 2 based on the permitted operation amount, and refers to the accelerator pedal reaction force characteristic from the accelerator pedal operation amount. Calculate the target accelerator pedal reaction force. As shown in FIG. 2, the accelerator pedal reaction force characteristic is such that when the accelerator pedal operation amount exceeds the permitted operation amount, the change in the accelerator pedal reaction force with respect to the change in the accelerator pedal operation amount becomes larger than the normal characteristic (for example, , Double slope). An upper limit is set for the accelerator pedal reaction force.
The accelerator pedal reaction force control unit 10 obtains the target output torque of the actuator 3 that obtains the target accelerator pedal reaction force calculated by the accelerator pedal reaction force calculation unit 9, and the actuator so that the actual output torque matches the target output torque. Servo-control the output torque of 3.

[Accel pedal reaction force control]
FIG. 3 is a flowchart showing a flow of accelerator pedal reaction force control by the accelerator pedal reaction force control device 2.
In step S1, the travel environment acquisition unit 4 acquires travel environment information around the host vehicle.
In step S2, the driving operation determination unit 5 determines the driving operation of the driver.
In step S3, the vehicle state determination unit 6 determines the vehicle state.
In step S4, the required acceleration prediction unit 7 predicts the driver's required acceleration based on the driving environment information, the driving operation, and the vehicle state.
In step S5, the permitted operation amount calculation unit 8 calculates a permitted operation amount as an accelerator pedal operation amount for obtaining the required acceleration.
In step S6, the accelerator pedal reaction force calculation unit 9 sets an accelerator pedal reaction force characteristic with respect to the accelerator pedal operation amount based on the permitted operation amount, and the target accelerator pedal reaction force is determined from the accelerator pedal operation amount and the set accelerator pedal reaction force characteristic. Calculate force.
In step S7, the accelerator pedal reaction force control unit 10 servo-controls the output torque of the actuator 3 so as to obtain the target accelerator pedal reaction force.

[Driving scene judgment]
Next, as a specific example of the traveling scene determination by the requested acceleration prediction unit 7, a determination method for turning left / right, passing a curve, and overtaking a preceding vehicle will be described.
(Right / left turn judgment)
FIG. 4 is a flowchart showing the flow of right / left turn determination processing.
In step S11, the driving environment acquisition unit 4 acquires intersection information.
In step S12, the driving operation determination unit 5 acquires the steering angle.
In step S13, it is determined whether or not the vehicle position is within a predetermined distance from the intersection. If YES, the process proceeds to step S14, and if NO, the process proceeds to return.
In step S14, an intersection approach is determined.
In step S15, it is determined whether or not the steering angle is greater than or equal to the first steering angle threshold value. If YES, the process proceeds to step S16, and if NO, the process proceeds to return.
In step S16, the start of a right / left turn is determined. As shown in FIG. 5, when the steering direction is right, it is determined that a right turn starts, and when the steering direction is left, it is determined that a left turn starts.
In step S17, it is determined whether or not the steering angle is equal to or smaller than the second steering angle threshold value. If YES, the process proceeds to step S18. If NO, step S17 is repeated. As shown in FIG. 5, hysteresis is set between the second steering angle threshold value for determining the right / left turn and the first steering angle threshold value for determining the start of the right / left turn, and the second steering angle threshold value is the first steering angle threshold value. A value smaller than the steering angle threshold is set.
In step S18, the end of right / left turn is determined. If it is determined in step S16 that a right turn has started, it is determined that a right turn has ended. If it is determined that a left turn has started, it is determined that a left turn has ended.

(Curve passing judgment)
FIG. 6 is a flowchart showing the flow of the curve passage determination process.
In step S21, the driving environment acquisition unit 4 acquires curve information.
In step S22, it is determined whether or not the curve curvature is smaller than a first curve curvature threshold corresponding to the vehicle speed. If YES, the process proceeds to step S23, and if NO, the process proceeds to return. As shown in FIG. 7, the first curve curvature threshold is set so as to increase as the vehicle speed increases.
In step S23, a curve approach is determined.
In step S24, it is determined whether or not the curve curvature is larger than a second curve curvature threshold value corresponding to the vehicle speed. If YES, the process proceeds to step S25, and if NO, step S24 is repeated. As shown in FIG. 7, a hysteresis is set for the second curve curvature threshold value for determining the curve passage and the first curve curvature threshold value for determining the curve approach, and the second curve curvature threshold value is the first curve. A value larger than the curvature threshold is set.
In step S25, it is determined whether the curve has passed.

(Passing vehicle judgment)
FIG. 8 is a flowchart showing the flow of the preceding vehicle overtaking determination process.
In step S31, the traveling environment acquisition unit 4 acquires preceding vehicle information.
In step S32, the vehicle state determination unit 6 acquires the lateral G.
In step S33, it is determined whether or not the preceding vehicle decelerates and the preceding vehicle left turn turn signal is detected. If YES, the process proceeds to step S34, and if NO, the process proceeds to step S36.
In step S34, it is determined whether deceleration of the host vehicle and right steering of the host vehicle have been detected. If YES, the process proceeds to step S35, and if NO, the process proceeds to step S36. The right steering determination method is the same as the right turn start determination method shown in FIG.
In step S35, overtaking of the preceding vehicle is determined.
In step S36, it is determined whether or not a deceleration of the preceding vehicle and a right turn turn signal of the preceding vehicle are detected. If YES, the process proceeds to step S37, and if NO, the process proceeds to step S39.
In step S37, it is determined whether or not deceleration of the host vehicle and left steering of the host vehicle are detected. If YES, the process proceeds to step S38, and if NO, the process proceeds to step S39. The left steering determination method is the same as the left turn start determination method shown in FIG.
In step S38, it is determined whether the preceding vehicle is overtaken.
In step S39, it is determined whether or not a deceleration of the preceding vehicle and a hazard of the preceding vehicle have been detected. If YES, the process proceeds to step S40, and if NO, the process proceeds to return.
In step S40, it is determined whether deceleration of the host vehicle and right steering of the host vehicle have been detected. If YES, the process proceeds to step S41, and if NO, the process proceeds to return.
In step S41, the overtaking of the preceding vehicle is determined.

[Required acceleration prediction method]
Below, the required acceleration prediction methods by the required acceleration prediction unit 7 are listed.
(Acceleration estimation)
The required acceleration is predicted from the vehicle speed and the amount of accelerator pedal operation. The required acceleration is set to a higher value as the accelerator pedal operation amount is larger and the host vehicle speed is lower. Alternatively, the required acceleration is predicted from the difference between the estimated average vehicle speed of the traveling route of the own vehicle and the own vehicle speed. The greater the difference, the higher the required acceleration. Instead of the average vehicle speed, the vehicle speed calculated from the speed limit or the passage time in the traveling road section may be used.
(Meeting)
When information indicating that the vehicle is traveling on a road that merges with the main line is acquired, the required acceleration is predicted from the difference between the average vehicle speed of the road that merges and the vehicle speed and the distance to the merge point. FIG. 9 is a required acceleration map at the time of merging. The larger the difference between the average vehicle speed and the host vehicle speed is, the shorter the distance to the merging point is, the higher the required acceleration is. Instead of the average vehicle speed, the vehicle speed calculated from the speed limit or the passage time in the traveling road section may be used.
(Turn left and right)
If it is determined that the vehicle will turn left or right at the intersection, the required acceleration is predicted from the average vehicle speed on the road after the right or left turn. The higher the average vehicle speed, the higher the required acceleration. Instead of the average vehicle speed, the vehicle speed calculated from the speed limit or the passage time in the traveling road section may be used.
(Acceleration after passing the curve)
When it is determined that the vehicle has passed the curve, the required acceleration is predicted from the difference between the average vehicle speed of the road after passing and the vehicle speed. The greater the difference, the higher the required acceleration. Instead of the average vehicle speed, the vehicle speed calculated from the speed limit or the passage time in the traveling road section may be used.

(Following preceding car)
When the acquisition information of the preceding vehicle is acquired, the required acceleration is predicted from the inter-vehicle distance with the preceding vehicle. The longer the inter-vehicle distance, the higher the required acceleration. Here, instead of the inter-vehicle distance, a change in the inter-vehicle distance, a relative speed, or a change in the relative speed may be used. Moreover, you may predict combining these two or more.
(Following car)
When the approach of the following vehicle is detected, the required acceleration is predicted from the inter-vehicle distance with the following vehicle. The required acceleration is set to a higher value as the inter-vehicle distance is shorter. Here, instead of the inter-vehicle distance, a change in the inter-vehicle distance, a relative speed, or a change in the relative speed may be used. Moreover, you may predict combining these two or more.
(Overtaking the preceding car)
When a right / left turn or stop of the preceding vehicle is detected and a driver's overtaking operation of the preceding vehicle is detected, the required acceleration is predicted from the difference between the average vehicle speed on the road and the own vehicle speed. The greater the difference, the higher the required acceleration. Instead of the average vehicle speed, the vehicle speed calculated from the speed limit or the passage time in the traveling road section may be used.
(Meeting from the parking lot)
When merging from the parking lot to the road is detected, the required acceleration is predicted from the difference between the average vehicle speed of the merging road and the own vehicle speed. The greater the difference, the higher the required acceleration. Instead of the average vehicle speed, the vehicle speed calculated from the speed limit or the passage time in the traveling road section may be used.

(Acceleration of toll booth)
When the passage of the toll gate is determined, the required acceleration is predicted from the difference between the average vehicle speed of the road after passing the toll gate and the own vehicle speed. The greater the difference, the higher the required acceleration. Instead of the average vehicle speed, the vehicle speed calculated from the speed limit or the passage time in the traveling road section may be used.
(Acceleration during traffic jams)
When a traffic jam ahead of the vehicle is detected, the required acceleration is predicted from the vehicle speed and the distance to the traffic jam. As shown in the required acceleration map in FIG. 10, the required acceleration is set to a higher value as the vehicle speed is lower and the distance to the traffic jam is longer.
(Acceleration to the stop line)
When a stop line ahead of the host vehicle is detected, the required acceleration is predicted from the vehicle speed and the distance to the stop line. Assuming that the vehicle stops at the temporary stop line, as shown in the required acceleration map of FIG. 10, the required acceleration is set to a higher value as the vehicle speed is lower and the distance to the temporary stop point is longer.
(Acceleration until railroad crossing)
When a crossing in front of the host vehicle is detected, the required acceleration is predicted from the host vehicle speed and the distance to the crossing. As the vehicle speed is lower, the required acceleration is set to a higher value as the distance to the crossing is longer as shown in the required acceleration map of FIG.
(Acceleration to signal stop position)
When the signal turns red when it reaches the intersection ahead of the host vehicle and it is determined that the vehicle needs to be stopped, the required acceleration is predicted from the host vehicle speed and the distance to the signal stop position. Assuming that the vehicle stops at the signal stop position, as shown in the required acceleration map of FIG. 10, the required acceleration is set to a higher value as the vehicle speed is lower and the distance to the signal stop position is longer.

The driving support apparatus according to the first embodiment has the following effects.
(1) A requested acceleration prediction unit 7 that predicts a driver's requested acceleration, a permitted operation amount calculation unit 8 that calculates a permitted operation amount that is an accelerator pedal operation amount for obtaining the requested acceleration, and an accelerator pedal operation amount that is a permitted operation amount And an accelerator pedal reaction force control unit 10 that increases the accelerator pedal reaction force with respect to an accelerator pedal reaction force based on a predetermined accelerator pedal reaction force characteristic.
In the conventional driving support device, when the accelerator pedal is depressed, the accelerator pedal reaction force is rapidly increased in the vicinity of the accelerator pedal operation amount for obtaining an optimum fuel consumption rate. For this reason, even in a scene where the driver desires acceleration, the accelerator pedal operation exceeding the accelerator pedal operation amount for obtaining the optimum fuel consumption rate is suppressed, and the driver cannot generate the desired acceleration. On the other hand, there is known a method for detecting a scene that requires acceleration and prohibiting the rapid increase in the accelerator pedal reaction force as described above. However, in this case, acceleration more than necessary is allowed, resulting in deterioration of fuel consumption.
On the other hand, in the driving assistance device of the first embodiment, when the accelerator pedal operation amount exceeds the permitted operation amount, the configuration in which the accelerator pedal reaction force is larger than the normal pedal reaction force is adopted, thereby obtaining the required acceleration. Excessive accelerator pedal operation can be suppressed while allowing the accelerator pedal operation amount. Therefore, it is possible to generate the acceleration desired by the driver while suppressing deterioration of fuel consumption.

(2) The required acceleration prediction unit 7 predicts the required acceleration based on the traveling environment around the host vehicle.
By looking at the driving environment around the host vehicle, it is possible to determine the driving scene (merge, curve passing, presence of preceding and following vehicles, toll gate, traffic jam, temporary stop line, railroad crossing, signal, etc.). If the driving scene is known, it is possible to estimate how much the driver accelerates the own vehicle, so that the required acceleration can be accurately predicted.

(3) The required acceleration prediction unit 7 predicts the required acceleration based on the driving operation of the driver.
By looking at the driving operation, it is possible to estimate the driver's driving intention (acceleration / deceleration, straight travel, right / left turn, etc.). When the driving intention is known, it is possible to estimate how much the driver accelerates the own vehicle, so that the required acceleration can be accurately predicted.

(4) The required acceleration prediction unit 7 predicts the required acceleration based on the vehicle state.
By looking at the vehicle state, it is possible to determine the traveling scene (straight forward, turning state). If the driving scene is known, it is possible to estimate how much the driver accelerates the own vehicle, so that the required acceleration can be accurately predicted.

(5) The required acceleration prediction unit 7 sets the required acceleration to a larger value as the difference between the estimated average vehicle speed of the traveling route of the own vehicle and the current own vehicle speed is larger.
Generally, since the driver travels the vehicle in accordance with the traffic flow, the vehicle speed after acceleration can be estimated to be the average vehicle speed of the estimated travel route. Therefore, the greater the difference between the estimated average vehicle speed of the travel route and the current host vehicle speed, the higher the acceleration desired by the driver. Therefore, by increasing the required acceleration as the difference is larger, it is possible to realize fuel efficiency driving support that matches the traffic flow.

(6) The requested acceleration prediction unit 7 predicts the requested acceleration based on the relative relationship with the preceding vehicle and the following vehicle.
In general, the driver drives the vehicle so that the relative relationship (for example, the distance between the vehicles) with the preceding vehicle and the following vehicle is kept constant, so that the distance between the preceding vehicle and the following vehicle increases. The closer the inter-vehicle distance is, the higher the acceleration desired by the driver. Therefore, the acceleration according to the movement of the preceding vehicle and the succeeding vehicle can be realized by increasing the required acceleration as the distance between the preceding vehicle and the distance between the following vehicle becomes smaller. Further, when the preceding vehicle and the following vehicle are traveling in accordance with the traffic flow, it is possible to realize fuel efficiency driving support in accordance with the traffic flow.

(7) When the lateral acceleration acting on the host vehicle exceeds a predetermined value, the permitted operation amount calculation unit 8 maintains the permitted operation amount calculated immediately before the predetermined value is exceeded until the value is below the predetermined value. .
If the permitted operation amount changes during turning, the accelerator pedal operation amount may change and the vehicle behavior may be disturbed. Therefore, the vehicle behavior during turning can be stabilized by keeping the permitted operation amount constant during turning.

(Other examples)
As mentioned above, although the form for implementing this invention was demonstrated based on the Example, the concrete structure of this invention is not limited to an Example, The design change of the range which does not deviate from the summary of invention And the like are included in the present invention.
For example, the accelerator pedal reaction force characteristic with respect to the accelerator pedal operation amount may be a characteristic such that the accelerator pedal reaction force increases stepwise when the accelerator pedal operation amount exceeds the permitted operation amount. In other words, when the accelerator pedal operation amount exceeds the permitted operation amount, the accelerator pedal reaction force may be increased with respect to the accelerator pedal reaction force based on the accelerator pedal reaction force characteristic set in advance.
Further, the information acquired by the driving environment acquisition unit may be acquired by the driving state determination unit, and vice versa (for example, the road gradient is not limited to the navigation information but may be determined based on the G sensor). ).

1 Accelerator pedal
2 Accelerator pedal reaction force control device (Accelerator pedal reaction force control means)
3 Actuator
4 Driving environment acquisition department
5 Operation control judgment part
6 Vehicle state determination unit
7 Required acceleration prediction unit (Required acceleration prediction means)
8 Permitted operation amount calculation unit (permitted operation amount calculation means)
9 Accel pedal reaction force calculator
10 Accelerator pedal reaction force control unit (Accelerator pedal reaction force control means)

Claims (7)

Required acceleration prediction means for predicting the required acceleration of the driver;
A permitted operation amount calculating means for calculating a permitted operation amount that is an accelerator pedal operation amount for obtaining the required acceleration;
An accelerator pedal reaction force control means for increasing an accelerator pedal reaction force with respect to an accelerator pedal reaction force based on a predetermined accelerator pedal reaction force characteristic when an accelerator pedal operation amount exceeds the permitted operation amount;
A vehicle driving support apparatus comprising: The vehicle driving support device according to claim 1,
The required acceleration prediction means predicts the required acceleration based on a traveling environment around the host vehicle. The vehicle driving support device according to claim 1 or 2,
The requested acceleration predicting means predicts the requested acceleration based on a driving operation of a driver. The vehicle driving support device according to any one of claims 1 to 3,
The requested acceleration prediction means predicts the requested acceleration based on a vehicle state. The driving support device for a vehicle according to any one of claims 1 to 4,
The requested acceleration prediction means sets the requested acceleration to a higher value as the difference between the estimated average vehicle speed of the traveling route of the own vehicle and the current own vehicle speed increases. The vehicle driving support device according to any one of claims 1 to 5,
The requested acceleration predicting means predicts the requested acceleration based on a relative relationship with a preceding vehicle and / or a succeeding vehicle. The vehicle driving support device according to any one of claims 1 to 6,
When the lateral acceleration acting on the host vehicle exceeds a predetermined value, the permitted operation amount calculating means maintains the permitted operation amount calculated immediately before the predetermined value is exceeded until the predetermined acceleration is exceeded. A vehicle driving support device characterized by the above.

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