JP2021127068A - Driving support device - Google Patents

Abstract

To properly support acceleration immediately after the start of a parked vehicle.SOLUTION: A driving support device (100) comprises: acceleration control means (107) for executing acceleration control for accelerating a vehicle until a parked vehicle (10) speed reaches a predetermined target speed, when the vehicle is started; and speed suppressing means (105 and 106) for decreasing acceleration for the acceleration control in comparison with the case where it is estimated that the vehicle goes straight, in the case where it is estimated that the vehicle turns right or left within a period of predetermined time after the start of the vehicle.SELECTED DRAWING: Figure 3

Description

The present invention relates to a technical field of a driving support device that executes vehicle driving support.

As a device of this type, a device that supports acceleration immediately after the start of a stopped vehicle is known. For example, Patent Document 1 discloses a technique for executing control for accelerating a vehicle from a stopped state based on a traveling instruction speed of the vehicle instructed by the driver.

Further, when executing follow-up control for following a preceding vehicle, it is known that various controls are executed according to a right or left turn of the own vehicle. For example, Patent Document 2 discloses that when the possibility of turning left or right of the own vehicle is estimated during the follow-up control, the vehicle speed of the own vehicle is reduced. Patent Document 3 discloses that the gear of the own vehicle is lowered when the possibility of turning left or right of the own vehicle is presumed while the preceding vehicle is being followed and stopped.

JP-A-2017-067042

When starting a stopped vehicle, if the acceleration is the same when the vehicle goes straight and when the vehicle turns left or right immediately after starting, the driver may feel uncomfortable. For example, when the vehicle goes straight, the vehicle may be accelerated with a relatively large acceleration, but when the vehicle makes a right / left turn, if the vehicle is accelerated at the same acceleration, the vehicle makes a vigorous right / left turn. This will give the driver a sense of insecurity. Such a situation is not assumed in Patent Document 1 described above, and there is room for improvement.

The present invention has been made in view of the above problems, for example, and an object of the present invention is to provide a driving support device capable of appropriately supporting acceleration of a stopped vehicle immediately after starting.

In one aspect of the driving support device according to the present invention, when a stopped vehicle starts, an acceleration control means that executes acceleration control for accelerating the vehicle until it reaches a predetermined target speed, and within a predetermined time from the start. In addition, when it is estimated that the vehicle makes a right turn or a left turn, an acceleration suppressing means for reducing the acceleration in the acceleration control is provided as compared with the case where the vehicle is estimated to go straight.

According to one aspect of the driving support device described above, it is possible to suppress the vehicle immediately after starting from accelerating vigorously and turning right or left, so that it is possible to suppress the driver's discomfort with the acceleration control.

It is a block diagram which shows the structure of the driving support device which concerns on embodiment. It is a flowchart which shows the operation flow of the driving support apparatus which concerns on embodiment. It is a conceptual diagram which shows the specific operation example of the driving support device which concerns on embodiment. It is a graph which shows the control example of the acceleration by the driving support device which concerns on embodiment. It is a conceptual diagram which shows the specific operation example of the driving support device which concerns on 1st modification. It is a conceptual diagram which shows the specific operation example of the driving support device which concerns on 2nd modification. It is a conceptual diagram which shows the specific operation example of the driving support device which concerns on 3rd modification. It is a conceptual diagram (the 1) which shows the specific operation example of the driving support device which concerns on 4th modification. It is a conceptual diagram (No. 2) which shows the specific operation example of the driving support device which concerns on 4th modification. It is a conceptual diagram which shows the specific operation example of the driving support device which concerns on 5th modification.

Hereinafter, embodiments of the driving support device will be described with reference to the drawings.

<Device configuration>
First, the configuration of the driving support device according to the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing a configuration of a driving support device according to an embodiment.

In FIG. 1, the driving support device 100 according to the present embodiment is mounted on the vehicle 10, and includes an external environment recognition unit 101, a start determination unit 102, a right / left turn intention determination unit 103, and an external environment determination unit 104. , The acceleration suppression reference determination unit 105, the suppression acceleration calculation unit 106, the acceleration control unit 107, and the end determination unit 108 are provided. The driving support device 100 is configured to include, for example, an ECU (Electronic Control Unit) included in the vehicle 10, but some of the components thereof are provided outside the vehicle 10 (for example, an external server or the like). It may have been.

The external environment recognition unit 101 includes, for example, a camera, a radar, a LiDAR (Light Detection And Ranking), an ITS (Intelligent Transport System) information communication system, and the like. The external environment recognition unit 101 is configured to be able to recognize the external environment of the vehicle 10 (for example, the presence or absence of a preceding vehicle or an obstacle). The information about the external environment recognized by the external environment recognition unit 101 is output to the start determination unit 102.

The start determination unit 102 can determine whether or not to execute the acceleration control (specifically, the acceleration control when starting independently from the stopped state, which will be described later) executed by the driving support device 100 according to the present embodiment. It is configured in. The start determination unit 102 uses the information on the external environment recognized by the external environment recognition unit 101 and the internal information of the vehicle 10 obtained from an internal sensor (not shown) or the like to put the current vehicle 10 in a predetermined state (). That is, it is determined whether or not the acceleration control should be performed). The start determination unit 102 determines, for example, the stopped state of the vehicle from the state of the engine and the brake of the vehicle 10. Further, the start determination unit 102 may determine the presence or absence of the preceding vehicle based on the information regarding the external environment. The determination result of the start determination unit 102 is output to the right / left turn intention determination unit 103.

The right / left turn intention determination unit 103 is configured to be able to determine whether or not the driver of the vehicle 10 has an intention to make a right turn or a left turn (hereinafter, appropriately referred to as "right / left turn"). More specifically, the right / left turn intention determination unit 103 determines whether or not the vehicle 10 will make a right / left turn within a predetermined period after the vehicle 10 starts (for example, the vehicle 10 stopped before the intersection immediately after the start). It is configured so that it is possible to estimate the situation of turning left or right at the intersection of. The "predetermined period" here is a threshold value for determining whether or not the vehicle will turn left or right relatively soon after the vehicle starts, and the technical effect described later is exhibited. It is preset as a period suitable for (for example, about several seconds to a dozen seconds). In addition, instead of a predetermined period, a "predetermined distance" can be set as a threshold value. In this case, it may be possible to estimate whether or not the vehicle 10 will turn left or right after the vehicle 10 starts and travels a predetermined distance (for example, about several meters to several tens of meters). The right / left turn intention determination unit 103 determines whether or not the driver of the vehicle 10 has an intention to turn left or right based on, for example, the state of the winker or the like provided in the vehicle 10. Alternatively, when the right / left turn intention determination unit 103 instructs the right / left turn in the navigation system, or when the vehicle 10 is located in the right turn lane or the left turn lane, the driver of the vehicle 10 has an intention to turn left / right. May be determined. The determination result of the right / left turn intention determination unit 103 is output to the external environment environment determination unit 104.

The external environment environment determination unit 104 can determine whether or not there is a road at the destination of the vehicle 10 (that is, the destination of the right turn or the destination of the left turn) obtained as the determination result of the right / left turn intention determination unit 103. It is configured. The external environment determination unit 104 determines whether or not a road exists at the destination by using, for example, map information. Alternatively, the external environment determination unit 104 may acquire surrounding environment information such as ITS information by communication with infrastructure equipment or other vehicles, and determine whether or not there is a road ahead from the information. The determination result of the external environment determination unit 104 is output to the acceleration suppression reference determination unit 105.

The acceleration suppression reference determination unit 105 is configured to be able to determine the acceleration suppression reference used in the acceleration control. The "acceleration suppression reference" here is a parameter used for control for suppressing acceleration executed during acceleration control (hereinafter, appropriately referred to as "acceleration suppression control"), and how much acceleration is suppressed. It is a value indicating a standard. The acceleration suppression standard is set so that the acceleration when the vehicle 10 turns left or right is smaller than that when the vehicle 10 goes straight. Further, the acceleration suppression standard determination unit 105 may determine the acceleration suppression standard depending on whether the vehicle 10 turns right or left. Alternatively, the acceleration suppression standard determination unit 105 may determine the acceleration suppression standard based on the surrounding conditions of the vehicle 10, the situation of the right or left turn destination, and the like. The specific method for determining the acceleration suppression standard will be described in detail later. The determination result of the acceleration suppression reference determination unit 105 is output to the suppression acceleration calculation unit 106.

The suppression acceleration calculation unit 106 calculates how to control the acceleration of the vehicle 10 based on the determination result (that is, the acceleration suppression reference) of the acceleration suppression reference determination unit 105. The suppression acceleration calculation unit 106 may calculate the acceleration based on, for example, a preset acceleration profile or the like. The calculation result of the suppression acceleration calculation unit 106 is output to the acceleration control unit 107.

The acceleration control unit 107 is configured to be able to realize the acceleration calculated by the suppression acceleration calculation unit 106 by controlling each part of the vehicle 10. The acceleration control unit 107 controls the acceleration of the vehicle 10 by directly transmitting a physical value to be realized to, for example, an ECU (not shown) that controls a brake or an engine. Alternatively, the acceleration control unit 107 outputs the acceleration to the arbitration ECU (not shown) that arbitrates the acceleration with another system, calculates the physical value to be realized by the arbitration ECU, and controls the brake and the engine. The output may be made to the ECU.

The end determination unit 108 is configured to be able to determine whether or not to terminate the acceleration suppression control. The end determination unit 108 determines that the acceleration suppression control is terminated, for example, when the vehicle 10 is in a predetermined state. More specifically, the end determination unit 108 may determine that the acceleration suppression control is terminated when the vehicle 10 passes the pedestrian crossing at the point where the vehicle 10 turns right or left. Further, the end determination unit 108 may be configured to be able to determine whether or not to terminate the acceleration control. In this case, the end determination unit 108 may determine that the acceleration control is terminated, for example, when the vehicle reaches a predetermined target speed.

<Operation explanation>
Next, the operation flow of the driving support device 100 according to the present embodiment will be described with reference to FIG. FIG. 2 is a flowchart showing an operation flow of the driving support device according to the embodiment.

As shown in FIG. 2, when the driving support device 100 according to the present embodiment is operating, the start determination unit 102 first determines the vehicle 10 (hereinafter, appropriately "own vehicle") based on the information recognized by the external environment recognition unit 101. 10 ”), it is determined whether or not the preceding vehicle does not exist (step S11). The start determination unit 102 determines that the vehicle is traveling alone (that is, not in the following state), for example, in a situation where the following control of the own vehicle 10 (for example, ACC: Adaptive Cruise Control) is enabled. When the preceding vehicle exists (step S11: NO), it is determined that the condition for starting the acceleration control is not satisfied, and the subsequent processing is omitted. In this case, the process of step S11 may be started again after the elapse of a predetermined period.

When the preceding vehicle does not exist (step S11: YES), the start determination unit 102 determines whether or not the own vehicle 10 is in the stopped state (step S12). If the own vehicle 10 is not in the stopped state (step S12: NO), it is determined that the condition for starting the acceleration control is not satisfied, and the subsequent processing is omitted. In this case as well, the process of step S11 may be started again after the elapse of the predetermined period.

When the own vehicle 10 is in the stopped state (step S12: YES), it is determined that the condition for executing the acceleration control of the own vehicle 10 is satisfied. In this case, the right / left turn intention determination unit 103 determines whether or not the driver of the own vehicle 10 has an intention to turn left / right (step S13). When the driver of the own vehicle 10 intends to turn left or right (step S13: YES), the external environment determination unit 104 determines whether or not there is a road ahead of the right or left turn of the own vehicle 10 (step S14). When the driver of the own vehicle 10 does not intend to turn left or right (step S13: NO), or when there is no road at the right or left turn destination of the own vehicle 10 (step S14: NO), the condition for executing the acceleration suppression control. Is not satisfied, and the processes of steps S15 to S18, which will be described later, are omitted. In this case, the own vehicle 10 executes normal acceleration control (that is, control for accelerating the own vehicle 10 to a predetermined target speed) (steps S19 to S21).

On the other hand, when there is a road at the right / left turn destination of the own vehicle 10 (step S14: YES), it is determined that the condition for executing the acceleration suppression control is satisfied. In this case, the acceleration suppression reference determination unit 105 determines the acceleration suppression reference (step S15). Then, the suppression acceleration calculation unit 106 calculates the acceleration to be realized by the own vehicle 10 based on the acceleration suppression reference (step S16).

Subsequently, the acceleration control unit 107 controls the acceleration of the own vehicle 10 so that the calculated acceleration is realized (step S17). After that, the end determination unit 108 determines whether or not the own vehicle 10 has passed the pedestrian crossing after turning left or right (step S18). When the own vehicle 10 has not passed the pedestrian crossing (step S18: NO), the control by the acceleration control unit 107 is continued. That is, the acceleration suppression control for accelerating the own vehicle 10 with the suppressed acceleration continues to be executed. On the other hand, when the own vehicle 10 passes the pedestrian crossing (step S18: YES), the normal acceleration control is executed after the acceleration suppression control is completed.

When the normal acceleration control is started, the target acceleration for setting the own vehicle 10 to a predetermined target vehicle speed (for example, the set vehicle speed of the ACC) is calculated (step S19). Then, the acceleration of the vehicle is controlled based on the target acceleration (step S20). After that, it is determined whether or not the own vehicle 10 has reached the target vehicle speed (step S21). When the own vehicle 10 has not reached the target vehicle speed (step S21: NO), the processes of step S19 and step S20 are repeated. On the other hand, when the own vehicle 10 reaches the target vehicle speed (step S21: YES), a series of operations (that is, acceleration control when the own vehicle 10 starts) is terminated.

<Specific operation example>
Next, a specific operation example of the driving support device 100 according to the present embodiment will be described with reference to FIGS. 3 and 4. FIG. 3 is a conceptual diagram showing a specific operation example of the driving support device according to the embodiment. FIG. 4 is a graph showing an example of acceleration control by the driving support device according to the embodiment.

As shown in FIG. 3, consider a case where the own vehicle 10 stopped before the intersection starts in the absence of a preceding vehicle. According to the driving support device 100 according to the present embodiment, when the own vehicle 10 travels straight, normal acceleration control is executed. In this case, the own vehicle 10 is accelerated with a relatively large acceleration. On the other hand, when the own vehicle 10 turns left (for example, when the left winker 15 is lit as shown in the figure), the acceleration is suppressed and the own vehicle 10 is accelerated with a relatively small acceleration. become.

As shown in FIG. 4, the own vehicle 10 under acceleration control is controlled so that jerk is suppressed and the acceleration is gradually increased. Further, in the driving support device 100 according to the present embodiment, in particular, when it is estimated that the own vehicle 10 turns left or right, the acceleration is controlled to be smaller than that when the vehicle goes straight. In this way, it is possible to prevent the driver of the own vehicle 10 from feeling uncomfortable due to the vehicle turning left and right vigorously.

Further, the accelerations may be different from each other depending on whether the own vehicle 10 turns right or left. Specifically, as shown in the figure, the acceleration when the own vehicle 10 turns right may be smaller than the acceleration when the own vehicle 10 turns left. By doing so, the acceleration at the time of a right turn, which may collide with an oncoming vehicle, becomes smaller, so that the driver's discomfort can be suppressed more appropriately. Alternatively, conversely, the acceleration when the own vehicle 10 turns left may be smaller than the acceleration when the own vehicle 10 turns right. In this way, the acceleration at the time of a left turn, in which the curvature of the traveling locus of the own vehicle becomes relatively tight, becomes smaller, so that the driver's discomfort can be suppressed more appropriately.

<Modification example>
Subsequently, a modified example of the above-described embodiment will be described with reference to FIGS. 5 to 10. In addition, each modification described below is different from the above-described embodiment only in a part of the operation, and the other parts are substantially the same. Therefore, in the following, the parts different from the embodiments already described will be described in detail, and the description of other overlapping parts will be omitted as appropriate.

(First modification)
The first modification will be described with reference to FIG. FIG. 5 is a conceptual diagram showing a specific operation example of the driving support device according to the first modification.

As shown in FIG. 5, the acceleration at the time of turning left / right may be adjusted based on the radius of curvature of the curve at the time of turning left / right. Specifically, the smaller the radius of curvature of the curve, the smaller the acceleration may be adjusted. By doing so, the acceleration is suppressed as the curve when the own vehicle 10 turns left or right becomes tighter, so that the discomfort given to the driver can be further reduced.

(Second modification)
A second modification will be described with reference to FIG. FIG. 6 is a conceptual diagram showing a specific operation example of the driving support device according to the second modification.

As shown in FIG. 6, the acceleration at the time of turning left or right may be adjusted based on the state of the arrow signal 250 at the traffic light 200 installed at the intersection where the vehicle turns left or right. Specifically, when the own vehicle 10 is about to turn right and the arrow signal 250 that permits the right turn is lit, the acceleration is larger than that when the arrow signal 250 is not lit. It may be adjusted as follows. By doing so, it is possible to prevent the acceleration from being greatly suppressed in a situation where the own vehicle 10 can turn left and right relatively safely, so that the discomfort given to the driver can be further reduced.

(Third modification example)
A third modification will be described with reference to FIG. FIG. 7 is a conceptual diagram showing a specific operation example of the driving support device according to the third modification.

As shown in FIG. 7, the acceleration at the time of turning left or right may be adjusted based on the traffic volume around the vehicle (for example, another vehicle, a pedestrian, etc.). Specifically, when the traffic volume around the own vehicle 10 is heavy (for example, when there are many other vehicles 20), the acceleration is adjusted to be smaller than when the traffic volume is low. May be done. In this way, in a situation where the safety of the own vehicle 10 should be more important, the acceleration can be made smaller, so that the discomfort given to the driver can be made smaller.

(Fourth modification)
A fourth modification will be described with reference to FIGS. 8 and 9. FIG. 8 is a conceptual diagram (No. 1) showing a specific operation example of the driving support device according to the fourth modification. FIG. 9 is a conceptual diagram (No. 2) showing a specific operation example of the driving support device according to the fourth modification.

As shown in FIGS. 8 and 9, the acceleration at the time of turning left or right may be adjusted based on the road conditions (for example, road width, pedestrians, presence or absence of other vehicles, etc.) ahead of the vehicle turning left or right. Specifically, as shown in FIG. 8, when the road width at the point where the own vehicle 10 turns left or right is narrow, the acceleration may be adjusted to be smaller than when the road width is wide. Alternatively, as shown in FIG. 9, when another vehicle 20 or a pedestrian 50 is present at the point where the own vehicle 10 turns left or right, the acceleration is higher than when the pedestrian 50 is not present. It may be adjusted to be smaller. In this way, in a situation where the safety of the own vehicle 10 should be more important, the acceleration can be made smaller, so that the discomfort given to the driver can be made smaller.

(Fifth modification)
A fifth modification will be described with reference to FIG. FIG. 10 is a conceptual diagram showing a specific operation example of the driving support device according to the fifth modification.

As shown in FIG. 10, the acceleration at the time of turning left or right may be adjusted based on the distance until the own vehicle 10 turns left or right (for example, the distance from the stop position to the intersection). Specifically, when the distance to turn left or right is short, the acceleration may be adjusted to be smaller than when the distance to turn left or right is long. In this way, the acceleration when turning left or right at a relatively early stage is suppressed, but the acceleration when the time from starting to turning left or right is long is not significantly suppressed. Therefore, it is possible to reduce the discomfort given to the driver.

<Additional notes>
The following additional notes will be further disclosed with respect to the embodiments described above.

(Appendix 1)
The driving support device according to Appendix 1 includes an acceleration control means that executes acceleration control for accelerating the vehicle until it reaches a predetermined target speed when the stopped vehicle starts, and the above-mentioned driving support device within a predetermined time from the start. When the vehicle is estimated to turn right or left, the driving is provided with an acceleration suppressing means for reducing the acceleration in the acceleration control as compared with the case where the vehicle is estimated to go straight. It is a support device.

According to the driving support device described in Appendix 1, it is possible to suppress the vehicle immediately after starting from accelerating vigorously and turning right or left, so that it is possible to suppress the driver's discomfort with the acceleration control.

(Appendix 2)
The driving support device according to Appendix 2 further includes a follow-up control means for executing follow-up control for traveling following the preceding vehicle, and the acceleration suppressing means is effective for the follow-up control and does not have the preceding vehicle. The driving support device according to Appendix 1, characterized in that the acceleration in the acceleration control is reduced in the situation.

According to the driving device described in Appendix 2, a situation in which follow-up control is effective and there is no preceding vehicle (in other words, there is no preceding vehicle that serves as a reference for acceleration or a preceding vehicle that hinders acceleration). ), It is possible to suppress sudden acceleration of a vehicle turning right or left.

(Appendix 3)
The driving support device according to Appendix 3 is the driving support device according to Appendix 1 or 2, further comprising an estimation means for estimating that the vehicle makes a right turn or a left turn within the predetermined period.

According to the driving support device described in Appendix 3, it is possible to appropriately estimate that the vehicle will turn right or left within a predetermined period.

(Appendix 4)
In the driving support device according to Appendix 4, the acceleration suppressing means determines the acceleration in the acceleration control when the vehicle is estimated to turn right, as compared with the case where the vehicle is estimated to turn left. The driving support device according to any one of Supplementary note 1 to 3, which is characterized in that it is made smaller.

According to the driving support device described in Appendix 4, the acceleration when turning right is smaller than when turning left, so that appropriate acceleration is realized even when turning right, for example, when there is a concern about collision with an oncoming vehicle. ..

(Appendix 5)
In the driving support device according to Appendix 5, the acceleration suppressing means determines the acceleration in the acceleration control when the vehicle is estimated to turn left, as compared with the case where the vehicle is estimated to turn right. The driving support device according to any one of Supplementary note 1 to 3, which is characterized in that it is made smaller.

According to the driving support device described in Appendix 5, the acceleration when turning left is smaller than that when turning right, so that an appropriate acceleration is realized even when turning left, for example, when the curve curvature is relatively tight.

(Appendix 6)
The driving support device according to Appendix 6, wherein the acceleration suppressing means reduces the acceleration in the acceleration control based on the curve curvature when the vehicle makes a right turn or a left turn. The driving support device according to item 1.

According to the driving support device described in Appendix 6, the acceleration is reduced based on the curve curvature (for example, when the curve is tight, the acceleration is reduced), so that the driver's discomfort is suppressed more effectively. It is possible to do.

(Appendix 7)
The driving support device according to Appendix 7 is characterized in that the acceleration suppressing means reduces the acceleration in the acceleration control based on an arrow signal installed at an intersection where the vehicle turns right or left. The driving support device according to any one of 6.

According to the driving support device described in Appendix 7, the acceleration is reduced based on the arrow signal (in other words, whether the driver can turn right or left relatively safely), so that the driver feels uncomfortable more effectively. It can be suppressed.

(Appendix 8)
The driving support device according to the appendix 8 is characterized in that the acceleration suppressing means reduces the acceleration in the acceleration control based on the traffic volume around the vehicle, according to any one of the appendices 1 to 7. The driving support device described.

According to the driving support device described in Appendix 8, the acceleration is reduced based on the traffic volume around the vehicle (for example, considering the possibility of contact with other vehicles in the vicinity), so that the driver It is possible to suppress the discomfort of the vehicle more effectively.

(Appendix 9)
The driving support device according to Appendix 9, wherein the acceleration suppressing means reduces the acceleration in the acceleration control based on the road condition ahead of the vehicle turning right or left. The driving support device according to item 1.

According to the driving support device described in Appendix 9, the acceleration is reduced based on the road conditions (for example, road width, presence of pedestrians and other vehicles, etc.) at the turn left and right, so that the driver's discomfort is more effective. It is possible to suppress it.

(Appendix 10)
The driving support device according to Appendix 10, wherein the acceleration suppressing means reduces the acceleration in the acceleration control based on the distance to the position where the vehicle turns right or left. The driving support device according to item 1.

According to the driving support device described in Appendix 10, the acceleration is reduced based on the distance to the position where the vehicle turns right or left (for example, the shorter the distance to the position where the vehicle turns right or left, the smaller the acceleration). Therefore, it is possible to more effectively suppress the driver's discomfort.

The present invention is not limited to the above-described embodiment, and can be appropriately modified within the scope of claims and within a range not contrary to the gist or idea of the invention that can be read from the entire specification. It is also included in the technical scope of the present invention.

10 Vehicle 15 Winker 20 Other vehicle 50 Pedestrian 100 Driving support device 101 External environment recognition unit 102 Start judgment unit 103 Right / left turn intention judgment unit 104 External environment judgment unit 105 Acceleration suppression standard judgment unit 106 Suppression acceleration calculation unit 107 Acceleration control unit 108 End judgment unit 200 traffic light 250 arrow signal

Claims (1)

When a stopped vehicle starts, an acceleration control means that executes acceleration control for accelerating the vehicle until it reaches a predetermined target speed, and
When it is estimated that the vehicle turns right or left within a predetermined time from the start, the acceleration suppressing means for reducing the acceleration in the acceleration control is used as compared with the case where the vehicle is estimated to go straight. A driving support device characterized by being provided.

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