JP2000215395A - Device for supporting vehicle driving - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving supporting device for vehicle that optimally supports driving operation in accordance with the change of desired degree of a driver who tries to drive in the center of a traffic lane. SOLUTION: A controller finds a coefficient α1 corresponding to lane width and a coefficient α2 corresponding to a value (visibility deterioration index β) whose condition is the worst to a driving operation by a driver in each condition of an ambient weather state, the recognizability of a white line and the lighting state of headlights before calculating control torque T to be set to a steering actuator(SA) and decides a control gain (k) corresponding to the desired degree of the driver who tries to drive in a lane center by selecting the value whose condition is the worse between the coefficients α1 and α2 as a coefficient α to be adopted for the control of an actual SA (S8 to S16).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving support system for a vehicle that assists a driving operation of a vehicle driver, and for example, to a driving support system for a typical automobile.

[0002]

2. Description of the Related Art Conventionally, a driving support device for supporting a driving operation of a vehicle driver has been proposed. As an example of such a driving support device, for example, Japanese Patent Application Laid-Open No. 9-282033
There is proposed a technique for changing a reference position of a traveling line to be guided according to a difference in steering characteristics due to individual differences of a driver, such as a traveling line near the center of a traveling lane or a traveling line toward the right. .

[0003]

However, the driver's steering characteristics of a driving line and the like vary depending on the surrounding environment such as weather and brightness. Since such a change in the surrounding environment cannot be reflected, the automatic driving assistance operation may give a sense of incongruity to the driver in some cases.

Accordingly, an object of the present invention is to provide a driving support system for a vehicle that optimally supports a driving operation in accordance with a change in a desired degree of a driver who wants to travel in the center of a lane.

[0005]

Means for Solving the Problems In order to achieve the above object, a vehicle driving support device according to the present invention has the following configuration.

That is, by applying means for applying a steering assist force to a steering device of a vehicle, detecting means for detecting a running state of the vehicle, and controlling the applying means based on a detection result by the detecting means, Control means for causing the vehicle to travel along the predetermined travel trajectory, the control means estimating a desired degree of a driver trying to travel in the center of the lane based on the detection result by the detection means,
The control gain of the providing means is increased as the estimated desired degree is higher.

Further, for example, the detection means can detect the travel lane width of the vehicle, and the control means preferably increases the control gain of the application means as the detected travel lane width decreases. .

Further, for example, the detecting means can further estimate the driver's visibility regarding the traveling, and the control means preferably increases the control gain of the providing means as the estimated visibility is worse. .

Alternatively, in order to achieve the above object, a vehicle driving support device according to the present invention has the following configuration.

That is, an applying means for applying a steering assisting force to a steering device of a vehicle, a detecting means for detecting a running state of the vehicle, and a predetermined means to be driven by the vehicle based on a detection result by the detecting means. By calculating a traveling locus and an amount of lateral displacement of the vehicle with respect to the predetermined traveling locus, and controlling the imparting means based on a detection result by the detecting means, the predetermined traveling of the vehicle is controlled. Control means for running the trajectory, wherein the control means estimates a desired degree of the driver trying to travel in the center of the lane based on the detection result by the detection means, and the predetermined degree is determined based on the estimated desired degree. It is characterized in that the traveling locus is corrected.

Alternatively, in order to achieve the above object, a vehicle driving support device according to the present invention has the following configuration.

That is, an applying means for applying a steering assisting force to a steering device of the vehicle, a detecting means for detecting a running state of the vehicle, and a predetermined means to be driven by the vehicle based on a detection result by the detecting means. By calculating a traveling locus and an amount of lateral displacement of the vehicle with respect to the predetermined traveling locus, and controlling the imparting means based on a detection result by the detecting means, the predetermined traveling of the vehicle is controlled. Control means for driving the trajectory, the control means estimating a desired degree of the driver trying to travel in the center of the lane based on the detection result by the detection means, and the higher the estimated desired degree is, the more the adding means Is characterized in that the control dead zone is narrowed.

In any of the above device configurations, the control means may operate the alarm mechanism according to the calculated control amount instead of controlling the providing means.

[0014]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram of a driving support system for a vehicle according to the present invention.

FIG. 1 shows a first embodiment of the present invention.
FIG. 1 is a diagram illustrating a system configuration of a vehicle equipped with a driving assistance device according to an embodiment.

In FIG. 1, reference numeral 2 denotes a controller for controlling the entire operation of the driving support device. Reference numeral 3 denotes a CCD (Charge Couple Device) for imaging the imaging area 100 in front of the vehicle 1.
ice) An imaging device such as a camera. Reference numeral 4 denotes a vehicle speed sensor that detects the vehicle speed of the vehicle 1. Reference numeral 5 denotes a headlight switch capable of turning on and off the headlights of the vehicle 1. Reference numeral 6 denotes a raindrop sensor that detects raindrops received by the vehicle 1. Reference numeral 8 denotes a steering actuator such as a motor for driving a steering shaft so as to apply a steering assist force, as an example of a mechanism for actually steering the vehicle 1.

FIG. 2 is a block diagram showing a control configuration of the driving assistance apparatus according to the first embodiment of the present invention. Each block shown inside the controller 2 controls the control operation performed by the controller 2 by input signals. It is expressed from the viewpoint of the use of.
The actual control processing by the controller 2 is executed by a CPU (not shown) according to software stored in advance in a ROM (not shown) (details will be described later). Also, FIG.
FIG. 2 is a diagram illustrating a positional relationship between a vehicle and a lane according to the first embodiment of the present invention.

In FIG. 2, a controller 2 estimates a target trajectory Lt for the vehicle 1 to travel and detects a lateral position D by a general method based on an image in front of the vehicle 1 captured by the CCD camera 3. , The yaw angle θ and the lane width are detected. Here, the lateral position D is, for example, the distance between the left white line 200 and the center line 202 of the vehicle 1 (see FIG. 3).

In the present embodiment, the target trajectory Lt is estimated by detecting a roadway dividing line such as a white line included in a captured image on the road surface by general image processing. A line passing through a position separated by a predetermined distance or a line passing through the center of two detected roadway dividing lines on the road surface (lane center line 201 shown in FIG. 3) is calculated, and the calculated line is set as a target locus. It may be set as Lt.

Further, the controller 2 estimates a forward gaze distance (L) based on the own vehicle speed detected by the vehicle speed sensor 4. Further, the controller 2 determines the visibility of the driver based on the lighting state of the headlight detected by the headlight switch 5, the weather state detected by the raindrop sensor 6, and the image of the front of the vehicle 1 captured by the CCD camera 3. Estimate (details will be described later).

The controller 2 calculates the calculated target locus L
A future lateral deviation y1 of the vehicle 1 is calculated based on the t, the lateral position D, the yaw angle θ, and the forward fixation distance L. Further, the controller 2 estimates the need (desirability) of the driver who wants to travel in the center of the lane based on the calculated lane width and the visibility of the driver, and determines a predetermined control gain map according to the estimated value α. To obtain the control gain (control torque T) based on the product of the lateral deviation y1 and the control gain k to the steering actuator 8. Here, as the characteristic curve set in the control gain map, the control gain k is set to be larger as the estimated value α of the need to travel in the center of the lane is higher (in the control gain map shown in FIG. The higher the estimated value α is, the larger the driving torque generated in the steering actuator 8 is. The lower the estimated value α is, the smaller the driving torque is. , It is possible to prevent the driver from feeling uncomfortable.

The driving assist system is not limited to the system for actually generating the steering assist force by the steering actuator 8 as described above, and the steering correction is performed by the alarm actuator 8 'as shown by a broken line in FIG. A method may be used to notify the driver of the need. Here, as a specific configuration of the alarm actuator 8 ', for example, notification by voice or notification by applying pulse-like vibration to a steering shaft or a steering wheel by the steering actuator 8 may be employed.

Next, the software executed by the controller 2 will be described with reference to FIGS.

FIG. 4 is a flowchart showing a control process of the driving support device according to the first embodiment of the present invention.
FIG. 5 is a diagram illustrating the positional relationship between the vehicle and the lane in the control processing according to the first embodiment of the present invention.

In FIG. 4, step S1: an image picked up by the CCD camera 3, an input signal from the above-described various sensors such as the own vehicle speed detected by the vehicle speed sensor 4, and a switch are stored in a RAM (not shown) so that various types of signals are stored. Update the sensor input signal and switch operation state to the latest state.

Step S2: A forward fixation distance L, which is the distance from the driver's viewpoint to the fixation point, is estimated. Here, the point where the driver gazes ahead is generally
It is known that the slower the vehicle speed, the closer it is, and the faster the vehicle speed, the farther it is. Therefore, the forward fixation distance L is
A curve representing the characteristic of the front gaze distance L, which becomes longer in accordance with the vehicle speed, is stored in advance in a ROM (not shown) as a look-up table (LUT), and the LUT is stored in this step in accordance with the own vehicle speed detected by the vehicle speed sensor 4. Can be obtained by referring to.

Steps S3 to S5: Based on the image in front of the vehicle 1 captured by the CCD camera 3, detection of the lateral position D (step S3), detection of the yaw angle θ (step S4), by a general method. Then, the target trajectory Lt to which the vehicle 1 should travel is estimated (step S5). still,
In the example shown in FIG. 5, the target locus Lt is set as the lane center line 201, and the case where the lateral position D of the vehicle 1 coincides with the lane center line 201 (the case where the lateral deviation dy = 0) is shown. However, the target locus Lt may be set at a position separated from the lane center line 201 by a predetermined distance as necessary.

Step S6: The distance between two white lines included in the image captured by the CCD camera 3 is determined as the lane width.

Step S7: It is generally known that the driver tries to travel in the center of the lane as the lane width becomes narrower. Therefore, in the present embodiment, a characteristic curve in which the coefficient α1 representing the need to travel in the center of the lane increases as the lane width becomes narrower is stored in advance in a ROM (not shown) as an LUT, and LUT step S
The coefficient α1 is determined by referring to the lane width calculated in step 6 in this step.

Step S8: In general, it is known that the visibility of the front of the driver becomes worse as the amount of rainfall increases.
Accordingly, in the present embodiment, a characteristic curve in which the visibility deterioration index β1 representing the visibility deterioration state increases as the output value of the raindrop sensor 6 increases, is stored in advance in a ROM (not shown) by a LUT.
Then, the LUT is referred to in this step in accordance with the output value of the raindrop sensor 6 at the present time, and the visibility deterioration index β1 at the present time is obtained.

Step S9: The forward visibility of the driver is
It can also be expressed by how far the white line in front can be seen. Therefore, in the present embodiment, a characteristic curve representing the visibility deterioration index β2 that increases according to the distance of the visible white line position from the vehicle 1 is determined in advance by an RO (not shown).
M, etc., are stored as LUTs, and among the white line images included in the image captured by the CCD camera 3,
The distance from the D camera 3 to the distant point is calculated, and the LUT is referred to in this step in accordance with the distance to obtain the visibility deterioration index β2 at the present time.

Step S10: Detecting the operating state of the headlight switch 5 in order to determine at least the driving environment in which it is necessary to turn on the headlights at present (for example, driving at night or running in a tunnel). Thus, it is determined whether or not the headlight of the vehicle 1 is turned on. If the determination is NO (headlight: off), the process proceeds to step S14.

Step S11: If the determination in step S10 is YES (headlight: on), it is determined whether the lighting state of the headlight is a high beam.

Steps S12 and S13: When the determination in step S11 is YES (high beam), the visibility in the front is better than when the beam is not a high beam, so the predetermined visibility deterioration index β3 (<Β2)
Is set (step S12), and when the determination in step S11 is NO (not high beam), the visibility in the forward direction is not good compared with the case of the high beam, so a predetermined visibility deterioration index β2 is set (step S12). S1
3).

Step S14: From the viewpoint of the weather and the lighting state of the headlight, the largest value among the visibility deterioration indices β1 to β4 calculated up to this step, that is, the value that is the worst condition for the driving operation by the driver. Is selected as the driver's visibility deterioration index β at the present time.

Step S15: Similar to step S7,
By referring to the LUT stored in advance in accordance with the visibility deterioration index β set in step S14, a coefficient α2 representing the need to drive in the center of the lane is obtained.

Step S16: The larger value of the coefficient α1 obtained in step S7 and the coefficient α2 obtained in step S15 is selected, and the selected value is employed for actually controlling the drive of the steering actuator 8. To express the need to drive in the center of the lane
And

Step S17: The future lateral deviation y1 is calculated by the following equation: y1 = yo + dy + L × θ.

Here, the lateral deviation dy is the amount of deviation of the vehicle 1 from the target locus Lt to the lane side at the present time.
After the target locus Lt is calculated in step S3 and the lateral position D is calculated in step S5, or in this step, the target locus Lt (the lane center line 2 in FIG.
01) (ie, the value of １ ／ of the lane width calculated in step S6) and the lateral position D. Also, yo is the amount of deviation between the target trajectory Lt at the position (point P) of the forward gaze distance L estimated in step S2 and the tangent to the target trajectory Lt at the current position of the vehicle 1 and is determined according to the curvature of the road. , Yo = R-SQR (R ↑ 2-L ↑ 2), where SQR (X) is the square root of X and Z ↑ 2 is Z
And R are the values calculated by the reciprocal of the curvature of the curve (see FIG. 5).

Step S18: The control gain k is obtained by referring to a control gain map (see FIG. 2) stored in advance in a ROM or the like according to the coefficient α set in step S16.

Step S19: The product of the future lateral deviation y1 calculated in step S17 and the control gain k calculated in step S18 is calculated as the control torque T of the steering actuator 8.

Step S20: The control torque T calculated in step S19 is output to the steering actuator 8, and the routine returns.

In the above-described embodiment, the controller 2
Is the control gain k prior to calculating the control torque T.
Is determined, the coefficient α1 corresponding to the calculated lane width
And a coefficient α2 corresponding to a value having the worst condition for the driving operation by the driver (visibility deterioration index β) among the conditions of the surrounding weather condition, the recognizability of the white line, and the lighting condition of the headlight, From the coefficients α1 and α2, a value that is even worse is selected as a coefficient α that represents the need to travel in the center of the lane, which is used to actually drive and control the steering actuator 8. Further, when calculating the future lateral deviation y1, the controller 2 uses the forward gaze distance L, the yo indicating the traveling state of the vehicle 1, the lateral position D (lateral deviation dy), and the yaw angle θ. . For this reason, even if the desired degree (needs) of the driver who wants to travel in the center of the lane changes every moment due to a change in the driving state around the vehicle 1, the driving operation is optimally supported according to the change. Therefore, it is possible to eliminate the driver's discomfort due to the automatic assistance of steering.

<Modification of the First Embodiment> In the above-described embodiment, the steering assist force is continuously generated by the steering actuator 8 as a driving assist system. In this modified example, an example will be described in which the notification to the driver by the alarm actuator 8 'is turned on / off based on a predetermined threshold value y2 based on the configuration of the driving support device in the above-described embodiment. For this reason, in the following description, the characteristic portions of the present modified example will be mainly described, and redundant description will be omitted.

In this modification, a threshold map is provided instead of the control gain map included in the controller 2 shown in FIG.
A different point from the above-described embodiment is that a threshold value y2 is selected from the threshold value map according to the calculated index α, and on / off control of whether or not to perform the notification by the alarm actuator 8 ′ is performed according to the selected threshold value y2. .

Here, as the characteristic curve set in the threshold value map, the threshold value y2 decreases as the estimated value α increases, so that the operation support control is more reliably performed as the need to travel in the center of the lane increases. It is preferable that the smaller the estimated value α is, the larger the threshold value y2 is set.

FIG. 6 is a flowchart showing an excerpt from the flowchart showing the control processing of the driving support apparatus in a modification of the first embodiment of the present invention, which is different from FIG. In the control processing according to the present modification, the processing up to step S17 is the same as the flowchart in FIG.

In the figure, steps S18A and S19A: The threshold value y2 for determining whether or not to drive the alarm actuator 8 'is set to the estimated value α selected in step S16 from a threshold map stored in advance in a ROM or the like. (Step S18A), and it is determined whether or not the future lateral deviation y1 (absolute value of y1) calculated in step S17 is larger than the selected threshold value y2 (step S19).
A). If NO (| y1 | <y2) in this determination,
Since there is no need to drive the alarm actuator 8 ', the routine returns.

Step S20A: If the determination in step S19A is YES (| y1 | ≥y2), the alarm actuator 8 'is driven, for example, by voice notification,
Alternatively, a pulse-like vibration is generated on the steering shaft or the steering wheel by the steering actuator 8, and the process returns.

According to this modification, driving assistance can be provided by notifying a warning only when the driver needs to drive in the center of the lane is high and when the lateral deviation y1 is large in the future. Thus, more accurate alarm control can be realized as compared with the case where an alarm is issued.

[Second Embodiment] In the present embodiment, the control torque T is applied to the steering actuator 8 based on the configuration of the driving support device in the first embodiment described above.
When the control torque T is generated, instead of changing the magnitude of the control gain k, the width of the control dead zone for determining whether or not to generate the control torque T is referred to by referring to a dead zone map stored in advance in a ROM or the like. To change. For this reason, in the following description, the characteristic portions of the present embodiment will be mainly described, and redundant description will be omitted.

FIG. 7 is a block diagram showing a control configuration of the driving support device according to the second embodiment of the present invention.
The difference from the block diagram of FIG. 2 in the embodiment is that a dead zone map is provided instead of the control gain map, and the width W of the control dead zone is selected from the dead zone map in accordance with the calculated coefficient α. Control dead zone width W
Is different in that the control torque T is determined according to the following equation.

Here, as the characteristic curve set in the dead zone map, the width W of the control dead zone is set smaller as the estimated value α of the need to travel in the center of the lane is higher (the dead zone map shown in FIG. 7). In the example, the linear characteristic has a negative slope). The higher the estimated value α is, the narrower the control dead zone is set, so that the driving support is more positively performed. Conversely, when the estimated value α is low, the control dead zone is set wide, and in this case, the degree of freedom of the steering operation by the driver itself increases. Therefore, it is possible to prevent the driver from feeling uncomfortable with the steering assist operation that is automatically performed, and to optimally assist the driving operation according to the need to drive in the center of the lane.

FIG. 8 is a flowchart showing the control processing of the driving support apparatus according to the second embodiment of the present invention.
5 is a flowchart showing an excerpt part different from FIG. 4. In the control processing according to the present embodiment, the processing up to step S17 is the same as the flowchart in FIG.

In the figure, steps S18B and S19A: The width W of the control dead zone is selected from the dead zone map according to the coefficient α set in step S16 (step S18B), and the future lateral deviation y1 calculated in step S17. It is determined whether (absolute value of y1) is larger than the selected width W (step S19A).

Step S20B: If the determination in step S19A is YES (| y1 | ≧ W), the control torque T
= (Y1-W) xk, and outputs the calculated control torque T to the steering actuator 8, and returns.

Step S20C: If the determination in step S19A is NO (| y1 | <W), it is not necessary to generate the control torque T, and the control returns as control torque T = 0.

In this embodiment, similarly to the modification of the first embodiment, the alarm actuator 8 'may be controlled instead of controlling the steering actuator 8.

[Third Embodiment] In the present embodiment, the control torque T is applied to the steering actuator 8 based on the configuration of the driving support device in the above-described first embodiment.
Is generated, the target locus Lt is corrected instead of changing the magnitude of the control gain k. For this reason, in the following description, the characteristic portions of the present embodiment will be mainly described, and redundant description will be omitted.

FIG. 9 is a block diagram showing a control configuration of the driving support device according to the third embodiment of the present invention.
The difference from the block diagram of FIG. 2 in the embodiment is that a control gain map is not provided and a block for correcting the target trajectory Lt according to the calculated coefficient α is provided.

FIG. 10 is a flowchart showing a control process of the driving support system according to the third embodiment of the present invention. The same processes as those in the flowchart of FIG. 4 of the first embodiment are denoted by the same step numbers. are doing. This embodiment is different from the first embodiment in that, instead of setting the control gain in step S18, in step S17C, the target trajectory Lt calculated in step S5 is calculated according to the coefficient α calculated in step S16. to correct.

Here, a specific example of the correction will be described.
In general, the driver does not always try to drive in the center of the lane.For example, when driving at the entrance of a curve, such as when driving on a curve, and when driving along a curve portion, the driver does not try to drive. The trajectory changes continuously left and right with respect to the center of the lane. Thus, in the present embodiment, such driving operation characteristics of the driver are stored in advance in a ROM or the like, and the target locus Lt is corrected according to the driving operation characteristics and the coefficient α. With such control,
It is possible to prevent the driver from feeling uncomfortable with the automatically performed steering assist operation, and to optimally assist the driving operation in accordance with the need to drive in the center of the lane.

In this embodiment, similarly to the modification of the first embodiment, the alarm actuator 8 'may be controlled instead of controlling the steering actuator 8.

[0064]

As described above, according to the present invention,
A driving assistance device for a vehicle that optimally assists a driving operation in accordance with a change in a desired degree of a driver who wants to travel in the center of the lane is realized.

That is, according to the first, eighth, and ninth aspects of the present invention, it is possible to optimally assist a driving operation in accordance with a change in a desired degree of a driver who wants to travel in the center of the lane.

According to the second aspect of the present invention, the driving operation can be optimally supported in accordance with the desired degree (needs) of the driver who wants to travel in the center of the lane as the traveling lane width becomes narrower.

According to the invention of claims 3 to 7, for example, when the weather is bad (claim 4) or when the detection result of a roadway dividing line such as a white line is not good (claim 5), the head lamp For example, when is turned on (claim 6), the lower the visibility in the front, the more optimally the driving operation can be supported in accordance with the desired degree (needs) of the driver who wants to travel in the center of the lane.

[Brief description of the drawings]

FIG. 1 is a diagram showing a system configuration of a vehicle equipped with a driving assistance device according to a first embodiment of the present invention.

FIG. 2 is a block diagram illustrating a control configuration of the driving support device according to the first embodiment of the present invention.

FIG. 3 is a diagram illustrating a positional relationship between a vehicle and a lane according to the first embodiment of the present invention.

FIG. 4 is a flowchart illustrating a control process of the driving support device according to the first embodiment of the present invention.

FIG. 5 is a diagram illustrating a positional relationship between a vehicle and a lane in a control process according to the first embodiment of the present invention.

FIG. 6 is a flowchart showing control processing of the driving support apparatus according to a modification of the first embodiment of the present invention;
It is a flowchart which shows the extract part different from.

FIG. 7 is a block diagram illustrating a control configuration of a driving support device according to a second embodiment of the present invention.

FIG. 8 is a flowchart showing an excerpted part different from FIG. 4 in the flowchart showing the control processing of the driving support device in the second embodiment of the present invention.

FIG. 9 is a block diagram illustrating a control configuration of a driving support device according to a third embodiment of the present invention.

FIG. 10 is a flowchart illustrating a control process of the driving support device according to the third embodiment of the present invention.

[Explanation of symbols]

 1: vehicle, 2: controller, 3: CCD camera, 4: vehicle speed sensor, 5: headlight switch, 6: raindrop sensor, 8: steering actuator, 8 ': alarm actuator, 100: imaging area of CCD camera 3, 200: white line, 201: lane center line, 202: vehicle center line, 203: tangent to target trajectory,

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification FI theme coat ゛ (Reference) B62D 137: 00 (72) Inventor Masafumi Yamamoto 3-1, Fuchu-cho, Shinchu, Aki-gun, Hiroshima Mazda Co., Ltd. ( 72) Inventor Masaki Chiba 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima F-term in Mazda Co., Ltd. (Reference) LL09

Claims (10)

[Claims] An application unit configured to apply a steering assist force to a steering device of a vehicle; a detection unit configured to detect a traveling state of the vehicle; and controlling the application unit based on a detection result of the detection unit. Control means for causing the vehicle to travel on the predetermined traveling locus, the control means estimating a desired degree of a driver trying to travel in the center of the lane based on a detection result by the detection means, and A driving assistance device for a vehicle, wherein the higher the degree, the larger the control gain of the providing means. 2. The method according to claim 1, wherein the detecting unit is configured to detect a traveling lane width of the vehicle, and the control unit increases a control gain of the providing unit as the detected traveling lane width decreases. The driving assistance device for a vehicle according to claim 1, wherein 3. The detecting means is further capable of estimating the driver's visibility regarding traveling, and the control means increases the control gain of the providing means as the estimated visibility is worse. The driving assistance device for a vehicle according to claim 1, wherein 4. The detecting means can further detect the weather around the vehicle, and the control means estimates that visibility is poor when the detecting means detects bad weather. The driving assistance device for a vehicle according to claim 3, wherein: 5. The detecting means can further detect a roadway dividing line on a road surface based on an image taken by an imaging device, and the control means detects the roadway dividing line detected by the detecting means. The vehicle driving support device according to claim 3, wherein visibility is estimated based on the detection result. 6. The detecting means is further capable of detecting a lighting state of a headlamp of the vehicle, and the control means is configured to detect when the detecting means detects that the headlamp is lit. 4. The vehicle driving assistance device according to claim 3, wherein the visibility is estimated to be poor. 7. The control unit according to claim 6, wherein the control unit estimates an irradiation range of the head lamp as a visible range.
A driving assistance device for a vehicle according to the above. 8. A means for applying a steering assisting force to a steering device of a vehicle, a detecting means for detecting a running state of the vehicle, and a predetermined condition for the vehicle to travel based on a detection result by the detecting means. Calculating means for calculating a travel locus and a lateral shift amount of the vehicle with respect to the predetermined travel locus; and controlling the imparting means based on a detection result by the detection means, so that the predetermined travel of the vehicle can be performed. Control means for traveling the trajectory, the control means estimates a desired degree of a driver who wants to travel in the center of the lane based on the detection result by the detection means, and the predetermined degree is determined based on the estimated desired degree. A driving assistance device for a vehicle, which corrects a traveling locus. 9. A means for applying a steering assisting force to a steering device of a vehicle, a detecting means for detecting a running state of the vehicle, and a predetermined condition for the vehicle to travel based on a detection result by the detecting means. Calculating means for calculating a travel locus and a lateral shift amount of the vehicle with respect to the predetermined travel locus; and controlling the imparting means based on a detection result by the detection means, so that the predetermined travel of the vehicle can be performed. Control means for running the trajectory, wherein the control means estimates a desired degree of the driver trying to drive in the center of the lane based on the detection result by the detection means, and the higher the estimated desired degree is, the more the providing means A driving assistance device for a vehicle, characterized in that the control dead zone of the vehicle is narrowed. 10. The vehicle according to claim 1, wherein the control unit operates an alarm mechanism according to the calculated control amount instead of controlling the providing unit. Driving assistance device.