JP2006113815A - Driving operation assisting device for vehicle and vehicle equipped with same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving operation assisting device for a vehicle informing a driver of the surrounding circumstances of own vehicle in an easy-to-see state even under performing automatic control of keeping in a lane. <P>SOLUTION: The driving operation assisting device for a vehicle calculates an output assist torque necessary for automatic control of keeping a lane to run own vehicle keeping within a lane based on the deviation from the center of own vehicle at the predetermined forward distance. An assist motor controls own vehicle behavior by controlling a steering torque in accordance to the output assist torque, and calculates the rotation angle of the right and left side parts of a seat 70 depending on the output assist torque to inform the driver of the status of the control of keeping a lane by turning the right and left side parts and giving pressures to the driver. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a driving operation assisting device for a vehicle that assists a driver's operation.

  2. Description of the Related Art Conventionally, there has been known an apparatus configured to control a torque of a steering system in accordance with a lateral position of a host vehicle in a lane so that the host vehicle automatically travels in the host lane (see, for example, Patent Document 1). . This device automatically compensates for factors that affect the driving of the host vehicle, such as road surface gradients, disturbances such as crosswinds, and road shapes, and controls the torque so that the host vehicle runs in the center of the lane. .

Prior art documents related to the present invention include the following.
Japanese Patent Application Laid-Open No. 07-104850

  In the device that controls the vehicle to maintain the lane as described above, if the device is operating to compensate for the disturbance from the road surface, how much the disturbance is actually for the driver, It is difficult to grasp how much torque is generated in the steering system by the device. Therefore, for example, even when the driver himself / herself starts a steering operation, the situation around the host vehicle is intuitive during lane keeping control so that appropriate steering suitable for the environment around the host vehicle can be performed quickly. It is hoped that the driver will be told.

  A vehicle driving operation assisting device according to the present invention causes a traveling state detection unit that detects a traveling state of the host vehicle in a lane and a traveling state of the host vehicle while maintaining the lane based on a detection result of the traveling state detection unit. The control amount calculating means for calculating the control amount necessary for the lane keeping control, the behavior control means for controlling the behavior of the own vehicle according to the control amount calculated by the control amount calculating means, and the control state of the lane keeping control by the driver A transmission information calculation means for calculating an information transmission amount for informing the driver, and a pressure applied to the driver from the right side portion and / or the left side portion of the driver seat according to the information transmission amount calculated by the transmission information calculation means Pressing force generating means for applying

  The amount of information transmitted to inform the driver of the control state of the lane keeping control is calculated, and a pressing force is applied to the driver from the left and right side portions of the driver seat according to the calculated amount of information transmitted. It is possible to tell the driver in an easy-to-understand manner whether the degree of control is being performed. Since the driver can intuitively recognize the control state of the lane keeping control, it is possible to intuitively recognize the situation around the host vehicle and prepare for a driving operation suitable for the situation around the host vehicle.

<< First Embodiment >>
A vehicle operation assistance device according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a system diagram showing a configuration of a vehicle driving assistance device 1 according to a first embodiment of the present invention. FIG. 2 is a diagram illustrating a configuration of a steering system of the host vehicle, and FIGS. 3A and 3B are diagrams illustrating a configuration of a driver's seat.

First, the configuration of the vehicle driving assistance device 1 will be described.
The front camera 10 is a small CCD camera, a CMOS camera, or the like attached to the upper part of the front window of the vehicle. The front camera 10 detects the state of the front road as an image and outputs it to the control amount calculation device 30. The detection area by the front camera 10 is about ± 30 deg in the horizontal direction with respect to the center line in the front-rear direction of the vehicle, and the front road scenery included in this area is captured as an image.

  The driver operation detection device 20 is a torque sensor attached to the steering column 22 as shown in FIG. 2, for example, and detects an input torque when the driver operates the steering wheel 21. The input torque detected by the torque sensor 20 is output to the control amount calculation device 30.

  The switch 25 is a switch for instructing the start or stop of the lane keeping control of the host vehicle performed by the vehicle driving operation assistance device 1. The switch 25 is attached to, for example, an instrument panel in front of the host vehicle, and is operated by a driver. A signal from the switch 25 is output to the control amount calculation device 30.

  The control amount calculation device 30 is composed of, for example, a microcomputer, and calculates a control amount necessary for the host vehicle to keep traveling in the lane based on signals from the front camera 10, the torque sensor 20, and the switch 25. . The control amount calculation device 30 performs predetermined image processing on the front image acquired from the front camera 10 and recognizes the white line of the own lane. The control amount calculation device 30 outputs the calculated control amount of the lane keeping control to the assist motor 23 and the transmission information determination device 40.

  The assist motor 23 is installed in the steering column 22 and generates a steering assist torque in response to a command from the control amount calculation device 30. Thus, the steering direction, that is, the traveling direction of the host vehicle is controlled so that the host vehicle travels while maintaining the host lane. Here, the control amount calculation device 30, the assist motor 23, and the like devices that perform lane keeping control of the host vehicle and the lane keeping control are collectively referred to as a lane keeping assist system.

  The transmission information determination device 40 is composed of, for example, a microcomputer, and calculates the information transmission amount based on the control amount calculated by the control amount calculation device 30 so as to transmit the control state of the lane keeping control to the driver. Specifically, the control state of the lane keeping support system is notified by changing the shape of the driver seat according to the information transmission amount calculated by the transmission information determining device 40 and applying a pressing force from the seat to the driver.

  FIG. 3A shows a configuration of a driver seat 70 that is mounted on a vehicle including the vehicle driving operation assisting device 1 and whose shape is controlled according to a command from the transmission information determining device 40. FIG. 3B shows a cross-sectional view of the sheet 70 shown in FIG.

  As illustrated in FIG. 3A, the seat 70 includes a headrest 71, a cushion portion 72, and a backrest portion 73. In the first embodiment, a pressing force is applied to the driver by rotating the left and right side portions of the backrest portion 73. Below, the structure of the backrest part 73 is demonstrated.

  The backrest portion 73 includes a seat back frame 73 a and left and right side frames 73 b and 73 c, and these frames 73 a to 73 c are covered with a urethane pad 75. A spring 73d that supports the urethane pad 75 is attached to the seat back frame 73a.

  The left and right subframes 73b and 73c of the backrest 73 are rotated by driving the motor units 73e and 73f, respectively. The rotational torques of the motor units 73e and 73f attached to the backrest 73 are transmitted to the subframes 73b and 73c via the torque cables 73g and 73h, respectively, and the left and right subframes 73b and 73c are connected to the left and right ends of the seatback frame 73a. Rotate each as a center. As shown in FIG. 3B, the left and right sub-frames 73b and 73c rotate from the posture when the shape of the seat 70 is not changed to an angle that is substantially perpendicular to the seat back frame 73a.

  The transmission information determination device 40 controls the motor units 73e and 73f based on the calculated transmission information amount, that is, the rotation angles of the left and right subframes 73b and 73c, and rotates the left and right side portions 73i and 73j of the backrest portion 73, respectively. . The left and right side portions 73i and 73j of the backrest portion 73 are pressed against the driver or rotated away from the driver, and the control state of the lane keeping support system is transmitted to the driver by pressing the driver's flank.

Next, the operation of the vehicle driving assistance device 1 will be described. First, the outline will be described.
As shown in FIG. 4A, when the host vehicle is moving in a direction away from the center of the lane to the right side, a steering assist torque that moves the steering wheel 21 counterclockwise is generated. At the same time, a pressing force is applied to the driver from the right side portion 73i of the seat 70 to intuitively inform the driver that the assist torque is working from the right direction. As a result, the driver can always know the control state of the lane keeping support system, and can quickly perform an appropriate operation according to the situation around the host vehicle even in a situation where the driver himself starts the steering operation. .

  As shown in FIG. 4B, when the host vehicle further approaches the white line on the right side and approaches the limit (upper limit) of the lane keeping support system, the counterclockwise steering assist torque and the right side portion 73i of the seat 70 While increasing the pressing force, vibration is generated in the right side portion 73i. This informs the driver that the control amount of the lane keeping support system is reaching its limit.

  As shown in FIG. 4C, even when a disturbance such as a cross wind is acting from the left side of the host vehicle, a steering assist torque that moves the steering wheel 21 counterclockwise is generated. When the disturbance becomes large and the control amount approaches the limit, vibration is generated from the seat 70.

  Below, operation | movement of the driving operation assistance apparatus 1 for vehicles is demonstrated in detail using FIG. FIG. 5 is a flowchart illustrating a processing procedure of the driving operation assistance control process for a vehicle according to the first embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec.

  In step S101, a white line (lane marker) of the lane in which the host vehicle travels is detected. Specifically, image processing is performed on the image signal in the front area of the host vehicle detected by the front camera 20, and the lane marker of the host lane is recognized.

  In step S102, the traveling state of the host vehicle, that is, the relative positional relationship between the lane marker recognized in step S101 and the host vehicle is calculated. Specifically, the lateral position X from the center of the lane of the center of the host vehicle after a predetermined time when it is assumed that the host vehicle has traveled straight without steering is calculated. Here, as shown in FIG. 6, the distance (deviation) X from the center of the lane at the forward point P1 that is a distance L away from the host vehicle is calculated. The distance L is calculated as L = (own vehicle speed V1 × predetermined time). The own vehicle speed V1 is detected by a vehicle speed sensor (not shown). The deviation X is a lateral distance from the center of the lane at the point P1 where the host vehicle is predicted to arrive after a predetermined time, and can be said to be a deviation of the future position of the host vehicle. The deviation X is represented by a positive value in the right direction, with the lane center of the own lane being 0.

  In step S103, the torque sensor 40 detects a steering torque (input torque) corresponding to the operation of the steering wheel 21 by the driver. In step S104, the lane keeping control start instruction signal or stop instruction signal output from the switch 25 is detected.

  In step S105, it is determined whether the lane keeping assist system is operating based on the input torque of the driver detected in step S103 and the signal from the switch 25 detected in step S104. When the lane keeping control start instruction signal is output by the operation of the switch 25 and the white line of the own lane can be recognized from the front image from the front camera 20, the lane keeping assist system is operating in step S106 ( Alternatively, the operation is started), and the process proceeds to step S107. On the other hand, when the white line is not recognized, the stop instruction signal for the lane keeping control is output by the operation of the switch 25, or the input torque of the driver exceeds the predetermined value, it is not operating in step S106 (or This operation is terminated.

  In step S107, a control amount for lane keeping control is calculated. Here, the output assist torque to be generated in the steering system of the host vehicle is calculated using the deviation X of the future position of the host vehicle calculated in step S102. FIG. 7 shows a procedure for calculating the output assist torque performed by the control amount calculation device 30. First, based on the deviation X of the future position, the integral calculation unit 31 calculates the integral value Xint of the deviation X, and the differential calculation unit 32 calculates the differential value Xdif of the deviation X.

  The weight calculation unit 33 calculates a weight Kp from a preset map based on the future position deviation X and the vehicle speed V1. The weight calculator 34 calculates a weight Ki from a preset map based on the integral value Xint of the deviation X and the host vehicle speed V1. The weight calculation unit 35 calculates a weight Kd from a preset map based on the differential value Xdif of the deviation X and the host vehicle speed V1.

  The adder 36 adds the weighted deviation X, deviation integrated value Xint, and deviation differential value Xdif using the weights Kp, Ki, and Kd calculated by the weight calculating units 33 to 35, and calculates the target steering assist torque Td. To do. That is, the target steering assist torque Td is a weighted sum of the deviation X, the deviation integral value Xint, and the deviation differential value Xdif. A value obtained by limiting the target steering assist torque Td within a certain range (± Tmax) by the limiter 37 is defined as an output assist torque To generated in the steering system of the host vehicle. Here, the target steering assist torque Td and the output assist torque To represent a direction in which the steering wheel is turned clockwise as a positive value.

  In subsequent step S108, an information transmission amount is calculated based on the control amount calculated in step S107. Specifically, the rotation angle θ of the left and right side portions 73i and 73j of the seat 70 is calculated based on the output assist torque To. Here, the rotation angle θR of the right side portion 73i and the rotation angle θL of the left side portion 73j are calculated. The rotation angles θR and θL are set to the reference value 0 when the left and right side portions 73i and 73j are at the outermost side as shown in FIG. 3B, that is, at the position farthest from the driver. When the rotation angles θR and θL are increased, the left and right side portions 73i and 73j are inclined inward, that is, toward the driver. The position where the left and right subframes 73b and 73c are substantially perpendicular to the seat back frame 73a is defined as the maximum value θmax of the rotation angles θR and θL.

When the target steering assist torque Td is negative (Td <0), that is, when counterclockwise assist torque is generated in the host vehicle, the rotation angles θR and θL are calculated from the following (Equation 1), respectively.
θR = Ks · To + Kv · v
θL = 0 (Formula 1)

On the other hand, when the target steering assist torque Td is positive (Td ≧ 0), that is, when clockwise assist torque is generated in the host vehicle, the rotation angles θR and θL are calculated from the following (Equation 2), respectively.
θR = 0
θL = Ks · To + Kv · v (Formula 2)

  In (Expression 1) and (Expression 2), Ks is a predetermined value appropriately set in advance in order to convert the output assist torque To into the rotation angle of the left and right side portions 73i and 73j. Kv is a variable obtained by a map relating to | Td / Tmax | as shown in FIG. 8, for example. Here, | Tmax | is the maximum value of the output assist torque To. v represents a sine wave with a constant period, and Kv · v represents the amplitude of vibration generated in the left and right side portions 73i and 73j.

  In subsequent step S109, the motor units 73e and 73f are controlled based on the rotation angles θR and θL of the left and right side portions 73i and 73j of the seat 70 calculated in step S108, and the left and right side portions 73i and 73j of the backrest portion 73 are controlled. Rotate each. In step S110, the assist motor 23 is driven based on the output assist torque To calculated in step S107 to generate steering assist torque. Thus, the current process is terminated.

Below, the effect | action of the driving assistance device 1 for vehicles by 1st Embodiment is demonstrated.
FIG. 9 shows the relationship between the target steering assist torque Td and the rotation angle θ of the seat 70. The horizontal axis in FIG. 9 represents the target steering assist torque Td, and the vertical axis indicates the rotation angle θR of the right side portion 73i and the downward direction indicates the rotation angle θL of the left side portion 73j.

  When the target steering assist torque Td is negative (Td <0), counterclockwise assist torque, that is, assist torque from the right side of the host vehicle is generated. Therefore, as shown in FIG. 9, as the absolute value of the target steering assist torque Td increases, the rotation angle θR of the right side portion 73i increases as shown by the solid line. As a result, a force for moving the steering wheel 21 counterclockwise is generated, and the right side portion 73i of the seat 70 is pressed against the driver. As the assist torque increases, the pressing force from the right side portion 73i also increases.

  Further, when the target steering assist torque Td approaches the maximum value −Tmax, vibration is generated from the right side portion 73i, and the driver is notified that the output assist torque To is approaching the upper limit value. The amplitude of vibration increases as the target steering assist torque Td increases. When Td <0, no pressing force is generated from the left side portion 73j as indicated by the alternate long and short dash line.

  When the target steering assist torque Td is positive (Td ≧ 0), clockwise assist torque, that is, assist torque from the left side of the host vehicle is generated. Therefore, as shown in FIG. 9, as the absolute value of the target steering assist torque Td increases, the rotation angle θL of the left side portion 73j increases as indicated by the alternate long and short dash line. As a result, a force for moving the steering wheel 21 clockwise is generated, and the left side portion 73j of the seat 70 is pressed against the driver. As the assist torque increases, the pressing force from the left side portion 73j also increases.

  Further, when the target steering assist torque Td approaches the maximum value + Tmax, vibration is generated from the left side portion 73j to notify the driver that the output assist torque To is approaching the upper limit value. The magnitude of vibration increases as the target steering assist torque Td increases. When Td ≧ 0, no pressing force is generated from the right side portion 73i as shown by the solid line.

  When the driver performs steering with an input torque equal to or greater than a predetermined value or operates the switch 25 to cancel the lane keeping control, the operation of the lane keeping assist system is stopped. In this case, the output assist torque To and the pressing force from the seat 70 gradually decrease.

-Modification of the first embodiment-
The relationship between the target steering assist torque Td and the rotation angles θR and θL can be set as shown in FIG. That is, when the target steering assist torque Td is in a very small region (−Tmin ≦ Td ≦ + Tmin), the left and right side portions 73i and 73j of the seat 70 are not rotated with the rotation angles θR and θL set to zero. Thereby, when the assist torque is small and the traveling state of the host vehicle is stable, the control state of the lane keeping assist system is not transmitted to the driver. When the assist torque increases, a pressing force is generated from the seat 70 to intuitively notify the driver that the control state has changed.

Thus, in the first embodiment described above, the following operational effects can be achieved.
(1) The control amount calculation device 30 of the vehicle driving operation assistance device 1 causes the host vehicle to travel while maintaining the lane based on the traveling state of the host vehicle in the lane, that is, the deviation X ahead of the predetermined distance L. An output assist torque (control amount) To necessary for lane keeping control is calculated. The assist motor 23 controls the steering torque according to the output assist torque To and controls the behavior of the host vehicle. The transmission information determination device 40 calculates the information transmission amount for notifying the driver of the control state of the lane keeping control, that is, the rotation angles θR and θL of the left and right side portions 73i and 73j of the seat 70. The motor units 73e and 73f rotate the left and right side portions 73i and 73j according to the calculated rotation angles θR and θL, and apply a pressing force to the driver. Thereby, when performing lane keeping control, it is possible to tell the driver how much control is being performed. Since the driver can intuitively recognize the control state of the lane keeping control by the pressing force from the left and right side portions 73i and 73j of the seat 70, even in the situation where the driver himself starts the steering operation, It is possible to quickly perform an appropriate steering operation according to the situation.
(2) The transmission information determination device 40 calculates the information transmission amount so that the pressing force continuously increases as the control amount increases. Specifically, as shown in FIG. 9, as the target steering assist torque Td increases, the rotation angle θ of the side portion of the seat 70 increases. As a result, a pressing force can be applied from the side portion of the seat 70 to continuously notify the driver of changes in the control amount.
(3) When the target steering assist torque Td is a direction for turning the host vehicle to the left, a pressing force is generated from the right side portion 73i of the seat 70, and the target steering assist torque Td is a direction for turning the host vehicle to the right. In this case, a pressing force is generated from the left side portion 73j of the seat 70. Accordingly, a pressing force is generated from the side portion of the seat 70 in accordance with the direction in which the assist torque is generated, so that the control state of the lane keeping control can be easily communicated to the driver.
(4) The transmission information determination device 40 calculates the vibration amplitude as the information transmission amount based on the control amount of the lane keeping control. The driver can intuitively recognize how much the control amount of the lane keeping control is based on the amplitude of vibration generated from the left and right side portions 73 i and 73 j of the seat 70.
(5) The transmission information determination device 40 calculates an amplitude that changes continuously according to the ratio between the magnitude of the control amount and the maximum value of the control amount. Specifically, a variable Kv corresponding to | Td / Tmax | is calculated as shown in FIG. Thus, the larger the target steering assist torque Td with respect to the maximum value Tmax, the larger the amplitude, so the driver can intuitively recognize the control state of the lane keeping control. In particular, since the vibration occurs when the output assist torque To approaches the maximum value Tmax, it is possible to easily tell the driver that the upper limit of the lane keeping control is approaching.
(6) When the target steering assist torque Td is a direction for turning the host vehicle to the left, vibration is generated from the right side portion 73i of the seat 70, and the target steering assist torque Td is a direction for turning the host vehicle to the right. The vibration is generated from the left side portion 73j of the seat 70. Accordingly, vibration is generated from the side portion of the seat 70 corresponding to the direction in which the assist torque is generated, so that the control state of the lane keeping control can be easily communicated to the driver.

<< Second Embodiment >>
Below, the driving operation assistance device for a vehicle according to the second embodiment of the present invention will be described. In FIG. 11, the structure of the driving operation assistance apparatus 2 for vehicles by 2nd Embodiment is shown. In FIG. 11, parts having the same functions as those of the first embodiment shown in FIG. Here, differences from the first embodiment will be mainly described.

  In the second embodiment, as shown in FIG. 12, in a situation where the lane keeping support system is unstable, the right and left side portions 73i and 73j of the seat 70 generate a pressing force according to the control amount, and the left and right side portions A pressing force is generated from both the portions 73i and 73j, and a tightening force is applied to the driver. On the other hand, when the lane keeping support system is operating stably, a pressing force corresponding to the control amount is generated. Thus, when the lane keeping support system is in an unstable state, the driver's tension is enhanced and the driver's own steering operation or the like is prepared. In addition, the driver's posture is maintained by applying a pressing force to the driver from both sides of the seat, and the driver's own operation is prepared.

  The degree of instability (instability) when the lane keeping support system is unstable is calculated by the anxiety degree calculating device 50. The anxiety degree calculating device 50 is composed of, for example, a microcomputer, and calculates the degree of instability of the system based on the front image of the host vehicle input from the front camera 10 and the control amount calculated by the control amount calculating device 30. .

  Below, operation | movement of the driving operation assistance apparatus 2 for vehicles by 2nd Embodiment is demonstrated using the flowchart of FIG. FIG. 13 is a flowchart illustrating a processing procedure of a vehicle driving operation assistance control process according to the second embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec.

The processing in steps S201 to S207 is the same as the processing in steps S101 to S107 in the flowchart shown in FIG.
In step S208, the rotation angles θR and θL of the left and right side portions 73i and 73j of the seat 70 are calculated based on the output assist torque To calculated in step S207. When the target steering assist torque Td is negative (Td <0), the rotation angles θR and θL are calculated from the following (Equation 3).
θR = Ks · To
θL = 0 (Formula 3)

On the other hand, when the target steering assist torque Td is positive (Td ≧ 0), the rotation angles θR and θL are calculated from the following (Equation 4).
θR = 0
θL = Ks · To (Expression 4)
As shown in (Expression 3) and (Expression 4), the rotation angles θR and θL are proportional to the output assist torque To, and no vibration is generated.

  In step S209, the degree of instability S of the lane keeping support system is calculated. Specifically, the average value of the absolute value | Td | of the target steering assist torque calculated by the control amount calculation device 30 in the past fixed time is calculated as the instability S. As the average value of the absolute value | Td | of the target steering assist torque increases, the lane keeping assist system generates a larger assist torque due to the traveling state of the host vehicle, disturbance, or the like. Even if a large assist torque is generated, it is difficult for the driver to accurately grasp the magnitude of the disturbance or the like if the lane keeping support system keeps the traveling state of the host vehicle stable. Therefore, the degree of control performed by the lane keeping support system is calculated as an instability and is transmitted to the driver.

  In subsequent step S210, it is determined whether or not the instability S calculated in step S209 is greater than a predetermined value S0. If S> S0, the process proceeds to step S211, and the rotational angles θR, θL of the left and right side portions 73i, 73j are corrected in order to transmit the control state to the driver. On the other hand, when S ≦ S0, the rotation angles θR and θL are not corrected.

In step S211, first, a correction coefficient Cs is calculated based on the degree of instability S. FIG. 14 shows the relationship between the instability S and the correction coefficient Cs. The correction coefficient Cs is increased as the degree of instability S increases beyond the predetermined value S0. Next, using the correction coefficient Cs, the rotation angles θR and θL of the left and right side portions 73i and 73j calculated in step S208 are corrected as shown in (Equation 5) below.
θR ← θR + Cs
θL ← θL + Cs (Formula 5)

  In subsequent step S212, the motor units 73e and 73f are controlled based on the rotation angles θR and θL of the left and right side portions 73i and 73j of the seat 70 corrected in step S211, and the left and right side portions 73i and 73j of the backrest portion 73 are controlled. Rotate each. In step S213, the assist motor 23 is driven based on the output assist torque To calculated in step S207 to generate steering assist torque. Thus, the current process is terminated.

The operation of the vehicle driving assistance device 2 according to the second embodiment will be described below.
FIG. 15 shows the relationship between the target steering assist torque Td and the rotation angles θR and θL of the left and right side portions 73 i and 73 j of the seat 70.

  When the target steering assist torque Td is negative (Td <0), counterclockwise assist torque is generated. Therefore, as shown in FIG. 15, as the absolute value of the target steering assist torque Td increases, a solid line indicates. In addition, the rotation angle θR of the right side portion 73i increases. Further, the correction coefficient Cs corresponding to the degree of instability S is added to the rotation angles θR and θL of the left and right side portions 73i and 73j. As a result, a pressing force corresponding to the assist torque is generated from the right side portion 73i, the magnitude of the assist torque is transmitted to the driver, and a pressing force is generated from both the left and right side portions 73i, 73j, so that the driver's flank is placed on both sides. Tighten to prepare for an unstable situation.

  When the target steering assist torque Td is positive (Td ≧ 0), clockwise assist torque is generated. Therefore, as shown in FIG. 15, the larger the absolute value of the target steering assist torque Td, the greater the absolute value of the target steering assist torque Td. In addition, the rotation angle θL of the left side portion 73j increases. Further, the correction coefficient Cs corresponding to the degree of instability S is added to the rotation angles θR and θL of the left and right side portions 73i and 73j. As a result, a pressing force corresponding to the assist torque is generated from the left side portion 73j, the magnitude of the assist torque is transmitted to the driver, and a pressing force is generated from both the left and right side portions 73i, 73j, so that the driver's flank is placed on both sides. Tighten to prepare for an unstable situation.

-Modification of the second embodiment-
The degree of instability S can also be calculated as a standard deviation of the distance (lateral position in the lane) from the center of the lane at the current position of the host vehicle calculated in the past certain time. For example, when the disturbance is very large, the traveling state of the host vehicle may become unstable even though the lane keeping support system is operating. That is, the control results of the lane keeping support system may vary. In such a case, the standard deviation of the lateral position in the lane is calculated as the instability S, and the driver is informed that the situation is unstable such that it exceeds the capacity of the lane keeping support system.

  The degree of instability S can also be calculated as the reciprocal of the certainty of white line recognition output from the sensor. Specifically, the degree of instability S is calculated using certainty factor information representing how reliably the front camera 10 can recognize the white line. When the certainty factor is low, the white line may not be recognized due to, for example, a failure of the front camera 10 or the like. Therefore, in such a case, the instability S is increased and transmitted to the driver.

Thus, in the second embodiment described above, the following operational effects can be obtained in addition to the effects of the first embodiment described above.
(1) The instability calculating device 50 calculates the instability of the lane maintaining state of the host vehicle by the lane maintaining control, and the transmission information determining device 40 corrects the information transmission amount based on the calculated instability. To do. Thereby, when the lane keeping control is unstable, the information is transmitted to the driver so that the driver can quickly cope with the case where the driver's own steering operation is necessary.
(2) The instability calculation device 50 calculates the average value of the absolute value | Td | of the target steering assist torque within a certain time until the present time as the instability S. Accordingly, it is possible to easily tell the driver how much assist torque is generated by the lane keeping control.
(3) Increasing the degree of instability S increases the pressing force from both the left and right side portions 73i and 73j. Since the tightening force is generated from both the side portions 73i and 73j, it is possible to prepare for a situation where the driver himself performs the steering operation while maintaining the posture of the driver.
(4) By calculating the degree of instability S based on variations in the lateral position of the host vehicle within a certain time period up to the present time, the driver is informed that the situation exceeds the capability of the lane keeping control system. The driver can prepare for a situation where the driver himself steers and intervenes in the lane keeping control system.
(5) By calculating the degree of instability S based on the degree of uncertainty (certainty) of the white line recognition of the sensor that detects the running state, for example, the front camera 10, the white line can be accurately recognized due to a sensor malfunction or the like. It is possible to inform the driver that there is not, and prepare for a situation where the driver himself steers and intervenes in the lane keeping control system.

<< Third Embodiment >>
Below, the driving operation assistance apparatus for vehicles by the 3rd Embodiment of this invention is demonstrated. FIG. 16 shows the configuration of the vehicle driving assistance device 3 according to the third embodiment. In FIG. 16, parts having the same functions as those in the first embodiment shown in FIG. Here, differences from the first embodiment will be mainly described.

  In the third embodiment, when the host vehicle travels a curve as shown in FIG. 17, in addition to the control state of the lane keeping support system, a turning force is generated in the own vehicle by the lane keeping support system. Is transmitted to the driver by the pressing force from the sheet 70.

  Therefore, the road curvature ρ of the own lane is calculated based on the front image acquired from the front camera 10 by the road curvature calculation device 51 configured by, for example, a microcomputer. The road curvature ρ is calculated based on traveling conditions such as the vehicle speed or information obtained by a navigation system (not shown) or the like.

  Below, operation | movement of the driving operation assistance apparatus 3 for vehicles by 3rd Embodiment is demonstrated using the flowchart of FIG. FIG. 18 is a flowchart illustrating a processing procedure of a vehicle driving operation assistance control process according to the third embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec.

The processing in steps S301 to S307 is the same as the processing in steps S101 to S107 in the flowchart shown in FIG.
In step S308, the rotation angles θR and θL of the left and right side portions 73i and 73j of the seat 70 are calculated based on the output assist torque To calculated in step S307. When the target steering assist torque Td is negative (Td <0), the rotation angles θR and θL are calculated from the following (Equation 6).
θR = Ks · To
θL = 0 (Formula 6)

On the other hand, when the target steering assist torque Td is positive (Td ≧ 0), the rotation angles θR and θL are calculated from the following (Equation 7), respectively.
θR = 0
θL = Ks · To (Expression 7)
As shown in (Expression 6) and (Expression 7), the rotation angles θR and θL are proportional to the output assist torque To, and no vibration is generated.

  In step S309, the road curvature ρ of the road on which the host vehicle travels is calculated. The road curvature ρ is represented by a positive value in the case of a right curve. In step S310, it is determined whether or not the absolute value | ρ | of the road curvature calculated in step S309 is greater than a predetermined value ρ0. If | ρ |> ρ0, the process proceeds to step S311 to correct the rotation angles θR and θL of the left and right side portions 73i and 73j in order to transmit the control state corresponding to the road curvature ρ to the driver. On the other hand, when | ρ | ≦ ρ0, the rotation angles θR and θL are not corrected.

In step S311, first, correction coefficients Cr and Cl are calculated based on the road curvature ρ. The correction coefficients Cr and Cl are coefficients for correcting the left and right rotation angles θR and θL, respectively. When the host vehicle runs on the right curve and the road curvature ρ is larger than the predetermined value ρ0 (ρ> ρ0), the correction coefficients Cr and Cl are calculated from the following (Equation 8).
Cr = 0
Cl = Kr · ρ (Equation 8)

On the other hand, when the host vehicle runs on the left curve and the road curvature ρ is smaller than the predetermined value −ρ0 (ρ <−ρ0), the correction coefficients Cr and Cl are calculated from the following (Equation 9).
Cr = Kr · | ρ |
Cl = 0 (Formula 9)
In (Expression 8) and (Expression 9), Kr is a predetermined value appropriately set for converting the road curvature ρ into correction coefficients Cr and Cl.

Next, using the correction coefficients Cr and Cl, the rotation angles θR and θL of the left and right side portions 73i and 73j calculated in step S308 are corrected as shown in (Equation 10) below.
θR ← θR + Cr
θL ← θL + Cl (Formula 10)

  In the subsequent step S312, the motor units 73e and 73f are controlled based on the rotation angles θR and θL of the left and right side portions 73i and 73j of the seat 70 corrected in step S311, respectively, and the left and right side portions 73i and 73j of the backrest portion 73 are controlled. Rotate each. In step S313, the assist motor 23 is driven based on the output assist torque To calculated in step S307 to generate steering assist torque. Thus, the current process is terminated.

The operation of the vehicle driving operation assistance device 3 according to the third embodiment will be described below.
FIG. 19 shows the relationship between the target steering assist torque Td and the rotation angles θR and θL of the left and right side portions 73 i and 73 j of the seat 70. FIG. 19 shows an example in which the host vehicle travels on the left curve.

  When the target steering assist torque Td is negative (Td <0), counterclockwise assist torque is generated. Therefore, as the absolute value of the target steering assist torque Td increases, as shown in FIG. In addition, the rotation angle θR of the right side portion 73i increases. Further, a correction coefficient Cr corresponding to the road curvature ρ is added to the rotation angle θR of the right side portion 73i. As a result, a pressing force corresponding to the assist torque and the road curvature ρ is generated from the right side portion 73i. At this time, no pressing force is generated from the left side portion 73j.

  When the target steering assist torque Td is positive (Td ≧ 0), clockwise assist torque is generated. Therefore, as shown in FIG. 19, as the absolute value of the target steering assist torque Td increases, it is indicated by a one-dot chain line. In addition, the rotation angle θL of the left side portion 73j increases. Further, since the vehicle is traveling on the left curve, the rotation angle θR of the right side portion 73i becomes a value corresponding to the road curvature ρ as shown by the solid line. Therefore, a pressing force is generated from the left side portion 73j according to the assist torque of the lane keeping support system, and a pressing force is also generated from the right side portion 73i according to the road curvature ρ.

  Similarly, when the host vehicle travels on the right curve, a pressing force is generated from each of the left and right side portions 73i and 73j.

Thus, in the third embodiment described above, the following operational effects can be obtained in addition to the effects of the first and second embodiments described above.
(1) The road curvature calculation device 51 detects the road shape of the own lane, and the transmission information determination device 40 corrects the pressing force according to the road shape. Specifically, the rotation angles θR and θL of the left and right side portions 73i and 73j of the seat 70 are corrected based on the road curvature ρ of the own lane. As a result, when the host vehicle travels a curve, the lane keeping support system can inform the driver that a turning force is generated in the host vehicle.
(2) When the own lane is a left curve, the pressing force of the right side portion 73i of the seat 70 is increased, and when the own lane is a right curve, the pressing force of the left side portion 73j is increased. As a result, it is possible to tell the driver in an easy-to-understand manner what shape the vehicle is traveling on.

<< Fourth Embodiment >>
The vehicle driving operation assistance device according to the fourth embodiment of the present invention will be described below. The configuration of the vehicle driving operation assisting device according to the fourth embodiment is the same as that of the first embodiment shown in FIG. Here, differences from the first embodiment will be mainly described.

  In the fourth embodiment, the pressing force applied from the seat 70 to the driver is switched between when the lane keeping assist system is operating and when it is not operating. When an operation stop instruction is output by the operation of the switch 25 or when the driver operates the steering wheel 21 at a predetermined torque or more, the operation of the lane keeping assist system is stopped and becomes inactive.

  When the lane keeping support system is inoperative, a pressing force corresponding to the deviation X of the future position of the host vehicle is generated from either the left or right side portion 73i, 73j. When the lane keeping assist system is in operation, a pressing force corresponding to the assist torque calculated by the lane keeping assist system is generated from either of the left and right side portions 73i, 73j, and from both the left and right side portions 73i, 73j. Generate pressure and tighten both sides of the driver.

  Below, operation | movement of the driving operation assistance apparatus for vehicles by 4th Embodiment is demonstrated using the flowchart of FIG. FIG. 20 is a flowchart illustrating a processing procedure of the driving operation assistance control process for a vehicle according to the fourth embodiment. This processing content is continuously performed at regular intervals, for example, every 50 msec.

  The processing in steps S401 to S407 is the same as the processing in steps S101 to S107 in the flowchart shown in FIG. In step S408, steering assist torque is generated based on the output assist torque To calculated in step S407.

  In step S409, based on the output assist torque To calculated in step S407, the rotation angles θR and θL of the left and right side portions 73i and 73j of the seat 70 are calculated from the following (formula 11) and (formula 12).

When the target steering assist torque Td is negative (Td <0)
θR = Ks · To
θL = 0 (Formula 11)
When the target steering assist torque Td is positive (Td ≧ 0)
θR = 0
θL = Ks · To (Expression 12)
As shown in (Expression 11) and (Expression 12), the rotation angles θR and θL are proportional to the output assist torque To, and no vibration is generated.

Further, in order to inform the driver that the lane keeping support system is operating, the rotation angles θR and θL are corrected. Specifically, a pressing force is generated from both the left and right side portions 73i and 73j to tighten the driver's flank. Therefore, as shown in the following (Equation 13), a predetermined value Ca is added to each of the rotation angles θR and θL for correction.
θR ← θR + Ca
θL ← θL + Ca (Formula 13)

  In subsequent step S410, the left and right side portions 73i and 73j of the seat 70 are rotated based on the corrected rotation angles θR and θL calculated in step S409.

On the other hand, if it is determined in step S406 that the lane keeping support system is not operating, the process proceeds to step S411. In step S411, rotation angles θR and θL of the left and right side portions 73i and 73j of the seat 70 are calculated based on the deviation X of the future position of the host vehicle calculated in step S402. When the future position of the host vehicle is in the right lane region, that is, when the deviation X ≧ 0, the rotation angles θR and θL are calculated from the following (Equation 14).
θR = Kx · X
θL = 0 (Formula 14)

On the other hand, when the future position of the host vehicle is in the left lane region, that is, when the deviation X <0, the rotation angles θR and θL are calculated from the following (Equation 15).
θR = 0
θL = Kx · | X | (Formula 15)
In (Expression 14) and (Expression 15), Kx is a predetermined value appropriately set to convert the deviation X into the rotation angles θR and θL.

  In subsequent step S412, the left and right side portions 73i and 73j are rotated based on the rotation angles θR and θL of the left and right side portions 73i and 73j of the seat 70 calculated in step S411. Thus, the current process is terminated.

The operation of the vehicle driving assistance device according to the fourth embodiment will be described below.
FIG. 21 shows the relationship between the target steering assist torque Td and the rotation angles θR and θL of the left and right side portions 73 i and 73 j of the seat 70.

  When the target steering assist torque Td is negative (Td <0), counterclockwise assist torque is generated. Therefore, as the absolute value of the target steering assist torque Td increases, as shown in FIG. In addition, the rotation angle θR of the right side portion 73i increases. Further, a predetermined value Ca for notifying that the lane keeping support system is operating is added to the rotation angles θR and θL of the left and right side portions 73i and 73j, respectively. As a result, pressing forces are generated from the left and right side portions 73i and 73j, respectively.

  Similarly, when the target steering assist torque Td is positive (Td ≧ 0), the rotation angle θL of the left side portion 73j is increased according to the target steering assist torque Td, as indicated by a one-dot chain line. Further, a predetermined value Ca for notifying that the lane keeping support system is operating is added to the rotation angles θR and θL of the left and right side portions 73i and 73j, respectively. As a result, pressing forces are generated from the left and right side portions 73i and 73j, respectively.

Thus, in the fourth embodiment described above, the following operational effects can be obtained in addition to the effects of the first to third embodiments described above.
(1) The transmission information determination device 40 includes a pressing force when the lane keeping control is operating (first pressing force) and a pressing force when the lane keeping control is not operating (second pressing force). Are calculated respectively. Accordingly, the pressing force can be switched between when the lane keeping control is operating and when it is not operating, and the operating state of the lane keeping assist system can be easily communicated to the driver.
(2) The transmission information determination device 40 calculates the first pressing force based on the control amount, and calculates the second pressing force based on the traveling state of the host vehicle. Specifically, the rotation angles θR and θL corresponding to the first pressing force are calculated based on the output assist torque To, and the second pressing force is determined based on the lateral position in the lane at the current position of the host vehicle. The rotation angles θR and θL are calculated. Thereby, appropriate information according to the operation / non-operation of the lane keeping control can be transmitted to the driver.
(3) Since the tightening force is generated from the left and right side portions 73i and 73j of the seat 70 during the operation of the lane keeping control, it is possible to easily tell the driver that the lane keeping control is in operation.

<< Fifth Embodiment >>
Below, the driving assistance device for vehicles by the 5th embodiment of the present invention is explained. The configuration of the vehicular driving assistance device according to the fifth embodiment is the same as that of the first embodiment shown in FIG. Here, differences from the above-described fourth embodiment will be mainly described.

  In the fifth embodiment, when the lane keeping assist system is not in operation, the pressing force corresponding to the deviation X of the future position of the host vehicle is applied to either the left or right side as in the fourth embodiment described above. Generated from the parts 73i and 73j. When the lane keeping assist system is in operation, a pressing force is generated from both the left and right side portions 73i and 73j according to the assist torque calculated by the lane keeping assist system, and vibration is generated.

Specifically, when the lane keeping support system is operating, the rotation angles θR and θL of the left and right side portions 73i and 73 are calculated from the following (Equation 16).
θR = θL = Ks · | To | + Kv · v (Equation 16)
In (Expression 16), Ks is a predetermined value appropriately set in advance, and Kv is a variable calculated from, for example, the map shown in FIG.

  As a result, when the lane keeping assist system is operating, an assist torque corresponding to the deviation X of the future position of the host vehicle is generated in the host vehicle, and from both the left and right side portions 73i and 73j according to the output assist torque To. Pressure (tightening force) and vibration are generated. Appropriate information according to the operation / non-operation of the lane keeping control can be transmitted to the driver.

  In the first to fifth embodiments described above, the traveling direction of the host vehicle is controlled by controlling the torque of the steering system. However, the present invention is not limited to this, and the traveling direction can be controlled by controlling the braking / driving force of each wheel.

  Also in the second to fifth embodiments, the vibration amplitude corresponding to the output assist torque To is calculated and vibration is generated from the left and right side portions 73i and 73j, as in the first embodiment described above. You can also. Further, instead of pressing the left and right side portions 73i and 73j against the driver according to the rotation angles θR and θL, vibrations can be generated. Also in this case, the control amount of the lane keeping assist system can be transmitted to the driver by increasing the amplitude of vibration as the output assist torque To increases. In addition, vibration can be generated by driving the motor units 73e and 73f and moving the left and right side portions 73i and 73j in small increments. Instead, vibration is generated by a vibrator built in the left and right side portions 73i and 73j. It is also possible to make it.

  In the first to fifth embodiments, the control state of the lane keeping support system is transmitted to the driver by rotating the side portions 73i and 73j of the backrest portion 73. However, the present invention is not limited to this, and the left and right side portions of the cushion portion 72 can be rotated together with the left and right side portions 73 i and 73 j of the backrest portion 73. Alternatively, only the left and right side portions of the cushion portion 72 can be rotated. Alternatively, the left and right side portions of the cushion portion 72 and the left and right side portions 73 i and 73 j of the backrest portion 73 can be selectively driven according to the control state.

  Further, the mechanism 70 that generates the pressing force from the sheet 70 is not limited to the configuration shown in FIGS. For example, instead of the motor units 73e and 73f, an air bag or the like may be built in the seat 70 to generate a pressing force from the seat 70. In this case, the internal pressure of the air bag is controlled according to the control amount.

  In the first to fifth embodiments described above, the front camera 10 is used as the traveling state detection means, the control amount calculation device 30 is used as the control amount calculation means, and the assist motor 23 is used as the behavior control means. The transmission information determination device 40 was used as the information calculation means, and the motor units 73e and 73f were used as the pressing force generation means. Further, the instability calculation device 50 is used as the instability calculation means, the transmission information determination device 40 is used as the transmission information correction means, and the road curvature calculation device 51 is used as the road shape detection means. However, it is not limited to these. For example, the control amount calculation unit, the transmission information calculation unit, the instability calculation unit, the information transmission correction unit, and the road shape detection unit can be configured as software executed by one controller.

1 is a system diagram of a vehicle driving assistance device according to a first embodiment of the present invention. The figure which shows the structure of a steering system. (A) (b) The figure which shows the structure of a sheet | seat. (A)-(c) The figure explaining the outline | summary of operation | movement of the driving operation assistance apparatus for vehicles. The flowchart which shows the process sequence of the driving operation assistance control process for vehicles by 1st Embodiment. The figure which shows the deviation in the future position of the own vehicle. The figure explaining the calculation procedure of output assist torque. A map for calculating the variable Kv. The figure which shows the relationship between the target steering assist torque and seat rotation angle in 1st Embodiment. The figure which shows the relationship between the target steering assist torque and seat rotation angle in the modification of 1st Embodiment. The system diagram of the driving assistance device for vehicles by a 2nd embodiment. The figure explaining the outline | summary of operation | movement of the driving operation assistance apparatus for vehicles. The flowchart which shows the process sequence of the driving operation assistance control process for vehicles by 2nd Embodiment. The figure which shows the relationship between instability and a correction coefficient. The figure which shows the relationship between the target steering assist torque and seat rotation angle in 2nd Embodiment. The system diagram of the driving assistance device for vehicles by a 3rd embodiment. The figure explaining the outline | summary of operation | movement of the driving operation assistance apparatus for vehicles. The flowchart which shows the process sequence of the driving operation assistance control process for vehicles by 3rd Embodiment. The figure which shows the relationship between the target steering assist torque and seat rotation angle in 3rd Embodiment. The flowchart which shows the process sequence of the driving operation assistance control process for vehicles by 4th Embodiment. The figure which shows the relationship between the target steering assist torque and seat rotation angle in 4th Embodiment.

Explanation of symbols

10: Front camera 20: Driver operation detection device 30: Control amount calculation device 40: Transmission information determination device 50: Instability calculation device 51: Curvature calculation device

Claims (18)

Traveling state detection means for detecting the traveling state of the vehicle in the lane;
Control amount calculation means for calculating a control amount required in lane maintenance control for maintaining the inside of the lane and running the host vehicle based on the detection result of the traveling state detection means;
Behavior control means for controlling the behavior of the host vehicle according to the control amount calculated by the control amount calculation means;
Transmission information calculation means for calculating an information transmission amount for notifying the driver of the control state of the lane keeping control;
And a pressing force generation unit that applies a pressing force to the driver from the right side portion and / or the left side portion of the driver seat according to the information transmission amount calculated by the transmission information calculation unit. Driving operation assist device for vehicles. The vehicle driving assistance device according to claim 1,
The vehicular driving operation assisting device, wherein the transmission information calculation unit calculates the information transmission amount so that the pressing force increases as the control amount calculated by the control amount calculation unit increases. In the driving assistance device for vehicles according to claim 1 or 2,
When the behavior control means turns the host vehicle to the left according to the control amount, the pressing force generation means generates the pressing force from the right side portion of the driver seat, and the behavior control means according to the control amount. When driving the host vehicle to the right, the pressing force generating means generates the pressing force from the left side portion of the driver seat. The vehicle driving assistance device according to claim 1,
The transmission information calculation means calculates an amplitude of vibration based on the magnitude of the control amount as the information transmission amount,
The vehicular driving operation assisting device, wherein the pressing force generating means gives a vibration of the amplitude calculated by the transmission information calculating means to the driver as the pressing force. The vehicle driving operation assistance device according to claim 4,
The vehicle operation assisting device according to claim 1, wherein the transmission information calculation means calculates the amplitude that continuously changes in accordance with a ratio between the magnitude of the control amount and the maximum value of the control amount. In the driving assistance device for a vehicle according to claim 4 or 5,
When the behavior control unit turns the host vehicle to the left according to the control amount, the pressing force generation unit generates the vibration from the right side portion of the driver seat, and the behavior control unit performs the vibration according to the control amount. When driving the host vehicle to the right, the pressing force generating means generates the vibration from the left side portion of the driver seat. In the vehicle driving assistance device according to any one of claims 1 to 3,
Instability calculation means for calculating the instability of the lane maintaining state of the host vehicle by the lane maintaining control;
Vehicle driving further comprising transmission information correction means for correcting the information transmission amount calculated by the transmission information calculation means based on the instability calculated by the instability calculation means Operation assistance device. The vehicle driving assistance device according to claim 7,
The instability calculating means calculates the instability based on variations in lateral position of the host vehicle within a certain time period up to the present time. The vehicle driving assistance device according to claim 7,
The instability calculation unit calculates the instability based on an average value of the control amounts within a certain time period until the present time. The vehicle driving assistance device according to claim 7,
The instability calculation means calculates the instability based on an uncertain degree of white line recognition when the driving state detection means recognizes a white line of the own lane. Operation assistance device. In the driving assistance device for a vehicle according to any one of claims 7 to 10,
The transmission information correction means corrects the information transmission amount so that the pressing force from the right side portion and the left side portion increases as the degree of instability increases. Auxiliary device. In the vehicle driving assistance device according to any one of claims 1 to 3,
Road shape detection means for detecting the road shape of the own lane;
The vehicle driving operation assistance device further comprising transmission information correction means for correcting the information transmission amount according to the road shape detected by the road shape detection means. The vehicle driving assistance device according to claim 12,
The transmission information correction means increases the pressing force of the right side portion when the own lane is a left curve, and increases the pressing force of the left side portion when the own lane is a right curve. As described above, the vehicle operation assistance device for correcting the information transmission amount as described above. In the vehicle driving assistance device according to any one of claims 1 to 3,
The transmission information calculation means calculates, as the information transmission amount, a first pressing force when the lane keeping control is operating and a second pressing force when the lane keeping control is not operating. A driving operation assisting device for a vehicle. The vehicle driving operation assistance device according to claim 14,
The transmission information calculation means calculates the first pressing force based on the control amount calculated by the control amount calculation means, and sets the travel state of the host vehicle detected by the travel state detection means. The vehicle driving operation assisting device that calculates the second pressing force based on the driving force. The vehicle driving operation assistance device according to claim 14,
The vehicle driving operation assisting device, wherein the pressing force generating means generates the first pressing force from both the right side portion and the left side portion.   A vehicle comprising the vehicular driving assist device according to any one of claims 1 to 16. The travel state detection means detects the travel state of the host vehicle in the lane, the control amount calculation means calculates the control amount necessary to maintain the lane based on the detection result of the travel state detection means, In a driving assistance device for a vehicle that runs while maintaining the lane of the host vehicle,
The behavior of the host vehicle is controlled according to the control amount calculated by the control amount calculating means, and from the right side portion and / or the left side portion of the driver seat according to the control amount for controlling the behavior of the host vehicle. A driving operation assisting device for a vehicle that controls a pressing force applied to a driver and informs the driver of a control state of the lane keeping control.

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