Vehicle lane departure prevention control device

Abstract

To enable lane deviation inhibition control to interfere in steering even when steady-state deviation derived from a divergent factor of a sensor or device has taken place.SOLUTION: A lane deviation control arithmetic block of an LDP_ECU has a trapezoidal-wave control pattern for use in determining lane deviation, and calculates an initial lateral acceleration (counter-lane lateral acceleration) ao, which represents an initiation point of an increase jerk ja of the control pattern, using a difference between a lateral acceleration obtained from a lane curvature acquired by a camera unit and a lateral acceleration obtained from a steering angle detected by a steering angle sensor. When the initial lateral acceleration ao exceeds a predefined limit value al, a control pattern is produced by subtracting the excess (ao-al).SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to a lane departure prevention control device for a vehicle that starts lane departure prevention control when it is determined that the host vehicle is tending to deviate from its travel lane. [Background technology]

[0002] Conventionally, this type of lane departure prevention control device first recognizes the lane in which the vehicle is traveling using an imaging device such as a camera mounted on the vehicle, and if it determines that the vehicle's direction of travel is tending to deviate from the lane in which it is traveling, it controls the steering torque and performs steering control to keep the vehicle parallel to the dividing line, thereby preventing the vehicle from deviating from the lane in which it is traveling.

[0003] For example, Patent Document 1 (JP 2013-91494 A) discloses a technology that, when it is determined that the host vehicle has a tendency to deviate from the driving lane, first detects the lateral speed of the host vehicle, and then sets a steering force in a direction to prevent deviation from the driving lane according to the deviation between a target lateral position and the host vehicle's lateral position, with the amount of change increasing as the deviation increases.The technology then corrects the steering torque in the direction to prevent deviation from the driving lane according to the increase in lateral speed, and applies the corrected steering torque to the steering mechanism to avoid lane deviation. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-91494 Summary of the Invention [Problem to be solved by the invention]

[0005] As a lane departure prevention control device, it prevents lane departure by controlling lateral acceleration. For example,When controlling this lateral acceleration, the lane departure prevention control device has in advance a trapezoidal wave lane departure prevention control pattern (hereinafter abbreviated as "control pattern") that serves as a steering control target, as shown by the solid line in FIG. 7, and draws a lane departure prevention trajectory (predicted path of travel) based on this lateral acceleration control pattern, instructs an electric power steering (EPS) device to adjust the steering angle along that trajectory, and drives the EPS motor to control the traveling of the host vehicle.

[0006] When creating a control pattern that is a control target for lateral acceleration, various sensors detect the vehicle's traveling state, a camera or the like recognizes the road shape ahead of the vehicle, and initial values required for steering angle control are provided based on preset constant values, etc. Then, a trajectory is generated in the dimension of lateral acceleration based on these initial values, and lane departure prevention control is initiated when it is predicted that the vehicle will deviate from the lateral position set as the target.

[0007] Parameters required for lane departure prevention control include the initial lateral acceleration ao (see Figure 7), the vehicle speed (host vehicle speed), the lateral position of the host vehicle relative to the lane markings, etc. Incidentally, the initial lateral acceleration ao is the lane-to-lane lateral acceleration and is calculated using the following equation: Initial lateral acceleration ao = predicted lateral acceleration - actual lateral acceleration Here, the predicted lateral acceleration is calculated based on the lane curvature recognized by an imaging device such as a camera, and the actual lateral acceleration is calculated based on the curvature estimated from the steering angle.

[0008] When steering control is performed according to the control pattern based on the above-mentioned parameters, the lateral acceleration set in the control pattern is set to 2 Floor The amount of lateral movement of the vehicle is predicted by integration, and a determination is made as to whether or not there is a possibility that the vehicle will deviate from the lane marking.

[0009] As described above, the initial lateral acceleration (lane-to-lane lateral acceleration) ao is calculated by subtracting the actual lateral acceleration calculated based on the curvature estimated from the steering angle from the predicted lateral acceleration calculated based on the lane curvature. However, variations exist between imaging devices such as cameras and steering angle sensors that detect the steering angle. Conventionally, variations between sensors have been addressed by, for example, detecting the deviation of the steering angle neutral point in a steering angle sensor and performing learning correction. Furthermore, automatic adjustment (auto-calibration) is performed to correct the deviation in the recognition of imaging devices such as cameras.

[0010] However, during lane departure prevention control, if the learning control that corrects the deviation of the steering angle neutral point in the steering angle sensor or the function that automatically adjusts the recognition deviation of the imaging device cannot keep up, or if the steering angle neutral learning has not yet converged or the recognition deviation is in the middle of being adjusted, an excessive control command amount may be generated, resulting in excessive steering. In other words, as shown in Figure 7, if a higher initial lateral acceleration ao than the actual value is erroneously detected due to variations in sensors or devices, lane departure prevention control will be performed according to a control pattern based on this initial lateral acceleration ao. As a result, steering intervention will be performed according to a control pattern based on the initial lateral acceleration (actual initial lateral acceleration) ab, which includes the deviation amount.

[0011] As a result, since steering intervention is actually performed along the path (actual path) shown by the dashed-dotted line compared to the predicted path shown by the solid line in Fig. 8, the timing of steering intervention is too early by the area of the difference between the control pattern shown by the solid line and the control pattern shown by the dashed-dotted line in Fig. 7. Therefore, even though the driver recognizes that he or she can avoid lane departure by operating the steering wheel himself or herself, the driver feels a sense of discomfort due to excessive steering caused by unnecessary steering intervention.

[0012] One possible solution to this problem is to not allow steering intervention until learning control or automatic adjustment is complete, but this is not desirable because it reduces the opportunities for lane departure prevention control.

[0013] In view of the above circumstances, the present invention aims to provide a lane departure prevention control device for a vehicle that enables steering intervention at an appropriate time without reducing the opportunities for lane departure prevention control, even during learning control or automatic adjustment, and does not cause discomfort to the driver. [Means for solving the problem]

[0014] The present invention provides Lateral acceleration Based on control patterns Calculates the steering angle to prevent the vehicle from leaving its lane A lane departure prevention control device for a vehicle, Run a lane information acquisition unit that acquires lane information of a lane to be traveled; and a steering angle detection unit that detects a steering angle of the host vehicle. ,before Calculating the lane curvature based on the lane information; When the vehicle is traveling in the travel lane The force acting on the host vehicle I think Measured lateral acceleration Based on the lane curvature a calculation unit for calculating a predicted lateral acceleration to be determined; Acting on the host vehicle when the host vehicle is traveling in the travel lane Actual lateral acceleration Based on the steering angle A calculation unit for calculating the actual lateral acceleration to be obtained; ,before Predicted lateral acceleration and before a lane-to-lane lateral acceleration calculation unit for calculating a lane-to-lane lateral acceleration based on the actual lateral acceleration; a control pattern generation unit that generates the control pattern based on the lane-to-lane lateral acceleration; a storage unit that stores a limit value of the lane-to-lane lateral acceleration; The control pattern generation unit comprises: lane-to-lane lateral acceleration and before Compare with the limit value. The aforementioned If the lane-to-lane lateral acceleration exceeds the limit value, Based on the above limit value before Writing Generate control patterns R . [Effects of the Invention]

[0015] According to the present invention, if the lane-to-lane lateral acceleration calculated by the lane-to-lane lateral acceleration calculation unit exceeds the limit value, the lane-to-lane lateral acceleration is corrected according to the amount of excess and a new lane departure prevention control pattern is generated.Therefore, even if there is a discrepancy in the detected values due to variations between the lane information acquisition unit and the steering angle detection unit, steering intervention for lane departure prevention control can be performed at the appropriate timing.

[0016] As a result, the lane information acquisition unit and steering angle detection unit can be executed even when they are undergoing learning control or automatic adjustment, which not only relatively increases the opportunities for lane departure prevention control, but also allows lane departure prevention control to be executed without causing discomfort to the driver. [Brief explanation of the drawings]

[0017] [Figure 1] Schematic diagram of the main components of a vehicle equipped with a lane departure prevention control system [Figure 2] Camera unit functional block diagram [Figure 3] Functional block diagram of the lane departure prevention control unit [Figure 4] Flowchart showing lane departure control routine [Figure 5] An explanatory diagram showing the predicted path of travel by lane departure prevention control [Figure 6] (a) is a time chart showing the lane departure prevention control pattern based on lateral acceleration, and (b) is a time chart showing the lane departure prevention control pattern after correcting the deviation caused by the variability of the sensor devices. [Figure 7] Time chart showing a conventional lane departure prevention control pattern based on lateral acceleration [Figure 8] FIG. 1 is an explanatory diagram showing an estimated traveling path and an actual traveling path according to conventional lane departure prevention control. DETAILED DESCRIPTION OF THE INVENTION

[0018] An embodiment of the present invention will be described below with reference to the drawings. In Fig. 1, a vehicle (host vehicle) M is provided with left and right front wheels FL, FR and left and right rear wheels RL, RR, and the left and right front wheels FL, FR are connected to a steering mechanism 2 such as a rack and pinion mechanism via tie rods 3. A steering shaft 5, to the tip of which a handlebar 4 is fixed, is connected to the steering mechanism 2. When a driver operates the handlebar 4, the front wheels FL, FR are steered via the steering mechanism 2.

[0019] The lane departure prevention control device 1 has an electric power steering (EPS) device 6 and a lane departure prevention control unit (LDP (Lane Departure Prevention)_ECU) 11, and the EPS device 6 further has an EPS motor 7 and an EPS control unit (EPS_ECU) 8. The EPS_ECU 8 and LDP_ECU 11 are connected to each other so as to be able to communicate bidirectionally via an in-vehicle network using CAN (Controller Area Network) communication or the like.

[0020] Furthermore, the EPS motor 7 of the EPS device 6 is connected to the steering shaft 5 via a transmission mechanism (not shown), and the steering torque applied to the steering shaft 5 by the EPS motor 7 is controlled by the EPS_ECU 8 .

[0021] That is, a steering torque sensor 12 attached to the steering shaft 5 is connected to the EPS_ECU 8, which detects the steering torque applied to the steering wheel 4, and sets a torque (assist torque) that assists the steering torque applied by the driver to the steering wheel 4 according to the detected steering torque and the vehicle speed detected by a vehicle speed sensor 13 (described later). By applying an assist torque to the steering shaft 5, the burden of steering operation on the driver is reduced.

[0022] In lane departure suppression control, a steering angle command signal corresponding to the steering torque set by the LDP_ECU 11 is sent to the EPS_ECU 8, which then causes the EPS_ECU 8 to generate a predetermined assist torque in the EPS motor 7. The EPS_ECU 8 controls the vehicle M to be parallel to the lane markings using the assist torque of the EPS motor 7, thereby suppressing departure from the lane markings. For convenience, the following description will refer to the departure of the vehicle M from the lane markings as "lane departure."

[0023] In addition, although not shown in the figure, in addition to the EPS_ECU8 and LDP_ECU11, units that control the vehicle's running state, such as a drive source control unit that controls drive sources such as an engine and an electric motor, a transmission control unit, and a brake control unit, are connected to the in-vehicle network and are able to communicate freely in both directions.

[0024] In addition, sensors for detecting the behavior of the host vehicle M are connected to the LDP_ECU 11, such as a vehicle speed sensor 13 for detecting the vehicle speed, a yaw rate sensor 14 for detecting the yaw rate and lateral acceleration generated in the vehicle body, and a steering angle sensor 15 as a steering angle detection unit for detecting the steering angle from the rotation angle of the steering shaft 5.

[0025] Meanwhile, reference numeral 21 denotes a camera unit serving as a lane information acquisition unit, which has an on-board camera 22 configured as a stereo camera consisting of a main camera 22a and a sub-camera 22b, and further incorporates an image processing unit 23 and a lane recognition unit 24, as shown in Fig. 2. Both cameras 22a, 22b are installed horizontally, for example, above the rearview mirror at the front of the vehicle, at a position close to the windshield and equidistantly spaced from the center in the vehicle width direction. Each of these cameras 22a, 22b is equipped with a color image sensor equipped with a color CCD or color CMOS, and these color image sensors capture three-dimensional color images of the driving environment ahead, such as the lane in which the vehicle M is traveling (driving lane) and the left and right dividing lines that separate it.

[0026] The image processor 23 converts a pair of analog images captured by the cameras 22 a and 22 b into digital images with a predetermined brightness gradation, generates reference image data from the output signal of the main camera 22 a, and generates comparison image data from the output signal of the sub-camera 22 b, and acquires distance data (distance from the vehicle to the object) of the same object in both images based on the parallax between the reference image data and the comparison image data.

[0027] The lane recognition unit 24 is configured with a microcomputer, and sets marking lines that separate the left and right sides of the driving lane, recognized by a method such as pattern matching, on a virtual road plane generated based on the reference image data and comparison image data sent from the image processing unit 23. The lane recognition unit 24 then detects the distance (lane width) between the inner edges of the marking lines based on the distance data. The acquired lane information is then sent to the LDP_ECU 11.

[0028] As shown in FIG. 3, the LDP_ECU 11 includes a lateral position calculation unit 11a, a lane departure control calculation unit 11b, and a steering torque calculation unit 11c as functions for executing lane departure suppression control.

[0029] The lateral position calculation unit 11a calculates the lateral position from the inside edges of the left and right lane markings to the center of the vehicle width Wm of the host vehicle M based on the lane marking information transmitted from the lane marking unit 24. Alternatively, this lateral position may be calculated based on the center between the inside edges of both lane markings.

[0030] also ,car The lane departure control calculation unit 11b is connected to an input side of a vehicle speed sensor 13, a yaw rate sensor 14, and a steering angle sensor 15. The lane departure control calculation unit 11b calculates two lane departure prevention control patterns (hereinafter abbreviated as "control patterns"), which are basic lateral acceleration control targets selected during lane departure prevention control. Floor The amount of lateral movement of the host vehicle M is predicted by integrating the amount of lateral movement. Then, based on the predicted amount of lateral movement, it is determined whether the host vehicle M will cross a departure determination lateral position set inside the lane marking, i.e., whether there is a possibility that the host vehicle M will depart from the lane.

[0031] 5, in this embodiment, the departure determination lateral position is set to a position that is half the vehicle width Wm inward from the inner edge of the lane marking. Furthermore, the lateral position of the host vehicle M relative to the departure determination lateral position is based on the center of the vehicle width Wm. Therefore, if the host vehicle's traveling path crosses the departure determination lateral position, the body of the host vehicle M will deviate from the lane marking.

[0032] Then, the lane departure control calculation unit 11b calculates the lateral movement amount (prediction) calculated based on the trapezoidal wave control pattern, which is the control target. beside A steering angle signal corresponding to the amount of movement is transmitted to the steering torque calculation unit 11c.

[0033] Based on the steering angle signal from the lane departure control calculation unit 11b, the steering torque calculation unit 11c sets a steering torque (control amount) corresponding to the steering angle, and transmits the set steering torque to the EPS_ECU 8. The EPS_ECU 8 drives the EPS motor 7 based on the steering torque transmitted from the LDP_ECU 11 to generate a predetermined assist torque.

[0034] At this time, the steering torque calculation unit 11c causes the host vehicle M to travel along a predicted course of travel (see FIG. 5) that is set based on the steering angle signal and the vehicle speed, thereby preventing the host vehicle M from deviating from the lane markings.

[0035] Specifically, the lane departure control in the lane departure control calculation unit 11b is processed according to the lane departure control routine shown in Fig. 4. The LDP_ECU 11 has a plurality of control patterns for setting a travel path to prevent lane departure. An example of the control pattern is shown by a dashed line in Fig. 6(a). Here, the vertical axis represents lateral acceleration and the horizontal axis represents elapsed time. In the figure, ao is the initial lateral acceleration, which corresponds to the lane-to-lane lateral acceleration. The lane-to-lane lateral acceleration is calculated from the difference between the predicted lateral acceleration [m / s2] predicted when the host vehicle M travels along the lane curvature 1 / Rcam [1 / m] and the actual lateral acceleration [m / s2] generated during actual travel.

[0036] In this embodiment, the lane curvature 1 / Rcam of the driving lane in which the host vehicle M is traveling is obtained from the lane recognition unit 24. Then, the predicted lateral acceleration is calculated by multiplying this lane curvature 1 / Rcam by the square of the host vehicle speed Vs [m / sec] detected by the vehicle speed sensor 13. In addition, the actual lateral acceleration is calculated by multiplying the curvature obtained by referring to a conversion map based on the steering angle θst detected by the steering angle sensor 15 by the square of the host vehicle speed Vs [m / sec].

[0037] 6(a) denotes an initial lateral acceleration limit value, and the control pattern is set based on this initial lateral acceleration limit value a1. This initial lateral acceleration limit value a1 is an upper limit value that allows for deviations due to variations in sensors and devices required for departure detection, and is set in advance according to the characteristics of the required sensors and devices.

[0038] In this embodiment, the initial lateral acceleration limit value a1 is set in accordance with the characteristics of the steering angle sensor 15 and the in-vehicle camera 22. The lane departure control calculation unit 11b also includes a storage unit that stores the initial lateral acceleration limit value a1.

[0039] Here, the symbol astd is the standard lateral acceleration for turning with the lateral acceleration kept constant (lateral acceleration ≠ 0) in the control pattern, and ae is the lateral acceleration at the end of the lane departure prevention control (final lateral acceleration). Furthermore, this control pattern has set therein a steering jerk (jerk) ja for changing from the initial lateral acceleration limit value al to the standard lateral acceleration astd, and a steering return jerk jd for changing from the standard lateral acceleration astd to the final lateral acceleration ae.

[0040] In this routine, first, in step S1, the initial lateral acceleration ao set in the above-described control pattern is compared with the initial lateral acceleration limit value ai. If ao > ai, the routine proceeds to step S2. If ao ≦ ai, the routine jumps to step S3. As shown in FIG. 6(a), if the initial lateral acceleration ao exceeds the initial lateral acceleration limit value ai (ai ≦ ai), it is assumed that a steady-state deviation has occurred due to deviations caused by variations in sensors or devices. On the other hand, if ai ≦ ai, the sensors and devices are determined to be normal.

[0041] In step S2, the initial lateral acceleration ao is set to the initial lateral acceleration limit value al, and the process proceeds to step S3. In step S3, a control pattern for suppressing lane departure is selected from a plurality of lane suppression control patterns.

[0042] Next, the process proceeds to step S4, where a target path is generated based on the selected lane control pattern, as shown by the dashed line in FIG. 6(a), using the initial lateral acceleration limit value al as a reference, according to the control pattern selected in step S3.

[0043] Next, when the process proceeds to step S5, step S4 Raw Based on the control pattern thus obtained, a predicted lateral movement amount for each calculation cycle due to the lateral movement of the host vehicle M is calculated. The final predicted lateral movement amount is calculated as shown in the following equation (1): Predicted lateral movement amount = lateral movement amount when turning further + lateral movement amount when using standard lateral acceleration control + Lateral movement when steering back...(1) This becomes:

[0044] Here, the lateral movement amount during further turning is the amount of lateral movement when the steering wheel is turned further in the lane return direction in accordance with the further turning jerk ja. The lateral movement amount during standard lateral acceleration control is the amount of lateral movement when the steering is kept constant in accordance with the standard lateral acceleration astd. The lateral movement amount during return turning is the amount of lateral movement required to return the steering wheel until the vehicle M is parallel to the lane marking in accordance with the return turning jerk jd. Therefore, the lateral movement amount during return turning brings the vehicle M to a lateral position closest to the lane marking.

[0045] Thereafter, the process proceeds to step S6, and if it is predicted that the trajectory of the predicted lateral movement amount will cross the departure judgment lateral position, it is determined that intervention of lane departure suppression control is necessary, and the process proceeds to step S7. beside If it is predicted that the trajectory of the amount of movement will pass inside the deviation judgment lateral position without crossing it, no control intervention occurs and the routine is exited.

[0046] Then, in step S7, the initial lateral acceleration ao is compared with the initial lateral acceleration limit value al again. If ao>al, the process proceeds to step S8. If ao≦al, the process jumps to step S9.

[0047] Then, proceed to step S8. The control pattern isThe lane departure control calculation unit 11b, which executes the process in step S8, functions as a control pattern generator according to the present invention.

[0048] As a result, the entire control pattern is shifted in the positive direction by (ao-al), as shown by the solid line in Figure 6(b). As a result, the target path before correction, shown by the dashed-dotted line in Figure 5, is set so that the start timing of lane departure control is earlier, but by correcting the deviation amounts of the sensors and devices, lane departure control of the lateral position is actually executed along the predicted path, as shown by the solid line in the same figure.

[0049] Then, when proceeding from step S7 or step S8 to step S9, A steering angle corresponding to the lateral movement amount (predicted lateral movement amount) calculated based on the newly generated control pattern is calculated, and the process proceeds to step S10. A corresponding steering angle signal is sent to the steering torque calculation unit 11d, and the routine ends.

[0050] In this way, the lane departure control calculation unit 11b according to this embodiment sets the initial lateral acceleration limit value a1, and calculates the initial lateral acceleration a0 from the difference between the predicted lateral acceleration at which the host vehicle M should advance and the actual lateral acceleration generated by the actual traveling of the host vehicle M. Next, the initial lateral acceleration limit value a1 is compared with the initial lateral acceleration a0 to check whether the initial lateral acceleration a0 exceeds the initial lateral acceleration limit value a1.

[0051] If the initial lateral acceleration ao exceeds the initial lateral acceleration limit value ai, the excess amount (ao - ai) is assumed to be a steady-state deviation caused by deviations in sensors or devices, and a control pattern is generated by subtracting the excess amount (ao - ai). Therefore, the lane departure control calculation unit 11b has the functions of a predicted lateral acceleration calculation unit, an actual lateral acceleration calculation unit, and a lane-to-lane lateral acceleration (initial lateral acceleration) calculation unit of the present invention.

[0052] This control pattern is set based on the initial lateral acceleration ao, so that, for example, if the learning of the neutral steering angle of the steering angle sensor 15 has not yet converged, the component can be subtracted to avoid excessive steering. Furthermore, if the learning of the neutral steering angle of the steering angle sensor 15 has converged and the initial lateral acceleration is within the initial lateral acceleration limit value ai, lane departure prevention control using the normal control pattern is executed. This also applies when the recognition error of the imaging device is automatically adjusted.

[0053] As a result, lane departure prevention control can be executed without being affected by the convergence state in the neutral steering angle learning of the steering angle sensor 15 or the automatic adjustment of the imaging device, so that even during learning control or automatic adjustment, the opportunities for lane departure prevention control can be increased rather than decreased. Moreover, steering intervention at an appropriate timing becomes possible, and good steering assistance can be performed without causing discomfort to the driver.

[0054] The present invention is not limited to the above-described embodiment, and for example, the yaw rate sensor 14 can be substituted with a lateral acceleration sensor. [Explanation of symbols]

[0055] 1...Lane departure prevention control device, 2...Steering mechanism, 3...tie rod, 4...Handle, 5...Steering shaft, 6...EPS device, 7...EPS motor, 8...EPS control unit, 11...Lane departure prevention control unit, 11a...lateral position calculation section, 11b... lane departure control calculation unit, 11c...Steering torque calculation unit, 12...Steering torque sensor, 13... Vehicle speed sensor, 14...Yaw rate sensor, 15...Steering angle sensor, 21...Camera unit, 22...In-car camera, 22a...Main camera, 22b...Sub camera, 23...image processing unit, 24...Lane recognition unit, FL, FR…Left and right front wheels, Fc: deviation suppression control flag, M...own vehicle, RL, RR...Left and right rear wheels, Vs…Vehicle speed, Wm...vehicle width, ae...End lateral acceleration, al...initial lateral acceleration limit value, ao...Initial lateral acceleration, astd…Standard lateral acceleration, ab...actual initial lateral acceleration, ao...Initial lateral acceleration, ja,ja'...additional jerk, jd...cut back jerk, θst: Steering angle

Claims

1. A lane departure prevention control device for a vehicle that calculates a steering angle for preventing the host vehicle from leaving its lane based on a control pattern of lateral acceleration, a lane information acquisition unit that acquires lane information of a driving lane; a steering angle detection unit that detects a steering angle of the host vehicle; a predicted lateral acceleration calculation unit that calculates a lane curvature based on the lane information and calculates a predicted lateral acceleration that will act on the host vehicle when the host vehicle travels on the travel lane based on the lane curvature; an actual lateral acceleration calculation unit that calculates an actual lateral acceleration acting on the host vehicle when the host vehicle is traveling on the travel lane based on the steering angle; a lane-to-lane lateral acceleration calculation unit that calculates a lane-to-lane lateral acceleration based on the predicted lateral acceleration and the actual lateral acceleration; a control pattern generation unit that generates the control pattern based on the lane-to-lane lateral acceleration; a storage unit that stores a limit value of the lane-to-lane lateral acceleration, The control pattern generation unit compares the lane-to-lane lateral acceleration with the limit value, and generates the control pattern based on the limit value when the lane-to-lane lateral acceleration exceeds the limit value. A lane departure suppression control device for a vehicle.

2. a lane departure determination unit that determines whether the host vehicle will depart from the driving lane based on the control pattern; The limit value is an upper limit value that allows for a deviation amount due to variations in sensors and devices required when determining whether the host vehicle is deviating from a lane.

2. The lane departure suppression control device for a vehicle according to claim 1.

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