JP6702107B2 - Lane departure suppression device - Google Patents

Description

  The present invention relates to a lane departure suppression device.

The following techniques are known as techniques for preventing deviation from the lane.
The controller calculates the estimated time until the vehicle departs from the own lane based on the lateral displacement of the own vehicle with respect to the own lane and the amount of change, and the deviation risk that represents the risk of future deviation based on the estimated deviation time. Degree, and controls the accelerator pedal reaction force and the steering reaction force based on the deviation risk degree, and generates a yaw moment by the braking force difference between the left and right wheels in the direction to avoid deviation from the own lane, Accordingly, there is known a technique for performing deviation prevention control while transmitting the deviation risk from the own lane to the driver (see Patent Document 1 below).

JP, 2005-306200, A

  By the way, the state of the lane differs depending on the type of road on which the vehicle travels and the traveling location. For example, the lane width may be different such as a road with a wide lane width or a narrow road, and the shape of the road may be linear or curved.

  As described above, depending on the lane condition such as the lane width and the shape of the road, the conventional lane departure control cannot be applied and the vehicle may depart from the lane. Therefore, there is a demand for a technique for suppressing and controlling the lane departure of the vehicle in accordance with the lane condition.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a lane departure restraint device that can appropriately perform lane departure restraint according to the state of a lane.

A lane departure suppressing device for suppressing a lane departure of a vehicle of the present invention is a lane condition detecting means for detecting a lane condition, a lane condition detected by the lane condition detecting means, and a lane condition according to the lane condition. Determination means for determining whether or not the vehicle deviates from the traveling lane based on a reference line created on the lane center side of the lane marking and an estimated position of the vehicle after a predetermined time, and the determination When it is determined by the means that the vehicle deviates from the traveling lane, a reflection coefficient for determining the steering amount according to the deviation amount deviating from the lane is set, and the set reflection coefficient and the reference line are set. a calculating means for calculating a steering amount based on the target steering steering angle, characterized in that it comprises a suppression means for suppressing movement of the turning direction of the vehicle based on the calculated steering amount by the calculating means.

  With such a configuration, the lane departure restraint device can appropriately execute the lane departure restraint according to the state of the lane.

  Further, the reference line may be created according to either the lane width of the lane or the curvature of the lane. At this time, the reference line may be set closer to the lane as the lane width is narrower. The reference line may be set closer to the lane as the curvature is larger. As a result, when the lane width is narrow or the vehicle is traveling on a curve, it is possible to secure a wide range that the lane departure suppression control does not reach, so that it is possible to suppress unnecessary control intervention and reduce annoyance.

  Further, the lane departure suppression apparatus includes position estimation means for estimating the position of the vehicle by using a forward gaze quadratic prediction model, and the deviation amount is the estimated position estimated by the position estimation means and the reference line. It may be a distance from.

  According to this structure, the estimated position takes into consideration the turning motion of the vehicle, and the accuracy of the estimated position of the vehicle can be improved.

  Further, the lane departure suppression apparatus includes an acquisition unit that acquires a traveling environment of the vehicle, and a determination unit that determines whether or not to execute the suppression unit, based on the traveling environment acquired by the acquisition unit. You may prepare.

  As a result, in a traveling environment in which it is better to turn off the vehicle departure restraint function, the lane departure restraint device can turn off the vehicle departure restraint function, and thus unnecessary control intervention and malfunction can be restrained.

  Furthermore, the lane departure suppression apparatus includes a storage unit that stores a plurality of graphs that determine the reflection coefficient, and the setting unit selects one from the plurality of graphs according to the traveling environment acquired by the acquisition unit. The reflection coefficient may be set.

  Accordingly, a graph suitable for the lane width and the traveling environment can be selected from the plurality of graphs and the reflection coefficient can be set, so that a more suitable reflection coefficient can be set.

  According to the present invention, it is possible to provide a lane departure suppression device capable of executing appropriate lane departure suppression according to the state of the lane.

The figure which shows an example of a schematic structure of the lane departure suppression apparatus which concerns on embodiment of this invention. The figure which shows an example of the imaging area of the camera which concerns on the same embodiment. The figure for demonstrating an example of the graph of the reflection coefficient which concerns on the same embodiment. The flowchart which shows an example of the lane departure suppression process which concerns on the same embodiment. 6 is a sub-flowchart showing an example of deviation determination processing according to the same embodiment. The figure for demonstrating the creation process of the reference line which concerns on the same embodiment. 6 is a sub-flowchart showing an example of control amount calculation processing according to the same embodiment. The figure for demonstrating an example which changes the position of a reference line according to the lane width which concerns on the same embodiment. The figure for demonstrating an example which changes the position of a reference line according to the lane width which concerns on the same embodiment. The figure for demonstrating an example which changes a reflection coefficient according to the deviation amount which concerns on the same embodiment. The figure for demonstrating an example which changes an reflection coefficient according to the deviation amount which concerns on the same embodiment. The figure for demonstrating an example in which the some graph which determines the reflection coefficient which concerns on the modification of the embodiment is memorize|stored.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram showing an example of a schematic configuration of a vehicle 1 to which the lane departure suppression apparatus of the present invention is applied.

  As shown in FIG. 1, the vehicle 1 includes a camera 11, a camera control unit 12, a wheel speed sensor 13, a yaw rate sensor 14, a sensor control unit 15, an ECU (Electronic Control Unit) 16, and a power steering unit 17. . The ECU 16 includes a deviation determination unit 20, a reflection coefficient calculation unit 21a, and a control amount calculation unit 21 including a target steering angle calculation unit 21b, and the power steering unit 17 includes a steering amount calculation unit 22a and an output unit 22b. The part 22 is included. The vehicle 1 is also provided with other configurations for realizing the functions of the vehicle, but illustration and description of these configurations are omitted.

  The camera 11 is arranged, for example, on the front side of the vehicle 1, photographs a front area of the vehicle 1 on a lower side by a predetermined distance, and outputs the photographed image data to the camera control unit 12. FIG. 2 is a diagram showing an example of the shooting area A of the camera 11. As shown in FIG. 2, the road R is provided with three lane markings, that is, a right lane marking RL, a center lane marking ML, and a right lane marking RL. A left traveling lane R1 that is partitioned and a right traveling lane R2 that is partitioned by the right lane marking RL and the central lane marking ML are configured. In FIG. 2, the vehicle 1 is in a state of traveling on the left lane R1 of the road R. The camera 11 shoots a shooting area A in the front lower direction of the vehicle 1. The shooting area A is capable of shooting a range including at least the center lane marking ML and the left lane marking LL. The photographing area A of the camera 11 may be configured to be able to photograph the entire width direction of the road R, that is, the right lane marking RL, the center lane marking ML, and the left lane marking LL.

  The camera control unit 12 performs image analysis on the image data input from the camera 11, identifies the positions of the center lane marking ML and the left lane marking LL included in the photographing area A, and further, the center lane marking ML. The position in the width direction of the road R of the vehicle 1 between the left lane marking and the left lane marking LL is specified. The camera control unit 12 outputs the specified information to the ECU 16.

  The wheel speed sensor 13 is arranged near an axle (not shown) and detects the rotation speed of the axle. The vehicle speed sensor 13 outputs the detected rotation speed to the sensor control unit 15. The yaw rate sensor 14 detects the yaw rate of the vehicle 1 (change speed of the rotation angle in the turning direction). The yaw rate sensor 14 outputs the detected yaw rate to the sensor control unit 15.

  The sensor control unit 15 calculates the vehicle speed of the vehicle 1 based on the rotation speed input from the wheel speed sensor 13, and outputs the calculated vehicle speed and the yaw rate input from the yaw rate sensor 14 to the ECU 16.

  The ECU 16 comprehensively controls the vehicle 1. For example, the lane departure suppression control for suppressing the lane departure of the vehicle 1 is executed. The lane departure suppression control is executed by the departure determination unit 20, the control amount calculation unit 21, and the control output unit 22 included in the ECU 16.

  The deviation determination unit 20 determines that the vehicle 1 is traveling in the left lane R1 based on the reference line created on the lane center side of the lane marking according to the state of the lane and the estimated position of the vehicle 1 after a predetermined time. Determine whether to deviate.

  When the control amount calculation unit 21 determines that the vehicle 1 deviates from the left lane R1, the control amount calculation unit 21 sets a reflection coefficient for determining the steering amount according to the distance (deviation amount) between the reference line and the estimated position. A target steering angle with respect to the line DL1 is calculated. The details of the lane departure suppression control will be described later.

  The reflection counting calculator 21a calculates a reflection coefficient based on the deviation amount. For example, the reflection coefficient calculation unit 21a calculates a reflection coefficient based on the amount of departure of the vehicle 1 from the left lane R1. The calculated reflection coefficient is output from the reflection coefficient calculation unit 21b to the power steering unit 17.

  The reflection coefficient calculator 21a stores a graph of the reflection coefficient used in the process of adjusting the steering amount, and calculates the reflection coefficient using the stored graph. FIG. 3 is a diagram for explaining an example of a graph of the reflection coefficient. As shown in FIG. 3, the reflection coefficient graph g1 is linearly set to increase in accordance with the deviation amount. Here, the deviation amount is an amount by which the vehicle 1 deviates from the left traveling lane R1 and will be described in detail later.

  The target steering angle calculation unit 21b calculates the target steering angle based on the deviation amount. The calculated target steering angle is output from the target steering angle calculation unit 21b to the power steering unit 17.

  The power steering unit 17 is a device that assists the driver in steering. The power steering unit adjusts the driver's steering force based on the calculated reflection coefficient input from the control amount calculation unit 21 and the target steering angle.

The control output unit 22 executes a process of adjusting the steering force of the power steering unit 17.
The operation amount calculation unit 22a calculates the steering amount from the reflection coefficient input from the reflection coefficient calculation unit 21 and the target steering angle input from the target steering angle calculation unit 21b. The output unit 22b converts the steering amount into a force (Newton). The control output unit 22 adjusts the steering force based on the converted force.

  Next, the lane departure suppression control will be described. FIG. 4 is a flowchart showing an example of a lane departure suppression process executed by the ECU 16 and the power steering unit 17. Note that this process is always executed while the vehicle 1 is traveling.

  As shown in FIG. 4, the ECU 16 reads the traveling environment of the vehicle 1 (ST101: acquisition means). The ECU 16 acquires the central lane marking ML, the left lane marking LL, and the position of the vehicle 1 from the camera controller 12, and also acquires the vehicle speed and the yaw rate from the sensor controller 15.

  Next, the ECU 16 determines whether or not the lane departure suppression function is effective (ST102). The ECU 16 determines whether or not the lane departure suppression function is effective, for example, based on whether or not the positions of the center lane marking ML and the left lane marking LL are correctly recognized. For example, when the weather condition is bad (for example, when it is raining or snowing), it is difficult to accurately recognize the center lane marking ML and the left lane marking LL, and the center lane marking ML that is erroneously recognized is It is assumed that the lane departure suppression function is executed based on the position of the left lane marking LL and the lane departure suppression function does not operate accurately. Therefore, in such a case, it is desirable to invalidate the lane departure restraint function, so in the present embodiment, the lane departure restraint function is turned off. As a result, in a traveling environment in which it is better to turn off the vehicle departure suppression function, the ECU 16 can turn off the vehicle departure suppression function, and can suppress unnecessary control intervention and malfunction. The weather condition may be analyzed from the image data taken by the camera 11 and the rainfall or snowfall may be determined from the analysis result. When the ECU 16 determines that the lane departure valid function is OFF (ST102: NO), this process is a return.

  On the other hand, when it is determined that the lane departure suppression function is ON (ST102: YES), the ECU 16 detects the lane state (ST103: lane state detecting means). More specifically, the ECU 16 obtains the lane width of the left lane R1 from the central lane marking ML and the left lane marking LL, and the curvature of the curve when the road R is curved, every moment. It is calculated from the loci of ML and the left lane marking LL. The curvature is zero when the road R is not curved and is substantially straight. The state of the lane thus calculated is stored in a predetermined memory in the ECU 16.

  Next, the ECU 16 executes deviation determination processing (ST104: determination means). The deviation determination process will be described with reference to FIG. FIG. 5 is a sub-flowchart showing an example of details of the deviation determination process.

  As shown in FIG. 5, the ECU 16 reads the lane width stored in a predetermined memory (ST201) and the curvature of the curve (ST202).

  Next, the ECU 16 creates a reference line inside the lane according to the read lane width and curvature (ST203). The reference lines are two reference lines (first reference line and second reference line) that are set at predetermined distances inside the center division line ML and inside the left division line LL, respectively. For example, the ECU 16 sets the reference line closer to the center division line ML and the left division line LL as the lane width is narrower. Further, for example, when the central lane marking ML and the left lane marking LL are curved, the ECU 16 sets the reference line closer to the central lane marking ML and the left lane marking LL as the curvature of the curve is larger. As a result, when the lane width is narrow or the curvature is large, it is possible to secure a wider width that the lane departure suppression control does not reach, and it is possible to suppress unnecessary control intervention and reduce annoyance. It should be noted that although the present embodiment describes the case where two reference lines are created based on both the lane width and whether or not the lane is curved, the lane width and whether or not the lane is curved. Two reference lines may be created based on only one of them.

  Next, the ECU 16 calculates an estimated position of the vehicle 1 after a predetermined time (ST204: position estimating means). More specifically, the ECU 16 estimates the position of the vehicle 1 with respect to the center lane marking ML and the left lane marking LL using the center lane marking ML, the left lane marking LL, the vehicle speed, the yaw rate, and the forward gaze secondary prediction model. , Calculate the estimated position.

  Next, the ECU 16 determines whether the vehicle 1 deviates from the left lane R1 or in other words, whether the estimated position of the vehicle 1 after a predetermined time exceeds the reference line on the side of the central lane marking ML (ST205). .. This determination process will be described in detail. FIG. 6 is a diagram for explaining a process of determining whether or not the vehicle 1 deviates from the reference line on the side of the central lane marking ML.

  As shown in FIG. 6, the vehicle 1 is traveling on the left lane R1 divided by the center lane marking ML and the left lane marking LL, and the vehicle 1 is slightly oriented toward the center lane marking ML. .. At this time, the ECU 16 calculates the arrival position of the vehicle 1 after a predetermined time based on the vehicle speed and the yaw rate. The estimated position of the vehicle 1 at this time is the estimated position P1 when it is assumed that the vehicle 1 goes straight. However, in consideration of the actual turning motion of the vehicle, in the present embodiment, the position of the vehicle 1 after a predetermined time is estimated using the forward-looking secondary prediction model. The estimated position P2 calculated using the forward gaze secondary prediction model is on the right side of the estimated position P1. As described above, by estimating the position of the vehicle 1 using the forward-looking secondary prediction model, the estimated position takes into consideration the turning motion of the vehicle, and the accuracy of the estimated position of the vehicle 1 can be improved. Then, the ECU 16 determines whether or not the vehicle 1 deviates from the left lane R1 based on whether or not the estimated position P2 is located closer to the center lane marking ML than the reference line DL1.

  Here, returning to FIG. 5, the description will be continued. When it is determined that the vehicle 1 deviates from the left traveling lane R1 (ST205: YES) or when it is determined that the vehicle 1 does not deviate from the left traveling lane R1 (ST205: NO), the ECU 16 stores the determination result in a predetermined memory. (ST206), and the process proceeds to step ST105.

  Here, returning to FIG. 4, the description will be continued. The ECU 11 executes control amount calculation (ST105: calculation means). This control amount calculation process will be described with reference to FIG. 7. FIG. 7 is a sub-flowchart showing an example of details of the control amount calculation process.

  The ECU 16 calculates a target steering angle with respect to the reference line DL1 (ST401). Next, the ECU 16 calculates the deviation amount with respect to the reference line DL1 (ST402). Here, the deviation amount is the distance between the reference line DL1 and the second estimated position P2 (see FIG. 6). Next, the ECU 16 calculates a reflection coefficient according to the calculated deviation amount (ST403). The ECU 16 calculates the reflection coefficient from the graph g1 described with reference to FIG. 3 and the calculated deviation amount. When it is determined in step ST205 that the deviation does not occur, the reflection coefficient is set to zero.

  Here, returning to FIG. 4 again, the description will be continued. The ECU 16 outputs the target steering angle and the reflection coefficient calculated in step ST105 to the control output unit 22 (ST106), and this process returns. As a result, the control output unit 22 obtains the steering amount from the input target steering angle and reflection coefficient, and controls the power steering unit 17 based on the calculated force (Newton) (suppression unit). For example, when the deviation amount is large, the reflection coefficient becomes large, and the power steering unit 17 causes the vehicle 1 to turn into the lane. This makes it possible to prevent the vehicle 1 from deviating from the left lane R1.

  Next, the operation of changing the reference line DL1 according to the lane width will be described with reference to FIGS. 8 and 9. Since the reference line DL2 has the same action as the reference line DL1, only the reference line DL1 will be described.

  On the road R shown in FIG. 8, the width of the left traveling lane R1 is the lane width W1. On the other hand, on the road R shown in FIG. 9, the width of the left traveling lane R1 is the lane width W2. Here, the lane width W1 is wider than the lane width W2. Therefore, the distance between the reference line DL1 and the center division line ML shown in FIG. 8 is wider than the distance between the reference line DL1 and the center division line ML shown in FIG. In other words, the reference line DL1 shown in FIG. 9 is closer to the center division line ML. As a result, as described above, it is possible to secure a wide range that the lane departure suppression control does not reach, so that it is possible to suppress unnecessary control intervention and reduce annoyance.

  Next, the operation of changing the reflection coefficient according to the deviation amount (the distance between the reference line DL1 and the estimated position P2 described above) will be described with reference to FIGS. 10 and 11.

  In the case shown in FIG. 10, the deviation amount is W3, and the reflection coefficient acquired from the graph g1 (see FIG. 3) according to the deviation amount W3 is 0.2, for example. On the other hand, in the case shown in FIG. 11, the deviation amount is W4 (>W3), and the reflection coefficient acquired from the graph g1 according to the deviation amount W4 is 0.8, for example. The larger the deviation amount is, the larger the reflection coefficient is.

  The vehicle 1 configured as described above has a camera 11 and a camera control unit 12 that detect a lane state of the road R, a lane state detected by the camera 11 and the camera control unit 12, and a lane state according to the lane state. A deviation determination unit 20 that determines whether or not one vehicle deviates from the traveling lane based on the reference lines DL1 and DL2 created on the vehicle 1 side of the lane and the estimated position P2 of the vehicle 1 after a predetermined time. When it is determined that the vehicle 1 deviates from the left lane R1, the reflection coefficient for determining the steering amount is set according to the distance (deviation amount) between the reference line DL1 and the estimated position P2, and the set reflection coefficient is set. And a control amount calculation unit 21 that calculates a target steering angle with respect to the reference line DL1, and a control output unit 22 that obtains a steering amount based on the calculated reflection coefficient and the target steering angle and that suppresses movement of the vehicle 1 in the turning direction. I have it. Therefore, the vehicle 1 can execute appropriate lane departure suppression according to the state of the lane.

  Further, the reference lines DL1 and DL2 are set (created) closer to the center division line ML and the left division line LL as the lane width is narrower, and are set closer to the center division line ML and the left division line LL as the curvature of the curve is larger. Set (create). As a result, when the lane width is narrow or the vehicle is traveling on a curve, it is possible to secure a wide range that the lane departure suppression control does not reach. Therefore, the vehicle 1 can suppress unnecessary control intervention and reduce the annoyance. ..

  In the above embodiment, the case where the vehicle departure restraint function is turned off when the weather condition is bad has been described, but the case where the vehicle departure restraint function is turned off is not limited to this. For example, when a switch for setting ON/OFF of the vehicle deviation suppression function is provided, the ECU 16 is configured to determine ON/OFF of the vehicle deviation suppression function based on ON/OFF of the switch. May be.

(Modification)
Next, a modified example of the above embodiment will be described.
The present embodiment is different from the above embodiment in that the graph for determining the reflection coefficient is one of the graphs g1 in the above embodiment (see FIG. 3), but the inclination is different in this embodiment. This is a point where a plurality of graphs g1, g2, g3 are formed. In this modification, three graphs g1, g2, and g3 will be described, but the number of graphs may be two or more. Further, in this modification, the graphs g1 to g3 are described as being linear, but the present invention is not limited to this and may be non-linear.

  FIG. 12 is a diagram for explaining an example in which a plurality of graphs for determining the reflection coefficient are stored. These graphs g1, g2, g3 are stored in the reflection coefficient storage unit 21a described above (storage means).

  As shown in FIG. 12, linear graphs g1, g2, g3 having different inclinations are shown. The gradient is increased in the order of the graph g3, the graph g2, and the graph g1.

  For example, the ECU 16 selects any one of the graphs g1 to g3 according to the lane condition and the traveling environment read in ST101, and acquires the reflection coefficient based on the selected graph.

  According to the vehicle 1 configured as described above, the reflection coefficient can be set by selecting a graph suitable for the lane width and the traveling environment from the graphs g1 to g3, and thus a more suitable reflection coefficient is set. You can do it.

  For example, when the lane width is narrow, medium, and wide, the ECU 16 selects the graphs g3, g2, and g1, respectively. With this configuration, it is possible to suppress the maximum steering amount obtained by calculation according to the lane width.

  Further, for example, the frictional force between the road surface of the road R and the tire of the vehicle 1 is different between good weather (clear weather), bad weather (rainfall), and bad weather (snowfall). For this reason, for example, the ECU 16 selects the graph g1 having the smallest inclination in the good weather, the graph g2 having the middle inclination in the bad weather (rainfall), and the graph having the largest inclination in the bad weather (snow). Select g3 to obtain the reflection coefficient.

  With this configuration, the vehicle 1 can select an appropriate reflection coefficient according to the traveling environment, and the lane departure suppression function can be further improved. In such a configuration, for example, even if the left lane marking LL and the center lane marking ML cannot be recognized using the camera 11, the vehicle 1 acquires the state of the left lane R1 as map information by a navigation system, and This is effective when the position of the vehicle 1 can be specified by GPS (Global Positioning System).

  In the above embodiment, the case where no vehicle other than the vehicle 1 is traveling on the right lane R2, that is, the case where there is no oncoming vehicle has been described, but a case where an oncoming vehicle exists is also assumed. To be done. The presence or absence of an oncoming vehicle can be recognized by the camera control unit 12 by expanding the shooting area A. Therefore, when the presence of an oncoming vehicle can be confirmed, the ECU 16 creates the reference line DL1 so as to be separated from the central lane marking ML by a certain distance. As a result, even if a situation occurs in which the oncoming vehicle travels slightly beyond the central lane marking ML, it is possible to prevent the vehicle 1 from coming into contact with the oncoming vehicle.

  The present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the constituent elements within a range not departing from the gist of the invention in an implementation stage. Further, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above-described embodiments. For example, some constituent elements may be deleted from all the constituent elements shown in the above-described embodiment. Furthermore, the configurations of different embodiments may be combined.

1... Vehicle, 11... Camera, 13... Wheel speed sensor, 14... Yaw rate sensor, 16... ECU, 17... Power steering part, 20... Deviation determination part, 21... Control amount calculation part, 21a... Reflection coefficient storage part, 22 ... control output unit, A... shooting area, R... road, R1... left lane, R2... right lane, LL... left lane, ML... central lane, RL... right lane, g1, g2, g3... Reflection coefficient, P1... First estimated position, P2... Second estimated position, DL1, DL2... Reference line, W1, W2... Lane width, W3, W4... Departure amount

Claims (7)

A lane departure suppression device for suppressing lane departure of a vehicle, comprising:
Lane state detecting means for detecting the state of the lane,
Based on the state of the lane detected by the lane state detecting means, a reference line created on the lane center side of the lane marking in accordance with the state of the lane, and an estimated position of the vehicle after a predetermined time. A determining means for determining whether the vehicle deviates from the traveling lane,
When the determination means determines that the vehicle deviates from the traveling lane, a reflection coefficient for determining a steering amount according to a deviation amount deviating from the lane is set, and the set reflection coefficient and the reference value are set. a calculating means for calculating a steering amount based on the target steering wheel turning angle to the line,
Suppressing means for suppressing movement of the vehicle in the turning direction based on the steering amount calculated by the calculating means;
A lane departure suppression device comprising: The reference line is created according to the lane width of the lane and the curvature of the lane,
The lane departure suppression device according to claim 1, wherein The reference line is set closer to the division line as the lane width is narrower,
The lane departure suppression device according to claim 2, wherein As the curvature is larger, the reference line is set closer to the division line,
The lane departure suppression device according to claim 2, wherein A position estimating means for estimating the position of the vehicle by using a forward gaze secondary prediction model;
Equipped with
The deviation amount is a distance between the estimated position estimated by the position estimating means and the reference line,
The lane departure suppression device according to claim 1, wherein Acquisition means for acquiring the traveling environment of the vehicle,
Determination means for determining whether or not to execute the suppression means, based on the traveling environment acquired by the acquisition means,
The lane departure suppression device according to claim 1, further comprising: Storage means for storing a plurality of graphs for determining the reflection coefficient,
Equipped with
The calculation means selects one from the plurality of graphs according to the traveling environment acquired by the acquisition means, and sets the reflection coefficient.
The lane departure suppression device according to claim 6, wherein.

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