JP2016175570A - Traffic lane deviation prevention controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To carry out highly responsive accurate traffic lane deviation prevention control without variation by appropriately predicting the shape of a traffic lane from which deviation occurs and the deviated state of a vehicle from the traffic lane.SOLUTION: A traffic lane curvature turning target yaw rate γref_lane necessary for traveling along a traffic lane based on traffic lane information and the traveling state of an own vehicle is calculated, a deviation prevention behavior target yaw rate γref_turn for preventing deviation from the traffic lane by predicting the deviated state of the own vehicle from the traffic lane based on the traffic lane information and the traveling state of the own vehicle is calculated, traffic lane curvature turning feed forward torque Tp_ff_lane is calculated based on the γref_lane, deviation prevention behavior feed forward torque Tp_ff_turn is calculated based on the γref_turn, target yaw rate feedback torque Tp_fb is calculated based on the γref_lane and the γref_turn, and control torque Tp is calculated based on the Tp_ff_lane, the Tp_ff_turn, and the Tp_fb.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a lane departure prevention control device for a vehicle that operates an actuator to prevent departure from a lane when the host vehicle is likely to depart from a traveling lane.

  In recent years, various devices that support driving have been developed and put into practical use in vehicles, and a lane departure prevention control device that prevents departure from a lane is one of such devices. For example, in Japanese Patent Laid-Open No. 2012-96567 (hereinafter referred to as Patent Document 1), the target turning amount of the host vehicle is calculated as the target yaw rate, and the actual yaw rate follows the feedforward control with respect to the target yaw rate and the target yaw rate. Discloses a technique of a momentum control method for performing feedback control.

JP 2012-96567 A

  By the way, when performing the lane departure prevention control using the momentum control method as disclosed in the above-mentioned Patent Document 1, the shape of the lane that deviates and the departure state of the vehicle from the lane are appropriately predicted, and these It is necessary to perform accurate control based on the information. For example, when the vehicle deviating from the lane is in a state where the vehicle is about to deviate from the lane, the control amount for controlling the vehicle in the anti-departing direction is output. After that, if the control amount in the counter-deviation direction remains when the departure from the lane can be prevented and the lane departure prevention control is continued, the response of the vehicle in which the lane departure is prevented is delayed by this control amount, Variations in vehicle behavior controlled by the situation occur.

  The present invention has been made in view of the above circumstances, and appropriately predicts the shape of the lane that deviates and the departure state of the vehicle from the lane, and is excellent in responsiveness and accuracy without variations based on these information. An object of the present invention is to provide a vehicle lane departure prevention control device that can perform good lane departure prevention control.

  One aspect of the vehicle lane departure prevention control device according to the present invention includes a lane information detection unit that detects information on a lane in which the host vehicle is traveling as lane information together with position information of the host vehicle with respect to the lane, and a traveling state of the host vehicle. A traveling state detecting means for detecting, a first target turning amount calculating means for calculating a first target turning amount necessary for traveling along the lane based on the lane information and the traveling state of the host vehicle; Based on the lane information and the traveling state of the host vehicle, a departure state of the host vehicle from the lane is predicted, and a second target turning amount that prevents the departure from the lane is calculated according to the departure state. A second target turning amount calculating means; a first control amount calculating means for calculating a first control amount by feedforward control based on the first target turning amount; and a first control amount calculating means based on the second target turning amount. Feed control amount of 2 Second control amount calculating means for calculating by forward control, and third control amount calculating means for calculating a third control amount by feedback control based on the first target turning amount and the second target turning amount And a fourth control amount calculating means for calculating a fourth control amount for preventing deviation from the lane based on the first control amount, the second control amount, and the third control amount. Equipped with.

  According to the vehicle lane departure prevention control apparatus of the present invention, the shape of the lane that departs and the departure state of the vehicle from the lane are appropriately predicted, and the responsiveness is excellent based on these information and the accuracy without variation. It is possible to perform a good lane departure prevention control.

1 is a configuration explanatory diagram of a vehicle steering system according to a first embodiment of the present invention. FIG. It is a functional block diagram of the steering control part which concerns on 1st Embodiment of this invention. It is a flowchart of the lane departure prevention control program which concerns on 1st Embodiment of this invention. It is explanatory drawing of the own vehicle, lane, and each parameter on the XZ coordinate which concerns on 1st Embodiment of this invention. It is a functional block diagram of the steering control part which concerns on 2nd Embodiment of this invention. It is a flowchart of the lane departure prevention control program which concerns on 2nd Embodiment of this invention. It is explanatory drawing of the feedforward torque for deviation prevention behavior reduced to substantially 0 after the deviation prevention control which concerns on 2nd Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
1 to 4 show a first embodiment of the present invention.

  In FIG. 1, reference numeral 1 denotes an electric power steering device in which a steering angle can be set independently of a driver input. In the electric power steering device 1, a steering shaft 2 is connected to a vehicle body frame (not shown) via a steering column 3. It is rotatably supported, and one end thereof extends to the driver's seat side and the other end extends to the engine room side. A steering wheel 4 is fixed to an end portion of the steering shaft 2 on the driver's seat side, and a pinion shaft 5 is connected to an end portion extending to the engine room side.

  A steering gear box 6 extending in the vehicle width direction is disposed in the engine room, and a rack shaft 7 is inserted into and supported by the steering gear box 6 so as to be reciprocally movable. A rack (not shown) formed on the rack shaft 7 is engaged with a pinion formed on the pinion shaft 5 to form a rack and pinion type steering gear mechanism.

  The left and right ends of the rack shaft 7 protrude from the end of the steering gear box 6, and a front knuckle 9 is connected to the end via a tie rod 8. The front knuckle 9 rotatably supports left and right wheels 10L and 10R as steering wheels and is supported by a vehicle body frame so as to be steerable. Accordingly, when the steering wheel 4 is operated and the steering shaft 2 and the pinion shaft 5 are rotated, the rack shaft 7 is moved in the left-right direction by the rotation of the pinion shaft 5, and the front knuckle 9 is moved by the movement to the kingpin shaft (not shown). And the left and right wheels 10L, 10R are steered in the left-right direction.

  Further, an electric power steering motor (electric motor) 12 is connected to the pinion shaft 5 via an assist transmission mechanism 11, and assists and sets the steering torque applied to the steering wheel 4 by the electric motor 12. The control torque Tp is added so that the target turning amount (for example, the target yaw rate γref) is obtained. The electric motor 12 is driven by the motor drive unit 21 by outputting a control torque Tp as a (fourth) control amount from a steering control unit 20 described later to the motor drive unit 21.

  In the present embodiment, the steering control unit 20 is configured to have a lane departure prevention control function or the like that prevents the lane from departing from the lane marking. In particular, the configuration of the lane departure prevention control function will be described below. To do.

  The steering control unit 20 detects the lane line, and information on the lane in which the host vehicle travels (the position and curvature of the lane line) and the position information of the host vehicle with respect to the lane (the distance to the lane line, the lane A front recognition device 31 that detects the vehicle's attitude angle (to the lane yaw angle, etc.) as lane information is connected, a vehicle speed sensor 32 that detects the vehicle speed V, and a yaw rate sensor 33 that detects the actual yaw rate γ. Yes.

  The front recognition device 31 is, for example, a set of cameras that are attached to the front of the ceiling in a vehicle interior at a constant interval and that captures a subject outside the vehicle from different viewpoints, and a stereo image processing device that processes image data from the camera. It consists of and.

  The processing of image data from the camera in the stereo image processing device of the forward recognition device 31 is performed as follows, for example. First, distance information is obtained from a pair of stereo image pairs captured in the traveling direction of the host vehicle in the traveling direction from the corresponding positional shift amount, and a distance image is generated.

  In recognition of lane line data such as white lines, based on the knowledge that the lane line is brighter than the road surface, the luminance change in the width direction of the road is evaluated, and the left and right lane lines in the image plane are evaluated. The position of the line is specified on the image plane. The position (x, y, z) of the lane marking in the real space is based on the position (i, j) on the image plane and the parallax calculated with respect to this position, that is, based on the distance information. It is calculated from a known coordinate conversion formula. In the present embodiment, the coordinate system of the real space set based on the position of the host vehicle is, for example, as shown in FIG. 4, with the road surface directly below the center of the camera as the origin and the vehicle width direction as the X axis ( The left direction is “+”, the vehicle height direction is the Y axis (upward direction is “+”), and the vehicle length direction (distance direction) is the Z axis (front direction is “+”). At this time, the XZ plane (Y = 0) coincides with the road surface when the road is flat. The road model is expressed by dividing the lane of the host vehicle on the road into a plurality of sections in the distance direction, and connecting the left and right lane markings in each section to a predetermined approximation. In this embodiment, the example of recognizing the shape of the lane based on images from a set of cameras has been described. However, the lane shape is obtained based on image information from a monocular camera and a color camera. Also good.

  The forward recognition device 31 executes an approximation process for the acquired left and right lane markings. Specifically, the lane marking on the left side of the host vehicle is approximated by the following equation (1) by the method of least squares.

x = AL · z ² + BL · z + CL (1)
Further, the lane marking on the right side of the host vehicle is approximated by the following equation (2) by the method of least squares.

x = AR · z ² + BR · z + CR (2)
In the above equations (1) and (2), “AL” and “AR” indicate the curvature of each curve, the curvature κL of the left lane marking is 2 · AL, and the right side The curvature κR of the lane marking is 2 · AR. Therefore, the curvature κ of the lane is expressed by the following equation (3).

κ = (2 · AL + 2 · AR) / 2 = AL + AR (3)
In the equations (1) and (2), “BL” and “BR” indicate the inclinations of the respective curves in the width direction of the host vehicle, and “CL” and “CR” indicate the respective curves. The position in the width direction of the vehicle is shown (see FIG. 4).

  Further, the front recognition device 31 calculates the lane yaw angle θyaw of the host vehicle by the following equation (4).

θyaw = tan ⁻¹ ((BL + BR) / 2) (4)
As described above, the lane information detected and calculated by the forward recognition device 31 is input to the steering control unit 20, and the forward recognition device 31 is provided as lane information detection means.

  Then, the steering control unit 20 calculates a lane curvature turning target yaw rate γref_lane required to travel along the lane based on the lane information and the traveling state of the host vehicle based on the input signals described above. Based on the information and the traveling state of the host vehicle, the departure state of the host vehicle from the lane is predicted, and the target yaw rate γref_turn for the departure prevention behavior that prevents the departure from the lane according to the departure state is calculated, and for turning the lane curvature The feedforward torque Tp_ff_lane for turning lane curvature is calculated based on the target yaw rate γref_lane, the feedforward torque Tp_ff_turn for preventing departure behavior is calculated based on the target yaw rate γref_turn for preventing departure behavior, and the target yaw rate γref_lane for turning lane curvature is used Based on the target yaw rate γref_turn, the target yaw rate feedback torque Tp_fb is calculated, and the lane curvature rotation is calculated. A control torque Tp is calculated based on the rotation feedforward torque Tp_ff_lane, the departure prevention behavior feedforward torque Tp_ff_turn, and the target yaw rate feedback torque Tp_fb, and is output to the motor drive unit 21.

  Therefore, as shown in FIG. 2, the steering control unit 20 calculates a target yaw rate calculation unit 20a for turning lane curvature, a target yaw rate calculation unit 20b for departure prevention behavior, a target yaw rate calculation unit 20c, and a feed forward torque calculation for turning lane curvature. The main part is composed of a section 20d, a feedforward torque calculation section 20e for departure prevention behavior, a target yaw rate feedback torque calculation section 20f, and a control torque calculation section 20g.

  The lane curvature turning target yaw rate calculation unit 20 a receives the lane curvature κ from the front recognition device 31 and the vehicle speed V from the vehicle speed sensor 32. Then, for example, the following yaw rate turning target yaw rate γref_lane necessary for traveling along the lane is calculated by the following equation (5), and the target yaw rate calculating unit 20c and the lane curvature turning feedforward torque calculating unit 20d are calculated. Output.

γref_lane = κ · V (5)
Thus, in the embodiment of the present invention, the lane curvature turning target yaw rate calculation unit 20a is provided as the first target turning amount calculation means that uses the lane curvature turning target yaw rate γref_lane as the first target turning amount. ing.

The target yaw rate calculation unit 20b for departure prevention behavior receives the approximation result of the lane line, the yaw angle θyaw to the host vehicle, and the vehicle speed V from the vehicle speed sensor 32. Then, for example, the target yaw rate for deviation prevention behavior γref_turn that prevents the departure from the lane according to the departure state is calculated according to the following expression (6) or (10), and the target yaw rate calculation unit 20c is configured to prevent the departure. It outputs to the feedforward torque calculation part 20e for behavior.
・ When the lane yaw angle θyaw of the host vehicle is in the lane departure direction γref_turn = −θyaw / ttlc (6)
Here, ttlc is an expected lane departure time that deviates from the lane in the current traveling state, and is calculated by the following equation (7), for example.

ttlc = L / (V · sin (θyaw)) (7)
Here, L is the distance from the lane line to the host vehicle (lane line vehicle distance), and can be calculated by the following equation (8).

L = ((CL-CR) -TR) / 2-xv (8)
In the equation (8), TR is a tread of a vehicle, and in the embodiment of the present invention, the tire position is used as a reference for determining lane departure (see FIG. 4). Further, xv is the vehicle lateral position in the lane width direction from the center of the lane, and can be calculated by the following equation (9).

xv = (CL + CR) / 2 (9)
When the host vehicle's yaw angle θyaw to the lane is in the direction away from the lane γref_turn = − (θref_yaw−θyaw) / tref (10)
Here, θref_yaw is a yaw angle that has been set in advance by experiments and calculations, and tref is a control target time that has been set in advance by experiments and calculations.

  Thus, in the embodiment of the present invention, the departure prevention behavior target yaw rate calculation unit 20b is provided as a second target turning amount calculation unit that uses the departure prevention behavior target yaw rate γref_turn as the second target turning amount. ing.

  The target yaw rate calculation unit 20c receives the target yaw rate for turning lane curvature γref_lane from the target yaw rate calculation unit for turning lane curvature 20a, and receives the target yaw rate for departure prevention behavior γref_turn from the target yaw rate calculation unit for departure prevention behavior 20b. Then, the target yaw rate γref is calculated by the following equation (11), and is output to the target yaw rate feedback torque calculation unit 20f.

γref = γref_lane + γref_turn (11)
The lane curvature turning feedforward torque calculation unit 20d receives the lane curvature turning target yaw rate γref_lane from the lane curvature turning target yaw rate calculation unit 20a. Then, for example, the feed forward torque Tp_ff_lane for turning the lane curvature is calculated by the following equation (12), and is output to the control torque calculation unit 20g.

Tp_ff_lane = Ktrq · γref_lane (12)
Here, Ktrq is a torque conversion gain.

  As described above, in the embodiment of the present invention, the lane curvature turning feedforward torque calculation unit 20d is provided as a first control amount calculation unit that uses the lane curvature turning feedforward torque Tp_ff_lane as a first control amount. ing.

  The departure prevention behavior feedforward torque calculation unit 20e receives the departure prevention behavior target yaw rate γref_turn from the departure prevention behavior target yaw rate calculation unit 20b. Then, for example, the deviation prevention behavior feedforward torque Tp_ff_turn is calculated by the following equation (13), and is output to the control torque calculator 20g.

Tp_ff_turn = Ktrq · γref_turn (13)
As described above, in the embodiment of the present invention, the departure prevention behavior feedforward torque calculation unit 20e is provided as a second control amount calculation unit that uses the departure prevention behavior feedforward torque Tp_ff_turn as the second control amount. ing.

  The target yaw rate feedback torque calculator 20f receives the actual yaw rate γ from the yaw rate sensor 33, and receives the target yaw rate γref from the target yaw rate calculator 20c. Then, for example, the target yaw rate feedback torque Tp_fb is calculated by the following equation (14), and is output to the control torque calculator 20g.

Tp_fb = Kp · (γref−γ) + Ki ·） (γref−γ) dt
+ Kd · d (γref−γ) / dt (14)
Here, Kp is a proportional gain, Ki is an integral gain, and Kd is a differential gain.

  Thus, in the embodiment of the present invention, the target yaw rate feedback torque calculator 20f is provided as a third control amount calculator that uses the target yaw rate feedback torque Tp_fb as the third control amount.

  The control torque calculation unit 20g receives the lane curvature turning feedforward torque Tp_ff_lane from the lane curvature turning feedforward torque calculation unit 20d, and the departure prevention behavior feedforward torque Tp_ff_turn from the departure prevention behavior feedforward torque calculation unit 20e. The target yaw rate feedback torque Tp_fb is input from the target yaw rate feedback torque calculation unit 20f. Then, the control torque Tp is calculated by the following equation (15) and output to the motor drive unit 21.

Tp = Tp_ff_lane + Tp_ff_turn + Tp_fb (15)
Thus, in the embodiment of the present invention, the control torque calculation unit 20g is provided as a fourth control amount calculation unit that uses the control torque Tp as the fourth control amount.

  Next, the lane departure prevention control executed by the steering control unit 20 will be described with reference to the flowchart of FIG.

  First, in step (hereinafter abbreviated as “S”) 101, the lane curvature turning target yaw rate calculation unit 20a calculates the lane curvature turning target yaw rate γref_lane necessary for traveling along the lane according to the above-described equation (5). Is calculated.

  Next, the process proceeds to S102, and the target yaw rate calculation unit for departure prevention behavior 20b uses the above-described equation (6) or (10) to prevent departure from the lane according to the departure state. A target yaw rate γref_turn is calculated.

  Next, proceeding to S103, the target yaw rate calculation unit 20c calculates the target yaw rate γref according to the above-described equation (11).

  Next, in S104, the lane curvature turning feedforward torque calculating unit 20d calculates the lane curvature turning feedforward torque Tp_ff_lane according to the above-described equation (12).

  Next, proceeding to S105, the departure prevention behavior feedforward torque calculation unit 20e calculates the departure prevention behavior feedforward torque Tp_ff_turn by the above-described equation (13).

  Next, in S106, the target yaw rate feedback torque calculation unit 20f calculates the target yaw rate feedback torque Tp_fb by the above-described equation (14).

  In step S107, the control torque calculation unit 20g calculates the control torque Tp according to the above-described equation (15) and outputs the control torque Tp to the motor drive unit 21 to exit the program.

Thus, in the first embodiment of the present invention, the target yaw rate for turning lane curvature γref_lane necessary to travel along the lane is calculated, the deviation state from the lane of the host vehicle is predicted, and the deviation state The target yaw rate γref_turn for the departure prevention behavior that prevents the departure from the lane is calculated according to the lane, the feed forward torque Tp_ff_lane for the lane curvature turning is calculated based on the target yaw rate γref_lane for the lane curvature turning, and the target yaw rate γref_turn for the departure prevention behavior is calculated. Based on the lane curvature turning target yaw rate γref_lane and the lane curvature turning target yaw rate γref_turn, the target yaw rate feedback torque Tp_fb is calculated based on the lane curvature turning feedforward torque Tp_ff_turn, and the lane curvature turning feedforward torque Tp_ff_lane, Feed forward torque Tp_ff_turn for deviation prevention behavior A control torque Tp is calculated from the target yaw rate feedback torque Tp_fb. Therefore, from the lane shape where the lane curvature deviates such as the lane curvature and the lane yaw angle of the host vehicle is in the lane departure direction or the lane yaw angle of the host vehicle is the lane departure direction. It is possible to appropriately predict the departure state of the vehicle, and to perform accurate lane departure prevention control with excellent responsiveness along the lane in which the vehicle travels and no variation based on such information.
(Second embodiment)
5 to 7 show a second embodiment of the present invention.

  In the second embodiment, when the departure state of the host vehicle from the lane is determined to be a state of setting the attitude angle of the host vehicle after preventing the lane departure, the departure calculated according to the departure state is calculated. Unlike the first embodiment, since the feedforward torque Tp_ff_turn for departure prevention behavior based on the target yaw rate γref_turn for prevention behavior is reduced to substantially 0, the other configurations and operations are the same as those of the first embodiment. The same components are denoted by the same reference numerals, and description thereof is omitted.

  For this reason, as shown in FIG. 5, the steering control unit 20 of the second embodiment of the present invention has a departure prevention control determination unit 20h in addition to the components 20a to 20g of the first embodiment.

  The departure prevention control determination unit 20 h receives the lane yaw angle θyaw of the host vehicle from the front recognition device 31. Then, it is determined whether or not the lane yaw angle θyaw is in the lane departure direction, and the determination result is output to the departure prevention behavior feedforward torque calculation unit 20e.

  The departure prevention behavior feedforward torque calculation unit 20e receives the departure prevention behavior target yaw rate γref_turn from the departure prevention behavior target yaw rate calculation unit 20b, and determines whether the lane yaw angle θyaw is the lane departure direction from the departure prevention control determination unit 20h. The determination result of whether or not is input. When the lane yaw angle θyaw is in the lane departure direction, the deviation prevention behavior feedforward torque Tp_ff_turn is calculated by the above-described equation (13), while the lane yaw angle θyaw is in the lane departure direction. Reduces the feedforward torque Tp_ff_turn for departure prevention behavior to substantially zero. When the feedforward torque Tp_ff_turn for departure prevention behavior is reduced to approximately 0, it may be set asymptotically to a predetermined value.

  The lane departure prevention control according to the second embodiment configured as described above will be described with reference to the flowchart of FIG.

  That is, after calculating the lane curvature turning feedforward torque Tp_ff_lane by the above-described equation (12) in S104, the process proceeds to S201.

  In S201, the departure prevention control determination unit 20h determines whether or not the lane yaw angle θyaw is in the lane departure direction. If the lane yaw angle θyaw is in the lane departure direction, the flow proceeds to S105 and the departure prevention behavior. The feedforward torque calculation unit 20e calculates the feedforward torque Tp_ff_turn for the departure prevention behavior according to the above-described equation (13), and proceeds to S106.

  On the other hand, when the lane yaw angle θyaw is in the lane departure direction, the process proceeds to S202, and the departure prevention behavior feedforward torque calculation unit 20e reduces the departure prevention behavior feedforward torque Tp_ff_turn to substantially 0 and proceeds to S106. move on.

  When the feed forward torque Tp_ff_turn for departure prevention behavior is set in S105 or S202 and the process proceeds to S106, the target yaw rate feedback torque calculation unit 20f calculates the target yaw rate feedback torque Tp_fb by the above-described equation (14).

  In step S107, the control torque calculation unit 20g calculates the control torque Tp according to the above-described equation (15) and outputs the control torque Tp to the motor drive unit 21 to exit the program.

  That is, for example, as shown in FIG. 7, in the lane departure prevention control according to the first embodiment described above, in a state where the vehicle departure state from the lane is about to depart from the lane, this lane departure is prevented. The control amount for controlling the vehicle in the anti-departure direction is output. After that, if it is possible to prevent the departure from the lane and the control amount in the anti-departure direction remains when the lane departure prevention control is continued, it is desirable to travel on the course of Ces1 in FIG. Due to the remaining control amount, the vehicle may be controlled in the anti-departure prevention direction as in the course of Ces2, and the response of the vehicle behavior may be delayed, or the vehicle behavior controlled depending on the situation may vary. . In the second embodiment, when the departure from the lane can be prevented and the lane departure prevention control is continued, the lane departure prevention control is accurately executed along the lane, and the subsequent anti-departure direction is performed. The control is executed in such a manner that the excessive control of the vehicle is surely suppressed, the response of the vehicle behavior is kept good, and the vehicle behavior does not vary.

DESCRIPTION OF SYMBOLS 1 Electric power steering apparatus 2 Steering shaft 4 Steering wheel 5 Pinion shaft 10L, 10R Wheel 12 Electric motor 20 Steering control part 20a Target yaw rate calculation part for lane curvature turning (1st target turning amount calculation means)
20b Target yaw rate calculation unit for departure prevention behavior (second target turning amount calculation means)
20c target yaw rate calculation unit 20d lane curvature turning feedforward torque calculation unit (first control amount calculation means)
20e Feed-forward torque calculator for departure prevention behavior (second control amount calculating means)
20f Target yaw rate feedback torque calculation unit (third control amount calculation means)
20g control torque calculation unit (fourth control amount calculation means)
20h Deviation prevention control determination unit 21 Motor drive unit 31 Forward recognition device (lane information detection means)
32 Vehicle speed sensor (running state detection means)
33 Yaw rate sensor (running state detection means)

Claims (3)

Lane information detection means for detecting information on the lane in which the host vehicle is traveling as lane information together with position information of the host vehicle with respect to the lane;
Traveling state detection means for detecting the traveling state of the host vehicle;
First target turning amount calculation means for calculating a first target turning amount necessary for traveling along the lane based on the lane information and the traveling state of the host vehicle;
A second target turning amount that predicts a departure state of the host vehicle from the lane based on the lane information and the traveling state of the host vehicle, and that prevents the departure from the lane according to the departure state. 2 target turning amount calculation means;
First control amount calculating means for calculating a first control amount by feedforward control based on the first target turning amount;
A second control amount calculating means for calculating a second control amount by feedforward control based on the second target turning amount;
Third control amount calculating means for calculating a third control amount by feedback control based on the first target turning amount and the second target turning amount;
Fourth control amount calculating means for calculating a fourth control amount for preventing deviation from the lane based on the first control amount, the second control amount, and the third control amount;
A lane departure prevention control device for a vehicle, comprising:   The second target turning amount calculating means calculates a predicted departure time from the lane and calculates the second target turning amount when the yaw angle of the current host vehicle with respect to the lane is in a lane departure direction. On the other hand, if the current yaw angle of the host vehicle with respect to the lane is in the direction away from the lane, the deviation state of the host vehicle from the lane sets the attitude angle of the host vehicle after preventing the lane departure. The vehicle lane departure prevention control device according to claim 1, wherein the vehicle is determined to be in a state in which the vehicle is turning, and a turning amount that assumes a preset posture within a set time is calculated as the second target turning amount.   The second target turning amount calculation means determines that the departure state of the own vehicle from the lane is a state in which the posture angle of the own vehicle after prevention of the lane departure is set, and sets the second target turning amount. 3. The vehicle lane departure prevention control device according to claim 1, wherein the second control amount calculation means reduces the second control amount to substantially zero.

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