JPH07105499A - Drive controller for automobile - Google Patents

Abstract

PURPOSE:To provide the drive controller for an automobile in which the intervention of the automatic steering system is terminated so that the possibility of 2nd deviation with respect to a drive lane of a concerned vehicle is reduced after the end of the intervention of the automatic steering system. CONSTITUTION:The intervention of the automatic steering system is terminated while a vehicle 10 is driven in parallel with a drive lane 12 by the automatic steering system after the intervention of the automatic steering system.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive control device for interposing an automatic steering system in order to prevent a vehicle from departing from a predetermined driving lane, and more particularly to a vehicle drive control device after the intervention of the automatic steering system is completed. The present invention relates to a vehicle travel control device in which the intervention of the automatic steering system is terminated so that the possibility of the vehicle deviating from the traveling lane again is reduced.

[0002]

2. Description of the Related Art Conventionally, for example, JP-A-63-214900.
As disclosed in the official gazette, when the vehicle deviates from a predetermined driving lane without the driver's conscious steering, such as looking aside or being inattentive, the driver is warned There is known a device for prompting.

An image pickup device for reading a guide line such as a white line indicating the side edge of a driving lane, an image processing device for processing a signal obtained from this image pickup device, and information obtained from this image processing device and others. There is known a travel control device that intervenes an automatic steering system to prevent the vehicle from departing from a travel lane.

[0004]

By the way, from the viewpoint that such an automatic steering system (key plane system) is only a temporary assist means for the driver, the intervention of the automatic steering system is minimized. It should be stopped and it is desirable to end the intervention of the automatic steering system early, as long as safety is guaranteed.

On the other hand, the correction steering by the frequent intervention of the automatic steering system makes the running of the vehicle unstable and may give an occupant an unpleasant feeling. In order to reduce the frequency of intervention of the automatic steering system, it is desirable to execute the operation after confirming that the possibility of re-deviation of the own vehicle to the traveling lane after the completion of the intervention of the steering system is small. However, the conventional travel control device lacks consideration for this point.

The present invention has been made in view of the above-mentioned circumstances, and the intervention of the automatic steering system is performed so that the possibility of re-deviation of the own vehicle's traveling lane after the intervention of the automatic steering system is reduced. An object of the present invention is to provide a traveling control device for an automobile that is terminated.

[0007]

The invention according to claim 1 is
In a traveling control device for an automobile, which predicts a departure state of a vehicle from a traveling lane, and when the departure state is predicted, an automatic steering system that automatically corrects and steers the vehicle in order to prevent the departure, Based on the detection means for detecting the condition of the traveling lane after the intervention of the automatic steering system, and the re-deviation of the vehicle to the traveling lane after the completion of the intervention of the automatic steering system, based on the detection of the condition of the traveling lane by the detection means. Predicting the possibility of
In response to the determination, the determination means for determining whether or not the intervention of the automatic steering system can be terminated, and the intervention of the automatic steering system is terminated in response to the determination by the determination means that the intervention of the automatic steering system can be terminated. It is characterized by comprising means for making it.

According to a second aspect of the present invention, in the first aspect of the invention, when the detection means detects that the condition of the traveling lane is substantially linear, the determination means causes the automatic steering system to operate. It is characterized in that it is judged that the intervention of the above-mentioned automatic steering system can be completed by predicting that the possibility of re-deviation of the own vehicle to the traveling lane after the completion of the above-mentioned intervention is low.

According to a third aspect of the present invention, an automatic steering system for predicting a departure state of the own vehicle from a traveling lane and, if the departure state is predicted, automatically correcting and steering to prevent the departure is intervened. In the traveling control device of the vehicle, the detecting means for detecting the situation of the traveling lane after the intervention of the automatic steering system, and the intervention of the automatic steering system based on the situation detection of the traveling lane by the detecting means. Prediction means for predicting whether or not there is a possibility of re-deviation of the own vehicle to the traveling lane after the end, and the possibility of re-deviation to the traveling lane of the own vehicle after completion of the intervention of the automatic steering system by the prediction means If it is predicted that the vehicle will be returned to the center side of the driving lane by the automatic steering system, intervention of the automatic steering system will be performed. And it is characterized in by comprising a means for completion.

According to a fourth aspect of the invention, in the third aspect of the invention, the intervention of the automatic steering system is terminated when the condition of the traveling lane is detected to be substantially linear by the detecting means. The means ends the intervention of the automatic steering system by causing the vehicle to follow the side edge of the traveling lane by the automatic steering system, and the state of the traveling lane is in a curved state by the detection means. When it is detected that the vehicle is returned to the center side of the traveling lane by the automatic steering system, the intervention of the automatic steering system is ended.

According to a fifth aspect of the present invention, an automatic steering system for predicting a departure state of the host vehicle from a traveling lane and, if the departure state is predicted, automatically correcting and steering to prevent the departure. In the drive control device for an automobile, the intervention of the automatic steering system is terminated after the intervention of the automatic steering system, while the vehicle is traveling parallel to the traveling lane by the automatic steering system. It is characterized by comprising means.

[0012]

According to the traveling control device for a vehicle according to the invention described in claims 1 and 2, the vehicle deviates again to the traveling lane after the completion of the intervention of the automatic steering system based on the detection of the situation of the traveling lane. Is provided, and a determination unit is provided for determining whether or not the intervention of the automatic steering system can be ended according to the estimation, and the determination unit determines whether or not the intervention of the automatic steering system can be ended. Since the intervention of the automatic steering system is ended, the intervention frequency of the automatic steering system can be reduced, and thereby, the running of the vehicle can be prevented from becoming unstable.

Further, according to the traveling control device for an automobile according to the third and fourth aspects of the present invention, it is possible to re-escape the traveling lane of the own vehicle after the completion of the intervention of the automatic steering system based on the detection of the situation of the traveling lane. If a predicting means for predicting the presence or absence of the vehicle is provided, and the predicting means predicts that there is a high possibility of re-deviation to the traveling lane of the own vehicle after the intervention of the automatic steering system, the automatic steering system Since the intervention of the automatic steering system is ended after the vehicle is returned to the center side of the traveling lane, the intervention frequency of the automatic steering system is reduced even when the traveling lane is curved. be able to.

Further, according to the vehicle drive control device of the invention of claim 5, after the intervention of the automatic steering system, the automatic steering system allows the vehicle to travel parallel to the traveling lane. Since the intervention of the automatic steering system is terminated, it is possible to reduce the possibility of re-deviation of the host vehicle to the traveling lane after the intervention of the automatic steering system is terminated.

[0015]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a block diagram showing the construction of a vehicle travel control device according to an embodiment of the present invention, which includes a camera 1, a signal processing unit 2, an arithmetic unit 3, and a control unit 4.
A steering actuator 5, an alarm buzzer 6, a vehicle speed sensor 7, a steering angle sensor 8 and a direction indicator 9 are provided.

As shown in FIG. 2, the camera 1 is provided on the front end surface of the host vehicle 10 and is indicated by a white line (guide line) or a guard rail or the like, which is a side edge 12 of the traveling lane 11 of the host vehicle 10. Is to be imaged. Camera 1
The video signal output from is processed by the signal processing unit 2 into a signal that can be processed by the arithmetic unit 3, and then supplied to the arithmetic unit 3.

The arithmetic unit 3 detects the side edge 12 of the traveling lane 11 of the host vehicle 10 on the basis of the input signal from the signal processing unit 2, and receives the input signal representing the vehicle speed v from the vehicle speed sensor 7 and the steering angle. Based on an input signal representing the steering angle φ from the steering angle sensor 8 for detecting the traveling direction of the host vehicle 10, and a line 13 representing the estimated traveling path of the host vehicle 10 and a side edge of the traveling lane 11. The angle θ at which 12 intersects with 12 and the distance L to the intersection P are calculated.

Further, the arithmetic unit 3 calculates the first and second distances L based on the angle θ and the vehicle speed v.
The threshold values L ₁ and L ₂ are calculated (L ₁ <L ₂ ).

The control unit 4 compares the distance L with the first and second threshold values L ₁ and L ₂ to predict the departure state of the vehicle 10 from the traveling lane 11, and the distance L is the second value.
When it becomes shorter than the threshold value L ₂ , the alarm buzzer 6 is activated to warn the driver, and when the distance L becomes shorter than the threshold value L ₁ , it is judged as a dangerous state and will be described later. A key plane system operating routine for controlling the steering actuator 5 is started.

The operation of the key plane system having the above configuration will be described with reference to the flow charts of FIGS. In addition, S represents each step.

FIG. 3 shows a basic flow chart of the key plane system. First, a key plane system intervention start determination routine is executed (S1), and then it is determined whether or not the key plane system intervention start condition is satisfied. (S
2). Then, until this condition is satisfied (S2: N
O) When returning to S1 and the above condition is satisfied (S2: Y
ES) and execute a key plane system operation routine (S3).

Next, a key plane system intervention end determination routine is executed (S4), and it is determined whether a key plane system intervention end condition is satisfied (S5).
Until this condition is satisfied (S5: NO), the key plane system operation routine is continued. Then, when the key plane system intervention end condition is satisfied (S5: Y
ES), return to S1.

4 and 5 are flow charts showing the contents of the key plane system intervention start determination routine in S1 of FIG.

First, the side edge information of the traveling lane 11 (input signal from the signal processing unit 2) is input (S11), then the vehicle speed v and the steering angle φ are read, and the direction indicator signal is input (S12). ). Next, the steering angle φ is a predetermined value φ ₁
Is greater than or not, also, the steering speed phi 'is a predetermined value phi' ₂
It is determined whether or not it is larger (S13), and it is determined whether or not a turn signal is input (S14), and S
If at least one of the determinations in S13 and S14 is YES, it is determined that the driver intends to deviate from the current driving lane, and the process proceeds to S24 in FIG.
It is judged that the key plane system intervention start condition is not satisfied,
This determination routine ends.

On the other hand, when it is determined that the driver's conscious steering is not performed (S13, S14: NO),
The traveling direction of the host vehicle 10 is estimated from the vehicle speed v and the steering angle φ (S15), and a line 1 representing the estimated traveling path of the host vehicle 10 is estimated.
3 and the side edge 12 of the traveling lane 11 are obtained, and the angle θ between the line 13 and the side edge 12 at the intersection P is obtained, and further the distance L from the vehicle 10 to the intersection P is calculated. Yes (S16).

In this embodiment, a threshold value L ₁ for the distance L is set here, and when L <L ₁ , the traveling lane 11
It is determined that there is a danger that the vehicle may deviate from That is, it is determined that the key plane system intervention start condition is satisfied (S2: YES in FIG. 3) and the key plane system operation routine is executed (S3 in FIG. 3). Based on the policy that the intervention of the key plane system should be minimized as an assisting means and the viewpoint of avoiding an excessive lateral G during the intervention of the key plane system, the above-mentioned threshold value is set. It has set the L _1.

That is, the threshold L ₁ is set as a function of the vehicle speed v, and the lower the vehicle speed v, the shorter the threshold L ₁ is set. Further, when the angle θ is equal to or greater than the predetermined value θ ₁ , it is determined that the host vehicle 10 is away from the target side edge 12 as shown in FIG. 6, and in that case, the steering during the intervention of the key plane system. It is determined that the amount is small and the lateral G is also small, and the larger the angle θ, the shorter the threshold L ₁ is set.

Therefore, it is judged whether or not the angle θ is smaller than a predetermined value θ ₁ (S17). If θ <θ ₁ (S17)
17: YES), L ₁ = α ₁ v + β ₁ (S18),
If θ ≧ θ ₁ (S17: NO), L ₁ = α ₂ v / θ
It is set to + β ₂ (S19). Note that α ₁ , α ₂ ,
β ₁ and β ₂ are constants.

Next, the distance L is set to L which is a function of the set value L _1.
Compared with ₂ (S20, L ₂ > L ₁ ), while L ≧ L ₂ (S20: NO), it is determined that the key plane system intervention start condition is not satisfied (S24), but L <L ₂ is satisfied. At this time (S20: YES), the alarm buzzer 6 is activated (S21) to issue a warning to the driver. And L <L ₁
It is determined whether or not, and if L ≧ L ₁ (S2
2: NO), it is determined that the key plane system intervention start condition is not satisfied (S24), but if L <L ₁ (S22:
If YES, it is determined that the key plane system intervention start condition is satisfied (S23), and this determination routine ends.

Next, the traveling direction estimation method used in S15 of the flowchart of FIG. 4 will be described, including the case where the traveling lane 11 draws a curve as shown in FIG.

This traveling direction estimation routine predicts the traveling path 13 of the host vehicle 10 based on the vehicle speed v and the steering angle φ. Specifically, the curvature radius R ₁ of the traveling path 13 is calculated by the following equation. It is performed by calculating according to (1).

[0033] ^{_{R 1 = (1 + Av 2}} ) L B N / φ (1) However, A: stability factor N: steering gear ratio L _B: wheelbase also a yaw rate sensor for detecting a yaw rate vehicle 10 occurs Based on the yaw rate ψ and the vehicle speed v detected by this yaw rate sensor, the vehicle 1
You may predict the traveling path of 0. Estimated route 1 in that case
The radius of curvature R ₂ of 3 is calculated by the following equation (2).

R ₂ = v / ψ (2) By the way, when there is a cant on a curved portion of a highway or the like, the steering angle φ does not match the actual turning angle of the own vehicle 10,
The traveling path 1 of the vehicle 10 predicted based on the steering angle φ
The radius of curvature of 3 is larger than the radius of curvature of the actual traveling path.

Further, even when the host vehicle 10 is traveling straight ahead, the steering wheel is usually steered slightly to the left or right. Therefore, when the traveling path of the vehicle 10 is predicted by following the steering angle φ, The predicted traveling path 13 does not match the actual traveling path.

Therefore, when the steering angle φ is smaller than a predetermined value, the radius of curvature R ₂ calculated from the equation (2) is selected,
When the steering angle φ is greater than or equal to a predetermined value, equations (1) and (2)
It is preferable to select the smaller one of the radii of curvature R ₁ and R ₂ calculated from

That is, when the host vehicle 10 turns on a curved road having a cant, the host vehicle 10 makes a turning motion by the cant even if the steering wheel is not steered greatly, so that the yaw rate generated in the host vehicle 10 is generated. By determining the radius of curvature R ₂ based on ψ, the traveling path 13 of the host vehicle 10 can be accurately predicted.

When the host vehicle 10 makes a sharp turn, the radius of curvature R corresponding to the large steering angle φ.
₁ is selected.

On the other hand, when the host vehicle 10 travels straight on a straight road, the steering wheel is slightly operated, but the yaw rate ψ does not occur. Therefore, based on this yaw rate ψ, the curvature predicted to be a straight road is obtained. The radius R ₂ will be selected.

Further, in addition to the above-mentioned determining means, means for detecting the distance d from the vehicle 10 to the side edge 12 of the traveling lane 11 is provided, and the distance d detected by this detecting means is also taken into consideration. The above determination may be performed. In this way, the own vehicle 10 and the driving lane 11 at the present time
Since the relative positional relationship with the side edge 12 of is also taken into consideration, the determination accuracy is improved.

Further, instead of the above-mentioned embodiment, as shown in FIG. 8, the first and second intervention start determination points P ₁ and P ₂ which are distant from the host vehicle 10 by a predetermined distance L are estimated and advanced. The vehicle 10 is set symmetrically on both sides of the road 13 and
On both sides of the third and fourth intervention start determination points P ₃ , P
₄ is set, and at least one of these four determination points P _{1 to} P ₄ deviates from the side edge 12 or the determination line 14 set inside the side edge 12,
It may be determined that the key plane system intervention start condition is satisfied.

FIG. 9 is a flow chart showing a key plane system intervention start determination routine in this case. First, in the same procedure as S11 to S15 of FIG.
After estimating the traveling direction of (S31 to S33), it sets the intervention start determination point P ₁ ~P ₄ (S34). Then, it is determined whether or not at least one of the _four determination points P _{1 to} P ₄ deviates from the side edge 12 or the determination line 14 set inside the side edge 12 (S3).
5) If it deviates (S35: YES), it is determined that the key plane system intervention start condition is satisfied (S3).
6) If it does not deviate (S35: NO), it may be determined that the key plane system intervention start condition is not satisfied (S37).

Next, FIG. 10 is a diagram for explaining the key plane system operation routine after the start of the key plane system intervention in the vehicle travel control device according to the present invention.

In this key plane system, the own vehicle 1
Depending on the distance d from the current position of 0 to the side edge 12 of the traveling lane 11, the forward point P _{5 in} the traveling direction of the host vehicle 10
The target position D (distance to the side edge 12) is set. This target position D is set in a region between two virtual lines 15 and 16 parallel to the side edge 12, and one virtual line 1
5 is close to the side edge 12 so that the distance from the side edge 12 is a relatively short distance D _1, and the other virtual line 16 is a predetermined distance D _{2 at} which the distance from the side edge 12 is relatively long. Is set on the center side of the traveling lane 11. Then, the deviation a of the front point P ₅ from the target position D is calculated, the steering angle φ is determined according to the deviation a, and the automatic steering is performed.

FIG. 11 shows a basic flow chart of the key plane system operation routine in S3 of FIG. First, in the same manner as described above, the information of the side edge 12 is input (S4
1) Next, the target position D is calculated from the illustrated map as a function of the distance d from the current position of the vehicle 10 to the side edge 12 (S42). As you can see from this map,
When the distance d is small, the target position D is set to D = D _1, and when the distance d is large, the target position D is set to D = D ₂ . That is, the correction steering amount at the time of automatic steering is made as small as possible so that a large lateral G is not applied to the occupant.

Next, the target position D of the front point P ₅
The deviation a from is calculated (S43), the steering angle φ is determined from the illustrated map according to the deviation a (S44), and steering control is performed (S45).

FIG. 12 shows a flow chart of a key plane system operation routine in consideration of the case where the driving lane 11 is curved. First, the information of the side edge 12 is input (S41), and then the curvature radius R of the traveling lane 11 is calculated from the information of the side edge 12 (S52).

In the map for obtaining the target position D from the distance d in this case, the radius of curvature R is used as a parameter as shown in the figure. Even when the distance d is small, if the radius of curvature R is small, the target position D is set to the traveling lane. It is set so as to approach the center of 11. That is, the target position D is set to the own vehicle 1
It is calculated from the illustrated map as a function of the distance d from the current position of 0 to the side edge 12 and the radius of curvature R (S5).
3).

Next, similarly to S43 to S45 of FIG.
The deviation a of the front point P ₅ from the target position D is calculated (S54), the steering angle φ is determined from the map shown in accordance with the deviation a (S55), and steering control is performed (S5).
6).

FIG. 13 is a diagram for explaining the key plane system intervention end determination routine in the vehicle travel control device according to the present invention.

In this key plane system intervention end determination routine, the deviation (future deviation) b ₁ from the virtual line 17 parallel to the side edge 12 passing through the target position D predicted at the front point P ₅ of the vehicle 10 is determined. Then, the current deviation b ₂ is compared with the predetermined distance b, and when both the future deviation b ₁ and the current deviation b ₂ are smaller than the predetermined distance b, the vehicle 10 with respect to the driving lane 11 after the completion of the key plane system intervention is restarted. It is judged that the possibility of deviation is low.

FIG. 14 is a flow chart showing the contents of the key plane system intervention end judgment routine in S4 of FIG. 3 when the traveling lane 11 is a straight line.

First, the side edge information is input (S61), and then the future deviation b ₁ and the current deviation b ₂ are calculated (S62,
S63). Then, the future deviation b ₁ and the current deviation b ₂ are respectively compared with the predetermined distance b (S64, S65), and when both the future deviation b ₁ and the current deviation b ₂ are smaller than the predetermined distance b (S64: YES, S65: Yes),
It is determined that the key plane system intervention end condition is satisfied (S6
6) When at least one of the future deviation b ₁ and the current deviation b ₂ is equal to or more than the predetermined distance b (S64 or S
65: NO), it is determined that the key plane system intervention end condition is not satisfied (S67), and the key plane system intervention is continued.

When performing the key plane system intervention end determination using the future deviation b ₁ and the current deviation b ₂ , the state in which both deviations b ₁ and b ₂ are smaller than the predetermined distance b is specified time (for example, It is better to judge the end when it continues for 2 seconds. By doing so, it is possible to confirm that the yaw motion has ended sufficiently, and it is possible to make a more stable key plane system release determination.

By making such a determination, the frequency of key plane system intervention can be reduced.

FIG. 15 is a flow chart showing the contents of the key plane system intervention end judgment routine in consideration of the case where the traveling lane 11 is a curve.

First, side edge information is input (S71), and the radius of curvature R of the traveling lane 11 is calculated from this side edge information (S72). Next, this radius of curvature R is compared with a predetermined value R ₀ (S73), and when R <R ₀ (S73: YES),
It is determined that the key plane system intervention end condition is not satisfied (S
79) Continue the key plane system intervention.

On the other hand, when R ≧ R ₀ (S73: N
O) and S74 to S79, the same processing as S62 to S67 of FIG. 14 is performed.

In this embodiment, when the radius of curvature R of the traveling lane 11 is smaller than the predetermined value R ₀ , the possibility of re-intervention of the key plane system is reduced by not determining the completion of the key plane system intervention. There is.

Finally, like FIG. 15, FIG. 16 is a flow chart showing the contents of the key plane system intervention end determination routine in consideration of the case where the traveling lane 11 is a curve.

In this case, the side edge information is input (S8
1) Moreover, after calculating the radius of curvature R of the traveling lane 11 from this side edge information (S82), the predetermined value b is obtained as a function of the radius of curvature R from the map shown in the figure (S83).
Subsequent S84 to S89 are the same as S74 to S79 in FIG.

[Brief description of drawings]

FIG. 1 is a block diagram showing the configuration of an embodiment of an automobile travel control device according to the present invention.

FIG. 2 is a diagram for explaining a key plane system intervention start determination method in a vehicle travel control device according to the present invention.

FIG. 3 is a basic flowchart of the key plane system.

FIG. 4 is a first half of a flowchart showing the contents of a key plane system intervention start determination routine.

FIG. 5 is the second half of the flowchart showing the contents of the key plane system intervention start determination routine.

FIG. 6 is a diagram for explaining a key plane system intervention start determination method in the vehicle travel control device according to the present invention.

FIG. 7 is a diagram for explaining a key plane system intervention start determination method in the vehicle travel control device according to the present invention.

FIG. 8 is a diagram for explaining a key plane system intervention start determination method in the vehicle travel control device according to the present invention.

9 is a flowchart showing the contents of a key plane system intervention start determination routine related to FIG.

FIG. 10 is a diagram for explaining a key plane system operation routine in the vehicle travel control device according to the present invention.

FIG. 11 is a flowchart showing an example of a key plane system operation routine in the vehicle travel control device according to the present invention.

FIG. 12 is a flowchart showing another example of the key plane system operation routine in the vehicle travel control device according to the present invention.

FIG. 13 is a diagram for explaining a key plane system intervention end determination method in the vehicle travel control device according to the present invention.

FIG. 14 is a flowchart showing an example of a key plane system intervention end determination routine in the vehicle travel control device according to the present invention.

FIG. 15 is a flowchart showing another example of a key plane system intervention end determination routine in the vehicle travel control device according to the present invention.

FIG. 16 is a flowchart showing still another example of the key plane system intervention end determination routine in the vehicle travel control device according to the present invention.

[Explanation of symbols]

 1 Camera 2 Signal Processing Unit 3 Calculation Unit 4 Control Unit 5 Steering Actuator Unit 6 Alarm Buzzer 7 Vehicle Speed Sensor 8 Steering Angle Sensor 9 Direction Indicator 10 Own Vehicle 11 Driving Lane 12 Side Edge of Driving Lane

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification number Reference number within the agency FI Technical display location B62D 113: 00 137: 00 (72) Inventor Nobuhiro Tokichi 3-3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture No. Mazda Co., Ltd. (72) Inventor Tomohiko Adachi No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd.

Claims (5)

[Claims] 1. A vehicle for predicting a departure state of a vehicle from a traveling lane, and when the departure state is predicted, an automatic steering system for automatically making a corrective steering intervention is performed to prevent the departure state. In the traveling control device, based on detection means for detecting the situation of the traveling lane after the intervention of the automatic steering system, and detection of the situation of the traveling lane by the detecting means,
Determining means for predicting whether or not there is a possibility of re-deviation of the own vehicle to the traveling lane after the completion of the intervention of the automatic steering system, and determining whether or not the intervention of the automatic steering system can be completed according to the prediction; Means for terminating the intervention of the automatic steering system in response to the determination by the means that the intervention of the automatic steering system can be terminated. 2. The determination means, when the condition of the traveling lane is detected by the detecting means to be a substantially linear state, determines whether the vehicle deviates again from the traveling lane after the intervention of the automatic steering system is completed. The vehicle travel control device according to claim 1, wherein it is determined that the possibility of ending the intervention of the automatic steering system is predicted when the possibility is low. 3. A vehicle for predicting a departure state of a vehicle from a traveling lane, and when the departure state is predicted, an automatic steering system for automatically making a corrective steering intervention to prevent the departure of the vehicle. In the travel control device, after the automatic steering system is intervened, based on detection means for detecting the situation of the traveling lane, and detection of the situation of the traveling lane by the detection means,
Prediction means for predicting the possibility of re-deviation of the vehicle's running lane after the completion of the intervention of the automatic steering system, and the prediction means for re-developing the vehicle's running lane after the completion of the intervention of the automatic steering system. Means for terminating the intervention of the automatic steering system after returning the vehicle to the center side of the traveling lane by the automatic steering system when it is predicted that there is a high possibility of deviation. A characteristic vehicle drive control device. 4. The means for terminating the intervention of the automatic steering system, wherein the automatic steering system directs the vehicle to the traveling lane when the condition of the traveling lane is detected to be substantially linear by the detecting means. End the intervention of the automatic steering system with the side edge of
And, when the situation of the traveling lane is detected by the detecting means to be in a curved state, by the automatic steering system, after returning the vehicle to the center side of the traveling lane,
4. The vehicle drive control device according to claim 3, wherein the intervention of the automatic steering system is terminated. 5. An automatic steering system that automatically corrects and steers the vehicle to predict a departure state of a vehicle from a traveling lane and, when the departure state is predicted, prevent the departure from occurring. The travel control device further comprises means for ending the intervention of the automatic steering system after the intervention of the automatic steering system, while the vehicle is traveling parallel to the traveling lane by the automatic steering system. A traveling control device for an automobile characterized by: