JP6683065B2 - Lane departure suppression device - Google Patents

Description

  TECHNICAL FIELD The present invention relates to a technical field of a lane departure restraint system capable of restraining a vehicle from departing from a currently traveling lane.

  As a device of this type, for example, a device has been proposed in which, when the host vehicle is about to deviate from the driving lane, a yaw moment in a direction for avoiding the departure is generated by a braking force difference between the left and right wheels (see Patent Document 1). .

  Alternatively, it is a device that applies a steering force to the steering mechanism so as to prevent the vehicle from departing from the traveling lane, and sets the steering torque in a direction that prevents the departure based on the lateral speed of the vehicle to the lane. Has proposed a device that exerts a damping effect on a high lateral velocity generated by a sudden disturbance (see Patent Document 2).

JP, 2006-28168, A JP, 2013-139257, A

  For example, a yaw moment may be applied to the host vehicle due to a braking force difference between the left and right wheels in order to correct a posture change of the host vehicle due to a disturbance such as a side wind. When the control for avoiding departure of the host vehicle from the driving lane and the control for repairing change in the posture of the host vehicle due to disturbance are carried out at the same time, braking force of the left and right wheels for avoiding departure If the direction of the yaw moment applied to the host vehicle due to the difference and the direction of the yaw moment applied to the host vehicle due to the difference in braking force between the left and right wheels to correct the posture change differ, the braking force on the wheels will be relatively strong. May be added and the vehicle attitude may become unstable. This is not taken into consideration in the background art described above.

  The present invention has been made in view of the above problems, and in order to avoid deviation, the direction of the yaw moment applied to the host vehicle by the braking force difference between the left and right wheels and the left and right wheels for correcting the change in posture are corrected. (EN) Provided is a lane departure suppression device capable of avoiding a departure while suppressing destabilization of a vehicle attitude even when a direction of a yaw moment applied to an own vehicle due to a difference in braking force is different. It is an issue.

  In order to solve the above-mentioned problems, a lane departure restraint system of the present invention provides a vehicle equipped with a braking device, including: (i) when the vehicle may deviate from a currently traveling lane. Lane departure suppression control that controls the braking device to generate a first braking force that changes the attitude of the vehicle in a direction that suppresses departure from the traveling lane; and (ii) change in attitude of the vehicle due to crosswind. A lane departure suppression device capable of performing a crosswind control for controlling the braking device so as to generate a second braking force that changes the attitude of the vehicle in a correction direction, the lane departure suppression control and the crosswind When the control is performed at the same time and the direction in which the deviation is suppressed and the direction in which the attitude change is corrected are different, a control unit that limits the second braking force so as to suppress the deviation is provided. Equipment That.

  In the lane departure suppression device, when the lane departure suppression control and the crosswind control are performed at the same time, and the direction in which the departure of the vehicle from the traveling lane is suppressed and the direction in which the attitude change of the vehicle due to the crosswind is different, The second braking force (that is, the braking force applied to correct the posture change of the vehicle due to the side wind) is limited in order to give priority to the lane departure suppression. Therefore, according to the lane departure suppressing device, the departure of the vehicle from the traveling lane can be suppressed. In addition, since the second braking force is limited, the braking force applied to the wheels is reduced as compared with the case where no measures are taken, and the destabilization of the vehicle posture can be suppressed.

  The operation and other advantages of the present invention will be clarified from the modes for carrying out the invention described below.

It is a block diagram showing composition of a vehicle concerning an embodiment. It is a figure which shows the control effect when the changing direction of the vehicle attitude by side wind control and the changing direction of the vehicle attitude by lane departure suppression control are the same. It is a figure which shows the control effect when the changing direction of the vehicle attitude by side wind control and the changing direction of the vehicle attitude by lane departure suppression control differ. It is a flow chart which shows arbitration processing concerning an embodiment.

  An embodiment of a lane departure suppressing device of the present invention will be described with reference to FIGS. 1 to 4. The following embodiments will be described using a vehicle 1 equipped with a lane departure suppression device of the present invention.

(Vehicle configuration)
The configuration of the vehicle 1 will be described with reference to FIG. FIG. 1 is a block diagram showing a configuration of a vehicle according to the embodiment.

  In FIG. 1, the vehicle 1 includes a brake pedal 111, a master cylinder 112, a brake actuator 13, a wheel cylinder 122FL arranged on the left front wheel 121FL, and a wheel cylinder 122FR arranged on the left rear wheel 121RL. The front right wheel 121FR includes a wheel cylinder 122RL, the right rear wheel 121RR includes a wheel cylinder 122RR, and brake pipes 113FL, 113RL, 113FR, and 113RR.

  The vehicle 1 further includes a brake control unit 14, a vehicle speed sensor 151, a wheel speed sensor 152, a yaw rate sensor 153, an acceleration sensor 154, a camera 155, a display 16, a B-LDA ECU (Brake-Lane Departure). An Alert Electronic Control Unit 16 and a cross wind control ECU 17 are provided. The "B-LDA ECU 16" and the "crosswind control ECU 17" according to the present embodiment are specific examples of the "lane departure suppression device" according to the present invention.

  The master cylinder 112 adjusts the pressure of the brake fluid (or any fluid) in the master cylinder 112 according to the depression amount of the brake pedal 111. The pressure of the brake fluid in the master cylinder 112 is transmitted to the wheel cylinders 122FL, 122RL, 122FR and 122RR via the brake pipes 113FL, 113RL, 113FR and 113RR, respectively. As a result, the braking force corresponding to the pressure of the brake fluid transmitted to the wheel cylinders 122FL, 122RL, 122FR, and 122RR is applied to the left front wheel 121FL, the left rear wheel 121RL, the right front wheel 121FR, and the right rear wheel 121RR, respectively. .

  Under the control of the brake control unit 14, the brake actuator 13 can adjust the pressure of the brake fluid transmitted to each of the wheel cylinders 122FL, 122RL, 122FR, and 122RR, regardless of the depression amount of the brake pedal 111. Therefore, the brake actuator 13 can adjust the braking force applied to each of the left front wheel 121FL, the left rear wheel 121RL, the right front wheel 121FR, and the right rear wheel 121RR, regardless of the depression amount of the brake pedal 111.

  The B-LDA ECU 16 performs lane departure suppression control for suppressing departure of the vehicle 1 from the currently traveling lane. That is, the B-LDA ECU 16 functions as a control device for realizing a so-called LDA or LDP (Lane Departure Prevention). In order to perform the lane departure suppression control, the B-LDA ECU 16 includes an LDA control unit 161 and a lane departure suppression control detection unit as a processing block logically realized therein or a processing circuit physically realized. 162, and.

  When the vehicle 1 may deviate from the traveling lane, the LDA control unit 161 provides the vehicle 1 with a yaw moment that can suppress the departure of the vehicle 1, and therefore the left front wheel 121FL, the left rear wheel 121RL, and the right front wheel. The brake actuator 13 is controlled via the brake control unit 14 so as to apply the braking force to at least one of the 121FR and the right rear wheel 121RR. The lane departure suppression control detecting unit 162 detects the execution of the lane departure suppression control (for example, the control flag relating to the lane departure suppression control is turned on).

  The crosswind control ECU 17 performs crosswind control for correcting the posture change of the vehicle 1 due to crosswind. In order to perform the crosswind control, the crosswind control ECU 17 includes a crosswind control unit 171 and a crosswind control detecting unit 172 as a processing block logically realized therein or a processing circuit physically realized therein. ing.

  The crosswind control unit 171 imparts to the vehicle 1 a yaw moment capable of correcting the posture change of the vehicle 1 when the posture of the vehicle 1 is changed by the crosswind. Therefore, the left front wheel 121FL, the left rear wheel 121RL, and the right front wheel 121FR are provided. The brake actuator 13 is controlled via the brake controller 14 so as to apply a braking force to at least one of the rear right wheel 121RR. The crosswind control detection unit 172 detects the execution of the crosswind control (for example, that the control flag related to the crosswind control is turned on).

  It should be noted that various existing modes can be applied to the lane departure suppression control and the crosswind control, and thus the detailed description thereof will be omitted.

(Problems when crosswind control and lane departure suppression control are performed at the same time)
The crosswind control and the lane departure suppression control are independent of each other. Therefore, one of the side wind control and the lane departure suppression control is executed regardless of the implementation state of the other of the side wind control and the lane departure suppression control. If both the side wind control and the lane departure suppression control are performed at the same time, the following problems occur.

A. When the direction of the yaw moment applied to the vehicle 1 by the crosswind control and the direction of the yaw moment applied to the vehicle 1 by the lane departure suppression control are the same, for example, as shown in FIG. When the posture of the vehicle 1 changes due to the crosswind from the left side, the crosswind control unit 171 controls the brake so as to apply the braking force to the left front wheel 121FL and the left rear wheel 121RL in order to correct the posture change of the vehicle 1. The brake actuator 13 is controlled via the section 14. The hatched arrows in FIG. 2 indicate the braking force applied to the wheels (the same applies to FIG. 3).

  As shown in FIG. 2B, when the vehicle 1 may deviate to the right in the traveling direction of the traveling lane, the LDA control unit 161 controls the left front wheel 121FL and the left rear wheel in order to suppress the departure of the vehicle 1. The brake actuator 13 is controlled via the brake control unit 14 so as to apply the braking force to the wheel 121RL.

  When the crosswind control shown in FIG. 2A and the lane departure suppression control shown in FIG. 2B are performed at the same time, no measures are taken and the braking force and the lane departure suppression caused by the crosswind control are taken. When the braking force caused by the control is added, an excessive yaw moment may be applied to the vehicle 1 depending on the magnitude of the braking force caused by the crosswind control, and the vehicle 1 may deviate to the left side in the traveling direction of the traveling lane. There is a nature.

  This point will be specifically described with reference to the table in the lower part of FIG.

1. In FIG. 2, when the control amount of the crosswind control (that is, the braking force caused by the crosswind control) is “small”, that is, when the influence of the crosswind on the vehicle 1 is relatively small:
(I) If the braking force caused by the crosswind control is smaller than the braking force caused by the lane departure suppression control, even if the braking force caused by the crosswind control and the braking force caused by the lane departure suppression control are simply added. The deviation of the vehicle 1 can be suppressed (see "Simple addition / arbitration" in the table in the lower part of FIG. 2).
(Ii) When the braking force resulting from the lateral wind control is greater than the braking force resulting from the lane departure suppression control, the braking force resulting from the lateral wind control is made smaller than the braking force resulting from the lane departure suppression control, and then the lane departure occurs. The deviation of the vehicle 1 can be suppressed by adding it to the braking force resulting from the suppression control (see "Simple addition / arbitration" in the table in the lower part of FIG. 2).
(Iii) Even when the braking force caused by the crosswind control is larger than the braking force caused by the lane departure suppression control, the braking force caused by the crosswind control is relatively small. Therefore, the braking force caused by the crosswind control and the lane departure suppression control are performed. Even if the braking force caused by is simply added, deviation of the vehicle 1 can be suppressed in some cases (see the table “MAX selection” in the lower part of FIG. 2).
(Iv) If the crosswind control and the lane departure suppression control are canceled, the vehicle 1 deviates from the traveling lane (see the table “Cancel” in the lower part of FIG. 2).

2. In FIG. 2, when the control amount of the crosswind control is “large”, that is, when the influence of the crosswind on the vehicle 1 is relatively large:
(I) If the braking force caused by the crosswind control is smaller than the braking force caused by the lane departure suppression control, even if the braking force caused by the crosswind control and the braking force caused by the lane departure suppression control are simply added. The deviation of the vehicle 1 can be suppressed (see "Simple addition / arbitration" in the table in the lower part of FIG. 2).
(Ii) When the braking force resulting from the lateral wind control is greater than the braking force resulting from the lane departure suppression control, the braking force resulting from the lateral wind control is made smaller than the braking force resulting from the lane departure suppression control, and then the lane departure occurs. The deviation of the vehicle 1 can be suppressed by adding it to the braking force resulting from the suppression control (see "Simple addition / arbitration" in the table in the lower part of FIG. 2).
(Iii) The braking force caused by the crosswind control is larger than the braking force caused by the lane departure suppression control, and the braking force itself caused by the crosswind control is also relatively large. Therefore, the braking force caused by the crosswind control and the lane departure suppression If the braking force resulting from the control is simply added, an excessive yaw moment is applied to the vehicle 1 and the vehicle 1 deviates to the left side in the traveling direction of the traveling lane (Table “MAX selection” in the lower part of FIG. 2). reference).
(Iv) If the crosswind control and the lane departure suppression control are canceled, the vehicle 1 deviates from the traveling lane (see the table “Cancel” in the lower part of FIG. 2).

3. In FIG. 2, when the control amount of the crosswind control is "medium", that is, when the influence of the crosswind on the vehicle 1 is in the middle of the control amount of the crosswind control between "small" and "large":
(I) If the braking force caused by the crosswind control is smaller than the braking force caused by the lane departure suppression control, even if the braking force caused by the crosswind control and the braking force caused by the lane departure suppression control are simply added. The deviation of the vehicle 1 can be suppressed (see "Simple addition / arbitration" in the table in the lower part of FIG. 2).
(Ii) When the braking force resulting from the lateral wind control is greater than the braking force resulting from the lane departure suppression control, the braking force resulting from the lateral wind control is made smaller than the braking force resulting from the lane departure suppression control, and then the lane departure occurs. The deviation of the vehicle 1 can be suppressed by adding it to the braking force resulting from the suppression control (see "Simple addition / arbitration" in the table in the lower part of FIG. 2).
(Iii) Since the braking force caused by the side wind control is larger than the braking force caused by the lane departure suppression control, and the braking force caused by the side wind control is larger than that when the control amount of the side wind control is “small”. If the braking force caused by the side wind control and the braking force caused by the lane departure suppression control are simply added, an excessive yaw moment is applied to the vehicle 1, and the vehicle 1 deviates to the left side in the traveling direction of the traveling lane. (See the table "MAX selection" at the bottom of Fig. 2).
(Iv) If the crosswind control and the lane departure suppression control are canceled, the vehicle 1 deviates from the traveling lane (see the table “Cancel” in the lower part of FIG. 2).

B. When the direction of the yaw moment applied to the vehicle 1 by the crosswind control and the direction of the yaw moment applied to the vehicle 1 by the lane departure suppression control are different, for example, as shown in FIG. When the posture of the vehicle 1 changes due to the crosswind from the right side, the crosswind control unit 171 controls the brake so as to apply the braking force to the right front wheel 121FR and the right rear wheel 121RR in order to correct the posture change of the vehicle 1. The brake actuator 13 is controlled via the section 14.

  As shown in FIG. 3B, when the vehicle 1 may deviate to the right in the traveling direction of the traveling lane, the LDA control unit 161 controls the left front wheel 121FL and the left rear wheel in order to prevent the vehicle 1 from deviating. The brake actuator 13 is controlled via the brake control unit 14 so as to apply the braking force to the 121RL.

  When the crosswind control shown in FIG. 3 (a) and the lane departure suppression control shown in FIG. 3 (b) are performed at the same time, as shown in FIG. 3 (c), the wheels 121FL, 121FR of the vehicle 1, Braking force is applied to all 121FR and 121RR. Therefore, if no measures are taken, the behavior of the vehicle 1 may become unstable (for example, slip) due to the applied braking force, or the vehicle 1 may deviate from the traveling lane.

  This point will be specifically described with reference to the table in the lower part of FIG.

1. In FIG. 3, when the control amount of the crosswind control is “small”:
(I) If the braking force caused by the crosswind control is smaller than the braking force caused by the lane departure suppression control, the braking force itself caused by the crosswind control is relatively small. Therefore, the braking force caused by the crosswind control and the lane departure suppression control are Even if the braking force due to is applied to all the wheels 121FL, 121FR, 121FR, and 121RR of the vehicle 1, deviation of the vehicle 1 can be suppressed (see "simple addition" in the lower table of FIG. 3).
(Ii) When the braking force resulting from the lateral wind control is greater than the braking force resulting from the lane departure suppression control, the braking force resulting from the lateral wind control is made smaller than the braking force resulting from the lane departure suppression control (further, If necessary, the braking force resulting from the crosswind control and the braking force resulting from the lane departure suppression control should be reduced by reducing the braking force resulting from the lane departure suppression control) to all the wheels 121FL, 121FR, 121FR and 121RR of the vehicle 1. The deviation of the vehicle 1 can be suppressed (see “arbitration” in the lower table of FIG. 3).
(Iii) Even when the braking force caused by the crosswind control is larger than the braking force caused by the lane departure suppression control, the braking force itself caused by the crosswind control is relatively small. Even if the braking force resulting from the control is applied to all the wheels 121FL, 121FR, 121FR, and 121RR of the vehicle 1, the deviation of the vehicle 1 can be suppressed (see the table “MAX selection” in the lower part of FIG. 3).
(Iv) If the crosswind control and the lane departure suppression control are canceled, the vehicle 1 deviates from the traveling lane (see the table “Cancel” in the lower part of FIG. 3).

2. In FIG. 3, when the control amount of the crosswind control is “large”:
(I) Even if the braking force caused by the side wind control is smaller than the braking force caused by the lane departure suppression control, the braking force itself caused by the side wind control is relatively large. When the braking force resulting from the control is applied to all the wheels 121FL, 121FR, 121FR, and 121RR of the vehicle 1, a yaw moment that can suppress the deviation of the vehicle 1 is not sufficiently generated, and the vehicle 1 deviates to the right in the traveling direction. (See “Simple addition” in the table at the bottom of FIG. 3).
(Ii) When the braking force resulting from the lateral wind control is greater than the braking force resulting from the lane departure suppression control, the braking force resulting from the lateral wind control is made smaller than the braking force resulting from the lane departure suppression control (further, If necessary, the braking force resulting from the crosswind control and the braking force resulting from the lane departure suppression control should be reduced by reducing the braking force resulting from the lane departure suppression control) to all the wheels 121FL, 121FR, 121FR and 121RR of the vehicle 1. The deviation of the vehicle 1 can be suppressed (see “arbitration” in the lower table of FIG. 3).
(Iii) When the braking force caused by the crosswind control is larger than the braking force caused by the lane departure suppression control and the braking force itself caused by the crosswind control is relatively large, the braking force caused by the crosswind control and the lane departure suppression control When the braking force resulting from the above is applied to all the wheels 121FL, 121FR, 121FR and 121RR of the vehicle 1, a yaw moment that can suppress the deviation of the vehicle 1 is not sufficiently generated, and the vehicle 1 deviates to the right in the traveling direction. (See the table “MAX selection” in the lower part of FIG. 3).
(Iv) Even if the crosswind control and the lane departure suppression control are canceled, the influence of the crosswind on the vehicle 1 is relatively large, so the vehicle 1 is returned to the center side of the traveling lane and the departure of the vehicle 1 is suppressed ( Refer to the table "Cancel" at the bottom of Fig. 3).

3. In FIG. 3, when the control amount of the crosswind control is "medium":
(I) Even if the braking force caused by the crosswind control is smaller than the braking force caused by the lane departure suppression control, the braking force caused by the crosswind control is larger than that when the control amount of the crosswind control is “small”. When the braking force caused by the side wind control and the braking force caused by the lane departure suppression control are applied to all the wheels 121FL, 121FR, 121FR, and 121RR of the vehicle 1, the yaw moment capable of suppressing the departure of the vehicle 1 is sufficient. Therefore, the vehicle 1 deviates to the right in the traveling direction (see "simple addition" in the lower table of FIG. 3).
(Ii) When the braking force resulting from the lateral wind control is greater than the braking force resulting from the lane departure suppression control, the braking force resulting from the lateral wind control is made smaller than the braking force resulting from the lane departure suppression control (further, If necessary, the braking force resulting from the crosswind control and the braking force resulting from the lane departure suppression control should be reduced by reducing the braking force resulting from the lane departure suppression control) to all the wheels 121FL, 121FR, 121FR and 121RR of the vehicle 1. The deviation of the vehicle 1 can be suppressed (see “arbitration” in the lower table of FIG. 3).
(Iii) When the crosswind control and the lane departure suppression control are canceled, the vehicle 1 deviates from the traveling lane (see the table “Cancel” in the lower part of FIG. 3).

(Mediation between crosswind control and lane departure control)
In the present embodiment, when both the side wind control and the lane departure suppression control are performed at the same time, both controls are arbitrated based on the above-described table in the lower part of FIG. 2 and the table in the lower part of FIG. In this embodiment, in particular, both controls are arbitrated so that the lane departure suppression control is prioritized. This is because a deviation of the vehicle 1 from the traveling lane is more likely to cause an accident than a change in the posture of the vehicle 1 due to a crosswind.

  The arbitration process according to this embodiment will be described with reference to the flowchart in FIG.

  In FIG. 4, the B-LDA ECU 16, which is a specific example of the “control means” according to the present invention, performs the crosswind control based on the output of the crosswind control ECU 17 (that is, the detection result by the crosswind control detection means 172). It is determined whether or not (step S101). In this determination, when it is determined that the crosswind control is not performed (step S101: No), the arbitration process ends. After that, the B-LDA ECU 16 restarts the arbitration processing shown in FIG. 4 after a predetermined period (for example, several milliseconds to several tens of milliseconds) has elapsed. That is, the arbitration process shown in FIG. 4 is repeatedly performed in a cycle according to the predetermined period.

  When it is determined in the determination of step S101 that the crosswind control is being performed (step S101: Yes), the B-LDA ECU 16 performs the lane departure suppression control based on the output of the lane departure suppression control detection unit 162. It is determined whether it has been done (step S102). In this determination, when it is determined that the lane departure suppression control is not performed (step S102: No), the arbitration process ends. After that, the B-LDA ECU 16 restarts the arbitration process shown in FIG. 4 after the lapse of a predetermined period.

  When it is determined in step S102 that the lane departure suppression control is being performed (step S102: Yes), the B-LDA ECU 16 determines that the direction of the yaw moment applied to the vehicle 1 by the lane departure suppression control is It is determined whether or not the direction of the yaw moment applied to the vehicle 1 by the crosswind control is the same (step S103).

  When it is determined in step S103 that the direction of the yaw moment applied to the vehicle 1 by the lane departure suppression control is the same as the direction of the yaw moment applied to the vehicle 1 by the crosswind control (step S103: forward) Direction), the B-LDA ECU 16 applies (i) the braking force applied to the vehicle 1 by the crosswind control and the lane departure suppression control to the vehicle 1 according to the magnitude of the braking force applied to the vehicle 1 by the crosswind control. Arbitration is performed so that the braking force applied is simply added or (ii) the braking force applied to the vehicle 1 is reduced by the crosswind control (step S104).

  On the other hand, when it is determined in step S103 that the direction of the yaw moment applied to the vehicle 1 by the lane departure suppression control is not the same as the direction of the yaw moment applied to the vehicle 1 by the crosswind control (step S103). In the opposite direction), the B-LDA ECU 16 applies (i) to the vehicle 1 by lane departure suppression control so that the braking force applied to the vehicle 1 by the crosswind control is reduced (ii). Arbitration is performed so that the applied braking force is also reduced (step S105).

  After the processing of step S104 or S105, the B-LDA ECU 16 starts the arbitration processing shown in FIG. 4 again after a predetermined period has elapsed. Therefore, in the process of step S101 or S102, the process (that is, arbitration) after step S103 is repeatedly performed unless it is determined as "No" (that is, unless either the crosswind control or the lane departure suppression control is completed). .

(Technical effect)
In the present embodiment, as described above, when both the crosswind control and the lane departure suppression control are performed at the same time, the two controls are arbitrated so that the lane departure suppression control has priority. Therefore, it is possible to prevent the vehicle 1 from departing from the traveling lane while suppressing the destabilization of the posture of the vehicle 1.

  Although the vehicle 1 is provided with the B-LDA ECU 16 that executes the lane departure suppression control and the crosswind control ECU 17 that executes the crosswind control in the above-described embodiment, the lane departure suppression control and the crosswind control are the same. It may be implemented by the ECU.

  The present invention is not limited to the above-described embodiments, and can be appropriately modified within the scope of the gist or concept of the invention that can be read from the claims and the entire specification, and the lane departure suppression with such modifications The device is also included in the technical scope of the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 13 ... Brake actuator, 14 ... Brake control part, 16 ... B-LDA ECU, 17 ... Cross wind control ECU, 122FL, 122RL, 122FR, 122RR ... Wheel cylinder, 161 ... LDA control part, 162 ... Lane deviation suppression Control detecting means, 171 ... Cross wind control section, 172 ... Cross wind control detecting means

Claims (1)

In a vehicle provided with a braking device, (i) when the vehicle may deviate from a traveling lane in which the vehicle is currently traveling, the posture of the vehicle is changed in a direction in which the departure of the vehicle from the traveling lane is suppressed. Lane departure suppression control that controls the braking device to generate a first braking force that causes the second braking force that changes the posture of the vehicle in a direction that corrects the posture change of the vehicle due to cross wind. A cross-lane control device for controlling the braking device so as to:
When the lane departure suppression control and the crosswind control are performed at the same time, and if the direction in which the deviation is suppressed and the direction in which the posture change is corrected are different, the second deviation is suppressed so that the deviation is suppressed. A lane departure suppression device comprising a control means for limiting a braking force.

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