JP2020163966A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device which can perform control while taking into consideration riding comfort and safety of an occupant before and after an approach into a curve.SOLUTION: This vehicle control device comprises: a calculation part 12 for calculating a first target vehicle speed when a curve is detected by a detection part 11; a determination part 13 for determining whether or not to decelerate a vehicle speed to the first target vehicle speed on the basis of a prescribed condition including a condition for a riding comfort; and a control part 14 for performing first control for decelerating the vehicle speed to the first target vehicle speed before the vehicle arrives at an inlet of the curve when the determination part 13 determines that the vehicle speed should be decelerated to the first target vehicle speed, and also performing second control for decelerating the vehicle speed to a second target vehicle speed which is higher than the first target vehicle speed before the vehicle arrives at the inlet of the curve when the determination part 13 determines that the vehicle speed should not be decelerated to the first target vehicle speed, and imparting a brake force to at least a swing inner ring out of wheels of the vehicle when the vehicle travels in the curve.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle control device.

When the vehicle turns a curve, the vehicle may become unstable at high vehicle speeds. Therefore, for example, as disclosed in Japanese Patent Application Laid-Open No. 10-19595, a technique for decelerating a vehicle to a predetermined speed by the entrance of a curve is known.

Japanese Patent Application Laid-Open No. 10-19595

However, if the distance from the deceleration start position to the entrance of the curve is short, or if the vehicle speed at the start of deceleration is high, the deceleration that occurs up to the entrance of the curve becomes large. If the deceleration is large, the ride comfort of the occupant before the vehicle enters the curve may be reduced, and the occupant may feel uneasy.

The present invention has been made in view of such circumstances, and vehicle control capable of controlling in consideration of the ride comfort and stability of the occupant before the vehicle enters the curve and when the vehicle is traveling on the curve. The purpose is to provide the device.

The vehicle control device of the present invention is a vehicle control device that reduces the vehicle speed to a target vehicle speed by the time the vehicle reaches the entrance of the curve, and is composed of a detection unit that detects the curve in front of the traveling lane of the vehicle and the detection unit. When the curve is detected, a calculation unit that calculates a first target vehicle speed set so that the lateral acceleration when the vehicle travels on the curve becomes small, and a occupant's riding comfort at least to the entrance of the curve. Based on a predetermined condition including the condition relating to the above, the determination unit determines whether or not the vehicle speed is reduced to the first target vehicle speed by the time the vehicle reaches the entrance of the curve, and the determination unit determines the vehicle speed. When it is determined to decelerate to the first target vehicle speed, the first control for decelerating the vehicle speed to the first target vehicle speed is executed by the time the vehicle reaches the entrance of the curve, and the determination unit determines the vehicle speed. When it is determined that the vehicle is not decelerated to the first target vehicle speed, the vehicle speed is decelerated to a second target vehicle speed higher than the first target vehicle speed by the time the vehicle reaches the entrance of the curve, and the vehicle is said to be decelerated. It includes a control unit that executes a second control for applying a braking force to at least the turning inner wheel of the wheels of the vehicle when traveling on a curve.

For example, even if the first target vehicle speed is set in consideration of riding comfort and stability during curve driving, for example, from the viewpoint of emphasizing the riding comfort of the occupant until the vehicle reaches the curve entrance, the vehicle speed is curved. It may be preferable not to decelerate to the first target vehicle speed by the entrance of. According to the present invention, the preferred case can be separated according to a predetermined condition, and turning control in consideration of ride comfort and stability can be executed.

Specifically, when it is determined to decelerate to the first target vehicle speed based on a predetermined condition, the first control is executed by the control unit, and the vehicle can enter the curve after sufficiently decelerating. Therefore, the ride comfort of the occupants while traveling on a curve is good and the vehicle is stable. Further, since the first control is executed after determining the predetermined conditions including the conditions related to the riding comfort, the occupant's riding comfort to the curve entrance is not excessively lowered even by deceleration to the first target vehicle speed.

On the other hand, when it is determined that the vehicle speed is not reduced to the first target vehicle speed by the entrance of the curve, the second control is executed. According to the second control, the increase in deceleration before the vehicle enters the curve is suppressed, the excessive decrease in riding comfort before entering the curve is suppressed, and the occurrence of sudden braking feeling is suppressed, so that the occupant The occurrence of anxiety is also suppressed. Further, in the second control, since a relatively high braking force is applied to the turning inner ring during curve traveling, the vehicle speed is lowered and the steering assist effect by the braking force is exhibited. That is, even if the vehicle enters the curve at a vehicle speed higher than the first target vehicle speed, the vehicle can be stably turned in the traveling lane. As described above, according to the present invention, it is possible to perform control in consideration of the ride comfort and stability of the occupant before the vehicle enters the curve and when the vehicle is traveling on the curve.

It is a block diagram of the vehicle control device of this embodiment. It is a flowchart for demonstrating the control flow of the vehicle control device of this embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Each figure used for explanation is a conceptual diagram.
(Overall configuration of the vehicle)
In the present embodiment, as shown in FIG. 1, the vehicle includes a vehicle control device 1, a peripheral monitoring device 2, a wheel speed sensor 31, acceleration sensors 32 and 33, a yaw rate sensor 34, and a steering angle sensor 35. The brake control device 4, the front wheel steering angle control device 5, the rear wheel steering angle control device 6, the EPS control device 7, the navigation device 8, and the driving force control device 9 are provided. The vehicle control device 1 is a device related to automatic driving and / or lane keeping support of a vehicle, and details will be described later.

The peripheral monitoring device 2 includes a camera 21 that images the front of the vehicle. The peripheral monitoring device 2 transmits information on the lane and the position of the vehicle to the vehicle control device 1 based on the image data of the camera 21. The traveling lane can be identified by a well-known method from the image data of the camera 21. The traveling lane is specified within the captured range by detecting, for example, data indicating a white line of the road included in the captured data. Further, the peripheral monitoring device 2 calculates the curvature of the traveling lane each time it detects the traveling lane. The curvature is calculated at predetermined intervals along the center of the driving lane. In addition to the camera 21, the peripheral monitoring device 2 may include, for example, a stereo camera, a lidar (Light Detection and Ranging), or the like.

The wheel speed sensor 31 is a sensor provided on each wheel to detect the wheel speed. For example, the vehicle speed can be calculated based on each wheel speed. The acceleration sensor 32 is a sensor that detects the acceleration (front-back acceleration) of the vehicle in the front-rear direction. The acceleration sensor 33 is a sensor that detects the left-right acceleration (lateral acceleration) of the vehicle. The yaw rate sensor 34 is a sensor that detects the yaw rate of the vehicle. The steering angle sensor 35 is a sensor that detects the steering angle. The detection information of the various sensors 31 to 35 is transmitted to the vehicle control device 1.

The brake control device 4 is a device that controls the braking force generated on each wheel. The brake control device 4 can adjust the hydraulic pressure of the wheel cylinder provided for each wheel, for example, and generate a different braking force for each wheel. The front wheel steering angle control device 5 is a device that controls the steering angle of the front wheels. The rear wheel steering angle control device 6 is a device that controls the steering angle of the rear wheels. That is, the vehicle of the present embodiment has a four-wheel steering (four-wheel steering) configuration in which the steering angles of all four wheels can be controlled. The EPS control device 7 is a control device for electric power steering, and controls an assist force (steering weight) for a driver's steering operation. The navigation device 8 has a GPS function and map information that can grasp the current position of the vehicle. The driving force control device 9 controls the driving force (for example, engine torque and motor torque) applied to the wheels.

(Vehicle control device)
The vehicle control device 1 is a device that reduces the vehicle speed to a target vehicle speed by the time the vehicle reaches the entrance of the curve. Further, the vehicle control device 1 can be said to be a device that executes control for keeping the lane when turning. The vehicle control device 1 controls at least one of the brake control device 4, the front wheel steering angle control device 5, the rear wheel steering angle control device 6, the EPS control device 7, and the driving force control device 9 according to the control to be executed. To do.

The vehicle control device 1 of the present embodiment is composed of an ECU (electronic control unit) including a CPU, a memory, and the like. Specifically, the vehicle control device 1 includes one or a plurality of processors, and various controls described later are executed by the operation of the processors. The vehicle control device 1 includes a target route setting unit 10, a detection unit 11, a calculation unit 12, a determination unit 13, and a control unit 14.

The target route setting unit 10 sets a target route for the traveling lane based on the lane information and the vehicle position information transmitted from the peripheral monitoring device 2. The target route setting unit 10 of the present embodiment sets the center of the traveling lane as the target route. The target route setting unit 10 also sets a target yaw rate according to the target route. The target route setting unit 10 stores the curvature for each predetermined interval calculated by the peripheral monitoring device 2. The curvature may be calculated by the target route setting unit 10 without being calculated by the peripheral monitoring device 2.

The detection unit 11 detects a curve in front of the traveling lane of the vehicle. The detection unit 11 of the present embodiment acquires information on the traveling lane from the peripheral monitoring device 2 or the target route setting unit 10, and based on the information, the curvature of the traveling lane (or the target route) in front of the vehicle is a predetermined curvature. The above area is detected. The detection unit 11 detects the curve in front of the vehicle by detecting the area.

When the curve is detected by the detection unit 11, the calculation unit 12 calculates the first target vehicle speed set so that the lateral acceleration when the vehicle travels on the curve becomes small. The calculation unit 12 calculates the first target vehicle speed based on the distance from a predetermined deceleration start position (for example, a position a predetermined distance ahead of the current position) to the entrance of the curve and the curvature of the curve. The deceleration start position is set based on, for example, the current vehicle speed, the calculation time of the target vehicle speed, the processing time related to the determination, and the like.

The calculation unit 12 of the present embodiment calculates the first target vehicle speed based on the front-rear reference value regarding the front-rear acceleration and the lateral reference value regarding the lateral acceleration. Each reference value can be said to be an ideal value (target value) of acceleration before the vehicle reaches the curve and while traveling on the curve. Specifically, the front-rear reference value is an ideal value of the front-rear acceleration generated before the vehicle reaches the curve entrance. The lateral reference value is an ideal value of lateral acceleration generated while the vehicle is traveling on a curve. The front-rear reference value and the horizontal reference value are constant values set by prior evaluation, respectively, and are values stored in the calculation unit 12. The calculation unit 12 has, for example, a front-rear evaluation formula for quantifying the difference between the front-rear acceleration and the front-rear reference value generated when the first target vehicle speed is V1, and a curve when the first target vehicle speed is V1. It stores the lateral evaluation formula for quantifying the difference between the lateral acceleration and the lateral reference value generated in. The calculation unit 12 calculates V1 that minimizes the sum of the numerical value calculated by the front-rear evaluation formula and the numerical value calculated by the lateral evaluation formula, and sets the V1 as the first target vehicle speed.

The determination unit 13 determines whether or not to reduce the vehicle speed to the first target vehicle speed by the time the vehicle reaches the entrance of the curve, based on a predetermined condition including at least a condition relating to the ride comfort of the occupant to the entrance of the curve. .. The entrance of the curve corresponds to the position where steering control is started with respect to the curve.

The determination unit 13 of the present embodiment determines the front-rear acceleration that is estimated to occur in the vehicle when the vehicle speed is reduced to the first target vehicle speed as "conditions relating to the ride comfort of the occupant to the entrance of the curve" included in the predetermined conditions. Is less than a predetermined value. The estimated front-rear acceleration is calculated based on the current vehicle speed of the vehicle, the first target vehicle speed, and the distance to the curve entrance. This condition regarding riding comfort can be said to be a condition for suppressing deterioration of riding comfort. The determination unit 13 determines that the vehicle speed is reduced to the first target vehicle speed when the front-rear acceleration is less than the predetermined value, and the vehicle speed must be reduced to the first target vehicle speed when the front-rear acceleration is equal to or more than the predetermined value. judge.

As described above, in the present embodiment, it is determined whether or not the target vehicle speed at the curve entrance is set to the first target vehicle speed based on the comparison between the front-rear acceleration (deceleration) estimated to occur and the predetermined value. .. The predetermined value is set in consideration of the ride comfort of the occupant until the vehicle reaches the entrance of the curve and the stable turning after entering the curve. The predetermined value may be changed depending on the road surface friction coefficient to the curve entrance, the slip ratio, and the like. The road friction coefficient, slip ratio, etc. can be calculated based on the detected values of various sensors.

In addition to the above, the predetermined conditions include road surface conditions, for example, comparison between the calculated slip ratio and its threshold value, comparison between the road surface friction coefficient during running and its threshold value, or acquisition information of the road surface friction coefficient of a curve and its threshold value. It may be set based on a comparison with a threshold value or the like. That is, the predetermined condition may include a condition relating to the riding comfort of the occupant to the curve entrance (mainly due to the front-rear acceleration) and a condition relating to the running stability (mainly due to the road friction coefficient).

When the predetermined conditions include conditions other than riding comfort, the determination unit 13 determines whether or not to reduce the vehicle speed to the first target vehicle speed based on other conditions even if the front-rear acceleration is less than the predetermined value. judge. In this case, the determination unit 13 determines that the vehicle speed is not reduced to the first target vehicle speed, for example, when the slip ratio is equal to or higher than the threshold value or when the road surface friction coefficient of the traveling road surface is less than the threshold value. That is, the determination unit 13 determines the predetermined conditions composed of a plurality of conditions (in this case, the front-rear acceleration is equal to or higher than the predetermined value, the slip ratio is equal to or higher than the threshold value, and the road surface friction coefficient of the running road surface is the threshold value. If one or more of the following conditions are met, it is determined that the vehicle speed is not reduced to the first target vehicle speed. As described above, the predetermined condition is composed of only the condition relating to the riding comfort or a plurality of conditions including the condition.

When the determination unit 13 determines that the vehicle speed is reduced to the first target vehicle speed, the control unit 14 executes the first control for decelerating the vehicle speed to the first target vehicle speed by the time the vehicle reaches the entrance of the curve. According to the first control, the vehicle speed at the time when the steering control is started in order for the vehicle to turn a curve becomes the first target vehicle speed.

Further, when the determination unit 13 determines that the vehicle speed is not reduced to the first target vehicle speed, the control unit 14 increases the vehicle speed to the second target vehicle speed higher than the first target vehicle speed by the time the vehicle reaches the entrance of the curve. The second control is executed in which the vehicle is decelerated and a braking force higher than that of the turning outer ring is applied to the turning inner wheel among the wheels of the vehicle when the vehicle is traveling on a curve. The control unit 14 executes the first control or the second control by controlling the brake control device 4.

When the determination unit 13 determines that the vehicle speed is not reduced to the first target vehicle speed, the control unit 14 calculates the second target vehicle speed in order to execute the second control. For example, from the viewpoint of riding comfort and stability, the control unit 14 calculates a target vehicle speed which is the maximum allowable front-rear acceleration (permissible maximum deceleration) as the front-rear acceleration generated before reaching the curve entrance, and the calculation thereof. Let the value be the second target vehicle speed. The second target vehicle speed is higher than the first target vehicle speed, but it can be said that it is the maximum vehicle speed that can ensure stability when turning a curve. The maximum allowable deceleration of the present embodiment is a value corresponding to a predetermined value used by the determination unit 13 as the determination threshold value. That is, the calculation of the second target vehicle speed may be performed by the determination unit 13 together with the determination of the determination unit 13. The control unit 14 may set a predetermined value already calculated at the time of determination as the second target vehicle speed.

Further, the control unit 14 controls the brake control device 4 even during the curve traveling to apply a relatively high braking force to the turning inner ring, and causes the vehicle to exert a deceleration and steering assist action. The control unit 14 may apply a braking force only to the turning inner ring during the curve traveling. Further, the control unit 14 may control the front wheel steering angle control device 5 and / or the rear wheel steering angle control device 6 based on the target yaw rate while the vehicle is traveling on a curve to perform steering control.

In addition, in the second control, the control unit 14 releases the braking force when the vehicle speed reaches the first target vehicle speed while the vehicle is traveling on a curve. When the braking force is released, the vehicle travels on the remaining curves at almost the first target vehicle speed. In the second control, the control unit 14 may reduce the braking force as the vehicle speed approaches the first target vehicle speed. In response to the decrease in braking force, the control unit 14 controls the front wheel steering angle control device 5 and / or the rear wheel steering angle control device 6 based on the target yaw rate. When the vehicle speed is reduced to a predetermined vehicle speed or less due to a braking force due to a factor other than the brake control device 4, the control unit 14 controls the driving force control device 9 to the wheels in order to maintain the vehicle speed during curve traveling. A driving force may be generated. The control unit 14 may control the driving force control device 9 so as to maintain the first target vehicle speed.

As a summary, the control flow of the present embodiment will be described with reference to FIG. When the vehicle control device 1 detects a curve (S101), the vehicle control device 1 calculates the first target vehicle speed (S102). Then, the vehicle control device 1 determines whether or not the target vehicle speed is determined to be the first target vehicle speed based on a predetermined condition (S103). When the vehicle control device 1 determines the target vehicle speed as the first target vehicle speed (S103: Yes), the vehicle control device 1 executes the first control (S104). On the other hand, when the target vehicle speed is not determined as the first target vehicle speed (S103: No), the vehicle control device 1 sets the calculated second target vehicle speed as the target vehicle speed and executes the second control (S105).

(effect)
Even if the first target vehicle speed is set in consideration of the ride comfort and stability of the occupant when traveling before and after the curve as in the present embodiment, the ride comfort of the occupant until the vehicle reaches the entrance of the curve is more important. From the viewpoint, it may be preferable not to reduce the vehicle speed to the first target vehicle speed by the entrance of the curve. According to the present invention, the preferred case can be separated according to a predetermined condition, and turning control in consideration of ride comfort and stability can be executed.

Specifically, when it is determined to decelerate to the first target vehicle speed based on a predetermined condition, the first control is executed by the control unit 14, and the vehicle can enter the curve after sufficiently decelerating. Therefore, the ride comfort of the occupants while traveling on a curve is good and the vehicle is stable. Further, since the first control is executed after determining the predetermined conditions including the conditions related to the riding comfort, the deterioration of the riding comfort of the occupant to the curve entrance is suppressed even by the deceleration to the first target vehicle speed.

On the other hand, when it is determined that the vehicle speed is not reduced to the first target vehicle speed by the entrance of the curve, the control unit 14 executes the second control. According to the second control, the increase in deceleration before the vehicle enters the curve is suppressed, the decrease in riding comfort before entering the curve is suppressed, and the occurrence of sudden braking feeling is suppressed, so that the occupant's anxiety The generation of sensation is also suppressed. Further, in the second control, since a relatively high braking force is applied to the turning inner ring during curve traveling, the vehicle speed is lowered and the steering assist effect by the braking force is exhibited. That is, even if the vehicle enters the curve at a vehicle speed higher than the first target vehicle speed, the vehicle can be turned stably. As described above, according to the present embodiment, it is possible to perform control in consideration of the ride comfort and stability of the occupant before the vehicle enters the curve and when the vehicle is traveling on the curve.

Further, in the second control, when the vehicle speed reaches the first target vehicle speed while the vehicle is traveling on a curve in the second control, the braking force is released. Therefore, the vehicle can travel on the subsequent curve at a suitable vehicle speed (first target vehicle speed) substantially constantly. As a result, the occupant is not given a feeling of deceleration and the occupant's riding comfort is maintained.

Further, in the present embodiment, the conditions (predetermined conditions) relating to the riding comfort of the occupant up to the entrance of the curve are set based on the magnitude of the front-rear acceleration that directly affects the riding comfort of the occupant up to the entrance of the curve. For this reason, it is possible to perform control with more emphasis on the ride comfort of the occupant up to the curve entrance. Then, even if the control (second control) that satisfies the condition that more emphasizes the riding comfort is executed, the stability of the vehicle is maintained by applying the braking force during the curve traveling.

Further, in the present embodiment, the first target vehicle speed is calculated based on the front-rear reference value regarding the front-rear acceleration and the lateral reference value regarding the lateral acceleration. As a result, the first target vehicle speed becomes a value that takes into consideration not only the riding comfort during curve driving but also the riding comfort in the traveling lane (for example, a straight lane) to the curve entrance. The calculation unit 12 can calculate the vehicle speed that has little influence on the ride comfort of the occupant in total, considering the ride comfort during both straight lane travel and curve travel. That is, by executing the first control, it is possible to improve the total riding comfort before and after entering the curve.

Further, in the present embodiment, since the vehicle has a four-wheel steering configuration, the vehicle control device 1 controls the steering angles of the four wheels to stabilize the vehicle posture while driving the vehicle along the target lane. be able to. Further, for example, the front wheels and the rear wheels can be controlled in the same phase or in the opposite phase according to the vehicle speed. For example, when the vehicle speed is equal to or higher than a predetermined vehicle speed, the front wheels and the rear wheels are controlled in the same phase (the direction of the steering angle is the same) to stabilize the behavior of the vehicle. On the other hand, when the vehicle speed is less than the predetermined vehicle speed, the front wheels and the rear wheels are controlled in opposite phases (the directions of the rudder angles are opposite to each other) to efficiently turn the vehicle. In the present embodiment, the first control or the second control is executed on the premise of the cornering control by the four-wheel steering. As a result, more stable traveling and traveling along the target route become possible.

(Other)
The present invention is not limited to the above embodiment. For example, in the first control or the second control, when the vehicle reaches a position a predetermined distance before the exit of the curve in a state where the braking force is released, the control unit 14 gradually increases the vehicle speed toward the exit. Specific control to be performed may be executed. The control unit 14 controls the driving force control device 9 in executing this specific control. According to this specific control, it is accelerated near the exit of the curve, and the movement from the inside of the curve to the outside of the curve becomes smoother. This is also suitable from the viewpoint of riding comfort. Whether or not the vehicle has reached a position a predetermined distance before the exit of the curve can be determined based on, for example, the imaging data output from the peripheral monitoring device 2. Alternatively, whether or not the vehicle has reached a predetermined distance before the exit of the curve may be determined based on the curvature of the traveling path. For example, specific control may be executed when the curvature of the traveling route is reduced by a predetermined amount. Whether or not the curvature of the traveling route is reduced may be determined based on, for example, information output from the navigation device 8 (hereinafter, referred to as “navigation information”). Specifically, the specific control may be executed according to the result of comparing the curvature of the current traveling lane and the curvature of the traveling lane ahead based on the navigation information.

Further, for example, the vehicle control device 1 uses information based on the image pickup data of the camera 21 of the peripheral monitoring device 2, but navigation information may also be used. The vehicle control device 1 may acquire the curvature of the traveling lane (or the target route) in front based on navigation information such as position information and map information. That is, the vehicle control device 1 may acquire the current position, the current curvature, and the curvature ahead of the vehicle based on the navigation information and / or the information of the peripheral monitoring device 2. According to the navigation information, for example, the vehicle control device 1 can acquire the target route to the destination and the curvature of each part in advance. Further, the vehicle control device 1 may use map information, construction information, or the like acquired from the server via the Internet in acquiring the current curvature and the forward curvature.

Further, the vehicle is not limited to the four-wheel steering configuration, and may be a two-wheel steering configuration. Further, various operations may be performed by the turning radius instead of the curvature. Further, the vehicle may be provided with various devices 4 to 9 and various sensors 31 to 35 as much as necessary. The technique of the present embodiment is particularly suitable not only for application to a driver's driving support device but also for an autonomous driving vehicle.

In the above embodiment, the condition (predetermined condition) regarding the ride comfort of the occupant to the curve entrance is a condition based on the front-rear acceleration. However, the conditions related to riding comfort may be conditions other than the front-rear acceleration. For example, the condition regarding the ride comfort of the occupant to the curve entrance may be any one of jerk, pitch rate, pitching amount, etc., or a combination thereof. Jerk is jerk. The pitch rate is the amount of pitching per unit time. The pitching amount is the amount at which the vehicle leans forward. Even in this case, whether or not the jerk, pitch rate, or pitching amount estimated to occur when the vehicle speed is reduced to the first target vehicle speed by the curve entrance is less than the corresponding predetermined values, respectively. It may be determined whether to reduce the vehicle speed to the first target vehicle speed based on the above.

1 ... Vehicle control device, 11 ... Detection unit, 12 ... Calculation unit, 13 ... Judgment unit, 14 ... Control unit.

Claims (5)

In a vehicle control device that reduces the vehicle speed to the target vehicle speed by the time the vehicle reaches the entrance of the curve.
A detection unit that detects the curve in front of the traveling lane of the vehicle,
When the curve is detected by the detection unit, a calculation unit that calculates a first target vehicle speed set so that the lateral acceleration when the vehicle travels on the curve becomes small, and a calculation unit.
It is determined whether or not the vehicle speed is reduced to the first target vehicle speed by the time the vehicle reaches the entrance of the curve, based on at least a predetermined condition including a condition relating to the ride comfort of the occupant to the entrance of the curve. Judgment unit and
When the determination unit determines that the vehicle speed is decelerated to the first target vehicle speed, the first control for decelerating the vehicle speed to the first target vehicle speed is executed by the time the vehicle reaches the entrance of the curve. When the determination unit determines that the vehicle speed is not reduced to the first target vehicle speed, the vehicle speed is reduced to a second target vehicle speed higher than the first target vehicle speed by the time the vehicle reaches the entrance of the curve. A control unit that executes a second control for decelerating and applying a braking force to at least the turning inner wheels of the wheels of the vehicle when the vehicle is traveling on the curve.
Vehicle control device. The vehicle control device according to claim 1, wherein the control unit reduces the braking force when the vehicle speed reaches the first target vehicle speed while the vehicle is traveling on the curve in the second control. The control unit according to claim 1 or 2, wherein when the vehicle reaches a predetermined distance before the exit of the curve in the first control or the second control, the vehicle speed is gradually increased toward the exit. Vehicle control device. As a condition regarding the riding comfort of the occupant to the entrance of the curve, the determination unit determines whether the front-rear acceleration estimated to occur in the vehicle when the vehicle speed is reduced to the first target vehicle speed is less than a predetermined value. It is determined whether or not the vehicle speed is reduced to the first target vehicle speed when the front-rear acceleration is less than a predetermined value, and when the front-rear acceleration is equal to or more than a predetermined value, the vehicle speed is set to the first target vehicle speed. 1. The vehicle control device according to any one of claims 1 to 3, which determines that the vehicle is not decelerated to the target vehicle speed. The calculation unit sets the first target vehicle speed as a front-rear reference value which is an ideal value of front-rear acceleration generated until the vehicle reaches the entrance of the curve, and an ideal lateral acceleration generated while the vehicle is traveling on a curve. The vehicle control device according to claim 4, which is calculated based on a horizontal reference value which is a value.

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