JP2014118000A - Turning travel control device and turning travel control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To optimize the vehicle speed when entering a curved road and to improve the stability during the time of a turning travel.SOLUTION: Road information on a curved road ahead of an own vehicle course is detected, and the speed V of the own vehicle is detected. Then, a point at which a tangent Lt which touches an inner side curve Lof the curved road through a reference point Pv of the own vehicles intersects an outer side curve Lof the curved road ahead of the own vehicle course is defined as a tangential direction intersection Pe, and a value a distance De from the reference point Pv to the tangential direction intersection Pe is divided by a vehicle speed V is computed as the tangential direction intersection time Te. Moreover, the own vehicles are decelerated when the tangential direction intersection time Te is shorter than a predetermined threshold value T1. However, the slowdown control is stopped, when road information contains any defect or road information cannot be detected.

Description

  The present invention relates to a turning traveling control device and a turning traveling control method.

  In the prior art described in Patent Document 1, a necessary deceleration for obtaining a vehicle speed suitable for the curve curvature radius ahead of the host vehicle course is calculated, and the necessary deceleration is achieved together with the driver's deceleration operation. Shift control is performed as described above.

JP 2000-39062 A

However, the degree of overspeed risk with respect to a curve changes not only according to the curvature of the curve, but also depending on the direction of the vehicle, the passage position (line-drawing), the road width, the distance (depth) of the curve section, and the like. Therefore, simply decelerating the vehicle according to the curvature of the curve does not necessarily provide the optimum vehicle speed when entering the curve, and may affect the stability during turning.
The subject of this invention is optimizing the vehicle speed at the time of approaching a curve, and improving the stability at the time of turning.

  A turning control device according to an aspect of the present invention detects road information of a curve in front of the host vehicle path, and detects the vehicle speed of the host vehicle. Then, a point where a tangent line passing through a predetermined reference point of the host vehicle and tangent to the curve inner curve intersects the curve outer curve in front of the host vehicle path is defined as a tangential direction intersection, and the reference point is determined based on road information and vehicle speed. A value obtained by dividing the distance from the tangential direction intersection by the vehicle speed is calculated as the tangential direction intersection time. And the deceleration control which decelerates the own vehicle according to tangential direction intersection time is performed.

  According to the present invention, a value obtained by dividing the distance from the reference point of the own vehicle to the tangential intersection by the vehicle speed is calculated as the tangential intersection time, and the own vehicle is decelerated according to the tangential intersection time. Thus, unlike simply decelerating the vehicle according to the curvature of the curve, the vehicle speed when entering the curve is optimized by decelerating the vehicle based on the tangential direction intersection and the indicator of tangential time derived from the vehicle speed. And stability during turning can be improved.

It is a schematic block diagram which shows a turning control apparatus. It is a system block diagram of an electronically controlled throttle. It is a schematic block diagram of a brake actuator. It is a flowchart which shows a turning traveling control process. It is a figure explaining tangent direction intersection Pe. It is a figure explaining distance D. FIG. It is the figure explaining the tangent direction intersection Pe on a plane coordinate. It is a map used for the setting of the target braking force Fb (tangential direction intersection time Te). It is a map used for the setting of the target braking force Fb (lateral acceleration Ay). It is a figure which shows the frequency | count of operation of a brake. It is a flowchart which shows the turning traveling control process of a modification. It is a flowchart which shows the turning traveling control process of 2nd Embodiment. It is a figure explaining various indices used by a 2nd embodiment. It is a flowchart which shows the turning traveling control process of 3rd Embodiment. It is a figure explaining angle (alpha). It is a flowchart which shows the turning traveling control process of 4th Embodiment. It is a flowchart which shows the turning traveling control process of 5th Embodiment. It is the figure explaining selection of the advancing direction intersection time Tr. It is a flowchart which shows the turning traveling control process of 6th Embodiment. It is a table which shows the deceleration control content of 7th Embodiment. It is a schematic block diagram which shows the turning traveling control apparatus in 8th Embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
<< First Embodiment >>
"Constitution"
FIG. 1 is a schematic configuration diagram showing a turning travel control device.
The turning control device in this embodiment includes a front camera 11, a navigation system 12, an accelerator sensor 13, a brake stroke sensor 14, a six-axis motion sensor 15, a vehicle speed sensor 16, a steering angle sensor 17, and wheels. A load sensor 18 and a controller 19 are provided.
The front camera 11 images the front of the vehicle body. The front camera 11 is a CCD wide-angle camera, for example, provided at the upper part of the front window in the vehicle interior, and inputs imaged image data in front of the vehicle body to the controller 19.

  The navigation system 12 recognizes the current position of the host vehicle and road information at the current position. This navigation system 12 has a GPS receiver, and recognizes the position (latitude, longitude, altitude) of the host vehicle and the traveling direction based on the time difference between radio waves arriving from four or more GPS satellites. Then, referring to road information including road type, road alignment, lane width, direction of vehicle traffic, etc. stored in the DVD-ROM drive or hard disk drive, the controller 19 recognizes the road information at the current position of the vehicle. input. In addition, as a safe driving support system (DSSS: Driving Safety Support Systems), various data may be received from an infrastructure using two-way radio communication (DSRC: Dedicated Short Range Communication).

The accelerator sensor 13 detects the operation position (depression amount) of the accelerator pedal. The accelerator sensor 13 is a potentiometer, for example, and converts the operation position of the accelerator pedal into a voltage signal and outputs it to the controller 19. The controller 19 determines the operation position of the accelerator pedal from the input voltage signal.
The brake stroke sensor 14 detects the operation position (depression amount) of the brake pedal. The brake stroke sensor 14 is, for example, a potentiometer, and converts the operation position of the brake pedal into a voltage signal and outputs it to the controller 19. The controller 19 determines the operation position of the brake pedal from the input voltage signal.

  The six-axis motion sensor 15 is configured to perform acceleration (Ax, Ay, Az) in each axis direction and angular velocity (ωx, ωy, ωz) around each axis in three axes (X axis, Y axis, Z axis) orthogonal to each other. Is detected. Here, the longitudinal direction of the vehicle body is the X axis, the lateral direction of the vehicle body is the Y axis, and the vertical direction of the vehicle body is the Z axis. In the case of acceleration, the six-axis motion sensor 15 detects, for example, the displacement of the movable electrode relative to the fixed electrode as a change in capacitance, and the acceleration in each axial direction and a voltage signal proportional to the acceleration and the direction. And output to the controller 19. The controller 19 determines acceleration (Ax, Ay, Az) from the input voltage signal. The 6-axis motion sensor 15 detects acceleration in the front-rear direction, right turn in the left-right direction, bounce as a positive value in the up-down direction, decelerates in the front-rear direction, left turn in the left-right direction, and negative rebound in the up-down direction. Detect as the value of. Further, in the case of angular velocity, the 6-axis motion sensor 15 vibrates a vibrator made of, for example, a crystal tuning fork with an alternating voltage, and converts the distortion amount of the vibrator caused by Coriolis force at the time of angular velocity input into an electric signal. Output to the controller 19. The controller 19 determines the angular velocity (ωx, ωy, ωz) from the input electrical signal. The 6-axis motion sensor 15 has a positive value for right turn around the longitudinal axis (roll axis), acceleration around the horizontal axis (pitch axis), and right turn around the vertical axis (yaw axis). Detects left turn around the longitudinal axis (roll axis), deceleration around the left and right axis (pitch axis), and left turn around the vertical axis (yaw axis) as negative values.

  The vehicle speed sensor 16 detects a vehicle body speed (hereinafter referred to as a vehicle speed) V. This vehicle speed sensor 16 is provided, for example, in a driven gear on the output side of the transmission, detects the magnetic lines of force of the sensor rotor by a detection circuit, converts the change in the magnetic field accompanying the rotation of the sensor rotor into a pulse signal, and outputs it to the controller 19. To do. The controller 19 determines the vehicle speed V from the input pulse signal.

  The steering angle sensor 17 detects the steering angle θs of the steering shaft. This steering angle sensor 17 detects the rotation of a magnet built in a detection gear that rotates in synchronization with the steering shaft, for example, by two MR (ferro-magnetoresistance) elements, and detects the direction of the magnetic field accompanying the rotation of the steering shaft. The vector change is converted into an electric signal and output to the controller 19. The controller 19 determines the steering angle θs of the steering shaft from the input electric signal. The steering angle sensor 17 detects a right turn as a positive value and a left turn as a negative value.

The wheel load sensor 18 detects the wheel load W of each wheel. The wheel load sensor 18 is, for example, a strain gauge provided in the upper mount portion of the suspension. The wheel load sensor 18 detects the strain of the resistor as a change in electric resistance, converts it into a voltage signal proportional to the vertical load, and outputs it to the controller 19. . The controller 19 determines the wheel load W of each wheel from the input voltage signal.
Note that when distinguishing between front and rear wheels, description will be made by attaching “F” to the reference numerals for the front wheels and “R” for the reference signs for the rear wheels. Also, when distinguishing front, rear, left and right wheels, “FL” is added to the code related to the front left wheel, “FR” is added to the code related to the front right wheel, and “RL” is added to the code related to the rear left wheel. In the following description, “RR” is added to the reference numerals related to the rear right wheel.

The controller 19 is composed of, for example, a microcomputer, and executes a turning traveling control process, which will be described later, based on detection signals from the sensors, and drives and controls the driving force control device 20 and the brake control device 50.
The driving force control device 20 controls the driving force of the rotational driving source. For example, if the rotational drive source is an engine, the engine output (the number of revolutions and the engine torque) is controlled by adjusting the opening of the throttle valve, the fuel injection amount, the ignition timing, and the like. If the rotational drive source is a motor, the motor output (number of revolutions and motor torque) is controlled via an inverter.
As an example of the driving force control device 20, a configuration of an electronically controlled throttle that controls the opening of the throttle valve will be described.

FIG. 2 is a system configuration diagram of an electronically controlled throttle.
A throttle shaft 22 extending in the radial direction is supported in the intake pipe 21 (for example, an intake manifold), and a disk-like throttle valve 23 having a diameter smaller than the inner diameter of the intake pipe 21 is supported on the throttle shaft 22. Is fixed. A throttle motor 25 is connected to the throttle shaft 22 via a speed reducer 24.

  Therefore, when the throttle motor 25 is rotated to change the rotation angle of the throttle shaft 22, the throttle valve 23 closes or opens the intake pipe 21. That is, when the surface direction of the throttle valve 23 is along the direction perpendicular to the axis of the intake pipe 21, the throttle opening is in the fully closed position, and when the surface direction of the throttle valve 23 is along the axis direction of the intake pipe 21, The throttle opening is the fully open position. When an abnormality occurs in the throttle motor 25, the motor drive system, the accelerator sensor 26 system, the throttle sensor 29 system, etc., the throttle shaft 22 is opened in the opening direction so that the throttle valve 23 is opened by a predetermined amount from the fully closed position. It is mechanically energized.

  The accelerator sensor 26 has two systems, and detects a pedal opening degree PPO that is a depression amount (operation amount) of the accelerator pedal 27. The accelerator sensor 26 is a potentiometer, for example, and converts the pedal opening of the accelerator pedal 27 into a voltage signal and outputs the voltage signal to the engine controller 28. The engine controller 28 determines the pedal opening PPO of the accelerator pedal 27 from the input voltage signal.

  The throttle sensor 29 has two systems and detects the throttle opening SPO of the throttle valve 23. The throttle sensor 29 is a potentiometer, for example, and converts the throttle opening of the throttle valve 23 into a voltage signal and outputs the voltage signal to the engine controller 28. The engine controller 28 determines the throttle opening SPO of the throttle valve 23 from the input voltage signal.

The engine controller 28 normally sets a target throttle opening SPO ^* according to the pedal opening PPO, and sets the motor control amount according to the deviation ΔPO between the target throttle opening SPO ^* and the actual throttle opening SPO. Set. Then, this motor control amount is converted into a duty ratio, and the throttle motor 25 is driven and controlled by a pulsed current value. When the engine controller 28 receives a drive command from the controller 19, the engine controller 28 controls the throttle motor 25 by giving priority to the drive command. For example, when a driving command for reducing the driving force is received, the throttle motor 25 is driven and controlled by reducing the target throttle opening SPO ^* corresponding to the pedal opening PPO.
The above is the description of the driving force control device 20.

Next, the brake control device 50 will be described.
The brake control device 50 controls the braking force of each wheel. For example, the hydraulic pressure of a wheel cylinder provided in each wheel is controlled by a brake actuator used for anti-skid control (ABS), traction control (TCS), stability control (VDC: Vehicle Dynamics Control), and the like.

A configuration of a brake actuator will be described as an example of the brake control device 50.
FIG. 3 is a schematic configuration diagram of the brake actuator.
The brake actuator 51 is interposed between the master cylinder 52 and the wheel cylinders 53FL to 53RR.
The master cylinder 52 is a tandem type that creates two hydraulic pressures according to the driver's pedaling force. The master cylinder 52 transmits the primary side to the front left and rear right wheel cylinders 53FL and 53RR, and the secondary side transmits the right front wheel and A diagonal split system is used for transmission to the wheel cylinders 53FR and 53RL for the left rear wheel.

Each wheel cylinder 53FL to 53RR is built in a disc brake that generates a braking force by clamping a disc rotor with a brake pad, or a drum brake that generates a braking force by pressing a brake shoe against the inner peripheral surface of the brake drum. is there.
The primary side includes a first gate valve 61A, an inlet valve 62FL (62RR), an accumulator 63, an outlet valve 64FL (64RR), a second gate valve 65A, a pump 66, and a damper chamber 67.

  The first gate valve 61A is a normally open valve that can close the flow path between the master cylinder 52 and the wheel cylinder 53FL (53RR). The inlet valve 62FL (62RR) is a normally open valve that can close the flow path between the first gate valve 61A and the wheel cylinder 53FL (53RR). The accumulator 63 is communicated between the wheel cylinder 53FL (53RR) and the inlet valve 62FL (62RR). The outlet valve 64FL (64RR) is a normally closed valve that can open a flow path between the wheel cylinder 53FL (53RR) and the accumulator 63. The second gate valve 65A is a normally closed valve that can open a flow path that connects the master cylinder 52 and the first gate valve 61A and the accumulator 63 and the outlet valve 64FL (64RR). The pump 66 communicates the suction side between the accumulator 63 and the outlet valve 64FL (64RR), and communicates the discharge side between the first gate valve 61A and the inlet valve 62FL (62RR). The damper chamber 67 is provided on the discharge side of the pump 66, suppresses pulsation of the discharged brake fluid, and weakens pedal vibration.

  Similarly to the primary side, the secondary side also has a first gate valve 61B, an inlet valve 62FR (62RL), an accumulator 63, an outlet valve 64FR (64RL), a second gate valve 65B, a pump 66, A damper chamber 67.

The first gate valves 61A and 61B, the inlet valves 62FL to 62RR, the outlet valves 64FL to 64RR, and the second gate valves 65A and 65B are two-port, two-position switching, single solenoid, and spring offset type electromagnetic operations, respectively. It is a valve. The first gate valves 61A and 61B and the inlet valves 62FL to 62RR open the flow path at the non-excited normal position, and the outlet valves 64FL to 64RR and the second gate valves 65A and 65B are at the non-excited normal position. The flow path is closed.
The accumulator 63 is a spring-type accumulator in which a compression spring faces the piston of the cylinder.
The pump 66 is a positive displacement pump such as a gear pump or a piston pump that can ensure a substantially constant discharge amount regardless of the load pressure.

  With the above configuration, the primary side will be described as an example. When the first gate valve 61A, the inlet valve 62FL (62RR), the outlet valve 64FL (64RR), and the second gate valve 65A are all in the non-excited normal position. Then, the hydraulic pressure from the master cylinder 52 is transmitted as it is to the wheel cylinder 53FL (53RR) and becomes a normal brake.

  Further, even when the brake pedal is not operated, the first gate valve 61A is excited and closed while the inlet valve 62FL (62RR) and the outlet valve 64FL (64RR) are in the non-excited normal position. The second gate valve 65A is excited and opened, and the pump 66 is further driven to suck the hydraulic pressure in the master cylinder 52 through the second gate valve 65A and discharge the hydraulic pressure to the inlet valve 62FL (62RR). ) To the wheel cylinder 53FL (53RR) to increase the pressure.

  Further, when the inlet valve 62FL (62RR) is excited and closed when the first gate valve 61A, the outlet valve 64FL (64RR), and the second gate valve 65A are in the non-excited normal position, the wheel cylinder 53FL (53RR) is closed. ) To the master cylinder 52 and the accumulator 63 are blocked, and the hydraulic pressure of the wheel cylinder 53FL (53RR) is maintained.

  Further, when the first gate valve 61A and the second gate valve 65A are in the non-excited normal position, the inlet valve 62FL (62RR) is excited and closed, and the outlet valve 64FL (64RR) is excited and opened. The hydraulic pressure of the wheel cylinder 53FL (53RR) flows into the accumulator 63 and is reduced. The hydraulic pressure flowing into the accumulator 63 is sucked by the pump 66 and returned to the master cylinder 52.

Also on the secondary side, the normal braking, pressure increasing, holding, and pressure reducing operations are the same as the operations on the primary side, and detailed description thereof will be omitted.
The brake controller 54 controls each wheel cylinder by drivingly controlling the first gate valves 61A and 61B, the inlet valves 62FL to 62RR, the outlet valves 64FL to 64RR, the second gate valves 65A and 65B, and the pump 66. Increase, hold, or reduce the fluid pressure of 53FL to 53RR.

In the present embodiment, a diagonal split method is used in which the brake system is divided into front left / rear right and front right / rear left, but the present invention is not limited thereto. The front / rear split method may be adopted.
Further, in the present embodiment, the spring-shaped accumulator 63 is adopted, but the present invention is not limited to this, and the brake fluid extracted from each of the wheel cylinders 53FL to 53RR is temporarily stored to efficiently reduce the pressure. Therefore, any type such as a weight type, a gas compression direct pressure type, a piston type, a metal bellows type, a diaphragm type, a bladder type, and an in-line type may be used.

  In the present embodiment, the first gate valves 61A and 61B and the inlet valves 62FL to 62RR open the flow path at the non-excited normal position, and the outlet valves 64FL to 64RR and the second gate valves 65A and 65B are non-excited. Although the flow path is closed at the normal excitation position, the present invention is not limited to this. In short, since it is only necessary to open and close each valve, the first gate valves 61A and 61B and the inlet valves 62FL to 62RR open the flow path at the excited offset position, and the outlet valves 64FL to 64RR and the second gate are opened. The valves 65A and 65B may close the flow path at the excited offset position.

The brake controller 54 normally controls the hydraulic pressures of the wheel cylinders 53FL to 53RR by driving and controlling the brake actuator 51 in accordance with anti-skid control, traction control, and stability control. When the brake controller 54 receives a drive command from the controller 19, the brake controller 54 controls the brake actuator 51 by giving priority to the drive command. For example, when a drive command for increasing the pressure of a predetermined wheel cylinder among the four wheels is received, the brake actuator 51 is driven and controlled by increasing the normal target hydraulic pressure.
The above is the description of the brake control device 60.

Next, a turning traveling control process executed by the controller 19 every predetermined time (for example, 10 msec) will be described.
FIG. 4 is a flowchart showing the turning control process.
First, in step S101, various data are read.
In the subsequent step S102, the tangential direction intersection time Te is calculated.
FIG. 5 is a diagram illustrating the tangential intersection Pe.
As a reference point Pv of the vehicle, and defines the point where the tangent line Lt in contact with the curved inner curve L _IN intersects the curve outer curve L _OUT of the front vehicle path the (extended tangent point) tangential intersection Pe. Also it defines the point of contact and the tangent Lt and curves inward curve L _IN a (tangent point) and tangential contact Pt. Then, a value obtained by dividing the distance De from the reference point Pv to the tangential intersection Pe by the vehicle speed V (= De / V) is calculated as the tangential intersection time Te.

The tangential direction intersection Pe is calculated based on at least one of the image data captured by the front camera 11, the current position acquired by the navigation system 12, and the road information thereof.
For example, the road width W is obtained from the relationship between the pixel and the distance based on the image data captured by the front camera 11. Then, curve fitting curve inward curve L _IN a quadratic curve, calculates the tangent Lt connecting the convex portion of the quadratic curve (the apex) and the reference point Pv of the vehicle. Then, an extension line of the curve outer curve L _OUT is predicted, and an intersection point between the prediction line and the tangent line Lt is calculated as a tangential direction intersection point Pe.

The distance D from the tangential contact point Pt to the tangential direction Pe is calculated as follows.
FIG. 6 is a diagram illustrating the distance D.
Here, if the turning center is represented by O, the turning radius is represented by R, and the road curvature ρ is constant, the distance D is represented by the following equation.
D ² + R ² = (R + W) ²
D ² + R ² = R ² + 2RW + W ²

Here, if the road width W is very smaller than the turning radius R, the distance D is expressed by the following equation.
D ² + R ² ≈R ² + 2RW
D ² ≒ 2RW
D ≒ √ (2RW)

There is also another method for calculating the tangential intersection Pe.
FIG. 7 is a diagram illustrating the tangential direction intersection Pe on the plane coordinates.
Here, assuming that the horizontal axis is the Y axis and the vertical axis is the X axis, the road inclination a is expressed by the following equation.
a = (x _{i + 1} −x _i ) / (y _{i + 1} −y _i )

Then, the direction of the curve is determined by the sign of the reciprocal (1 / a) of the slope a. Since the inclination a may be infinite, the determination is made here by the reciprocal (1 / a). Then, the position coordinates of the tangential contact Pt located on the curve inner curve _{L IN (y i, x i} ), and in accordance with the inclination ai, calculates the b equation of the tangent Lt (x = ay + b) .
b = x _i -a _i x _i

Further, as shown in the following equation, the detection range of the tangential direction intersection time Te in the Y coordinate is set according to the reciprocal (1 / a) of the inclination a.
S = (80/6) × (1 / a _i ) +5
Then, as shown in the following formula, the range of y of the tangent vector is determined.
y _i −S ≦ y ≦ y _i + S
Then, x of the tangent vector is obtained within the range of Y.
x = a _i y + b

Then, the point at which the distance between the vector of the curve outer curve L _OUT and the tangent vector is minimized is calculated as the tangential direction intersection time Te. In the memory, both roads and tangents are discrete data, and the point of intersection can be determined only by using the point where the distance between the two discrete data groups (vectors) is minimum.
The above is the method of calculating the tangential direction intersection time Te based on the image data captured by the front camera 11.
On the other hand, according to the road information acquired by the navigation system 12, the road width D and the road curvature ρ can be acquired, and the tangential direction intersection Pe is calculated based on them.

  In step S103, it is determined whether or not the tangential direction intersection time Te is shorter than a predetermined threshold value T1. This threshold T1 is, for example, about 4 seconds. Here, when the determination result is Te ≧ T1, it is determined that the risk of overspeed with respect to the curve is low, and the process directly returns to the predetermined main program. On the other hand, when the determination result is Te <T1, it is determined that there is an overspeed risk with respect to the curve, and the process proceeds to step S104.

  In step S104, based on the detection results of the accelerator sensor 13 and the six-axis motion sensor 15, it is determined whether the host vehicle is accelerating. Here, when the host vehicle is decelerating, it is determined that the risk of overspeed with respect to the curve is reduced, and the process directly returns to the predetermined main program. On the other hand, when the host vehicle is accelerating, it is determined that the risk of overspeed with respect to the curve is increased, and the process proceeds to step S105.

In step S105, it is determined whether or not the absolute value of the lateral acceleration Ay is greater than a predetermined threshold value A1. This threshold is, for example, about 0.15G. Here, when the determination result is | Ay | ≦ A1, it is determined that the risk of overspeed with respect to the curve is not so high, and the process proceeds to step S106. On the other hand, when the determination result is | Ay |> A1, it is determined that the risk of overspeed with respect to the curve is increased, and the process proceeds to step S107.
In step S106, for example, a driving command for decelerating the vehicle by engine braking is output to the driving force control device 20 such as turning the driving force off (0), and then the process returns to the predetermined main program.

  In step S107, it is determined whether or not the tangential direction intersection time Te is shorter than a predetermined threshold T2 within a range smaller than the threshold T1. This threshold T2 is, for example, about 2.75 seconds. Here, when the determination result is Te ≧ T2, it is determined that the risk of overspeed with respect to the curve is not so high, and the process proceeds to step S106 described above. On the other hand, when the determination result is Te <T2, it is determined that the risk of overspeed with respect to the curve is high, and the process proceeds to step S108.

In step S108, for example, a driving command for decelerating the vehicle by engine braking is output to the driving force control device 20, for example, the driving force is turned off (0), and a driving command for increasing the braking force is output to the brake control device 50. After that, the program returns to a predetermined main program. The target braking force Fb at this time is set according to, for example, the tangential direction intersection time Te, or set according to the lateral acceleration Ay.
For example, when setting the target braking force Fb according to the tangential direction intersection time Te, for example, the target braking force Fb is set according to the deviation ΔT between the tangential direction intersection time Te and the threshold T2, or the tangential direction intersection time is set. The target braking force Fb is set according to the inverse of Te (1 / Te).

  FIG. 8 is a map used for setting the target braking force Fb. (A) in the figure is a map of the target braking force Fb corresponding to the deviation ΔT (= T2−Te). The larger the deviation ΔT, the larger the target braking force Fb is set, and the target braking force Fb is limited to the maximum value. It is set to do. Further, (b) in the figure is a map of the target braking force Fb corresponding to the reciprocal (1 / Te), and the larger the reciprocal (1 / Te), the larger the target braking force Fb is set. The limit is set to the maximum value.

Further, when the target braking force Fb is set according to the lateral acceleration Ay, for example, the target braking force Fb is set according to the deviation between the lateral acceleration Ay and the threshold value A1.
FIG. 9 is a map used for setting the target braking force Fb.
Here, the larger the deviation ΔAy (= Ay−A1), the larger the target braking force Fb is set, and the target braking force Fb is set to be limited to the maximum value.
In this way, the target braking force Fb is set, and a drive command for increasing the braking force is output to the brake control device 50.
The above is the turning control process based on the flowchart of FIG.

<Action>
Next, the operation of the first embodiment will be described.
The degree of risk of overspeed with respect to the curve changes not only with the curve curvature ρ, but also with the direction of the vehicle, the passage position (line taking), the road width, the distance (depth) of the curve section, and the like. Therefore, simply decelerating the vehicle according to the curve curvature ρ does not necessarily provide the optimum vehicle speed V when entering the curve, and may affect the stability during turning.

Therefore, in the present embodiment, as a reference point Pv of the vehicle, and is defined as a curve inward curve L _IN curve tangent Lt is the front vehicle path in contact with the outside curve L _OUT tangential intersection a point which intersects the Pe. Then, a value (= De / V) obtained by dividing the distance De from the reference point Pv to the tangential intersection Pe by the vehicle speed V is calculated as the tangential intersection time Te (step S102), and according to the tangential intersection time Te. Decelerate your vehicle.
Specifically, when the tangential direction intersection time Te is shorter than the threshold value T1 (the determination in step S103 is “Yes”), it is determined that there is a risk of overspeed with respect to the curve, and the vehicle is decelerated only by engine braking or engine braking. And whether to decelerate by the combined use of braking force control.

  That is, when the lateral acceleration Ay is equal to or less than the threshold value A1 (determination in step S105 is “No”), or when the tangential direction intersection time Te is equal to or greater than the threshold value T2 (determination in step S107 is “No”), the curve overshoots. It is determined that the risk of speed is not so high, and deceleration control is performed only with the engine brake (step S106). On the other hand, when the tangential direction intersection time Te is shorter than the threshold value T2 (the determination in step S108 is “Yes”), it is determined that the risk of overspeed with respect to the curve is high, and deceleration control is performed by the combined use of engine braking and braking force control. (Step S108).

  In this way, a value obtained by dividing the distance De from the reference point Pv of the own vehicle to the tangential intersection Pe by the vehicle speed V is calculated as the tangential intersection time Te, and the host vehicle is decelerated according to the tangential intersection time Te. ing. Therefore, unlike simply decelerating the vehicle according to the curve curvature ρ, the vehicle speed when entering the curve by decelerating the vehicle by an index of the tangential direction intersection Pe and the tangential direction intersection time Te derived by the vehicle speed V. V can be optimized and stability during turning can be improved.

In addition, the number of braking operations can be reduced.
FIG. 10 is a diagram illustrating the number of times of operation of the brake.
As described above, simply decelerating the vehicle according to the curve curvature ρ may not necessarily provide the optimum vehicle speed V when entering the curve. That is, even if the brake is operated only once just before entering the curve, the second braking operation may be required after entering the curve, for example, because the distance (depth) of the curve section is long. is there. On the other hand, in the present embodiment, the vehicle can be sufficiently decelerated before entering the curve by decelerating the vehicle according to the index of the tangential intersection time Te, so that the number of braking operations can be reduced. You can also plan.

<Modification>
In the present embodiment, it is assumed that road information can be detected by the front camera 11 and the navigation system 12, but when the detected road information is incomplete or cannot be detected, the deceleration control process is stopped. Also good.
FIG. 11 is a flowchart showing a turning control process of a modified example.
Here, a new step S111 is added between steps S101 and S102. In step S111, it is determined whether road information has been detected. If road information has been detected, the process proceeds to step S102. On the other hand, when the road information cannot be detected, the process returns to the predetermined main program as it is.

As described above, when road information is incomplete or road information cannot be detected, the deceleration control is stopped, so that the uncertain deceleration control does not have to be continued, and the reliability of the deceleration control can be maintained. it can.
From the above, the front camera 11 and the navigation system 12 correspond to the “road information detection unit”, and the vehicle speed sensor 16 corresponds to the “vehicle speed detection unit”. Further, the process of step S102 corresponds to the “tangential direction intersection time calculation unit”, and the processes of steps S103 to S108 correspond to the “deceleration control unit”.

"effect"
Next, the effect of the main part in 1st Embodiment is described.
(1) The turning control device of the present embodiment detects road information of a curve in front of the host vehicle course, and detects the vehicle speed V of the host vehicle. Then, as a reference point Pv that predetermined for the vehicle and the point at which the tangent Lt crosses the curve outer curve L _OUT of the front vehicle path is defined as a tangential intersection Pe in contact with the curved inner curve L _IN, the reference point A value obtained by dividing the distance De from Pv to the tangential direction intersection Pe by the vehicle speed V is calculated as the tangential direction intersection time Te. And the deceleration control which decelerates the own vehicle according to tangential direction intersection time Te is performed.
In this way, unlike the case of simply decelerating the vehicle according to the curve curvature ρ, the vehicle is decelerated by the index of the tangential direction intersection point Pe and the tangential direction intersection time Te derived by the vehicle speed V. The vehicle speed V of the vehicle can be optimized, and stability during turning can be improved.

(2) The turning control device of the present embodiment decelerates the host vehicle when the tangential direction intersection time Te is shorter than a predetermined threshold value T1.
Thus, by decelerating the host vehicle when the tangential direction intersection time Te is shorter than the threshold value T1, the vehicle speed V when entering the curve can be optimized, and the stability during turning can be improved.

(3) The turning control device of the present embodiment stops the deceleration control when the road information cannot be detected.
As described above, when road information is incomplete or road information cannot be detected, the deceleration control is stopped, so that the uncertain deceleration control does not have to be continued, and the reliability of the deceleration control can be maintained. it can.

(4) The turning control method of this embodiment detects the road information of the curve ahead of the own vehicle course, and detects the vehicle speed V of the own vehicle. Then, as a reference point Pv that predetermined for the vehicle and the point at which the tangent Lt crosses the curve outer curve L _OUT of the front vehicle path is defined as a tangential intersection Pe in contact with the curved inner curve L _IN, the reference point A value obtained by dividing the distance De from Pv to the tangential direction intersection Pe by the vehicle speed V is calculated as the tangential direction intersection time Te. And the deceleration control which decelerates the own vehicle according to tangential direction intersection time Te is performed.
In this way, unlike the case of simply decelerating the vehicle according to the curve curvature ρ, the vehicle is decelerated by the index of the tangential direction intersection point Pe and the tangential direction intersection time Te derived by the vehicle speed V. The vehicle speed V of the vehicle can be optimized, and stability during turning can be improved.

<< Second Embodiment >>
"Constitution"
In the present embodiment, the vehicle is decelerated according to the forward gaze time Tf.
The apparatus configuration is the same as that of the first embodiment described above.
Next, the turning traveling control process of this embodiment will be described.
FIG. 12 is a flowchart showing the turning traveling control process of the second embodiment.
Here, a new process of steps S201 to S203 is added between steps S102 and S103 in the first embodiment described above, and the processes of steps S103 and S107 are changed to new processes of steps S204 and S205. is there. Since the processes of other steps S101, S102, S104 to 106, and S108 are the same as those in the first embodiment described above, detailed description of common parts is omitted.

In step S201, a tangential contact point time Tt is calculated.
FIG. 13 is a diagram illustrating various indexes used in the second embodiment.
A point contact and the tangent Lt and curves inward curve L _IN define tangential contact Pt, it calculates a value obtained by dividing the vehicle speed V a distance Dt from the reference point Pv to tangentially contact Pt as tangential contact time Tt.
In the subsequent step S202, as shown below, the average of the tangential direction intersection time Te and the tangential direction contact time Tt is calculated as the tangential direction gaze time Tw.
Tw = (Te + Tt) / 2

In the subsequent step S203, a point where the extended line Lr passing through the reference point Pv and extending in the traveling direction of the host vehicle intersects the curve outer curve L _OUT is defined as a traveling direction intersection Pr, and the traveling direction intersection Pr from the reference point Pv. A value obtained by dividing the distance Dr up to the vehicle speed V is calculated as the traveling direction intersection time Tr.
In the subsequent step S204, as shown below, the average of the traveling direction intersection time Tr and the tangential direction gaze time Tw is calculated as the front gaze time Tf.
Tf = (Tw + Tr) / 2

  In a succeeding step S205, it is determined whether or not the forward gaze time Tf is shorter than a predetermined threshold T3. Here, when the determination result is Tf ≧ T3, it is determined that the risk of overspeed with respect to the curve is low, and the process returns to the predetermined main program as it is. On the other hand, when the determination result is Tf <T3, it is determined that there is an overspeed risk with respect to the curve, and the process proceeds to step S104.

In step S206, it is determined whether or not the forward gaze time Tf is shorter than a predetermined threshold T4 within a range that is smaller than the threshold T3. Here, when the determination result is Tf ≧ T4, it is determined that the risk of overspeed with respect to the curve is not so high, and the process proceeds to step S106 described above. On the other hand, when the determination result is Tf <T4, it is determined that the risk of overspeed with respect to the curve is high, and the process proceeds to step S108.
The above is the turning control process of the second embodiment.

<Action>
Next, the operation of the second embodiment will be described.
In this embodiment, the tangential contact time Tt is calculated (step S201), and the tangential gaze time Tw is calculated according to the tangential intersection time Te and the tangential contact time Tt (step S202). Then, the traveling direction intersection time Tr is calculated (step S203), and the forward gazing time Tf is calculated according to the tangential direction gazing time Tw and the traveling direction intersection time Tr (step S204). Then, the host vehicle is decelerated according to the forward gaze time Tf.
Specifically, when the forward gaze time Tf is shorter than the threshold value T3 (determination in step S205 is “Yes”), it is determined that there is an overspeed risk with respect to the curve, and the vehicle is decelerated only by engine braking, Decide whether to decelerate in combination with braking force control.

  That is, when the forward gaze time Tf is equal to or greater than the threshold value T4 (determination in step S206 is “No”), it is determined that the risk of overspeed with respect to the curve is not so high, and deceleration control is performed using only the engine brake (step S106). ). On the other hand, when the forward gaze time Tf is shorter than the threshold value T4 (determination in step S206 is “Yes”), it is determined that the risk of overspeed with respect to the curve is high, and deceleration control is performed by the combined use of engine braking and braking force control ( Step S108).

Thus, unlike simply decelerating the vehicle according to the curve curvature ρ, the vehicle is decelerated by the index of the forward gaze time Tf guided by the front gazing point Pf and the vehicle speed V, so that when the vehicle enters the curve The vehicle speed V can be optimized to improve the stability during turning.
In the present embodiment, other parts common to the first embodiment described above are assumed to have the same operational effects, and detailed description thereof is omitted.

  As described above, the process of step S201 corresponds to the “tangential contact point time calculation unit”, the process of step S202 corresponds to the “tangential direction gaze time calculation unit”, and the process of step S203 is changed to the “traveling direction intersection time calculation unit”. Correspond. Further, the process of step S204 corresponds to the “front gaze time calculation unit”, and the processes of steps S205 and S206 are included in the “deceleration control unit”.

"effect"
Next, the effect of the main part in 2nd Embodiment is described.
(1) turning control apparatus of this embodiment, defines a point contact and the tangent Lt and curves inward curve L _IN tangential contact Pt, a distance Dt from the reference point Pv to tangentially contact Pt with the vehicle speed V The value obtained by the division is calculated as the tangential contact time Tt. Further, the average of the tangential direction intersection time Te and the tangential direction contact time Tt is calculated as the tangential direction gaze time Tw. Further, a point where the extended line Lr extending through the reference point Pv and extending in the traveling direction of the host vehicle intersects the curve outer curve L _OUT is defined as a traveling direction intersection Pr, and the distance from the reference point Pv to the traveling direction intersection Pr A value obtained by dividing Dr by the vehicle speed V is calculated as a traveling direction intersection time Tr. Then, the average of the traveling direction intersection time Tr and the tangential direction gaze time Tw is calculated as the front gaze time Tf. Then, the host vehicle is decelerated when the forward gaze time Tf is shorter than a predetermined threshold T3.
Thus, unlike simply decelerating the vehicle according to the curve curvature ρ, the vehicle is decelerated by the index of the forward gaze time Tf guided by the front gazing point Pf and the vehicle speed V, so that when the vehicle enters the curve The vehicle speed V can be optimized to improve the stability during turning.

<< Third Embodiment >>
"Constitution"
In the present embodiment, when the angle α formed by the traveling direction of the host vehicle with respect to the traveling lane is larger than a predetermined threshold value α1, the deceleration control is stopped.
The apparatus configuration is the same as that of the first embodiment described above.
Next, the turning traveling control process of this embodiment will be described.
FIG. 14 is a flowchart showing the turning control process of the third embodiment.
Here, a new process in step S301 is added between steps S101 and S102 in the first embodiment described above, and the processes in other steps S101 to S108 are the same as those in the first embodiment described above. Therefore, detailed description of common parts is omitted.

In step S301, it is determined whether or not the angle α formed by the traveling direction of the host vehicle with respect to the traveling lane is greater than a predetermined threshold value α1. Here, when the determination result is α ≦ α1, it is determined that the host vehicle is traveling substantially along the traveling lane and is traveling along the curve ahead of the host vehicle course, and the process proceeds to step S102. On the other hand, when the determination result is α> 1, it is determined that the host vehicle is about to leave the travel lane and does not travel along the curve ahead of the host vehicle course, and the process returns to the predetermined main program as it is.
FIG. 15 is a diagram illustrating the angle α.
The above is the turning control process of the third embodiment.

<Action>
Next, the operation of the third embodiment will be described.
In the present embodiment, when the angle α formed by the traveling direction of the host vehicle with respect to the traveling lane is larger than a predetermined threshold α1 (determination in Step S301 is “No”), the deceleration control is stopped. Thus, in the situation where the host vehicle is about to leave the traveling lane, the deceleration control according to the tangential direction intersection time Te is not necessary, so this deceleration control is stopped. On the other hand, when the angle α formed by the traveling direction of the host vehicle with respect to the traveling lane is equal to or smaller than a predetermined threshold α1 (determination in step S301 is “Yes”), deceleration control is continued. Thus, in a situation where the driver is going to travel along the curve, the deceleration control according to the tangential direction intersection time Te is useful, and therefore this deceleration control is executed. Therefore, deceleration control according to the driver's intention can be realized.
In the present embodiment, other parts common to the first embodiment described above are assumed to have the same operational effects, and detailed description thereof is omitted.
As described above, the processing in step S301 is included in the “deceleration control unit”.

"effect"
Next, the effect of the main part in 3rd Embodiment is described.
(1) The turning control device of the present embodiment stops the deceleration control when the angle α formed by the traveling direction of the host vehicle with respect to the traveling lane is larger than a predetermined threshold value α1.
Thus, in a situation where the host vehicle is about to leave the driving lane, the deceleration control according to the driver's intention can be realized by stopping the deceleration control.

<< 4th Embodiment >>
"Constitution"
In the present embodiment, when the angle α formed by the traveling direction of the host vehicle with respect to the traveling lane is larger than a predetermined threshold α1, the host vehicle is decelerated according to the traveling direction intersection time Tr.
The apparatus configuration is the same as that of the first embodiment described above.
Next, the turning traveling control process of this embodiment will be described.
FIG. 16 is a flowchart showing the turning control process of the fourth embodiment.
Here, in the third embodiment described above, new processes in steps S401 to S405 are added until the determination in step S301 is “No” and the process returns to the predetermined main program. Since the processes of other steps S101 to S108 and S301 are the same as those in the third embodiment described above, a detailed description of common parts is omitted.

In step S401, a point where the extended line Lr passing through the reference point Pv and extending in the traveling direction of the host vehicle intersects the curve outer curve L _OUT is defined as a traveling direction intersection Pr, and from the reference point Pv to the traveling direction intersection Pr. A value obtained by dividing the distance Dr by the vehicle speed V is calculated as the traveling direction intersection time Tr.
In step S402, it is determined whether or not the traveling direction intersection time Tr is shorter than a predetermined threshold T5. Here, when the determination result is Tr ≧ T5, it is determined that the risk of overspeed with respect to the curve is low, and the process directly returns to the predetermined main program. On the other hand, when the determination result is Tr <T5, it is determined that there is an overspeed risk for the curve, and the process proceeds to step S403.

  In step S403, it is determined whether or not the traveling direction intersection time Tr is shorter than a predetermined threshold T6 within a range smaller than the threshold T5. Here, when the determination result is Tr ≧ T6, it is determined that the risk of overspeed with respect to the curve is not so high, and the process proceeds to step S404. On the other hand, when the determination result is Tr <T6, it is determined that the risk of overspeed with respect to the curve is high, and the process proceeds to step S405.

In step S404, for example, a driving command for decelerating the vehicle by engine braking is output to the driving force control device 20, for example, the driving force is turned off (0), and then the process returns to the predetermined main program.
In step S405, for example, a driving command for decelerating the vehicle by engine braking is output to the driving force control device 20, for example, the driving force is turned off (0), and a driving command for increasing the braking force is output to the brake control device 50. After that, the program returns to a predetermined main program.
The above is the turning control process of the fourth embodiment.

<Action>
Next, the operation of the fourth embodiment will be described.
In the present embodiment, when the angle α formed by the traveling direction of the host vehicle with respect to the traveling lane is larger than a predetermined threshold value α1 (determination in Step S301 is “No”), the traveling direction intersection point is used instead of the tangential direction intersection time Te. Deceleration control is performed using the time Tr. That is, the traveling direction intersection time Tr is calculated (step S401), and the host vehicle is decelerated according to the traveling direction intersection time Tr.
Specifically, when the traveling direction intersection time Tr is shorter than the threshold value T5 (the determination in step S402 is “Yes”), it is determined that there is a risk of overspeed with respect to the curve, and the vehicle is decelerated only by engine braking or engine braking. And whether to decelerate by the combined use of braking force control.

  That is, when the traveling direction intersection time Tr is equal to or greater than the threshold value T6 (the determination in step S403 is “No”), it is determined that the risk of overspeed with respect to the curve is not so high, and deceleration control is performed using only the engine brake (step). S404). On the other hand, when the traveling direction intersection time Tr is shorter than the threshold T6 ("Yes" in step S403), it is determined that the risk of overspeed with respect to the curve is high, and deceleration control is performed by using engine brake and braking force control in combination. (Step S405).

As described above, when the vehicle is decelerated by the indicator of the traveling direction intersection time Tr derived from the traveling direction intersection Pr and the vehicle speed V, unlike the case of simply decelerating the vehicle according to the curve curvature ρ, when entering the curve The vehicle speed V of the vehicle can be optimized, and stability during turning can be improved.
In the present embodiment, other parts common to the third embodiment described above are assumed to have the same effects, and detailed description thereof is omitted.
As described above, the process of step S401 corresponds to the “traveling direction intersection time calculation unit”, and the processes of steps S402 to S405 are included in the “deceleration control unit”.

"effect"
Next, the effect of the principal part in 4th Embodiment is described.
(1) The turning control device of the present embodiment defines a point where the extension line Lr passing through the reference point Pv and extending in the traveling direction of the host vehicle intersects the curve outer curve L _OUT as a traveling direction intersection Pr, A value obtained by dividing the distance Dr from the reference point Pv to the traveling direction intersection Pr by the vehicle speed V is calculated as the traveling direction intersection time Tr. When the angle α formed by the traveling direction of the host vehicle with respect to the traveling lane is larger than the predetermined threshold value α1, the host vehicle is decelerated when the traveling direction intersection time Tr is shorter than the predetermined threshold value T5.
As described above, when the vehicle is decelerated by the indicator of the traveling direction intersection time Tr derived from the traveling direction intersection Pr and the vehicle speed V, unlike the case of simply decelerating the vehicle according to the curve curvature ρ, when entering the curve The vehicle speed V of the vehicle can be optimized, and stability during turning can be improved.

<< 5th Embodiment >>
"Constitution"
In the present embodiment, the traveling direction intersection time Tr is stored as a travel history in association with the current position, passes through the reference point Pv, and is tangential from a predetermined angle range β centered on the traveling direction of the host vehicle. When the intersection Pe is off, the host vehicle is decelerated according to the stored travel history.
The apparatus configuration is the same as that of the first embodiment described above.
Next, the turning traveling control process of this embodiment will be described.
FIG. 17 is a flowchart showing the turning control process of the fifth embodiment.
Here, new steps S501 to S506 are added between steps S102 and S103 in the first embodiment described above. Since the processing of other steps S101 to S108 is the same as that of the first embodiment described above, detailed description of common portions is omitted.

In step S501, a point where the extended line Lr passing through the reference point Pv and extending in the traveling direction of the host vehicle intersects the curve outer curve L _OUT is defined as a traveling direction intersection Pr, and from the reference point Pv to the traveling direction intersection Pr. A value obtained by dividing the distance Dr by the vehicle speed V is calculated as the traveling direction intersection time Tr.
In subsequent step S502, it is determined whether or not an angle α formed by the traveling direction of the host vehicle with respect to the traveling lane is larger than a predetermined threshold value α1. Here, when the determination result is α ≦ α1, it is determined that the host vehicle is traveling substantially along the traveling lane, and the traveling direction intersection Pr and the traveling direction intersection time Tr can be stored as a traveling history, and the process proceeds to step S503. Transition. On the other hand, when the determination result is α> 1, it is determined that the host vehicle is about to leave the traveling lane, and the traveling direction intersection Pr and the traveling direction intersection time Tr cannot be stored as the traveling history, and the process directly proceeds to step S504.

In subsequent step S503, the traveling direction improvement Pr and the traveling direction intersection time Tr are stored as a travel history in association with the current position detected by the navigation system 12.
In the subsequent step S504, it is determined whether or not the current tangential direction intersection point Pe is out of a predetermined angle range β that passes through the reference point Pv and is centered on the traveling direction of the host vehicle. Here, when the tangential intersection Pe is within the angle range β, it is determined that the vehicle passing position (line-drawing) is not on the outside of the turn (not inflated), and the process proceeds to step S103. On the other hand, when the tangential direction intersection Pe is out of the angle range β, it is determined that the vehicle passing position (line taking) is closer to the outside of the turn (swells), and the process proceeds to step S505.

In step S505, the traveling history is referred to according to the current position of the host vehicle, and the traveling direction intersection Pr _(z) is included in the angle range β in the traveling direction intersection time Tr _(z) stored as the traveling history. The longest traveling direction intersection time Tr is selected.
FIG. 18 is a diagram illustrating the selection of the traveling direction intersection time Tr.
In subsequent step S506, the selected traveling direction intersection time Tr is set as a new tangential direction intersection time Te, and then the process proceeds to step S103.
The above is the turning control process of the fifth embodiment.

<Action>
Next, the operation of the fifth embodiment will be described.
In the present embodiment, when the angle α formed by the traveling direction of the host vehicle with respect to the travel lane is equal to or less than a predetermined threshold α1 (the determination in step S502 is “Yes”),
When the angle α formed by the traveling direction of the host vehicle with respect to the traveling lane is larger than a predetermined threshold value α1 (determination in Step S301 is “No”), the traveling direction improvement Pr and the traveling direction intersection time are associated with the current position. Tr is stored in advance as a travel history (step S503).

  When the current tangential direction intersection point Pe deviates from a predetermined angle range β centered on the traveling direction of the host vehicle passing through the reference point Pv (determination in step S504 is “No”), the vehicle travel position It is determined that (line taking) is closer to the outside of the turn. In such a scene, there is a possibility that the deceleration control according to the tangential direction intersection time Te may not coincide with the driver's feeling. In this case, the travel history is referred to according to the current position, and the angle range β The longest traveling direction intersection time Tr including the traveling direction intersection Pr is set as a new tangential direction intersection time Te (steps S505 and S506).

As a result, in a situation where the vehicle is going to travel along a curve while bulging outward from the turn, the deceleration direction control time stored in the travel history is used instead of stopping the deceleration control as in the third embodiment described above. Then, by decelerating the host vehicle, it is possible to realize deceleration control according to the driver's intention. In this embodiment, the same operation and effect are applied to the other parts common to the first embodiment described above. The detailed description is omitted.
As described above, the process of step S501 corresponds to the “traveling direction intersection time calculation unit”, the processes of steps S502 and S503 correspond to the “travel history storage unit”, and the processes of steps S504 to S506 are included in the “deceleration control unit”. It is.

"effect"
Next, the effect of the principal part in 5th Embodiment is described.
(1) The turning control device of the present embodiment defines a point where the extension line Lr passing through the reference point Pv and extending in the traveling direction of the host vehicle intersects the curve outer curve L _OUT as a traveling direction intersection Pr, A value obtained by dividing the distance Dr from the reference point Pv to the traveling direction intersection Pr by the vehicle speed V is calculated as the traveling direction intersection time Tr. Then, the current position detected by the navigation system 12, the traveling direction intersection Pr, and the traveling direction intersection time Tr are stored as a travel history. When the tangential direction intersection Pe passes through the reference point Pv and deviates from a predetermined angle range β centered on the traveling direction of the host vehicle, the traveling history is referred to according to the current position detected by the navigation system 12. Of the traveling direction intersection times Tr stored as the travel history, the longest traveling direction intersection time Tr that includes the traveling direction intersection Pr within the angle range β is used as the tangential direction intersection time Te.
As described above, in a situation where the vehicle is traveling along a curve while inflating to the outside of the turn, the deceleration control is not stopped but the own vehicle is decelerated using the traveling direction intersection time Tr stored as the travel history instead. Thus, deceleration control according to the driver's intention can be realized.

(2) The turning travel control device of the present embodiment stops storing the travel history when the angle α formed by the traveling direction of the host vehicle with respect to the travel lane is greater than a predetermined threshold value α1.
Thus, in the situation where the host vehicle is about to leave the travel lane, the travel history is stopped, and only the traveling direction intersection time Tr that can be used instead of the tangential direction intersection time Te is stored as the travel history. be able to. Therefore, also when the host vehicle is decelerated using the traveling direction intersection time Tr stored as the travel history, deceleration control according to the driver's intention can be realized.

<< 6th Embodiment >>
"Constitution"
In this embodiment, the deceleration start position and the deceleration operation amount when the driver performs a deceleration operation are stored as a travel history, and the deceleration timing and the deceleration control amount when performing the deceleration control according to the travel history. Is something that changes.
The apparatus configuration is the same as that of the first embodiment described above.
Next, the turning traveling control process of this embodiment will be described.
FIG. 19 is a flowchart showing the turning control process of the sixth embodiment.
Here, a new process of steps S601 to S603 is added between steps S101 and S102 in the first embodiment described above, and step S108 is changed to a new process of step S604. Since the processing of other steps S101 to S107 is the same as that of the first embodiment described above, detailed description of the common parts is omitted.

In step S601, it is determined whether or not the driver has started a deceleration operation. This deceleration operation refers to releasing the accelerator pedal, stepping on the brake pedal, switching the transmission gear ratio to the deceleration side, and the like. Here, when a driver | operator starts deceleration operation, it transfers to step S602. On the other hand, when the driver has not started the deceleration operation, the process proceeds to step S603 as it is.
In step S602, the deceleration start position that is the current position detected by the navigation system 12 when the driver starts the deceleration operation and the deceleration operation amount at that time are stored as a travel history.

  In subsequent step S603, referring to the travel history according to the current position, thresholds T1 and T2 are set according to the deceleration start position at which the driver started the deceleration operation. That is, if the mode value of the deceleration start position histogram is still ahead (forward), the threshold values T1 and T2 are corrected to decrease so that the intervention timing of the deceleration control is delayed. Further, if the mode value of the histogram of the deceleration start position has already passed, the threshold values T1 and T2 are increased and corrected so that the timing of the deceleration control is advanced.

In step S604, for example, a driving command for decelerating the vehicle by engine braking is output to the driving force control device 20 such as turning the driving force off (0), and a driving command for increasing the braking force is output to the brake control device 50. After that, the program returns to a predetermined main program. At this time, the travel history is referred to according to the current position, and the target braking force Fb is set according to the mode value of the deceleration operation amount histogram.
The above is the turning control process of the sixth embodiment.

<Action>
Next, the operation of the sixth embodiment will be described.
In this embodiment, when the driver's brake operation is started (the determination in step S601 is “Yes”), the deceleration start position and the deceleration operation amount at that time are stored in advance as a travel history (step S602). ). Thereafter, the travel history is referred to according to the current position detected by the navigation system 12, and threshold values T1 and T2 are set according to the deceleration start position where the driver started the deceleration operation (step S603). Thereby, the intervention timing of the deceleration control can be adjusted so as to approach the deceleration timing of the driver when passing the same curve in the past. In other words, the driver's characteristics are reflected in the deceleration control, and the deceleration control adapted to the individual can be realized.

Also, when performing deceleration control, the travel history is referred to according to the current position, and the target braking force Fb is set according to the mode value of the deceleration operation amount histogram (step S604). As a result, the deceleration control amount can be adjusted so as to approach the deceleration due to the driver's deceleration operation when passing the same curve in the past. In other words, the driver's characteristics are reflected in the deceleration control, and the deceleration control adapted to the individual can be realized.
In the present embodiment, other parts common to the first embodiment described above are assumed to have the same operational effects, and detailed description thereof is omitted.
As described above, the processes in steps S601 and S602 correspond to the “travel history storage unit”, and the processes in steps S603 and S604 are included in the “deceleration control unit”.

"effect"
Next, the effect of the principal part in 6th Embodiment is described.
(1) The turning travel control device of the present embodiment stores a deceleration start position, which is a current position detected by the navigation system 12 when the driver starts a deceleration operation, as a travel history. Then, the travel history is referred to according to the current position detected by the navigation system 12, and at least one of the threshold values T1 and T2 is changed according to the deceleration start position stored as the travel history.
As described above, by changing at least one of the threshold values T1 and T2 according to the deceleration start position stored as the travel history, the characteristics of the driver are reflected in the deceleration control, and the deceleration control suitable for the individual is realized. be able to.

(2) The turning control device of the present embodiment stores the deceleration operation amount at the current position detected by the navigation system 12 when the driver performs a deceleration operation as a travel history. Then, the travel history is referred to according to the current position detected by the navigation system 12, and the host vehicle is decelerated according to the deceleration operation amount stored as the travel history.
Thus, by decelerating the own vehicle according to the deceleration operation amount stored as the travel history, the driver's characteristics are reflected in the deceleration control, and the deceleration control suitable for the individual can be realized.

<< 7th Embodiment >>
"Constitution"
In the present embodiment, the timing at which the vehicle is decelerated and the deceleration control amount are changed according to various parameters such as the curve curvature ρ, the road width W, the vehicle speed V, the road surface gradient θ, and the road surface friction coefficient μ.
The apparatus configuration is the same as that of the first embodiment described above.
The turning control process is the same as that of the first embodiment described above except that the intervention timing of deceleration control and the deceleration control amount are corrected, and thus detailed description thereof is omitted.

Next, the intervention timing of deceleration control and the deceleration control amount in this embodiment will be described.
FIG. 20 is a table showing the deceleration control contents of the seventh embodiment.
Here, the timing at which the vehicle is decelerated and the deceleration control amount are changed according to various parameters such as the curve curvature ρ, the road width W, the vehicle speed V, the road surface gradient θ, and the road surface friction coefficient μ.
First, as the curve curvature ρ increases, at least one of the threshold values T1 and T2 is increased and corrected, the intervention timing of the deceleration control is advanced, and the deceleration control amount is increased and corrected. The curve curvature ρ is calculated based on at least one of the image data captured by the front camera 11, the current position acquired by the navigation system 12, and the road information thereof.

Further, as the road width W is narrower, at least one of the threshold values T1 and T2 is increased and corrected, the intervention timing of deceleration control is advanced, and the deceleration control amount is increased and corrected. The road width W is calculated based on at least one of the image data captured by the front camera 11, the current position acquired by the navigation system 12, and the road information.
Further, as the vehicle speed V is higher, at least one of the threshold values T1 and T2 is increased and corrected, the intervention timing of the deceleration control is advanced, and the deceleration control amount is increased and corrected. The vehicle speed V is detected by the vehicle speed sensor 16.

Further, as the road surface gradient θ increases in the downward direction, at least one of the threshold values T1 and T2 is increased and corrected, the deceleration control intervention timing is advanced, and the deceleration control amount is increased and corrected. The road surface gradient θ is calculated according to the front-rear distribution of the wheel load sensor 18 and the acceleration / deceleration in the vehicle front-rear direction detected by the six-axis motion sensor 15.
Further, as the road surface friction coefficient μ is lower, at least one of the threshold values T1 and T2 is increased and corrected, the intervention timing of the deceleration control is advanced, and the deceleration control amount is decreased and corrected. The road surface friction coefficient μ is calculated based on, for example, the vehicle speed V, the yaw rate γ, and the lateral acceleration Yg. Further, the road surface friction coefficient μ may be estimated according to the relationship between the braking / driving force of each wheel and the slip ratio, and if the road surface friction coefficient μ is available from the infrastructure, it may be used.
The above is the control content of the seventh embodiment.

<Action>
Next, the operation of the seventh embodiment will be described.
The optimum values of the deceleration control intervention timing and the deceleration control amount vary depending on the driving scene. Therefore, in the present embodiment, the intervention timing of the deceleration control and the deceleration control amount are changed according to various parameters.
First, as the curve curvature ρ increases, the risk of overspeed with respect to the curve increases, so the intervention timing of the deceleration control is advanced or the deceleration control amount is increased. As a result, the vehicle speed V when entering the curve can be optimized, and the stability during turning can be improved.

Further, the narrower the road width W, the higher the risk of overspeed with respect to the curve. Therefore, the intervention timing of the deceleration control is advanced or the deceleration control amount is increased. As a result, the vehicle speed V when entering the curve can be optimized, and the stability during turning can be improved.
Further, the higher the vehicle speed V, the higher the risk of overspeed with respect to the curve. Therefore, the intervention timing of the deceleration control is advanced or the deceleration control amount is increased. As a result, the vehicle speed V when entering the curve can be optimized, and the stability during turning can be improved.

Further, as the road surface gradient θ increases in the downward direction, the risk of overspeed with respect to the curve increases. Therefore, the intervention timing of the deceleration control is advanced or the deceleration control amount is increased. As a result, the vehicle speed V when entering the curve can be optimized, and the stability during turning can be improved.
Further, since the risk of overspeed with respect to the curve increases as the road surface friction coefficient μ decreases, the intervention timing of the deceleration control is advanced or the deceleration control amount is reduced. As a result, the vehicle speed V when entering the curve can be optimized, and the stability during turning can be improved.
In the present embodiment, other parts common to the first embodiment described above are assumed to have the same operational effects, and detailed description thereof is omitted.

"effect"
Next, the effect of the principal part in 7th Embodiment is described.
(1) The turning control device of the present embodiment performs at least one of increasing correction of the threshold values T1 and T2 and increasing correction of the deceleration control amount as the curve curvature ρ increases.
As a result, the vehicle speed V when entering the curve can be optimized, and the stability during turning can be improved.

(2) The turning control device of the present embodiment performs at least one of increasing correction of the threshold values T1 and T2 and increasing correction of the deceleration control amount as the road width W is narrower.
As a result, the vehicle speed V when entering the curve can be optimized, and the stability during turning can be improved.
(3) The turning control device of the present embodiment performs at least one of increasing correction of the threshold values T1 and T2 and increasing correction of the deceleration control amount as the vehicle speed V increases.
As a result, the vehicle speed V when entering the curve can be optimized, and the stability during turning can be improved.

(4) The turning control device of the present embodiment performs at least one of increasing the threshold values T1 and T2 and increasing the deceleration control amount as the road surface gradient θ increases in the downward direction.
As a result, the vehicle speed V when entering the curve can be optimized, and the stability during turning can be improved.
(5) The turning control device according to the present embodiment performs at least one of increasing correction of the threshold values T1 and T2 and decreasing correction of the deceleration control amount as the road surface friction coefficient μ is lower.
As a result, the vehicle speed V when entering the curve can be optimized, and the stability during turning can be improved.

<< Eighth Embodiment >>
"Constitution"
In the present embodiment, when the vehicle is decelerated according to the tangential direction intersection time Te, cooperative control is executed by the cruise control device, the lane keeping device, and the active suspension device.
FIG. 21 is a schematic configuration diagram illustrating a turning travel control device according to an eighth embodiment.
Here, a cruise control device 81, a lane keeping device 82, and an active suspension device 83 are newly added, and other device configurations are the same as those in the first embodiment described above.

The cruise control device 81 executes control to maintain the host vehicle speed V at a preset vehicle speed Vs, the lane keeping device 82 executes control to suppress a tendency to deviate from the traveling lane, and the active suspension device 83 Control at least one of the spring constant and the damping force of the front and rear wheels.
The turning control process is the same as that of the first embodiment described above except that the intervention timing of deceleration control and the deceleration control amount are corrected, and thus detailed description thereof is omitted.

Next, cooperative control executed by the cruise control device 81, the lane keeping device 82, and the active suspension device 83 will be described.
First, the cruise control device 81 stops its cruise control function when the host vehicle is decelerated according to the tangential direction intersection time Te.
In the lane keeping device 82, when the host vehicle is a front-wheel drive vehicle (FF vehicle) and tends to deviate to the outside of the turn, when the host vehicle decelerates according to the tangential direction intersection time Te, Suppress lane keeping device.
In the active suspension device 83, when the host vehicle is decelerated in accordance with the tangential direction intersection time Te, at least one of the spring constant and the damping force of the front wheel is made larger than that of the rear wheel.
The above is the contents of the cooperative control executed by the cruise control device 81, the lane keeping device 82, and the active suspension device 83.

<Action>
Next, the operation of the eighth embodiment will be described.
First, the cruise control device 81 executes control for maintaining the host vehicle speed V at a predetermined set vehicle speed Vs. Therefore, when the host vehicle is decelerated by the turning travel control process, a dredging occurs. Therefore, when the host vehicle is decelerated by the turning control process, the cruise control function is stopped. As a result, no wrinkle occurs between the deceleration control according to the tangential direction intersection time Te and the cruise control device 81.

  The lane keeping device 82 executes control for suppressing a tendency to deviate from the traveling lane. For example, when there is a tendency to deviate to the outside of the turn, a yaw moment to the inside of the turn is applied. By the way, when the host vehicle is decelerated, the front wheel cornering force increases due to the load movement to the front wheel side, so that it tends to be oversteered, which is particularly noticeable in the case of a front wheel drive vehicle (FF vehicle). Therefore, when the host vehicle is decelerated by the turning travel control process, the lane keeping function is suppressed when the host vehicle is a front wheel drive vehicle (FF vehicle) and tends to deviate to the outside of the turn. Thereby, an oversteer tendency can be suppressed and the vehicle behavior during turning can be made less disturbed.

The active suspension device 83 controls at least one of the spring constant and the damping force of the front and rear wheels. By the way, when the host vehicle is decelerated, a change in the posture of the vehicle body due to the load movement toward the front wheels, that is, a nose dive in which the front portion of the vehicle body sinks compared to the rear portion of the vehicle body. Therefore, when the host vehicle is decelerated by the turning process, at least one of the spring constant and damping force of the front wheels is made larger than the rear wheels by suspension control. As a result, it is possible to suppress changes in the posture of the vehicle body and to suppress the ride comfort during turning.
In the present embodiment, other parts common to the first embodiment described above are assumed to have the same operational effects, and detailed description thereof is omitted.

"effect"
Next, the effect of the main part in the eighth embodiment will be described.
(1) The turning control device of the present embodiment includes a cruise control device that maintains the host vehicle speed V at a predetermined vehicle speed Vs. In this cruise control device, the host vehicle is decelerated according to the tangential direction intersection time Te. When doing so, stop your cruise control function.
As a result, no wrinkle occurs between the deceleration control according to the tangential direction intersection time Te and the cruise control device 81.

(2) The turning travel control device of the present embodiment includes a lane keeping device that suppresses a tendency to deviate from the traveling lane. In this lane keeping device, the host vehicle is a front wheel drive vehicle (FF vehicle), and the vehicle turns outward. When the vehicle is decelerated according to the tangential intersection time Te, the lane keeping device is suppressed.
Thereby, an oversteer tendency can be suppressed and the vehicle behavior during turning can be made less disturbed.

(3) The turning control device of this embodiment includes an active suspension device that controls at least one of the spring constant and the damping force of the front and rear wheels. In this active suspension device, the host vehicle is driven according to the tangential direction intersection time Te. When decelerating, at least one of the spring constant and damping force of the front wheel is made larger than that of the rear wheel.
As a result, it is possible to suppress changes in the posture of the vehicle body and to suppress the ride comfort during turning.

  Although the present invention has been described with reference to a limited number of embodiments, the scope of rights is not limited thereto, and modifications of the embodiments based on the above disclosure are obvious to those skilled in the art. Moreover, each embodiment can be adopted in any combination.

DESCRIPTION OF SYMBOLS 11 Front camera 12 Navigation system 13 Accelerator sensor 14 Brake stroke sensor 15 Axis motion sensor 16 Vehicle speed sensor 17 Steering angle sensor 18 Wheel load sensor 19 Controller 20 Driving force control device 21 Intake line 22 Throttle shaft 23 Throttle valve 24 Reducer 25 Throttle Motor 26 Accelerator sensor 27 Accelerator pedal 28 Engine controller 29 Throttle sensor 50 Brake controller 51 Brake actuator 52 Master cylinder 53FL-53RR Wheel cylinder 54 Brake controller 60 Brake controller 61A / 61B Gate valve 62FL-62RR Inlet valve 63 Accumulator 64FL- 64RR Outlet valve 65A / 65B Gate valve 66 Pump 6 7 Damper chamber 81 Cruise control device 82 Lane keeping device 83 Active suspension device

Claims (19)

A road information detection unit that detects road information of a curve in front of the own vehicle path;
A vehicle speed detector for detecting the vehicle speed of the host vehicle;
The road information detected by the road information detection unit is defined as a tangential direction intersection where a tangent line passing through a predetermined reference point of the host vehicle and tangent to the curve inner curve intersects the curve outer curve ahead of the host vehicle course, And based on the vehicle speed detected by the vehicle speed detection means, a tangential intersection time calculation unit that calculates a value obtained by dividing the distance from the reference point to the tangential intersection by the vehicle speed as a tangential intersection time;
A turning control device, comprising: a deceleration control unit that performs deceleration control for decelerating the host vehicle according to the tangential direction intersection time calculated by the tangential direction intersection time calculation unit. The deceleration control unit
2. The turning travel according to claim 1, wherein the host vehicle is decelerated when the tangential direction intersection time calculated by the tangential direction intersection time calculation unit is shorter than a predetermined threshold for the tangential direction intersection time. Control device. A point where the tangent line and the curve inner curve contact is defined as a tangential contact point, and the tangential contact point from the reference point based on the road information detected by the road information detection unit and the vehicle speed detected by the vehicle speed detection means. A tangential contact time calculation unit that calculates a value obtained by dividing the distance to the vehicle speed as a tangential contact time;
A tangential direction gaze time calculation unit that calculates the tangential direction intersection time calculated by the tangential direction intersection time calculation unit and the average of the tangential direction contact time calculated by the tangential direction contact time calculation unit as a tangential direction gaze time;
A point where an extension line extending through the reference point and extending in the traveling direction of the host vehicle intersects a curve outer curve is defined as a traveling direction intersection, road information detected by the road information detecting unit, and vehicle speed detecting means Based on the detected vehicle speed, a traveling direction intersection time calculation unit that calculates a value obtained by dividing the distance from the reference point to the traveling direction intersection by the vehicle speed as a traveling direction intersection time;
A forward gaze time calculation unit that calculates the advancing direction intersection time calculated by the advancing direction intersection time calculation unit and the average of the tangential direction gaze time calculated by the tangential direction gaze time calculation unit as a front gaze time;
The deceleration control unit
2. The turning travel control device according to claim 1, wherein the host vehicle is decelerated when the forward gaze time calculated by the front gaze time calculation unit is shorter than a predetermined threshold for the front gaze time. The deceleration control unit
The turning travel control device according to any one of claims 1 to 3, wherein the deceleration control is stopped when an angle formed by a traveling direction of the host vehicle with respect to a travel lane is greater than a predetermined threshold value. . A point where an extension line extending through the reference point and extending in the traveling direction of the host vehicle intersects a curve outer curve is defined as a traveling direction intersection, road information detected by the road information detecting unit, and vehicle speed detecting means Based on the detected vehicle speed, a traveling direction intersection time calculating unit that calculates a value obtained by dividing the distance from the reference point to the traveling direction intersection by the vehicle speed as a traveling direction intersection time,
The deceleration control unit
When the angle formed by the traveling direction of the host vehicle with respect to the traveling lane is larger than a predetermined threshold value, the traveling direction intersection time calculated by the traveling direction intersection time calculating unit is larger than a predetermined threshold value for the traveling direction intersection time. The turning travel control device according to any one of claims 1 to 3, wherein when the vehicle is short, the host vehicle is decelerated. A point where an extension line extending through the reference point and extending in the traveling direction of the host vehicle intersects a curve outer curve is defined as a traveling direction intersection, road information detected by the road information detecting unit, and vehicle speed detecting means Based on the detected vehicle speed, a traveling direction intersection time calculation unit that calculates a value obtained by dividing the distance from the reference point to the traveling direction intersection by the vehicle speed as a traveling direction intersection time;
A current position detector for detecting the current position of the host vehicle;
A travel history storage unit that stores the current position detected by the current position detection unit, the travel direction intersection time calculated by the travel direction intersection time calculation unit, and the travel direction intersection time as a travel history;
The deceleration control unit
When the intersection point in the tangential direction passes through the reference point and deviates from a predetermined angle range centered on the traveling direction of the host vehicle, the travel history storage unit according to the current position detected by the current position detection unit The travel direction intersection time stored in the angle range is referred to as the travel direction intersection time stored in the angle range as the travel direction intersection time. The turning travel control device according to any one of claims 1 to 5, wherein the turning travel control device is used as a substitute. A current position detector for detecting the current position of the host vehicle;
A travel history part that stores a deceleration start position that is the current position detected by the current position detection unit when the driver starts a deceleration operation, as a travel history, and
The deceleration control unit
Referring to the travel history stored in the travel history storage unit according to the current position detected by the current position detection unit, the threshold for the tangential direction intersection time according to the deceleration start position stored as the travel history The turning control device according to any one of claims 2 to 6, wherein the turning travel control device is changed. A current position detector for detecting the current position of the host vehicle;
A travel history storage unit that stores a deceleration operation amount at the current position detected by the current position detection unit when the driver performs a deceleration operation as a travel history;
The deceleration control unit
Referring to the travel history stored in the travel history storage unit according to the current position detected by the current position detection unit, and decelerating the host vehicle according to the deceleration operation amount stored as the travel history. The turning travel control device according to any one of claims 1 to 7. The travel history storage unit
The turning traveling according to any one of claims 6 to 8, wherein when the angle formed by the traveling direction of the host vehicle with respect to the traveling lane is larger than a predetermined threshold value, the storage of the traveling history is stopped. Control device. The deceleration control unit
The turning control device according to any one of claims 1 to 9, wherein when the road information cannot be detected by the road information detection unit, the deceleration control is stopped. The road information detection unit
Detect the curve curvature in front of the vehicle
The deceleration control unit
The curve curve detected by the road information detection unit is increased, and at least one of increasing correction of the threshold for the tangential direction intersection time and increasing correction of the deceleration control amount is performed. Item 11. A turning control device according to any one of Items 1 to 10. The road information detection unit
Detects the road width in front of the vehicle
The deceleration control unit
The narrower the road width detected by the road information detection unit, at least one of correcting the increase in the threshold for the tangential direction intersection time and increasing the deceleration control amount is performed. Item 12. A turning control device according to any one of Items 1 to 11. The deceleration control unit
The vehicle speed detection unit performs at least one of increasing correction of the threshold for the tangential direction intersection time and increasing correction of the deceleration control amount as the vehicle speed detected by the vehicle speed detection unit is higher. The turning travel control device according to any one of? The road information detection unit
As road information of the curve in front of the host vehicle, the road surface gradient is detected,
The deceleration control unit
As the road gradient detected by the road information detection unit increases in the downward direction, at least one of increasing the threshold for the tangential direction intersection time and increasing the deceleration control amount is performed. The turning control device according to any one of claims 1 to 13. A friction coefficient acquisition unit for acquiring a road surface friction coefficient is provided,
The deceleration control unit
As the road surface friction coefficient acquired by the friction coefficient acquisition unit is lower, at least one of performing an increase correction of the threshold for the tangential direction intersection time and a decrease correction of the deceleration control amount is performed. The turning travel control device according to any one of claims 1 to 14. A vehicle speed control unit that maintains the vehicle speed at a preset vehicle speed by vehicle speed control,
The vehicle speed control unit
The turning travel control device according to any one of claims 1 to 15, wherein the vehicle speed control is stopped when the deceleration control unit decelerates the host vehicle. A lane keeping control unit that suppresses the tendency to deviate from the traveling lane by lane keeping control,
The lane keeping control unit is
The lane keeping control is suppressed when the deceleration control unit decelerates the host vehicle when the host vehicle is a front-wheel drive vehicle and tends to deviate to the outside of the turn. The turning travel control device according to any one of the above. A suspension control unit that controls at least one of the spring constant and damping force of the front and rear wheels by suspension control,
The suspension controller is
The turning travel according to any one of claims 1 to 17, wherein when the deceleration control unit decelerates the host vehicle, at least one of a spring constant and a damping force of a front wheel is made larger than a rear wheel. Control device. Detect the road information of the curve in front of the own vehicle course,
Detect the speed of your vehicle,
A point where a tangent line passing through a predetermined reference point of the host vehicle and tangent to the curve inner curve intersects the curve outer curve ahead of the host vehicle course is defined as a tangential direction intersection, and based on the road information and the vehicle speed, A value obtained by dividing the distance from the reference point to the tangential intersection by the vehicle speed is calculated as the tangential intersection time,
A turning control method, comprising: performing deceleration control for decelerating the host vehicle according to the tangential direction intersection time.

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