WO2015083198A1 - Vehicular turning travel control device, vehicular turning travel control method - Google Patents

Abstract

In view of a turning performance limit that varies depending on travel conditions, more appropriate travel control is implemented. A vehicle speed (V) and a turning radius (R) of a vehicle are detected, and the vehicle is decelerated when the vehicle speed (V) and the turning radius (R) exceed predetermined deceleration start threshold values (Vs, Rs). A steering angle (δ) and the vehicle speed (V) of the vehicle are detected, a normal lateral acceleration (Gy_S) expected to be generated in the vehicle is calculated in accordance with the steering angle (δ) and the vehicle speed (V), and an actual lateral acceleration (Gy_R) being actually generated in the vehicle is detected. Then, the degree of proximity of the actual lateral acceleration (Gy_R) with respect to the normal lateral acceleration (Gy_S) is determined. As the degree of proximity decreases, the deceleration start threshold values (Vs, Rs) are set such that deceleration of the vehicle is more readily started, or the deceleration when decelerating the vehicle is increased.

Description

Vehicle turning control device and vehicle turning control method

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

In the prior art described in Patent Document 1, the host vehicle is decelerated so that the vehicle speed and the turning radius of the host vehicle do not exceed the limits of the turning performance at which the host vehicle can stably turn, thereby achieving stable turning traveling. Yes.

Patent Gazette No. 2600876

The limit of the turning performance changes depending on the running conditions such as the road surface condition and the tire performance. For example, the turning performance limit tends to decrease when the paved road surface is wet compared to the dry state. Therefore, if the vehicle is controlled to decelerate without taking into account the driving conditions such as road surface conditions and tire performance, the timing of deceleration and the magnitude of deceleration are not in harmony with the actual driving conditions. There was a possibility that it was not possible to achieve realistic travel control.
An object of the present invention is to perform more appropriate traveling control in consideration of the limit of turning performance that varies depending on traveling conditions.

The turning control apparatus for a vehicle according to one aspect of the present invention detects the turning state of the host vehicle, and decelerates the host vehicle when the turning state exceeds a predetermined deceleration start threshold. Then, the turning angle and the vehicle speed of the host vehicle are detected, and the standard lateral acceleration expected to be generated in the host vehicle is calculated according to the turning angle and the vehicle speed. Further, the actual lateral acceleration actually generated in the host vehicle is detected. Then, the degree of approximation of the actual lateral acceleration with respect to the reference lateral acceleration is determined, and as the degree of approximation is lower, the deceleration start threshold is set so that the deceleration of the host vehicle is more likely to start, or when the host vehicle is decelerated. Or increase the speed.

According to the present invention, the approximate degree of the actual lateral acceleration with respect to the standard lateral acceleration is low when the driving performance is likely to cause an understeer tendency due to a decrease in the limit of the turning performance, such as a wet road surface. In such a case, it is easy to start deceleration of the host vehicle, or the deceleration when the host vehicle is decelerated is increased. In this way, more appropriate travel control can be performed by controlling the deceleration of the host vehicle in consideration of the limit of the turning performance that changes depending on the travel conditions.

It is a figure which shows the structure of a turning control apparatus. It is a figure which shows the structure of an electronically controlled throttle. It is a figure which shows the structure of a brake actuator. It is a figure which shows the turning traveling control process of 1st Embodiment. Is a diagram showing the relationship between norms lateral acceleration Gy _S and the actual lateral acceleration Gy _R. It is a figure which shows the map used for calculation of the correction coefficients k1 and k2. It is a figure which shows transition of the steering angle (delta) and the vehicle speed V in 1st Embodiment. It is a figure which shows the turning traveling control process of 2nd Embodiment. It is a figure which shows the map used for calculation of the correction coefficient k3. It is a figure which shows transition of steering angle (delta) and vehicle speed V in 2nd Embodiment.

<< First Embodiment >>
"Constitution"
The configuration of the vehicle turning control device will be described with reference to FIG.
The vehicle turning control device includes a wheel speed sensor 11, an acceleration sensor 12, a lateral acceleration sensor 13, a steering angle sensor 14, a controller 21, a driving force control device 30, and a brake control device 50. .
The wheel speed sensor 11 detects the wheel speeds Vw _FL to Vw _RR of each wheel. The wheel speed sensor 11 includes, for example, a sensor rotor that rotates together with a wheel and has a protrusion (gear pulser) formed on the circumference thereof, and a detection circuit having a pickup coil provided to face the protrusion of the sensor rotor. Prepare. Then, the change in the magnetic flux density accompanying the rotation of the sensor rotor is converted into a voltage signal by the pickup coil and output to the controller 21. The controller 21 determines the wheel speeds Vw _FL to Vw _RR from the input voltage signal, and calculates, for example, the wheel speed average value of the non-driven wheels (driven wheels) and the wheel speed average value of all the wheels as the vehicle speed V.

The acceleration sensor 12 detects an acceleration / deceleration Gx in the vehicle longitudinal direction. The acceleration sensor 12 detects, for example, the displacement of the movable electrode relative to the fixed electrode as a change in capacitance, and converts it into a voltage signal proportional to the acceleration / deceleration and outputs it to the controller 21. The controller 21 determines the acceleration / deceleration Gx from the input voltage signal. The controller 21 processes acceleration as a positive value and processes deceleration as a negative value.
The lateral acceleration sensor 13 detects lateral acceleration (hereinafter referred to as actual lateral acceleration) Gy _R actually generated in the host vehicle. The lateral acceleration sensor 13 detects, for example, a positional displacement of the movable electrode with respect to the fixed electrode as a change in electrostatic capacitance, and converts it into a voltage signal proportional to the lateral acceleration and outputs the voltage signal to the controller 21. The controller 21 determines the actual lateral acceleration Gy _R from the input voltage signal. The controller 21 processes the right turn as a positive value and the left turn as a negative value.

The steering angle sensor 14 is composed of a rotary encoder and detects the steering angle θs of the steering shaft. The steering angle sensor 14 detects light transmitted through the slit of the scale with two phototransistors when the disk-shaped scale rotates together with the steering shaft, and outputs a pulse signal accompanying the rotation of the steering shaft to the controller 21. To do. The controller 21 determines the steering angle θs of the steering shaft from the input pulse signal. The steering angle sensor 13 processes a right turn as a positive value and a left turn as a negative value. Further, the controller 21 converts the steering angle θs into the steered angle δ of the wheels (steering wheels) according to the steering gear ratio.

The controller 21 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 controls the driving force control device 30 and the brake control device 50.
The driving force control device 30 controls the driving force of the rotational drive 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 30, a configuration of an electronically controlled throttle that controls the opening of the throttle valve will be described with reference to FIG.
A throttle shaft 32 extending in the radial direction is supported in the intake pipe 31 (for example, an intake manifold), and a disk-like throttle valve 33 having a diameter less than the inner diameter of the intake pipe 31 is supported on the throttle shaft 32. Is fixed. A throttle motor 35 is connected to the throttle shaft 32 via a speed reducer 34.
Therefore, when the throttle motor 35 is rotated to change the rotation angle of the throttle shaft 32, the throttle valve 33 closes or opens the intake pipe 31. That is, when the surface direction of the throttle valve 33 is along the direction perpendicular to the axis of the intake pipe 31, the throttle opening becomes the fully closed position, and when the surface direction of the throttle valve 33 is along the axis direction of the intake pipe 31, The throttle opening is the fully open position. When an abnormality occurs in the throttle motor 35, the motor drive system, the accelerator sensor 36 system, the throttle sensor 39 system, etc., the throttle shaft 32 is opened in the opening direction so that the throttle valve 33 opens a predetermined amount from the fully closed position. It is mechanically energized.

The accelerator sensor 36 has two systems, and detects a pedal opening PPO that is a depression amount (operation amount) of the accelerator pedal 37. The accelerator sensor 36 is a potentiometer, for example, and converts the pedal opening of the accelerator pedal 37 into a voltage signal and outputs the voltage signal to the engine controller 38. The engine controller 38 determines the pedal opening PPO of the accelerator pedal 37 from the input voltage signal. The pedal opening PPO is 0% when the accelerator pedal 37 is in the non-operating position, and the pedal opening PPO is 100% when the accelerator pedal 37 is in the maximum operating position (stroke end).

The throttle sensor 39 has two systems and detects the throttle opening SPO of the throttle valve 33. The throttle sensor 39 is, for example, a potentiometer, and converts the throttle opening of the throttle valve 33 into a voltage signal and outputs the voltage signal to the engine controller 38. The engine controller 38 determines the throttle opening SPO of the throttle valve 33 from the input voltage signal. The throttle opening SPO is 0% when the throttle valve 33 is in the fully closed position, and the throttle opening SPO is 100% when the throttle valve 33 is in the fully open position.

The engine controller 38 normally sets the 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. The motor control amount is converted into a duty ratio, and the throttle motor 35 is driven and controlled by a pulsed current value. In addition, when the engine controller 38 receives a drive command from the controller 31, the engine controller 38 controls the throttle motor 35 by giving priority to the drive command. For example, when a driving command for reducing the driving force is received, the throttle motor 35 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 30.

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.
The configuration of the brake actuator will be described with reference to FIG.
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 pressing the 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.
In the present embodiment, the spring-type accumulator 63 is employed, but the present invention is not limited to this, and brake fluid extracted from each wheel cylinder 53FL to 53RR is temporarily stored to efficiently reduce 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 21, 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 50.

Next, turning control processing executed by the controller 21 every predetermined time (for example, 10 msec) will be described with reference to FIG.
First, in step S101, various data are read. That is, the vehicle speed V, acceleration / deceleration Gx, actual lateral acceleration Gy _R , and turning angle δ are read.
In the subsequent step S102, as shown below, the current turning radius R of the host vehicle is calculated according to the vehicle speed V and the actual lateral acceleration Gy _R. Here, the turning radius R is simply calculated using the vehicle speed V and the actual lateral acceleration Gy _R , but the present invention is not limited to this, and the steering angle δ, the yaw rate, etc. are also used to improve accuracy. The turning radius R may be calculated.
R = V ² / Gy _R

In the subsequent step S103, a deceleration start threshold Rs for the turning radius R is set.
First, as shown below, a limit turning radius _RL that can be turned stably with respect to the current vehicle speed V is calculated.
R _L = V ² / Gy _L
Here, Gy _L is an actual limit lateral acceleration at which the vehicle can turn stably, and is determined by the specifications of the vehicle, but may be changed according to the slip ratio Si of each wheel obtained from each wheel speed Vwi and the vehicle speed V. Good.
Then, as shown below, the deceleration start threshold Rs is set by multiplying the limit turning radius _RL by a coefficient k _R (for example, k _R = 1.1) larger than 1. Here, the deceleration start threshold Rs is set to be larger than the limit turning vehicle speed _RL before the turning radius R reaches the limit turning radius _RL , that is, before the tire grip force is saturated. This is to intervene and slow down the vehicle.
Rs = k _R × R _L

In the subsequent step S104, a deceleration start threshold Vs for the vehicle speed V is set.
First, as shown below, a limit turning vehicle speed _VL that can be turned stably with respect to the current turning radius R is calculated.
V _L = √ (R × Gy _L )
Then, as shown below, the deceleration start threshold Vs is set by multiplying the limit turning vehicle speed V _L by a coefficient k _V (for example, k _V = 0.9) smaller than 1. Here, is set to be smaller than the limit turning speed V _L of the deceleration start threshold Vs, before the vehicle speed V reaches a limit turning speed V _L, i.e. before the tire grip force is saturated, This is to intervene in control and decelerate the host vehicle.
Vs = k _V × R _L
In the subsequent step S105, as shown below, the theoretical lateral acceleration derived according to the turning angle δ and the vehicle speed V is calculated as a reference lateral acceleration Gy _S based on a mathematical expression describing steady circular turning. The reference lateral acceleration Gy _S can be regarded as a value corresponding to the lateral acceleration generated according to the turning angle δ and the vehicle speed V of the host vehicle when traveling on a dry paved road surface (asphalt). That is, this is a traveling condition in which the friction coefficient μ of the road surface is, for example, about 0.7 to 0.9.

A: Stability factor L: Wheel base m: Vehicle mass _Kf : Front wheel cornering power _Kr : Rear wheel cornering power _Lf : Distance from vehicle body center of gravity to front wheel axle _Lr : Distance from vehicle body center of gravity to rear wheel axle

In subsequent step S106, as shown below, an approximation degree coefficient ka representing the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S is calculated. That is, the absolute value of the actual lateral acceleration Gy _R divided by the absolute value of the criterion lateral acceleration Gy _S, and calculates the approximate degree coefficient ka by limiting process with 1.0 as a limit. Note that it is desirable that a value obtained by dividing the absolute value of the actual lateral acceleration Gy _{R by} the absolute value of the reference lateral acceleration Gy _S be subjected to a low-pass filter process of about 1 Hz, for example.
ka = min [| Gy _R | / | Gy _S |, 1.0]

The relationship between the standard lateral acceleration Gy _S and the actual lateral acceleration Gy _R will be described with reference to FIG.
Here, when the turning angle δ is increased from a straight traveling state and the vehicle is turned, the lateral acceleration generated in the host vehicle is indicated, and the reference lateral acceleration Gy _S is indicated by a broken line. The actual lateral acceleration Gy _R actually generated in the host vehicle is substantially the same as the reference lateral acceleration Gy _S when the driving condition is a dry paved road surface where the friction coefficient μ of the road surface is about 0.7 to 0.9. . That is, the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S is high.
On the other hand, when driving conditions such as wet paved road surfaces where the friction coefficient μ of the road surface is about 0.4 to 0.6, the limit of turning performance is reduced due to a decrease in the grip force of the tire. Prone to understeer. Therefore, the actual lateral acceleration Gy _R generated in the host vehicle this time, as shown by the solid line, it is smaller than the norm lateral acceleration Gy _S. That is, the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S is reduced. It is not only wet pavement surfaces but also gravel roads, snowy road surfaces, frozen road surfaces, etc. that have lower turning performance limits than dry pavement surfaces.

As described above, the absolute value of the actual lateral acceleration Gy _R divided by the absolute value of the criterion lateral acceleration Gy _S, and 1.0 to an upper limit value to calculate the approximate degree coefficient ka by limiting process. Accordingly, the higher the approximation degree of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S , the larger the approximation degree coefficient ka becomes toward 1.0. Conversely, the lower the approximation degree of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _{S, the} smaller the approximation degree coefficient ka is than 1.0.
The approximate degree coefficient ka does not depend only on the road surface condition, but also changes depending on the tire performance, such as the tire type, quality, groove depth (wear degree), and the like. That is, the approximate degree ka is correlated with the grip force of the tire against the road surface and is an index determined by the relative relationship between the road surface and the tire.
The above is an explanation of the calculation of the approximation degree coefficient ka.

In subsequent step S107, the map is referred to, and correction coefficients k1 and k2 are calculated in accordance with the approximation degree coefficient ka. The correction coefficient k1 is a coefficient for correcting the deceleration start threshold value Rs for the turning radius, and the correction coefficient k2 is a coefficient for correcting the deceleration start threshold value Vs for the vehicle speed.
A map used for calculating the correction coefficients k1 and k2 will be described with reference to FIG.
The horizontal axis is the approximate degree coefficient ka, and the vertical axis is the correction coefficient. First, with respect to the correction coefficient k1, when the approximate degree coefficient ka is 1.0, the correction coefficient k1 is 1.0, and the smaller the approximate degree coefficient ka is from 1.0, the larger the correction coefficient k1 is from 1.0. . As for the correction coefficient k2, when the approximate degree coefficient ka is 1.0, the correction coefficient k2 is 1.0. The smaller the approximate degree coefficient ka is from 1.0, the smaller the correction coefficient k2 is from 1.0. .

In the subsequent step S108, the deceleration start thresholds Rs and Vs are corrected according to the correction coefficients k1 and k2, as described below. That is, the deceleration start threshold Rs is corrected by multiplying the deceleration start threshold Rs for turning radius by the correction coefficient k1, and the deceleration start threshold Vs is corrected by multiplying the deceleration start threshold Vs for vehicle speed by the correction coefficient k2. To do.
Rs ← Rs × k1
Vs ← Vs × k2
In the following step S109, it is determined whether or not the current turning radius R is smaller than the deceleration start threshold Rs, and whether or not the current vehicle speed V is larger than the deceleration start threshold Vs. When this determination result is “R ≧ Rs and V ≦ Vs”, it is determined that the vehicle turning state is not approaching the limit of the turning performance, and that deceleration by control intervention is not necessary, Return to the main program. On the other hand, when the determination result is “R <Rs or V> Vs”, it is determined that the turning state of the vehicle is approaching the limit of the turning performance and deceleration by the control intervention is necessary, and the process proceeds to step S110. To do.

In step S110, the target deceleration Gx ^* is calculated according to the deviation between the turning radius R and the deceleration start threshold Rs and the deviation between the vehicle speed V and the deceleration start threshold Vs. That is, when the turning radius R is smaller than the deceleration start threshold Rs, the target deceleration Gx ^* increases as the deviation (Rs−R) between the turning radius R and the deceleration start threshold Rs increases. When the vehicle speed V is higher than the deceleration start threshold Vs, the target deceleration Gx ^* increases as the deviation (V−Vs) between the vehicle speed V and the deceleration start threshold Vs increases.
In the subsequent step S111, in order to achieve the target deceleration Gx ^* , for example, a driving command for suppressing the driving force is output to the driving force control device 20, and a driving command for increasing the braking force is output to the brake control device 50. After that, it returns to the predetermined main program.
The above is the turning control process in this embodiment.

<Action>
Next, the operation of the first embodiment will be described.
Assume that the host vehicle is turning at a certain speed. At this time, when the turning radius R is equal to or greater than the deceleration start threshold value Rs and the vehicle speed V is equal to or less than the deceleration start threshold value Vs (determination in Step S109 is “No”), since stable turning travel is maintained, control intervention is performed. It is determined that there is no need to slow down. Therefore, the driving force control device 30 and the brake control device 50 are deactivated, and a normal driving force according to the driver's accelerator operation and a normal braking force according to the driver's brake operation are realized.

From this state, when the driver's steering operation amount increases and the turning radius R falls below the deceleration start threshold Rs, or when the driver's accelerator operation amount increases and the vehicle speed V exceeds the deceleration start threshold Vs ( If the determination in step S109 is “Yes”), it is determined that deceleration by control intervention is required because the turning state of the vehicle is approaching the limit of turning performance. Then, the target deceleration Gx ^* corresponding to the deviation between the turning radius R and the deceleration start threshold Rs and the deviation between the vehicle speed V and the deceleration start threshold Vs is calculated (step S110). In order to achieve the target deceleration Gx ^* , the driving force control device 30 and the brake control device 50 are driven and controlled (step S111) to achieve stable turning. When the vehicle is returned to a state in which stable turning can be performed by such control intervention, that is, the turning radius R is equal to or greater than the deceleration start threshold Rs and the vehicle speed V is equal to or less than the deceleration start threshold Vs, deceleration by the control intervention is terminated.

By the way, the limit of the turning performance changes depending on the running conditions such as the road surface condition and the tire performance. For example, the turning performance limit tends to decrease when the paved road surface is wet compared to the dry state. Therefore, if the vehicle is controlled to decelerate without considering the driving conditions such as road surface conditions and tire performance, the timing for decelerating does not match the actual driving conditions, and ideal driving control is performed. There was a possibility that it could not be realized. Therefore, the turning angle δ and the vehicle speed V of the host vehicle are detected, and the reference lateral acceleration Gy _S expected to be generated in the host vehicle is calculated according to the turning angle δ and the vehicle speed V (step S105). Then, the approximate degree of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S is calculated as the approximate degree coefficient ka (step S106).

Here, the standard lateral acceleration Gy _S is a value corresponding to the lateral acceleration generated according to the turning angle δ and the vehicle speed V of the host vehicle when traveling on a dry paved road surface. Therefore, for example, when the driving condition is a dry paved road surface, the actual lateral acceleration Gy _R actually generated in the host vehicle is substantially the same as the reference lateral acceleration Gy _S. As a result, the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S is increased. On the other hand, for example, when the driving condition is a wet paved road surface, the grip strength of the tire is reduced, and the limit of turning performance is reduced. Therefore, the actual lateral acceleration Gy _R generated in the host vehicle this time is smaller than the norm lateral acceleration Gy _S. As a result, the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S is reduced.

Approximation degree coefficient ka is the absolute value of the actual lateral acceleration Gy _R, divided by the absolute value of the criterion lateral acceleration Gy _S, a value obtained by limiting process with 1.0 and an upper limit value. Accordingly, the higher the approximation degree of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S , the larger the approximation degree coefficient ka becomes toward 1.0. Conversely, the lower the approximation degree of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _{S, the} smaller the approximation degree coefficient ka is than 1.0. The approximation degree coefficient ka is an index determined by the relative relationship between the road surface and the tire, and has a correlation with the grip force of the tire against the road surface. Therefore, the deceleration of the host vehicle is promoted as the approximation degree coefficient ka is smaller.

In this embodiment, the smaller the approximation degree coefficient ka is, the more the deceleration start threshold Rs and the deceleration start threshold Vs are corrected so as to facilitate the deceleration of the host vehicle, thereby prompting the host vehicle to decelerate. That is, as the approximation degree coefficient ka is smaller, the deceleration start threshold value Rs for turning radius is increased and corrected by the correction coefficient k1, and the deceleration start threshold value Vs for vehicle speed is decreased and corrected by the correction coefficient k2 (step S108). As a result, the turning radius R can easily fall below the deceleration start threshold value Rs, and control intervention can be performed at an earlier timing to decelerate the vehicle. Further, the vehicle speed V can easily exceed the deceleration start threshold value Vs, and control intervention can be performed at an earlier timing to decelerate the vehicle. Thereby, deceleration of the own vehicle can be harmonized with traveling conditions such as a road surface condition, and more appropriate traveling control can be performed.

Here, the transition of the turning angle δ and the vehicle speed V will be described with reference to FIG.
When the host vehicle approaches a curve while maintaining a constant vehicle speed V, and the turning angle δ increases according to the driver's steering operation at time t1, the deceleration start threshold Vs for vehicle speed decreases. At this time, if the vehicle is traveling on a dry paved road surface and the approximate degree coefficient ka is 1.0, for example, the deceleration start threshold value Vs decreases as shown by a thin broken line. At time t3, the deceleration start threshold Vs falls below the vehicle speed V, and deceleration is started by control intervention. On the other hand, if the vehicle is traveling on a wet paved road surface and the approximate degree coefficient ka is 0.5, for example, the deceleration start threshold Vs decreases as shown by a thick broken line. When ka = 0.5, since the deceleration start threshold value Vs is corrected to decrease, the deceleration start threshold value Vs falls below the vehicle speed V at time t2 earlier than time t3, and deceleration is started by control intervention. Thus, the smaller the approximate degree coefficient ka is, the more easily the vehicle speed V exceeds the deceleration start threshold value Vs, and control intervention can be performed at an earlier timing to decelerate the vehicle.

In addition, by realizing a stable turning, it is possible to suppress an understeer tendency and to turn along a line as intended by the driver according to the steering operation (improve line tracing). Further, it is possible to suppress a deviation between the target yaw rate γ ^* expected to be generated in the own vehicle according to the vehicle speed V and the turning angle δ and the actual yaw rate γ actually generated in the vehicle. In addition, the fact that the understeer tendency can be suppressed means that the tendency of skidding of the front wheels can be suppressed, so that the absolute amount of the turning angle δ can be reduced even if the turning trajectory is the same.

Further, by accelerating the deceleration of the vehicle according to the approximation degree coefficient ka, as described above, the deceleration of the host vehicle can be harmonized with the traveling condition of the road surface state, and more appropriate traveling control can be performed. . However, the present embodiment can be harmonized not only with changes in road surface conditions but also with driving conditions such as tire performance. That is, the approximate degree coefficient ka indicates how much lateral acceleration is actually generated with respect to the theoretical lateral acceleration that is expected to be generated in normal times, and how much lateral acceleration can actually be generated. This is because it depends not only on the road surface condition but also on the performance of the tire.

Therefore, for example, even when the tire is deteriorated or worn, the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S becomes low, and accordingly, the host vehicle is prompted to decelerate accordingly. On the other hand, if off-road tires are used on gravel roads, or if snow tires or chains are used on snowy roads or frozen roads, it is possible to suppress a decrease in the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S. In this case, acceleration of deceleration is suppressed. Thus, the approximate degree ka is correlated with the grip degree of the tire with respect to the road surface, and is an index determined by the relative relationship between the road surface and the tire. Therefore, when the degree of grip on the road surface is low, the vehicle can be decelerated by actively performing control intervention. Conversely, when the degree of grip on the road surface is sufficient, the control intervention is conservative and unnecessary. Slowdown can be avoided. In this way, by adjusting the traveling control for decelerating the host vehicle using the approximate degree coefficient ka, the deceleration of the host vehicle can be harmonized with various traveling conditions such as road surface conditions and tire performance.

<Modification>
In the present embodiment, the correction coefficients k1 and k2 are calculated according to the approximation degree coefficient ka by referring to the map, but the present invention is not limited to this. For example, as shown below, the correction coefficients k1 and k2 may be simply calculated.
k1 = 1 + (1-ka)
k2 = 1- (1-ka) = ka
In short, if the approximation coefficient ka is smaller, the correction coefficient k1 that can increase the deceleration start deceleration threshold Rs and the correction coefficient k2 that can decrease the vehicle speed deceleration start threshold Vs can be calculated. Can be used.
《Correspondence relationship》
In the present embodiment, the processing of the wheel speed sensor 11 and step S102 corresponds to the “turning state detection unit”, and the processing of steps S107 to S111 corresponds to the “travel control unit”. The steering angle sensor 14 corresponds to a “steering angle detection unit”, and the wheel speed sensor 11 corresponds to a “vehicle speed detection unit”. Further, the process in step S105 corresponds to the “standard lateral acceleration calculation unit”, the lateral acceleration sensor 13 corresponds to the “actual lateral acceleration detection unit”, and the process in step S106 corresponds to the “approximation degree determination unit”.

"effect"
Next, the effect of the main part in 1st Embodiment is described.
(1) The vehicle turning control device according to the present embodiment detects the vehicle speed V and turning radius R of the host vehicle, and when the vehicle speed V and turning radius R exceed predetermined deceleration start thresholds Vs and Rs. In addition, the host vehicle is decelerated. Then, the turning angle δ and the vehicle speed V of the host vehicle are detected, the reference lateral acceleration Gy _S expected to occur in the host vehicle is calculated according to the turning angle δ and the vehicle speed V, and The actual lateral acceleration Gy _R that is generated is detected. Then, the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S is determined, and the deceleration start threshold Vs and the deceleration start threshold Rs are set such that the deceleration of the host vehicle is more likely to start as the approximation degree is lower. To do.
Thus, the lower the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _{S, the} easier it is to start the deceleration of the host vehicle. It can be harmonized and more appropriate traveling control can be performed.

(2) The turning control apparatus for a vehicle according to the present embodiment calculates a theoretical lateral acceleration derived according to the turning angle δ and the vehicle speed V of the host vehicle as the reference lateral acceleration Gy _S.
Thus, by calculating the theoretical lateral acceleration as the standard lateral acceleration Gy _S , when comparing the standard lateral acceleration Gy _S and the actual lateral acceleration Gy _R , the grip force of the tire against the road surface is determined. Can do.
(3) The turning control device for a vehicle according to the present embodiment determines that the degree of approximation is lower as the value obtained by dividing the actual lateral acceleration Gy _R by the reference lateral acceleration Gy _S is smaller.
Thus, by quantifying using a value obtained by dividing the actual lateral acceleration Gy _R normative lateral acceleration Gy _S, it can readily determine the approximate degree.

(4) The turning control device for a vehicle according to the present embodiment detects the vehicle speed V of the host vehicle, and decelerates the vehicle speed within a range smaller than a predetermined limit turning vehicle speed _{VL at} which the host vehicle can turn stably. A start threshold value Vs is set. When the vehicle speed V is greater than the deceleration start threshold Vs, a target deceleration Gx ^* is set according to the difference between the vehicle speed V and the deceleration start threshold Vs, and the host vehicle is decelerated according to the target deceleration Gx ^*. Let
As described above, the host vehicle can be decelerated according to the relationship between the vehicle speed V and the deceleration start threshold value Vs, thereby achieving stable turning.

(5) The turning control device for a vehicle according to the present embodiment detects the turning radius R of the host vehicle, and uses the turning radius within a range larger than a predetermined limit turning radius _RL at which the host vehicle can stably turn. The deceleration start threshold value Rs is set. Then, when the turning radius R is smaller than deceleration start threshold Rs, and set the target deceleration Gx ^* according to a difference between the turning radius R and deceleration-start threshold Rs, the vehicle in accordance with the target deceleration Gx ^* Decelerate.
As described above, the host vehicle can be decelerated according to the relationship between the turning radius R and the deceleration start threshold value Rs, whereby stable turning traveling can be achieved.

(6) The turning control device for a vehicle according to the present embodiment sets the vehicle speed deceleration start threshold Vs to be smaller as the approximate degree of the actual lateral acceleration Gy _R to the reference lateral acceleration Gy _S is lower. Make it easier to start deceleration.
In this way, by setting the deceleration start threshold value Vs for vehicle speed to be small, it is possible to easily and reliably start the deceleration of the host vehicle.
(7) The vehicle turning control device according to the present embodiment sets the deceleration start threshold Rs for the turning radius larger as the approximation degree of the actual lateral acceleration Gy _R to the reference lateral acceleration Gy _S is lower. Make it easier for the vehicle to start decelerating.
Thus, by setting the deceleration start threshold value Rs for the turning radius to be large, it is possible to easily and reliably start the deceleration of the host vehicle.

(8) The vehicle turning control method according to the present embodiment detects the vehicle speed V and turning radius R of the host vehicle, and when the vehicle speed V and turning radius R exceed predetermined deceleration start thresholds Vs and Rs. In addition, the host vehicle is decelerated. Then, the turning angle δ and the vehicle speed V of the host vehicle are detected, the reference lateral acceleration Gy _S expected to occur in the host vehicle is calculated according to the turning angle δ and the vehicle speed V, and The actual lateral acceleration Gy _R that is generated is detected. Then, the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S is determined, and the deceleration start threshold Vs and the deceleration start threshold Rs are set such that the deceleration of the host vehicle is more likely to start as the approximation degree is lower. To do.
Thus, the lower the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _{S, the} easier it is to start the deceleration of the host vehicle. It can be harmonized and more appropriate traveling control can be performed.

<< Second Embodiment >>
"Constitution"
In this embodiment, the lower the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S , the greater the target deceleration Gx ^* when the host vehicle is decelerated, thereby prompting the host vehicle to decelerate. .
The apparatus configuration is the same as that of the first embodiment described above.
Next, the turning traveling control process of the second embodiment will be described with reference to FIG.
Here, instead of changing the process of step S107 in the first embodiment described above to a new process of step S201 and omitting the process of step S108, a process of a new step S202 is performed after the process of step S110. It has been added. The other processes in steps S101 to S106 and S109 to S111 are the same as those in the first embodiment described above, and thus detailed descriptions of common parts are omitted.

In step S201, the map is referred to, the correction coefficient k3 is calculated according to the approximation degree coefficient ka, and then the process proceeds to step S108. The correction coefficient k3 is a coefficient for correcting the target deceleration Gx ^* .
A map used for calculating the correction coefficient k3 will be described with reference to FIG.
The horizontal axis is the approximate degree coefficient ka, and the vertical axis is the correction coefficient. Here, when the approximate degree coefficient ka is 1.0, the correction coefficient k1 is 1.0. The smaller the approximate degree coefficient ka is from 1.0, the larger the correction coefficient k1 is from 1.0.
In step S202, as shown below, the target deceleration Gx ^* is corrected according to the correction coefficient k3, and then the process proceeds to step S111. That is, to correct the target deceleration Gx ^* by multiplying the correction coefficient k3 to the target deceleration Gx ^*.
Gx ^* ← Gx ^* × k3
The above is the turning control process in this embodiment.

<Action>
Next, the operation of the second embodiment will be described.
In this embodiment, the smaller the approximate degree coefficient ka is, the greater the deceleration at the time of decelerating the host vehicle is urged to decelerate the host vehicle. That is, the smaller the approximation degree coefficient ka is, the more the target deceleration Gx ^* is corrected by the correction coefficient k3 (step S202). As a result, the vehicle can be decelerated at a greater deceleration, so that the deceleration of the host vehicle can be harmonized with the traveling conditions such as the road surface condition, and more appropriate traveling control can be performed.

Here, transition of the turning angle δ and the vehicle speed V will be described with reference to FIG.
When the host vehicle approaches a curve while maintaining a constant vehicle speed V, and the turning angle δ increases according to the driver's steering operation at time t1, the deceleration start threshold Vs for vehicle speed decreases. At time t3, the deceleration start threshold Vs falls below the vehicle speed V, and deceleration is started by control intervention. At this time, if the vehicle is traveling on a dry paved road surface and the approximate degree coefficient ka is 1.0, for example, the vehicle speed V decreases as indicated by a thin solid line due to deceleration by control intervention. On the other hand, if the vehicle is traveling on a wet paved road surface and the approximate degree coefficient ka is 0.5, for example, the vehicle speed V decreases as shown by a thick solid line due to deceleration by control intervention. When ka = 0.5, since the target deceleration Gx ^* is corrected to be increased, the vehicle decelerates with a larger deceleration than when ka = 1.0. Thus, the smaller the approximate degree coefficient ka is, the more the vehicle can be decelerated with a greater deceleration.

<Modification>
In the present embodiment, the correction coefficient k3 is calculated according to the approximation degree coefficient ka by referring to the map, but the present invention is not limited to this. For example, as shown below, the correction coefficient k3 may be simply calculated.
k3 = 1 + (1-ka)
In short, any method can be used as long as the correction coefficient k3 that can increase and correct the target deceleration Gx ^* can be calculated as the approximation degree coefficient ka is smaller.
《Correspondence relationship》
In the present embodiment, the processes in steps S108 to S110, S201, and S202 correspond to the “travel control unit”.

"effect"
Next, the effect of the main part in 2nd Embodiment is described.
(1) The vehicle turning control device according to the present embodiment detects the vehicle speed V and turning radius R of the host vehicle, and when the vehicle speed V and turning radius R exceed predetermined deceleration start thresholds Vs and Rs. In addition, the host vehicle is decelerated. Then, the turning angle δ and the vehicle speed V of the host vehicle are detected, the reference lateral acceleration Gy _S expected to occur in the host vehicle is calculated according to the turning angle δ and the vehicle speed V, and The actual lateral acceleration Gy _R that is generated is detected. Then, the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S is judged, and the deceleration when the host vehicle is decelerated is increased as the degree of approximation is lower.
As described above, the lower the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S , the greater the deceleration when the host vehicle is decelerated. It can be harmonized and more appropriate traveling control can be performed.
(2) The turning control device for a vehicle according to the present embodiment promotes deceleration of the host vehicle by setting the target deceleration Gx ^* to be larger as the degree of approximation is lower.
Thus, by setting the target deceleration Gx ^* to be large, the deceleration when the host vehicle is decelerated can be easily and reliably increased.

(3) The vehicle turning control method according to the present embodiment detects the vehicle speed V and turning radius R of the host vehicle, and when the vehicle speed V and turning radius R exceed predetermined deceleration start thresholds Vs and Rs. In addition, the host vehicle is decelerated. Then, the turning angle δ and the vehicle speed V of the host vehicle are detected, the reference lateral acceleration Gy _S expected to occur in the host vehicle is calculated according to the turning angle δ and the vehicle speed V, and The actual lateral acceleration Gy _R that is generated is detected. Then, the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S is judged, and the deceleration when the host vehicle is decelerated is increased as the degree of approximation is lower.
As described above, the lower the degree of approximation of the actual lateral acceleration Gy _{R with} respect to the reference lateral acceleration Gy _S , the greater the deceleration when the host vehicle is decelerated. It can be harmonized and more appropriate traveling control can be performed.
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 Wheel speed sensor 12 Acceleration sensor 13 Lateral acceleration sensor 14 Steering angle sensor 21 Controller 30 Driving force control apparatus 50 Brake control apparatus

Claims (11)

1. A turning state detector for detecting the turning state of the host vehicle;
   A traveling control unit that decelerates the host vehicle when the turning state detected by the turning state detection unit exceeds a predetermined deceleration start threshold;
   A turning angle detector for detecting the turning angle of the wheel;
   A vehicle speed detector for detecting the vehicle speed of the host vehicle;
   A reference lateral acceleration calculation unit that calculates a reference lateral acceleration that is expected to occur in the host vehicle according to the turning angle detected by the turning angle detection unit and the vehicle speed detected by the vehicle speed detection unit;
   An actual lateral acceleration detector that detects actual lateral acceleration actually occurring in the host vehicle;
   An approximate degree determination unit that determines an approximation degree of the actual lateral acceleration detected by the actual lateral acceleration detection unit with respect to the reference lateral acceleration calculated by the reference lateral acceleration calculation unit,
   The travel controller is
   The vehicle turning control apparatus, wherein the deceleration start threshold is set such that the deceleration of the host vehicle is more easily started as the approximation degree determined by the approximation degree determination unit is lower.
2. A turning state detector for detecting the turning state of the host vehicle;
   A traveling control unit that decelerates the host vehicle when the turning state detected by the turning state detection unit exceeds a predetermined deceleration start threshold;
   A turning angle detector for detecting the turning angle of the wheel;
   A vehicle speed detector for detecting the vehicle speed of the host vehicle;
   A reference lateral acceleration calculation unit that calculates a reference lateral acceleration that is expected to occur in the host vehicle according to the turning angle detected by the turning angle detection unit and the vehicle speed detected by the vehicle speed detection unit;
   An actual lateral acceleration detector that detects actual lateral acceleration actually occurring in the host vehicle;
   An approximate degree determination unit that determines an approximation degree of the actual lateral acceleration detected by the actual lateral acceleration detection unit with respect to the reference lateral acceleration calculated by the reference lateral acceleration calculation unit,
   The travel controller is
   A vehicle turning control apparatus, wherein the deceleration when the host vehicle is decelerated is increased as the approximation degree determined by the approximation degree determination unit is lower.
3. The reference lateral acceleration calculation unit
   3. The vehicle turning control device according to claim 1, wherein a theoretical lateral acceleration derived according to a turning angle and a vehicle speed of the host vehicle is calculated as the reference lateral acceleration. 4.
4. The approximation degree determination unit
   2. The degree of approximation is determined to be lower as the value obtained by dividing the actual lateral acceleration detected by the actual lateral acceleration detection unit by the reference lateral acceleration calculated by the reference lateral acceleration calculation unit is smaller. The turning control device for a vehicle according to any one of claims 1 to 3.
5. The turning state detector
   Detecting the vehicle speed of the vehicle as the turning state,
   The travel controller is
   A deceleration start threshold for vehicle speed is set in a range smaller than a predetermined limit turning vehicle speed at which the host vehicle can stably turn, and the vehicle speed detected by the turning state detection unit is larger than the deceleration start threshold for vehicle speed. 5. The vehicle according to claim 1, wherein a target deceleration is set according to a difference between the vehicle speed and a deceleration start threshold for the vehicle speed, and the host vehicle is decelerated according to the target deceleration. The turning control device for a vehicle according to claim 1.
6. The turning state detector
   Detecting the turning radius of the vehicle as the turning state;
   The travel controller is
   A deceleration start threshold value for a turning radius is set in a range larger than a predetermined limit turning radius at which the host vehicle can stably turn, and the turning radius detected by the turning state detection unit is the deceleration start threshold value for the turning radius. And a target deceleration is set according to a difference between the turning radius and a deceleration start threshold for the turning radius, and the host vehicle is decelerated according to the target deceleration. 6. A turning control apparatus for a vehicle according to any one of 1 to 5.
7. The travel controller is
   6. The deceleration of the host vehicle is more easily started by setting a deceleration start threshold for the vehicle speed to be smaller as the approximation degree determined by the approximation degree determination unit is lower. Vehicle turning control device.
8. The travel controller is
   7. The deceleration of the host vehicle is more easily started by setting a larger deceleration start threshold for the turning radius as the approximation degree determined by the approximation degree determination unit is lower. The turning control apparatus for vehicles as described.
9. The travel controller is
   The deceleration when the host vehicle is decelerated is increased by setting the target deceleration larger as the approximation degree determined by the approximation degree determination unit is lower. Vehicle turning control device.
10. Detecting the turning state of the host vehicle, and decelerating the host vehicle when the turning state exceeds a predetermined deceleration start threshold;
    Detecting a turning angle and a vehicle speed of the host vehicle, calculating a reference lateral acceleration expected to occur in the host vehicle according to the turning angle and the vehicle speed,
    Detects the actual lateral acceleration actually occurring in the vehicle,
    A vehicle turning characterized in that the degree of approximation of the actual lateral acceleration with respect to the reference lateral acceleration is determined, and the deceleration start threshold is set such that the deceleration of the host vehicle is more easily started as the approximation degree is lower. Travel control method.
11. Detecting the turning state of the host vehicle, and decelerating the host vehicle when the turning state exceeds a predetermined deceleration start threshold;
    Detecting a turning angle and a vehicle speed of the host vehicle, calculating a reference lateral acceleration expected to occur in the host vehicle according to the turning angle and the vehicle speed,
    Detects the actual lateral acceleration actually occurring in the vehicle,
    A vehicle turning control method, comprising: determining an approximation degree of the actual lateral acceleration with respect to the reference lateral acceleration; and increasing a deceleration when the host vehicle is decelerated as the approximation degree is lower.

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