Turning control system and turning control method for vehicle

Abstract

The present invention relates to a turn control system of a vehicle, including a database configured to store road information, a sensor unit for detecting a steering angle of the vehicle, a wheel speed of the vehicle, whether the vehicle is accelerating, whether the vehicle is braking, and whether the vehicle is shifting, and a controller for determining whether the vehicle enters a turn section based on one or more of the information detected by the sensor unit and the road information stored in the database. In particular, when the vehicle enters the turn section, the controller sets a target speed of the vehicle and controls the speed of the vehicle to decelerate to reach the set target speed.

Description

TECHNICAL FIELD

[0001] The present invention relates to a turn control system and a turn control method of a vehicle. BACKGROUND

[0002] The statements in this section merely provide background information related to the present invention and can not constitute prior art.

[0003] When a vehicle is traveling, understeering can occur in a case where a turning radius is large (for example, when entering / exiting a ramp of an expressway or turning left / right), and thus the vehicle can be pushed out of the turning radius. In particular, understeering can occur more significantly when the vehicle speed is high.

[0004] In order to prevent such a phenomenon, a technique is generally used in which a vehicle is controlled by torque vectoring that controls the torque of each wheel differently, thereby keeping the vehicle stable in steering. In addition, a technique has been developed that controls a vehicle to automatically decelerate at the start of a turning section using an engine brake by a continuously variable transmission (CVT) in an internal combustion engine vehicle.

[0005] However, the inventors have found that, in the case of torque vectoring, a separate torque distribution device is required, thereby increasing manufacturing costs, and when deceleration is performed by an engine brake, only an instantaneous steering angle is considered, and thus the precision of deceleration control is reduced. SUMMARY

[0006] The present invention proposes a turn control system of a vehicle that determines a target speed considering a turning characteristic of a vehicle using a drive motor of the vehicle, and performs deceleration control to make the vehicle perform a stable turn before the vehicle enters a turning section.

[0007] According to an aspect of the present invention, a turn control system of a vehicle includes a database configured to store road information, a sensor unit configured to detect one or more of a steering angle of the vehicle, a wheel speed of the vehicle, whether the vehicle is accelerating, whether the vehicle is braking, and whether the vehicle is shifting, and a controller configured to determine whether the vehicle enters a turning section based on one or more of the information detected by the sensor unit and the road information stored in the database, and when it is determined that the vehicle enters the turning section, set a target speed of the vehicle, and control the speed of the vehicle to decelerate to the target speed.

[0008] The controller can include a determination unit to determine whether the vehicle enters a turning section, a setting unit to set a target speed of the vehicle when it is determined that the vehicle enters the turning section, a deceleration rate determination unit to determine a deceleration rate of the vehicle based on a current speed of the vehicle detected by the sensor unit and the target speed set in the setting unit, and a speed controller to control the vehicle to decelerate according to the deceleration rate determined by the deceleration rate determination unit until the vehicle reaches the target speed.

[0009] The determination unit can be configured to determine whether the vehicle enters the turning section based on one or more of information about a wheel speed of the vehicle, a steering angle, whether the vehicle accelerates, whether the vehicle brakes, whether the vehicle changes gears, detected by the sensor unit and road curvature information stored in a database.

[0010] The setting unit can be configured to set the target speed of the vehicle based on an actual lateral acceleration of the vehicle derived from a steady turning equation, a target lateral acceleration of the vehicle, and a speed of the vehicle detected by the sensor unit.

[0011] The setting unit can be configured to estimate the actual lateral acceleration of the vehicle based on an actual turning behavior characteristic value of the vehicle, and can derive the target lateral acceleration of the vehicle based on a target turning behavior characteristic value of the vehicle.

[0012] The setting unit can be configured to calculate an absolute value of a difference between the actual lateral acceleration of the vehicle and the target lateral acceleration of the vehicle, and determine whether the calculated absolute value is less than a preset value. When the calculated absolute value is less than the preset value, the setting unit is configured to set a vehicle speed corresponding to the calculated absolute value as the target speed of the vehicle.

[0013] The setting unit can correct the target speed of the vehicle by reflecting a slope of a road.

[0014] The turning control system can further include a filter unit configured to remove a high frequency component of a speed signal.

[0015] The speed controller can include a feedback control unit configured to cause the current speed of the vehicle to tend toward the target speed, a torque limit unit configured to limit a final demand torque, which is derived based on a demand torque of the vehicle and a compensation torque value that should be compensated by the feedback control unit, to be less than or equal to a preset range so that the current speed of the vehicle reaches the target speed, and a deceleration control unit configured to drive a motor according to the derived final demand torque to control deceleration.

[0016] According to another aspect, there is provided a turning control method of a vehicle, the method including: determining whether the vehicle enters a turning section; and when it is determined that the vehicle enters the turning section, setting a target speed of the vehicle; determining a deceleration rate of the vehicle according to a current speed of the vehicle and the set target speed; and controlling the speed of the vehicle to decelerate to the target speed.

[0017] The step of determining whether the vehicle enters the turning section can include determining whether the vehicle enters the turning section based on one or more of information about a wheel speed of the vehicle, a steering angle, whether the vehicle accelerates, whether the vehicle brakes, whether the vehicle changes a gear, detected by a sensor unit, and road curvature information stored in a database.

[0018] The step of setting the target speed of the vehicle when it is determined that the vehicle enters the turning section can include setting the target speed of the vehicle based on an actual lateral acceleration of the vehicle derived according to a steady-state turning equation, a target lateral acceleration of the vehicle, and a vehicle speed detected by the sensor unit.

[0019] The step of setting the target speed of the vehicle when it is determined that the vehicle enters the turning section can include reflecting a slope of a road to correct the target speed of the vehicle.

[0020] The turning control method can further include removing a high frequency component of the speed signal.

[0021] In one embodiment, the step of controlling the speed of the vehicle to decelerate to the target speed can include performing feedback control so that the current speed of the vehicle tends to the target speed; calculating a final demand torque according to a demand torque of the vehicle and a compensation torque value so that the current speed of the vehicle reaches the target speed; limiting the final demand torque to be less than or equal to a preset range; and driving a motor according to the final demand torque to control the deceleration of the vehicle.

[0022] Other applications will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order that the application can be well understood, various forms thereof will now be described, by way of example, with reference to the drawings, in which:

[0024] Figure 1 is a schematic view showing the overall configuration of a vehicle turning control system according to an embodiment of the present application;

[0025] Figure 2 is a view for describing determination of whether a vehicle enters a turning section in a vehicle turning control system according to an embodiment of the present application;

[0026] Figure 3 is a view for describing turning of a vehicle according to a turning behavior characteristic value in a vehicle turning control system according to an embodiment of the present application;

[0027] Figure 4 is a graph showing setting of a target speed of a vehicle in a setting unit of a vehicle turning control system according to an embodiment of the present application;

[0028] Figure 5 is a view showing deceleration of a vehicle speed to a target speed by a speed controller of a vehicle turning control system according to an embodiment of the present application;

[0029] Figure 6 is a view for describing derivation of a final demand torque from a speed controller of a vehicle turning control system according to an embodiment of the present application; and

[0030] Figure 7 is a flowchart showing a vehicle turning control method according to an embodiment of the present application.

[0031] The accompanying drawings described herein are for purposes of illustration only and are not intended to limit the scope of the present application in any way. DETAILED DESCRIPTION

[0032] The following description is merely exemplary in nature and is not intended to limit the present application, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

[0033] Hereinafter, a turning control system of a vehicle according to an exemplary form of the present application will be described in detail with reference to the accompanying drawings.

[0034] Figure 1 is a schematic view showing an overall configuration of a vehicle turning control system according to an embodiment of the present application, Figure 2 is a view for describing determination of whether a vehicle enters a turning section in a vehicle turning control system according to an embodiment of the present application, Figure 3 is a view for describing turning characteristics of a vehicle according to a turning behavior characteristic value in a vehicle turning control system according to an embodiment of the present application, Figure 4 is a graph showing setting of a target speed of a vehicle in a setting unit of a vehicle turning control system according to an embodiment of the present application, Figure 5 is a view showing deceleration of a vehicle speed to a target speed by a speed controller of a vehicle turning control system according to an embodiment of the present application, Figure 6 is a view for describing derivation of a final demand torque from a speed controller of a vehicle turning control system according to an embodiment of the present application.

[0035] Referring to Figure 1 A vehicle turn control system according to an embodiment of the present application can include a database 100, a sensor unit 200, and a controller 300.

[0036] Road information can be stored in the database 100. Here, the road information can include a curvature of a road, a slope of the road, and a type of the road. However, this is only an example, and the road information can include other road information that a driver should consider when driving a vehicle.

[0037] A vehicle turn control system according to an embodiment of the present application can include the sensor unit 200. In an embodiment, the sensor unit 200 can include at least one of a steering angle sensor for detecting a steering angle of the vehicle, a wheel speed sensor for detecting a wheel speed of the vehicle, an accelerator pedal sensor for detecting whether the vehicle is accelerated, a brake sensor for detecting whether the vehicle is braked, or a shift sensor for detecting whether the vehicle is shifted.

[0038] According to another embodiment, the sensor unit 200 can further include a steering angle sensor for detecting a steering angle of the vehicle, a wheel speed sensor for detecting a wheel speed of the vehicle, an accelerator pedal sensor for detecting whether the vehicle is accelerated, a brake sensor for detecting whether the vehicle is braked, or a shift sensor for detecting whether the vehicle is shifted. As described above, when the sensor unit 200 denotes one sensor, then the vehicle turn control system according to the present application can include a plurality of sensor units. The detection information detected by the sensor unit 200 can be transmitted to the controller 300.

[0039] The controller 300 determines whether the vehicle enters a turn section based on one or more information detected by the sensor unit 200 and the road information stored in the database 100, and when it is determined that the vehicle enters the turn section, the controller 300 can set a target speed of the vehicle and control the speed of the vehicle to decelerate to the set target speed.

[0040] Specifically, the controller 300 can include a determination unit 310 for determining whether the vehicle enters the turn section, a setting unit 320 for setting a target speed of the vehicle when it is determined that the vehicle enters the turn section, a deceleration rate determination unit 330 for determining a deceleration rate of the vehicle based on a current speed of the vehicle detected by the sensor unit 200 and the target speed set in the setting unit 320, and a speed controller 340 for controlling the speed of the vehicle to decelerate to the target speed according to the deceleration rate determined by the deceleration rate determination unit 330.

[0041] In the vehicle turn control system according to one embodiment of the present application, the controller 300 can allow the vehicle to perform the turn control only in a specific situation. Specifically, the controller 300 can perform the turn control when the steering angle input through the sensor unit 200 is in a specific range. In other words, the controller 300 can not perform the turn control when the detected steering angle is less than or exceeds a specific value.

[0042] In addition, the controller 300 can allow the vehicle to perform the turn control only when the speed of the vehicle is greater than or equal to a specific speed. In other words, because the under-steering phenomenon does not occur at an extremely low speed, the controller 300 can allow the turn control to be performed only when the speed of the vehicle is in a medium or high speed greater than or equal to a predetermined speed.

[0043] In addition, the controller 300 can control so that the turn control is not performed when the vehicle is in an acceleration or deceleration situation.

[0044] Further, the controller 300 can control so that the turn control is not performed when an anti-lock braking system (ABS) or a traction control system (TCS) should be operated or in a gear shift situation.

[0045] Meanwhile, the determination unit 310 of the controller 300 determines whether the vehicle enters a turn section. Specifically, with reference to Figure 2 , the determination unit 310 can determine whether the vehicle enters the turn section based on one or more of the information about the wheel speed, the steering angle, whether the vehicle is accelerated, whether the vehicle is braked, whether the gear is shifted, which are detected by the sensor unit 200, and the road curvature information stored in the database 100.

[0046] According to one embodiment of the present application, when the curvature information of the road pre-stored in the database 100 is greater than or equal to a specific curvature value, the determination unit 310 can determine that the vehicle enters the turn section.

[0047] According to another embodiment, the determination unit 310 can calculate the steering angle based on the curvature information of the road pre-stored in the database 100, and when the calculated steering angle is greater than or equal to a specific steering angle, the determination unit 310 can determine that the vehicle enters the turn section.

[0048] According to still another embodiment, the determination unit 310 can determine that the vehicle enters the turn section based on the steering angle value detected by the sensor unit 200.

[0049] The setting unit 320 can set the target speed of the vehicle based on the actual lateral acceleration of the vehicle derived based on the following steady turn equation 1, the target lateral acceleration of the vehicle, and the speed of the vehicle detected through the sensor unit 200.

[0050] [Equation 1]

[0051]

[0052] Here, δ denotes a steering angle, L denotes a wheelbase, R denotes a turning radius, lr denotes a distance from a center of gravity to a rear wheel, lf denotes a distance from the center of gravity to a front wheel, M denotes a weight of the vehicle, g denotes a gravitational acceleration, Caf denotes a front wheel turning stiffness coefficient, Car denotes a rear wheel turning stiffness coefficient, V denotes a speed of the vehicle, and K denotes a turning behavior characteristic value.

[0053] Specifically, the lateral acceleration of the vehicle can be derived by Equation 2 below.

[0054] [Equation 2]

[0055]

[0056] Here, δ denotes a steering angle, L denotes a wheelbase, V denotes a speed of the vehicle, K denotes a turning behavior characteristic value, and ay denotes a lateral acceleration.

[0057] Meanwhile, the turning behavior in the present disclosure is defined as a lateral acceleration of the vehicle that occurs when a steering angle is input. In other words, the turning behavior can be a lateral acceleration of the vehicle due to a change in the steering angle of the vehicle. The turning behavior characteristic of the vehicle can be affected by the turning behavior characteristic value.

[0058] Specifically, referring to Figure 3 when the turning behavior characteristic value is greater than 0, understeer can occur when the vehicle turns, and when the turning behavior characteristic value is less than 0, oversteer occurs when the vehicle turns, and when the turning behavior characteristic value is 0, the vehicle can stably turn during turning.

[0059] In other words, in order for the vehicle to stably turn when turning, it is necessary to set the turning behavior characteristic value to be close to zero.

[0060] Meanwhile, as shown in Equation 3, the setting unit 320 can estimate an actual lateral acceleration of the vehicle based on an actual turning behavior characteristic value of the vehicle. In this case, the setting unit 320 can derive the actual turning behavior characteristic value based on the road information stored in the database 100 and the detection information detected by the sensor unit 200, and can estimate the actual lateral acceleration by substituting the derived actual turning behavior characteristic value into Equation 3 below.

[0061] [Equation 3]

[0062]

[0063] Here, δy represents an estimated actual lateral acceleration, δ represents a steering angle, V represents a speed of the vehicle, Kveh represents an actual cornering behavior characteristic value, and τ represents a time constant.

[0064] In addition, as shown in Equation 4, the setting unit 320 can derive a target lateral acceleration of the vehicle based on a target cornering behavior characteristic value of the vehicle. In this case, the setting unit 320 can set the target cornering behavior characteristic value Kref that reflects a target cornering behavior. According to an embodiment, the setting unit 320 can set the target cornering behavior characteristic value such that weak understeering or weak oversteering occurs when the vehicle turns, and then the setting unit 320 can substitute the target cornering behavior characteristic value into Equation 4 to derive the target lateral acceleration.

[0065] [Equation 4]

[0066]

[0067] Here, a y_ref represents a target lateral acceleration, δ represents a steering angle, V represents a speed of the vehicle, Kref represents a target cornering behavior characteristic value, and δ represents a steering angle.

[0068] When an absolute value of a difference between the actual lateral acceleration of the vehicle derived according to the above-described method and the target lateral acceleration of the vehicle is less than a preset value, the setting unit 320 can set the speed as a target speed of the vehicle.

[0069] Specifically, referring to Figure 4 It can be seen that, when the speed of the vehicle is increased at the same steering angle, a difference between the target lateral acceleration and the actual lateral acceleration increases, and as the speed of the vehicle decreases, the difference between the target lateral acceleration and the actual lateral acceleration decreases. When an absolute value of a difference between the derived actual lateral acceleration and the target lateral acceleration is less than a certain value, the setting unit 320 can set the speed of the vehicle as the target speed. For example, when the difference between the actual lateral acceleration and the target lateral acceleration is 0.5 m / s 2 , when the preset certain value is 0.5 m / s 2 , and the speed of the vehicle is 50 km / h, the setting unit 320 can set 50 km / h as the target speed of the vehicle.

[0070] Meanwhile, the setting unit 320 can correct the target speed of the vehicle set according to the above-described method by reflecting a slope of a road. According to an embodiment, when a front road is an uphill, the setting unit 320 can increase the target speed, and when the front road is a downhill, the setting unit 320 can decrease the target speed.

[0071] The deceleration rate determining unit 330 determines a deceleration rate of the vehicle based on the current speed of the vehicle detected by the sensor unit 200 and the target speed set by the setting unit 320. Specifically, the deceleration rate determining unit 330 can reduce the speed of the vehicle according to the deceleration rate determined by the current speed of the vehicle and the target speed set by the setting unit 320, thereby preventing the vehicle from suddenly decelerating.

[0072] The filter unit 350 functions to remove a high frequency component of the speed signal. According to another embodiment, the filter unit 350 can be a high pass filter (HPF). Referring to Figure 5 , the filter unit 350 removes a high frequency component from the current speed signal. Accordingly, when the current speed of the vehicle is decelerated according to the deceleration rate determined in the deceleration rate determining unit 330, it is possible to prevent the vehicle from suddenly decelerating.

[0073] In other words, in the present application, when the current speed is decelerated to the target speed by the deceleration rate determining unit 330 and the filter unit 350, it is possible to prevent the vehicle from suddenly decelerating.

[0074] Meanwhile, the speed controller 340 can include a feedback control unit 341 for controlling the current speed of the vehicle to tend to the target speed, a torque limiting unit 342 for limiting a final demand torque, which is derived based on a demand torque of the vehicle and a compensation torque value that should be compensated by the feedback control unit 341, to be less than or equal to a preset range so that the current speed of the vehicle reaches the target speed, and a deceleration control unit 343 for driving the motor according to the derived final demand torque to control deceleration.

[0075] Referring to Figure 6 , the feedback control unit 341 can perform feedback control so that the current speed of the vehicle tends to the target speed. Here, the feedback control unit 341 can be implemented by various types of controllers. In some forms, the feedback control unit 341 can be implemented by a proportional-integral-derivative (PID) controller. However, this is only one example, and various types of controllers can be used as the feedback control unit 341 of the present application in addition to the above description.

[0076] The torque limiting unit 342 functions to limit the final demand torque to be less than or equal to a preset range, the final demand torque being derived based on the demand torque of the vehicle and the compensation torque value that should be compensated by the feedback control unit 341, so that the current speed of the vehicle reaches the target speed. Specifically, since the vehicle should not be accelerated due to the final demand torque, which is derived based on the demand torque of the vehicle and the compensation torque value that should be compensated by the feedback control unit 341, so that the current speed of the vehicle reaches the target speed, the torque limiting unit 342 can limit the magnitude of the final demand torque to be within a preset range, i.e., within a range in which the vehicle is not accelerated.

[0077] The deceleration control unit 343 functions to drive the motor according to the final demand torque derived by the feedback control unit 341 and the torque limiting unit 342, so as to control the speed of the vehicle to be decelerated to the target speed. Specifically, the deceleration control unit 343 can control the drive motor of the vehicle in a negative region, so that the speed of the vehicle is decelerated to the target speed.

[0078] In the exemplary form of the present application, the controller 300 can be implemented by an algorithm configured to control the operation of various components of the vehicle, a non-volatile memory (not shown) configured to store data related to software commands to reproduce the algorithm, or at least one processor (not shown) configured to perform the operations to be described below using data stored in a corresponding memory. Here, the memory and the processor can be implemented as separate chips. Alternatively, the memory and the processor can be implemented as a single chip in which the memory and the processor are integrated. The processor can be in the form of one or more processors.

[0079] Figure 7 is a flowchart illustrating a turning control method of a vehicle according to an embodiment of the present application.

[0080] Referring to Figure 7 , the turning control method of the vehicle can include the steps of determining whether the vehicle enters a turning section, setting a target speed of the vehicle when it is determined that the vehicle enters the turning section, determining a deceleration rate of the vehicle based on a current speed of the vehicle and the set target speed, and controlling the speed of the vehicle to be decelerated to the target speed. According to the present application, the method can further include removing a high frequency component of a speed signal.

[0081] Specifically, in the step of determining whether the vehicle enters the turning section, it can be determined whether the vehicle enters the turning section based on one or more of information about a wheel speed of the vehicle, a steering angle, whether the vehicle is accelerated, whether the vehicle is braked, whether the vehicle is shifted, detected by the sensor unit 200, and curvature information about a road stored in the database 100.

[0082] In addition, when it is determined that the vehicle enters the turning section, in the step of setting the target speed of the vehicle, the target speed of the vehicle can be set based on an actual lateral acceleration of the vehicle derived by a steady turning equation, a target lateral acceleration of the vehicle, and a vehicle speed detected by the sensor unit 200.

[0083] In addition, when it is determined that the vehicle enters the turning section, the step of setting the target speed of the vehicle can include correcting the target speed of the vehicle by reflecting a slope of the road.

[0084] Further, the step of controlling the speed of the vehicle to decelerate to the target speed can include performing feedback control so that the current speed of the vehicle converges on the target speed, limiting a final demand torque, which is derived based on a demand torque of the vehicle and a compensation torque value that should be compensated by the feedback control, to be smaller than or equal to a preset range so that the current speed of the vehicle reaches the target speed, and driving the motor according to the derived final demand torque to control the deceleration.

[0085] Since the specific technical features of each operation in the vehicle turning control method according to an embodiment of the present application are the same as the corresponding technical features of the vehicle turning control system according to an embodiment of the present application, a detailed description thereof will be omitted here.

[0086] According to the present application, the target speed is determined using a driving motor of a vehicle in consideration of a turning characteristic of the vehicle, and deceleration control is performed before the vehicle enters a turning section, so that the vehicle turning can be safely performed.

[0087] Although exemplary forms of the present application have been described for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the present application.

Claims

1. A turn control system of a vehicle, the turn control system comprising: a database configured to store road information; a sensor unit configured to detect at least one of a steering angle of the vehicle, a wheel speed of the vehicle, whether the vehicle is accelerating, whether the vehicle is braking, and whether the vehicle is shifting; and a controller configured to: determine whether the vehicle enters a turn section based on one or more of the information detected by the sensor unit and the road information stored in the database; when it is determined that the vehicle enters a turn section, set a target speed of the vehicle, and control a speed of the vehicle to decelerate to reach the target speed, wherein the controller includes a setting unit configured to set the target speed of the vehicle when it is determined that the vehicle enters a turn section, and the setting unit is configured to set the target speed of the vehicle based on an actual lateral acceleration of the vehicle, a target lateral acceleration of the vehicle, and a speed of the vehicle detected by the sensor unit, wherein the actual lateral acceleration of the vehicle is derived from a steady-state turn equation, and wherein the setting unit is configured to calculate an absolute value of a difference between the actual lateral acceleration of the vehicle and the target lateral acceleration, determine whether the calculated absolute value is less than a preset value, and when the calculated absolute value is less than the preset value, the setting unit is configured to set a vehicle speed corresponding to the calculated absolute value as the target speed of the vehicle.

2. The turn control system of claim 1, wherein, the controller further includes: a determination unit configured to determine whether the vehicle enters a turn section; a deceleration rate determination unit configured to determine a deceleration rate of the vehicle based on a current speed of the vehicle detected by the sensor unit and the target speed; and a speed controller configured to reduce the speed of the vehicle according to the deceleration rate until the vehicle reaches the target speed.

3. The turn control system of claim 2, wherein, the determination unit is configured to determine whether the vehicle enters a turn section based on one or more of the information detected by the sensor unit regarding the wheel speed of the vehicle, the steering angle, whether the vehicle is accelerating, whether the vehicle is braking, and whether the vehicle is shifting, and road curvature information stored in the database.

4. The turn control system of claim 1, wherein, the setting unit is configured to estimate the actual lateral acceleration of the vehicle based on an actual turn behavior characteristic value of the vehicle, and derive the target lateral acceleration of the vehicle based on a target turn behavior characteristic value of the vehicle.

5. The turn control system of claim 3, wherein, the setting unit is configured to correct the target speed of the vehicle based on a slope of a road.

6. The turn control system of claim 2, further comprising: a filter unit configured to remove a high frequency component of a speed signal.

7. The turn control system of claim 2, wherein, the speed controller includes: a feedback control unit configured to cause the current speed of the vehicle to tend toward the target speed; a torque limit unit configured to limit a final demand torque to be less than or equal to a preset range, wherein the final demand torque is calculated based on a demand torque of the vehicle and a compensation torque value to cause the current speed of the vehicle to reach the target speed; and A deceleration control unit configured to drive a motor based on the final demand torque to control deceleration of the vehicle.

8. A turning control method of a vehicle, the turning control method comprising the steps of: determining whether the vehicle enters a turning section; setting a target speed of the vehicle in response to the vehicle entering the turning section; determining a deceleration rate of the vehicle based on a current speed of the vehicle and the set target speed; and controlling deceleration of the speed of the vehicle to reach the target speed, wherein the target speed of the vehicle is determined based on an actual lateral acceleration of the vehicle, a target lateral acceleration of the vehicle, and a speed of the vehicle detected by a sensor unit, wherein the actual lateral acceleration of the vehicle is derived from a steady-state turning equation, and calculating an absolute value of a difference between the actual lateral acceleration of the vehicle and the target lateral acceleration, determining whether the calculated absolute value is less than a preset value, and setting a vehicle speed corresponding to the calculated absolute value as the target speed of the vehicle when the calculated absolute value is less than the preset value.

9. The turn control method of claim 8, wherein, The step of determining whether the vehicle enters the turning section includes determining whether the vehicle enters the turning section based on one or more of information about a wheel speed of the vehicle, a steering angle, whether the vehicle is accelerating, whether the vehicle is braking, and whether the vehicle is shifting, detected by a sensor unit, and road curvature information stored in a database.

10. The turning control method according to claim 8, wherein The step of setting the target speed of the vehicle includes correcting the target speed of the vehicle based on a slope of a road.

11. The turn control method of claim 8, wherein, The step of determining the deceleration rate of the vehicle includes removing a high-frequency component of a speed signal.

12. The turn control method of claim 8, wherein, The step of controlling deceleration of the speed of the vehicle to the target speed includes: performing feedback control so that the current speed of the vehicle tends toward the target speed; calculating a final demand torque based on a demand torque of the vehicle and a compensation torque value so that the current speed of the vehicle reaches the target speed; limiting the final demand torque to be less than or equal to a preset range; and driving a motor based on the final demand torque to control deceleration of the vehicle.

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