JPH0725327A - Control device for vehicle - Google Patents

Abstract

PURPOSE:To detect the psychological state of a driver to reflect it on brake control so as to enable brake control corresponding to the driving ability of the driver. CONSTITUTION:A control device for a vehicle is provided with a braking means 20 for making braking pressure act upon a wheel, and an anti-skid brake control mans 130 for controlling braking pressure so that the slip of the wheel becomes a target slip factor. A psychological state detecting means 60a is provided to detect the generation of the tense state of a driver on the basis of the number of heartbeat, and when the tense state is generated, the target slip factor is corrected and changed by a correcting means 51. The correction quantity may be changed according to the intensity of the driver's tension based on the number of heartbeat, the fluctuation of heartbeat and the like. The correction quantity and direction may be also changed according to the turning state and rectilinear state.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle which changes the braking characteristics of the vehicle according to the psychological state of the driver.

[0002]

2. Description of the Related Art Heretofore, there has been proposed a method in which the motion characteristics of a vehicle are changed in accordance with the running environment of the vehicle so as to change and control the motion characteristics of the vehicle to meet the requirements of the driver. As such a vehicle control device, a device that changes the throttle gain according to road conditions has been proposed (for example, Japanese Laid-Open Patent Publication No. 2-24193).
(See Japanese Patent Publication No. 5). This control device classifies road conditions into urban roads, highways, uphill roads, and congested roads, stores the throttle opening determined according to various road conditions in the throttle opening characteristic storage means in advance, and sets the road conditions. By selectively designating a specific road condition from the above-mentioned road conditions preset in the means, the throttle opening degree is to be changed for each selection designation.

Further, among the dynamic characteristics of the vehicle described above, the braking characteristics for the wheels are changed based on the target slip ratios, respectively, the slip of the wheels due to the braking operation of the driver and the slip of the driving wheels due to the acceleration operation of the driver. According to the above, there is also proposed a vehicle that attempts to change and control the braking characteristics of the vehicle so as to meet the requirements of the driver. As such a vehicle control device, an anti-skid brake control device or a traction control device is generally known (for example, JP-A-63-259).
No. 141). The anti-skid brake control system prevents the wheels from locking or skiding when braking and stops the vehicle at a short braking distance without losing directional stability. As described above, the braking pressure applied to the wheels is controlled to be increased or decreased. In addition, the traction control device
The slip amount of the drive wheel is detected to prevent the drive wheel from slipping due to excessive drive torque and degrading the acceleration performance when the vehicle accelerates.The slip amount of the drive wheel corresponds to the friction coefficient of the road surface. To achieve the target slip amount
It reduces the engine output and increases the braking pressure.

[0004]

However, the traveling environment of a vehicle is not only determined by the above-mentioned various road conditions, but also varies depending on the traffic flow condition at that time even under the same road conditions. The dynamic characteristics of the vehicle desired by the driver with respect to the driving environment, that is, the driver's request is not only the condition of the driving environment, but also the psychological state of the driver operating in the driving environment at that time when the driver is relaxed or nervous. It also changes depending on whether there is one. And
It is different for each driver whether or not the driver can drive in a relaxed state or becomes nervous in various driving environments mainly due to the difference in the driving skill of the driver. Therefore, even if various sensors are used to grasp the driving environment and driving conditions, it is only necessary to uniformly control the braking characteristics of the vehicle based on the detection information only from those driving environments. Cannot necessarily meet the internal requirements of the.

The present invention has been made in view of such circumstances, and an object of the present invention is to detect the psychological state of the driver and reflect the psychological state of the driver in the control of the braking means to thereby improve the driving skill of the driver. It is to enable the braking control according to the above, and to accurately reflect the internal demands of each driver under various traveling environments in the control of the vehicle.

[0006]

In order to achieve the above object, the invention according to claim 1 is, as shown in FIG. 1, a braking means 20 for exerting a braking pressure on a wheel, and a wheel in the braking means 20. And a control means 100 for controlling the braking pressure to the vehicle based on a predetermined braking characteristic. Then, a psychological state detection means 60 for detecting the psychological state of the driver is provided, and a correction means 50 for correcting the control amount in the control means 100 according to the psychological state of the driver detected by the psychological state detection means 60 is provided. It is what

According to a second aspect of the invention, in the first aspect of the invention, a wheel speed detecting means 1 for detecting the wheel speed of the wheel.
12 and a brake sensor 115 that detects a depression operation of the brake pedal and outputs an ON signal. And
When the ON signal is output from the brake sensor 115 and the slip ratio obtained based on the wheel speed from the wheel speed detecting unit 112 exceeds a predetermined threshold, the control unit 100 causes the wheel to reach the target slip ratio. Anti-skid brake control for controlling the braking pressure in the braking means 20 so as to decelerate at
This is constituted by means 130 called control.

According to a third aspect of the present invention, in the first aspect of the invention, the wheel speed detecting means 1 for detecting the wheel speed of the wheel.
12 is provided. Then, when the slip ratio resulting from the acceleration of the drive wheels, which is obtained based on the wheel speed from the wheel speed detecting unit 112, exceeds a predetermined threshold value, the control unit 100 sets the slip ratio to the target slip ratio. It is configured by a traction control (hereinafter, simply referred to as TRC control) means for controlling the braking pressure applied to the drive wheels.

According to a fourth aspect of the present invention, in the first aspect of the invention, the psychological state detecting means is a measuring unit for measuring the actual heart rate of the driver, and the psychological state of the driver is determined based on the actual heart rate. It is configured to include a determination unit for performing.

According to a fifth aspect of the present invention, in the first aspect of the present invention, the psychological state detecting means is a measuring unit for measuring the actual heart rate of the driver, and the psychology of the driver based on the heart rate variability of the actual heart rate. The configuration includes a determination unit that determines a state.

According to a sixth aspect of the present invention, in the first aspect of the present invention, the psychological state detecting means includes a measuring unit for measuring the actual heart rate of the driver, the actual heart rate and the heart rate variability of the actual heart rate. And a determination unit that determines the psychological state of the driver based on the above.

According to a seventh aspect of the present invention, in the first aspect of the present invention, the psychological state detecting means is based on a measuring unit for measuring an actual heart rate of the driver and a variation ratio of the actual heart rate to a reference heart rate. And a determination unit that determines the psychological state of the driver.

According to an eighth aspect of the present invention, in the first aspect of the invention, there is provided vehicle state detection means for detecting the state of the vehicle relating to traveling stability during turning. The correction means is configured to correct the vehicle state output from the vehicle state detection means and the driver's psychological state output from the psychological state detection means.

According to a ninth aspect of the present invention, in addition to the first aspect of the present invention, steering state detecting means for detecting the steering state amount of the steering wheel is provided. The correction means is configured to correct the psychological state of the driver detected by the psychological state detecting means and the steering state detected by the steering state detecting means.

According to a tenth aspect of the present invention, in the second aspect of the invention, there is provided steering angle detecting means for detecting the steering angle of the steering wheel. Then, when the steering angle output from the steering angle detecting means is larger than a set value and the psychological state of the driver detected by the psychological state detecting means is in a tension state, the control means on the rear wheel side is controlled. Is configured to be corrected only.

According to an eleventh aspect of the present invention, in the third aspect of the invention, the psychological state detection means measures the actual heart rate of the driver, and the psychological state of the driver is determined based on the actual heart rate. And a determination unit that does. Then, the correction means is configured to correct the target slip ratio to be smaller as the actual heart rate of the driver in the psychological state detection means becomes larger.

The invention according to claim 12 is the same as claim 3
In the described invention, the psychological state detecting means includes a measuring unit that measures the actual heart rate of the driver, and a determination unit that determines the psychological state of the driver based on the heart rate variability of the actual heart rate. Then, the correction means is configured to correct the target slip rate to a smaller value as the heartbeat fluctuation rate in the psychological state detection means becomes smaller.

Further, in the invention described in claim 13, in the invention described in claim 1, the psychological state detecting means includes a measuring unit for measuring an actual heart rate of the driver, and a variation ratio of the actual heart rate to a reference heart rate. And a determination unit that determines the psychological state of the driver based on the. Then, the correction means is configured to correct the target slip rate to be smaller as the variation ratio in the psychological state detection means becomes larger as the actual heart rate of the liver.

[0019]

With the above construction, in the invention according to claim 1,
The braking pressure applied to the wheels in the braking means is controlled by the control means based on a predetermined braking characteristic. In this control, the correction amount corrects the control amount for the braking pressure according to the psychological state of each driver output from the psychological state detecting means, and the corrected braking pressure acts on the wheels. By the way, whether or not the driver maintains a relaxed state or falls into a tension state with respect to the behavior change of the vehicle based on the same driving operation, for example, the same depressing operation on the brake pedal or the accelerator pedal is mainly dependent on the driving skill of the driver. different. Therefore, by detecting the psychological state of the driver when performing such a driving operation and controlling the braking means in accordance with these, it becomes possible to perform optimum braking control according to the driving skill of the driver. It is possible to perform control that meets the internal requirements of the driver.

According to the second aspect of the present invention, in addition to the effect of the first aspect of the present invention, the driver's operation on the brake pedal is detected by the brake sensor, and the slip ratio associated with the brake operation exceeds a predetermined threshold value. When,
The ABS control means increases or decreases the braking pressure so that the wheels decelerate at the target slip ratio. Then, in the ABS control, the control amount is corrected by the correction means according to the psychological state of each driver, whereby the ABS control at the time of the depression operation of the brake pedal is performed according to the driving skill of the driver. Brake control that meets the internal requirements of the driver is possible.

According to the third aspect of the invention, in addition to the effect of the first aspect of the invention, when the slip ratio accompanying the acceleration of the drive wheels exceeds a predetermined threshold value, the TRC control means applies a braking pressure to the drive wheels. The applied brake control is performed so that the target slip ratio is achieved. Then, in the TRC control, the control amount is corrected by the correction means in accordance with the psychological state of each driver, whereby the TRC control at the time of the depression operation of the accelerator pedal is performed according to the driving skill of the driver. Brake control that meets the internal requirements of the driver is possible.

According to the invention described in claim 4, in addition to the operation according to the invention described in claim 1, the actual heart rate of the driver is measured by the measuring section of the psychological state detecting means, and based on the high or low of the actual heart rate. The psychological state of the driver, that is, the tension state is determined by the determination unit, and the psychological state of the driver can be detected.

According to the invention of claim 5, in addition to the operation according to the invention of claim 1, the actual heart rate of the driver is measured by the measuring section of the psychological state detecting means, and the determining section determines the actual heart rate. The driver's psychological state is determined based on the variation rate. Since the degree of change in the heart rate variability is larger than the degree of change in the actual heart rate, the change in the psychological state of the driver is detected with high sensitivity,
By making a correction based on this, it becomes possible to quickly control the braking pressure with respect to changes in the psychological state of the driver.

According to the invention of claim 6, in addition to the operation according to the invention of claim 1, the actual heart rate of the driver is measured by the measuring unit of the psychological state detecting means, and the actual heart rate and the actual heart rate are judged by the determining unit. 2 with heart rate variability of heart rate
The driver's psychological state is determined based on one factor.
As a result, the psychological state of the driver is grasped based on the two factors of the actual heart rate itself and the fluctuation state thereof, and the driver's tension state is detected more accurately.

According to the invention described in claim 7, in addition to the operation according to the invention described in claim 1, the actual heart rate of the driver is measured by the measuring section of the psychological state detecting means, and the judgment section determines the reference of the actual heart rate. The psychological state of the driver is determined based on the variation ratio with respect to the heart rate. As a result, in grasping the change in the psychological state of the driver, the standard for the change is clarified, and the driver's tension state is detected more accurately.

According to the eighth aspect of the invention, the correction by the correcting means in the first aspect of the invention is based on not only the psychological state of the driver but also the turning stability of the vehicle detected by the vehicle state detecting means. Be changed. As a result, optimal braking control is performed in consideration of not only the driving skill of the driver but also the turning stability of the vehicle.

According to the ninth aspect of the invention, the correction by the correcting means in the first aspect of the invention is changed depending on the steering state of the steering detected by the steering state detecting means in addition to the psychological state of the driver. To be done. As a result, in addition to the driver's driving skill, the driver's steering operation situation is also taken into consideration, so that optimum brake control is performed.

According to a tenth aspect of the present invention, there is provided the above-mentioned second aspect.
In addition to the effect of the invention described above, when the driver is in a tensioned state and the steering angle at that time is in a turning state larger than the set value, only the control amount on the rear wheel side is corrected and the direction of the vehicle is changed. It tends to be dominated by the steering operation by the driver. As a result, the turning motion of the vehicle matches the driver's steering operation intention.

According to the eleventh aspect of the present invention, in addition to the operation according to the third aspect of the present invention, the greater the actual heart rate of the driver measured by the psychological state detecting means is, that is, the driver is Since the target slip ratio is corrected to a smaller value by the correction unit as the tension state increases, the slip of the driving wheels is further suppressed in the TRC control, and the acceleration motion of the vehicle is further stabilized.

According to the twelfth aspect of the invention, in addition to the effect of the third aspect of the invention, the smaller the heart rate variability based on the actual heart rate measured by the psychological state detecting means, the smaller the value. That is, as the driver is in a tensioned state, the target slip ratio is corrected smaller by the correction means, so that the slip of the driving wheels is further suppressed in the TRC control, and the acceleration motion of the vehicle is more stabilized. In this correction, the degree of change in the heart rate variability is larger than the degree of change in the actual heart rate, so the change in the driver's tension is detected with high sensitivity, and the correction based on this makes the change in the driver's psychological state. It is possible to suppress the slip of the drive wheel with respect to.

Further, according to the invention of claim 13,
In addition to the operation according to the invention described in claim 3, the larger the ratio of the actual heart rate measured by the psychological state detecting means to the reference heart rate is, that is, the more nervous the driver is, the more the correction is performed. Since the target slip ratio is corrected to be small by the means, the slip of the driving wheels is further suppressed in the TRC control, and the acceleration motion of the vehicle is further stabilized. At the time of this correction, since the correction is performed based on the change ratio, in understanding the change in the driver's tension state, the reference for the change is clarified, and the driver's tension state is detected more accurately.

[0032]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of the present invention will be described below with reference to FIGS.

FIG. 2 is a schematic configuration diagram of a vehicle to which the vehicle control device according to the first to seventh embodiments of the present invention is applied. This vehicle is provided with an anti-skid brake control means 130 and a traction control means 140 that control the braking pressure in the braking means 20. Since the configurations of the brake means 20, the ABS control means 130, and the TRC control means 140 are the same throughout the first to seventh embodiments, their contents will be described in the first embodiment and will be described in the second and subsequent embodiments. Will not be described.

(First Embodiment) -Overall Structure-In FIG. 2, reference numeral 1 denotes an engine mounted on the front of the vehicle. The torque generated by the engine 1 is the automatic transmission 3, the propeller shaft 4, and the differential device 5. And the left and right rear wheels 7RL, 7RR via the left and right axles 6L, 6R. In this vehicle, the left and right rear wheels 7RL, 7RR are drive wheels, and the left and right front wheels 7FL, 7FR are driven wheels and steered wheels.

In the intake passage 8 of the engine 1, the main throttle valve 10 connected to an accelerator pedal 9 is connected.
And the sub-throttle valve 12 connected to the throttle opening adjustment actuator 11. The opening of the sub-throttle valve 12 is adjusted by driving the actuator 11 by TRC control described later.

The automatic transmission 3 is provided with a fluid torque converter 2 and a multi-stage transmission gear mechanism 3a. The speed change gear mechanism 3a is hydraulically operated as is known,
In the embodiment, for example, four forward gears and one reverse gear are used. Further, the torque converter 2 has a hydraulically operated lockup clutch 2a, and engagement and disengagement are performed by switching between excitation and demagnetization of a solenoid 39b incorporated in the hydraulic circuit. That is, the plurality of solenoids 39a, 3a incorporated in the hydraulic circuit are
Gear shifting is performed by changing the combination of excitation and demagnetization of 9a, ....

The solenoids 39a and 39b are controlled by the AT controller 101 for controlling the shift of the automatic transmission 3. The AT controller 101 stores the shift characteristic and the lockup characteristic in advance, and performs the shift control and the lockup control based on this. Therefore, A
The T controller 101 is provided with respective throttle opening signals from a main throttle opening sensor 102 for detecting the opening of the main throttle valve 10 in the intake passage 8 and a sub throttle opening sensor 103 for detecting the opening of the sub throttle valve 12. And a vehicle speed signal from a vehicle speed sensor 104 that detects the vehicle speed.

-Structure of Brake Means 20-The brake means 20 includes brakes 21FL to 21RR provided on the wheels 7FL to 7RR and brake fluid pressures on the calipers 22FL to 22RR (wheel cylinders) of the brakes 21FL to 21RR. And brake pipes 23FL to 23RR for supplying. The structure for supplying the brake fluid pressure is as follows.

First, the depression force of the brake pedal 25 is boosted by a hydraulic booster 26 and transmitted to a tandem master cylinder 27. A brake pipe 23FL for the left front wheel is connected to the first discharge port 27a of the master cylinder 27, and a brake pipe 23FR for the right front wheel is connected to the second discharge port 27b.

The brake pipe 23FL for the left front wheel and the brake pipe 23FR for the right front wheel are provided with electromagnetic on-off valves 40A, 41A, respectively, and a relief connected downstream of the on-off valves 40A, 41A. Passage 42
Electromagnetic on-off valves 40B and 41B are provided on L and 42R, respectively.
Is installed.

A hydraulic pressure from a pump 29 is supplied to the booster 26 via a pipe 28, and an excess hydraulic pressure is returned to a reservoir tank 31 via a return pipe 30. A branch pipe 28a branched from the pipe 28 is connected to the merging portion a, and an electromagnetic opening / closing valve 32 is provided in the branch pipe 28a. The booster hydraulic pressure generated by the booster 26 is supplied to the merging portion a through a pipe 33, and the pipe 33 also has an electromagnetic opening / closing valve 34.
Is installed. A one-way valve 35 that allows only the flow toward the merging portion a is provided in the pipe 33 in parallel with the opening / closing valve 34.

Brake pipes 23RL and 23RR for the left and right rear wheels are connected to the confluence portion a. This piping 23
RL and 23RR are electromagnetic on-off valves 36A and 3R, respectively.
7A is interposed and the on-off valves 36A, 37
Electromagnetic on-off valves 36B and 37B are connected to the relief passages 38L and 38R connected to the downstream of A, respectively.

Each of the on-off valves 32, 34, 36A, 36 described above
B, 37A, 37B, 40A, 40B, 41A, 41B
Are controlled by the controller 121 described below.

-Structure of Controller 121- The controller 121 has a built-in microcomputer, and the ABS control means 130 and the TRC control means 140, which will be described later, are individually controlled. That is, the controller 121 is configured as shown in FIG.
As shown in, the ABS control means 130 for controlling the brake means 20 while the brake pedal 25 is being depressed.
A TRC control means 140 for controlling the brake means 20 and the sub-throttle valve 12 when the brake pedal 25 is not stepped on; a psychological state detecting means 60a for detecting the psychological state of the driver; The ABS control means 130 is based on the output from the state detection means 60a.
Correction means 51 for correcting the change of the target slip ratio Sbt. Hereinafter, each means will be described.

<Structure of ABS Control Unit 130> AB
The S control means 130 adjusts the braking pressure of the brake 21FL of the left front wheel 7FL by operating the opening / closing valves 40A, 40B, and the braking pressure 21FR of the right front wheel 7FR by operating the opening / closing valves 41A, 41B. Second channel and open / close valves 36A, 36B, 37A, 3
And a third channel for adjusting the braking pressure of the brakes 21RL, 21RR of the left and right rear wheels 7RL, 7RR by the operation of 7B. Then, the ABS control means 130
Is a brake signal from a brake sensor 115 that detects whether or not the brake pedal 25 is stepped on, and a wheel speed sensor 11 that detects the rotation speed of each of the wheels 7FL to 7RR.
Wheel speed signals from 2FL to 112RR and steering angle sensor 1
Based on the steering angle signal from the steering wheel 14 and the respective signals, the above channels are independently performed in parallel with each other.

The control contents will be described in detail. The ABS control means 130 includes a pseudo vehicle body speed setting unit for setting a pseudo vehicle body speed and a control threshold value setting unit for setting a control threshold value. Phase 0 (anti-skid brake non-control state), phase I (braking pressure reduction state during anti-skid brake control), phase II (holding state after pressure reduction), phase III (by comparison with wheel acceleration / deceleration and slip ratio) Select the appropriate phase from among the sudden pressure increase state after depressurization hold) and phase IV (slow pressure increase state after sudden pressure increase), and output the braking pressure control signal according to each phase to the on-off valves 36A, 36B, 37A, 37B. ，
It outputs to 40A, 40B, 41A, 41B.

The pseudo vehicle body speed Vr in the pseudo vehicle body speed setting section is set as a convenient vehicle body speed based on the wheel speed, and the maximum wheel speed of the four wheels 7FL to 7RR is the pseudo vehicle body speed Vr. Is set. On the other hand, the speed change amount is 1.2 G at a high friction coefficient according to the friction coefficient of the road surface.
・ Set from Δt to 0.3 G ・ Δt of low friction coefficient and correct by the following formula. Note that Δt is a sampling cycle (for example, 7 ms).

Vr ← Vr− (1.2 G · Δt to 0.3 G · Δt) The setting of the control threshold value in the control threshold value setting unit is performed independently for each channel. In the case of, the first wheel deceleration threshold G1 for determining the transition from phase 0 (when the anti-skid brake is not controlled) to phase I (pressure reduction) and the first wheel deceleration threshold G1 for determining the transition from phase I to phase II (holding). 2-wheel deceleration threshold G2
And the first slip ratio threshold S1 for determining the transition from phase II to phase III (rapid pressure increase), and the wheel acceleration threshold G3 for determining the transition from phase III to phase IV (slow pressure increase).
And a second slip ratio threshold S2 for determining the transition from phase IV to phase I. The control threshold value is appropriately set according to the pseudo vehicle body speed Vr and the friction coefficient of the road surface.

Regarding the wheel speeds of the rear wheels 7RL and 7RR,
The smaller wheel speed of the two wheel speeds is selected as the rear wheel speed. The slip ratio is calculated according to the following equation. Slip rate = (1-wheel speed / pseudo vehicle speed) × 100 As shown in FIG. 4, the setting of the control threshold value does not make the lateral resistance coefficient μL of the wheel with respect to the road surface excessively low, and It is set so that the friction coefficient μ between them can be increased, that is, a characteristic in the range of Ss can be obtained.

The deceleration and the acceleration of the wheel are obtained by dividing the difference between the previous value and the present value of the wheel speed by the sampling cycle Δt and converting the result into the gravitational acceleration. Therefore, normally, the increase / decrease control of the braking pressure as shown in FIG. 5 is performed. That is, when the brake pedal 25 is depressed from the constant speed running state, the braking pressure increases and the wheel speed decreases accordingly.

When the wheel deceleration becomes larger than the first wheel deceleration threshold value G1, the control shifts to the anti-skid brake control, the phase I is selected, and the braking pressure is reduced according to a predetermined pressure reducing mode.

When the wheel deceleration becomes smaller than the second wheel deceleration threshold G2, the phase II is selected and the braking pressure is maintained in the reduced pressure state.

When the slip ratio decreases as the pressure is maintained and exceeds the first slip ratio threshold S1, phase III
Is selected, and the braking pressure is rapidly increased.

When the wheel acceleration decreases due to the sudden pressure increase and becomes equal to or lower than the wheel acceleration threshold value G3, the phase IV is selected and the braking pressure is gradually increased.

Due to the above-mentioned slow pressure increase, the slip ratio becomes the second value.
Phase I is selected when the slip ratio threshold S2 is exceeded.

As described above, the brake pressures of the first to third channels are controlled to increase and decrease independently of each other to prevent the wheels from locking or skiding and to stabilize the direction. It is designed to stop the vehicle at a short braking distance without losing.

<Structure of TRC Control Unit 140> The TR
The C control unit 140 includes a brake control unit, an engine control unit that controls the throttle opening adjustment actuator 11, and an AT controller 10 for gear shift control.
1 and a lock-up control unit. That is, in the case of TRC control, in order to reduce the drive torque of the drive wheels 7RL, 7RR, the brake control for the drive wheels 7RL, 7RR is performed, and the driving force transmitted to the drive wheels 7RL, 7RR, that is, the generation of the engine 1 is generated. It is also designed to reduce torque. The TRC control means 140 includes the throttle opening sensors 102, 103.
And a signal from the vehicle speed sensor 104, and a wheel speed sensor 112 for detecting the speed of each wheel 7FL to 7RR.
A wheel speed signal from FL to 112RR, an accelerator opening signal from an accelerator opening sensor 113 that detects an accelerator opening, and a steering angle sensor 1 that detects a steering angle θ.
The steering angle signal from 14 and the mode signal from the manually operated switch 116 are input.

In the case of the above-mentioned brake control, the above-mentioned brake means 20 is as follows when it is not controlled. That is, as shown in FIG. 2, the opening / closing valve 32 is closed, the opening / closing valve 34 is opened, the opening / closing valves 36B and 37B are closed, and the opening / closing valves 36A and 37A are opened. As a result, when the brake pedal 25 is depressed, the front wheel brake 21FL,
Brake fluid pressure is supplied to 21FR via the master cylinder 27. In addition, the rear wheel brake 21RL,
The hydraulic pressure for boosting corresponding to the depression force of the brake pedal 25 from the hydraulic booster 26 is supplied to the 21RR as brake hydraulic pressure via the pipe 33.

On the other hand, at the time of control, the opening / closing valve 34 is closed and the opening / closing valve 32 is opened. And the on-off valves 36A, 3
6B, 37A, 37B, 40A, 41A, 40B, 41
B is open / close controlled by duty control. Moreover, the brake fluid pressure that has passed through the branch pipe 28 a is prevented from acting as a reaction force to the brake pedal 25 by the action of the one-way valve 35.

FIG. 6 shows the contents of the TRC control by the TRC control means 140, focusing on the engine control and the brake control. In the same figure, the target value for the engine (the target slip ratio of the drive wheels) is indicated by Set, and the target value for the brake is indicated by Sbt (Sbt> Se).
t).

Before time t ₁ , no significant slip has occurred on the drive wheels, so engine control is not performed. Therefore, the sub-throttle valve 12 is fully open, and the throttle opening Tn (both throttle valves 10 , 12 which is the combined opening of the throttle valve and which corresponds to the opening of the throttle valve with the smaller opening) is the main throttle opening TH · M corresponding to the accelerator opening.

[0062] In time point t _1, the slip value of the driving wheels, a significant slip incurred became target value Set engine. In the embodiment, the traction control is started when the slip value of the drive wheels becomes equal to or larger than Set, and at this time t ₁ , the throttle opening is reduced to the lower limit control value SM all at once. (Feedforward control). Then, after the SM is once set, the opening degree of the sub-throttle valve 12 is feedback-controlled so that the slip value of the driving wheel becomes the engine target value Set. At this time, the throttle opening Tn is equal to the sub-throttle valve opening TH.
It becomes S.

[0063] In t ₂ time is when the slip value of the driven wheel is equal to or greater than the brake target value Sbt, this time, the drive wheel brake 21RL, brake fluid pressure is supplied to 21RR, and the engine control Traction control is started by both brake control. The brake fluid pressure is feedback-controlled so that the slip value of the drive wheel becomes the brake target value Sbt.

[0064] In t ₃ time, the slip value of the driven wheel is at when a target value less than Sbt brake, this brake fluid pressure is gradually lowered by, eventually brake fluid pressure becomes zero. However, the slip control by the engine is still continued.

The traction control ending condition is that the accelerator opening is fully closed in the embodiment.

The slip value of the driving wheel is determined by the wheel speed sensor 11
It is detected based on the detection signals from 2FR to 112RL. That is, the slip value is calculated by subtracting the rotational speed of the driven wheel from the rotational speed of the driving wheel and dividing the difference by the rotational speed of the driven wheel and expressing it as a percentage. still,
In calculating the slip value, in the case of engine control, the larger one of the left and right drive wheels is selected as the rotation speed of the drive wheels, and the average value of the left and right driven wheels is used as the rotation speed of the driven wheels. In the case of brake control, the rotational speed of the driven wheels is the same as that of engine control, but the rotational speed of the drive wheels is the rotational speed of the left and right drive wheels when controlling the braking force on the left and right drive wheels independently of each other. Are used respectively.

FIG. 7 is a block diagram showing a circuit for determining the above target values Set and Sbt. The determination parameters are vehicle speed, accelerator opening, steering wheel steering angle,
It includes the operating state of the mode switch 116 and the maximum friction coefficient μmax of the road surface.

That is, in the figure, the basic value Stao of Set and the basic value Stbo of Sbt are stored in the map 121 using the maximum friction coefficient as a parameter (S
tbo> Stao). Then, the basic values Stbo, S
Set and Sbt are obtained by multiplying tao by the correction gain coefficient kd.

The corrected gain coefficient kd is obtained by multiplying the gain coefficients Vspg, Acpg, Fstgg, and MODEg. The above gain coefficient Vspg
Is a vehicle speed and is stored as a map 122. The gain coefficient Acpg has the accelerator opening as a parameter and is stored as the map 123. The gain coefficient Fstgg uses the steering angle as a parameter and is stored as the map 124. The gain coefficient MODEg is manually selected by the driver and is stored in the table 125. This table 125 is provided with three types of modes: sports mode, normal mode, and safety mode.

<Structure of Psychological State Detecting Means 60a> As shown in FIG. 8, the psychological state detecting means 60a is arranged at each predetermined portion of the steering wheel 81 to detect the potential difference between the left and right hands of the driver. Electrode 61 for
An amplifier 62 connected to the electrode 61 for amplifying the potential difference, a bandpass filter (BPF) 63 for removing a predetermined frequency signal component other than the cardiac potential from the potential difference amplified by the amplifier 62, and the bandpass filter. 6
The measurement unit 64 that measures the heart rate based on the time interval at which the R wave that is the heartbeat signal appears from the cardiac potential that has passed 3 and the current heart rate measured by the measurement unit 64 and the set reference heart rate are compared. Then, when the heart rate detected this time exceeds the set reference heart rate, it is determined that the driver is in a tense state, and the determination unit 65a that outputs this to the correction means 51 is provided.

The electrode 61 has a pair of positive electrodes 61a and 6a.
1a and-poles 61b and 61b. This electrode 61
Is formed by forming four insulating portions 81a, 81a, ... With a predetermined width at each of the upper, lower, left and right positions of the steering wheel 81 so that the wheel portion of the steering wheel 1 has four regions of upper left, lower left, lower right and upper right ( Areas 81b, 81c, 81d and 81e shown by mesh patterns in the figure are arranged, and + poles 61a and − poles 61b are alternately arranged in the respective areas 81b, 81c ,. That is, with the driver facing each other, the left and right regions 81b, 81e or 81c of the steering wheel 1,
81d, that is, one of the left and right regions 81b and 81d gripped by the left and right hands of the driver is arranged to be the + pole 61a, and the other 81c and 81e are arranged to the − pole 61b, whereby the steering wheel is formed. The potential difference between the left and right hands of the driver holding 81 is detected. Such an electrode 61 is provided by forming a film on the surface of each area 81b, 81c, ... Of the steering wheel 1 by using conductive rubber or conductive plastic, while the insulating portion 81a is not formed. By being a processing portion, an insulator portion is formed by the material of the steering wheel 81 itself.

The electrodes 61a and 61b are connected to an impedance conversion amplifier 62 via a slip ring interposed between a steering shaft and a steering column (not shown). The heartbeat signal having an extremely high impedance is amplified and the amplified heartbeat signal is sent to the measuring unit 64 via the BPF 63.

The BPF 63 has its cutoff frequency set to a high frequency side and a low frequency side, respectively, so that a frequency band between these set values is passed. That is, the cutoff frequency on the high frequency side is set to a value capable of cutting the myoelectric potential which is a high frequency signal component mixed in the cardiac potential with the muscle activity of the hand when the driver grips the electrode 61 of the steering wheel 81 with the hand. On the other hand, the cutoff frequency on the low frequency side is set to a value capable of cutting the low frequency signal component mixed in the heartbeat signal due to poor contact between the driver's hand and the electrode 61.

The principle of measuring the heart rate by the measuring unit 64 is as follows.
Trigger level in which the R wave of P, Q, R, S, T, and U waves that appear in order in the electrocardiogram (see FIG. 9), which is the waveform of the temporal change of the cardiac potential, is set higher than the base potential by a predetermined amount The number of times per minute exceeding the above is measured, and this number is used as the actual heart rate of the driver.

The determination unit 65a includes a brake sensor 11
The signal from 5 is input. Then, the determination unit 6
5a accumulates and averages the average heart rate hroffb of the driver when the signal is in the off state based on the actual heart rate from the measuring unit 64, while the signal from the brake sensor 115 is in the on state. When the value obtained by subtracting the average heart rate hroffb from the actual heart rate hr of the driver is larger than the preset rapid heart rate increase determination value Δhrl, the driver determines that the driver is in a tense state by depressing the brake pedal 25. It has become. That is, the psychological state detecting means 60a takes out a heartbeat signal as a biometric signal of the driver, determines the internal tension state of the driver from the fluctuation of the heart rate, and detects this as the psychological state of the driver. When the actual heart rate when the brake is operated is larger than the actual heart rate when the brake is not operated by a predetermined amount, it is determined that the driver is operating the brake in a tense state.

The basic processing in the measuring section 64 will be described below with reference to the flowchart shown in FIG.

First, in step SH1, the process is repeated until it is detected whether or not the R wave exceeding the trigger level is detected, and when it is detected, the timer value at that time is read in step SH2 and stored in the current value t (n). Then, in step SH3, the previous value t (n-1) is subtracted from the current value t (n) to obtain the time interval dt, and the reciprocal of the time interval dt is multiplied by 60 to obtain the current heart rate hr per minute. Calculate the value hr (n).

Next, at step SH4, it is determined whether the value obtained by subtracting the previous value hr (n-1) from the current value hr (n) of the heart rate hr (the variation range of the heart rate) is within the set variation range Clm. If it is within the range, the current value hr (n) is set as the current effective heart rate Hr in step SH5, and if it is out of the range, the current value hr (n) is canceled and the previous value hr (n) is set in step SH6. -1) is the effective heart rate Hr of this time. Then, in step SH7, the determination unit 65 determines that the effective heart rate Hr of this time is the detected heart rate hr.
It is output to a and the timer read value t (n) and the heart rate detection value hr (N) are updated in step SH8, and the process returns.

<Structure of Correcting Means 51> Above correcting means 51
When the following conditions are satisfied, the target slip ratio Sbt in the ABS control means 130 (hereinafter referred to as the ABS control target slip ratio Sbt as necessary) is changed and corrected to the increasing side. That is, the ABS control is performed to weaken the braking pressure applied to the wheels 7FR, 7FL, 7RR, 7RL to increase the braking force.

The above-mentioned conditions are as follows: the ON signal is output from the brake sensor 115, the determination section 65a of the psychological state detecting means 60a receives the output indicating that the driver is in a tense state, and the steering angle. There are three conditions that the absolute value of the front wheel steering angle Fstg output from the sensor 114 is smaller than a preset front wheel steering angle neutral determination value Fstgl, and the above correction is performed when these three conditions are simultaneously satisfied. Has become.

-Specific Control by Controller 121- Specific control by the control unit 121 will be described below with reference to the flowchart of FIG.

First, every time the control timing is reached in step SA1, the brake signal, the front wheel steering angle Fstg, the vehicle speed Vsp, and other vehicle motion state quantities are measured in step SA2, and then the actual heart rate of the driver is calculated in step SA3. The hr is measured (see FIG. 10).

Next, in step SA4, the brake sensor 1
Based on the output from 15, it is determined whether or not the brake pedal depression operation signal is ON. If it is in the off state, the average heart rate hr when the brake is off is calculated by accumulating the actual heart rate hr in step SA5 and calculating the arithmetic mean thereof.
On the other hand, if it is in the ON state, it is judged whether it is the heartbeat control timing or not, and if it is not the heartbeat control timing, the routine proceeds to step SA11 without correcting the target slip ratio Sbt described later. If it is the heartbeat control timing, the process proceeds to step SA7.

Then, in step SA7, the current heart rate h
It is determined whether or not the value obtained by subtracting the average heart rate hroffb from r is greater than the rapid heart rate increase determination value Δhrl, and Δh
If it is smaller than rl, it is assumed that the stepping operation on the brake did not bring the driver into a tense state.
In step SA1, the target slip ratio Sbtb normally used in the ABS control (hereinafter referred to as the normal target slip ratio Sbtb) is set as the control target slip ratio Sbt.
Go to 1. That is, correction control is not performed. On the other hand, the above Δ
If it is larger than hrl, it is determined that the brake depression operation brings the driver into a tense state, and the process proceeds to step SA9, and it is determined whether or not the steering state is the straight traveling state.

In step SA9, the absolute value of the current front wheel steering angle Fstg is the front wheel steering angle neutral determination value Fstgl.
If it is smaller, it is determined that the vehicle is in a straight traveling state and the process proceeds to step SA10 to correct the normal target slip ratio Sbtb. Go to step SA11 above. In step SA10 above,
Normal target slip ratio Sbtb is multiplied by 1.1
As the BS control target slip ratio Sbt, an increase correction of the target slip ratio is performed.

Then, at step SA11, ABS control by the ABS control means 130 is performed based on the ABS control target slip ratio Sbt.

In this flowchart, step SA3
SA5 and SA7 constitute the psychological state detection means 60a, steps SA4 to SA10 constitute the correction means 51, and step SA11 constitutes the ABS control means 130. Although not shown in the above flow chart, the controller 121 performs a T
RC control is individually performed (same in the second embodiment).

-Operation and effect of the first embodiment-In the case of the first embodiment having the above-mentioned structure, when the driver depresses the brake pedal 25, the driver is in a tension state and When the steering operation is in the straight traveling state, the target slip ratio Sbt in the ABS control unit 130 is changed and corrected to the increasing side.
That is, the wheels 7FR, 7FL, 7R are controlled by the ABS control.
The braking pressure applied to R and 7RL is corrected weaker than in the normal control, and the braking force is increased. In other words, when the driver is in a tension state due to the operation of the brake pedal even when the vehicle is in a straight traveling state, the driver is in a so-called panic brake state, and therefore, the vehicle should be stably stopped in a state in which slip due to ABS control is prevented. Rather, the vehicle is stopped earlier, that is, control is performed with priority given to the intention of the driver operating the brake pedal 25. As a result, the braking characteristic of the vehicle can be made to match the driver's intention of the brake operation while achieving stable braking by the ABS control, and the tension state of the driver can be relieved.

Moreover, the psychological state detecting means 60a determines whether or not the driver is in a tense state, and then A
Since the BS control is corrected, optimum braking characteristics can be given to the vehicle according to the driving skill of each driver. That is, whether the driver can perform a driving operation relaxedly depending on the driving skill of the driver even in the same brake pedal depression operation state and traveling environment,
Since it is different depending on the tension state, the psychological state of the driver in such a state is detected, and this is added to the ABS control to give an optimum braking characteristic according to the driving skill of each driver. You can

(Second Embodiment) FIG. 12 shows a controller 122 of the control device according to the second embodiment of the present invention. In the second embodiment, the ABS control means 1 under the turning condition of the vehicle is used.
The target slip ratio Sbt of 30 is corrected by the correction means 52 in consideration of the psychological state of the driver and the turning stability of the vehicle based on the estimated sideslip angle β.

-Structure of Controller 122- The controller 122 includes an ABS control means 130,
TRC control means 140, psychological state detection means 60a,
Based on the outputs from the skid angle estimating means 70 for estimating the skid angle acting on the center of gravity of the vehicle and the psychological state detecting means 60a, the skid angle estimating means 70, etc., the ABS control means 130 changes and corrects the target slip ratio Sbt. And a correction means 52 for performing the correction.

<Structure of Sideslip Angle Estimating Means 70> The sideslip angle estimating means 70, together with the yaw rate sensor 117, constitutes a vehicle state detecting means for detecting the state of the vehicle relating to traveling stability at the time of turning based on the sideslip angle. is there. The skid angle estimating means 70 has a neural net 71 shown in FIG. 13, and the neural net 71 is composed of three layers, an input layer 72, an intermediate layer 73, and an output layer 74. There are six input layers 72, seven intermediate layers 73, and one output layer 74. The input layer 72 has an estimated sideslip angle β
(K), actual yaw rate yr (k), front wheel steering angle Fst
g (k), rear wheel steering angle Rstg (k), reciprocal of vehicle speed 1 /
Vsp (k) and the reciprocal 1 / Vsp ² (k) of the square of the vehicle speed are input, and the output layer 74 outputs a change amount with respect to the estimated sideslip angle (k).

That is, the amount of change in the estimated sideslip angle β is as shown in the following equation, where Δt is the control timing, and the previous estimated sideslip angle β (k) and the previous front wheel steering angle Fstg are shown.
(K) and the like, the estimated sideslip angle β (k) is input as the estimated sideslip angle β (k).
+1) is output, and the neural network 71 itself is configured to perform a discrete system operation for calculating the amount of change in the estimated sideslip angle β.

[0094]

[Equation 1] Therefore, the previous estimated sideslip angle β (k) is added to the output of the output layer 74 of the neural network 71.

Further, the neural network 71 shown in FIG.
The output functions f1, f2, and f3 of each of the three layers are represented by the following equations with the input as x.

[0096]

[Equation 2] Furthermore, the weights of the intermediate layer 73 and the output layer 74 are set in advance as
Based on the neural network 75 shown in FIG. 14, a predetermined evaluation function is used so that the estimated sideslip angle β coincides with the actual sideslip angle, and the learning side is designed so that the estimated sideslip angle β coincides with the actual sideslip angle by learning. To be done.

The neural network 75 of FIG. 14 is composed of three layers of an input layer 76, an intermediate layer 77 and an output layer 78, and the input layer 76 has an actual yaw rate yr measured when it travels a typical curved road many times. , The front wheel steering angle Fstg, the rear wheel steering angle Rstg, the reciprocal 1 / Vsp of the vehicle speed Vsp, the reciprocal 1 / Vsp ² of the vehicle speed, and the vehicle state quantity of the road friction coefficient μ are input in a discrete time series. And output layer 78
Outputs an estimated sideslip angle β and an estimated yaw rate yr. The estimated sideslip angle β and the actual sideslip angle of the vehicle center of gravity in the discrete time series measured along with the vehicle state amount at the time of traveling on the curved road are used as teacher inputs. And the estimated yaw rate yr are identified so as to match their respective actual measurement values. Here, the estimated yaw rate yr is estimated by
This is because it is necessary to confirm that the measured actual yaw rate and the estimated value yr coincide with each other to confirm that the system identification has been performed correctly.

The vehicle speed Vsp input to the neural net 71 of FIG. 13 of the skid angle estimating means 70 is the reciprocal 1 thereof.
/ Vsp and its inverse 1 / Vsp ² are the linear motion model of a normal two-wheel steering vehicle expressed by the following equation, and the term relating to the vehicle speed in the equation is 1 / Vsp and Since it is expressed in the form of 1 / Vsp ² , it is for matching with this arithmetic expression.

[0099]

[Equation 3] Here, δf is the steering angle of the front wheels.

Next, the operation of the skid angle estimating means 70 will be described with reference to the flowchart of FIG.

In the figure, every time the control timing is reached in step SY1, the actual yaw rate y is reached in step SY2.
r (k), front wheel steering angle Fstg (k), rear wheel steering angle Rs
After measuring the motion state quantity of the vehicle at tg (k) and the vehicle speed Vsp (k), the absolute value of the front wheel steering angle | Fs in step SY3.
tg | is compared with the minute set value Fstgl, and in step SY4 the absolute value | yr | of the actual yaw rate is compared with the minute set value yrl. And | Fstg | <Fst
If gl and | yr | <yrl, it is determined that the vehicle is traveling straight, and in this case only, the estimated sideslip angle β (k) is set to β (k) = 0 in step SY5, and the sideslip angle integrator is set. Clear to zero.

After that, the state quantity of the vehicle such as the yaw rate yr measured in step SY6 and the estimated sideslip angle β.
(K) is input to the neural network 71 to estimate the estimated sideslip angle β (k + 1), and the process returns to step SY1.

<Structure of Correcting Means 52> Above correcting means 52
Is the ABS control means 1 when the following conditions are satisfied.
Target slip ratio S on the rear wheels 7RR, 7RL side of 30
Only the bt is changed to the increasing side and corrected, and the rear wheels 7RR, 7RL
The slip amount on the side is larger than that on the front wheels 7FR and 7FL side.

The above-mentioned conditions are as follows: the brake sensor 115 outputs an ON signal, the judgment section 65a of the psychological state detecting means 60a receives an output indicating that the driver is in a tense state, and the steering angle sensor 114. That the absolute value of the front wheel steering angle Fstg output from is larger than a preset front wheel steering angle neutral determination value Fstgl, and that the estimated sideslip angle β from the sideslip angle estimating means 70 is a predetermined limit sideslip angle βl. There are four conditions of being smaller, and the above correction is performed when these four conditions are simultaneously satisfied.

-Specific Control by Controller 122- Specific control by the control unit 122 will be described below with reference to the flowchart of FIG.

First, every time the control timing is reached in step SB1, the brake signal, the front wheel steering angle Fstg, the vehicle speed Vsp, and other vehicle motion state quantities are measured in step SB2, and then the actual heart rate hr of the driver is calculated in step SB3. Each measurement (see FIG. 10) is performed.

Next, in step SB4, the brake sensor 1
Based on the output from 15, it is determined whether or not the brake pedal depression operation signal is ON. If it is in the off state, the actual heart rate hr is integrated in step SB5 and the arithmetic average thereof is calculated to obtain the average heart rate hr when the brake is off.
On the other hand, if it is in the ON state, it is judged whether or not it is the heartbeat control timing, and if it is not the heartbeat control timing, the routine proceeds to step SB11 without correcting the target slip ratio Sbt described later. If it is the heartbeat control timing, the process proceeds to step SB7.

Then, in step SB7, the current heart rate h
It is determined whether or not the value obtained by subtracting the average heart rate hroffb from r is greater than the rapid heart rate increase determination value Δhrl, and Δh
If it is smaller than rl, it is assumed that the brake stepping operation did not bring the driver into a tense state, and step SB8
Then, the normal target slip ratio Sbtb is set as the control target slip ratio Sbt, and the process proceeds to step SB12. That is,
Correction control is not performed. On the other hand, if it is larger than the above Δhrl, it is determined that the brake depression operation brings the driver into a tense state, and the process proceeds to step SB9 to determine whether or not the steering state is the turning state. In particular,
It is determined whether or not the absolute value of the current front wheel steering angle Fstg is larger than the front wheel steering angle neutral determination value Fstgl, and if it is smaller, it is determined that the vehicle is not in a turning state and the correction control is not performed and the process proceeds to step SB12 through step SB12. If it is larger, it is determined that the vehicle is in the turning state, and the process proceeds to step SB10 to determine whether the vehicle in the turning state is in the stable turning state. This determination is made depending on whether or not the current estimated sideslip angle β is smaller than the limit sideslip angle βl.
After step 8, the process proceeds to step SB12, and if smaller, the process proceeds to step SB11 to correct the ABS target slip ratio on the rear wheel side. This correction is made to the normal target slip ratio Sbtb by 1.
Multiply by 1 and the rear wheel side ABS control target slip ratio Sb
It is performed by setting tr.

Then, in step SB12, the front wheels 7FR,
The 7FL side is subjected to ABS control by the ABS control means 130 based on the ABS control target slip ratio Sbt, and the rear wheels 7
ABS control by the ABS control means 130 is performed on the RR and 7RL sides based on the rear wheel side ABS control target slip ratio Sbtr.

In this flowchart, step SB3
SB5 and SB7 constitute the psychological state detection means 60a, steps SB4 to SB11 constitute the correction means 52, and step SB12 constitutes the ABS control means 130.

-Operation and effect of the second embodiment-In the case of the second embodiment having the above-mentioned structure, when the driver depresses the brake pedal 25, the driver is in a tension state and When the steering operation is in the turning state, only the target slip ratio Sbtr on the rear wheels 7RR, 7RL side in the ABS control means 130 is changed and corrected to the increase side on the condition that the estimated sideslip angle of the vehicle is smaller than a predetermined value. , Rear wheel 7RR,
The slip amount on the 7RL side is allowed to be larger than that on the front wheels 7FR and 7FL sides. That is, when the driver is in a tense state by operating the brake pedal in the turning state of the vehicle, it is easier to change the direction of the vehicle to the steering side, that is, the driver's intention to operate the steering wheel 81 is prioritized. Control is performed. As a result, the braking characteristics of the vehicle can be made to match the driver's steering steering intention while achieving stable braking by the ABS control, and the tension state of the driver can be relieved.

Moreover, since such correction is executed under the condition that the estimated sideslip angle of the vehicle is smaller than a predetermined value, not only the psychological state of the driver but also the turning of the vehicle obtained from the estimated sideslip angle β. Optimum correction of ABS control can be performed in consideration of stability.

Further, since the ABS control is corrected after the psychological state detecting means 60a determines whether or not the driver is in a tense state, optimum braking is performed according to the driving skill of each driver. The characteristics can be imparted to the vehicle as in the first embodiment.

(Third Embodiment) FIG. 17 shows a controller 123 of the control device according to the third embodiment of the present invention. In the third embodiment, the correction means 53 changes and corrects the target slip ratio Sbt in the TRC control means 140 under the turning condition in consideration of the psychological state of the driver.

-Structure of Controller 123- The controller 123 includes the ABS control means 130,
TRC control means 140, psychological state detection means 60b,
The TRC control unit 140 includes a correction unit 53 that corrects the target slip ratio Sbt based on the output from the psychological state detection unit 60b.

<Structure of Psychological State Detecting Means 60b> As shown in FIG. 8, the psychological state detecting means 60b includes electrodes 61, amplifiers 62, BPFs 63, and electrodes 61 arranged at respective portions of the steering wheel 81. Heart rate measuring unit 64
And a determining unit 65b, the basic configuration of which is the same as that of the psychological state detecting means 60a in the first embodiment, and only the content of the determining unit 65b is different. Hereinafter, this determination unit 6
5b will be described.

The determination section 65a is the TRC control means 140.
Average heart rate of the driver when the vehicle is in an uncontrolled state
A value obtained by subtracting the average heart rate hroff from the actual heart rate hr of the driver when the TRC control unit 140 is in the control state, while fft is accumulated and averaged based on the actual heart rate from the measuring unit 64. Is larger than a preset rapid heartbeat increase determination value Δhrl, the driver determines that he is in a nervous state due to his own acceleration operation.

<Structure of Correcting Means 53> Above correcting means 53
When the following conditions are satisfied, the normal target slip ratio Sbtb in the TRC control means 140 is largely changed and corrected to the reduction side, and the rear wheels 7RR and 7R which are the driving wheels are corrected.
The braking pressure to the L side is increased.

The above-mentioned conditions are that the TRC control means 140 is in the controlled state, that the judgment section 65b of the psychological state detection means 60b has received an output indicating that the driver is in a tense state, and the steering angle sensor. There are three conditions that the absolute value of the front wheel steering angle Fstg output from 114 is larger than the preset front wheel steering angle neutral determination value Fstgl, and the above correction is performed when these three conditions are simultaneously satisfied. ing.

-Specific Control by Controller 123- Specific control by the control unit 123 will be described below with reference to the flowchart of FIG.

First, every time the control timing is reached in step SC1, the brake signal, the front wheel steering angle Fstg, the vehicle speed Vsp, and other vehicle motion state quantities are measured in step SC2, and then the actual heart rate hr of the driver is calculated in step SC3. Each measurement (see FIG. 10) is performed.

Next, in step SC4, the brake sensor 1
TR assuming that the output from 15 is off
It is determined whether or not it is in the C control state. In the non-controlled state, the actual heart rate hr is integrated in step SC5 and the arithmetic average thereof is calculated to calculate the average heart rate hrofft in the TRC non-controlled state, and then return.
If it is in the TRC control state, it is determined in step SC6 whether it is the heartbeat control timing. If it is not the heartbeat control timing, the process proceeds to step SC11 without correcting the target slip ratio Sbt described later, and if it is the heartbeat control timing, the process proceeds to step SC7.

Then, in step SC7, the current heart rate h
It is determined whether or not the value obtained by subtracting the average heart rate hrofft from r is larger than the rapid heart rate increase determination value Δhrl, and Δh
If it is smaller than rl, it is assumed that the driver is relaxing and performing the driving operation in the TRC control state, and in step SC8 the control target slip ratio Sbt in the TRC control means 140 (hereinafter, referred to as the TRC control target slip ratio Sbt if necessary). As a normal target slip ratio Sbtb by TRC control (hereinafter, referred to as TRC normal target slip ratio Sbtb as necessary) is set, and the process proceeds to step SC11. That is, correction control is not performed. on the other hand,
If larger than the above Δhrl, it is determined that the driver is in a tension state despite the TRC control state, and the process proceeds to step SC9 to determine whether the steering state is the turning state. That is, the absolute value of the current front wheel steering angle Fstg is the front wheel steering angle neutral determination value Fstgl.
Whether it is larger or not is determined, and if it is smaller, it is determined that the vehicle is not in the turning state, and the correction control is not performed, and the above-mentioned step SC8
After that, the process proceeds to step SC11, and if larger, it is determined that the vehicle is in a turning state, and the process proceeds to step SC10 to correct the ABS target slip ratio. This correction is performed by multiplying the TRC normal target slip ratio Sbtb by 0.5 to obtain the current TRC control target slip ratio Sbt.

Then, in step SC11, the TRC control means 140 performs TRC control based on the TRC control target slip ratio Sbt.

In this flowchart, step SC3
SC5 and SC7 configure the psychological state detection means 60b, steps SC4 to SC10 configure the correction means 53, and step SC11 configures the TRC control means 140. Although the above flow chart is not shown,
The BS control is also performed separately from the processing according to this flowchart. This is the same in the following fourth to seventh embodiments.

-Operation and effect of the third embodiment- In the case of the third embodiment having the above-mentioned configuration, the vehicle is the TRC control means 1
40, the driver's actual heart rate has rapidly increased, and the absolute value of the front wheel steering angle Fstg output from the steering angle sensor 114 is larger than the front wheel steering angle neutral determination value Fstgl. When satisfied at the same time, the correction means 53 causes the TRC control means 140
The normal target slip ratio Sbtb at is significantly changed and corrected to the reduction side, that is, the rear wheels 7RR that are the driving wheels,
The braking pressure to the 7RL side is further increased.

That is, under the above conditions, the fact that the actual heart rate of the driver is rapidly increasing despite the fact that the vehicle is accelerating to turn under the TRC control state means that the TRC control is sufficiently functioning. It is considered that the driver is in a state of tension because there is no. Therefore, by further increasing the slip reduction effect by the TRC control, it is possible to stabilize the vehicle behavior and reduce the driver's tension. That is, by increasing the braking pressure 25 to the drive wheels 7RR, 7RL and weakening the driving force of the drive wheels 7RR, 7RL, the turning motion of the vehicle can be made to match the driver steering. In the case of, it is possible to eliminate the tendency of spin.

Further, also in the correction control in this TRC control, since the above-mentioned correction is performed after the psychological state detecting means 60b determines whether the driver is in a tense state, the driving skill of each driver The optimum braking characteristic can be given to the vehicle according to the above. That is, even in the same turning acceleration state, it depends on the driver's driving skill whether he / she can perform the driving operation relaxedly or falls into a nervous state.Therefore, the psychological state of the driver in such a state is detected. TR this
By adding to the C control, it is possible to give an optimum braking characteristic according to the driving skill of each driver.

(Fourth Embodiment) This fourth embodiment uses a controller 124 having a correction means 54, and the correction means 54 causes the TRC in a straight traveling state.
The target slip ratio Sbt in the control means 140 is changed and corrected in consideration of the psychological state of the driver.

-Structure of Controller 124- As shown in FIG.
An S control unit 130, a TRC control unit 140, a psychological state detection unit 60b, and a correction unit 54 for performing correction correction of the target slip ratio Sbt in the TRC control unit 140 based on outputs from the psychological state detection unit 60b and the like. The controller 123 is the same as the controller 123 of the third embodiment except for the correction means 54. For this reason,
Only the points different from the third embodiment will be described below.

<Structure of Correction Unit 54> The correction unit 54 described above.
When the following conditions are satisfied, the TRC normal target slip ratio Sbtb is changed to a small amount for correction, and the braking pressure to the rear wheels 7RR, 7RL, which are the driving wheels, is slightly increased. ing.

Each of the above-mentioned conditions is the control state by the TRC control means 140, the output from the determination section 65b of the psychological state detection means 60b indicating that the driver is in a tense state, and the steering angle sensor. There are three conditions that the absolute value of the front wheel steering angle Fstg output from 114 is smaller than a preset front wheel steering angle neutral determination value Fstgl (straight running state). If these three conditions are satisfied at the same time, the above correction is performed. I am supposed to do it.

-Specific Control by Controller 124- Specific control by the control unit 124 will be described below with reference to the flowchart of FIG.

First, in step SD1, it is determined whether or not it is the control timing, in step SD2 the measurement of the vehicle motion state quantity, and in step SD3 the actual heart rate hr of the driver.
Measurement (see FIG. 10), determination of whether or not the TRC control state is in step SD4, and TR in step SD5.
C. Calculation of average heart rate trofft in the non-controlled state and determination of whether or not it is the heart rate control timing in step SD6,
In step SD7, it is determined whether or not the driver is in a nervous state. Steps SC1 to SC in the third embodiment.
The same as in 7.

Then, in step SD7, the driver T
When the driver is operating in a relaxed state in the RC control state, the TRC control target slip ratio S is calculated in step SD8.
While the TRC normal target slip ratio Sbtb is set as bt and the process proceeds to step SD11, if the driver is in a tension state despite the TRC control state, the process proceeds to step SD9 and the steering steering state is in the straight traveling state. Determine whether or not. That is, the current front wheel steering angle F
It is determined whether or not the absolute value of stg is smaller than the front wheel steering angle neutral determination value Fstgl. If it is larger, it is determined that the vehicle is not in a straight traveling state, and the correction control is not performed, and the processing proceeds to step SD11 through step SD8 described above. If it is in the state, the process proceeds to step SD10 and the ABS target slip ratio is corrected. This correction is performed by the TRC normal target slip ratio S
This is performed by multiplying btb by 0.8 to obtain the current TRC control target slip ratio Sbt. That is, the reduction correction is performed with a smaller width than the reduction width in the turning state in the third embodiment.

Then, in step SD11, TRC control by the TRC control means 140 is performed based on the TRC control target slip ratio Sbt.

In this flowchart, step SD3
SD5 and SD7 constitute the psychological state detection means 60b, steps SD4 to SD10 constitute the correction means 54, and step SD11 constitutes the TRC control means 140.

-Operation / Effect of Fourth Embodiment- In the case of the fourth embodiment having the above-mentioned configuration, the vehicle is in the TRC control state, the actual heart rate of the driver has rapidly increased, and the steering steering is in the straight traveling state. When the three conditions of being satisfied at the same time, the TRC is corrected by the correction means 54.
The normal target slip ratio Sbtb is slightly changed to the reduction side and corrected. That is, in the case of the above conditions, the actual heart rate of the driver is rapidly increasing even though the vehicle is accelerating straight under the TRC control state because the TRC control is not functioning sufficiently. Since it is considered that the driver is in a tense state, the vehicle behavior is stabilized by further increasing the slip reducing effect by the TRC control even in the straight traveling state, and the tense state of the driver is alleviated as in the third embodiment. Can be planned. In this case, the reduction correction width is narrower than that in the turning state of the third embodiment, and it is possible to secure the straight-line acceleration running performance while reducing slip and alleviating driver's tension.

(Fifth Embodiment) FIG. 20 shows a controller 125 of a control device according to a fifth embodiment of the present invention. In the fifth embodiment, the correction amount of the TRC normal target slip ratio Sbtb by the correction means 55 is changed according to the actual heart rate of the driver.

-Structure of Controller 125- The controller 125 includes an ABS control means 130,
TRC control means 140, psychological state detection means 60c,
Based on the output from the psychological state detecting means 60c, the TR
The C control unit 140 is provided with a correction unit 55 that corrects the target slip ratio Sbt.

<Structure of Psychological State Detecting Means 60c> As shown in FIG. 8, the psychological state detecting means 60c includes electrodes 61, amplifiers 62, BPF 63, and electrodes 61 arranged at respective portions of the steering wheel 81. Heart rate measuring unit 64
And a determining unit 65c, the basic configuration of which is the same as that of the psychological state detecting means 60a in the first embodiment, but only the content of the determining unit 65c is different. Hereinafter, this determination unit 6
5c will be described. The determining unit 65c is configured to determine the driver's tension based on the actual heart rate output from the measuring unit 64. That is, when the actual heart rate is a small value, the driver is in a relaxed state, and when the actual heart rate is a large value, the driver is determined to be in a tense state.

<Structure of Correction Unit 55> The correction unit 55 described above.
Has a predetermined map for the relationship between the correction coefficient ke for the TRC normal target slip ratio Sbtb and the actual heart rate hr (see the diagram of step SE5 in FIG. 21). Then, the value of the current correction coefficient ke is obtained from the map in accordance with the magnitude of the current actual heart rate hr from the psychological state detection means 60c, and this correction coefficient ke is multiplied by the TRC normal target slip ratio Sbtb. The TRC control target slip ratio Sbt is set.

In the map, the correction coefficient ke becomes a constant value of 1.0 in a predetermined range where the actual heart rate hr is a small value, and the correction coefficient ke becomes 1.0 as the actual heart rate becomes a large value.
The correction coefficient ke is set to a predetermined lower limit value in a range where the actual heart rate is smaller than the predetermined small value and the actual heart rate is larger than the predetermined value.

-Specific Control by Controller 125- Specific control by the control unit 125 will be described below with reference to the flowchart of FIG.

First, every time the control timing is reached in step SE1, vehicle motion state quantities such as vehicle speed Vsp, accelerator pedal opening Acp, and front wheel steering angle Fstg are measured in step SE2.
TRC normal target slip ratio S based on each factor such as
Determine btb. Then, in step SE4, the actual heart rate hr of the driver is measured.

Next, at step SE5, the actual heart rate h
The correction coefficient ke of this time is obtained from the map based on the value of r,
In step SE6, the result of multiplying the correction coefficient ke by the TRC normal target slip ratio Sbtb is set as the current TRC control target slip ratio Sbt. And step SE7
Then, the TRC control is performed so that the slip ratio of the driving wheels becomes the TRC control target slip ratio Sbt.

In this flowchart, step SE4 is the psychological state detecting means 60c, steps SE5 and SE6 are the correcting means 55, and step SE7 is the TRC control means 14.
0 respectively.

-Operation and Effect of Fifth Embodiment- In the case of the fifth embodiment having the above-mentioned configuration, the psychological state detecting means 60c
The larger the actual heart rate of the driver measured by, that is, the more the driver is in a tense state, the correction means 55 corrects the TRC normal target slip ratio Sbtb to a smaller value. The higher is, the more the slip of the drive wheels 7RR and 7RL can be suppressed, and the acceleration motion of the vehicle can be stabilized according to the psychological state of each driver.

(Sixth Embodiment) FIG. 22 shows a controller 126 of a control device according to a sixth embodiment of the present invention. In the sixth embodiment, the correction amount of the TRC normal target slip ratio Sbtb by the correction means 56 is changed according to the actual heart rate of the driver.

-Structure of Controller 126- The controller 126 includes the ABS control means 130,
TRC control means 140, psychological state detection means 60d,
Based on the output from the psychological state detecting means 60d, the TR
The C control unit 140 includes a correction unit 56 that corrects the target slip ratio Sbt.

<Structure of Psychological State Detecting Means 60d> The psychological state detecting means 60d is, as shown in FIG. 8, an electrode 61, an amplifier 62, a BPF 63, and an actual electrode, which are arranged at respective portions of the steering wheel 81. Heart rate measuring unit 64
And a determining unit 65c, the basic configuration of which is the same as that of the psychological state detecting means 60a in the first embodiment, and only the content of the determining unit 65d is different. Hereinafter, this determination unit 6
5d will be described. The determination unit 65d is the measurement unit 6 described above.
Based on the actual heart rate within the range of the predetermined averaging processing time output from 4, the arithmetic mean heart rate hra, the heart rate standard variation σhr, and the heart rate variability hhr are obtained, and the heart rate variability hhr is large or small. It determines the driver's tension. That is, when the heart rate variability hhr is a small value, the driver is in a tense state, and when the actual heart rate is a large value, the driver is in a relaxed state.

The average heart rate hra is obtained by integrating the effective heart rate data Hm (i) obtained by accumulating the effective heart rate Hr output from the measuring section 64 (see step SH7 in FIG. 10) within the range of the averaging processing time. The value is obtained by dividing the value by the accumulated number (a).

The heartbeat standard deviation σhr is obtained from the effective heartbeat data Hm (i) and the average heart rate hra by the following equation.

[0154]

[Equation 4] Further, the heart rate variability hhr is calculated by the following equation from the heartbeat standard deviation σhr obtained by the above equation and the average heart rate hra.

Hhr = σhr / hr <Structure of Correcting Means 56> The correcting means 56 has a predetermined map for the relationship between the correction coefficient ke for the TRC normal target slip ratio Sbtb and the heart rate variability hhr (step of FIG. 23). (See the figure of SF8). Then, the value of the current correction coefficient ke is obtained from the map in accordance with the magnitude of the current heart rate variability rate hhr from the psychological state detecting means 60d, and this correction coefficient ke is multiplied by the TRC normal target slip rate Sbtb. The TRC control target slip ratio Sbt is set.

In the map, the correction coefficient ke becomes a constant value smaller than 1.0 in the predetermined range where the heart rate variability hhr is a small value, and the correction coefficient ke becomes larger as the heart rate variability hhr becomes a larger value. Therefore, the correction coefficient ke is 1.0 in the range in which the heart rate variability hhr becomes a large value of a predetermined value or more.
It is set to be a constant value of.

-Specific Control by Controller 126- Specific control by the control unit 126 will be described below with reference to the flowchart of FIG.

First, every time the control timing is reached in step SF1, vehicle motion state quantities such as vehicle speed Vsp, accelerator pedal opening Acp, and front wheel steering angle Fstg are measured in step SF2.
TRC normal target slip ratio S based on each factor such as
Determine btb. Then, the actual heart rate hr of the driver is measured in step SF4, the average heart rate hr is calculated in step SF5, and the heartbeat standard deviation σ is calculated in step SF6.
calculation of hr, and heart rate variability h
Each calculation of hr is performed.

Then, in step SF8, the heartbeat fluctuation rate h
The current correction coefficient ke is obtained from the map based on the value of hr, and the result obtained by multiplying the correction coefficient ke by the TRC normal target slip ratio Sbtb in step SF9 is the current TRC.
The control target slip ratio Sbt is set. And step S
In F10, TRC control is performed so that the slip ratio of the driving wheels becomes the TRC control target slip ratio Sbt.

In this flowchart, steps SF4 to SF4.
SF7 activates the psychological state detecting means 60d in step SF8,
SF9 constitutes the correction means 56, and step SF10 constitutes the TRC control means 140, respectively.

-Operation / Effect of Sixth Embodiment- In the case of the sixth embodiment having the above configuration, the psychological state detecting means 60d.
Heart rate variability hh based on the actual heart rate hr measured by
The smaller the value of r, that is, the tighter the driver, the smaller the target slip ratio in the TRC control is corrected by the correction unit 56. Therefore, the higher the driver's tension in the TRC control, the more the drive wheels 7RR, The slip of 7RL can be further suppressed, and like the fifth embodiment,
The acceleration motion of the vehicle can be stabilized according to the psychological state of each driver.

In addition, in this correction, since the degree of change in the heart rate variability hhr is greater than the degree of change in the actual heart rate hr as shown in FIG. 24, the change in the driver's tension state is detected with high sensitivity. By performing the correction based on this, it is possible to quickly suppress the slip of the drive wheels 7RR and 7RL with respect to the change in the psychological state of the driver.

(Seventh Embodiment) FIG. 25 shows a controller 127 of the controller according to the seventh embodiment of the present invention. In the seventh embodiment, the correction amount of the TRC normal target slip ratio Sbtb is changed by the correction means 57 in accordance with the heart rate increase ratio hri of the driver's actual heart rate to the reference heart rate.

-Structure of Controller 127- The controller 127 includes the ABS control means 130,
TRC control means 140, psychological state detection means 60e,
Based on the output from the psychological state detecting means 60e, the TR
The C control unit 140 is provided with a correction unit 57 that corrects the target slip ratio Sbt.

<Structure of Psychological State Detecting Means 60e> As shown in FIG. 8, the psychological state detecting means 60e includes electrodes 61, amplifiers 62, BPFs 63, and electrodes 61 arranged at respective portions of the steering wheel 81. Heart rate measuring unit 64
And a determining unit 65e, the basic configuration of which is the same as that of the psychological state detecting means 60a in the first embodiment, but only the content of the determining unit 65e is different. Hereinafter, this determination unit 6
5e, the determination unit 65e is the measurement unit 6 described above.
Reference heart rate h based on the actual heart rate hr output from 4
The calculation of ro is performed, the heart rate increase ratio hri is calculated from these values by the following equation, and the driver's tension is determined based on the heart rate increase ratio hri. Then, it is determined that the greater the heart rate increase ratio hri = (hr-hr) / hr rate, the higher the degree of tension.

The above-mentioned reference heart rate hr is the heart rate when the driver is driving in a stable state, and since there is a difference in that value among individual drivers, the reference heart rate hr is different for each driver. It is designed to measure each time. Hereinafter, the measurement of the reference heart rate hor is shown in FIG.
A description will be given based on the flowchart of FIG.

First, in step SH11, it is determined whether or not it is a predetermined measurement / control timing, and if it is the measurement / control timing, in step SH12 comparison with the previous input values such as the front wheel turning angle and the accelerator opening is performed. To measure the degree of fluctuation or the amount of fluctuation. That is, the variation of the steering speed of the steering wheel 81 is measured from the steering angle, and the accelerator variation is measured from the accelerator opening.

Next, after measuring the effective heart rate Hr of this time by the routine R1 (see FIG. 10), step SH13
It is determined whether or not the motion state of the vehicle has been stabilized by. This determination is made based on whether or not the steering speed and the accelerator fluctuation have become 0 or a predetermined minute amount.
At 14, the timer count T is set to 0 and the process returns. When each variation of the steering speed or the like is 0 or smaller than the predetermined minute amount, one unit time is added to the timer count T in step SH15, and one control cycle Δt is added to the timer count T in step SH15. One is added to the measurement number b (initial value 0). And step S
The effective heart rate Hr is stored in the effective heart rate data Hm (i) at H17.

Next, at step SH18, it is judged whether or not a predetermined set time (stabilization judgment time) TL preset based on the value of the timer count T has elapsed. If not, return. When the stabilization determination time TL has elapsed, the stable heart rate AHr is calculated in step SH19. This calculation is based on the effective heartbeat data Hm (i) and the stable heartbeat count b. Done by. Then, in step SH20, the stable heart rate AHr and the reference heart rate BH set so far are set.
Performs a size comparison with rmin. Preset reference heart rate BHrmin
Is larger, the stable heart rate AHr obtained this time in step SH21 is set as the reference heart rate BHrmin to update the reference heart rate, and conversely, the preset reference heart rate BHrm is set.
When in is smaller, the preset reference heart rate BHrmin is used without updating in step SH21. And
In step SH22, the reference heart rate BHrmin is output as the reference heart rate hr.

Finally, in step SH23, the stable heartbeat data Hm (i) and the stable heartbeat count b are initialized, and then the process returns.

The reference heart rate BHrmin in step SH20 is set such that the effective heartbeat Hr measured first after the start is set as an initial setting value only at the start. Further, as the stabilization determination time TL, a time that can be considered to stabilize the traffic flow in the traveling environment at that time while traveling for the time TL, and at the same time, to stabilize the actual heart rate of the driver (eg, Two
(For about a minute) is preset.

<Structure of Correcting Means 57> The correcting means 57 described above.
Has a predetermined map for the relationship between the correction coefficient ke for the TRC normal target slip ratio Sbtb and the heartbeat increase ratio hri (see the diagram of step SG6 in FIG. 27). Then, the value of the current correction coefficient ke is obtained from the map according to the magnitude of the current heartbeat increase ratio hri from the psychological state detecting means 60e, and the correction coefficient ke is multiplied by the TRC normal target slip ratio Sbtb. TR
The C control target slip ratio Sbt is set.

In the map, the correction coefficient ke becomes a constant value of 1.0 in a predetermined range where the heartbeat increase ratio hri is a small value, and the correction coefficient ke becomes 1.0 as the heartbeat increase ratio hri becomes a large value. The correction coefficient k becomes smaller within a range where the heart rate increase ratio hri is a small value equal to or smaller than a predetermined value.
e is set to be a constant lower limit value.

-Specific Control by Controller 127- Specific control by the control unit 127 will be described below with reference to the flowchart of FIG.

First, every time the control timing is reached in step SG1, vehicle motion state quantities such as vehicle speed Vsp, accelerator pedal opening Acp, and front wheel steering angle Fstg are measured in step SG2, and then these vehicle speed Vsp are calculated in step SG3.
TRC normal target slip ratio S based on each factor such as
Determine btb. Then, the actual heart rate hr of the driver is measured in step SG4, and the reference heart rate hr is calculated in step SG5.

Next, in step SG6, the actual heart rate h
The heart rate increase ratio hri calculated from r and the reference heart rate hr
Then, the correction coefficient ke of this time is obtained from the map, and step S
The result of multiplying the correction coefficient ke by the TRC normal target slip ratio Sbtb in G7 is set as the current TRC control target slip ratio Sbt. Then, in step SG8, TRC control is performed so that the slip ratio of the drive wheels becomes the TRC control target slip ratio Sbt.

In this flowchart, step SG4
SG5 causes the psychological state detecting means 60e to perform steps SG6 and SG6.
SG7 constitutes the correction means 57, and step SG8 constitutes the TRC control means 140, respectively.

-Operation and Effect of Seventh Embodiment- In the case of the seventh embodiment having the above-mentioned configuration, the psychological state detecting means 60e.
The larger the heart rate increase rate hri, which is the ratio of the increase in the actual heart rate hr measured from the reference heart rate hr to the reference heart rate hr, that is, the more nervous the driver is, the more the correction means Since the target slip ratio is corrected to be smaller than the TRC normal target slip ratio at 57, the higher the driver's tension in the TRC control, the more the drive wheel slip can be suppressed, and the vehicle acceleration is accelerated as in the fifth embodiment. Exercise can be stabilized according to the psychological state of the individual driver.

In addition, in this correction, since the correction is performed based on the above-mentioned heart rate increase ratio, in understanding the change in the driver's tension state, the reference for the change is clarified, and the driver's tension state is detected. Can be more accurate.

(Other Aspects of the Present Invention) The present invention is not limited to the above-mentioned first to seventh embodiments, but includes various modifications. That is, the first
~ In the seventh embodiment, the driver's psychological state detecting means 60
Although the driver's cardiac potential is taken out as a to 60e to detect the driver's tension state based on the heart rate, the present invention is not limited to this. For example, the driver grips the steering wheel with or without sweating, the degree of sweating, Alternatively, the myoelectric potential of the hand may be taken out and the variation thereof may be detected to detect the psychological state such as whether the driver is in a tense state or a relaxed state.

Although the first to seventh embodiments show the vehicle provided with both the ABS control means 130 and the TRC control means 140, the present invention is not limited to this, and the vehicle provided with either one of the control means. The present invention may be applied to. Further, although the rear wheel drive vehicle is shown in the above embodiment, the present invention is not limited to this, and the present invention may be applied to a front wheel drive vehicle.

In the fifth embodiment, first, the TRC normal target slip ratio is obtained based on various factors such as vehicle speed, and then
A correction coefficient ke for reducing and correcting the TRC normal target slip ratio is determined based on the actual heart rate hr of the driver, and the TRC normal target slip ratio is corrected based on the correction coefficient ke to correct the TRC control target at this time. Although the slip ratio is calculated, the present invention is not limited to this, and for example, as shown in FIG.
As shown in, the relationship between the actual heart rate hr and the TRC control target slip rate Sbt is determined in advance, and this is stored in the correction means 55 as a map, so that the TRC
The TRC control target slip rate Sbt in the control may be determined according to the actual heart rate hr of the driver at that time. In this case, the above map (see Figure 28)
Indicates that the driver gives a slightly larger value as Sbt when the actual heart rate is low when the driver is relaxing, and the smaller the actual heart rate hr becomes, the smaller the value of Sbt is given. The TRC control according to the driving skill of the driver can be performed, and as the driver gets nervous, the acceleration behavior of the vehicle can be stabilized and the tension can be alleviated.

In the sixth embodiment, first, the TRC normal target slip ratio is obtained based on various factors such as vehicle speed, and then
A correction coefficient ke for reducing and correcting the TRC normal target slip rate is determined based on the heart rate variability hhr of the driver, and the TRC normal target slip rate is corrected based on the correction coefficient ke to correct the TRC control target this time. Although the slip ratio is obtained, the present invention is not limited to this, and for example, as shown in FIG.
As shown in FIG. 9, the relationship between the heart rate variability rate hhr and the TRC control target slip rate Sbt is set in advance, and this is stored in the correcting means 56 as a map, so that T
The TRC control target slip rate Sbt in the RC control may be determined according to the value of the heartbeat fluctuation rate hhr of the driver this time. In this case, the map (see FIG. 29) gives the lower limit value as Sbt when the driver is nervous and the heart rate variability is small, and the greater the heart rate variability hhr is, that is, the relaxed state from the tense state. As the state shifts, a smaller value of Sbt is given, so TRC according to the driving skill of each driver
In addition to being controllable, as the driver becomes more nervous, the acceleration behavior of the vehicle can be stabilized and the tension can be alleviated.

In the sixth embodiment, the correction coefficient ke
Is determined based only on the heart rate variability rate hr, but the correction coefficient ke is not limited to this, and may be determined based on two factors, the heart rate variability rate hr and the actual heart rate hr.
In this case, for example, as shown in FIG.
A basic relationship line (solid line in the figure) of the correction coefficient ke with respect to r is defined, and the slope of the basic relationship line is used to calculate the actual heart rate h.
The larger the value of r, the looser (from the solid line to the alternate long and short dash line,
(The one-dot chain line to the two-dot chain line, ...), the degree of increase of the correction coefficient ke may be decreased as the value of the actual heart rate hr increases.

Further, in the seventh embodiment, first, TR
The C normal target slip ratio is calculated based on various factors such as vehicle speed, and then the correction coefficient ke for reducing and correcting the TRC normal target slip ratio is set to the driver's heart rate increase ratio h.
ri based on the above correction coefficient ke
Although the RC normal target slip ratio is corrected to obtain the TRC control target slip ratio this time, the present invention is not limited to this, and for example, as shown in FIG.
And the TRC control target slip ratio Sbt are determined in advance and stored in the correction means 57 as a map, so that the TRC control target slip ratio Sbt in the TRC control can be used as the heartbeat fluctuation rate hhr of the driver this time.
You may make it determine according to the value of. In this case, the map (see FIG. 31) gives a slightly larger value as Sbt when the driver has a small value of the heart rate increase rate close to the relaxed state, and the heart rate increase rate in which the actual heart rate increases and the heart rate increases. The larger the value of hri, the smaller the value of S.
Since bt is given, TRC control according to the driving skill of each driver becomes possible, and as the driver gets nervous, the acceleration behavior of the vehicle can be stabilized and the tension can be alleviated. it can.

[0186]

As described above, according to the vehicle control device of the present invention, the control means controls the braking pressure applied to the wheels in the braking means based on a predetermined braking characteristic. Since the correction amount corrects the control amount for the braking pressure according to the psychological state of the individual driver output from the state detection means, the variation of the psychological state that varies depending on the driving skill of the individual driver of the braking means. Can be reflected in control. That is, even if the driver performs the same driving operation, for example, the same stepping operation on the brake pedal or the accelerator pedal, it is mainly determined whether the driver maintains a relaxed state or falls into a tense state with respect to a variation in vehicle behavior accompanying the operation. It depends on your driving skill. Therefore, by detecting the psychological state of the driver when performing such a driving operation and controlling the braking means in accordance with these, it becomes possible to perform optimum braking control according to the driving skill of the driver. It is possible to perform control that meets the internal requirements of the driver.

According to the second aspect of the invention, in addition to the effect of the first aspect of the invention, when the slip ratio due to the driver's operation on the brake pedal exceeds a predetermined threshold value, the ABS control means causes the wheels to move. In the ABS control that increases or decreases the braking pressure so as to decelerate at the target slip ratio,
Since the target slip ratio, which is a control amount, is corrected by the correction means according to the psychological state of each driver, the ABS during the depression operation of the brake pedal is performed.
The control can be changed according to the driving skill of the individual driver.

According to the invention of claim 3, in addition to the effect of the invention of claim 1, when the slip ratio accompanying the acceleration of the driving wheels exceeds a predetermined threshold value, the TRC control means applies braking pressure to the driving wheels. In the TRC control for controlling the braking means so as to obtain the target slip rate, the target slip rate, which is a control amount, is corrected by the correction means according to the psychological state of each driver.
It is possible to change the TRC control when the accelerator pedal is depressed, depending on the driving skill of each driver.

According to the inventions of claims 4 to 7,
In addition to the effect of the invention according to claim 1, the actual heart rate of the driver is measured by the measuring unit of the psychological state detecting means,
Based on the driver's actual heart rate, the driver can easily and accurately detect the psychological state represented by a relaxed state to a nervous state. Then, individually, in the invention according to the fourth aspect, the psychological state of the driver can be easily detected based on the level of the actual heart rate. Claim 5
In the invention described above, it is possible to detect the change in the psychological state of the driver with high sensitivity based on the heart rate variability of the actual heart rate, and to control the braking pressure with respect to the change in the psychological state of the driver with high responsiveness. Further, in the invention according to claim 6, it is possible to more accurately detect the driver's tension state based on two factors, that is, the actual heart rate itself is high or low and the fluctuation state based on the heart rate variability. further,
In the invention according to claim 7, it is possible to detect the psychological state of the driver based on the ratio of the heart rate increase to the reference heart rate of the actual heart rate under a clear reference.

According to the eighth aspect of the present invention, the correction of the turning stability of the vehicle detected by the vehicle state detecting means is added to the psychological state of the driver by the correction by the correcting means in the first aspect. Therefore, the optimum braking control can be performed in consideration of not only the driving skill of the driver but also the turning stability of the vehicle.

According to the ninth aspect of the present invention, the correction by the correcting means in the first aspect of the invention is added to the psychological state of the driver depending on the steering state of the steering wheel detected by the steering state detecting means. Since it is also changed, it is possible to perform the optimum brake control in consideration of not only the driver's driving skill but also the steering operation situation by the driver.

According to the invention of claim 10, in addition to the effect of the invention of claim 2, when the driver is in a tense state and the steering angle at that time is in a turning state larger than a set value, Since only the control amount on the rear wheel side is corrected so that the change in the direction of the vehicle tends to be dominated by the steering operation by the driver, in the ABS control, the turning motion of the vehicle is controlled while suppressing the slip. The driver's steering operation can be prioritized to match the operation intention.

According to the eleventh aspect of the invention, in addition to the effect of the third aspect of the invention, the greater the actual heart rate of the driver measured by the psychological state detecting means is, that is, the driver is Since the target slip ratio is corrected to a smaller value by the correction means as the tension is increased, the higher the driver's tension is, the more the drive wheel slip can be suppressed in the TRC control. It can be stabilized according to the psychological state of each driver.

According to the invention of claim 12, in addition to the effect of the invention of claim 3, the smaller the heart rate variability based on the actual heart rate measured by the psychological state detecting means, the smaller the value. That is, since the target slip ratio is corrected to a smaller value by the correction means as the driver is in a tensioned state, the higher the driver's tension in the TRC control, the more the drive wheel slip can be suppressed. It is possible to stabilize the acceleration motion of the car according to the psychological state of each driver. Moreover, since this correction is performed based on the heart rate variability, it is possible to detect the fluctuation of the driver's tension state with high sensitivity, and to suppress the slip of the driving wheel against the fluctuation of the driver's psychological state with high responsiveness. be able to.

Further, according to the invention of claim 13,
In addition to the effect of the invention according to claim 3, the larger the ratio of the actual heart rate measured by the psychological state detecting means to the reference heart rate is, that is, the more nervous the driver is, the more the correction is performed. Since the target slip ratio is corrected to a small value by the means, the higher the driver's tension in TRC control, the more the drive wheel slip can be suppressed, and the acceleration motion of the vehicle can be adjusted according to the psychological state of each driver. Can be stabilized. Moreover, since this correction is made based on the above-described heart rate increase ratio, it is possible to detect a change in the driver's tension state under a clear reference.

[Brief description of drawings]

FIG. 1 is a block diagram of the invention according to claim 1.

FIG. 2 is an overall configuration diagram of a vehicle in which ABS control and TRC control are performed.

FIG. 3 is a block configuration diagram of a controller in the first embodiment.

FIG. 4 is a characteristic diagram showing a relationship between a slip ratio, a friction coefficient, and a lateral drag coefficient.

FIG. 5 is a time chart diagram in ABS control.

FIG. 6 is a time chart diagram in TRC control.

FIG. 7 is a circuit diagram for determining slip target values for engine and brake.

FIG. 8 is a block diagram of a psychological state detecting means.

FIG. 9 is a relationship diagram between a driver's cardiac potential and time.

FIG. 10 is a flowchart for measuring a driver's heart rate.

FIG. 11 is a flowchart of control by the controller of the first embodiment.

FIG. 12 is a block diagram of a controller in the second embodiment.

FIG. 13 is a configuration diagram of a neural network included in the sideslip angle estimating means.

FIG. 14 is a configuration diagram of a neural network for vehicle system identification.

FIG. 15 is a flowchart showing the operation of the sideslip angle estimating means.

FIG. 16 is a flowchart of control by the controller of the second embodiment.

FIG. 17 is a block diagram of the controllers of the third and fourth embodiments.

FIG. 18 is a flow chart of control by the controller of the third embodiment.

FIG. 19 is a flowchart of control by the controller of the fourth embodiment.

FIG. 20 is a block diagram of the controller of the fifth embodiment.

FIG. 21 is a flow chart of control by the controller of the fifth embodiment.

FIG. 22 is a block diagram of the controller of the sixth embodiment.

FIG. 23 is a flow chart of control by the controller of the sixth embodiment.

FIG. 24 is a relationship diagram between the actual heart rate and the heart rate variability.

FIG. 25 is a block diagram of the controller of the seventh embodiment.

FIG. 26 is a flowchart showing a process for measuring and calculating a reference heart rate.

FIG. 27 is a flow chart of control by the controller of the seventh embodiment.

FIG. 28 is a relationship diagram between an actual heart rate and a TRC control target slip rate.

FIG. 29 is a relationship diagram between a heart rate variability rate and a TRC control target slip rate.

FIG. 30 is a relationship diagram between the heart rate variability and the correction coefficient.

FIG. 31 is a relationship diagram between a heart rate increase ratio and a TRC control target slip ratio.

[Explanation of symbols]

7FR, 7FL, 7RR, 7RL Wheels 7RR, 7RL Drive wheel 20 Brake means 25 Brake pedal 0-57 Correction means 60, 60a-60e Psychological state detection means 64 Measurement part 65, 65a-65e Judgment part 70 Side slip angle estimation means (vehicle State detecting means) 81 Steering wheel 100 Control means 112 Wheel speed detecting means 112FR, 112FL, 112RR, 112RL
Wheel speed sensor (wheel speed detection means) 114 Front wheel steering angle sensor (steering state detection means, steering angle detection means) 115 Brake sensor 130 ABS control means (anti-skid brake control means) 140 TRC control means (traction control means)

Claims (13)

[Claims] 1. Brake means for applying a braking pressure to a wheel, control means for controlling the brake pressure applied to the wheel by the brake means based on a predetermined braking characteristic, and psychological state detection for detecting a psychological state of a driver. A vehicle control device comprising: a means and a correction means for correcting the control amount in the control means in accordance with the psychological state of the driver detected by the psychological state detecting means. 2. The wheel speed detecting device according to claim 1, further comprising: a wheel speed detecting device for detecting a wheel speed of a wheel; and a brake sensor for detecting a depression operation of a brake pedal and outputting an ON signal. When the ON signal is output from the brake sensor and the slip ratio obtained based on the wheel speed from the wheel speed detecting means exceeds a predetermined threshold value, the braking by the braking means is performed so that the wheels decelerate at the target slip rate. A vehicle control device that is anti-skid brake control means for controlling pressure. 3. The wheel speed detection means for detecting the wheel speed of a wheel according to claim 1, wherein the control means accompanies the acceleration of the drive wheel obtained based on the wheel speed from the wheel speed detection means. A vehicle control device that is a traction control means that controls the braking pressure applied to the drive wheels so that the slip ratio becomes a target slip ratio when the slip ratio exceeds a predetermined threshold value. 4. The vehicle according to claim 1, wherein the psychological state detection means includes a measuring unit that measures an actual heart rate of the driver and a determination unit that determines the psychological state of the driver based on the actual heart rate. Control device. 5. The psychological state detecting means according to claim 1, further comprising: a measuring unit that measures an actual heart rate of the driver; and a determination unit that determines the psychological state of the driver based on the heart rate variability of the actual heart rate. The vehicle control device provided. 6. The psychological state detecting means according to claim 1, wherein the psychological state of the driver is determined based on a measuring unit that measures the actual heart rate of the driver and the actual heart rate and the heart rate variability of the actual heart rate. A control device for a vehicle, comprising: 7. The psychological state detecting means according to claim 1, wherein the psychological state of the driver is determined based on a measuring unit for measuring an actual heart rate of the driver and a variation ratio of the actual heart rate to a reference heart rate. And a control device for the vehicle. 8. The vehicle state detecting device according to claim 1, further comprising: vehicle state detecting means for detecting a vehicle state relating to traveling stability during turning, wherein the correcting means includes a vehicle state output from the vehicle state detecting means, A control device for a vehicle configured to make a correction according to the psychological state of the driver output from the psychological state detecting means. 9. The steering state detection means for detecting the steering state amount of the steering wheel according to claim 1, wherein the correction means includes the psychological state of the driver detected by the psychological state detection means and the steering state detection means. A control device for a vehicle configured to make a correction in accordance with the steering state detected by. 10. The steering angle detecting means for detecting a steering angle of a steering according to claim 2, wherein the correcting means has a steering angle output from the steering angle detecting means larger than a set value, and psychologically. When the psychological state of the driver detected by the state detecting means is in a tense state,
A control device for a vehicle configured to correct only the control amount on the rear wheel side. 11. The psychological state detection means according to claim 3, further comprising: a measurement unit that measures an actual heart rate of the driver, and a determination unit that determines the psychological state of the driver based on the actual heart rate. The correction means is a vehicle control device configured to correct the target slip ratio to a smaller value as the actual heart rate of the driver in the psychological state detection means becomes larger. 12. The psychological state detection means according to claim 3, further comprising: a measuring unit that measures an actual heart rate of the driver; and a determination unit that determines the psychological state of the driver based on the heart rate variability of the actual heart rate. The vehicle control device, which is provided with the correction means, is configured to correct the target slip rate to a smaller value as the heartbeat fluctuation rate in the psychological state detection means becomes smaller. 13. The mental state detection means according to claim 3, wherein the mental state of the driver is determined based on a measuring unit that measures an actual heart rate of the driver and a variation ratio of the actual heart rate to a reference heart rate. And a correction unit configured to correct the target slip ratio to a smaller value as the variation ratio in the psychological state detection unit is larger in the actual heart rate of the liver.