JPH08150914A - Operation skill detecting device and vehicle operation control device - Google Patents

Abstract

PURPOSE: To accomplish vehicle motion according to the operation skill of an advanced driver by detecting the operation skill by a skill detecting means according to a correlation coefficient of the respective detection values detected by a vehicle operating state quantity detecting means and a steering state quantity detecting means. CONSTITUTION: A vehicle operating state quantity is detected from a wheel speed sensor 42, wheel speed sensors 46FL-46R, and an actual yaw rate sensor 43 in a vehicle operating state quantity detecting means. The steering state quantity of a steering wheel such as a steering angle, a steering angular speed and so on is detected by a steering angle sensor 41 in a steering state quantity detecting means. According to the detection signals from the sensors, the switching positions of the respective electromagnetic directional switching valves 26FL-26R are controlled to control the pumps 27F, 27R. A control unit 40 includes a micro-computer 52 for executing the arithmetic processing of an anti-skid control device, calculates a correlation coefficient with the detection values, and compares the same with a correlation coefficient threshold for determination to discriminate the operation skill.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-skid control device for preventing wheel lock by controlling the fluid pressure of a brake cylinder of each wheel to an optimum state, and increasing the braking force of the brake cylinder of each wheel. A braking force increase control device for controlling, a power steering control device for controlling a steering feeling by supplying an assist force according to a steering force from a steering wheel,
The present invention relates to a vehicle motion control device such as a four-wheel steering control device that controls the steering amount of four wheels, and particularly to a driving skill detection device that detects the driving skill of the driver, which is effective in setting those control amounts. The present invention relates to a vehicle motion control device that sets each control amount according to the detected driving skill value.

[0002]

2. Description of the Related Art Among such vehicle motion control devices, for example, the existing anti-skid control device detects the wheel speeds of the wheels to be controlled and detects these wheel speeds, as is known. The pseudo vehicle speed is estimated by using it, the slip ratio of the wheel is calculated from the ratio of the pseudo vehicle speed and the wheel speed, and when the slip ratio exceeds a preset reference slip ratio, the wheel is Assuming that there is a tendency to lock, the braking fluid pressure of the wheel is pressure-reduced and adjusted to increase the speed of the wheel. By increasing the working fluid pressure and automating the so-called pumping brake-like braking force control by the driver,
The wheel lock is prevented from being suppressed and the steering effect is secured. The reference slip ratio is generally set to a relatively small value of about 10 to 20% so that the steering effect can be secured.

Further, the existing braking force increase control device is
Like a known brake booster, by adding a braking fluid pressure corresponding to the pedaling force of the brake pedal to the master cylinder pressure, for example, a braking assist force corresponding to the pedaling force of the brake pedal is applied to the control target wheel. In addition to the braking force of the braking cylinder, the braking force is controlled to be increased and the depression force of the brake pedal is reduced. The braking assist force with respect to the pedal effort of the brake pedal is generally set uniquely according to a preset characteristic regardless of whether it is linear or non-linear. Generally, the braking assist force increases with an increase in the pedal effort of the brake pedal. Is set to simply increase.

Further, in the existing power steering control device, a steering wheel detected through, for example, a torsion bar or the like, as is known, regardless of whether the control amount is expressed by a fluid pressure or an electric motor. The steering assist force corresponding to the steering torque is applied to the steered steering system to increase the steering output and reduce the steering torque that is a control input. It should be noted that the steering assist force with respect to the steering torque is generally set uniquely according to a preset characteristic regardless of nonlinearity, and generally, the steering assist force is simply increased with an increase in the steering torque. It is set.

Further, the existing four-wheel steering control device detects, for example, a steering angle and a steering angular velocity having a phase advanced from that as a steering input, and the steering angle itself corresponds to a revolution radius. The steering control amount of the sub steered wheels in the so-called in-phase direction is set according to the steering angle, while the steering angular velocity requires turning performance. The steering control amount in the direction is set, and the auxiliary steering wheel steering control amount is calculated from the sum of both steering control amounts.
By developing this sub steered wheel steering control amount, that is, the sub steered wheel steering angle, both maneuverability including turning performance and traveling stability can be achieved. When calculating the steering control amount for the sub steered wheels, generally, the steering control amount in the in-phase direction of the sub steered wheels with respect to the steering angle and the steering control amount in the antiphase direction of the sub steered wheels for the steering angular velocity are set in advance. They are uniquely set according to the specified characteristics, and generally both are set according to the simple increase characteristics.

[0006]

By the way, for example, a driver unfamiliar with driving and the driving skill thereof are “beginner”, a driver who can drive in a city area and the driving skill thereof are “intermediate”, and a driving operation. When a driver who is highly skilled and capable of responding quickly to any situation in any vehicle and who can drive safely and at high speed and his driving skill are defined as “advanced”, Let us consider the relationship between the vehicle motion control amount and the driving skill by various vehicle motion control devices.

For example, in a vehicle having the anti-skid control device, even on a slippery road surface such as an icy snow road surface or a wet tile road surface, a so-called low μ road surface, a high-level driving skill capable of ensuring a braking distance by the pumping brake operation. For the advanced driver who has the above, there is a possibility that the braking force control by the anti-skid control device on the low μ road surface cannot be so effective except for the avoidance of the danger. Further, according to an advanced driver having such an advanced driving skill, on a road surface that is not slippery such as a dry asphalt road surface or a concrete road surface, that is, a so-called high μ road surface, the wheel speed, and thus the vehicle body speed can be rapidly increased by sufficiently depressing the brake pedal. Even if the vehicle decelerates to 0, it can be determined that the wheels will not easily lock or tend to lock and the vehicle motion will not become unstable. It is conceivable that the braking force is increased until the braking force is applied or immediately before that, and the braking distance is shortened by the high tire gripping force on the high μ road surface. On the other hand, in the beginner driver who has only the above-mentioned beginner driving skill, if the wheels easily lock or tend to lock on the low μ road surface and the steering effect decreases at the same time, the subsequent panic condition etc. Including this, there is a risk that safety cannot be ensured, so the reference slip ratio related to the timing of reducing the braking fluid pressure by the anti-skid control device must be set to a relatively small value. Therefore, in such a vehicle having an anti-skid control device in which the reference slip ratio is set to a relatively small value, and as a result, the depressurization timing is early,
Even if the advanced driver having the advanced driving skill tries to shorten the braking distance on the high μ road surface as described above, the braking force acting on each wheel becomes relatively small. There is a risk that the vehicle evaluation will be deteriorated due to the so-called poor braking effect.

In addition, an advanced driver having the above-mentioned advanced driving skill can detect the road surface μ and the wheel speed from the feeling of the depression amount of the brake pedal and kickback or repulsive force from the road surface via the brake pedal. It can be said that the state and the like can be read, and therefore, the pumping brake-like operation as described above can be performed. On the other hand, a beginner driver who has only the above-mentioned beginner's driving skill generally has a small amount of depression of the brake pedal at the start of braking and gradually increases the brake pedal from a state in which the braking force is small and the braking force is increased. In many cases, the safety cannot be ensured because the braking distance tends to increase, and the braking distance becomes long, and the wheels lock or tend to lock due to excessive braking force in the latter period of braking when the vehicle speed decreases. Therefore, assuming this type of beginner driver, for example, in the braking force increase control device, the gain of the amount of increase in the braking force with respect to the pedal effort of the brake pedal must be set relatively large. The braking assist force also increases. However, when the assisting force related to braking increases in this way, the kickback and repulsive force felt by the brake pedal on the road surface become relatively small, which is why the advanced driver as described above However, it becomes difficult to read the state of the road surface μ, the wheel speed, and the like, and the excellent advanced driving skill cannot be exhibited, and the vehicle evaluation may be deteriorated.

In addition, the advanced driver having the above-mentioned advanced driving skill, the steering amount of the steering wheel, kickback and repulsive force from the road surface through the steering wheel (these are approximately equivalent to the steering torque), etc. From this feeling, it can be said that it is possible to read the road surface μ, the sideslip state of the wheels, and the like, and therefore it is possible to finely adjust the steering amount during high-speed turning travel. On the other hand, the beginner driver who has only the above-mentioned beginner's driving skill generally has a small steering wheel steering amount at the start of turning and tends to gradually increase the steering wheel, which is not good in turning ability. In many cases, the steering amount becomes too large in the latter half of turning and the safety cannot be ensured. Therefore, assuming this type of beginner driver, for example, in the power steering control device, the gain of the assist force with respect to the steering torque has to be set relatively large, and as a result, for a small steering torque. However, the assisting power becomes large. However, when the assisting force related to steering increases in this way, kickback and repulsive force of the road surface felt from the steering wheel become relatively small, which is why the advanced driver as described above cannot However, it becomes difficult to read the road surface μ, the skid condition of the wheels, and the like, and the excellent advanced driving skill cannot be exhibited, and the vehicle evaluation may be deteriorated.

[0010] Further, the advanced driver having the above-mentioned advanced driving skill, when turning on a high-μ road surface, promptly steers the steering wheel at the beginning of the turning to improve the turning ability, and then turns. From the middle period onward, the steering angular velocity of the steering wheel is reduced to improve running stability during high-speed turning. On the other hand, this type of senior driver
When turning on the road surface, the steering wheel is slowly steered after reducing the vehicle speed sufficiently, and as a result,
The yawing momentum and lateral acceleration generated in the vehicle do not exceed the grip force of the tire, and the running stability on the low μ road surface is secured. However, in many cases, the beginner driver who has only the above-mentioned beginner's driving skill cannot adjust the vehicle speed and the steering angular velocity with respect to the road surface μ, and therefore the steering angular velocity is too large, especially on a low μ road surface, so-called sudden There is a possibility that safety cannot be ensured by operating the handle. Therefore, assuming this type of beginner driver, for example, in the four-wheel steering control device, the gain of the steering control amount in the anti-phase direction of the auxiliary steered wheels with respect to the steering angular velocity must be set relatively small. Therefore, even if the advanced driver increases the steering wheel at a high speed in order to obtain turning performance on a high μ road surface, the steering control amount of the auxiliary steered wheels in the opposite phase direction becomes small, resulting in yaw. There is a possibility that the rising of the moment is delayed and the desired turning performance cannot be obtained, and the vehicle evaluation is deteriorated.

These problems are basically based on the fact that the driver's driving skill cannot be detected on the vehicle side, and if the driver's driving skill can be detected, then Accordingly, it is possible to change and set the gain of each vehicle motion control device to achieve a desired vehicle motion, but at least at this point in time, no device or method for detecting the driving skill of the driver has been developed.

The present invention has been developed in view of these problems, and makes it possible to detect the driving skill of the driver, and based on the detection result, achieve the desired vehicle motion according to the driving skill. It is an object of the present invention to provide a driving skill detection device and a vehicle motion control device that can be performed.

[0013]

In order to solve the above-mentioned problems, the driving skill detection apparatus according to claim 1 of the present invention comprises:
As shown in the basic configuration diagram of FIG. 1, a vehicle motion state quantity detecting means for detecting a motion state quantity generated in a vehicle, a steering state quantity detecting means for detecting a steering state quantity of a steering wheel, and the vehicle motion state quantity. And a driving skill detecting means for detecting the driving skill of the driver based on a correlation coefficient between the vehicle motion state quantity detection value detected by the detecting means and the steering state quantity detection value detected by the steering state quantity detecting means. It is characterized by that.

In the driving skill detection apparatus according to claim 2 of the present invention, as shown in the basic configuration diagram of FIG. 1, the vehicle motion state amount detection means detects the slip amount of each wheel. The steering state amount detecting means includes a steering angle detecting means for detecting a steering angle of a steering wheel, and the driving skill detecting means includes the slip amount detection value detected by the slip amount detecting means and the slip amount detecting value. A vehicle attitude recovery skill detection means for detecting the vehicle attitude recovery skill of the driver at the time of wheel slip based on the correlation coefficient of the steering angle detection value detected by the steering angle detection means. Is.

Further, in the driving skill detection apparatus according to claim 3 of the present invention, as shown in the basic configuration diagram of FIG. 1, the vehicle motion state amount detection means detects yawing motion amount generated in the vehicle. The steering state amount detecting means includes a steering angle detecting means for detecting a steering angle of a steering wheel, and the driving skill detecting means detects the yawing momentum detected value detected by the yawing momentum detecting means; It is characterized in that the vehicle further comprises curved road driving skill detection means for detecting a driver's curved road driving skill at the time of turning based on the correlation coefficient of the steering angle detection value detected by the steering angle detection means. is there.

In the driving skill detecting apparatus according to claim 4 of the present invention, as shown in the basic configuration diagram of FIG. 1, the vehicle motion state quantity detecting means detects the vehicle speed in the longitudinal direction of the vehicle. Means, the steering state amount detecting means includes a steering angle detecting means for detecting a steering angle of a steering wheel, and the driving skill detecting means detects the vehicle speed detected value and the steering angle detecting means by the vehicle speed detecting means. The present invention is characterized by further comprising high-speed traveling corresponding skill detecting means for detecting the driver's high-speed traveling corresponding skill during high-speed traveling based on the correlation coefficient of the steering angle detection value detected by the means.

In the vehicle motion control apparatus according to claim 5 of the present invention, as shown in the basic configuration diagram of FIG. 1, each driving skill detecting means and the driving skill detected by the driving skill detecting means. Vehicle motion control amount setting means for setting the control amount of the vehicle motion control means provided in the vehicle based on the detected value is provided. In the vehicle motion control device according to claim 6 of the present invention, as shown in the basic configuration diagram of FIG. 1, the vehicle motion control means includes an anti-skid control means, and the vehicle motion control amount setting means includes A braking force that is a control amount so that the driving skill detection value detected by the driving skill detection means becomes higher and the braking operation force for braking is prioritized, and the driving skill detection value becomes lower and the braking distance is prioritized. Is provided with a braking force setting means for setting.

In the vehicle motion control device according to claim 7 of the present invention, as shown in the basic configuration diagram of FIG. 1, the vehicle motion control means includes a braking force increase control means for increasing the braking force. The vehicle motion control amount setting means decreases the increase amount of the braking force as the detected driving skill value detected by the driving skill detecting means increases, and decreases the increased detection amount of the driving skill value and the increase amount of the braking force. Is provided so as to increase the braking force increase amount, which is a control amount.

In the vehicle motion control apparatus according to claim 8 of the present invention, as shown in the basic configuration diagram of FIG. 1, the vehicle motion control means includes a power steering control means, and the vehicle motion control amount is provided. The control means controls the setting means so that the steering skill of the steering wheel becomes firm as the detection value of the driving skill detected by the driving skill detection means becomes high, and the steering feeling of the steering wheel becomes soft as the detected value of the driving skill becomes low. The steering assist force setting means for setting the steering assist force is provided.

In the vehicle motion control apparatus according to claim 9 of the present invention, as shown in the basic configuration diagram of FIG. 1, the vehicle motion control means includes four-wheel steering control means, and the vehicle motion control means is provided. The control amount is set so that the amount setting means gives priority to the turning ability of the vehicle as the detection value of the driving skill detected by the driving skill detection means becomes higher, and gives priority to the stability of the vehicle as the detected value of the driving skill becomes lower. Is provided with a steering amount setting means for setting the steering amount of each wheel.

[0021]

Therefore, in the driving skill detecting apparatus according to claim 1 of the present invention, as shown in the basic configuration diagram of FIG. 1, the vehicle motion state quantity detecting means provided in the vehicle is, for example, each wheel. The yaw momentum such as the slip amount and the yaw rate and the vehicle motion state amount such as the vehicle speed are detected, while the steering state amount detecting means detects the steering state amount of the steering wheel such as the steering angle and the steering angular velocity. In the driving skill detecting means, the correlation coefficient between each vehicle motion state quantity detection value detected by the vehicle motion state detecting means and the steering state quantity detection value detected by the steering state quantity detecting means is calculated by a known statistical analysis method. Based on an equation or the like, and further comparing this correlation coefficient with a correlation coefficient threshold value related to the driving skill set in advance from the experimental value or the like as described above, the driving corresponding to the correlation coefficient is performed. Determining skill It is possible to detect the driving skill of the driver by.

In the driving skill detecting apparatus according to claim 2 of the present invention, as shown in the basic configuration diagram of FIG. 1, the slip amount detecting means provided in the vehicle motion state amount detecting means is, for example, a drive unit. The slip amount of each wheel, such as the slip amount generated between the wheels and the non-driving wheels, is detected. On the other hand, the steering angle detecting means provided in the steering state amount detecting means,
For example, the steering amount of counter steering or the like in a rear-wheel drive vehicle is detected as the steering angle of the steering wheel. A correlation coefficient between the slip amount detection value and the steering angle detection value detected by the steering angle detecting means is calculated based on a known statistical analysis formula, and the correlation coefficient is calculated, for example, as described above. When the driver slips by discriminating the vehicle posture recovery skill corresponding to the correlation coefficient, for example, by making a comparison with a preset correlation coefficient threshold value related to the vehicle posture recovery skill during slip based on experimental values, etc. It is possible to detect the vehicle posture recovery skill.

Further, in the driving skill detecting apparatus according to claim 3 of the present invention, as shown in the basic configuration diagram of FIG. 1, the yawing momentum detecting means provided in the vehicle motion state quantity detecting means is, for example, a turning vehicle. It detects the yawing momentum generated in the vehicle, such as the yaw rate generated during
The steering angle detection means provided in the steering state amount detection means detects, for example, the maximum steering amount in one turning traveling as the steering angle of the steering wheel, and accordingly, the road running skill provided in the driving skill detection means. In the detection means,
The correlation coefficient between the yaw momentum detection value detected by the yawing momentum detection means and the steering angle detection value detected by the steering angle detection means is calculated based on a known statistical analysis formula or the like, and this phase is further calculated. By judging the relation number with a threshold value of a correlation coefficient related to a driving skill at the time of turning, which is set in advance from an experimental value or the like as described above, for example, the road running skill corresponding to the correlation coefficient is determined. It is possible to detect the driving skill of the driver on the road.

Further, in the driving skill detecting apparatus according to claim 4 of the present invention, as shown in the basic configuration diagram of FIG. 1, the vehicle speed detecting means provided in the vehicle motion state quantity detecting means,
The vehicle speed in the front-rear direction of the vehicle is detected, while the steering angle detecting means provided in the steering state amount detecting means detects, for example, the maximum steering amount in one turning traveling as the steering angle of the steering wheel. In the high speed traveling-capable skill detection means provided in the driving skill detection means, a correlation coefficient between the vehicle speed detection value detected by the vehicle speed detection means and the steering angle detection value detected by the steering angle detection means is known. The correlation coefficient is calculated based on a statistical analysis formula and the like, and the correlation coefficient is compared with the preset correlation coefficient threshold value related to the driving skill during high-speed traveling, for example, from the experimental value as described above. It is possible to detect the driver's high-speed traveling skill by determining the high-speed traveling skill that corresponds to the correlation coefficient.

In the vehicle motion control apparatus according to claim 5 of the present invention, as shown in the basic configuration diagram of FIG. 1, the vehicle is controlled based on the detected driving skill values detected by the respective driving skill detection means. Since the motion control amount setting means sets the control amount of the vehicle motion control means provided in the vehicle, for example, the driving skill detection value detected by the driving skill detecting means is the same as that of the advanced driver who has mastered driving. If it is as high as
By setting the control amount of each of the vehicle motion control means so that the original vehicle characteristics can be derived, the vehicle evaluation can be improved, and the driving skill detection value detected by the driving skill detection means is When it is low like that of the beginner driver unfamiliar with the above, the vehicle evaluation can be improved by setting the control amount of each vehicle motion control means so that the traveling safety of the vehicle is enhanced.

Further, in the vehicle motion control device according to claim 6 of the present invention, as shown in the basic configuration diagram of FIG. 1, the braking force setting means provided in the vehicle motion control amount setting means includes the braking force setting means. For the braking force, which is the control amount of the anti-skid control means provided in the vehicle motion control means, the driving skill detection value detected by the driving skill detection means becomes higher, and the braking operation force for braking is given priority, In order to set the detected value to be low and to give priority to the braking distance, for example, when the driving skill detection value detected by the driving skill detection means is high like that of the advanced driver who is skilled in driving, For example, the reference slip ratio relating to the pressure reducing timing is changed to a large value so that the braking force, which is the control amount of the anti-skid control means, corresponds to the depression force of the brake pedal. Thus, for example, it is possible to improve the vehicle evaluation by shortening the braking distance on a high μ road surface, and the driving skill detection value detected by the driving skill detecting means is the same as that of the beginner driver unfamiliar with driving. When it is low like that, for example, by changing and setting the reference slip ratio related to the pressure reduction timing to a small value to prevent the control target wheel from locking early or becoming a lock tendency, for example, on a low μ road surface. It is possible to secure the braking distance of and improve the vehicle evaluation.

In the vehicle motion control device according to claim 7 of the present invention, as shown in the basic configuration diagram of FIG. 1, the braking force increase amount setting means provided in the vehicle motion control amount setting means includes: The increase amount of the braking force, which is the control amount of the braking force increase control unit provided in the vehicle motion control unit, is decreased as the detection value of the driving skill detected by the driving skill detection unit is increased to decrease the driving skill detection. For example, when the driving skill detection value detected by the driving skill detection means is high like that of the advanced driver who is skilled in driving, for example, the braking force Since the braking assist force that is increased to a smaller value is reduced, it becomes easier to feel kickback and repulsive force from the road surface via the brake pedal, and it becomes easier to read the road surface μ and the slip state of the wheels. When the driving controllability by a person can be improved and the vehicle evaluation can be improved, and the driving skill detection value detected by the driving skill detecting means is low like that of the beginner driver unfamiliar with driving. In addition, since the braking assist force that is increased to the braking force in the initial stage of braking is large, for example, it is possible to secure or shorten the braking distance, and even the beginner driver can improve driving safety and The evaluation can be improved.

Further, in the vehicle motion control device according to claim 8 of the present invention, as shown in the basic configuration diagram of FIG. 1, the steering assist force setting means provided in the vehicle motion control amount setting means includes the steering assist force setting means. The steering assist force, which is the control amount of the power steering control means provided in the vehicle motion control means,
In order to set the driving skill detection value detected by the driving skill detection means to be high and the steering feeling of the steering wheel to be solid, and to set the driving skill detection value to be low and the steering feeling of the steering wheel to be soft, for example, When the detected value of the driving skill detected by the driving skill detection means is as high as that of the advanced driver who is skilled in driving, for example, the steering feeling of the steering wheel becomes hard, that is, the steering force (steering torque). The steering assist force that is increased to a smaller value makes it easier to feel kickback and repulsive force from the road surface through the steering wheel, making it easier to read the road surface μ and the skid condition of the wheels, and the driving controllability by the advanced driver. And the vehicle evaluation can be improved, and the driving skill detection value detected by the driving skill detecting means is When it is low like that of the above-mentioned beginner driver unfamiliar with, for example, the steering feeling of the steering wheel becomes soft, that is, the steering assist force that is increased to the steering force (steering torque) at the beginning of turning becomes large, It is possible to ensure turning and to improve driving safety and vehicle evaluation even for the beginner driver.

Further, in the vehicle motion control device according to claim 9 of the present invention, as shown in the basic configuration diagram of FIG. 1, the steering amount setting means provided in the vehicle motion control amount setting means includes the vehicle motion control means. The steering amount of each wheel, which is the control amount of the four-wheel steering control means provided in the control means, becomes higher as the driving skill detection value detected by the driving skill detection means becomes higher, and the turning performance of the vehicle is prioritized. Since the skill detection value becomes low and the vehicle stability is set to be prioritized, the driving skill detection value detected by the driving skill detection means is as high as that of the advanced driver who is skilled in driving. In this case, for example, by changing and setting the gain related to the steering angular velocity to a large value so that the steering amount of the auxiliary steered wheels in the opposite phase direction, which is the control amount of the four-wheel steering control means, becomes large, μ road surface acne The vehicle evaluation can be improved by obtaining excellent turning performance and maneuverability, and the driving skill detection value detected by the driving skill detection means is as low as that of the beginner driver unfamiliar with driving. In this case, for example, by changing and setting the gain relating to the steering angular velocity to a small value so that the steering amount of the auxiliary steered wheels in the opposite phase direction becomes small, for example, the turning traveling stability on a low μ road surface is improved. As a result, vehicle evaluation can be improved.

[0030]

Embodiments of the driving skill detection device and the vehicle motion control device of the present invention will be described below with reference to the accompanying drawings.
FIG. 2 shows a first embodiment in which the driving skill detection device and the vehicle motion control device of the present invention are applied to an existing antiskid control device. Since the basic configuration of this anti-skid control device is similar to or almost the same as the existing one,
The specific configuration will be briefly described. It should be noted that this vehicle is assumed to be a rear-wheel drive vehicle.

That is, the front left and right wheel cylinders 25FL and 25FR are arranged for the front left and right brake rotors 24FL and 24FR of the front left and right wheels 9L and 9R, and the rear left and right wheels 6L and
The rear left and right wheel cylinders 25RL and 25RR are provided for the rear left and right brake rotors 24RL and 24RR of the 6R, and the fluid pressure supplied to each of the wheel cylinders 25FL to 25RR, specifically, the brake fluid pressure is the actuator 23. Adjusted by

As shown in FIG. 2, the actuator 23 includes a wheel cylinder 25FL for front left and right wheels 9L, 9R,
The brake fluid pressure to 25FR and (simply referred to as wheel cylinder pressure), or boosts supplied from the master cylinder pressure P _M in addition to for example the front wheel pump 27F from the master cylinder 22, the wheel cylinders 25FL, 25FR
To the front wheel pump 27F to reduce the pressure, and to block and hold the inflow / outflow system to and from the wheel cylinders 25FL and 25FR to individually control two 3-port 3-position electromagnetic directional control valves ( Hereinafter, simply referred to as electromagnetic directional control valves for front left and right wheels) 26FL and 26FR, and rear left and right wheels 6
In addition to the master cylinder pressure P _M from the master cylinder 22, the wheel cylinder pressure of the L, 6R wheel cylinders 25RL, 25RR is supplied from, for example, the rear wheel pump 27R to increase the pressure, or the wheel cylinders 25RL, 2R
The 3 ports 3 that can be controlled simultaneously by returning from 5RR to the rear wheel pump 27R to reduce the pressure, and by blocking and holding the inflow / outflow system to and from the wheel cylinders 25RL and 25RR.
A position electromagnetic directional control valve (hereinafter, also simply referred to as a rear wheel electromagnetic directional control valve) 26R is provided. In the figure, 38F
Is a front wheel accumulator, 39F is a front wheel reservoir tank, 38R is a rear wheel accumulator, and 39R is a rear wheel reservoir tank.

Then, each electromagnetic directional control valve 26FL-26.
Each of the Rs is in the normal first switching position and directly connects the master cylinder 22 and the discharge sides of the pumps 27F and 27R to the wheel cylinders 25FL to 25RR to increase the pressure, and in the second switching position, the wheel cylinders 25 FL ~
25RR, master cylinder 22 and pumps 27F, 2
7R is cut off to be in a holding state, and the wheel cylinders 25FL to 25RR and the master cylinder 22 are connected to the suction sides of the pumps 27F and 27R at a third switching position to reduce the pressure. The position is switched and controlled by drive signals P _FL , P _FR and P _R having three-stage voltage values supplied from a control unit 40 described later. The subscripts of the drive signals P _FL , P _FR , and P _R match the electromagnetic directional control valves 26FL, 26FR, and 26R, respectively, and the brake fluid pressure modes (wheel cylinders) set in the control unit 40 are set. Since the pressure mode) means the pressure increasing state, the holding state, and the pressure reducing state, each wheel cylinder pressure mode is set, and the corresponding drive signals P _FL , P _FR , and P _R are set to the respective electromagnetic directional control valves 26F.
When the wheel cylinder pressure is output to L, 26FR, and 26R, the wheel cylinder pressure is selectively set to any one of the pressure increasing state, the holding state, and the pressure reducing state. In addition, substantially each electromagnetic directional control valve 26F
The control of L to 26R is a so-called PWM (Pulse Width Modulati
on) and other chopping control.
Therefore, the wheel cylinder pressure gradual pressure increase mode, which will be described later, is achieved by repeatedly selecting and setting the pressure increase state and the holding state at predetermined time intervals, whereby the wheel cylinder pressure apparently increases relatively slowly. Is pressed. Further, each of the pumps 27F, 27R wheel cylinder pressure may if only the rotary drive is in vacuum mode, therefore below the pump driving signal when in the control unit 40 decrease mode is set from the control unit 40 to D _PF, D _PR is outputted, the drive signal D _PF, each pump 27F by D _PR, is 27R is driven to rotate.

On the other hand, the vehicle has a steering angle sensor 41 for detecting a steering angle of a steering wheel (not shown),
A vehicle speed sensor 42 that detects the vehicle speed in the front-rear direction, an actual yaw rate sensor 43 that detects the yaw rate that is actually occurring in the vehicle as a yawing momentum, and wheel speed sensors 46FL to 46R that detect the wheel speed of each wheel. The drive signals P _{FL to} P _FL based on the detection signals from these sensors.
_The control unit 40 outputs _R to control the switching positions of the electromagnetic directional control valves 26FL to 26R and outputs drive signals D _PF and D _PR to control the pumps 27F and 27R.

The steering angle sensor 41 is a steering angle detection value θ which is a voltage output which corresponds to the steering angle of the steering wheel 10 and has a positive value when the steering wheel 10 is turned to the right and a negative value when the steering wheel 10 is turned to the left. Is output to the control unit 40. Further, the vehicle speed sensor 42
Outputs to the control unit 40 a vehicle speed detection value V that is a voltage output that increases in the positive direction according to the vehicle speed in front of the vehicle. Further, the yaw rate sensor 43 supplies to the control unit 40 an actual yaw rate detection value ψ ′ that is proportional to the actual yaw rate actually occurring in the vehicle and has a voltage output that is a positive value in the right turn and a negative value in the left turn. Output. Further, among the wheel speed sensors, the wheel speed sensors 46FL and 46FR corresponding to the front left and right wheel speed sensors are front left and right wheels 9L and 9FR, respectively.
The front left and right wheel speed detection values Vw _FL and Vw _FR, which are attached to the axle shaft of R and consist of sinusoidal voltage signals of frequencies corresponding to the wheel rotation speeds, are output to the control unit 40 and correspond to the rear wheel speed sensor. The wheel speed sensor is attached to the propeller shaft 3, and the rear left and right wheels 6RL, 6RR
The rear wheel speed detection value Vw _R, which is composed of a sine wave voltage signal having a frequency corresponding to the average rotation speed, is output to the control unit 40. A longitudinal acceleration sensor (not shown) for detecting longitudinal acceleration of the vehicle is also attached to the vehicle, and the longitudinal acceleration detection value Xg is detected by the control unit 40 described later.
Shall be output.

As shown in FIG. 3, the control unit 40 includes a microcomputer (hereinafter, also referred to as ABS microcomputer) 52 mainly for executing arithmetic processing required for wheel speed follow-up control of the antiskid control device. And a drive circuit for supplying the drive signals P _{FL to} P _R according to the control signals S _{FL to} S _R from the ABS microcomputer 52 to excite the solenoids of the electromagnetic directional control valves 26FL to 26R of the actuator 23. 54a to 54c and control signals M _F and M _R to supply the drive signals D _MF and D _MR to the pumps 27F and
It is provided with drive circuits 54d and 54e for rotationally driving 27R.

The ABS microcomputer
52 is each of the sensors 41 to 43, 46FL to 46R
Waveform shaper for reading the detection signals from the above as each detection value
Function, F / V conversion function, A / D conversion function, etc.
Interface circuit 52a and operation of microprocessor etc.
Processing device 52b and storage device 52c such as ROM and RAM
And the wheel cylinder obtained by the arithmetic processing unit 52b.
Pressure mode control signal S _FL~ S_RAnd pump motor control signal
No. M_F, M_RTo output D / as an analog signal
An output interface circuit 52d having an A conversion function
Have. With this ABS microcomputer 52
Mainly in accordance with the arithmetic processing of FIG. 9 detailed later.
Each wheel speed detection value (hereinafter, also simply referred to as wheel speed) Vw
_iUsing (i = FL to R), for example, the operation of FIG. 8 described later
Pseudo vehicle speed V according to processing_iIs calculated and combined for each wheel.
Deceleration V'w_jAnd the pseudo vehicle speed V_iFor
Slip rate S of each wheel_iTo calculate the acceleration and deceleration of each wheel
Degree V'w_iBecomes less than the predetermined negative wheel acceleration / deceleration threshold α
Select the high-pressure holding mode, and further set the slip ratio S_iBased on
Semi-slip rate S_i0When the above is reached, select the decompression mode and
After that, the acceleration / deceleration V'w of each wheel_iIs a predetermined positive wheel
When the speed threshold β is exceeded, the low pressure holding mode is selected and
After that, the slip ratio S_iIs the reference slip ratio S_i0Less than
Acceleration and deceleration V'w of each wheel_iIs a predetermined positive wheel
When it becomes smaller than the speed threshold β, the slow pressure increase mode is selected and
Even if the slow boost mode is selected,
The anti-skid control flag AS
The kid control flag AS is reset or
Rapid boost mode when you do not need to perform chiskid control
Select to control the wheel cylinder pressure.
Of FIG. 7 incorporated as a minor program in the calculation processing of
According to the calculation processing, the wheel speed detection values (hereinafter simply referred to as vehicle
Also written as wheel speed) Vw_i(I = FL to R), steering angle detection value
(Hereinafter also simply referred to as steering angle) θ, vehicle speed detection value (hereinafter,
V, actual yaw rate detection value (hereinafter, simply
Is also referred to as the actual yaw rate) ψ '
The driving skill flag that detects the driving skill and matches the driving skill
F_TQIs set, and in the arithmetic processing of FIG.
Driving skill flag F_TQAccording to the reference slip ratio S_i0To
Change and set. And the wheel cylinder pressure mode
When is selected, the wheel cylinder pressure mode corresponding to each is selected
Control signal S_FL~ S_RHowever, for individual calculation processing not shown
Therefore, the output is formed and the wheel cylinder pressure is reduced.
Pump motor control according to the selected pressure mode
Signal M_F, M_RHowever, due to individual calculation processing not shown
Is formed and output.

The wheel cylinder pressure mode control signals S _{FL to} S _R output from the ABS microcomputer 52 are drive voltage pulse signals to the electromagnetic directional control valves 26FL to 26R by the drive circuits 54a to 54c. The pump motor control signals M _F and M _{R, which} are converted and output to P _{FL to} P _R and output from the ABS microcomputer 52, are rotated by the drive circuits 54d and 54e to the pump motors of the pumps 27F and 27R. Converted to drive signals D _MF and D _MR and output.

Next, in order to detect the driving skill, for example, a rear-wheel drive vehicle is used as an experimental vehicle, the reverse steering angle θ _CTN corresponding to so-called counter steering is detected as the steering state quantity, and the reverse steering is performed. The angle θ _CTN and the vehicle motion state amount, for example, the slip amount between the driving wheels and the non-driving wheels, that is, the average rear wheel speed Vw _{R of the} rear wheels 6L and 6R that are the driving wheels and the front wheels 9L and 9R that are the non-driving wheels. Average front wheel speed (Vw _FL + Vw _FR ) /
Considering the correlation of the front and rear wheel speed difference ΔVw _RF with 2,
In the beginner driver having only the beginner driving skill, the correlation between the two is a so-called non-correlation state called statistical analysis, whereas the intermediate driver having the intermediate driving skill to the advanced driver having the advanced driving skill. As the driver becomes a driver, the correlation between the two becomes stronger in the so-called positive direction. That is, in this case, as shown in FIG. 4, as the driving skill increases, the correlation coefficient ρ (Slip) between them increases in the positive direction (where −1 ≦ ρ (Sli
p) ≦ 1), it can be seen that the skill for recovering the slipping vehicle attitude is increased according to the steering characteristics of the vehicle. Therefore, for example, the difference between the front and rear wheel speeds of the beginner driver ΔVw _RF
-The maximum value of the experimental values of the correlation coefficient ρ (Slip) of the reverse steering angle θ _CTN is set as the vehicle posture rehabilitation intermediate level threshold ρ (Slip) _MDL ,
The minimum value of the experimental value of the correlation coefficient ρ (Slip) of the front-rear wheel speed difference ΔVw _RF -the reverse steering angle θ _CTN of the senior driver is set as the vehicle attitude re-establishment skill senior threshold ρ (Slip) _EXP, and as described above. If the calculated vehicle attitude recovery coefficient ρ (Slip) is larger than the vehicle attitude recovery skill intermediate threshold ρ (Slip) _MDL ,
The driver determines that the driver has an intermediate or higher driving skill with respect to the vehicle attitude recovery skill, and the vehicle attitude recovery correlation coefficient ρ (Slip) is the vehicle attitude recovery skill upper threshold ρ (Sl).
If it is larger than ip) _EXP , it can be determined that the driver has an advanced driving skill with respect to the vehicle posture recovery skill.

Further, as the steering state quantity, the maximum steering angle θ _MAX in one turn traveling is detected, and the maximum steering angle θ _MAX and the yaw rate ψ ′ which is a yawing momentum, for example, are set as the vehicle movement state quantity. Considering the correlation, in the beginner driver having only the above-mentioned beginner's driving skill, the correlation between the two is uncorrelated, whereas in the intermediate driver having the above-mentioned intermediate driving skill, the correlation between the two is strong and positive. Although a correlation was shown, in the advanced driver having the above-mentioned advanced driving skill, the positive correlation between the two was slightly weakened. The reversal of the correlation of the yaw rate ψ'-maximum steering angle θ _MAX between the intermediate driver and the advanced driver allows the advanced driver to adjust the yawing momentum by not only the steering amount of the steering wheel but also the brake operation and the accelerator operation. It is considered that this is because the control is performed, that is, in this case, as shown in FIG. 5, that of the advanced driver is larger in the positive direction than the correlation coefficient ρ (ψ ′) of both of the beginner driver and the intermediate driver. As the driver's size increases in the positive direction (however, −1 ≦ ρ (ψ ′) ≦ 1) and the driving skill increases, the skill of turning traveling, that is, the skill of running through a curved road increases. I understand that. Therefore,
For example, the yaw rate of a beginner driver ψ'-maximum steering angle θ _MAX
The maximum value of the experimental value of the correlation coefficient ρ (ψ ') of the vehicle is defined as the intermediate threshold for road running skill ρ (ψ') _MDL, and the yaw rate of the intermediate driver ψ '
− The minimum value of the experimental values of the correlation coefficient ρ (ψ ′) of the maximum steering angle θ _MAX is set to the upper threshold ρ (ψ ′) _{EXP of the} road running skill, and the road running correlation coefficient ρ calculated as described above. If (ψ ′) is larger than the intermediate threshold ρ (ψ ′) _{MDL for the} road running skill, the driver determines that the driver has intermediate or higher driving skill with respect to the road running skill, and the road running correlation coefficient. If ρ (ψ ′) is smaller than the upper threshold ρ (ψ ′) _EXP on the curved road driving skill, it can be determined that the driver has a higher driving skill with respect to the road running skill.

Further, as the steering state quantity, the maximum steering angle θ _MAX in one turn traveling is detected, and the correlation between the maximum steering angle θ _MAX and the vehicle speed V as the vehicle motion state is considered. For beginner drivers who have only beginner driving skills, the correlation between the two is uncorrelated,
The intermediate driver having the intermediate driving skill showed a strong positive correlation between the two, but the advanced driver having the advanced driving skill had a slightly weaker positive correlation between the two. Vehicle speed V-maximum steering angle θ between the intermediate driver and the advanced driver
_It is considered that the reversal of the _MAX correlation is due to the fact that the advanced driver may carry out reverse steering such as so-called counter-steering in the vicinity of the maximum during turning, that is, in this case, as shown in FIG. The correlation coefficient ρ (V) of both of the drivers is larger in the positive direction in the advanced driver, and further in the positive direction in the intermediate driver (where −1 ≦ ρ (V) ≦
1) It can be seen that as the driving skill becomes higher, the corresponding skill at high speed running becomes higher. Therefore, for example, the correlation coefficient ρ of the vehicle speed V of the beginner driver-the maximum steering angle θ _MAX
The maximum value of the experimental value of (V) is set to the intermediate level threshold ρ for the high-speed driving skill.
(V) _MDL , vehicle speed V of intermediate driver-maximum steering angle θ
The minimum experimental value of the correlation coefficient ρ (V) of _MAX is set as the advanced threshold for high speed traveling ρ (V) _EXP, and the correlation coefficient ρ (V) for high speed traveling calculated as described above is used for the high speed traveling. If the driver's skill is higher than the intermediate threshold ρ (V) _MDL , it is determined that the driver has a driving skill of the intermediate level or higher with respect to the high-speed traveling skill, and this high-speed traveling correlation coefficient ρ (V) If it is smaller than the advanced skill threshold ρ (V) _EXP, it is possible to determine that the driver has an advanced driving skill with respect to the high-speed driving skill.

Therefore, if the correlation coefficient between each of the vehicle motion state quantity and the steering state quantity is calculated, each driving skill corresponding to the correlation coefficient is detected by discriminating the preset correlation coefficient threshold value. It is also possible to detect the total driving skill of the driver by discriminating them.
The following Table 1 and Table 2 are obtained by putting these together in a table.

[0043]

[Table 1]

[0044]

[Table 2]

Therefore, in the driving skill detection apparatus of this embodiment, the front-rear wheel speed difference ΔV is caused by so-called traction loss.
Since w _RF is generated in the positive direction, it is assumed that the vehicle has changed to the turning traveling, and the front and rear wheel speed difference ΔVw _RF , the actual yaw rate ψ ′, the steering angle θ, and the direction opposite to the turning direction are determined at every predetermined sampling time ΔT. The reverse steering angle θ _CTN is stored, and the maximum steering angle θ _MAX is selected from the absolute value of the steering angle θ until the turning motion converges and stored in the shift register, and this maximum steering angle θ _MAX is selected. Front and rear wheel speed difference ΔVw
_RF , actual yaw rate ψ ', and reverse steering angle θ _CTN are selected and stored in individual shift registers. Then, when a predetermined number N _{0 of} these data are stored, that is, after the turning traveling is repeated N ₀ times, the respective correlation coefficients ρ (Slip), ρ (ψ ′), ρ ( V) is calculated, and all the correlation coefficients ρ (Slip), ρ (ψ ′), ρ (V) are the above-mentioned intermediate driving skill thresholds ρ (Slip) _MDL , ρ (ψ ′) _MDL , ρ.
(V) When it is _MDL or more, the driving skill of the driver is considered to be the intermediate driving skill or more, and the driving skill flag F _TQ is set to the intermediate driver value F _TQMDL . Furthermore, the driving skill flag F _TQ continues to be set M ₀ times a predetermined number of times, that is, each correlation coefficient ρ in (N ₀ · M ₀ ) turning travelings.
(Slip), ρ (ψ ′), ρ (V) continue to be _{equal to} or higher than the intermediate driving skill thresholds ρ (Slip) _MDL , ρ (ψ ′) _MDL , ρ (V) _MDL , and further the vehicle posture is restored. Correlation coefficient ρ (Slip)
And the high-speed traveling with but the vehicle attitude rebuilding workmanship Senior threshold ρ (Slip) _{EX P} or more and the curving road running performance correlation coefficient ρ (ψ ') is the tortuosity accomplishment workmanship Senior threshold ρ (ψ') _EXP less Correspondence correlation threshold ρ (V) is said high-speed traveling skill advanced threshold ρ
(V) When it is equal to or less than _EXP , the driving skill of the driver is regarded as the advanced driving skill, and the driving skill flag F is determined.
Set _TQ to advanced value F _TQEXP . If all of these discrimination requirements are not satisfied, the driving skill of the driver is set to a lower driving skill, and the driving skill flag F _TQ is set to a corresponding value.

Next, the calculation processing by the minor program for detecting the driving skill, which is executed in step S3 of the calculation processing of the anti-skid control of FIG. 9 by the ABS microcomputer 52 of this embodiment, will be described with reference to the flowchart of FIG. explain. Note that, in the arithmetic processing of FIG. 7, since the arithmetic processing of FIG. 9 which is the main program is executed at every predetermined sampling time ΔT, necessary data sampling and arithmetic processing are performed at the predetermined sampling time ΔT.
It will be done every T. Further, the front and rear wheel speed difference ΔVw _{R− F} , the actual yaw rate ψ ′, the vehicle speed V, the steering angle θ, the reverse steering angle θ _CTN , and the maximum steering angle θ _MAX stored in the flash RAM or the shift register of the storage device 52c are , Cleared when the power is turned on by turning on the key switch. Further, the driving skill flag F _TQ set in the calculation process is set to the beginner value F _TQBGN as an initial value when the power is turned on by turning on the key switch.

In the arithmetic processing of FIG. 7, first, in step S
The reads the respective wheel speeds Vw _i detected by the wheel speed sensors 46FL~46R at 31. Next, the process proceeds to step S32, and the front-rear wheel speed difference ΔVw _RF is calculated and set according to the following equation (1). ΔVw _RF = Vw _R − (Vw _FL + Vw _FR ) / 2 (1) Next, the process proceeds to step S33, and the front-rear wheel speed difference ΔVw.
_It is determined whether _RF is greater than “0”, that is, positive. If the front-rear wheel speed difference ΔVw _RF is positive, the process proceeds to step S34, and if not, the anti-skid of FIG. 9 is performed. Return to the control main program.

In step S34, the front-rear wheel speed difference ΔVw _RF is additionally stored in a predetermined storage area such as a flash RAM of the storage device 52c. Next, in step S35, the actual yaw rate ψ ′ detected by the yaw rate sensor 43 is read and is additionally stored in a predetermined storage area such as the flash RAM of the storage device 52c.

Next, in step S36, the vehicle speed V detected by the vehicle speed sensor 42 is read and is additionally stored in a predetermined storage area such as a flash RAM of the storage device 52c. Next, in step S37, the steering angle θ detected by the steering angle sensor 41 is read and is additionally stored in a predetermined storage area such as a flash RAM of the storage device 52c.

Next, in step S38, it is determined whether or not the actual yaw rate ψ'is larger than "0", that is, a positive value and corresponds to a right turn, and the actual yaw rate ψ'is determined.
If the vehicle is making a right turn, the process proceeds to step S39, and if the vehicle is making a left turn, the process proceeds to step S40. In step S39, since the vehicle is turning right, the negative value (-θ) of the steering angle is set as the reverse steering angle θ _CTN , and this is additionally stored in a predetermined storage area such as the flash RAM of the storage device 52c. To Step S41.

On the other hand, in step S40, since the vehicle is turning left, the positive value θ of the steering angle is set to the reverse steering angle θ _CTN.
This is the flash RAM of the storage device 52c.
And the like in step S4 after additional storage in a predetermined storage area such as
Move to 1. In step S41, the steering angular velocity θ'is calculated according to the following two equations. Needless to say, this differentiation operation can be replaced by a digital high-pass filter or the like according to a well-known program in which an appropriate cutoff frequency is selected.

Θ ′ = d | θ | / dt (2) Next, the process proceeds to step S 42, where the steering angular velocity θ ′ is smaller than “0”, that is, a steering wheel return state where it is a negative value. If it is in the steering wheel return state, the process proceeds to step S43, and if not, the process proceeds to step S44.

In step S43, it is determined whether or not the absolute value of the steering angle | θ | is equal to or less than a preset moderate value predetermined value θ ₀ and the steering is moderately converged, and the steering is moderately converged. If so, the process proceeds to step S45, and if not, the process proceeds to step S44. In the step S45, the flash R of the storage device 52c
The maximum steering angle θ _MAX from the steering angle θ stored in AM, etc.
Is selected and sequentially updated and stored in the shift registers having the predetermined storage capacity N ₀ provided in the storage device 52c, and then the process proceeds to step S46.

At the step S46, at the same time when the maximum steering angle θ _MAX is selected, the front and rear wheel speed difference ΔV stored in the flash RAM or the like of the storage device 52c.
w _RF , actual yaw rate ψ ′, vehicle speed V, reverse steering angle θ
_{The CTN} is sequentially updated and stored in the individual shift registers of the predetermined storage capacity N ₀ provided in the storage device 52c, and then the process proceeds to step S47.

In step S47, the storage device 5
Front and rear wheel speed difference ΔVw _RF , actual yaw rate ψ ′, vehicle speed V, reverse steering angle θ stored in the flash RAM of 2c, etc.
After erasing the _CTN , the process _proceeds to step S48. In step S48, the turn counter N is incremented, and then the process proceeds to step S44.

In step S44, the turning number counter N is set to a predetermined turning number count value N set in advance.
It is determined whether or not it is ₀ or more, and the turn counter N
Is greater than or equal to the predetermined turn count value N ₀ , the process proceeds to step S49, and if not, the process returns to the anti-skid control main program in FIG. In the step S49, the slip correlation coefficient between the two _zero of the front and rear wheel speed difference to the shift register update stored N and a Delta] Vw _RF reverse steering angle theta _CTN, for example according to known statistical mathematical analysis type of the storage device 52c (The above-mentioned vehicle posture recovery correlation coefficient) ρ (Slip) is calculated.

Next, in step S50, the N ₀ actual yaw rates ψ'and the maximum steering angle θ _MAX updated and stored in the shift register of the storage device 52c are used to calculate the two values according to, for example, a well-known statistical analysis formula. The yaw rate correlation coefficient (the above-mentioned curved road running correlation coefficient) ρ (ψ ′) is calculated. Next, in step S51, the vehicle speed correlation coefficient between the N ₀ vehicle speeds V and the maximum steering angle θ _MAX updated and stored in the shift register of the storage device 52c is calculated in accordance with, for example, a known statistical analysis formula. (Correlation coefficient corresponding to the high speed running) ρ (V)
To calculate.

Next, in step S52, the turning counter N is cleared to "0". Then step S
53, the vehicle attitude recovery correlation coefficient ρ (Sli
p) is greater than or equal to a vehicle attitude recovery skill intermediate threshold ρ (Slip) _MDL set in advance from experimental values or the like,
If the correlation coefficient ρ (Slip) of the vehicle attitude recovery is equal to or higher than the vehicle attitude recovery skill intermediate threshold ρ (Slip) _MDL , the process proceeds to step S54, and if not, step S5.
Go to 5.

In step S54, it is determined whether or not the road running correlation coefficient ρ (ψ ') is greater than or equal to a road running skill intermediate level threshold ρ (ψ') _MDL set in advance from an experimental value or the like. If the road running correlation coefficient ρ (ψ ′) is equal to or more than the road running skill intermediate threshold ρ (ψ ′) _MDL , the process proceeds to step S56, and if not, the process proceeds to step S55. .

In step S56, the high speed traveling pair
The correlation coefficient ρ (V) is a high value that is set in advance from experimental values.
High-speed driving skill Intermediate threshold ρ (V)_MDLIs it above
And the correlation coefficient ρ (V) corresponding to the high speed running
Line-level skill Intermediate threshold ρ (V) _MDLIf it is more than
If not, move to step S57.
Go to step S55.

At step S57, the intermediate pass counter M is incremented, and then the process proceeds to step S58. In the step S58, the driving skill flag F _TQ
Is set to the intermediate value F _TQMDL and then the _{process proceeds} to step S59. In the step S59, the intermediate pass counter M may determine whether a preset predetermined weekly holiday pass count number M ₀ or more, the intermediate pass counter M is given weekly holiday pass count number M ₀ or more If so, the process proceeds to step S60, and if not, the process returns to the anti-skid control main program in FIG.

On the other hand, in step S55, the intermediate pass counter M is cleared and then the process proceeds to step S61. Then, in step 61, the driving skill flag F _TQ is set to the beginner level F _TQBGN , and then the above-mentioned FIG.
Return to the main program of anti-skid control of.
In step S60, it is determined whether or not the vehicle attitude recovery correlation coefficient ρ (Slip) is equal to or higher than the vehicle attitude recovery skill advanced threshold ρ (Slip) _EXP set in advance from an experimental value or the like. If the vehicle attitude recovery correlation coefficient ρ (Slip) is equal to or more than the vehicle attitude recovery skill advanced threshold ρ (Slip) _EXP , the process proceeds to step S62, and if not, the process proceeds to step S63.

In step S62, it is determined whether or not the road running correlation coefficient ρ (ψ ') is less than or equal to the road running skill advanced threshold ρ (ψ') _EXP preset from an experimental value or the like. If the road running correlation coefficient ρ (ψ ′) is equal to or lower than the road running skill advanced threshold ρ (ψ ′) _EXP , the process proceeds to step S64, and if not, the process proceeds to step S63. .

In step S65, the driving skill flag F _TQ is set to the advanced value F _TQEXP , and then the process returns to the anti-skid control main program shown in FIG. On the other hand, at step S63, the intermediate pass counter M is cleared and then the process proceeds to step S66. Then, in step 66, the driving skill flag F _TQ is set to the intermediate person value F _TQMDL , and then the process returns to the main program of the antiskid control of FIG. 9.

Next, before explaining the anti-skid control using the driving skill flag F _TQ set in this way, the principle of calculation of pseudo vehicle speed used in such anti-skid control and its arithmetic processing and operation will be briefly explained. To do. As described above, the vehicle speed has to be used to calculate the slip ratio of the wheels. However, as is known, the vehicle speed displayed on the instrument panel or the like is, for example, the output shaft rotation speed (rotation speed) of the transmission. ) Is converted to wheel speed, and is inaccurate with respect to the true vehicle speed.
Further, since it is desired that the control relating to the braking of the vehicle be as accurate as possible, it is better to avoid replacing each wheel speed with the vehicle speed singly in terms of error.

Therefore, in the present embodiment, the calculation processing shown in FIG. 8 is performed to estimate the vehicle speed, and the estimated vehicle speed is used as the pseudo vehicle speed V _i . This arithmetic processing is performed by the ABS microcomputer 5 of the control unit 40.
2 is a minor program executed in step S2 of the calculation processing of FIG. You can think of it as a softened version of something. The arithmetic processing shown in FIG. 11 is executed by the ABS microcomputer 52 by a timer interrupt every predetermined time ΔT. Further, during the arithmetic processing, the predetermined count value CNT _Vi0 , which is the count-up value of the pseudo vehicle speed hold timer counter CNT _Vi , means that the predetermined time T ₃ has elapsed.

In this calculation process, first, in step S71, it is determined whether or not the pseudo vehicle speed hold timer counter CNT _Vi is greater than or equal to a predetermined count value CNT _Vi0 , and if the timer counter CNT _Vi is greater than or equal to the predetermined count value CNT _Vi0. To step S72, otherwise to step S73. In step S73, the timer counter CNT _Vi is incremented and then the main program is restored.

In step S72, the wheel speeds Vwi (i = _i) detected by the wheel speed sensors 46FL to 46R are detected.
The maximum wheel speed of FL to R) is selected high wheel speed V
After being selected as w _H , the process proceeds to step S74. In step S74, the select high wheel speed Vw _H is set within a range of 1 km / h above and below the pseudo vehicle speed V _i set as a dead zone threshold value by using the pseudo vehicle speed V _i updated and stored in the storage device 52c. It is determined whether or not the selected high wheel speed Vw _H is within 1 km above and below the pseudo vehicle speed V _i .
If it is within the range of / h, the process proceeds to step S75, and if not, the process proceeds to step S76.

In step S75, the pseudo vehicle speed hold timer counter CNT _Vi is cleared, and then the process proceeds to step S77. In step S77, the pseudo vehicle speed correction acceleration Xg _{0 is set} to ± 0 G (G: Gravity, gravitational acceleration), and then the process proceeds to step S78. on the other hand,
In the step S76, the select high wheel speed Vw
_H is the pseudo vehicle speed V set as the dead zone threshold
It is determined whether or not it is equal to or more than the upper limit value of _i . If the selected high wheel speed Vw _H is equal to or more than the upper limit value of the pseudo vehicle speed V _i , the process proceeds to step S79, and if not, the process proceeds to step S80. To do.

In step S79, the pseudo vehicle speed correction acceleration Xg ₀ is set to +0.4 G, and then the process proceeds to step S78. In step S80, it is determined whether or not the wheel cylinder pressure control mode selected in the previous calculation of the calculation process of FIG. 9 is the pressure reducing mode. If the pressure reducing mode is selected, step S81 is performed. If not, the process proceeds to step S82.

In step S81, the pseudo vehicle speed correction acceleration Xg ₀ is set to +10 G, and then the step S81 is performed.
Move to 78. On the other hand, in the step S82, the above illustrated not detected longitudinal acceleration detected value before and after the acceleration sensor is used (hereinafter, simply longitudinal referred to as acceleration) Xg, the pseudo vehicle speed correction acceleration Xg _0, (- Xg- 0.3
After setting to G), the process proceeds to step S208.

In step S78, the pseudo vehicle speed V _i is calculated according to the following three expressions, and then the process returns to the main program. The pseudo vehicle speed V _{i on the} right side is stored in the storage device 52c.
Is the latest pseudo vehicle speed V _i that is updated and stored in. The integral value ∫Xg _{0 on the} right side is the time integral value of the pseudo vehicle speed correction acceleration Xg ₀ from time _{0 to} ΔT. V _i = V _i + ∫Xg ₀ (3) Therefore, regarding the details of the setting of the pseudo vehicle speed V _i by this arithmetic processing, the above-mentioned Japanese Patent Laid-Open No. 27650/1992 is referred to, and its operation will be briefly described. To explain, at the time of normal acceleration, the select high wheel speed Vw _H is set as an initial value and the pseudo vehicle speed V _i is an offset amount at every predetermined time T _3.
Increase by 0.4G Hayashi, from the time that you match this pseudo vehicle speed V _i almost select-high wheel speed Vw _H, again pseudo vehicle speed V _i
Is set to the select high wheel speed Vw _H for a predetermined time T
_{3 to} maintain. On the other hand, during normal deceleration, that is, when the wheel cylinder pressure is not reduced by the wheel cylinder pressure increase / decrease control, the select high wheel speed Vw _H
As an initial value, the pseudo vehicle speed V _i is decelerated for each predetermined time T ₃ by an amount equal to the longitudinal acceleration Xg plus an offset amount of 0.3 G, and the pseudo vehicle speed V _i is substantially equal to the select high wheel speed V _i.
w since a match in _H, maintains the predetermined time T ₃ the pseudo vehicle speed V _i is set to the select high wheel speed Vw _H again. Further, when the wheel cylinder pressure is reduced by the wheel cylinder pressure increase / decrease control, the select vehicle wheel speed Vw _H is set as an initial value and the pseudo vehicle speed V _i is increased by an offset amount of 10 G at every predetermined time T _3. Then
When the pseudo vehicle speed V _i substantially matches the select high wheel speed Vw _H , the pseudo vehicle speed V _i is set again to the select high wheel speed Vw _H and the predetermined time T _{3 is} maintained. In addition,
These offset amounts are predetermined values set so that the pseudo vehicle speed V _i to be accelerated and decelerated matches the select high wheel speed Vw _H.

Next, A of the control unit 40
The calculation processing of the braking pressure control executed by the BS microcomputer 52 will be described based on the flowchart of FIG. 9, and the operation of general anti-skid control will be described based on the braking pressure control characteristic curve of FIG. This braking pressure control process is executed as a timer interrupt process for each predetermined time ΔT (for example, 3.3 msec.), AS indicates an anti-skid control flag, T indicates a pressure reduction timer, and these are turned on by turning on a key switch. At the time and at the end of the previous anti-skid control, the process proceeds from step S13 to step S18 and is reset to "0".

That is, when the processing of FIG.
At step S1, each wheel speed sensor 46i (i = FL, FR,
R) present wheel speed Vw detected_iRead in. Next
Move to step S2, and use the arithmetic processing shown in FIG.
Similar vehicle speed V_iTo calculate. Next, in step S3,
The driving skill flag F is calculated by the calculation process of FIG. _TQCalculate
Set.

Next, in step S4, the driving skill flag F _TQ is discriminated. If the driving skill flag F _TQ is the entry level F _TQBGN , the _{process proceeds} to step S5 and the driving skill flag is calculated. When F _TQ is the intermediate value F _TQMDL , the _{process proceeds} to step S6, and when the driving skill flag F _TQ is the advanced value F _TQEXP , the _{process proceeds} to step S7.

In step S5, each reference slip ratio S _i0 is set to the relatively small positive reference value S _i0 , and then the process _proceeds to step S8. In addition, the step S6
Then, after setting each reference slip ratio S _i0 to the intermediate value S _i1 of the relatively large positive value, the process _proceeds to step S8. In step S7, each reference slip ratio S
_After setting _i0 to the larger positive advanced value S _i2 ,
Then, the process proceeds to step S8.

In the step S8, the step S1
Each wheel speed Vw _{i (n)} read in step _{1 is} subtracted from the wheel speed detection value Vw _{i (n-1)} read in the previous processing, and further divided by the predetermined sampling time ΔT, The wheel speed change amount, that is, the wheel acceleration / deceleration V′w _j is calculated and stored in a predetermined storage area of the storage device 52c. Note that this differentiating process may be constructed by an existing digital high-pass filter or the like selected to have an appropriate cutoff frequency.

Next, the process proceeds to step S9 and the following five equations
Slip rate S of each wheel is calculated. _iTo calculate. S_i= (V_i-Vw_i) / V_i・ 100 ………… (5) Then, the wheel acceleration calculated in step S8.
V'w_iAnd the slip ratio S calculated in step S9_i
A control signal for controlling the actuator 23 is output based on
Force

That is, the slip ratio S of each wheel_iIs the above
Reference slip ratio S set in step S5 to step S7
_i0(Here, the reference slip ratio reference value S_i0Is normal
Approximately 15% that can secure the steering effect of the ear and the braking distance
Is less than) and the control flag AS and
Both the decompression timers T are "0", and the wheel acceleration / deceleration V'w _i
Is a preset negative acceleration / deceleration threshold α and a positive acceleration / deceleration
Between threshold values β, that is, α <V'w_i<Β when not braking and braking
At the beginning of motion, steps S13, S18 or S17, S
After 19, S21 and S23, in step S26
The cylinder pressure to the pressure corresponding to the master cylinder 5 pressure.
Set to the rapid pressure increase mode. In this rapid pressure increase mode,
As described above, each electromagnetic direction in the actuator 23 is turned off.
Hold the exchange valves 26FL to 26R in the normal switching position.
Control signal S_FL~ S_RIs output and this control signal S_FL~ S
_RIs a drive signal P in each of the drive circuits 54a to 54c._FL~ P_RTo
It is converted and output, and as a result, each electromagnetic directional control valve 26FL is output.
Since ~ 26R is held in the normal switching position,
Each cylinder cylinder 25FL
~ 25RR. In this rapid pressure increase mode
Does not need to drive each decompression pump 27F, 27R to rotate.
No pump motor control signal M_F, M_RIs output
Drive signals D from the drive circuits 54d and 54e._MF, D_MR
Is not output, each pump 27F, 27R is rotationally driven.
do not do.

When the vehicle is in the braking state, the wheel speed Vw _i gradually decreases, and accordingly, the wheel acceleration / deceleration V'w _i is calculated as shown in FIG.
When the wheel acceleration / deceleration V′w _i exceeds (lowers) the negative acceleration / deceleration threshold value α, as shown by the curve 0, the wheel acceleration / deceleration V′w _i exceeds the negative acceleration / deceleration threshold value α. The high pressure side holding mode in which the wheel cylinder pressure is held at a constant value is set. In the high pressure side holding mode, each electromagnetic directional control valve 2 in the actuator 23 is
Control signals S _{FL to} S _R for switching and holding 6 _FL to 26 R at the first switching position are output, and the control signals S _{FL to} S _R are converted to drive signals P _{FL to} P _R by the drive circuits 54a to 54c. As a result, each electromagnetic directional control valve 26FL-26
Since R is switched and held at the first switching position, the internal pressures of the wheel cylinders 25FL to 25RR are cut off from the master cylinder pressure, and the state immediately before that is maintained. In addition,
In this high pressure side holding mode, each pressure reducing pump 27F, 2F
Since it is not necessary to rotationally drive 7R, the pump motor control signals M _F and M _R are not output, and the drive signals D _MF and D _MR are not output from the drive circuits 54d and 54e.
7F and 27R are not rotationally driven.

However, in this holding mode
Also, since the braking force acts on the wheels,
Wheel acceleration / deceleration V'w as shown in the curve_iWill decrease
And the slip ratio S_iWill increase. And the slip of each wheel
Rate S_iIs the reference slip ratio S of each wheel_i0Beyond, and
Wheel acceleration / deceleration V'w_iRemains below the positive acceleration / deceleration threshold β
If so, perform steps S10 to S12.
After that, the process proceeds to step S15, and the decompression timer T is set in advance.
Specified predetermined value T₀Control flag AS
Is set to "1" and the logical value "1"
Promoter control signal M_F, M_ROutput the actuator
The respective pumps 27F and 27R of No. 23 are activated. Change
Then, the process proceeds from step S17 to step S20.
The pressure reducing mode is to gradually reduce the cylinder pressure. This
In the depressurizing mode, the electromagnetic waves in the actuator 23
Keep the directional control valves 26FL to 26R switched to the second switching position.
Control signal S to have_FL~ S_RIs output and this control signal S
_FL~ S_RIs a drive signal P in each of the drive circuits 54a to 54c._FL~
P_ROutput to each electromagnetic directional control valve 2
6FL to 26R are switched and held in the second switching position and
Since the pumps 27F and 27R are operating,
The internal pressure of the Linda 25FL to 25RR is the master cylinder 2
It is returned to the 2 side and the pressure is gradually reduced. In addition, this decompression mode
After that, the process moves from step S14 to step S19.
And the anti-skid control flag AS is reset to "0".
Until the pressure increase mode or the pressure increase mode
Response of Wheel Cylinder Pressure Control by Repeated Mode
To ensure that the pump motor control signal of logical value "1"
No. M _F, M_ROf the actuator 23 by continuously outputting
The pumps 27F and 27R are maintained in the operating state.

In this depressurization mode, the braking force on the wheels is alleviated, but the wheel speed Vw _i remains in a reduced state for a while, so that the wheel acceleration / deceleration V'w _i is reduced as shown by the curve in FIG. Further decreases in the negative direction and the slip ratio S
_{Although i} continues to increase, the decreasing rate of the wheel speed Vw _i decreases thereafter and the vehicle shifts to the acceleration state. In this pressure reducing mode, since the wheel cylinder pressure is released by the pumps 27F and 27R, the rate of change of the wheel acceleration / deceleration V'w _i is relatively large. To reflect this, the pseudo vehicle speed V _i in the pressure reducing mode is reflected. The offset amount used to calculate is set to a relatively large value of +10 g.

In response to this, when the wheel acceleration / deceleration V'w _i increases in the positive direction and becomes equal to or larger than the positive acceleration threshold value β, the process proceeds from step S10 to step S12 to step S16. In this step S16, the decompression timer T is reset to "0", and then the process proceeds to the step S13. Then, in the determination of the next step S17, since T = 0, the process proceeds to step S19, and since V′w _i ≧ β, the process proceeds to step S22. Since the control flag AS = 0, the process proceeds to step S27. The mode shifts to the low pressure side holding mode in which the wheel cylinder pressure is held on the low pressure side. In the low-pressure side holding mode, control signals S _{FL to} S _R for switching and holding the electromagnetic directional control valves 26FL to 26R in the actuator 23 to the first switching positions are output, and the control signals S _{FL to} S _R are output.
_FL to S _R drive signal P _FL ~ in each driving circuit 54a~54c
It is converted and output to P _R , and as a result, each electromagnetic directional control valve 2
Since 6FL to 26R are switched and held in the first switching position, the internal pressures of the wheel cylinders 25FL to 25RR are cut off from the master cylinder pressure and are held in the state immediately before. As described above, each pump 27F, according to the set state of the anti-skid control flag AS "1",
27R continues to be rotationally driven.

Even in the low pressure side holding mode, since the braking force acts on the wheels, the wheel speed detection value V
The rate of increase of w _i gradually decreases, and when the wheel acceleration V′w _j becomes less than the positive acceleration / deceleration threshold β, the process proceeds from step S19 to step S21, and V′w _i > α, so step S
23, and since the control flag AS is still "1", the process proceeds to step S25. In this step S25,
Pressure hydraulic oil from the master cylinder 5 is intermittently supplied to the wheel cylinders 25FL to 25RR, and the wheel cylinder pressure is stepwise increased to enter the slow pressure increasing mode. In the slow pressure increasing mode, control signals S _{FL to} S _R for switching and holding the electromagnetic directional control valves 26FL to 26R in the actuator 23 between the normal switching position and the first switching position at predetermined time intervals are output. This control signal S _FL ~
S _R is the drive signal P _{FL to} P _{R in} each drive circuit 54a to 54c.
Output to each electromagnetic directional control valve 26F.
Since L to 26R are switched and held between the normal switching position and the first switching position every predetermined time, the wheel cylinder 2
The internal pressure of 5FL to 25RR gradually increases in steps.

In this slow pressure increasing mode, the pressures of the wheel cylinders 25FL to 25RR gradually increase, so that
Braking force is increased gradually for each wheel, also decreases the wheel speed Vw _i become a deceleration state. After that, the wheel acceleration / deceleration V'w _i
Becomes less than the negative acceleration / deceleration threshold value α, step S2
When the slip ratio S _{i of} each wheel becomes equal to or higher than the reference slip ratio S _i0 after shifting from 1 to step S24 and the high pressure side holding mode is reached, the above steps S10 to S10 are performed.
12, the process proceeds to step S15, and then step S15.
After S13 and S17, the process goes to step S20 to enter the pressure reducing mode, and thereafter, the low pressure holding mode, the slowly increasing pressure mode, the high pressure holding mode, and the pressure reducing mode are repeated, and the antiskid effect can be exhibited.

From the above braking pressure control by the normal anti-skid control, it can be seen that the reference slip ratio S _i0 is involved in the timing of reducing the wheel cylinder pressure. Therefore, in step S6 or step S7 in processing of FIG. 9, when the reference value S Intermediate values larger positive than _i0 S _i1 and advanced value S _i2 is set to the reference slip ratio S _i0, the As a result, the timing of decompressing each wheel cylinder pressure is delayed as indicated by the chain double-dashed line in FIG. The reason why the reference slip ratio S _i0 is set to the large positive intermediate value S _i1 or advanced value S _i2 is that the driver's driving skill is determined by the calculation process of FIG. 7 executed in step S3. Is determined to be an intermediate driving skill and the driving skill flag F _TQ is set to the intermediate person value F _TQMDL , or it is determined that the driver's driving skill is a high level driving skill and the driving skill flag F _TQ is a high level. Since it is set to the vehicle value F _{TQ EXP} , the limit braking force value on, for example, a high μ road surface is increased to enhance the operation feeling of the brake pedal. Therefore, even if the brake pedal is fully depressed to rapidly reduce the wheel speed, and thus the vehicle body speed, the wheels are easily locked or tend to lock, and the vehicle motion is not unstable. For example dangerous For the purpose of avoidance, the brake pedal is strongly depressed, the braking force is increased until the wheels are locked or the state just before that, and the intention to shorten the braking distance by the high tire grip force on the high μ road surface is reflected, The so-called good braking effect improves the evaluation of the vehicle. Of course, the calculation process of FIG. 7 makes it possible to accurately determine whether the driving skill is advanced or intermediate, and therefore, for example, an advanced driver who is considered to have the advanced driving skill may be A braking distance and a steering effect can be reliably ensured by a so-called pumping brake operation. Further, when it is determined that the driver's driving skill is the beginner driving skill and the driving skill flag F _TQ is set to the beginner value F _TQBGN , the reference slip ratio S _i0 is the relatively small positive value. Since the reference value S _i0 is set to the reference value S _i0 of the wheel cylinder pressure, the timing of decompressing the wheel cylinder pressure is _{advanced accordingly} , and it is possible to prevent the wheel from easily or early locking or tending to lock, resulting in the beginning level For a driver who has only a driving skill, the braking distance on the low μ road surface or the like can be secured.

In the above embodiment, only the case of the three-channel anti-skid control device in which the wheel speed on the rear wheel side is detected by the common wheel speed sensor has been described in detail, but not limited to this, the left and right wheel on the rear wheel side. With regard to the above, it is also possible to develop a so-called four-channel anti-skid control device in which a wheel speed sensor is individually provided and corresponding actuators are provided for the left and right wheel cylinders.

In the above-described embodiment, the case where the select high wheel speed is selected as the wheel speed selection value for the pseudo vehicle speed calculation has been described. During control, the lowest select low wheel speed may be selected. Next, a second embodiment in which the driving skill detection device and the vehicle motion control device of the present invention are applied to an existing braking force increase amount control device.
Examples will be described. The basic configuration of this braking force increase amount control device is disclosed in Japanese Patent Laid-Open No. 62-
Since it is the same as or almost the same as that described in Japanese Patent No. 37264, its specific configuration will be briefly described with reference to this publication. It is assumed that this vehicle is a rear-wheel drive vehicle as in the first embodiment.

As shown in FIG. 11, the vehicle of this embodiment has front left and right wheel cylinders 25FL and 25FR for the front left and right brake rotors 24FL and 24FR of the front left and right wheels 9L and 9R as shown in FIG. Arranged, rear left and right wheels 6
Rear left and right wheel cylinders 25RL and 25RR are provided for the rear left and right brake rotors 24RL and 24RR of L and 6R, respectively.
The wheel cylinder pressure supplied to R, that is, the master cylinder pressure is adjusted by the actuator 111.

This actuator 111 brakes the inside of the booster mechanism 102 interposed between the brake pedal 101 and the master cylinder 100 to the rear control pressure chamber 106 defined by the power piston 104 and the diaphragm 107. A predetermined fluid pressure corresponding to the pedaling force of the pedal 101 is supplied so that the output shaft 110 of the booster mechanism 102 is operated by the master cylinder 1
The auxiliary force for pressing the piston 100a in 00 is applied, and thus the assist force is added to the braking force by each wheel cylinder 25FL to 25RR. Therefore, this braking assist force becomes the control amount of the actuator 111 as the increase amount of the braking force in this embodiment. In the figure, 103 is a shell, 105 is an atmospheric pressure chamber, 106a is a control fluid pressure supply port, 108 is an input shaft, 1
Reference numeral 09 indicates a return spring.

The predetermined fluid pressure supplied to the rear control pressure chamber 106 of the booster mechanism 102 is adjusted and controlled by the relay valve 112. That is, when the fluid pressure supplied to the pilot chamber 114 of the relay valve 112, that is, the internal pressure of the pilot chamber 114 is small, the fluid is supplied to the first seat portion 130 of the valve body 125 as shown in the right half diagram of FIG. Since the first valve seat 122 of the housing 121 is in contact with the first valve seat 122, the fluid pressure supplied from the fluid pressure supply source 113 to the lateral passage 135 of the housing 121 via the supply passage 137 closes the passage ahead. Therefore, it is not supplied to the rear control pressure chamber 106 of the booster mechanism 102. Further, in this state, since the second seat portion 131 of the valve body 125 and the second valve seat 123 of the plunger 124 are separated from each other and there is a gap between them, the rear control pressure chamber 106 of the booster mechanism 102 is , Control passage 1
34 through the lateral passage 132 of the housing 121 and the passage 138 of the shaft portion of the valve body 125.
Of the vertical control passage 39, that is, the discharge passage 40, that is, the atmosphere, and thus the rear control pressure chamber 10 of the booster mechanism 102.
The inside of 6 becomes an atmospheric pressure state, and the braking assist force becomes "0".

On the other hand, when the fluid pressure supplied to the pilot chamber 114 of the relay valve 112 increases, first, as shown in FIG.
As shown in the left half of FIG. 1, the second seat 131 of the valve body 125
And the second valve seat 123 of the plunger 124 contact each other, and the rear control pressure chamber 106 of the booster mechanism 102 and the housing 1
The discharge passage including the vertical passage 39 and the discharge passage 40 is blocked, while the pressure receiving area difference between the plunger 124 and the valve body 125, the internal pressure of the pilot chamber 114, and each spring 1 are blocked.
The first seat portion 130 of the valve body 125 and the first valve seat 122 of the housing 121 are separated from each other due to the balance with the spring force of 53, 126, etc., depending on the internal pressure of the pilot chamber 114. A gap of a certain size is formed, and this gap acts as a variable orifice that feeds back the fluid pressure in the rear control pressure chamber 106 of the booster mechanism 102, so that the lateral passage 135 of the housing 121.
Similarly, the fluid pressure of the supply source 113 supplied to the rear side of the booster mechanism 102 is controlled from the lateral passage 132 of the housing 121 via the control passage 134 according to the fluid pressure in the pilot chamber 114. It is supplied into the pressure chamber 106, and as a result, a braking assist force corresponding to the internal pressure of the pilot chamber 114 is added to the braking force from the master cylinder pressure, that is, the wheel cylinder pressure. In the figure, 120 is a through hole, 141 is a step, 142 is a diaphragm seal member, 143 is a ring seal member, 144 is a pressure chamber,
145 is a lateral passage, 146 is a longitudinal passage, 150 is a piston, 151 is a pressure chamber, 152 is a passage, 154 is a passage, and 155 is a conduit.

From the conduit 155 to the housing 1
A first opening / closing means 115 between the supply source 113 and the conduit 155, that is, the pilot chamber 114, for adjusting and controlling the fluid pressure supplied from the supply source 113 to the pilot chamber 114 via the passage 154 of 21. As two parallel solenoid on-off valves 115a and 115b, and the conduit 15
5, i.e., two parallel opening / closing valves 116 a, 11 as second opening / closing means 116 between the pilot chamber 114 and the atmosphere.
6b is provided. These solenoid on-off valves 115a, 11
5b, 116a and 116b are basically normal first
A two-port solenoid directional control valve that shuts off the input / output port at the switching position and communicates the input / output port at the second switching position.
Finally, one of the electromagnetic opening / closing valve 115b of the first opening / closing means 115 and one of the second opening / closing means 116 is arranged so that pulsation does not occur in the fluid pressure supplied to the rear control pressure chamber 106 of the booster mechanism 102. Fixed throttles 115c and 116c are provided in series with the electromagnetic opening / closing valve 116b, respectively. Therefore, the other electromagnetic opening / closing valve 11 of the first opening / closing means 115 is
5a, the supply source 113 and the pilot chamber 11
4 is communicated with the pilot chamber 114, the internal pressure of the pilot chamber 114 is rapidly increased, while one electromagnetic opening / closing valve 115b of the first opening / closing means 115 connects the supply source 113 and the pilot chamber 114. However, the internal pressure of the pilot chamber 114 only increases moderately. Further, when the other electromagnetic opening / closing valve 116a of the second opening / closing means 116 communicates the pilot chamber 114 with the atmosphere, the internal pressure of the pilot room 114 is quickly reduced, while the second opening / closing means 116 is opened. Even when the pilot chamber 114 and the atmosphere are communicated with each other by the one-way electromagnetic on-off valve 116a, the internal pressure of the pilot chamber 114 is only moderately reduced. Therefore, each solenoid on-off valve 115a, 11
Drive signal P to the solenoids 5b, 116a, 116b
By adjusting and controlling _SF , P _SS , P _DF , and P _DS , it is possible to control the pilot pressure of the relay valve 112, and consequently the braking assist force. In addition, substantially each electromagnetic on-off valve 115a, 115b, 116a, 116b in this embodiment.
Control is performed by chopping control such as so-called PWM (Pulse Width Modulation). Therefore, the follow-up control for pilot pressure error, which will be described later, repeatedly selects and sets the open / closed state of each electromagnetic on-off valve at the set duty ratio. It is achieved by doing. Further, the pump motor, which serves as the fluid pressure supply source 113 in this embodiment, is rotationally driven and output controlled by the drive signal D _P.

These drive signals P _SF , P _SS , P _DF and P _DS
In order to output the
A steering angle sensor 41 that detects the steering angle of a steering wheel (not shown), a vehicle speed sensor 42 that detects the vehicle speed in the front-rear direction, a yaw rate sensor 43 that detects the actual yaw rate actually occurring in the vehicle as a yawing momentum, Wheel speed sensor 46FL for detecting the wheel speed of each wheel
To 46R, a brake pedal pedal force sensor 118 for detecting the pedal force of the brake pedal 101, and the relay valve 1
A pilot pressure sensor 119 for detecting the internal pressure of the 12 pilot chambers 114 (hereinafter, also simply referred to as pilot pressure).
And the drive signals P _SF , P _SS , P _DF , and P _DS based on the detection signals from these sensors.
a, 115b, 116a, 116b to control the switching position of each solenoid valve and drive signal D
A control unit 117 for outputting _P to control the pump motor of the fluid pressure supply source 113.

The steering angle sensor 41, the vehicle speed sensor 42,
Yaw rate sensor 43 and each wheel speed sensor 46FL-4
Regarding the specific configuration and operation of 6R, the first embodiment will be described.
The detailed explanations for the similar or almost similar to those of
Omit Ming. Brake pedal depression force sensor 118
Is determined according to the pedaling force of the brake pedal 101 by the driver.
Brake pedal force that consists of a positive voltage value
Detection value F _BRK.PTo the control unit 117
Output.

The pilot pressure sensor 119 detects the internal pressure of the pilot chamber 114 of the relay valve 112 as a partial pressure, and the actual pilot pressure having a magnitude corresponding to the internal pressure of the pilot chamber 114 and having a positive voltage value, for example. Detection value P
_{The PLT} is output to the control unit 117. As shown in FIG. 12, the control unit 117 is mainly provided with a microcomputer 162 for executing arithmetic processing required for the brake pedal depression force follow-up control of the braking force increase amount control device, and further includes a microcomputer 162. Control signals S _SF , S _SS , S _DF ,
The electromagnetic on-off valve 115 of the actuator 111 is supplied by supplying the drive signals P _SF , P _SS , P _DF and P _DS according to S _DS.
a, 115b, 116a, driving to excite the solenoid of 116b circuits 163a~163d and the control signal M is supplied to the driving signal D _P according to _P the fluid pressure supply source 11
Drive circuit 164 for rotationally driving the third pump motor.

Then, the microcomputer 162
Are the sensors 41 to 43, 46FL to 46R, 11
8, 119, an input interface circuit 162a having a waveform shaping function, an F / V conversion function, an A / D conversion function, and the like for reading detection signals as detection values; an arithmetic processing unit 162b such as a microprocessor; A storage device 162c such as a RAM and a solenoid duty ratio control signal S _j (j = S) obtained by the arithmetic processing device 162b.
F, SS, DF, DS) and pump motor control signal M _P
Is output as an analog signal, and an output interface circuit 162d having a D / A conversion function. In the microcomputer 162, the fluid pressure to the booster mechanism 102 sufficient to obtain a desired braking assist force is mainly calculated according to the arithmetic processing of FIG. 13 which will be described later in detail.
In order to supply from the relay valve 112, the detected value of the brake pedal depression force (hereinafter, also simply referred to as brake pedal depression force) F _BRK.P is multiplied by a predetermined proportional gain K _P to obtain the target pilot pressure P of the relay valve 112. ^* Calculate _PLT ,
The pilot pressure error ΔP between the target pilot pressure P ^* _PLT and the actual pilot pressure detection value (hereinafter also simply referred to as the actual pilot pressure) P _PLT is calculated, and the absolute value | ΔP | of this pilot pressure error is preset. First with a relatively large positive value
When the pilot pressure error threshold ΔP ₁ or more and the pilot pressure error ΔP is a positive value, the first opening / closing means 115 is used.
The duty ratios S _SF and S _SS for simultaneously opening the two electromagnetic on-off valves 115a and 115b are calculated and set, and the absolute value of pilot pressure error | ΔP | is not less than the first pilot pressure error threshold ΔP ₁ and When the pilot pressure error ΔP is a negative value, the duty ratios S _DF and S _DS that simultaneously open the two electromagnetic on-off valves 116a and 116b of the second opening / closing means 116 are calculated and set, and the pilot pressure error When the absolute value | ΔP | is smaller than the first pilot pressure error threshold ΔP ₁ and is equal to or larger than the preset second relatively small positive pilot pressure error threshold ΔP ₂ and the pilot pressure error ΔP is a positive value. Is calculated and set as a duty ratio S _SF for opening the other electromagnetic opening / closing valve 115a of the first opening / closing means 115, and the absolute value of pilot pressure error | ΔP |
Is smaller than the first pilot pressure error threshold ΔP ₁ and is greater than or equal to the second pilot pressure error threshold ΔP ₂ and the pilot pressure error ΔP is a negative value, the other electromagnetic opening / closing valve of the second opening / closing means 116 is The duty ratio S _DF for opening 116a is calculated and set, and the absolute value | ΔP | of the pilot pressure error is the second pilot pressure error threshold ΔP ₂
When it is smaller and the pilot pressure error ΔP is a positive value, the one solenoid opening / closing valve 11 of the first opening / closing means 115.
When the duty ratio S _SS for opening 5b is calculated and set, and the absolute value | ΔP | of the pilot pressure error is smaller than the second pilot pressure error threshold ΔP ₂ and the pilot pressure error ΔP is a negative value, The duty ratio S _DS for opening one electromagnetic opening / closing valve 116b of the second opening / closing means 116
When the pilot pressure error ΔP is a positive value in any case, the pump motor operation command M _{P is set} to the operation state value M _P1, and when the pilot pressure error ΔP is a negative value, the pump motor operation is The command M _{P is set} to the rest state value “0”, and the duty ratio S _j and the pump motor operation command M _P are output as control signals, respectively. However, in FIG. 7 which is incorporated as a minor program in the arithmetic processing of FIG. Each wheel speed detection value according to the calculation processing (hereinafter also simply referred to as wheel speed)
Vw _i (i = FL~R), the steering angle detected value (hereinafter, simply referred to as the steering angle) theta, vehicle speed detection value (hereinafter, simply referred to as vehicle speed) V, the actual yaw rate detected value (hereinafter, simply the actual yaw rate both Note that the driving skill of the driver is detected based on ψ ′ and a driving skill flag F _TQ corresponding to the driving skill is set, and in the calculation process of FIG. 13, the driving skill flag F _TQ is set according to the driving skill flag F _TQ. Change and set the proportional gain K _P.

Then, the microcomputer 162
Solenoid duty ratio control signal S output from
_The driving circuit 163a to 163d converts _j into a driving voltage pulse signal P _j to the electromagnetic on-off valves 115a, 115b, 116a, 116b, and outputs the driving voltage pulse signal P _j , and the pump motor control signal M _P output from the microcomputer 162. Is supplied by the drive circuit 164.
The rotation drive signal D _P for the pump motor 13 is converted and output.

Next, the calculation process by the minor program for detecting the driving skill, which is executed in step S102 of the calculation process of the braking force increase amount control of FIG. 13 by the microcomputer 162 of the present embodiment, is the first process described above. Since it is similar or almost the same as the flowchart of FIG. 7 of the embodiment, its detailed description will be omitted. Note that the arithmetic processing of FIG. 7 performs necessary data sampling and arithmetic processing every predetermined sampling time ΔT because the arithmetic processing of FIG. 13 which is the main program is executed every predetermined sampling time ΔT. It will be. In addition, the storage device 1
The front and rear wheel speed difference ΔVw _RF , the actual yaw rate ψ ′, the vehicle speed V, the steering angle θ, the reverse steering angle θ _CTN , and the maximum steering angle θ _MAX stored in the 62c flash RAM or shift register are
It is erased when the power is turned on by turning on the key switch. Further, the driving skill flag F set in the calculation process
_TQ is set to the beginner value F _TQBGN as an initial value when the power is turned on by turning on the key switch. Of course, the main program returning from the arithmetic processing by the minor program of FIG. 7 is the step S103 of the arithmetic processing of FIG.
Needless to say.

Next, the calculation process of the braking force increase amount control executed by the microcomputer 162 of the control unit 117 will be described with reference to the flowchart of FIG. This braking force increase amount control processing is performed for a predetermined time ΔT.
The initial value of the proportional gain K _P , which is executed as a timer interrupt process every (for example, 3.3 msec.) And is set when the power is turned on by turning on the key switch, is the reference value K _P0 .

That is, when the arithmetic processing of FIG. 13 is started,
First, in step S101, the brake pedal depression force sensor 11
The brake pedal depression force F _BRK.P detected in 8 is read.
Next, in step S102, the driving skill flag F _TQ is calculated and set by the arithmetic processing of FIG. Next, in step S103, the driving skill flag F _TQ is determined, and the driving skill flag F _TQ is set to the beginner value F _TQBGN.
If the driving skill flag F _TQ is the intermediate person value F _TQMDL , the process proceeds to step S105, and the driving skill flag F _TQ is the advanced person value F _TQEXP . In that case, the process proceeds to step S106.

In step S104, the proportional gain K _P is set to the relatively large positive reference value K _P0 , and then the process proceeds to step S107. In step S105, the proportional gain K _P is set to the relatively small positive intermediate value K _P1 and then the step S1 is performed.
Move to 07. In step S106, the proportional gain K _P is set to the smaller positive advanced value K _P2 , and then the process proceeds to step S107.

In step S107, the target pilot pressure P ^* _PLT is calculated and set by multiplying the brake pedal depression force F _BRK.P by the proportional gain K _P. Then step S
In step 108, the actual pilot pressure P _PLT detected by the pilot pressure sensor 119 is read. Next, in step S109, the actual pilot pressure P _PLT is subtracted from the target pilot pressure P ^* _PLT to obtain a pilot pressure error ΔP.
To calculate.

Next, in step S110, the absolute value | ΔP | of the pilot pressure error is the preset relatively large positive first pilot pressure error threshold ΔP ₁
If the absolute value | ΔP | of the pilot pressure error is greater than or equal to the first pilot pressure error threshold ΔP ₁ , the process proceeds to step S111, and if not, the process proceeds to step S112. To do.

In step S112, it is determined whether or not the absolute value | ΔP | of the pilot pressure error is equal to or larger than the preset second relatively small positive pilot pressure error threshold ΔP _2. Absolute value of pilot pressure error ｜
If ΔP | is greater than or equal to the second pilot pressure error threshold ΔP _{2, the} process proceeds to step S113, and if not, the process proceeds to step S114.

Then, in step S111, it is determined whether or not the pilot pressure error ΔP is larger than "0", that is, a positive value. If the pilot pressure error ΔP is a positive value, the process proceeds to step S115. If not, the process proceeds to step S116. Further, in the step S113, the pilot pressure error ΔP is “0”.
It is determined whether it is larger, that is, whether it is a positive value, and if the pilot pressure error ΔP is a positive value, step S11.
If not, the process proceeds to step S118.

In step S114, it is determined whether or not the pilot pressure error ΔP is larger than "0", that is, a positive value. If the pilot pressure error ΔP is a positive value, the process proceeds to step S119. If not, the process proceeds to step S120 otherwise. Then, in step S115, the duty ratio S _SF of the solenoid of the other electromagnetic opening / closing valve 115a of the first opening / closing means 115 is changed to
The pilot pressure error ΔP is calculated and set by multiplying it by a predetermined proportional coefficient a _SFF, and the duty ratio S _SS of the solenoid of one electromagnetic opening / closing valve 115b of the first opening / closing means 115 is set to a predetermined proportional to the pilot pressure error ΔP. The coefficient a _SSF is multiplied to calculate and set, and the duty ratios S _DF and S _DS of the solenoids of the two solenoid on-off valves 116 a and 116 b of the second opening / closing means 116 are both set to “0”, and the pump of the supply source 113 is pumped. After the motor operation command M _P is set to the operation state value M _P1 , the process proceeds to step S121.

On the other hand, in step S116, the duty ratio S _DF of the solenoid of the other electromagnetic opening / closing valve 116a of the second opening / closing means 116 is set to the pilot pressure error ΔP.
_Is calculated and set by multiplying by a predetermined proportional coefficient a _DFF .
The duty ratio S _DS of the solenoid of one solenoid opening / closing valve 116b of the opening / closing means 116 is calculated and set by multiplying the pilot pressure error ΔP by a predetermined proportional coefficient a _DSF, and the two solenoid opening / closing valves of the first opening / closing means 115 are also set. 115a, 115
The duty ratios S _SF and S _SS of the respective solenoids of b are set to “0”, and the pump motor operation command M _P of the supply source 113 is set to the rest state value “0”, and then the step S
Transition to 121.

Further, in the step S117, the duty ratio S _SF of the solenoid of the other electromagnetic opening / closing valve 115a of the first opening / closing means 115 is set to the pilot pressure error ΔP.
Is calculated and set by multiplying it by a predetermined proportional coefficient a _SF, and one electromagnetic opening / closing valve 115b of the first opening / closing means 115 and two electromagnetic opening / closing valves 116a, 11a of the second opening / closing means 116.
The duty ratios S _SS , S _DF , and S _DS of the solenoids 6b are set to “0”, and the pump motor operation command M _P of the supply source 113 is set to the operation state value M _P1 and then the process proceeds to step S121. To do.

On the other hand, in step S118, the duty ratio S _DF of the solenoid of the other electromagnetic opening / closing valve 116a of the second opening / closing means 116 is set to the pilot pressure error ΔP.
Is calculated and set by multiplying by a predetermined proportional coefficient a _DF, and the two electromagnetic on-off valves 115a, 1 of the first opening / closing means 115
15b and one electromagnetic opening / closing valve 11 of the second opening / closing means 116
The duty ratios S _SF , S _SS , and S _DS of the solenoids 6b are all set to “0”, and the pump motor operation command M _P of the supply source 113 is set to the resting state value “0”, and then step S121 is performed. Transition.

Further, in the step S119, the duty ratio S _SS of the solenoid of the one solenoid opening / closing valve 115b of the first opening / closing means 115 is set to the pilot pressure error ΔP.
Is calculated and set by multiplying by a predetermined proportional coefficient a _SS, and the other electromagnetic opening / closing valve 115a of the first opening / closing means 115 and the two electromagnetic opening / closing valves 116a, 11 of the second opening / closing means 116.
The duty ratios S _SF , S _DF , and S _DS of the solenoids 6b are set to “0”, and the pump motor operation command M _P of the supply source 113 is set to the operation state value M _P1 and then the process proceeds to step S121. To do.

On the other hand, in step S120, the duty ratio S _DS of the solenoid of the one electromagnetic opening / closing valve 116b of the second opening / closing means 116 is set to the pilot pressure error ΔP.
Is calculated and set by multiplying by a predetermined proportional coefficient a _DS, and the two solenoid on-off valves 115a,
15b and the other electromagnetic opening / closing valve 11 of the second opening / closing means 116
The duty ratios S _SF , S _SS , and S _DF of the solenoids 6a are all set to “0”, and the pump motor operation command M _P of the supply source 113 is set to the rest state value “0”, and then the process proceeds to step S121. Transition.

Then, in step S121, the electromagnetic on-off valves 115a, 115b, 116a, 1 set in any of steps S115 to S120 are set.
16b duty ratio S _j and pump motor operation command M
Output _P as a control signal and then return to the main program. Next, the operation of the braking force increase amount control by this arithmetic processing will be described.

According to the calculation process of FIG. 13, for example, the absolute value | ΔP | of the pilot pressure error is equal to or larger than the relatively large positive first pilot pressure error threshold ΔP ₁ and the pilot pressure error ΔP is In the case of a positive value, the two electromagnetic on-off valves 115a, 1 of the first opening / closing means 115 are
The solenoid duty ratio control signals S _SF and S _SS for opening the electromagnetic opening / closing valves 115a and 115b according to the pilot pressure error ΔP are output to the 15b, and the two electromagnetic opening / closing means 116 are opened / closed. Valves 116a, 11
6b, the solenoid duty ratio control signals S _DF , S for closing the solenoid on-off valves 116a, 116b are closed.
_DS is output and the rear control pressure chamber 1 of the booster mechanism 102 is output.
The fluid pressure of 06 is also rapidly increased to rapidly increase the master cylinder pressure, that is, each wheel cylinder pressure, and the assist force acting on the braking force by each wheel cylinder 25FL to 25RR is correspondingly large. And it increases rapidly.

Further, for example, the absolute value | ΔP | of the pilot pressure error is equal to or larger than the first pilot pressure error threshold ΔP ₁ having the relatively large positive value, and the pilot pressure error Δ
When P is a negative value, the electromagnetic opening / closing valves 116a, 116b of the second opening / closing means 116 are connected to the two electromagnetic opening / closing valves 116a, 116b according to the pilot pressure error ΔP.
Solenoid duty ratio control signals S _DF and S _DS for opening 16b are output, and for the two electromagnetic on-off valves 115a and 115b of the first opening / closing means 115, the electromagnetic on-off valves 115a and 115b are closed. The solenoid duty ratio control signals S _SF and S _SS are output, and the fluid pressure in the rear control pressure chamber 106 of the booster mechanism 102 is also rapidly reduced to rapidly reduce the master cylinder pressure, that is, each wheel cylinder pressure. Each wheel cylinder 25
The assisting force acting on the braking force due to FL to 25RR decreases correspondingly and rapidly.

Further, for example, although the absolute value | ΔP | of the pilot pressure error is smaller than the relatively large positive first pilot pressure error threshold ΔP ₁ , the relatively small positive second pilot pressure error threshold ΔP ₁ If ΔP ₂ or more and the pilot pressure error ΔP is a positive value, then the first
For the other electromagnetic opening / closing valve 115a of the opening / closing means 115,
According to the pilot pressure error ΔP, the solenoid opening / closing valve 11
Solenoid duty ratio control signal S for opening 5a
_SF is output, and the electromagnetic opening / closing valve 115b of the first opening / closing means 115 and the two electromagnetic opening / closing valves 116a, 116b of the second opening / closing means 116 are
Solenoid duty ratio control signals S _SS , S _DF and S _DS for closing 5b, 116a and 116b are output, and the fluid pressure in the rear control pressure chamber 106 of the booster mechanism 102 is increased relatively quickly. Master cylinder pressure, that is, each wheel cylinder pressure is increased relatively quickly,
The assist force acting on the braking force by each wheel cylinder 25FL to 25RR increases correspondingly and relatively quickly.

Further, for example, although the absolute value | ΔP | of the pilot pressure error is smaller than the relatively large positive first pilot pressure error threshold ΔP ₁ , the relatively small positive second pilot pressure error threshold ΔP ₁ If ΔP ₂ or more and the pilot pressure error ΔP is a negative value, the second
For the other electromagnetic opening / closing valve 116a of the opening / closing means 116,
According to the pilot pressure error ΔP, the solenoid opening / closing valve 11
Solenoid duty ratio control signal S for opening 6a
_DF is output, and for the two electromagnetic on-off valves 115a and 115b of the first opening / closing means 115 and one electromagnetic on-off valve 116b of the second opening / closing means 116, the electromagnetic on-off valve 11
Solenoid duty ratio control signals S _SF , S _SS , S _DS for closing 5a, 115b, 116b are output, and the fluid pressure in the rear control pressure chamber 106 of the booster mechanism 102 is also reduced relatively quickly. Master cylinder pressure, that is, each wheel cylinder pressure is reduced relatively quickly,
The assisting force acting on the braking force by each wheel cylinder 25FL to 25RR decreases correspondingly and relatively quickly.

Further, for example, the absolute value | ΔP | of this pilot pressure error is smaller than the relatively small positive second pilot pressure error threshold ΔP ₂ and the pilot pressure error Δ
When P is a positive value, a solenoid duty ratio control signal for opening the electromagnetic on-off valve 115b in accordance with the pilot pressure error ΔP is given to one electromagnetic on-off valve 115b of the first opening / closing means 115. S _SS is output, and the other electromagnetic opening / closing valve 115a of the first opening / closing means 115 and the two electromagnetic opening / closing valves 116a, 116 of the second opening / closing means 116 are output.
For b, the solenoid on-off valves 115a, 116a, 1
Solenoid duty ratio control signals S _SF , S _DF , S _DS for closing 16b are output, and the fluid pressure in the rear control pressure chamber 106 of the booster mechanism 102 is also relatively moderately increased to the master cylinder pressure. That is, each wheel cylinder pressure is increased relatively slowly, and the assist force acting on the braking force by each wheel cylinder 25FL to 25RR increases slightly slowly.

Further, for example, the absolute value | ΔP | of the pilot pressure error is smaller than the relatively small positive second pilot pressure error threshold ΔP ₂ and the pilot pressure error Δ
When P is a negative value, a solenoid duty ratio control signal for opening the electromagnetic opening / closing valve 116b in accordance with the pilot pressure error ΔP is given to one electromagnetic opening / closing valve 116b of the second opening / closing means 116. _SDS is output, and the two electromagnetic on-off valves 115a, 11 of the first opening / closing means 115 are output.
5b and the other electromagnetic opening / closing valve 116 of the second opening / closing means 116
For a, the solenoid on-off valves 115a, 115b, 1
Solenoid duty ratio control signals S _SF , S _SS , S _DF for closing 16a are output, and the fluid pressure in the rear control pressure chamber 106 of the booster mechanism 102 is relatively moderately reduced to the master cylinder pressure, That is, the wheel cylinder pressures are relatively gently reduced, and the assisting force acting on the braking force by the wheel cylinders 25FL to 25RR decreases slightly slowly.

[0120] Of course, the pressure increase and decrease control of such pilot pressure P _PLT, when the pilot pressure error ΔP is small, even if it is a direction to reduce the pressure even direction pressure-increasing pilot pressure P _PLT, fluid Since the pressure supply / discharge flow rate becomes small, if it is considered that the pressure increase / decrease amount of the pilot pressure P _PLT is proportional to the fluid pressure supply / discharge flow rate, the actual pilot pressure P relative to the target pilot pressure P ^* _PLT. The pulsation of _PLT is reduced, which is described in the above-mentioned JP-A-6
This is consistent with the purpose described in Japanese Patent Laid-Open No. 2-37264.

By the way, in step S105 or step S106 of the arithmetic processing of FIG. 13, if the intermediate value K _{P1 of} positive value or advanced value K _P2 smaller than the reference value K _P0 is set to the proportional gain K _P , The target pilot pressure P ^* _PLT calculated in step S107 becomes smaller by that amount, and the actual pilot pressure P ^* is reduced with respect to this target pilot pressure P ^* _PLT .
_{If the PLT} is under follow-up control, step S109
The absolute value of the pilot pressure error | ΔP | Therefore, in this case, the maximum value of the pilot pressure P _PLT in the pilot chamber 114 of the relay valve 112, which is achieved by the arithmetic processing from step S110 to step S121 of the arithmetic processing of FIG. As the maximum value of assist power becomes smaller,
The rate of change of the pilot pressure P _{PLT in} the increasing / decreasing direction also decreases, and the amount of change in the braking assist force also decreases. Then, as described above, the proportional gain K _P has a small positive intermediate value K.
_P1 and the advanced value K _P2 are set in the above step S10.
7 is executed, it is determined that the driving skill of the driver is the intermediate driving skill, and the driving skill flag F is determined.
_{For example, when TQ} is set to the intermediate value F _TQMDL , or when the driving skill of the driver is determined to be the advanced driving skill and the driving skill flag F _TQ is set to the advanced value F _TQEXP. The kickback and the repulsive force from the brake pedal are relatively increased, and it becomes easier to detect the road surface μ, the slip state of the wheels, and the like, and the high driving skill is fully exhibited to improve the vehicle evaluation. Further, when it is determined that the driver's driving skill is the beginner driving skill and the driving skill flag F _TQ is set to the beginner value F _TQBGN , the proportional gain K _P is set to the relatively large positive value. Since the reference value K _P0 is set, the braking assist force especially at the initial stage of braking increases and the amount of change increases, so that a braking distance on a low μ road surface can be secured, for example.

Next, a third embodiment in which the driving skill detection device and the vehicle motion control device of the present invention are applied to the existing power steering control device will be described. The basic configuration of this power steering control device is the same as or substantially the same as the one described in Japanese Patent Application Laid-Open No. 5-105098 previously proposed by the present applicant. The publication will be briefly described as a reference. It is assumed that this vehicle is a rear-wheel drive vehicle as in the first and second embodiments.

The power steering control device of the present embodiment controls the working fluid pressure to the power cylinder 213 which produces a steering assist force for a steering gear mechanism (not shown), so that a pump 211 for producing the working fluid pressure is provided. A control valve 214 shown in FIG. 14 is interposed between the control tank 214 and the reservoir tank 212. The control valve 214 is integrally configured as a so-called rotary valve, and for the detailed configuration thereof, refer to the above-mentioned JP-A-5-105098.
Here, only the schematic configuration of the control valve 214 will be briefly described. The control valve 214 is one diagonal connection of the working fluid pressure bridge circuit in which the four fluid paths L1 to L4 are annularly connected. The point C1 and the connection point C2 are connected to the pump 211 and the reservoir tank 212, respectively, and the other connection point C on the diagonal line.
3 and the connection point C4 are respectively connected to the left and right fluid pressure chambers 13L and 13R of the power cylinder 213, and when the steering wheel 315 is steered to the right or left, the working fluid from the pump 311 is connected to the connection points C1 to C1. Connection point C
4 is supplied to the left fluid pressure chamber 313L or the right fluid pressure chamber 313R of the power cylinder 313 through a fluid passage L1 between the four fluid passages or a fluid passage L2 between the connection points C1 to C3, and inside the both fluid pressure chambers 313L and 313R. The fluid pressure difference causes the piston to move left and right, and the movement of the piston acts as a steering assist force to the steering gear mechanism.

Each of the fluid paths L1 and L2 and the fluid path L3.
L4 includes first main variable diaphragms 201R and 201L and first main variable diaphragms 202R, which are variable orifices, respectively.
202L are respectively installed, and further in series with the upstream side of the first main variable throttle 202R and the first main variable throttle 202L installed in the fluid passages L3 and L4 on the downstream side of the power cylinder 213. The second main variable diaphragm 203R and the second main variable diaphragm 203L are respectively interposed. Further, the external control variable throttle 20 is provided in the bypass fluid passage L5 that connects the fluid passage L3 and the fluid passage L4 on the downstream side of the power cylinder 213.
4 is installed.

Of these, the first and second main variable apertures are the first main variable apertures 201L and 202L and the second main variable aperture 203L when the steering wheel 215 is steered, for example, left steering, and the three when the right steering is performed. The three main variable diaphragms 201R and 202R and the second main variable diaphragm 203R are interlocked with each other to form a steering wheel 3 to be described later.
It is configured such that the throttle area decreases in accordance with the steering torque of 15. Specifically, similarly to the existing rotary valve, the throttle area of each main variable throttle changes according to the steering torque T represented as the torsional elastic deformation amount of a torsion bar (not shown).

The details of the steering torque-throttle area characteristics of the first and second main variable throttles are described in the above-mentioned JP-A-5-10.
Reference is made to Japanese Patent Publication No. 5098, and they are only illustrated here. That is, the first main variable diaphragm 201
The steering torque-throttle area characteristics of L and 201R are shown in Fig. 16a.
As shown in, the throttle area decreases as the steering torque increases. Further, the first main variable diaphragms 202L, 20
In the 2R steering torque-diaphragm area characteristic, the throttle area decreases as the steering torque increases as shown in FIG. 16b. As for the steering torque-throttle area characteristics of the second main variable throttles 203L and 203R, the throttle area decreases as the steering torque increases as shown in FIG. 16c.

On the other hand, the external control variable diaphragm 204 is not related to the first and second main variable diaphragms, but is composed of a normally closed electromagnetic variable diaphragm whose area is controlled independently. The diaphragm area of the external control variable diaphragm 204 is controlled by a drive signal P _PASS from a control unit 217 described later so as to increase in an S shape mainly with an increase in vehicle speed V as shown in FIG. 16d. Accordingly, when the vehicle speed V increases, the flow rate of the working fluid flowing through the bypass fluid passage L5 via the external control variable throttle 204 increases, and the left and right fluid pressure chambers 213 of the power cylinder 213 relatively.
Since the flow rate of the working fluid supplied to L, 213R decreases, the steering assist force becomes smaller as the vehicle speed V increases, and, for example, the steering convergence and the traveling stability at the time of high speed traveling are improved and at the time of low speed traveling. It is possible to secure the steering force reduction property of. Note that the aperture area control of the external control variable aperture 204 in the present embodiment is performed by the external control variable aperture 204.
So-called PWM to the solenoid of the electromagnetic variable diaphragm that composes
(Pulse Width Modulation) is used for the chopping control. Therefore, the target throttle area follow-up control for the vehicle speed, which will be described later, repeatedly selects and sets the open / closed state of the electromagnetic variable throttle at the duty ratio set in the opening direction. Is achieved in. Here, it is assumed that the target diaphragm area S ₂₀₄ of the externally controlled variable diaphragm ₂₀₄ is in a proportional relationship with the duty ratio.

In order to output the drive signal P _PASS , the vehicle has a steering angle sensor 41 for detecting a steering angle of a steering wheel (not shown) and a front and rear of the vehicle, as in the first and second embodiments. A vehicle speed sensor 42 for detecting the directional vehicle speed, and a yaw rate sensor 43 for detecting an actual yaw rate actually occurring in the vehicle as a yawing momentum.
And a wheel speed sensor 46FL-4 for detecting the wheel speed of each wheel.
6R, and a control unit 217 for controlling the open / closed state of the electromagnetic variable diaphragm by outputting the drive signal P _PASS to the solenoid of the external control variable diaphragm 204 based on the detection signals from these sensors.

The steering angle sensor 41, the vehicle speed sensor 42,
Yaw rate sensor 43 and each wheel speed sensor 46FL-4
The specific configuration and operation of the 6R are similar to or substantially the same as those of the first and second embodiments, and therefore detailed description thereof will be omitted. As clearly shown in FIG. 15, the control unit 217 is provided with a microcomputer 262 for executing arithmetic processing mainly required for external control variable throttle area follow-up control of the power steering control device with respect to vehicle speed, and further the microcomputer 262. control signal by supplying the drive signal P _PASS according to S _PASS includes a drive circuit 263 for exciting the electromagnetic variable throttle solenoid of the externally controlled variable throttle 204 from.

Then, the microcomputer 262 is used.
Is an input interface circuit 262a having a waveform shaping function, an F / V conversion function, an A / D conversion function, etc. for reading the detection signals from the respective sensors 41 to 43, 46FL to 46R as respective detection values, a microprocessor and the like. Arithmetic processing unit 262b and storage device 262 such as ROM and RAM
c and an output interface circuit 262d having a D / A conversion function for outputting the solenoid duty ratio control signal S _PASS obtained by the arithmetic processing unit 262b as an analog signal. In the microcomputer 162, the left and right fluid pressure chambers 213 of the power cylinder 213, which are sufficient to obtain a desired steering assist force according to the vehicle speed, mainly in accordance with the arithmetic processing of FIG. 17, which will be described later in detail.
The fluid pressure to L and 213R is applied to the external control variable throttle 20.
By controlling the throttle area of No. 4 to control the bypass flow rate of the bypass fluid passage L5, the reference throttle area of the external control variable throttle 204 (open Degree) S ₂₀₄
Is set by, for example, the map search of FIG. 16d, the reference aperture area S ₂₀₄ is multiplied by a predetermined proportional gain K _P, and the solenoid duty ratio S _PASS of the external control variable aperture 204 is calculated and set. Ratio S _PASS
And outputs as a control signal, but according to the calculation processing of FIG. 7 incorporated as minor program calculation process of FIG. 17, the wheel speeds detected value (hereinafter, simply referred to as wheel speed) Vw _i (i = FL~ R), steering angle detection value (hereinafter also simply referred to as steering angle) θ, vehicle speed detection value (hereinafter simply referred to as vehicle speed) V, actual yaw rate detection value (hereinafter simply referred to as actual yaw rate) ψ ′ The driving skill of the person is detected, and the driving skill flag F _TQ corresponding to the driving skill is set, and in the arithmetic processing of FIG. 17, the proportional gain K _P is changed and set according to the driving skill flag F _TQ. .

Then, the microcomputer 262 is used.
Solenoid duty ratio control signal S output from_PASS
Is driven by the drive circuit 263.
Drive voltage pulse signal P to 204_PASSOutput converted to
It Next, the microcomputer 262 of the present embodiment.
Of the steering assist force control of FIG.
Minor for driving skill detection executed in step S203
The arithmetic processing by the program is the same as the first embodiment and the second embodiment.
It is similar to or almost similar to the flowchart of FIG. 7 of the embodiment.
I omit the detailed explanation in order to do so. In addition, in FIG.
The calculation processing is the calculation shown in FIG. 17, which is the main program.
Since the processing is executed every predetermined sampling time ΔT
The required data sampling and arithmetic processing
It will be performed every sampling time ΔT. Also, the above
Flash RAM or shift register of the storage device 262c
Front and rear wheel speed difference ΔVw stored in_RF， Actual yaw rate
ψ ′, vehicle speed V, steering angle θ, reverse steering angle θ_CTN， Maximum steering angle
θ _MAXIs erased when the power is turned on by turning on the key switch.
Is done. In addition, the driving skill set by the calculation process
Rag F_TQWhen the power is turned on by turning on the key switch,
Beginner value F as an initial value_TQBGNIs set to. Of course
Of course, recovery from the arithmetic processing by the minor program of FIG.
The main program to return is the step of the arithmetic processing of FIG.
It goes without saying that it is S204.

Next, the calculation process of the steering assist force control executed by the microcomputer 262 of the control unit 217 will be described with reference to the flowchart of FIG. This braking force increase amount control processing is performed for a predetermined time Δ
The initial value of the proportional gain K _P , which is executed as a timer interrupt process every T (for example, 3.3 msec.) And is set when the power is turned on by turning on the key switch, is the reference value K _P0 .

That is, when the arithmetic processing of FIG. 17 is started,
First, in step S201, the vehicle speed V detected by the vehicle speed sensor 42 is read. Next, the process proceeds to step S202, and the reference throttle area (opening) S of the external control variable throttle 204 according to the vehicle speed V is obtained by, for example, the map search of FIG.
Calculate and set ₂₀₄ .

Next, in step S203, the driving skill flag F _TQ is calculated and set by the arithmetic processing of FIG. Next, the process proceeds to step S204, the driving skill flag F _TQ is determined, and if the driving skill flag F _TQ is the entry level F _TQBGN , the process proceeds to step S205, and the driving skill flag F _TQ is set. If it is the intermediate value F _TQMDL , the _{process proceeds} to step S206, and if the driving skill flag F _TQ is the advanced value F _TQEXP , the _{process proceeds} to step S207.

In step S205, the proportional gain K _P is set to the relatively small positive reference value K _P0 , and then the process proceeds to step S208. In step S206, the proportional gain K _P is set to the relatively large positive intermediate value K _P1 , and then the step S2 is performed.
Move to 08. In step S207, the proportional gain K _P is set to the larger positive advanced value K _P2 , and then the process proceeds to step S208.

[0136] At the step S208, the multiplied by a proportional gain K _P to the reference aperture area (opening) S _204, the solenoid duty ratio S of the external control variable throttle 204
Calculate and set _PASS . Next, in step S209, the solenoid duty ratio S _PASS of the externally controlled variable aperture 204 set in step S208 is output as a control signal, and then the process returns to the main program.

Next, the operation of the braking force increase amount control by this arithmetic processing will be described. According to the calculation process of FIG. 17, step S2 is performed at each predetermined sampling time ΔT.
At 02, a reference throttle area (opening) S ₂₀₄ according to the vehicle speed V is set, and the solenoid duty ratio S _PASS of the external control variable throttle according to the reference throttle area (opening) S ₂₀₄ is
The solenoid duty ratio S _PASS calculated in step S208 using a predetermined proportional gain K _P is output as a control signal, and the drive circuit 263 drives the drive pulse signal P _PASS.
Is output to the external control variable aperture 204,
Since the reference throttle area (opening) S ₂₀₄ increases as the vehicle speed V increases as shown in the control map of FIG. 16d, as the vehicle speed V increases, the proportional gain K _P is kept constant,
Solenoid duty ratio S of external control variable throttle 204
_{The PASS} will be bigger. Therefore, when the proportional gain K _P is, for example, the reference value K _P0 constant and the steering torque T is constant, that is, the throttle areas of the first and second main variable throttles are constant, the vehicle speed V Becomes larger, the bypass flow rate of the working fluid to the bypass fluid passage L5 increases, so that the power cylinder 2
The supply flow rate of the working fluid to each of the left and right fluid pressure chambers 213L and 213R of the No. 13 is reduced. Therefore, the supply fluid pressure acting on the power cylinder 213, that is, the steering assist force is as shown by the solid line in FIG. ， It becomes large at so-called stationary steering near zero vehicle speed and becomes small at high speed running. Therefore, it is possible to reduce the steering force when traveling at low speed and improve the steering convergence and traveling stability when traveling at high speed.

By the way, in step S206 or step S207 of the calculation process of FIG. 17, if a positive intermediate value K _P1 or advanced value K _P2 larger than the reference value K _P0 is set to the proportional gain K _P , As a result, the solenoid duty ratio S _PASS of the external control variable aperture 204 calculated in step S208 increases, and when this solenoid duty ratio S _PASS is output as a control signal, it corresponds to the increase amount of the proportional gain K _P. The bypass fluid path L
5, the bypass flow rate of the working fluid increases, and the left and right fluid pressure chambers 213L, 21L of the power cylinder 213 are relatively moved.
The supply flow rate of the working fluid to the 3R decreases, and the working fluid pressure acting on the piston of the power cylinder 213, that is, the steering assist force decreases. The reason why the proportional gain K _P is set to a large positive intermediate value K _P1 or advanced value K _P2 is that the driver's driving skill is determined by the calculation process of FIG. 7 executed in step S203. The driving skill flag F _TQ is determined to be the intermediate driving skill and the intermediate person value F _TQMDL
Is set to, or the driving skill of the driver is determined to be the advanced driving skill, and the driving skill flag F _TQ is set to the advanced value F.
_This is the case when it is set to _TQEXP .
If the characteristic curves indicated by solid lines in the steering torque-supply fluid pressure (assist force) characteristics of No. 8 are those of beginner drivers having only beginner driving skills, for example, characteristic curves of advanced drivers having advanced driving skills The steering assist force will be small as indicated by the chain double-dashed line in FIG. 18 both when the vehicle is stationary and near high speed and when traveling at high speed. Therefore, when the steering assist force is reduced in this way, for example, kickback and repulsive force from the steering wheel become relatively large, making it easier to detect the road surface μ, the sideslip state of the wheels, etc., and fully demonstrate high driving skill. As a result, vehicle evaluation is improved. Further, when it is determined that the driver's driving skill is the beginner driving skill and the driving skill flag F _TQ is set to the beginner value F _TQBGN , the proportional gain K _P is set to the relatively small positive value. Since the reference value K _P0 is set, the steering assist force especially at the initial stage of braking becomes large and the amount of change also becomes large. For example, the turning performance on a high μ road surface is improved, and the traveling on a low μ road surface is increased. The stability can be improved.

The control input of the throttle area (opening) of the external control variable throttle is not limited to the vehicle speed, but may be, for example, the vehicle longitudinal acceleration / deceleration, the vehicle lateral acceleration, the yawing momentum, the road surface μ, or the like. May be used in. Further, in the above-described embodiment, as the driving skill becomes higher, the flow rate of the working fluid bypassing the working fluid path to the power cylinder is increased, so that the working fluid flow rate to the power cylinder, that is, the working fluid pressure and the steering assist force. However, it is important to set the gain of the steering control input / output system so that the steering assist force decreases as the driving skill increases and the steering assist force increases as the driving skill decreases. However, the specific means is not limited to the above.

Next, a fourth embodiment in which the driving skill detection device and the vehicle motion control device of the present invention are applied to the existing four-wheel steering control device will be described. Since the basic configuration of this four-wheel steering control device is the same as or almost the same as the existing one, the specific configuration will be briefly described. It is assumed that this vehicle is a rear-wheel drive vehicle as in the first to third embodiments.

First, FIG. 19 briefly shows the overall structure of a four-wheel steering vehicle. In the figure, each wheel 310FL-3FL
The 10RR is rotatably supported by at least a hub carrier that is swingably supported in the horizontal direction with respect to the vehicle. Of these, front wheels 310FL and 310FR are provided between both hub carriers via tie rods 313, respectively. Known rack and pinion type steering gear device 314
By rotating the steering wheel 315 connected to the rack shaft and connected to the steering shaft 316, both front wheels 310FL and 310FR are mechanically steered in the same direction.

Reference numeral 302 in the figure denotes a rear wheel steering device mounted on the vehicle. In the rear wheel steering device 302, the two hub carriers are connected to the rear wheels 310RL and 310RR.
Steering shafts 32 for steering the rear wheels via tie rods 318, respectively.
0 is connected. The rear-wheel steering shaft 320 functions as a piston rod of the rear-wheel steering double-rod double-acting cylinder 322, and the inside of the rear-wheel steering cylinder 322 is formed by the piston 324 integrated with the steering shaft 320 to the left and right cylinder chambers. The steering shaft 320 is divided into 326L and 326R, and the steering shaft 320 is stroked according to the amount of working fluid supplied to the cylinder chambers 326L and 326R. A spring 328 having the same elastic coefficient and free length is installed in each cylinder chamber 326L, 326R, and when the fluid pressure supplied to each cylinder chamber 326L, 326R is released, the piston 324 moves to the cylinder 322. The rear wheels 310RL and 310RR are moved to the center and centered, and the rear wheels 310RL and 310RR are returned to the middle position. The spring 328 installed in the cylinder 322 has an elastic coefficient that does not easily deform due to the cornering force generated on the wheel during normal turning.

Further, the working fluid of a predetermined pressure from the pump 330 sucked from the reservoir 334 is supplied to each of the cylinder chambers 326L and 326R of the rear wheel steering cylinder 322 through the control valve 332. Specifically, the pump 330
Is connected to the pump port P of the control valve 332, the return port R of the control valve 332 is connected to the reservoir 334, and the two output ports A and B are respectively connected to the cylinder 32.
It is connected to one of the two cylinder chambers 326L and 326R. Of these, the pump 332 and the reservoir 334 may be combined with those of a power steering mechanism (not shown) arranged in parallel with the rack and pinion type steering gear device.

The control valve 332 is composed of a 4-port 3-position spring center type electromagnetic directional control valve having two input / output ports, and the upper electromagnetic solenoid 360a in FIG. 19 is a control unit which will be described later. _Is excited by the drive signal P _RR from the electromagnetic solenoid 36 below.
0b is excited by the drive signal P _RL from the control unit. Here, in a state where both electromagnetic solenoids 360a and 360b of the control valve 332 are not excited,
The elastic force of the return springs 361a and 361b on both sides of 9 balances the control valve 332 to the central switching position,
In this state, the pump port P and the return port R of the control valve 332 are in communication with each other, and the output ports A and B are in cutoff states. Therefore, in this state, the pump 33
The discharge fluid pressure of 2 is returned to the reservoir 334 as it is, and the left and right cylinder chambers 326L of the cylinder 322,
326R is in the holding mode because the internal hydraulic pressure is contained therein.

From this state, the drive signal P _RL from the control unit causes the electromagnetic solenoid 3 at the bottom of FIG.
When 60a is excited, the control valve 332 moves to the right switching position in the figure against the elastic force of the return spring 361a in the lower side of the figure, and in this state, the pump port P of the control valve 332 and the output port B of the other side. Are in communication with each other, and the return port R and one of the output ports A are in communication with each other. Therefore, in this state, the discharge fluid pressure from the pump 330 changes the working fluid to the right cylinder chamber 326R of the cylinder 322.
19 and the piston 324 of the steering shaft 320 is moved downward in FIG. 19, and as a result the working fluid in the left cylinder chamber 326L is returned to the reservoir 334.
The L and 310RR are in the right cut mode.

On the other hand, when the drive signal P _RR of the control unit excites the upper electromagnetic solenoid 360b in FIG. 19, the upper return spring 361b in the figure is excited.
Against the elastic force of the control valve 332 to the left switching position in the figure, the pump port P of the control valve 332 and the one output port A are in communication with each other in this state, and the return port R and the other output are connected. Communication with port B is established. Accordingly, in this state, the discharge fluid pressure from the pump 330 supplies the working fluid to the left cylinder chamber 326L of the cylinder 322, and the piston 324 of the steering shaft 320 moves upward in FIG. 19, resulting in the right cylinder chamber 326R. Since the working fluid inside is returned to the reservoir 334, the rear wheels 310RL, 310RL, 3
10RR is in the left cut mode.

It should be noted that the substantial control valve 332 of this embodiment is used.
The position switching control of each solenoid 360a, 3
For so-called PWM (Pulse Width Modulation) etc. to 60b
Is performed by chopping control by
The target rear wheel turning angle tracking control described above is performed by opening the electromagnetic directional control valve.
Duty set to the desired steering mode in the closed state
It is achieved by repeatedly selecting and setting the ratio. here
Is the error between the target rear wheel steering angle and the actual rear wheel steering angle.
Is proportional to the duty ratio. So
This rear wheel steering angle error is increased to the right by a positive value and increased by the left.
Is a negative value at Δδ_RAnd each solenoid of the control valve 332.
Drive signal P to 360a and 360b_RL, P_RRThe deute
Ratio is S_RL, S_RRThen, as described above, the rear wheel 310
a, left side required to increase the left side of 310b
Duty ratio S to the noid 360a _RLIs the rear wheel steering
Angular error Δδ_RIs gradually squared as decreases in the negative region
The rear wheels 310a and 310b to the right.
Duty to the right solenoid 360b required for
Ratio S_RRIs the rear wheel steering angle error Δδ_RIncreases in the positive region
It may be increased in the positive direction as it goes. However, what
This is also the duty ratio S_RL, S_RROf course, the maximum value is 100%
is there. In addition, the pump 330 has a driving signal D _PBy
Rotation control and output control.

In order to output these drive signals P _PASS , the vehicle has a steering angle sensor 41 for detecting the steering angle of a steering wheel (not shown), as in the first to third embodiments. A vehicle speed sensor 42 that detects the vehicle speed in the front-rear direction, a yaw rate sensor 43 that detects the actual yaw rate that is actually occurring in the vehicle as a yawing momentum, and a wheel speed sensor 4 that detects the wheel speed of each wheel.
6FL to 46R, a rear wheel turning angle sensor 309 for detecting the actual turning angle of the rear wheels, and the drive signals P _RL and P _RR based on the detection signals from these sensors.
The control unit 303 controls the switching position of the control valve 332 by outputting the solenoids 360a and 360b of the second solenoid 360a and outputs the drive signal D _P to control the rotational operation of the pump 320.

The steering angle sensor 41, the vehicle speed sensor 42,
Yaw rate sensor 43 and each wheel speed sensor 46FL-4
The specific configuration and operation of 6R are similar to or substantially the same as those of the first to third embodiments, and therefore detailed description thereof will be omitted. In addition, the rear wheel steering angle sensor 309 determines whether or not the rear left and right wheels 310RL and 310RR have an actual rear wheel steering angle from the middle position and the rear wheels 310 and 310RR.
A controller for detecting the actual rear wheel steering angle detection value (hereinafter also simply referred to as the actual rear wheel steering angle) δ _R consisting of a voltage signal that is positive when the RL and 310RR are turned to the right and negative when turned to the left. Output to 303.

The control unit 303 is shown in FIG.
0, a microcomputer 362 mainly for executing the arithmetic processing required for the target rear wheel turning angle tracking control of the four-wheel steering control device is provided, and the control signals S _RL , S from the microcomputer 362 are further provided. A drive circuit 36 for supplying the drive signals P _RL and P _RR according to _RR to excite the solenoids 360a and 360b of the control valve 332.
3a and 363b, and a drive circuit 364 for rotating the motor of the pump 330 by supplying the drive signal D _P according to the control signal M _P.

Then, the microcomputer 362
Are the sensors 41 to 43, 46FL to 46R, 30.
9. An input interface circuit 362a having a waveform shaping function, an F / V conversion function, an A / D conversion function, etc. for reading the detection signal from the CPU 9 as each detection value, an arithmetic processing unit 362b such as a microprocessor, a ROM, a RAM, etc. Storage device 362c and an output interface circuit having a D / A conversion function for outputting the solenoid duty ratio control signals S _RL and S _RR and the pump motor control signal M _P obtained by the arithmetic processing device 362b as analog signals. 362
and d. In the microcomputer 362, fluid pressure to the left and right cylinder chambers 326L and 326R of the cylinder 322, which is sufficient to obtain a desired rear wheel turning angle, is supplied from the control valve 332 mainly in accordance with the arithmetic processing of FIG. In order to achieve this, a predetermined proportional gain K is added to the steering angle detection value (hereinafter, also simply referred to as steering angle) θ.
_The value obtained by multiplying _P (the rear-wheel steering angle in the in-phase direction) and the steering angle θ
Derivative gain K _D given to the steering angular velocity theta 'is a differential value
The target rear wheel steering angle δ ^* _R is calculated and set by summing the calculated value (the rear wheel steering angle in the opposite phase direction) multiplied by
^* The wheel steering angle error .DELTA..delta _R after subtracting the actual rear wheel steering angle [delta] _R calculated set from _R, the absolute value of the steering angle | theta | is the rear wheel turning angle error in the dead zone threshold theta ₀ or | .DELTA..delta _{When R} | is a positive value, the duty ratio S _RR to the right solenoid 360b mainly increases and the duty ratio S _RL to the left solenoid 360a becomes “0”, so that the absolute value of the steering angle | θ | Is the dead zone threshold value θ ₀ or more and the rear wheel steering angle error | Δ
When δ _R | is negative, the left solenoid 36
The duty ratio S _RL to 0a increases and the right solenoid 360
The duty ratios S _RL and S _RR are calculated and set so that the duty ratio S _RR to b becomes “0”, and in any case, the pump motor operation command M _{P is set} to the operation state value M _P1 and the steering When the absolute value of the angle | θ | is smaller than the dead zone threshold θ ₀ , the solenoid duty ratios S _RL and S _RR are set to “0”.
And the pump motor operation command M _P is set to the rest state value “0”, and these solenoid duty ratios S _RL ,
S _RR and pump motor operation command M _P are respectively output as control signals, but according to the arithmetic processing of FIG. 7 incorporated as a minor program in the arithmetic processing of FIG. 22, each wheel speed detection value (hereinafter, simply referred to as wheel speed). Note) Vw _i (i = FL
~ R), the steering angle θ, the vehicle speed detection value (hereinafter, also simply referred to as vehicle speed) V, the actual yaw rate detection value (hereinafter, simply referred to as actual yaw rate) ψ ', and the driver's driving skill is detected. The driving skill flag F _TQ corresponding to the driving skill is set, and the differential gain K _D is changed and set according to the driving skill flag F _TQ in the arithmetic processing of FIG.

Then, the microcomputer 362
Solenoid duty ratio control signal S _RL output from
S _RR is converted into drive voltage pulse signals P _RL and P _RR to the solenoids 360a and 360b of the control valve 332 by the drive circuits 363a and 363b, and is output, and a pump motor control signal that is output from the microcomputer 362. The driving circuit 364 converts M _P into a rotation driving signal D _P for the pump motor of the pump 330 and outputs the rotation driving signal D _P.

Next, the calculation processing by the minor program for detecting the driving skill, which is executed in step S302 of the calculation processing of the rear wheel turning angle control of FIG. Since it is the same as or substantially the same as the flowchart of FIG. 7 of the first to third embodiments, detailed description thereof will be omitted. It should be noted that the arithmetic processing of FIG. 7 is performed so that the necessary data sampling and arithmetic processing are performed every predetermined sampling time ΔT because the arithmetic processing of FIG. 22, which is the main program, is executed every predetermined sampling time ΔT. It will be. Further, the front and rear wheel speed difference ΔVw _{R− F} , the actual yaw rate ψ ′, the vehicle speed V, the steering angle θ, the reverse steering angle θ _CTN , and the maximum steering angle θ _MAX stored in the flash RAM or the shift register of the storage device 362c are , Cleared when the power is turned on by turning on the key switch. Further, the driving skill flag F _TQ set in the calculation process is set to the beginner value F _TQBGN as an initial value when the power is turned on by turning on the key switch.
Needless to say, the main program that returns from the arithmetic processing by the minor program of FIG. 7 is step S303 of the arithmetic processing of FIG.

Next, the calculation process of the rear wheel turning angle control executed by the microcomputer 362 of the control unit 303 will be described with reference to the flowchart of FIG. This rear wheel turning angle control process is executed as a timer interrupt process for each predetermined time ΔT (for example, 3.3 msec.), And the initial value of the differential gain K _D set when the power is turned on by turning on the key switch is It is the reference value K _D0 . The present value θ _(n) of the steering angle read from the steering angle sensor 41 is stored as the previous value θ _(n-1) of the steering angle in the final step ₍ not shown ₎ of the arithmetic processing of FIG.
The data is updated and stored in the RAM 62c or the like. Further, although this arithmetic processing does not include a step for communication in particular, programs or maps stored in the ROM of the storage device 362c or various data stored in the RAM are always stored in the arithmetic processing device 362b. Each calculation result transmitted to the buffer or the like and calculated by the arithmetic processing device 362b is also stored in the storage device 362c as needed.

That is, when the arithmetic processing of FIG. 22 is started,
First, in step S301, the current value θ _(n) of the steering angle detected by the steering angle sensor 41 is read. Next step S302
Then, the driving skill flag F _TQ is calculated and set by the arithmetic processing of FIG. 7. Next, the process proceeds to step S303, the driving skill flag F _TQ is determined, and if the driving skill flag F _TQ is the entry level F _TQBGN , the _{process proceeds} to step S304 and the driving skill flag F _TQ is set. If it is the intermediate value F _TQMDL , the process proceeds to step S305, and if the driving skill flag F _TQ is the advanced value F _TQEXP , the _{process proceeds} to step S306.

In step S304, the differential gain K _D is set to the relatively large negative reference value K _D0 , and then the process proceeds to step S307. In step S305, the differential gain K _D is set to the relatively small negative intermediate value K _D1 , and then the step S3 is performed.
Move to 07. In step S306, the differential gain K _D is set to the smaller negative advanced value K _D2 , and then the process proceeds to step S307.

In step S307, the steering angular velocity θ'is calculated and set according to the following six equations using the present value θ _{(n) of} the steering angle and the previous value θ _(n-1) . θ ′ = (θ _(n) −θ _(n−1) ) / ΔT (5) Next, the process proceeds to step S308, and the preset predetermined proportional gain K _P and the steps S304 to S304 are performed. Using the predetermined differential gain K _D set in any of S306, the target rear wheel steering angle δ
^* Calculate and set _R.

Δ ^* _R = K _P · θ + K _D · θ '(6) Next, the process proceeds to step S309 to read the actual rear wheel steering angle δ _R detected by the rear wheel steering angle sensor 309. Put in. Next, the process proceeds to step S310, and the target rear wheel turning angle δ ^*
_{Using R} and the actual rear wheel steering angle δ _R , the rear wheel steering angle error Δδ _R is calculated and set according to the following seven equations.

Δδ _R = δ ^* _R −δ _R (7) Next, the process proceeds to step S311, and it is determined whether or not the absolute value | θ | of the steering angle is smaller than a preset dead zone threshold θ ₀ . And the absolute value of the steering angle | θ |
If it is smaller than _{0, the process} proceeds to step S312, and if not, the process proceeds to step S313.

In step S313, it is determined whether or not the absolute value of the rear wheel steering angle error | Δδ _R | is equal to or greater than a preset dead zone threshold Δδ _R0 , and the absolute value of the rear wheel steering angle error | If Δδ _R | is greater than or equal to the dead zone threshold Δδ _R0 , the process proceeds to step S314, and if not, the process proceeds to step S313. Step S313
Then, the left and right solenoid duty ratios S _RL and S _RR are both set to "0", and the motor operation command M _P is set to "0" indicating the idle state, and then the process proceeds to step S315.

On the other hand, in step S314, the left and right solenoid duty ratios S _RL and S _RR are set by the map search of FIG.
_After setting _P to M _P1 indicating the operating state, the above step S
Move to 315. In step S315, the left and right solenoid duty ratios S _RL and S _RR and the motor operation command M _P are output as control signals, respectively, and then the process returns to the main program.

Next, the rear wheel steering angle control by this arithmetic processing will be described.
The operation will be described with reference to FIG. In Figure 23a
Is the time t₀₀From time t_TenBy steering wheel
315 is smoothly cut to the right and at time t_TenAfter that, constant steering
In the case of converging and holding to a corner, the arithmetic processing of FIG.
The proportional term K calculated in step S308 of_P・ Θ is the figure
As indicated by a broken line in 23b, as the steering angle θ increases,
Smoothly increases in the in-phase direction. On the other hand, the differential gain K
_DIs the reference value K_D0Assuming that the performance is constant, the performance of FIG.
Calculated in step S307 and step S308 of the calculation process
Differentiated term K_D・ Θ'is the steering angular velocity θ '
Since the phase is ahead of the angle θ, the time t_TenThan
Time t at which the steepest steering angle θ becomes maximum₀₅By reverse phase
Increase rapidly in the direction_TenPromptly
Decrease to. Therefore, in step S308, the sum of the two is added.
Target rear wheel steering angle δ calculated from^* _RAt the beginning of steering
It is assumed that the phases will be in the opposite phase and then in the same phase.
It Here, step S310 of the arithmetic processing of FIG.
~ In step S315, the actual rear wheel turning angle δ_RAfter the goal
Wheel steering angle δ^* _RIs controlled in real time with respect to
Then, the actual rear wheel steering angle δ _RAre shown in solid lines in FIG. 23b
As a result, the rear wheels 310R at the beginning of turning.
L and 310RR are steered in the opposite phase direction to improve turning performance.
After that, the steering stability is improved by being steered in the in-phase direction.
It This rear-wheel steering component in the opposite phase direction is used for risk avoidance and race.
Change the steering wheel 315 to change the speed.
Operation, the steering angle speed θ'increases as it increases
Therefore, the turning ability at the beginning of steering is improved by that much.
Thus, the driver's intention can be reflected in the vehicle motion. S
When the steering wheel 315 is turned left, steering
The angle θ is generated in the opposite direction, or the rear wheel steering direction is changed.
Only in the opposite direction, the same effect can be obtained. What
The absolute value of the steering angle | θ | is the dead zone threshold θ₀Less than
That is, that is, when the vehicle is traveling in an approximately straight line,
Absolute value of difference | Δδ_R| Is the dead zone threshold Δδ_R0Less than,
In other words, when the vehicle is traveling in a steady turn, a small shake such as shimmy
Even if this occurs on the steering wheel 315, the state of FIG.
In the step S312 of the calculation process of FIG.
Duty ratio S_RL, S_RRBoth become "0", and as a result
Steering angle δ of wheels 310RL, 310RR_RDoes not change
Therefore, secure running stability in the running state
Then, the vehicle motion does not become unstable.

By the way, when the intermediate value K _P1 or the advanced value K _{P2, which} is a negative value smaller than the reference value K _P0 , is set to the differential gain K _D in step S305 or step S306 of the arithmetic processing of FIG. 22, As a result, as shown in FIG. 23b, the rear-wheel steering component in the anti-phase direction calculated in step S308 is increased, and the rear-wheel steering angle δ _R achieved as a result is shown in FIG. As shown in, the amount of rear-wheel steering in the opposite-phase direction at the beginning of steering increases. Thus, the reason why the differential gain K _D is set to the small negative intermediate value K _P1 or advanced value K _P2 is that the driver's driving skill is determined by the arithmetic processing of FIG. 7 executed in step S302. When the driving skill flag F _TQ is set to the intermediate person value F _{TQMDL because} it is determined to be the intermediate driving skill, or when the driving skill of the driver is determined to be the advanced driving skill, the driving skill flag F T
_{Since TQ} is set to the advanced value F _TQEXP ,
For example, if the rear-wheel steering angle characteristic curve shown by the solid line in FIG. 23b is for a beginner driver who has only a beginner's driving skill, the rear-wheel steering angle characteristic curve shown by the chain line in FIG. 23b is the advanced driving skill. Would be for a senior driver with.
Therefore, when the rear wheel turning angle δ _{R in} the reverse phase direction at the initial stage of steering becomes large in this way, the vehicle turning performance is improved accordingly.
The advanced driver is given quick and light turning characteristics and maneuverability to improve the vehicle evaluation. Further, when it is determined that the driver's driving skill is the beginner's driving skill and the driving skill flag F _TQ is set to the beginner value F _TQBGN , the differential gain K _D has a relatively large negative value. Reference value K _P0
Therefore, the running stability can be secured especially on a low μ road surface.

The control input to the rear-wheel steering cylinder is not limited to the steering angle or the steering angular velocity, but may be, for example, the vehicle longitudinal acceleration / deceleration, the vehicle lateral acceleration, the yawing momentum, the road surface μ, or the like. You may use. As described above, the wheel speed sensors 46FL to 46R of each of the embodiments and step S32, step S33, step S42, step S43, step S45, and step S46 of the arithmetic processing of FIG. 7 are the driving skills according to claim 2 of the present invention. It corresponds to the slip amount detecting means of the detecting device, and corresponds to the yaw rate sensor 43 of each of the above-mentioned embodiments and step S3 of the arithmetic processing of FIG.
5, step S42, step S43, step S4
5, step S46 corresponds to the yawing momentum detecting means of the driving skill detecting device according to claim 3 of the present invention, and the vehicle speed sensor 42 of each of the embodiments and step S36, step S42, step S43 of the calculation process of FIG. 7 are performed. , Step S45, step S46 correspond to the vehicle speed detecting means of the driving skill detection device according to claim 4 of the present invention, and the steering angle sensor 41 of each of the embodiments and step S37 to step S40 of the calculation process of FIG. Step S42, Step S
43, step S45, and step S46 correspond to the steering angle detection means of the driving skill detection device according to claims 2 to 4, and step S4 of the arithmetic processing of FIG. 7 of each of the embodiments.
9, step S53, step S58, step S6
1, step S60, step S65, step S66
Is equivalent to the vehicle attitude recovery skill detection means of the driving skill detection apparatus according to claim 2 of the present invention, and is shown in FIG.
Step S50, Step S54, Step S58, Step S61, Step S62, Step S65, and Step S66 of the calculation process of No. 6 correspond to the road-road running skill detection means of the driving skill detection apparatus according to claim 3 of the present invention. Step S51, step S56, step S58, step S61, step S64 to step S66 of the arithmetic processing of FIG. 7 of each embodiment correspond to the high speed traveling corresponding skill detecting means of the driving skill detecting device according to claim 4 of the present invention. However, the slip amount detecting means, the yawing motion amount detecting means, and the vehicle speed detecting means correspond to the vehicle motion state amount detecting means of the driving skill detecting device according to claim 1 to claim 4, and the steering angle detecting means. Claim 1 of the present invention
7 to FIG. 7 corresponding to the steering state amount detection means of the driving skill detection device according to claim 4, the vehicle posture recovery skill detection means, the curved road running skill detection means, the high speed traveling correspondence skill detection means, and the respective embodiments. 9 corresponds to the driving skill detection means according to claims 1 to 4 of the present invention, and in the first embodiment, the calculation processing of FIG. 9 including the calculation processing of FIG. 7 and the calculation processing of FIG. Corresponds to the braking force setting means of the vehicle motion control device according to claim 6 and the vehicle motion control amount setting means according to claim 5 of the present invention, and the vehicle equipment configuration of FIG. 2 and the control unit 40 of FIG. The invention corresponds to the anti-skid control means according to claim 6 and the vehicle motion control means according to claim 5, and in the second embodiment, the arithmetic processing of FIG. 7 and the arithmetic processing of FIG. 13 are claimed in the present invention. Vehicle motion control according to 7 Corresponds to the vehicle motion control amount setting means according to the braking force increment setting means and the claim 5 of the location, the control unit 117 of the vehicle equipped configurations and 12 in FIG. 11
Corresponds to the braking force increase amount control means according to claim 7 and the vehicle motion control means according to claim 5 of the present invention, and the third
In the embodiment, the arithmetic processing of FIG. 7 and the arithmetic processing of FIG. 17 correspond to the steering assist force setting means of the vehicle movement control device according to claim 8 and the vehicle movement control amount setting means according to claim 5 of the present invention, The vehicle equipment configuration of FIG. 14 and the control unit 217 of FIG. 15 correspond to the power steering control means according to claim 8 and the vehicle motion control means according to claim 5 of the present invention, and in the fourth embodiment of FIG. The arithmetic processing and the arithmetic processing of FIG. 22 correspond to the steering amount setting means of the vehicle movement control device according to claim 8 and the vehicle movement control amount setting means of claim 5 of the present invention. The control unit 303 of FIG. 20 corresponds to the four-wheel steering control means according to claim 9 and the vehicle motion control means according to claim 5 of the present invention.

Since the vehicle is a rear-wheel drive vehicle in each of the above-described embodiments, the vehicle steering characteristic has a so-called oversteering tendency, and as a result, the front-rear wheel speed difference ΔVw _RF detected by the vehicle slip amount detecting means. The steering angle detected by the steering angle detecting means of the steering state amount detecting means is set to a reverse steering angle corresponding to so-called counter steering in order to detect the vehicle attitude recovery skill with respect to the vehicle. If there is an understeer tendency, it is sufficient to detect the vehicle attitude recovery skill using the forward steering angle increase, that is, the correlation between these steering state quantities and vehicle motion state quantities is It can be said that it should be properly set according to.

Further, the vehicle motion control device of the present invention can be applied to any vehicle such as a rear-wheel drive vehicle, a front-wheel drive vehicle, or a four-wheel drive vehicle. Further, in each of the above-described embodiments, only the one in which the steering state is detected by directly detecting the steering angle is described in detail, but in the present invention, for example, the steering angle is calculated or calculated from the yaw rate or the lateral acceleration actually occurring in the vehicle. The steering state may be detected by estimating.

Further, in each of the above-described embodiments, the case where the microcomputer is applied as the control unit 217 has been described, but instead of this, electronic circuits such as a counter and a comparator may be combined.

[0168]

As described above, according to the driving skill detection apparatus of the present invention, the detected value of the vehicle motion state quantity such as the yawing momentum such as the slip amount between the wheels and the yaw rate, the vehicle speed, the steering angle and the steering angular velocity. By comparing and determining the correlation coefficient with the steering state amount detection value of the steering wheel, etc. with a correlation coefficient threshold value related to a preset driving skill, the driving skill corresponding to the correlation coefficient is determined to drive the vehicle. The driving skill of the person can be detected.

Further, the steering angle of the steering wheel, which includes the slip amount detection value of each wheel such as the slip amount generated between the driving wheel and the non-driving wheel, and the steering amount such as countersteering in the rear-wheel drive vehicle. The correlation coefficient with the detected value is
By determining the vehicle attitude recovery skill corresponding to the correlation coefficient by comparing with a preset correlation coefficient threshold value related to the vehicle attitude recovery skill during slip, the vehicle attitude attitude during slip of the driver can be determined. The repair skill can be detected.

Further, the correlation coefficient between the yawing momentum detection value generated in the vehicle, such as the yaw rate generated during turning, and the steering wheel steering angle detection value, which is the maximum steering amount in one turn, is calculated. Detecting the road running skill of the driver by determining the road running skill corresponding to the correlation coefficient by comparing and determining with a preset correlation coefficient threshold value relating to the driving skill during turning. You can

Further, the front-rear direction vehicle speed detection value of the vehicle,
The correlation coefficient with the steering angle detection value of the steering wheel, such as the maximum steering amount in one turn, is compared with the preset correlation coefficient threshold value related to the driving skill during high-speed traveling to determine the phase. It is possible to detect the driver's skill corresponding to high speed traveling by determining the skill corresponding to high speed traveling corresponding to the relation number.

Further, according to the vehicle motion control device of the present invention, the control amount of the vehicle motion control means provided in the vehicle is set based on the driving skill detection value detected by each of the driving skill detection devices. When the detected driving skill value is as high as that of the advanced driver who is skilled in driving, the control amount of each vehicle motion control means is set so that the original vehicle characteristics can be derived, The evaluation can be improved, and when the detected driving skill value is as low as that of the beginner driver who is unfamiliar with driving, the vehicle motion control means for increasing the running safety of the vehicle. The vehicle evaluation can be improved by setting the control amount of.

The control amount of the anti-skid control means is such that the braking operation force related to braking is prioritized as the driving skill detection value becomes higher, and the braking distance is prioritized as the driving skill detection value becomes lower. By setting the braking force, when the detected driving skill value is as high as that of the advanced driver who is skilled in driving, the braking distance on the high μ road surface can be shortened to improve the vehicle evaluation. If the driving skill detection value is low like that of the beginner driver unfamiliar with driving, it is possible to secure the braking distance on the low μ road surface and improve the vehicle evaluation.

Further, the increase amount of the braking force, which is the control amount of the braking force increase control means, is decreased as the driving skill detection value detected by the driving skill detection means becomes higher and smaller, and the driving skill detection value becomes lower. If the driving skill detection value is as high as that of the advanced driver who is skilled in driving, it is easy to feel kickback or repulsive force from the road surface via the brake pedal. It becomes easier to read the road surface μ and the slip state of the wheels, the driving controllability by the advanced driver can be improved and the vehicle evaluation can be improved, and the above-mentioned driving skill detection value is unaccustomed to driving. If it's as low as that of the driver,
The braking assist force, which is increased to the braking force at the initial stage of braking, becomes large, so that the braking distance can be secured or shortened, the driving safety is improved, and the vehicle evaluation can be improved.

Further, the control amount of the power steering control means is set so that the steering skill of the steering wheel becomes firm as the detected value of the driving skill becomes high, and the steering feel of the steering wheel becomes soft as the detected value of the driving skill becomes low. When a certain steering assist force is set, when the detected driving skill value is high like that of the advanced driver who is skilled in driving, it is easy to feel kickback or repulsive force from the road surface via the steering wheel. As a result, it becomes easier to read the road surface μ and the sideslip state of the wheels, the driving controllability of the advanced driver can be improved, and the vehicle evaluation can be improved. When it is low like that of the driver, the steering assist force, which is increased by the steering force at the beginning of turning, becomes large and secures the turning traveling. DOO becomes possible to improve the operational safety can be improved vehicle evaluation.

In addition, the driving skill detection value detected by the driving skill detection means becomes high and the turning ability of the vehicle is prioritized, and the driving skill detection value is low and the stability of the vehicle is prioritized. In order to set the steering amount of each wheel which is the control amount of the wheel steering control means, the driving skill detection value is
If it is as high as that of the above-mentioned advanced driver who is skilled in driving, the amount of steering in the anti-phase direction of the auxiliary steered wheels, which is the control amount of the four-wheel steering control means, is increased, and the cracking on the high μ road surface is increased. The vehicle evaluation can be improved by obtaining the turning performance and maneuverability, and when the driving skill detection value is as low as that of the beginner driver who is unfamiliar with driving, the auxiliary steered wheel is used. It is possible to improve the vehicle evaluation by reducing the steering amount in the opposite phase direction, and obtaining the turning stability on a low μ road surface.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram of a driving skill detection device and a vehicle motion control device of the present invention.

FIG. 2 is a schematic configuration diagram showing a first embodiment in which the driving skill detection device and the vehicle motion control device of the present invention are applied to an antiskid control device.

FIG. 3 is a schematic configuration diagram showing an example of a control unit of FIG.

FIG. 4 is an explanatory diagram showing a correlation between a front-rear wheel speed difference-steering angle correlation coefficient and a vehicle attitude upright driving skill used in the driving skill detection device and the vehicle motion control device of the present invention.

FIG. 5 is an explanatory diagram showing a correlation between a yawing momentum-steering angle correlation coefficient and a driving performance on a curved road, which are used in the driving skill detector and the vehicle motion controller of the present invention.

FIG. 6 is an explanatory diagram showing a correlation between a vehicle speed-steering angle correlation coefficient and a driving skill for high-speed traveling, which are used in the driving skill detection device and the vehicle motion control device of the present invention.

FIG. 7 is a flowchart showing an example of a calculation process for driving skill detection performed by the driving skill detection device and the vehicle motion control device of the present invention.

8 is a flowchart showing an example of a calculation process for calculating a pseudo vehicle speed performed by the control unit of FIG.

9 is a flowchart showing an example of a calculation process for controlling a braking force (braking pressure) performed by the control unit of FIG.

10 is an explanatory diagram showing an example of a braking pressure characteristic by the calculation processing of FIG.

FIG. 11 is a schematic configuration diagram showing a second embodiment in which the driving skill detection device and the vehicle motion control device of the present invention are applied to a braking force increase amount control device.

12 is a schematic configuration diagram showing an example of a control unit of FIG.

13 is a flowchart showing an example of a calculation process for controlling the braking force increase amount performed by the control unit of FIG.

FIG. 14 is a schematic configuration diagram showing a third embodiment in which the driving skill detection device and the vehicle motion control device of the present invention are applied to a power steering control device.

15 is a schematic configuration diagram showing an example of a control unit shown in FIG.

16 is an explanatory diagram showing a throttle area characteristic of each throttle provided in the control valve of FIG.

17 is a flowchart showing an example of a calculation process for steering assist force control performed by the control unit of FIG.

18 is an explanatory diagram of steering assist force characteristics by the calculation processing of FIG.

FIG. 19 is a schematic configuration diagram showing a fourth embodiment in which the driving skill detection device and the vehicle motion control device of the present invention are applied to a four-wheel steering control device.

20 is a schematic configuration diagram showing an example of a control unit of FIG.

21 is an explanatory diagram of a rear wheel turning angle error-solenoid duty ratio characteristic used in the control unit of FIG.

22 is a flowchart showing an example of arithmetic processing for rear wheel turning angle control performed by the control unit of FIG. 20.

FIG. 23 is an explanatory diagram of a rear wheel turning angle characteristic by the calculation processing of FIG. 22.

[Explanation of symbols]

 6L and 6R are rear left and right wheels 9L and 9R are front left and right wheels 21 is a brake pedal 22 is a master cylinder 23 is an actuator 25FL to 25RR is a wheel cylinder 26FL to 26R is an electromagnetic directional control valve 27F, 27R is a pump 40 is a control unit 41 The steering angle sensor 42 is a vehicle speed sensor 43 is a yaw rate sensor 46FL to 46R is a wheel speed sensor 52 is a microcomputer 100 is a master cylinder 101 is a brake pedal 102 is a booster mechanism 111 is an actuator 112 is a relay valve 113 is a supply source 114 is a pilot chamber 115 is a first opening / closing means 116 is a second opening / closing means 117 is a control unit 118 is a brake pedal depression force sensor 119 is a pilot pressure sensor 162 is a microcomputer 201L, 201R is a first main variable throttle 202L and 202R are first main variable diaphragms 203L and 203R are second main variable diaphragms 204 are external control variable diaphragms 214 are control valves 215 are steering wheels 217 are control units 262 are microcomputers 402 are rear wheel steering devices 303 are controllers 305FL 305FR is a front suspension 309 is a rear wheel steering angle sensor 310FL to 10RR is a front left wheel to a rear right wheel 315 is a steering wheel 320 is a rear wheel steering shaft 322 is a rear wheel cylinder 324 is a piston 326L and 326R is a cylinder chamber 330. Pump 332 is a control valve 362 is a microcomputer

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical display location B62D 113: 00 137: 00

Claims (9)

[Claims] 1. A vehicle motion state quantity detecting means for detecting a motion state quantity generated in a vehicle, a steering state quantity detecting means for detecting a steering state quantity of a steering wheel, and a vehicle motion state quantity detecting means. And a driving skill detecting means for detecting the driving skill of the driver based on a correlation coefficient between the detected value of the vehicle motion state quantity and the detected value of the steering state quantity detected by the steering state quantity detecting means. Driving skill detection device. 2. The vehicle motion state amount detecting means comprises a slip amount detecting means for detecting a slip amount of each wheel, and the steering state amount detecting means comprises a steering angle detecting means for detecting a steering angle of a steering wheel. Comprising, the driving skill detection means, the driver at the time of wheel slip based on the correlation coefficient of the slip amount detection value detected by the slip amount detection means and the steering angle detection value detected by the steering angle detection means The driving skill detection device according to claim 1, further comprising a vehicle attitude recovery skill detection unit that detects a vehicle attitude recovery skill. 3. The vehicle motion state amount detecting means includes yawing momentum detecting means for detecting a yawing momentum generated in the vehicle, and the steering state amount detecting means for detecting a steering angle of a steering wheel. The driving skill detecting means is a driver during turning based on a correlation coefficient between the yawing momentum detection value detected by the yawing momentum detecting means and the steering angle detection value detected by the steering angle detecting means. 6. A curved road driving skill detecting means for detecting the curved road driving skill of 1.
Or the driving skill detection device according to 2. 4. The vehicle motion state quantity detecting means comprises a vehicle speed detecting means for detecting a vehicle speed in the front-rear direction of the vehicle, and the steering state quantity detecting means comprises a steering angle detecting means for detecting a steering angle of a steering wheel. The driving skill detecting means corresponds to a high speed traveling of a driver during high speed traveling based on a correlation coefficient between a vehicle speed detection value detected by the vehicle speed detecting means and a steering angle detection value detected by the steering angle detecting means. The driving skill detection device according to any one of claims 1 to 3, further comprising high-speed traveling-related skill detection means for detecting a skill. 5. A vehicle motion control means provided in a vehicle based on the driving skill detection means according to any one of claims 1 to 4 and a driving skill detection value detected by the driving skill detection means. And a vehicle motion control amount setting means for setting the control amount of the vehicle motion control device. 6. The vehicle motion control means includes an anti-skid control means, and the vehicle motion control amount setting means increases the driving skill detection value detected by the driving skill detection means and causes a braking operation for braking. 6. The vehicle motion according to claim 5, further comprising a braking force setting means for setting a braking force that is a control amount so that the force is prioritized, the driving skill detection value is lowered, and the braking distance is prioritized. Control device. 7. The vehicle motion control means includes a braking force increase control means for increasing a braking force, and the vehicle motion control amount setting means has a higher driving skill detection value detected by the driving skill detection means. In addition, a braking force increase amount setting means for setting an increasing amount of the braking force, which is a control amount, is provided so that the increasing amount of the braking force is decreased and the detected value of the driving skill is lowered and the increasing amount of the braking force is increased. The vehicle motion control device according to claim 5 or 6, characterized in that. 8. The vehicle motion control means includes a power steering control means, and the vehicle motion control amount setting means increases the driving skill detection value detected by the driving skill detection means and increases the steering feeling of the steering wheel. 7. The steering assist force setting means for setting the steering assist force, which is a control amount, is provided so that the detected steering skill is low and the steering feeling of the steering wheel is softened. The vehicle motion control device according to any one of 1. 9. The vehicle motion control means includes a four-wheel steering control means, and the vehicle motion control amount setting means increases the detected driving skill value detected by the driving skill detection means and turns the vehicle. 6. The steering amount setting means for setting the steering amount of each wheel which is a control amount so that the detected driving skill value becomes lower and the stability of the vehicle is prioritized. 8. The vehicle motion control device according to any one of 8.