JP2005319849A - Driving skill estimation device and vehicle deceleration control device - Google Patents

Abstract

A driving skill estimation device capable of estimating a driving skill before cornering is provided.
A driving skill estimation device for estimating a driving skill of a driver of a vehicle, comprising: means for detecting a curve ahead of the vehicle; means for detecting an approach speed of the vehicle with respect to the curve; and the driving Means for detecting the driver's intention to decelerate, and means for detecting the distance to the curve of the vehicle when the driver's intention to decelerate is recognized, based on the approach speed and the distance, The driving skill of the driver is estimated. When the approach speed is high or the distance is small, the driving skill is estimated to be high. Furthermore, the driving skill can be estimated based on the radius or curvature of the curve. Furthermore, the driving skill can be estimated based on a road condition on which the vehicle travels. The estimation of the driving skill can be performed for each curve.
[Selection] Figure 1

Description

  The present invention relates to a driving skill estimation device and a vehicle deceleration control device, and in particular, a driving skill estimation device that can estimate a driving skill before cornering and can estimate a driving skill for each corner, And a vehicle deceleration control device.

Japanese Patent Laying-Open No. 2003-83108 (Patent Document 1) discloses a technique for determining the proficiency level of a driving operation based on the amount of interference between a steering operation disturbance and an accelerator operation disturbance.
Japanese Patent Laid-Open No. 6-344755 (Patent Document 2) discloses a method for estimating a driving skill based on a steering operation during cornering.

JP 2003-83108 A JP-A-6-344755

Compared to the conventional technology, it is desirable to be able to estimate the driving skill with simple logic.
In the techniques of Patent Document 1 and Patent Document 2, past data relating to steering operation and the like is used to estimate the driving skill. In other words, the driving skill cannot be estimated until after actually running on a curve. It is desirable that the driving skill can be estimated before cornering.

  In addition, when the driver changes, the driving skill of the driver cannot be estimated immediately, so that there is a problem that control reflecting the driver's orientation cannot be performed for a while. It is desired that the driving skill of the driver can be estimated immediately in response to the change of the driver.

An object of the present invention is to provide a driving skill estimation device and a vehicle deceleration control device capable of estimating a driving skill with simple logic.
Another object of the present invention is to provide a driving skill estimation device and a vehicle deceleration control device capable of estimating a driving skill before cornering.
Still another object of the present invention is to provide a driving skill estimation device and a vehicle deceleration control device capable of estimating a driving skill for each corner.

  The driving skill estimation device of the present invention is a driving skill estimation device that estimates the driving skill of a vehicle driver, and detects means for detecting a curve ahead of the vehicle and an approach speed of the vehicle with respect to the curve. Means, a means for detecting the driver's intention to decelerate, and a means for detecting the distance to the curve of the vehicle when the driver's intention to decelerate is recognized, the approach speed and the distance Based on the above, the driving skill of the driver is estimated.

  In the driving skill estimation device of the present invention, when the approach speed is high or when the distance is small, the driving skill is estimated to be high.

  In the driving skill estimation device of the present invention, the driving skill is further estimated based on a radius or a curvature of the curve.

  In the driving skill estimation device according to the present invention, the driving skill is further estimated based on a road state on which the vehicle travels.

  In the driving skill estimation device of the present invention, the driving skill is estimated for each curve.

  In the driving skill estimation device according to the present invention, the driver's intention to decelerate is detected by an operation of turning off the accelerator of the vehicle or an operation of turning on the brake of the vehicle.

  The vehicle deceleration control device according to the present invention obtains a target deceleration related to travel of the curve by the driver based on the driving skill estimated by the driving skill estimation device according to the present invention, and the target deceleration is the It is characterized by performing deceleration control so as to act on the vehicle.

  In the vehicle deceleration control apparatus according to the present invention, the target deceleration is further determined based on a road condition on which the vehicle travels.

  According to the present invention, driving skill can be estimated with simple logic. It is also possible to estimate the driving skill before cornering.

  Hereinafter, an embodiment of the driving skill estimation device of the present invention will be described in detail with reference to the drawings. In the present embodiment, the driving skill estimation device (driving skill estimation unit) is a part of the vehicle deceleration control device. The driving skill estimated by the driving skill estimation device is used for deceleration control by the vehicle deceleration control device. Note that the driving skill estimated by the driving skill estimation device is not only used for deceleration control as in the present embodiment, but can be widely used in general such as driving support control.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 10. The present embodiment relates to a vehicle deceleration control device that performs deceleration control using a brake (braking device).

  In this embodiment, when a corner is detected ahead and the driver's intention to decelerate is detected, in the control for decelerating to an appropriate corner traveling vehicle speed, the corner is determined based on the vehicle speed when the accelerator is OFF and the distance to the corner. A driving skill is estimated before traveling, a target deceleration G is calculated based on the estimated driving skill and corner R, and deceleration control is performed so that the target deceleration G is obtained. As a result, the driving skill is estimated immediately before traveling for each corner, and deceleration control corresponding to the estimated driving skill is performed, so that drivability is improved.

  As a configuration of the present embodiment, as will be described in detail below, the navigation system or the like estimates the corner R in front, the means for calculating the distance from the current position to the corner entrance, and the driving skill of the driver. Means, means for detecting the driver's intention to decelerate by accelerator or brake operation, etc., brake actuators that can control the deceleration G of the vehicle, AT, CVT, HV, MMT (manual T / with automatic transmission mode) M) and the like, and deceleration means such as a regenerative brake.

  In FIG. 2, reference numeral 10 denotes a stepped automatic transmission, 40 denotes an engine, and 200 denotes a brake device. The automatic transmission 10 is capable of five-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration). The road surface μ detection / estimation unit 112 detects or estimates the friction coefficient μ of the road surface or the slipperiness of the road surface.

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information necessary for traveling of the vehicle (map, straight road, curve, uphill / downhill, highway) Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The control circuit 130 inputs signals indicating detection results of the throttle opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90, and changes the switching state of the pattern select switch 117. A signal indicating the result of detection or estimation by the road surface μ detection / estimation unit 112 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 receives signals from the sensors 114, 116, 122, 123, 90 described above, signals from the switch 117, and signals from the navigation system device 95. The output port 135 is connected to the electromagnetic valve driving units 138a, 138b, 138c and the brake braking force signal line L1 to the brake control circuit 230. A brake braking force signal SG1 is transmitted through the brake braking force signal line L1.

  The road gradient measurement / estimation unit 118 can be provided as a part of the CPU 131. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 90. Further, the road gradient measuring / estimating unit 118 may store the acceleration on the flat road in the ROM 133 in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 90.

  The driving skill estimation unit 119 can be provided as a part of the CPU 131. The driving skill estimation unit 119 estimates the driving skill of the driver based on the distance to the corner entrance of the vehicle when the accelerator is OFF and the vehicle speed. The estimation of the driving skill by the driving skill estimating unit 119 will be further described later.

  The ROM 133 stores in advance the operations (control steps) shown in the flowchart of FIG. 1 and the maps of FIGS. 9 to 10, and stores shift control operations (not shown). The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The brake device 200 is controlled by a brake control circuit 230 that receives a brake braking force signal SG1 from the control circuit 130, and brakes the vehicle. The brake device 200 includes a hydraulic control circuit 220 and braking devices 208, 209, 210, and 211 provided on the wheels 204, 205, 206, and 207 of the vehicle, respectively. Each of the braking devices 208, 209, 210, and 211 controls the braking force of the corresponding wheels 204, 205, 206, and 207 when the hydraulic pressure is controlled by the hydraulic control circuit 220. The hydraulic control circuit 220 is controlled by the brake control circuit 230.

  The hydraulic control circuit 220 performs brake control by controlling the braking hydraulic pressure supplied to each braking device 208, 209, 210, 211 based on the brake control signal SG2. The brake control signal SG2 is generated by the brake control circuit 230 based on the brake braking force signal SG1. The brake braking force signal SG1 is output from the control circuit 130 of the automatic transmission 10 and input to the brake control circuit 230. The brake force applied to the vehicle during the brake control is determined by a brake control signal SG2 generated by the brake control circuit 230 based on various data included in the brake braking force signal SG1.

  The brake control circuit 230 is configured by a known microcomputer and includes a CPU 231, a RAM 232, a ROM 233, an input port 234, an output port 235, and a common bus 236. A hydraulic control circuit 220 is connected to the output port 235. The ROM 233 stores an operation for generating the brake control signal SG2 based on various data included in the brake braking force signal SG1. The brake control circuit 230 controls the brake device 200 (brake control) based on each input control condition.

  Next, the configuration of the automatic transmission 10 is shown in FIG. In FIG. 3, the output of the engine 40 as a driving source for traveling constituted by an internal combustion engine is input to the automatic transmission 10 through an input clutch 12 and a torque converter 14 as a fluid power transmission device. Is transmitted to the drive wheel via the differential gear unit and the axle. Between the input clutch 12 and the torque converter 14, a first motor generator MG1 that functions as an electric motor and a generator is disposed.

  The torque converter 14 is directly connected between the pump impeller 20 connected to the input clutch 12, the turbine impeller 24 connected to the input shaft 22 of the automatic transmission 10, and the pump impeller 20 and the turbine impeller 24. And a stator impeller 30 that is prevented from rotating in one direction by a one-way clutch 28.

  The automatic transmission 10 includes a first transmission unit 32 that switches between two stages of high and low, and a second transmission unit 34 that can switch between a reverse transmission stage and four forward stages. The first transmission unit 32 is supported by the sun gear S0, the ring gear R0, and the carrier K0 and is rotatably supported by the sun gear S0 and the ring gear R0. A clutch C0 and a one-way clutch F0 provided between K0 and a brake B0 provided between the sun gear S0 and the housing 38 are provided.

  The second transmission unit 34 is supported by the sun gear S1, the ring gear R1, and the carrier K1 so as to be rotatable, and the first planetary gear device 40 including the planetary gear P1 meshed with the sun gear S1 and the ring gear R1, and the sun gear S2, A second planetary gear unit 42 including a planetary gear P2 that is rotatably supported by the ring gear R2 and the carrier K2 and meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3 is rotatable. And a third planetary gear unit 44 comprising a planetary gear P3 supported and meshed with the sun gear S3 and the ring gear R3.

  The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 120c. Further, the ring gear R2 is integrally connected to the sun gear S3 and the intermediate shaft 48. A clutch C1 is provided between the ring gear R0 and the intermediate shaft 48, and a clutch C2 is provided between the sun gear S1, the sun gear S2, and the ring gear R0. A band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided in the housing 38. A one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and sun gear S2 and the housing 38. The one-way clutch F <b> 1 is engaged when the sun gear S <b> 1 and the sun gear S <b> 2 try to reversely rotate in the direction opposite to the input shaft 22.

  A brake B3 is provided between the carrier K1 and the housing 38, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 38. The one-way clutch F2 is engaged when the ring gear R3 tries to rotate in the reverse direction.

  In the automatic transmission 10 configured as described above, for example, according to the operation table shown in FIG. 4, it is switched to one of the reverse gears and the five forward gears (1st to 5th) with different gear ratios. In FIG. 4, “◯” represents engagement, a blank represents release, “解放” represents engagement during engine braking, and “Δ” represents engagement not involved in power transmission. The clutches C0 to C2 and the brakes B0 to B4 are all hydraulic friction engagement devices that are engaged by a hydraulic actuator.

  FIG. 5 shows the accelerator OFF timing when the accelerator is turned OFF and the brake is turned ON when entering the corner. FIG. 5 shows experimental results of three subjects with different driving skills.

As shown in FIG. 5, when entering the corner, the distance from the accelerator OFF point (driver's deceleration request point) to the corner entrance depends on the vehicle speed and driving skill when the accelerator is OFF.
For example, when the vehicle speed is 100 km / h when the accelerator is off, the beginners turn off the accelerator at a point 220 m from the corner entrance, while the intermediate level accelerators at a point 140 m from the corner entrance. The advanced player turns off the accelerator at a point 110 m from the corner entrance.

  From the experimental results shown in FIG. 5, it can be seen that when the vehicle speed when the accelerator is OFF is the same, the accelerator is turned off at a point farther from the corner entrance for the beginner and the accelerator is turned off at a point closer to the corner entrance for the advanced player. I understand. If the vehicle speed when the accelerator is off is reduced, the accelerator is turned off at a point relatively close to the corner entrance, but the driving skill (from beginner to advanced) and the distance from the accelerator off point to the corner entrance above The trend does not change.

  In addition, the distance from the accelerator OFF point to the corner entrance when entering the corner does not depend on the size of the corner R when entering the corner (FIG. 5 shows three types with different corner R sizes). Data is included). Therefore, the driving skill can be estimated based on the distance to the corner entrance when the accelerator is OFF and the vehicle speed at that time. FIG. 9 shows a table for discriminating the driving skill based on the knowledge of the present inventor.

In the driving skill determination table of FIG. 9, the lower the vehicle speed V ₀ at the time when the accelerator is OFF, the more advanced player is determined, and the higher the vehicle speed V ₀ is, the more advanced the person is, and the distance to the corner entrance at the point when the accelerator is OFF. L ₀ the larger the beginners, it is determined that advanced as the distance L ₀ is small. In FIG. 9, the driving skill is divided into three stages. However, the driving skill may be divided into four or more stages according to the contents of the control performed based on the estimated driving skill.

  Note that the driving skill estimated in the present embodiment is a value indicating how much driving skill the driver is driving with respect to the corner. That is, the driving skill estimated in the present embodiment is not an absolute driving skill of the driver, but a driving skill corresponding to the driving orientation directed by the driver with respect to the corner.

That is, for example, a driver X (not shown) originally having an advanced ability is assumed. The driver X usually has a high vehicle speed V ₀ at the accelerator OFF point (for example, 70 km / h), a small distance L ₀ to the corner entrance (for example, −90 m), and has the driving skill of an advanced user ( (See FIG. 9). Here, the driver X wishes to travel slowly to a certain corner Z (not shown), and the vehicle speed V ₀ at the accelerator OFF point is low (for example, 50 km / h). When the distance L ₀ to the entrance of Z is large (for example, −250 m), it is determined that the corner Z is a beginner based on the driving skill determination table of FIG. 9 and corresponds to the beginner. Corner control is performed. As a result, the deceleration control corresponding to the driver's driving skill (including the driving orientation with respect to the corner) reflected in the vehicle speed V ₀ at the accelerator OFF point and the distance L ₀ to the corner entrance is performed. Improve.

  The operation of this embodiment will be described with reference to FIGS.

FIG. 6 is a diagram for explaining the target deceleration G in the deceleration control of the present embodiment. FIG. 6 shows a top view of the road shape including the vehicle speed 401, the deceleration G 402, and the corner 501. In FIG. 6, the horizontal axis indicates distance. The corner 501 ahead of the vehicle C exists ahead of the point 502 of the symbol B. It is assumed that the accelerator is turned off (the accelerator opening is fully closed and the idle contact is turned on) at a location corresponding to the symbol A. In this place A, it is assumed that the brake is also OFF. This location A is a position separated forward by a distance L ₀ from the entrance 502 of the corner 501.

In order for the vehicle C to turn around the corner 501 at a predetermined lateral G, the vehicle speed 401 needs to be V ₁ at the point B of the entrance 502. Therefore, the vehicle speed 401 of the vehicle C needs to be reduced from the vehicle speed V ₀ when the accelerator is turned off at the point A to the vehicle speed V ₁ at the point B of the entrance 502 of the corner 501. In the present embodiment, a deceleration G402 for performing the deceleration is obtained.

[Step S1]
In step S <b> 1 of FIG. 1, the control circuit 130 determines whether there is a corner ahead. The control circuit 130 performs the determination in step S1 based on the signal input from the navigation system device 95. As a result of the determination in step S1, if it is determined that there is a corner ahead, the process proceeds to step S2, and if not, the control flow ends. In the example of FIG. 6, since there is a corner 501 in front of the vehicle C, the process proceeds to step S2.

[Step S2]
In step S <b> 2, the control circuit 130 calculates the corner R size R ₀ of the corner 501. The control circuit 130 calculates a corner R size R ₀ of the corner 501 based on the map information of the navigation system device 95. Following step S2, step S3 is performed.

[Step S3]
In step S3, the control circuit 130 determines whether or not the idle contact is ON. In this example, it is determined that the driver has an intention to decelerate when the idle contact is on (the accelerator opening is fully closed). In step S3, it is determined based on a signal from the throttle opening sensor 114 whether or not the accelerator is in an OFF state (fully closed). If it is determined as a result of step S3 that the accelerator is in an OFF state, the process proceeds to step S4. On the other hand, if it is not determined that the accelerator is in the OFF state, step S3 is performed again. As described above, in FIG. 6, since the accelerator opening is zero (fully closed) at the position of symbol A, the process proceeds to step S4.

[Step S4]
In step S4, the control circuit 130 calculates the distance L ₀ to the corner 501 and the current vehicle speed V ₀ . Based on the signal input from the navigation system device 95, the control circuit 130 obtains the distance L ₀ to the corner 501 at the point A where the accelerator is OFF and the vehicle speed V ₀ . Following step S4, step S5 is performed.

[Step S5]
In step S <b> 5, the driving skill is estimated by the control circuit 130. In step S5, the driving skill estimation unit 119 estimates the driving skill with reference to the driving skill determination table (FIG. 9) registered in advance in the ROM 133. The driving skill estimation unit 119 refers to the driving skill determination table and determines the driver's driving skill based on the distance L ₀ to the corner 501 at the accelerator OFF point A and the vehicle speed V ₀ obtained in step S4. presume. For example, if the vehicle speed V ₀ at the accelerator OFF point A is 60 km / h and the distance L ₀ to the corner 501 is 80 m, it is estimated that the vehicle is intermediate. Following step S5, step S6 is performed.

[Step S6]
In step S6, the control circuit 130 obtains the maximum lateral G during cornering. In step S6, based on the driving skill estimated in step S5 and the size _R0 of the corner R obtained in step S2, the maximum lateral G when traveling in the corner 501 is obtained. A maximum lateral G map shown in FIG. 10 is registered in the ROM 133 in advance. As shown in FIG. 10, the maximum lateral G map describes the size R ₀ of the corner R and the maximum lateral G corresponding to the table value of the driving skill. For example, when the size R ₀ of the corner R is 40 m and the driving skill is intermediate, it is 0.5 G. When the driving skill is advanced, the maximum horizontal G is larger than when the driver is a beginner, and when the size R ₀ of the corner R is large, the maximum horizontal G is larger than when the driving skill is small. ing. Following step S6, step S7 is performed.

[Step S7]
In step S7, the corner travel vehicle speed V ₁ is obtained by the control circuit 130 based on the maximum lateral G and the size R ₀ of the corner R. The control circuit 130 determines the vehicle speed (corner traveling vehicle speed V ₁ ) at the entrance 502 of the corner 501 based on the maximum lateral G obtained in step S6 and the R size R ₀ of the corner 501 obtained in step S2. Ask. The control circuit 130 obtains the corner traveling vehicle speed V ₁ from the following equation [Equation 1]. Following step S7, step S8 is performed.

In the following, the above [Equation 1] is derived.
As shown in FIG. 8, when an object of mass m is rotating on the circumference of radius R ₀ ,
Centrifugal force = m × R ₀ × ω ² , force = m × lateral G
R ₀ radius [m]
ω Angular velocity [rad / sec]
m Mass of object [kg]

From these two formulas, m × width G = m × R ₀ × ω ² ,
When arranged, the lateral G = R ₀ × ω ² [m / sec ² ].
The velocity of the object is V ₁ = 2πR ₀ × ω / (2π) = R ₀ × ω [m / sec].
Substituting ω = V ₁ / R ₀ into the lateral G equation yields lateral G = R ₀ × V ₁ ² / R ₀ ² ,
From V ₁ ² = lateral G × R ₀ to V ₁ , the above [Formula 1] is obtained.

[Step S8]
In step S <b> 8, the target deceleration G is calculated by the control circuit 130. In FIG. 6, the target deceleration G is a target deceleration G for decelerating from the vehicle speed V ₀ at the point A where the accelerator is turned off to the corner traveling vehicle speed V ₁ at the point B that is the entrance 502 of the corner 501. This corresponds to deceleration G402 from point A to point B. In step S8, the control circuit 130 obtains the target deceleration G based on the distance L ₀ to the corner 501 obtained in step S4, the vehicle speed V ₀ at the point A, and the vehicle speed V ₁ at the point B.

In step S8, the target deceleration G is set as a value that linearly increases from the point A, becomes constant thereafter, and then decreases linearly. In order to set such a target deceleration G, in step S8, the gradient when the target deceleration G increases and decreases linearly and the maximum deceleration G of the target deceleration G are obtained. As shown in FIG. 6, the slope of the increase / decrease is determined by constants K ₁ and K ₂ , and the target deceleration G increases from 0 to the maximum deceleration G Gm in K ₁ second, and from the maximum deceleration G Gm to 0, K ₂ Decrease in seconds.

Here, at the distance L ₀ from the point A to the point B, the deceleration G necessary for decelerating from the vehicle speed V0 to the vehicle speed V1 is set as a reference deceleration G G _0, and the arrival time from the point A to the point B is t ₀ . Then, G ₀ and t ₀ are obtained by the following formula [Formula 2].

In the following, the above [Equation 2] is derived.
The physical formula when entering the corner is expressed by the following formula [Equation 3].

[Expression 4] is obtained from the above expression [Expression 3].

Substituting the above [Expression 4] into the following expression of [Expression 3] yields [Expression 5].

From the above, G ₀ and t ₀ are represented by the following formula [Formula 6].

At this time, as shown in FIG. 7, when K ₁ and K ₂ are set so that the deceleration G increases and decreases while sweeping so that the deceleration G rises smoothly, and the maximum deceleration G is Gm, the area A ( = G ₀ × t ₀ ) and area B (= (t ₀ + t ₀ −k ₁ −k ₂ ) × Gm / 2) are the same, the vehicle speed V ₀ is reduced to V ₁ after t ₀ seconds.

つまり、減速Ｇ波形の時間積分値が速度低下分であり、面積が同じであれば速度低下量は同じとなる。 Here, the above equation V ₁ = V ₀ × t ₀ of [Equation 3] is calculated from the following equation [Equation 7].

In other words, the time integration value of the deceleration G waveform is the speed decrease, and if the area is the same, the speed decrease is the same.

Accordingly, Gm is expressed by the following equation [Equation 8].

However, not a trapezoid as shown in FIG. 7 by condition, it may become a triangle (in the case of _{(t 0 -K 1/2-K} 2/2) ≦ 0). In this case, the waveform may be set so that the area is the same as A. For example, G ₀ and t ₀ may be used as they are, or the following formula [Equation 9]
It may be as follows.

From the above, in step S8, the target deceleration G for decelerating from the vehicle speed V ₀ at the point A to the vehicle speed V ₁ at the point B is determined to correspond to the deceleration G402 from the point A to the point B. Following step S8, step S9 is performed.

[Step S9]
In step S <b> 9, deceleration control is performed by the control circuit 130 so as to achieve the target deceleration G. The control circuit 130 performs deceleration control based on the target deceleration G obtained in step S8. In step S <b> 9, the brake control circuit 230 executes brake feedback control so that the actual deceleration acting on the vehicle becomes the target deceleration G. Brake feedback control is started at point A where the accelerator is turned off.

  That is, a signal indicating the target deceleration G from point A is output from the control circuit 130 to the brake control circuit 230 via the brake braking force signal line L1 as the brake braking force signal SG1. The brake control circuit 230 generates a brake control signal SG2 based on the brake braking force signal SG1 input from the control circuit 130, and outputs the brake control signal SG2 to the hydraulic control circuit 220.

  The hydraulic control circuit 220 controls the hydraulic pressure supplied to the braking devices 208, 209, 210, and 211 based on the brake control signal SG2, thereby generating a braking force as instructed in the brake control signal SG2.

  In the feedback control of the brake device 200 in step S9, the target value is the target deceleration G, the control amount is the actual deceleration of the vehicle, and the control target is the brake (braking devices 208, 209, 210, 211). The amount is a brake control amount (not shown). The actual deceleration of the vehicle is detected by the acceleration sensor 90. That is, in the brake device 200, the brake braking force (brake control amount) is controlled so that the actual deceleration of the vehicle becomes the target deceleration G. Following step S9, the control flow ends.

  According to this embodiment described above, the following effects can be obtained.

  In this embodiment, since the driving skill is estimated based on the distance to the corner entrance and the vehicle speed at the point where the driver's deceleration request is detected (idle contact OFF → ON), it is very simple compared to the conventional case. The driving skill can be estimated by logic.

  In the present embodiment, since the driving skill is estimated based on the distance to the corner entrance and the vehicle speed at the point where the driver's intention to decelerate is detected, driving for each corner immediately before corner driving is performed. The skill can be estimated, and the control always corresponds to the driving skill, so that drivability is improved.

(First modification of the first embodiment)
Next, a first modification of the first embodiment will be described. In the first modification, the description of the parts common to the first embodiment is omitted, and only the characteristic part of the modification is described.

In the first embodiment, the vehicle is currently approaching based on the distance L ₀ to the corner entrance and the vehicle speed V ₀ at the point where the driver's request for deceleration is detected when entering a certain corner Z (not shown). The driving skill when traveling in the corner Z is estimated (step S4, step SS5), and the deceleration control during the traveling of the corner Z is immediately performed based on the driving skill.

  On the other hand, in the first modification, in the past (or past and present), the distance to the corner entrance at the point where the driver's deceleration request is detected when traveling a plurality of times or a plurality of corners. Based on the vehicle speed, the driving skill can be estimated comprehensively. Alternatively, the driving skill of each time is estimated based on the distance to the corner entrance and the vehicle speed at the point where the driver's deceleration request is detected each time when the vehicle travels a plurality of times or a plurality of corners (FIG. 9). The tendency concerning the overall driving skill can be calculated by integrating the estimated driving skills.

  As described above, the driving skill estimated as a general or overall tendency based on the traveling results of a plurality of times or a plurality of corners is, for example, the deceleration control related to the corner described in the first embodiment. In addition, it can be used for transient characteristics of accelerator operation and gain control of active steering (included in the driving support control). For example, if it is estimated that the driver is a beginner as a result of the estimation of the driving skill, the transient characteristics of the accelerator operation and the gain of the active steering can be controlled to a setting that emphasizes controllability.

  In the first modification, the driving skill is estimated based on the distance to the corner entrance and the vehicle speed at the point where the driver's deceleration request is detected, so the driving skill is estimated with simple logic compared to the conventional technique. can do.

(Second modification of the first embodiment)
Next, a second modification of the first embodiment will be described. In the second modification, the description of the parts common to the first embodiment is omitted, and only the characteristic part of the second modification will be described.

In the first embodiment, the idle contact is turned ON when the accelerator is OFF (step S3-Y), and the driving skill is estimated based on the distance L ₀ to the corner entrance at the accelerator OFF point and the vehicle speed V ₀ ( Step S4, Step S5). On the other hand, in this modified example, the point where the idle contact is turned on and the point where the distance to the entrance of the corner and the vehicle speed are calculated when estimating the driving skill are the driver's intention to decelerate other than the accelerator off. It can be a detected point. It can be, for example, the point where the brake is turned on.

  In this case, as in the first embodiment, the driving skill relating to the traveling of the corner Z is estimated based on the distance from the brake ON point to the corner entrance and the vehicle speed when entering the certain corner Z. The deceleration control for the corner Z can be performed by using the driving skill. Alternatively, similar to the first modified example, based on the distance to the corner entrance and the vehicle speed at the brake ON point corresponding to a plurality of past or a plurality of corner travels, or The driving skill can be estimated as an average tendency.

  In the above, based on the former (the distance to the entrance of the corner of the brake ON point at the time of entry to a certain corner Z and the vehicle speed, the driving skill related to the traveling of the corner Z is estimated, and the estimated driving skill is used, In the case of performing deceleration control on the corner Z), the brake contact is turned ON, the idle contact is turned ON, and the deceleration control trigger condition is satisfied (deceleration control is started). However, in this case, since deceleration occurs due to the brake ON operation as a trigger condition, the content of deceleration control after the trigger condition is satisfied becomes slightly complicated (the trigger condition is the accelerator OFF as in the first embodiment). Is not the case).

  Here, the deceleration control using the brake ON as a trigger condition can be a control for assisting the brake pedal force (increasing the gain with respect to the pedal force) with respect to the brake stroke. In this case, if the driving skill is determined to be advanced, it is necessary to apply a large deceleration G to the vehicle as the distance to the corner entrance is small and / or the vehicle speed is large. If it is determined that the player is a beginner, it is possible to control the brake pedal force so that the distance to the corner entrance is large and / or the vehicle speed is low. is there.

(Second Embodiment)
Next, a second embodiment will be described.
2nd Embodiment is related with the deceleration control apparatus of the vehicle containing the said driving skill estimation apparatus. The vehicle deceleration control device according to the second embodiment performs cooperative control of a brake (braking device) and an automatic transmission during corner control in accordance with the driving skill estimated by the driving skill estimation device. In the second embodiment, description of parts common to the first embodiment will be omitted, and only characteristic parts will be described.

  In the second embodiment, the operations in steps S1 to S8 in FIG. 1 of the first embodiment are common, and the operation in step S9 is different. That is, in the first embodiment, deceleration control is performed using only the brake so that the deceleration acting on the vehicle becomes the target deceleration G obtained in step S8, whereas in the second embodiment, By cooperative control of the brake and the automatic transmission, deceleration control is performed so that the deceleration acting on the vehicle becomes the target deceleration G obtained in step S8.

[Step S9]
In step S9 of the second embodiment, the control circuit 130 performs both shift control and brake control. First, in the following, the shift control will be described as item A, and then the brake control will be described as item B.

A. Shift Control In the shift control in step S9, the control circuit 130 obtains a target deceleration by the automatic transmission 10 (hereinafter referred to as shift speed target deceleration), and based on the shift speed target deceleration, the automatic transmission 10 The gear position to be selected in the shift control (shift down) is determined. Hereinafter, the contents of the shift control in step S9 will be described in terms of (1) and (2).

(1) First, the gear position target deceleration is obtained.
The gear stage target deceleration corresponds to the engine braking force (deceleration acceleration) to be obtained by the shift control of the automatic transmission 10. The gear stage target deceleration is set as a value less than or equal to the maximum target deceleration. The following three methods are conceivable as a method for obtaining the speed target deceleration.

First, a first method for obtaining the speed target deceleration will be described.
The speed target deceleration is set as a value obtained by multiplying the maximum deceleration G Gm of the target deceleration G obtained in step S8 by a coefficient greater than 0 and 1 or less. For example, when the maximum deceleration G Gm is −0.20 G, for example, −0.10 G, which is a value obtained by multiplying a coefficient of 0.5, can be set as the shift speed target deceleration.

Next, a second method for obtaining the shift speed target deceleration will be described.
First, the engine braking force (deceleration G) when the accelerator of the current gear stage of the automatic transmission 10 is OFF is obtained (hereinafter referred to as the current gear stage deceleration). A current gear speed deceleration map (FIG. 11) is registered in the ROM 133 in advance. The current gear speed deceleration (deceleration acceleration) is obtained by referring to the current gear speed deceleration map of FIG. As shown in FIG. 11, the current gear speed deceleration is obtained based on the gear speed and the rotational speed NO of the output shaft 120 c of the automatic transmission 10. For example, when the current gear stage is 5th and the output rotational speed is 1000 [rpm], the current gear stage deceleration is -0.04G.

  Note that the current gear speed deceleration may be corrected by a value obtained from the current gear speed deceleration map according to various conditions such as whether the vehicle is operating an air conditioner or whether a fuel cut is present. In addition, a plurality of current gear speed deceleration maps are prepared in the ROM 133 for each situation such as whether the vehicle is operating an air conditioner or fuel cut, and the current gear speed deceleration used according to those situations. You may switch maps.

  Next, the shift speed target deceleration is set as a value between the current gear speed deceleration and the maximum deceleration GGm. That is, the shift speed target deceleration is obtained as a value that is greater than the current gear speed deceleration and is equal to or less than the maximum deceleration G Gm. FIG. 12 shows an example of the relationship between the speed target deceleration, the current gear speed deceleration, and the maximum deceleration GGm.

The speed target deceleration is obtained by the following equation.
Shift speed target deceleration = (maximum deceleration G Gm−current gear speed deceleration) × coefficient + current gear speed deceleration In the above equation, the coefficient is a value greater than 0 and 1 or less.

  In the above example, the maximum deceleration G Gm = −0.20 G, the current gear speed deceleration = −0.04 G, and when the calculation is performed with the coefficient set to 0.5, the gear speed target deceleration is −0.12 G. Become.

  After the speed target deceleration is obtained once in step S9, it is not set again until the deceleration control is completed. As shown in FIG. 12, the speed target deceleration (value indicated by a broken line) is the same value even if time elapses.

(2) Next, based on the shift speed target deceleration obtained in the above (1), the shift speed to be selected in the shift control of the automatic transmission 10 is determined. Vehicle characteristic data indicating the deceleration G for each vehicle speed at each gear stage when the accelerator is OFF as shown in FIG. 13 is registered in advance in the ROM 133.

  As in the above example, assuming that the output rotational speed is 1000 [rpm] and the gear stage target deceleration is −0.12 G, the output rotational speed is 1000 [rpm] in FIG. 13. It can be seen that the gear stage corresponding to the vehicle speed at the time and the closest speed reduction to the speed target deceleration of -0.12G is the fourth speed. Thus, in the case of the above example, in the shift control in step S9, the gear to be selected is determined to be the fourth speed. The shift control in step S9 (output of the downshift command to the gear to be selected) is performed at point A where the accelerator is turned off.

  Here, the gear stage that is the closest to the gear stage target deceleration is selected as the gear stage to be selected, but the gear stage to be selected is a deceleration that is less than (or more than) the gear stage target deceleration. In this case, the gear stage that is the closest to the gear stage target deceleration may be selected.

B. About Brake Control In the brake control in step S9, the brake control circuit 230 executes the brake feedback control so that the actual deceleration acting on the vehicle becomes the target deceleration G. Brake feedback control is performed at point A where the accelerator is turned off.

  That is, a signal indicating the target deceleration G from point A is output from the control circuit 130 to the brake control circuit 230 via the brake braking force signal line L1 as the brake braking force signal SG1. The brake control circuit 230 generates a brake control signal SG2 based on the brake braking force signal SG1 input from the control circuit 130, and outputs the brake control signal SG2 to the hydraulic control circuit 220.

  The hydraulic control circuit 220 controls the hydraulic pressure supplied to the braking devices 208, 209, 210, and 211 based on the brake control signal SG2, thereby generating a braking force as instructed in the brake control signal SG2.

  In the feedback control of the brake device 200 of the brake control in step S9, the target value is the target deceleration G, the control amount is the actual deceleration of the vehicle, and the control target is the brake (braking devices 208, 209, 210, 211). Yes, the operation amount is a brake control amount (not shown), and the disturbance is mainly a deceleration due to the shift of the automatic transmission 10 by the shift control in step S9. The actual deceleration of the vehicle is detected by the acceleration sensor 90.

  That is, in the brake device 200, the brake braking force (brake control amount) is controlled so that the actual deceleration of the vehicle becomes the target deceleration G. That is, the brake control amount is set so as to cause a deceleration that is insufficient for the deceleration due to the shift of the automatic transmission 10 by the shift control in step S9 when the target deceleration G is generated in the vehicle.

(Third embodiment)
Next, a third embodiment will be described.
The third embodiment relates to a driving skill estimation device. In the third embodiment, description of parts common to the first embodiment is omitted, and only characteristic parts will be described.

In the third embodiment, the operations of steps S1 to S4 and S6 to S9 in FIG. 1 of the first embodiment are common, and the operation of step S5 is different. That is, in the first embodiment, the driving skill is determined by referring to the driving skill determination table of FIG. 9 and the distance L ₀ to the corner entrance at the accelerator OFF point regardless of the size R ₀ of the corner R. It was estimated based only on the vehicle speed V ₀ .

On the other hand, in the third embodiment, one of the plurality of driving skill determination tables is selected based on the size R ₀ of the corner R obtained in step S2, and the selected driving skill determination is performed. With reference to the table, the driving skill is estimated based on the distance L ₀ to the corner entrance at the accelerator OFF point and the vehicle speed V ₀ .

As can be seen from the above [Equation 1], the lateral G generated during cornering tends to be constant with respect to the size R ₀ of the corner R, and when the size R ₀ of the corner R increases, When the vehicle speed is high and the size _R0 of the corner R is small, the traveling vehicle speed is low. Due to this relationship, when entering the corner at a certain vehicle speed, it is necessary to decelerate more when the size R ₀ of the corner R is smaller than when it is larger. From this, even when the driving skill is the same, the timing at which the accelerator is turned off is farther when the size _R0 of the corner R is smaller. Therefore, if the driving skill determination table is set in consideration of the size R ₀ of the corner R, the driver's skill can be estimated more accurately.

In the third embodiment, as an example, as shown in FIGS. 14A and 14B, a method of dividing the driving skill determination table to be used according to the size R ₀ of the corner R is employed. The plurality of driving skill determination tables are registered in the ROM 133 in advance. In step S5 of the third embodiment, if the size _R0 of the corner R obtained in step S2 is greater than 80 m, the driving skill determination table shown in FIG. 14-1 is selected and obtained in step S2. If the size R ₀ of the corner R is 80 m or less, the driving skill determination table shown in FIG. 14-2 is selected.

For example, when the distance L ₀ to the corner entrance at the accelerator OFF point is −70 m and the vehicle speed V ₀ at that time is 50 km / h, and the size R ₀ of the corner R is larger than 80 m, As shown in FIG. 14-1, the driving skill is estimated as an intermediate person, and when the corner R size R ₀ is 80 m or less, the driving skill is estimated as an advanced person as shown in FIG. 14-2. Is done.

Further, in the third embodiment, as another example, as shown in FIG. 15, a method of correcting the value of the distance L ₀ to the corner entrance of the accelerator OFF point by the size R ₀ of the corner R is adopted. (L ₀ = L ₀ + Map value after correction). As shown in FIG. 15, when the size R ₀ of the corner R is small, L ₀ is corrected so as to be larger than the value of the distance L ₀ to the corner entrance at the actual accelerator OFF point. .

For example, in the driving skill determination table of FIG. 9, when the distance L ₀ to the corner entrance at the actual accelerator OFF point is −250 m and the vehicle speed V ₀ at that time is 50 km / h, the size R _{0 of the} corner R is If it is larger than 230 m, the correction amount is 0 as shown in FIG. 15, so that the driving skill is estimated to be beginner (FIG. 9), and the corner R size R ₀ is 80 m. Since the correction amount is 20 (FIG. 15), L ₀ after correction is −230, and the driving skill is estimated to be intermediate (FIG. 9).

In the third embodiment, another example of the driving skill determination table will be described as still another example. The driving skill determination table in FIG. 9 is a map for obtaining the driving skill based on the vehicle speed V ₀ at the accelerator OFF point and the distance L ₀ to the corner entrance. Instead, the following table is used. Can be used. That is, the map shows the recommended vehicle speed V ₁ (in FIG. 6, the vehicle speed V ₁ obtained at the point B of the entrance 502 for turning the corner 501 at a predetermined lateral G) and the vehicle speed V ₀ at the accelerator OFF point. It can be a table for obtaining the driving skill based on the deviation and the distance L ₀ to the corner entrance.

Here, the recommended vehicle speed V ₁ is obtained based on a predetermined lateral G value and a corner R size R ₀ . For example, if the lateral G is 0.2 G and the corner R size R ₀ is 100 R, the recommended vehicle speed V ₁ is 50.4 km / h.

As described above, in the first embodiment, the driving skill is estimated based only on the distance L ₀ to the corner entrance at the accelerator OFF point and the vehicle speed V ₀ , whereas in the third embodiment, Based on the distance L ₀ to the entrance of the corner at the accelerator OFF point, the vehicle speed V _0, and the size R ₀ of the corner R, the driving skill is estimated.

(Fourth embodiment)
Next, a fourth embodiment will be described.
The fourth embodiment relates to a driving skill estimation device. In the fourth embodiment, description of parts common to the above embodiment is omitted, and only characteristic parts are described.

In the fourth embodiment, the vehicle speed V ₀ at the accelerator OFF point is corrected by the road gradient. Based on the corrected vehicle speed V ₀ and the distance L ₀ to the corner entrance, the driving skill is obtained with reference to the driving skill determination table of FIG.

In step S5 of the fourth embodiment, using the road gradient measured or estimated by the road gradient measuring / estimating unit 118, the vehicle speed V ₀ at the accelerator OFF point is corrected as follows.
After gradient correction V ₀ = V ₀ + acceleration due to gradient * L ₀ / V ₀ * (1 / 3.6)

In the above formula, the acceleration due to the gradient is equivalent to 1% gradient = 0.098 m / s ² . L ₀ / V ₀ is the time taken to enter the corner. (1 / 3.6) is a coefficient for converting the vehicle speed unit from km / h to m / s.

According to the fourth embodiment, the vehicle speed V ₀ at the accelerator OFF point is corrected according to the gradient of the road on which the vehicle travels, so that the driving skill of the driver can be estimated more accurately.

(Fifth embodiment)
Next, a vehicle deceleration control apparatus according to a fifth embodiment will be described.
The vehicle deceleration control apparatus according to the fifth embodiment is an apparatus that performs corner control in accordance with the driving skill estimated by the driving skill estimation apparatus. In the fifth embodiment, description of parts common to the above embodiment will be omitted, and only characteristic parts will be described.

  In the fifth embodiment, the target deceleration G calculated in step S8 in FIG. 1 is corrected with the road gradient in step S9, so that the deceleration force more suitable for the driver (intended by the driver) is obtained. Can be obtained. That is, in the fifth embodiment, the content of step S9 in the above embodiment is changed (the operations in steps S1 to S8 are common).

[Step S9]
In step S9 of the fifth embodiment, the road gradient is measured or estimated by the road gradient measurement / estimation unit 118. Next, a gradient correction amount (deceleration acceleration) corresponding to the road gradient measured or estimated by the road gradient measurement / estimation unit 118 is obtained. Here, for example, the gradient correction amount is obtained in the same manner as in the fourth embodiment.

And the target deceleration G after correction | amendment is calculated | required by the following formula | equation.
Target deceleration G after correction = target deceleration G obtained in step S8 + gradient correction amount

  According to the above correction, the target deceleration G is corrected to a large value on a downward gradient such as a downhill, and the target deceleration G is corrected to a small value on an upward gradient. In step S9, the control circuit 130 performs deceleration control based on the corrected target deceleration G.

  According to the fifth embodiment, by correcting the target deceleration G according to the slope of the road on which the vehicle travels, a deceleration force that is more suitable for the driver's sense (according to the driver's intention) is obtained. Can do.

(Sixth embodiment)
Next, a vehicle deceleration control apparatus according to a sixth embodiment will be described.
The vehicle deceleration control apparatus according to the sixth embodiment is an apparatus that performs corner control in accordance with the driving skill estimated by the driving skill estimation apparatus. In the sixth embodiment, description of parts common to the above embodiment will be omitted, and only characteristic parts will be described.

  In the sixth embodiment, in step S6 of FIG. 1, the maximum lateral G calculated as described above is corrected with the road surface μ. That is, in the sixth embodiment, the content of step S6 in the above embodiment is changed (the operations of steps S1 to S5 and steps S7 to S9 are common).

[Step S6]
In step S6 of the sixth embodiment, based on the road surface μ detected or estimated by the road surface μ detection / estimation unit 112, the maximum lateral G obtained by the method of the first embodiment (FIGS. 9 and 10) is calculated. to correct. Based on a map as shown in FIG. 16, a coefficient corresponding to the road surface μ detected or estimated by the road surface μ detection / estimation unit 112 is calculated. The maximum lateral G is corrected by taking the product of the coefficient and the maximum lateral G obtained by the method of the first embodiment.

  As shown in FIG. 16, as the road surface μ is smaller (the road surface is more slippery), the maximum lateral G is corrected to be a smaller value. According to the sixth embodiment, it is possible to obtain a deceleration force more suitable for the driver's sense (intended by the driver).

  In addition, the deceleration control (brake control) in each of the above embodiments is a braking device that generates braking force on the vehicle, such as a regenerative brake or an exhaust brake by an MG device provided in the power train system, instead of the brake. It is also possible to use it. Further, in the above description, the deceleration indicating the amount that the vehicle should decelerate has been described using the deceleration acceleration (G), but it is also possible to control based on the deceleration torque.

It is a flowchart which shows operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a schematic block diagram of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. 1 is a skeleton diagram illustrating an automatic transmission according to a first embodiment of a vehicle deceleration control device of the present invention. It is a figure which shows the action | operation table | surface of the automatic transmission of FIG. It is a graph which shows the accelerator OFF timing with respect to a driving skill. It is a figure for demonstrating the vehicle speed before the corner approach and deceleration G in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is another figure for demonstrating the deceleration G before the corner approach in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the state which the object is rotating on the circumference. It is a map which estimates the driving skill in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a map which calculates | requires the maximum lateral G in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a map which calculates | requires the vehicle speed and after-deceleration for every gear stage in 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure for demonstrating the gear stage target deceleration in 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the gear stage corresponding to a vehicle speed and deceleration in 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is one driving skill discrimination | determination table used in 3rd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is the other driving skill discrimination table used in 3rd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a map for correct | amending the distance to a corner with respect to the corner R which can be used in 3rd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is the map which defined the coefficient corresponding to the road surface (micro | micron | mu) in 6th Embodiment of the deceleration control apparatus of the vehicle of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 95 Navigation system apparatus 112 Road surface micro | micron | mu. Detection / estimation part 114 Throttle opening degree sensor 116 Engine speed sensor 118 Road gradient measurement / estimation part 119 Driving skill estimation part 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM
200 Brake device 230 Brake control circuit 401 Vehicle speed 402 Deceleration G
501 Corner 502 Entrance L ₀ Distance to corner L1 Brake braking force signal line SG1 Brake braking force signal SG2 Brake control signal

Claims (8)

A driving skill estimation device for estimating a driving skill of a vehicle driver,
Means for detecting a curve ahead of the vehicle;
Means for detecting an approach speed of the vehicle with respect to the curve;
Means for detecting the driver's intention to decelerate;
Means for detecting a distance to the curve of the vehicle when the driver's intention to decelerate is recognized,
The driving skill estimating device, wherein the driving skill of the driver is estimated based on the approach speed and the distance. In the driving skill estimation device according to claim 1,
When the approach speed is high or the distance is small, the driving skill is estimated to be high. In the driving skill estimation device according to claim 1 or 2,
Furthermore, the driving skill is estimated based on the radius or curvature of the curve. In the driving skill estimation device according to any one of claims 1 to 3,
Furthermore, the driving skill estimation device is characterized in that the driving skill is estimated based on a road state on which the vehicle travels. In the driving skill estimation device according to any one of claims 1 to 4,
The driving skill estimation device is characterized in that the driving skill is estimated for each curve. In the driving skill estimation device according to any one of claims 1 to 5,
The driver's intention to decelerate is detected by an operation of turning off the accelerator of the vehicle or an operation of turning on the brake of the vehicle. A target deceleration related to travel of the curve by the driver is obtained based on the driving skill estimated by the driving skill estimation device according to any one of claims 1 to 6, and the target deceleration is determined by the vehicle. A vehicle deceleration control device characterized by performing deceleration control so as to act on the vehicle. The vehicle deceleration control device according to claim 7, wherein
The target deceleration is further determined based on a road condition on which the vehicle is traveling.

Images