JP2003051096A - Server, method and program for supporting traveling - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a traveling characteristic that matches user's preference, a living environment, how to drive a car, etc. SOLUTION: A server for supporting traveling that provides a vehicle side with information related to a particular region has a receiving means for receiving environmental data obtained in such a manner that a plurality of users travel the particular region, a data storing means for storing the environmental data, and a detour information providing means for estimating a detour from a route with high use frequency by its local residents on the basis of environmental data of the users being the particular local residents among the stored environmental data and providing a requesting user with information about the detour.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving support server, a driving support method, and a driving support program. The present invention relates to a travel support server, a travel support method, and a travel support program that can be provided.

[0002]

2. Description of the Related Art In automobiles, a control gain of driving characteristics is set for everyone so that a certain degree of satisfaction can be obtained regardless of which driver drives in any area in any environment. It is common to have However, in order to enable driving that suits the taste of each driver, power mode and normal mode, or in a vehicle equipped with active suspension, control mode, hard mode or soft mode, in a four-wheel steering vehicle, sports There is also known an automobile provided with a manual switch so that only specific control gains such as mode and normal mode can be selected. However, in this way, in the case of a car for which the control gain of the driving characteristics is set for everyone, or a car in which only a specific control gain can be selected by operating the manual switch, all drivers It is impossible to give satisfaction to.

Therefore, a learning-controlled vehicle designed to give a greater satisfaction to the driver by learning the driving characteristics of the driver, feeding them back, and changing the control gain of the running characteristics has been proposed. There is. For example, in Japanese Patent Laid-Open No. 5-155276, change control is performed to learn a driver's operation situation, environment, etc., and change a control gain of a running characteristic to be suitable for driver's usage. A learning-controlled vehicle that gives is proposed.

[0004]

However, in the learning-controlled automobile that has been proposed in the past, in order to obtain the characteristics desired by the driver, the driver's operating condition and environment are learned, and the learning data and environment data are used as learning data. Based on this, the control gain of the control device is changed. However, since all the learning data and the environmental data are stored in the vehicle, a large storage capacity is required, which is not preferable. Further, since only learning data and environment data obtained from the own vehicle can be used, there is a problem that sufficient learning cannot be performed to obtain an optimum control gain.
Further, there is also a problem that the environmental characteristics in the area where the own vehicle is not traveling cannot be obtained, so that the traveling characteristics in such an area cannot be optimized. For this reason, if you can share the learning data and environmental data obtained by driving other vehicles besides your own and use them as your own data, you can set more optimal control gain. Therefore, more preferable running characteristics can be obtained. However, at present, such a problem does not exist, and further, no specific proposal has been made to solve such a problem.

As described above, the present invention has been made to solve a completely new problem of sharing environmental data among a plurality of users and utilizing this data as their own data. An object of the present invention is to provide a travel support server, a travel support method, and a travel support program for obtaining travel characteristics that match a user's taste, living environment, running style, and the like. Further, the present invention provides a travel support server, a travel support method, and a travel support program that enable safe and comfortable travel by sharing environmental data of a plurality of users. Is intended.

[0006]

In order to achieve the above object, the present invention is a driving support server for providing information on a specific area to a vehicle, wherein a plurality of users travel in the specific area. Based on the environmental data of the user who is a resident of this specific area among the environmental data obtained by receiving means for receiving the environmental data, the data accumulating means for accumulating this environmental data, and the accumulated environmental data, It is characterized by having a detour information providing means for estimating a detour from a route that is frequently used by the local residents and providing information about this detour to the user who made the request.

The present invention preferably further determines, from the accumulated environmental data, the facilities and destinations that are frequently used by local residents, based on the environmental data of users who are residents of the specific area. Then, it has a facility information providing means for providing the user with information on these facilities and destinations. The present invention preferably further comprises traveling vehicle speed providing means for obtaining an average traveling vehicle speed on a specific road from the environmental data and providing the user with information regarding the average traveling vehicle speed.

In the present invention, preferably, the traveling vehicle speed providing means corrects the information on the average traveling vehicle speed so as to match the characteristics of the vehicle of the user. The present invention preferably further comprises front information providing means for providing the user with environmental data regarding an area located in front of a preset traveling path of the user's vehicle. In the present invention, preferably, the environmental data includes road surface μ information.

The present invention is a driving support method in which a driving support server provides information on a specific area to a vehicle, and receives environmental data obtained by a plurality of users driving in a specific area. From the receiving process, the data accumulation process that accumulates this environmental data, and the environmental data of the user who is a resident of this specific area among the accumulated environmental data, And a bypass route information providing step of estimating a bypass route and providing information regarding this bypass route to a user who has made a request.

The present invention is a driving support program for a computer of a server in which a driving support server provides information on a specific area to a vehicle side. Receive the obtained environmental data, accumulate this environmental data, and based on the environmental data of the user who is a resident of this specific area in this accumulated environmental data, from the route that is frequently used by that local resident This is for controlling the computer of the server so as to estimate the detour and provide the user who requested the detour with the information about the detour.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. FIG. 1 is an overall configuration diagram showing a vehicle control gain changing system to which the present invention is applied. As shown in FIG. 1, a vehicle control gain changing system 100 includes an information center 102 which is a vehicle control gain changing server.
A large number of users (drivers) 106 who are members of the information center 102, which will be described later, are connected to 02 via a network 104 such as the Internet. Here, the user 106 includes a central control unit 50, which is an in-vehicle computer, a home personal computer (home PC) 110, a mobile phone (not shown) and a personal digital assistant PDA (not shown) owned by the user 106. Etc. are included.

Further, the information center 102 is connected with a car maker 116, a car dealer 118, a rental car dealer 120, etc. via a network 104. Further, the network 4 is connected to a traffic information center 122 which provides traffic information such as traffic regulation information and traffic congestion information.
Can easily obtain traffic information via the network 4.

The information center 102 is composed of a host computer (not shown) and a database (not shown) for storing various data described later. The database of the information center 102 includes a "driving support /
Various data such as learning data and environmental data (see FIG. 8) for fulfilling the “custom-made control contract” are stored.
In order to provide the user (member) with various kinds of information defined in (see reference), map information, advertisement information, music information, VIDE
O information, a vehicle abnormality check program, a regular inspection / consumable part notification program, etc. are also stored together.

FIG. 2 is a block diagram of a learning control vehicle (sometimes referred to herein simply as "vehicle" or "vehicle") to which the preferred embodiment of the present invention is applied. As shown in FIG. 2, the learning control vehicle 1
A gear ratio control device that controls an engine control device 3 that controls the intake amount, ignition timing, fuel injection amount, etc. of the engine 2, and a gear ratio changing device 6 that changes the ratio of the steering angle of the front wheels 5 to the steering angle of the steering wheel 4. 7, power steering control device 9 for controlling power steering device 8, active suspension device 1 for front wheels 5 and rear wheels 10
1, an active suspension control device 12 for controlling
After steering the anti-lock braking control device 14 that controls the brakes 13 on the front wheels 5 and the rear wheels 10, the traction control device 15 that controls the brakes 13 on the engine 2 and the front wheels 5 and the rear wheels 10, and the rear wheels 10. Four-wheel steering control device 17 for controlling the wheel steering device 16
Is equipped with. In FIG. 2, reference numeral 18 is a position detection sensor for detecting the position of the automobile 1 by receiving signals and geomagnetic signals from space satellites, sign posts, etc. (not shown), and 19 is the position of the automobile 1 on the basis of a map or the like. Is a display device for displaying.

Further, the learning-controlled automobile 1 is equipped with a web camera 124 in front of its interior, and the web camera 124 is capable of always photographing the scenery in front. Also, this web camera 124
Is a storage device (HDD) for storing captured images
It is possible to update the image data of the image taken every predetermined time (for example, 10 minutes).

FIG. 3 is a block diagram of an operation system, a detection system and a control system of the learning control automobile 1. As shown in FIG. 3, the operation system of the learning control vehicle 1 includes a steering wheel 4, an accelerator pedal 30, and a brake pedal 3.
1, a clutch pedal 32, a shift lever 33, a manual switch 34 operated by a driver to change the control gain of a predetermined control device, and a RAM 5 described later.
2, erasing switches 35a and 35b for erasing the rewritable program or data stored in the memory 2. The erasing switch 35a is for erasing the information on the geographical factors stored in the RAM, that is, the information regarding the learning programs C1 to C3 described later, and the erasing switch 35b is the information on the factors caused by the driver operation. That is, it is for erasing information about learning programs D1 to D7 described later.

The erasing switches 35a and 35b are provided because, for example, when an automobile is sold, the driver is different, and it is necessary to erase the program or data stored in the RAM 52. is there. The erase switches 35a and 35b may be provided so that only the dealer or the maker can operate them, or they can be provided so that they can be operated by a driver. In this case, the geographical factor (environmental data) does not always change even if the driver changes, so information about the driver's operation (learning data) and information about the geographical factor (environmental data) are independent. It is what we are going to handle.

The learning control vehicle 1 has a detection system which includes a position detection sensor 18, a clock 40, a totalizer 41 for accumulating mileage, a calendar 42, a vehicle speed sensor 43 for detecting a vehicle speed V of the vehicle 1, and a yaw rate of the vehicle 1. A yaw rate sensor 44 that detects Y, an acceleration sensor 45 that detects the acceleration α of the automobile 1, a lateral acceleration sensor 46 that detects a lateral acceleration GL that is applied laterally to the automobile, and a vertical acceleration GV that is vertically applied below the spring of the automobile. The vertical acceleration sensor 47 for detection and the IC card are read, the owner driver,
Driver identification means 48, which is an IC card reading means for identifying whether or not the driver is a particular driver such as the family, and a web camera for photographing the above-mentioned scenery in front of the vehicle and storing the image as image data. It is equipped with 124. The driver identification means 48 is an IC
Instead of reading the card, it is judged whether it is the owner driver or other specific driver by the possession of the driver such as a dedicated key, license, clock with transmitter,
It may be configured to output a driver signal. Although not shown, the engine controller 3, the gear ratio controller 7, the power steering controller 9, the active suspension controller 12, the anti-lock braking controller 14, the traction controller 15 and the four wheels. Each of the steering control devices 17 has a timer built therein. Further, as described above, the display device 19 for displaying various information and guiding the driver is provided.

Further, the control system of the learning-controlled automobile 1 has a central control unit 50, a ROM 51 storing a predetermined program, a RAM 52 storing a rewritable program, and a detection signal detected by the position detection sensor 18. A position calculation computer unit 53 for calculating the position of the automobile 1, an engine control unit 3, a gear ratio control unit 7, a power steering control unit 9, an active suspension control unit 12, an anti-lock braking control unit 14, a traction・ Control device 15
And a four-wheel steering control device 17.

The central control unit 50 includes a ROM 51, R
The program or data stored in the AM 52 can be accessed, and the central control unit 50 includes a steering wheel 4, an accelerator pedal 30, a brake pedal 31, a clutch pedal 32, a shift lever 33, a manual switch 34 and an erasing switch 35a. Three
Operation signal from 5b, position detection sensor 18, clock 40, totalizer 41, calendar 42, vehicle speed sensor 4
3, the yaw rate sensor 44, the acceleration sensor 45, the lateral acceleration sensor 46, the vertical acceleration sensor 47, and the identification signal from the driver identification means 48 are input, respectively, and the central control unit 50 causes the engine control device 3, Gear ratio control device 7, power steering control device 9, active suspension control device 12, anti-lock braking control device 14, traction control device 15 and four-wheel steering control device 17
In addition, a control signal is output respectively.

The manual switch 34 includes an engine control unit 3, a gear ratio control unit 7, a power steering control unit 9, an active suspension control unit 12, an anti-lock braking control unit 14, a traction control unit 15 and four wheels. The control gain of the steering control device 17 can be changed according to the driver's preference.

The learning control vehicle 1 further includes a transmission / reception device 126 that transmits and receives various information to and from the information center 102 via the network 104 described above.

In a normal traveling state, the central control unit 5
At 0, the control gain is determined, and each control device is driven according to the determined control gain. In performing the learning control, the centralized control unit 50 accesses the ROM and the RAM to determine the control gain using a necessary program, and also determines the learning value to update the information in the RAM, and each control device. 3, 7, 9, 12, 1
Drive 4, 15 and 17.

Further, as will be described later, the automobile 1 can determine the control gain by acquiring the learning data and the environmental data of other users from the information center 102 and using those data. Moreover, it is also possible to receive the control gain generated by the information center 102 and change the control gain of the control device by the control gain.

FIG. 4 is a schematic front view showing an example of the instrument panel 36 provided with the manual switch 34, and 37 is an indicator.

Next, the ROM 51 and the RAM 5 of the automobile 1
Various programs stored in 2 will be described. It should be noted that these various programs are also stored in the database of the information center 102 (see FIG. 8).
02 is also used in the same manner. First, R
The OM51 includes a setting program A1 used when traveling in an urban area, a setting program A2 used when traveling in an urban area, a setting program A3 used when traveling in an outlying area, and when traveling on a mountain road. A setting program A4 used for driving on a highway, a setting program A6 used for driving on a road having a road surface friction coefficient of a predetermined value or less, and a lateral acceleration GL having a predetermined value, For example, a setting program A7 used in a traveling state where importance is attached to traveling stability exceeding 0.5 G is stored.

The setting program A stored in the ROM 51 is stored in the RAM 52 when the automobile 1 is used for the first time or immediately after the erasing switch 35 is operated.
Although 1 to A5 are stored as they are, these setting programs A1 to A5 are set by the correction programs E5 to E7, which will be described later, when a specific driver such as the owner driver or his family drives the automobile 1. It is corrected to become standard programs B1 to B5 described later.

Setting program A stored in ROM 51
1 to A5 are stored in the RAM 52 especially when a driver other than a specific driver such as the owner driver or his family drives the vehicle 1, or even when a specific driver drives. It is used only when the user desires to use the setting programs A1 to A5 stored in the ROM 51 and does not use an IC card or the like indicating a specific driver, instead of the standard programs B1 to B5 described later. According to the navigation signal (vehicle position signal) generated and input by the position calculating computer unit 53 based on the signal from the detection sensor 18, the centralized control unit 50 causes the centralized control unit 50 to move to a position where the automobile 1 is traveling, that is, a region. Is determined, and based on the determination result, the setting program Either 1 to the A5 is selectively used. When the automobile 1 is used for the first time or immediately after the erasing switches 35a and 35b are operated, the setting program A stored in the ROM 51 is stored.
Since 1 to A5 are stored in the RAM 52 as they are, the setting programs A1 to A5 are actually used even when a specific driver drives.

On the other hand, the setting programs A6 and A7 are
Initially, the setting programs A1 to A5 stored in the RAM 52 are corrected by the specific driver driving the automobile 1 and converted into standard programs B1 to B5 described later, and the specific driver is ,
When the vehicle 1 is driven, even when a specific driver drives in a specific area described later, when the vehicle travels on a road whose road surface friction coefficient is a predetermined value or less, and when the lateral acceleration GL is a predetermined value, for example, , In the running state where the running stability exceeding 0.5 G should be emphasized, it is forcibly selected and used instead of the standard programs B1 to B5 stored in the RAM 52, and the running stability is emphasized. This is to ensure that the desired running stability can be ensured when necessary.

Further, the setting program A1 stored in the ROM 51 is stored in the RAM 52 when the automobile 1 is first used or immediately after the erasing switch 35 is operated.
A5 to A5 are copied as they are, and the computer unit 5 for position calculation is based on the signal from the position detection sensor 18 as the specific driver drives the automobile 1.
The standard programs B1 to B for each region corrected according to the correction program described later according to the input navigation signal (vehicle position signal)
5 is stored. That is, the RAM 52 has a standard program B1 used when traveling in an urban area, a standard program B2 used when traveling in an urban area, a standard program B3 used when traveling in an outlying area, and a mountain road. Standard program B4 used when driving and standard program B5 used when driving on a highway
Are stored respectively, and when a specific driver such as the owner driver or his family drives the vehicle 1, the position calculation computer unit 53 generates and inputs the signals based on a signal from the position detection sensor 18. According to the navigation signal (vehicle position signal), the centralized control unit 50 determines the position where the automobile 1 is traveling, that is, the area, and based on the determination result, one of these is selected and used. It has become so.

The RAM 52 further includes a standard program B when the vehicle 1 is traveling in a specific area within a predetermined distance, for example, 20 km from a base point such as the home of the owner of the vehicle 1 or the location of the dealer.
Learning program C used in preference to 1 to B5
1 to C3 and D1 to D7 are stored.
The position detection sensor 1 determines whether or not the vehicle is traveling within a specific area.
Based on the signal from 8, the central control unit 50 is generated according to the navigation signal (vehicle position signal) generated by the position calculating computer unit 53 and input.
Is determined by.

Here, the learning programs C1 to C3
Is the topographical condition of each road in the specific area, for each unit section,
The learning program C1 detects the vibration state of the automobile 1 in accordance with the vertical acceleration GV input from the vertical acceleration sensor 47, and determines the road surface state of each road in the specific area for each unit section. The learning program C2 learns the bending state of each road in the specific area for each unit section, and the learning program C3 learns the inclination state of each road in the specific area for each unit section. , To learn.

On the other hand, the learning programs D1 to D7 are
The operation status of the vehicle 1 of the driver in the unit section of the road in the specific area is, for example, 9 o'clock to 12 o'clock, 12 o'clock to 15 o'clock by each day of the week and every predetermined time period.
The learning program D1 learns the average vehicle speed V for each unit section of the road in the specific area for each day of the week and for each time zone, as in time. The program D2 learns the place where the driver operates the brake pedal 31 in each unit section of the road in the specific area for each time zone, and the learning program D3.
Learns the steering state of the steering wheel 4 of the driver in each unit section of the road in the specific area by averaging for each unit section and learning by day of the week and time zone. The average yaw rate Y for each unit section is learned for each day of the week and for each time zone, and the learning program D5 determines the operation status of the accelerator pedal 30, the brake pedal 31, and the clutch pedal 32 in each unit section of the road in the specific area. , Learning by averaging for each unit section and by day of the week and by time zone, the learning program D6 averages the operation status of the shift lever 33 in each unit section of the road in the specific area for each unit section, Learning by day of the week and time of day, the learning program D7
The operation of the manual switch 34 in each unit section of the road in the specific area is learned by operation place, day of the week, and time of day.

Here, the unit sections are adjacent to each other, for example, every 1 km so that a part of the area overlaps with an adjacent unit section by 100 m, for example, or every 10 minutes. It is set so as to partially overlap with the unit section in terms of time, for example, every one minute. In these learning programs C1 to C3, the same unit section, the same day of the week, the same time zone, the car 1 a predetermined number of times,
For example, when the vehicle travels 10 times or 50 times, the average value of the topographical conditions detected up to that time is calculated, an initial program is created and stored in the RAM 52, and the learning programs D1 and D3 are stored. Through D6, the same unit section, the same day of the week, the same time zone, the car 1
When the vehicle travels a predetermined number of times, for example, 10 or 50 times, the average value of the operation conditions detected so far is calculated, an initial program is created and stored in the RAM 52, and the learning programs D2 and D7 are , Same day,
When the vehicle 1 travels the same unit section a predetermined number of times, for example, 10 times or 50 times, in the same time zone, the brake pedals 3 up to that time, which have been operated in the same place
1. Average the operation status of the manual switch 34,
An initial program is created and stored in the RAM 52. Here, when the operation of the brake pedal 31 and the manual switch 34 is performed within a predetermined distance, for example, within 5 m when operating the brake pedal 31, and when operating the manual switch 34, When it is done within 100 m, it is determined that it is done at the same place.

The standard program B is also stored in the RAM 52.
1 to B5, correction programs E1 to E7 for correcting the learning programs C1 to C3, D1 to D7. The correction program E1 forcibly applies a uniform correction to the standard programs B1 to B5 when the central control unit 50 determines that it is nighttime based on the signal from the clock 40. E
2, the central control unit 50 forcibly applies a uniform correction to the standard programs B1 to B5, the learning programs C1 to C3, and D1 to D7 when it is determined that there is congestion. The program E3 is based on an operation signal of a wiper (not shown) or the like, and when the central control unit 50 determines that the weather condition is raining or snowing, the standard programs B1 to B5 and the learning programs C1 to C3 and D1 to D3. The correction program E4 forcibly applies a uniform correction to D7, and the centralized control unit 50 determines that the continuous running time exceeds the predetermined time based on the signal from the integrator 41. Sometimes the standard programs B1 to B5 and the learning programs C1 to C
3 and D1 to D7 are forcibly and uniformly corrected. These correction programs E1 to E4 are created experimentally or theoretically in advance and stored in the RAM 52.

On the other hand, in the correction program E5, based on the operation signals of the steering wheel 4, the accelerator pedal 30, and the brake pedal 31, the central control unit 50 causes the steering speed of the steering wheel 4, the operation speed of the accelerator pedal 30, and The magnitude of the operation speed of the brake pedal 31 is detected, the characteristic of the operation of a specific driver is determined, and the standard programs B1 to B5 are corrected.
Compared with the control data stored in 52, when the centralized control unit 50 determines that the traveling state of the automobile 1 is in an unstable direction for a predetermined amount or more, it depends on the degree of reduction in traveling stability. Standard programs B1 to B5 and learning programs C1 to C3 and D1 to D7
In addition, the correction program E7 is for correcting the standard programs B1 to B5 by the correction program E7 by the central control unit 50 detecting the operation status of the manual switch 34. Like the correction programs E1 to E4, the correction program E6 is created in advance experimentally or theoretically and stored in the RAM 52.
Reference numeral 5 denotes a steering speed of the steering wheel 4 when the vehicle travels a predetermined number of times, for example, 100 or 200 times, in the same area classified into an urban area, an urban area, an outlying area, a mountain road, and an expressway, and the accelerator pedal 30. The operation speed and the operation speed of the brake pedal 31 are averaged and created for each area and stored in the RAM 52. Further, the correction program E7 is stored in the same area, and the correction program E7 is performed a predetermined number of times, for example, 100 times or 200 times. Created by averaging the operation status of the manual switch 34 when running and running
It is adapted to be stored in the RAM 52.

The correction programs E1, E5 and E
7 is used only for correction of the standard programs B1 to B5. The learning programs C1 to C3 and D1 to D7 used in a specific area are provided for vehicles 1 by road, day of week and time of day. This is because the characteristics of the driver's operation when the vehicle is driven are created and corrected in consideration of the characteristics, and thus the corrections by the correction programs E1, E5, and E7 are not required.

In the learning programs C1 to C3, D1 to D7 and the correction programs E5 to E7, the detected data, for example, the vertical acceleration GV indicating vibration in the case of C1 and the lateral acceleration GL in the case of C2. , Is being remembered. Table 1 shows the control data of the setting programs A1 to A6 stored in the ROM 51 and the standard programs B1 to B5 stored in the RAM 52.
Of these, an example of a ratio of control data of the standard program B3 after the automobile 1 has traveled for a predetermined time is shown.

In Table 1, ACS is a ratio between the setting programs A1 to A6 of the control data of the active suspension controller 12 and the standard program B3, A
BS is the ratio between the setting programs A1 to A6 of the control data of the anti-lock braking controller 14 and the standard program B3, and VGR is the gear ratio controller 7
4WS is the ratio between the control data setting programs A1 to A6 and the standard program B3, 4WS is the ratio between the control data setting programs A1 to A6 and the standard program B3 of the four-wheel steering control device 17, and TRC is the traction The ratio between the control data setting programs A1 to A6 and the standard program B3 of the control device 15, EGC is the ratio between the control data setting programs A1 to A6 and the standard program B3 of the engine control device 3, and PSC is the power. An example of the ratio between the control data setting programs A1 to A6 and the standard program B3 of the steering control device 9 is shown respectively. These values are multiplied by a predetermined coefficient for each control device to obtain control data for each control device. Here, in ACS, 1 is the control data that makes the suspension the softest and 5 the hardest,
For ABS, 1 is the most difficult to apply braking, 5 is the most effective braking, and 1 is for VGR.
Is the control data with the largest gear ratio, 5 is the smallest gear ratio, and in 4WS, 1 is the control data in which the rear wheels are steered in the most in-phase direction and 5 is the most in the opposite phase direction. 1 has the smallest slip and 5
Is the control data that the slip is the largest and the power is increased. In the EGC, 1 is the best fuel efficiency and 5
Is the control data that gives the largest power
In C, 1 corresponds to the control data that requires the greatest force to steer the steering wheel 4 with the smallest force, and 5 corresponds to the control data that requires the greatest force to steer the steering wheel 4.

The setting of the control data in these setting programs A1 to A7 is merely an example, and it is determined by what kind of vehicle characteristics the automobile 1 can have when it is possible to satisfy more drivers. Needless to say, it can be changed. A in Table 1
To explain the concept of control data setting in the example of CS, traffic congestion is likely to occur in A1 which is a setting program for urban driving, and therefore starting and stopping are often repeated. To prevent the suspension from becoming very hard,
The control data ratio is set to 4, and in A2, which is the setting program for urban driving, the vehicle speed V is higher than in urban areas, but it is not so high, and therefore the driving stability is almost constant. The control data ratio is set to 1 so that the suspension will be softest, giving priority to the ride comfort without any problem. The control data ratio is set to 2 so that the suspension becomes soft in consideration of the running stability, and the setting program for mountain road running is A4 and the setting program for highway running is A5. As the vehicle speed V becomes higher, the ratio of control data in each of these becomes gradually harder so that the suspension becomes harder. , It is set to 3 and 4. Further, in the setting program A6 for traveling on a road having a low road friction coefficient, the suspension is softest so that the behavior of the vehicle is as gentle as possible.
The ratio of the control data is set to 1, and the lateral acceleration GL exceeds 0.5 G, for example, in the setting program A7 for a traveling state where traveling stability should be a problem.
The ratio of the control data is set to 5 so that the suspension is the hardest.

In Table 1, a standard program B3 for out-of-town driving shown as an example of the standard programs B1 to B5 shows an example in which the setting program A3 is corrected when a specific driver is driving carefully. All of the control data ratios of the setting program A3 are corrected to values suitable for careful driving.
Table 2 shows how the control data of the learning programs C1 to C3 are corrected according to the topographical condition of each road in the specific area, and Table 3 shows the learning programs D1 and D3.
How the control data Nos. 3 to D6 are corrected according to the operating condition of the driver's vehicle 1 for each unit section of the road in the specific area, and the learning programs D2 and D7 are It shows how each position in each unit section is corrected according to the operation status of the driver's automobile 1, and Table 4 shows the standard programs B1 by the correction programs E1 to E7. To B5, learning programs C1 to C3, and learning programs D1 to D7 are shown to be corrected.

The corrections based on the operating conditions in Tables 2, 3 and 4 are made based on the maps stored in advance. In Tables 2 and 3, “large” means that the ratio value of the control data is largely corrected,
"Small" means that the ratio value of the control data is largely corrected.

On the other hand, as will be described later, the information center 102 obtains learning data learned by each user from a large number of users (members) 106 and the region of the region obtained by the user's vehicle traveling in a specific region. Since environmental data is collected and stored in the storage device (see FIG. 8), users (members) can share these data with each other by concluding a paid “information center contract” in advance. You can do it. That is, the user is the information center 10
It is possible to obtain the learning data and the environmental data of a plurality of users from 2 to change the control gain of the vehicle control device to a suitable value, and the information center 102 sets the control gain from these data. It is also possible to obtain the control gain set at this information center (see "Running support / control order made contract" described later).

This "information center contract" is, in principle,
It is done in writing when you purchase a vehicle from your dealer. However, the present invention is not limited to this, and when the vehicle is purchased, the central control unit 50 itself can
A contract may be made with the information center 102, or after the purchase of the vehicle, a contract may be made with the personal computer 110 or the like at home via the network 104.

FIG. 5 shows an example of the "information center contract", and the contract contents will be specifically described below with reference to FIG. This "information center contract" is roughly divided into (1) navigation contract (NAVI contract)
And (7) music distribution contract or (7) driving support / control order made contract. First, the navigation contract (NAVI contract) will be described. This navigation contract is a basic contract for the distribution of "map information" to mobile navigation devices and an optional "advertising information".
And the delivery of. Basic equipment purchase cost 15
Includes 000 yen and 5000 yen per month, the amount of which varies depending on the selection of options described below.

Next, when making an option contract, various kinds of information described below can be selected, and the monthly amount of 5000 yen fluctuates. That is, "advertising information distribution permission" is contracted, "restaurant advertising distribution contract", "cardilla advertising distribution contract", "department store advertising distribution contract", "sports shop advertising distribution contract", "home appliances & PC shop advertising distribution contract" , "Leisure Facility Distribution Contract" and "Accommodation Facility Distribution Contract", and select
If you sign a "restaurant advertisement distribution contract", the monthly contract fee of 5000 yen will be reduced by 500 yen. When contracting for other items, similarly, the amount of money shown in FIG. 3 is reduced.

Next, when these option contracts are made and full-time distribution is carried out, the basic contract monthly amount including the reduction due to the options remains unchanged.
If you sign up for delivery only on "Saturday / Sunday / Holiday", the monthly amount of the basic contract will be increased by 35%. Also, when the time zone is designated (from 10:00 to 17:00), the amount is likewise increased by 10%. Regarding the advertisement information distribution method, when "icon & message display" is performed, the monthly amount of the basic contract including the reduction by option is left unchanged, and when "superimpose display when approaching" is performed, If the contract monthly amount is reduced by 5% and "navigation device startup advertisement display" is performed, the contract amount is also reduced by 5%.
When "display & voice display" is performed, the monthly amount of the basic contract is reduced by 10%.

Furthermore, when making an advertisement information distribution contract,
If you contract to use the navigation device for 10 hours or more per week, the above-mentioned monthly fee of 5000 yen will be reduced to half, 2500 yen. As a result, the contractor (driver) actively views the advertisement information.
However, if the navigation device is not used for 10 hours or more per week, the penalty (100 yen /
As one hour, the reduced monthly amount (2,500 yen) is increased by an amount equivalent to the time less than 10 hours. In this way, by making a navigation contract, the device (including the display device 19)
The cost (15000 yen described above) can be suppressed to a considerably low amount, and furthermore, the information center 2 receives a contract fee corresponding to the number of contracts every month, so that the operating fund of the information center can be secured.

Regarding the distribution of the advertisement information, each contractor (user) can select the type of advertisement to be distributed according to his / her preference and necessity, so that unnecessary advertisement is displayed on the display. Never. Further, since only the required advertisement is delivered, the driver can effectively use this advertisement information and can reduce the monthly fee of the navigation contract. In this regard, the information center 2 will reduce the contract fee with each contractor (user) if each contractor selects the option, but in response to this, the advertisement requester (company) will make an advertisement. Since the fee can be collected, the total amount will increase,
From this point, working capital can be effectively secured.

Although the monthly fee is increased depending on the delivery receiving time, the contractor (user) can use the mobile navigation device 18 in conformity with his / her lifestyle even if the fee is slightly increased. On the other hand, for the information center 2, in the case of full-time distribution, the advertisement fee from the advertisement client is increased by that amount, and in the case of distribution only on a limited day or time, the advertisement fee is reduced. However, since the monthly income of each contractor is increased, it is possible to secure a preferable total income.

Furthermore, when making an advertisement information distribution contract, "1
If you use a navigation device for more than a predetermined time (10 hours) per week, "the monthly fee has been significantly reduced.
The driver will actively look at the advertising information. Furthermore, if the navigation device is not used for a predetermined time (10 hours) or more per week, a penalty will be imposed on each contractor, which will increase the monthly amount paid by the contractor and the advertisement requester. However, it is possible to request a relatively high advertising fee on the assumption that it is used for a predetermined time (10 hours) or more per week.

Next, (1) navigation contract (NAVI
Explain contract details other than (contract). There are "music distribution contract", "VIDEO distribution contract", "Internet & mail contract", "vehicle abnormality check contract", "regular inspection / consumable parts notification contract", and "running support / control order made contract". Contracts can be made appropriately according to the tastes and needs of people. In this case, in addition to the monthly fee of 5000 yen for the above-mentioned navigation contract (which may vary depending on the option contract), an individual monthly contract fee is charged. The contents of these contract contents are stored in the database of the information center 2 described above. Each contractor (driver) pays a contract fee, but can enjoy various contents according to his / her preference and need. In addition, the information center 2 can further secure operating funds more effectively with these contract fees as income.

Next, the contents of the "driving support / control order made contract" will be described in detail with reference to FIGS. First, as shown in FIG. 5, when this "running support / control order made contract" is contracted, the information center 1
From 02, running environment information (running speed, road surface condition, actual image, etc.) is provided, and further, the control characteristics are customized according to the environment and usage condition.
Further, in the case of a member who does not send the environmental data and the learning data to the information center 102 but wants to receive the environmental data or the learning data of other users, the monthly fee is 20.
It will be ¥ 00 (the most expensive). At this time, 20 yen must be paid each time data is received. Next, in the case of a user who transmits his / her own environmental data (obviously, receives data), the monthly fee is reduced to 1000 yen, and the transmission is free for 2 yen each time data is received. Furthermore, in the case of a member who sends his / her own environmental data and image data (video taken by a web camera), the cost is further reduced to 500 yen per month, and the transmission is free for 2 yen each time data is received. By setting the monthly amount in this way, it can be expected that the number of users who transmit environmental data and image data will increase, and as a result, the information center collects a large amount of environmental data to obtain more accurate and reliable environmental information. Is able to accumulate.

Next, FIG. 6 shows an example of the screen of the display device 19. This screen shows a state in which the centralized control unit 50 of the automobile 1 is connected to the information center 102 via the network 102. In addition,
The same screen is displayed when the home PC 110 or the like is connected to the information center 102. By selecting "Intelligent NAVI" on the screen in FIG. 6, the user 106
(Automobile 1, home PC 110, etc.) and information center 102
Is connected, and the performance of the “driving support / control order made contract” is disclosed.

FIG. 7 shows the user 106 (the centralized control unit 50 of the automobile 1, the home PC 110, etc.) and the information center 1 when the "driving support / control order made contract" is fulfilled.
It is a figure showing the content of the information transmitted and received between 02.
First, from the user 106 to the information center 102, “learning data” indicating the driver characteristics (operation status) of the user obtained by the user operating the automobile, obtained by the user traveling in a specific area. "Environmental data"
(Including image data) is transmitted. Here, when transmitting these "learning data" and "environmental data",
The "vehicle position" and "time" of these data are also transmitted together. When requesting the necessary information described later to the information center 102, an "information request" is transmitted.

Here, from the user 106 to the information center 10
2, such "learning data" and "environmental data" are transmitted in real time. In addition, the transmission timing may be other than the above, such as when the vehicle is stopped, when the engine is started, when the engine is turned off, when the user gives an instruction, or every predetermined time.

Next, the information center 102 determines that the user 106
Depending on the information request from the "Image data" and "Control gain (position / time)"
Etc. are to be transmitted.

Next, the contents of data stored in the database of the information center 102 will be described with reference to FIG. First, the information center 102 includes a first database 130, a second database 132, a third database 134, and a fourth database 136.

The first database 130 includes various programs for learning control stored in the ROM 51 and the RAM 21 of the automobile 1 described above, that is, the setting programs A1 to A1.
A7, standard programs B1 to B5, learning program C1
To C3, learning programs D1 to D7, correction program E
1 to E7 and other programs (for providing other services under contract) are stored. Since the information center 102 stores various programs for learning control which are the same as those stored in the automobile 1,
The information center 102 itself can generate a control gain and the like by using the environmental data and the learning data obtained from the user.

The second database 132 is environmental data, and is stored by the collected area (position) and time. This environmental data is common to all members and can be freely viewed by all members (users). Specifically, the environmental data is, as "driving environment data", "vehicle speed range", "congestion information", "traffic regulation information", "traffic enforcement information", "weather & freezing snow information", and "fuel consumption information". , "Road surface information" includes "irregularity degree", "bending degree" and "gradient", and "calculation estimation information" includes "average vehicle speed", "average braking position" and "average control gain". , And further,
It includes data such as "temperature" and "image data". Since the information center 102 receives environmental data by region and by time from a large number of users (members) and accumulates these environmental data, the environmental data is sent to each user as described later. It is possible to provide various information based on.

The third database 134 stores learning data for each user. The learning data includes “vehicle data” and “user-specific data” owned by each user. In this “user-specific data”, the user operates the owned vehicle 1 to learn the operation status. The learning operation data obtained by the above is also included.
This user-specific learning data cannot be viewed by anyone other than the user, that is, unauthorized access by a third party is prohibited.
When the user wants to browse his / her own learning data, he / she can use this ID and password to access the information center 1
02 database 132 can be accessed. Specifically, the learning data includes "year data", "vehicle model", "model", "mileage", and "repair inspection history" as "vehicle data", and "sex data" as "user-specific data". , "Age", "address", "driving preference", "learning operation data (by position and time)", and "standard operation data".

The fourth database 136 stores average learning data and is data dedicated to the information center.
Members cannot browse in principle. This average learning data is mainly used when the information center 102 generates the control gain. Also, this data is
As will be described later, it is useful when the car maker 116 develops a vehicle.

This average learning data is obtained by classifying the learning data for each user into specific items (characteristics) and
It is obtained by calculating the average value for each. Items (characteristics) include "Vehicle type", "Gender", "Age",
It includes “by driving preference”, “by region”, “by time zone”, “by purpose of use (commuting, leisure)”, and the like. The reason why the items are divided into such items (characteristics) is that the driving method (operation status) of the user appears relatively remarkably for each of these items. As a result, even when the learning data of another user is used to set the control gain of a specific user (user who has made an information request), a traveling characteristic relatively suited to the preference of the specific user is obtained. Is able to.

Next, the information center 102 can provide various traveling assistance to the user by effectively utilizing the accumulated environmental data. Hereinafter, two modes of driving support will be described. A first mode of driving support is shown in FIG.
It is a mode shown in. In FIG. 9, the user obtains environmental data (especially, driving support data) of the information center by requesting information, and displays the driving support data on the display device 19 of the automobile.

In the screen shown in FIG. 9, the user selects "traffic jam & flow situation" and "traffic regulation situation". Therefore, the screen of the display device of FIG. 9 displays the current position 140 of the automobile, roads around the current position, accident traffic stop information, and traffic control information. Further, on the screen of FIG. 9, the average vehicle speed (for example, 10
km / h, 20 km / h, 30 km / h, 50 km /
h) is added so that the user (driver) can accurately understand the traffic situation on the road. Also, the user selects "weather & road condition", "road irregular condition", "fuel consumption condition", "all information" and "actual image" in addition to "traffic congestion & traffic condition" and "traffic regulation condition". However, these driving support data are available. By displaying such a screen on the display device, the user can use the latest environmental data (driving support data) obtained from the information center in real time, and can obtain accurate and quick driving support. Of.

The second mode of travel support provided to the user by the information center is as follows. The information center
The environmental data of the user is stored (stored) in the database 132, and the “address” of the user is further stored in the database 134. Therefore, in a specific area,
It is possible to determine whether or not the environmental data of the user belongs to the local residents. Therefore, the information center can recognize a frequently used route of the local resident from the environmental data of the user who is the local resident. Therefore, the information center estimates a route that is frequently used by the local residents as a detour and provides the information about this detour to the user who made the request (a user who is not a local resident).

In the conventional car navigation system, when setting the optimum route, the distance and the time were used as a reference, so that the driver was not always satisfied. Since we try to estimate the routes that are frequently used as detours,
Since a more objective detour can be set, the driver can be satisfied.

Similarly, the information center can determine facilities (restaurants) and destinations frequently used by local residents from environmental data of users who are local residents. Such facilities and destinations, which are frequently used by local residents, are likely to be recognized by local residents as famous stores and famous places. Therefore, the information about such facilities and destinations is provided to the user who made the request (user who is not a local resident).

In the conventional car navigation device, for example, if restaurant information is requested, addresses and positions of many restaurants are only displayed, and the user (driver) selects which restaurant is preferable from these restaurants. There is a problem that it cannot be used effectively because it cannot be determined. However, in the present embodiment, the driver (user) can be satisfied because the driver (user) is provided with the information about the facility and the destination that are frequently used by local residents. Note that such detour information and facility destination information is generally requested by a user who is not a resident of the area, but when the user has recently moved to that area. , Who are locals, may request such information.

Further, the information center obtains the average traveling vehicle speed of a specific road, particularly the average traveling vehicle speed of a curve, and provides the information on the average traveling vehicle speed to the requesting user. In this case, the user (driver) can drive by recognizing the average vehicle speed of the curve, so that the safety is improved. Here, the information center corrects the information on the average traveling vehicle speed so as to match the characteristics of the vehicle of the user. Specifically, it is a correction based on the difference in the number of passengers of the automobile driven by the user and a correction between vehicle types.

The information center can also provide the user who has made a request with environmental data regarding an area located in front of a preset traveling path of the user's vehicle. Here, the provided environmental data is stored in the database 132,
It is data including vehicle speed information, traffic jam information, traffic regulation information, weather & frozen snow information (including road surface μ information), and the like.

Next, a method of generating the control gain will be described with reference to FIGS. In the present embodiment, when the control gain of the vehicle is set by learning, the following 3
One mode, that is, the first mode in which the vehicle sets the control gain based on the environmental data and the learning data acquired by itself (see FIG. 10), it is necessary to generate the control gain from the environmental data and the learning data accumulated by the information center. The second mode (see FIG. 11) in which the vehicle side obtains such data from the information center and the vehicle side generates the control gain based on this data, and the control gain is generated from the environmental data and the learning data held by the information center. It is a third aspect (FIG. 12) of providing the control gain to the vehicle side.

As shown in FIG. 10, in the first mode, first, on the vehicle side, learning data and environmental data are acquired, and these learning data and environmental data are stored and stored in the RAM 52 and the information center is also stored. Send to (server).
The information center can utilize this received data for other users. Next, on the vehicle side, a control gain is generated from the learning data and the environmental data stored by itself, and the current control gain value is changed to the generated control gain. The first mode is a specific area within a predetermined distance, for example, within 20 km from a base point such as a home of a car user (owner), a location of a car dealer, a sales office of a rental car, a sales base of a sales car (frequency of use). It is preferred to be adopted in high areas. Such areas are
Since the user travels very frequently, he / she can acquire sufficient environmental data and learning data by himself. Furthermore, since he / she uses only his / her own data, his / her driving characteristics are very suitable to his / her taste. Can be obtained.

As shown in FIG. 11, in the second mode, first, the vehicle side acquires the learning data and the environmental data, and transmits these learning data and the environmental data to the information center (server). At this time, on the vehicle side, these learning data and environmental data may be stored in the RAM 52 and stored, or only the learning data may be stored (environmental data is stored on the vehicle side. Absent).
The information center stores the learning data and the environmental data. Next, when the information center receives an information request (request signal) from the vehicle side, it extracts the data necessary for generating the control gain (control gain generation data) from the accumulated environmental data and learning data. The vehicle side receives the control gain generation data.

Here, on the vehicle side, in order to confirm whether or not the received control gain generation data is the requested original data, the received control gain generation data is directly transferred to the information center as a matching check signal. Then, the information center confirms whether this data is correct data, and if it is correct, transmits a confirmation signal to the vehicle side, and the vehicle side receives this confirmation signal. In this way, the consistency check of the control gain generation data received on the vehicle side is completed. Next, on the vehicle side, a control gain is generated based on the control gain generation data that has been received and whose matching has been confirmed. At this time, on the vehicle side, the received control gain generation data is data of another user, and thus the control gain generation data may be corrected to obtain the control gain, if necessary, or The control gain generated from the control gain generation data may be corrected. If there is correction, this correction data is sent to the information center, and the information center stores the received correction data,
It may be reflected in the future.

In the second mode, since the control gain is generated on the vehicle side, the burden on the information center is reduced. Further, in this aspect, it is preferable to use average learning data in the above-mentioned items (classifications) of a plurality of other users as the control gain generation data. In this case, the user who generates the gain and the other user who has provided the learning data are the same or similar in vehicle type, driving preference, sex, age, etc. Therefore, the user can obtain relatively suitable data. It is possible to obtain the control gain (running characteristic) that matches the user's preference.
Further, as the control gain generation data, instead of using the average learning data, the personal data of another user (user-specific learning data 134) having similar characteristics may be used as it is or by performing necessary correction. You can

As shown in FIG. 12, in the third mode, the information center generates a control gain from the environmental data and learning data possessed by itself, and provides the control gain to the vehicle side. The consistency check is the same as in the second mode. In the third aspect, it is not necessary to generate the control gain on the vehicle side. Therefore, the burden on the vehicle side is reduced. Further, in the third aspect, similarly to the second aspect, it is preferable to generate the control gain by the average learning data in the above-mentioned items (classifications) of a plurality of other users. Since the vehicle type, driving preference, sex, age, etc. are the same as or similar to those of the other users who provided the learning data, the user can obtain relatively suitable data and matches his / her preference. It is possible to obtain the controlled gain (running characteristic). Further, as in the second mode, the information center uses the personal learning data (user-specific learning data 134) of other users having similar characteristics as they are, instead of using the average learning data as the control gain generating data. Alternatively, the control gain may be generated by using necessary correction.

In the present embodiment, when the vehicle side receives various information from the information center (server) 102, the transmitting / receiving device 126 via the network 104.
It may be directly received by a personal computer 110 or the like at home and a storage medium (FD, MD, DV).
You may make it store in RAM52 of a vehicle via D). In addition, the information from the information center is received by the personal computer 110 or the like at home, the received information is transferred to the automobile 1 via the network 104, and the RAM of the vehicle is transmitted.
It may be stored in 52.

Next, in the present embodiment, when the user rents a car and travels, when the user rents and drives another person's car, when the user purchases a new car and transfers to the new car In these car rentals,
Information center 1 for another person's car and new car purchased
02 can provide the necessary information of those vehicles and can adjust the control characteristics.

Hereinafter, these three cases will be specifically described. First, a case where a user rents a car and travels will be described. In this case, the information center 102 is provided with a latker reservation system, and as shown in FIG. 13, can communicate various kinds of information with the vehicle side (specifically, the personal computer 110 at home). . As shown in FIG. 13, first, on the vehicle side, the user makes a rental car reservation using the personal computer 110 or the like at home, and then sets a route for traveling by rental car. The rental car reservation and the route setting are transmitted to the information center (server) 102, and the information center receives the information regarding the rental car reservation and the route setting, and makes the rental car reservation to the rental car agent 120 via the network 104. If the reservation is not possible, the vehicle side is notified to that effect, the vehicle side sets the rental car, and the rental car reservation is executed again.

When the rental car reservation is OK on the information center side, a reservation notice is sent to the vehicle side, and the vehicle side receives the reservation notice. After that, the information center side transmits the learning data described later to the vehicle side on the desired day. Here, the learning data is transmitted to the rental car, but may be transmitted to the personal computer 110 or the like at the user's home. When the learning data is transmitted to the personal computer 110 at home, the user stores the learning data in the rental car to be used via the storage medium or the network 104.

Next, the learning data transmitted from this information center to the vehicle side will be described. The learning data transmitted to the vehicle side can take the following various modes. First, the learning data of the user is
When the learning data for each user is stored in the database 134 of the information center 102, the learning data stored for the user is transmitted to the vehicle side. In this case, as described above, the learning data itself may be transmitted, or the control gain of the control device obtained from this learning data may be transmitted. So here,
The learning data is used as a meaning including the control gain.

Secondly, when the learning data of the user is not accumulated, the database 13 of the information center 102 is used.
You may make it transmit the learning data of the other user accumulated in 4. This other user is preferably a user whose operation characteristics are as similar as possible to the user who uses the rental car. In this case, as described above, the learning data itself may be transmitted, or the control gain of the control device obtained from this learning data may be transmitted. Therefore, here, the learning data is used as a meaning including the control gain.

Third, when the user's learning data is not accumulated, the database 13 of the information center 102 is stored.
In step 6, the average learning data stored as the average learning data and classified for each predetermined characteristic of another user is transmitted to the vehicle side. In this case, as described above, the average learning data itself may be transmitted, or the control gain of the control device obtained from the average learning data may be transmitted. Therefore, here, the average learning data is used as a meaning including the control gain.

Further, in the above-mentioned first to third cases, the average learning data or learning data (including control gain) transmitted from the information center to the vehicle side is the learning data accumulated in the information center, It is preferable that the safety value is corrected by a predetermined value. This is to prevent the influence of a slight difference between the characteristics of the car owned by the user and the characteristics unique to the rental car. At this time, in particular, when the vehicle type owned by the user is different from the vehicle type of the other vehicle, the average learning data or learning data (including control gain) transmitted to the vehicle side is the learning data accumulated in the information center. On the other hand, it is preferable that the correction is made based on the difference between the vehicle types. Since the difference between vehicle types is predetermined, by correcting the transmission data, it is possible to perform an operation that matches the characteristics of the user even when using the Renker.

When the user is driving a rental car, this user does not transmit the learning data, and therefore the information center also receives the learning data obtained from the user's operation of the rental car. There is no. This is because it is not effective even if the user's learning data obtained from the rental car is reflected in the car owned by the user. However, the environmental data may be transmitted to the information center when the user is driving the rental car.

The above description is for the case where the user rents a car and drives it. However, when the user temporarily borrows and drives another person's car, as in the case of renting a car, Can receive average learning data or learning data (including control gain) from the information center, and change the control gain from these data.
Also in this case, as in the case of a rental car, the learning data or the like may be corrected to the safe side, or the correction may be performed based on the difference between vehicle types.

Next, an example in which the user purchases a new car or a used car and changes to the purchased car from the car that he currently owns will be described. In this case, the information center provides the user's accumulated learning data to the car maker or car dealer related to the purchased vehicle, and the car maker or the car dealer stores the provided learning data in the purchaser. Has become. Here, the learning data is
The control gain generated by this learning data may be used.
Therefore, here, the learning data is used as a meaning including the control gain.

When purchasing a car and changing trains in this way,
It is preferable that the learning data (including the control gain) provided to the car maker or the like be corrected on the safe side by a predetermined value. If the user's currently owned car and the purchased car differ in vehicle type, the learning data (including control gain) provided to the car manufacturer etc. is corrected based on the difference between the vehicle types. Is preferred. further,
The learning data (including the control gain) corrected to the safety side and corrected according to the vehicle type are also stored in the database 134 of the information center.

Next, in this embodiment, the image data of the video imaged by the web camera 124 mounted on the user's vehicle can be acquired by another user and viewed by the user. A method of using the web camera 124 mounted on the automobile 1 will be described with reference to FIG. In FIG. 14, a vehicle of a user who requests image data is a vehicle A, a vehicle of a user who provides image data is a vehicle B, and signals transmitted and received between these vehicles A and B and an information center (server). The content of is shown.
First, as described above, the vehicles of a large number of users, including the vehicles A and B, transmit the respective environmental data and learning data acquired by the users to the information center (server), and the information center receives the received environmental data. And learning data are accumulated.

Next, when the user of the vehicle A desires the image data of a certain specific position, an image data request signal for requesting the image data of the specific position is transmitted to the information center. This image data request signal can be transmitted not only from the automobile but also from the personal computer 110 or the like at home. The information center finds (detects) the vehicle B at the specific position from the accumulated environmental data in order to respond to the image data request signal received from the user. After that, an image data transfer instruction signal for instructing the transfer of the image data of the image captured by the web camera of the vehicle B to the information center is transmitted to the vehicle B.

The vehicle B receives the image data transfer instruction signal and stores the image data of the video image taken by the web camera 124 at the specific position (HD storage device).
The data of D) is transmitted to the information center as image data. The information center receives this image data and temporarily stores this image data together with time information. The information center
The temporarily stored image data of the vehicle position is transmitted to the vehicle B (including the personal computer of the user's home) requesting it, and the user of the vehicle B (including the personal computer of the user's home) identifies the Receive position image data. In this way, the user can easily obtain the image data of the specific position, and can accurately grasp the situation of the specific position (place). In particular,
It is possible to easily know by specifying the location whether or not there is congestion in front of the station, whether or not the parking lot is full, whether or not it is snowing, and so on.

Vehicle B and the user of this vehicle B are
It cannot be recognized by the requesting user (vehicle A) and other users. This can be expected to increase the number of members who provide image data. The image data from the web camera may be still image data or moving image data. In addition, when the user wants to continuously watch the image of a specific position for a relatively long time, the information center uses a web camera of each vehicle for a plurality of vehicles around the specific position. It is also possible to instruct to transfer the image data in order.

Further, as described above, the user who has the web camera mounted in his / her own vehicle is allowed to reduce the contract fee in the information center contract (see FIG. 5).
Further, the information center transmits an image data transfer instruction signal to a specific vehicle for a predetermined short time (for example, 10 minutes) so that the specific vehicle cannot be tracked for a predetermined time or longer. As a result, it can be expected that the number of providers of image data by the web camera will increase. Conversely, the information center may transmit an image data transfer instruction signal to a specific vehicle for a predetermined long time (one hour or more) so that the specific vehicle can be tracked for a predetermined time. This is effective when the vehicle is stolen.

Next, in this embodiment, since a web camera is mounted on the user's vehicle, the information center (server) can be used as an accident certification server by using this web camera. is there. An example of using the server as an accident proof server will be described below. The information center functions as an accident proof server for certifying a vehicle accident. As a premise, the information center stores environmental data and learning data of each user. In addition, the vehicle of the user is provided with the web camera and the storage device (HDD) that stores the image data of the image captured by the web camera, as described above.

This vehicle transmits an accident occurrence signal to the information center when an accident occurs. The information center that has received the accident occurrence signal transmits to the vehicle an image data transfer signal before and after the accident occurrence so as to transfer the image data before and after the accident occurrence. This vehicle transmits image data before and after an accident to the information center. The information center extracts the environmental data and learning data of this vehicle at the same time as the image data before and after the accident, and collects these data, that is, the image data before and after the accident of the vehicle and the environmental data and learning data at the same time. The data is stored in an accident proof storage device (not shown). The information center analyzes these stored environmental data, image data and learning data,
The cause of the accident is investigated and the proof of the accident is given.

When performing an accident certification, the image data, the environment data and the learning data stored in the accident certification storage device can be viewed by the user who caused the accident, but cannot be viewed by other users. It is like this. However, police, etc. can view these data as needed. Further, when the information center receives the accident occurrence signal and there are vehicles of other members in the vicinity of the accident occurrence position, the image data of the image of the accident taken by the web camera is taken for these vehicles. It is also possible to send a signal instructing the transfer so that the information center obtains the accident image data.

Next, in this embodiment, the information center (server) can be used as a vehicle development data acquisition server. As described above, the learning data is stored for each user in the third database shown in FIG. This learning data includes “vehicle data” and “user-specific data” owned by each user, and the “user-specific data” allows the user to operate the owned vehicle 1 to show the operation status. Learning operation data obtained by learning is also included. Specifically, the learning data is
"Vehicle data" includes "year model", "vehicle model", "model", "mileage", and "repair inspection history", and "user-specific data" includes "gender", "age", and "address". It includes "driving preferences", "learning operation data (by position and time)", and "standard operation data". The car maker can browse the learning data of each of these users for vehicle development.

Furthermore, the fourth database 13 shown in FIG.
In 6, average learning data is stored. The average learning data is obtained by classifying the learning data for each user for each specific item (characteristic) and calculating the average value for each item (characteristic). Items (characteristics) include "vehicle type", "sex", "age", "driving preference", "region", "time zone", and "purpose of use (commuting, leisure)", etc. Is included. The reason why the items are divided into such items (characteristics) is that the driving method (operation status) of the user appears relatively remarkably for each of these items. in this way,
The carmaker also collects average learning data classified by characteristics.
It can be browsed for vehicle development.

Further, it is possible to generate the control gain of the control device of the vehicle from the learning data or the average learning data according to the characteristics of the user who purchased the vehicle and provide the generated control gain to the vehicle. Has become. Also,
It is also possible to select and acquire data related to the control device of the development vehicle from the learning data or the average learning data and set the development target value based on this data. Further, it is also possible to select and acquire data related to the control device of the development vehicle from the learning data or the average learning data, and set the evaluation target value of the control device of the development vehicle based on this data.

Next, with reference to FIGS. 15 to 26, an example of control contents for changing the control gain of the control device of the vehicle according to this embodiment will be described. FIG. 15 is a flowchart showing a basic control routine executed by the centralized control unit 50.

In FIG. 15, first, the lateral acceleration sensor 4
6, the lateral acceleration GL is input from the anti-lock braking control device 14, and the estimated value μ of the road surface friction coefficient is input to the centralized control unit 50. Next, the centralized control unit 50 determines whether or not the absolute value of the lateral acceleration GL input from the lateral acceleration sensor 46 is a predetermined value GLo, for example, 0.5 G or more.

As a result, when the result is YES, the lateral acceleration GL applied to the automobile 1 is large, and the vehicle is in a traveling state where importance is attached to traveling stability, and control is executed based on the setting program A7 stored in the ROM 51. The central control unit 50 sets the flag P to 0, and further determines whether the program to be used has been changed in the previous cycle and the current cycle, When changed, set the flag S to 0,
If it has not been changed, the flag S is set to 1.

On the other hand, if NO, it is determined whether or not the estimated value μ of the road surface friction coefficient is equal to or less than the predetermined value μo based on the input signal from the anti-lock braking control device 14. As a result, if YES, it is recognized that the vehicle is traveling on a road having a low road surface friction coefficient, and the vehicle is in a traveling state where it is necessary to give priority to traveling stability, and control is executed based on the setting program A6 stored in the ROM 51. The central control unit 50 determines that there is a state that should
Is set to 1, and it is determined whether the program to be used has been changed between the previous cycle and the current cycle. If the program has been changed, the flag S is set to 0, and if it has not been changed. Sets the flag S to 1.

On the other hand, in the case of NO, it is necessary to execute the driver determination subroutine to determine whether or not the driver is a specific driver such as the owner driver or his family, and execute the control by the setting programs A1 to A5. It is determined whether or not there is. That is, as shown in FIG. 16, the centralized control unit 50 determines whether or not the driver is a specific driver such as the owner driver or his family, depending on whether or not a driver signal is input from the driver identification means 48. To do. here,
The driver identification means 48 is configured to output a driver signal to the centralized control unit 50 when it detects the belongings of the driver such as an IC card, a dedicated key, a license, and a clock with a transmitter.

As a result, when the driver signal is input, the central control unit 50 sets the flag F to 0, and further in the previous cycle,
It is determined whether the flag F is 0, and if the flag F is not 0 in the previous cycle, the flag S
Is set to 0, and the flag F
Is 0, the flag S is set to 1.

On the other hand, when the signal is not input to the driver signal, the central control unit 50 further includes a driver weight detection device (not shown), a device that recognizes the driver's body shape and / or face by image processing, or A voice recognition device, a seat position detection device, or the like is used to determine whether or not one or more of the driver's weight, body type, face, voice, seat position, and the like match the data stored in the RAM 52. It is determined whether or not the driver.

As a result, one or more of these are
When the data matches the data stored in the AM 52, the centralized control unit 50 determines that the driver is the specific driver such as the owner driver or his family, sets the flag F to 0, and further In the cycle, it is determined whether or not the flag F is 0. If the flag F is not 0 in the previous cycle, the flag S is set to 0, and the flag F is 0 in the previous cycle. If there is, the flag S is set to 1.

On the other hand, when it is not possible to determine that the driver is a particular driver based on the weight of the driver, the central control unit 50 further controls the steering speed of the steering wheel 4, the operation speed of the accelerator pedal 30, and the brake pedal 31. The operating speed of the vehicle and the operating speed of the clutch pedal 32 are monitored for a predetermined period of time.
The steering speed of the steering wheel 4 of a specific driver stored in M, the operation speed of the accelerator pedal 30,
Operating speed of brake pedal 31 and clutch pedal 3
When compared with the average value of the operation speed of 2, if the difference is within a predetermined value, it is determined that the driver is a specific driver such as the owner driver or his family, and the flag F is set to 0 and further. In the previous cycle, it is determined whether or not the flag F is 0. If the flag F is not 0 in the previous cycle, the flag S is set to 0, and the flag F is also set in the previous cycle. Is 0, the flag S is set to 1.

On the other hand, when it is determined that the difference exceeds the predetermined value, it is determined that the driver is not the owner driver or a specific driver such as the family thereof, and the flag F is set to 1. Further, it is determined whether or not the flag F is 1 in the previous cycle, and if the flag F is not 1 in the previous cycle, the flag S is set to 0, and the flag S is set in the previous cycle. When F is 1, the flag S is set to 1.

In this way, after the driver determination subroutine determines whether or not the driver is a specific driver such as the owner driver or his family, the centralized control unit 50 further executes an area determination subroutine shown in FIG. That is, the central control unit 5
For 0, the navigation signal (vehicle position signal) generated by the position detecting computer unit 53 is read based on the signal from the position detecting sensor 18.

As a result, when the navigation signal (vehicle position signal) cannot be read, the flag H is 0.
Is set and returned. On the other hand, although the navigation signal (vehicle position signal) could be read, the navigation signal (vehicle position signal) is inappropriate, and the position of the automobile 1 can be accurately determined based on the navigation signal (vehicle position signal). Otherwise, when the centralized control unit 50 determines, the flag H is set to 1 and the process is returned.

On the other hand, when the position of the automobile 1 can be determined based on the navigation signal (vehicle position signal), the flag H is set to 2, and the central control unit 50 further controls the navigation signal (vehicle position signal). Position signal)
Based on the above, it is determined whether or not the current position of the automobile 1 and the straight line distance L from the base point such as the owner's home of the automobile 1 or the location of the dealer are within a predetermined distance Lo, for example, within a specific area within 20 km. judge.

As a result, the linear distance L from the home of the owner of the automobile 1 or the base point such as the location of the dealer.
However, when it is determined that the vehicle is traveling within a predetermined distance Lo, for example, within a specific area within 20 km, the central control unit 5
0 sets the flag M to 0. On the other hand, when it is determined that the vehicle is traveling outside the specific area, the flag M is set to 1.

Next, the centralized control unit 50 operates as shown in FIG.
And the program selection subroutine shown in FIG. 19 is executed. That is, as shown in FIGS. 18 and 19, the centralized control unit 50 first determines whether or not the driver is a specific driver such as the owner driver or his family, depending on whether the flag F is 0 or not.

As a result, if NO, that is, if the driver determines that the driver is not a specific driver,
The centralized control unit 50 further determines whether the flag H is 0 or not. As a result, if YES, the driver is not the specific driver, so originally, the control should be executed based on the setting programs A1 to A5 stored in the ROM 51, but the navigation signal (vehicle position signal) is transmitted. The central control unit 50 accesses the setting program A3, which is a standard program among the setting programs A1 to A5, because it cannot be read and cannot determine in which area the automobile 1 is located. The flag N is set to 0, and the flag S is set to 0 when the program to be used is changed between the previous cycle and the current cycle, and the flag S is set to 1 when the program is not changed. To do.

On the other hand, when the flag H is not 0, the centralized control unit 50 accesses the setting programs A1 to A5 stored in the ROM 51, sets the flag N to 0, and sets the previous cycle and the current cycle. Then, if the program to be used is changed, the flag S
Is set to 0, and if not changed, the flag S is set to 1.

On the other hand, when the flag F is not 0, that is, when the driver is determined to be a specific driver, the central control unit 50 further determines whether the flag H is 0 or not. To do. As a result, YES
If it is, the driver is determined to be the specific driver, so the standard programs B1 to B5 and the correction programs E1 to E7, or the learning program C.
1 to C3 and D1 to D7 and the control programs should be executed based on the correction programs E1 to E4 and E6, but the navigation signal (vehicle position signal) cannot be read out, and the vehicle 1 is in any area. Since it is not possible to determine even if there is, the central control unit 50 accesses the standard program B3, which is the most standard program among the standard programs B1 to B5, sets the flag N to 1, and sets the previous cycle. In this cycle, if the program to be used is changed, the flag S is set to 0, and if not changed, the flag S is set to 1.

On the other hand, if NO, the centralized control unit 5
0 further determines whether the flag H is 1 or not. As a result, if YES, the driver is determined to be the specific driver, and therefore the standard programs B1 to B5 and the correction programs E1 to E7, or the learning programs C1 to C3 and D1 to D7 and the correction programs E1 to E4 and Based on E6
The control should be carried out, but since the navigation signal (vehicle position signal) cannot determine the exact position of the motor vehicle 1, the central control unit 50 accesses the standard programs B1 to B5 and sets the flag N. Is set to 2, and the flag S is set to 0 when the program to be used is changed between the previous cycle and the current cycle, and the flag S is set to 1 when it is not changed.

On the other hand, if NO, the centralized control unit 5
Further, 0 indicates that the vehicle 1
Determines whether or not it is within a specific area. As a result, Y
In the case of ES, the automobile 1 is recognized to be in the specific area, but the control data of the day of the week and the time zone of the unit section to be traveled has not yet been learned, and
Since it may not be stored in the AM 52, it is determined whether or not the control data of the day of the week and the time zone in the unit section to be traveled are learned and stored in the RAM 52.

As a result, in the case of YES, that is, when the control data of the day of the week and the time zone in the unit section to be traveled is already learned and stored, the centralized control unit 50 stores it in the RAM 52. The learned programs C1 to C3 and D1 to D7 and E1 to E4 and E6 are accessed, the flag N is set to 4, and when the program to be used is changed between the previous cycle and the current cycle, The flag S is set to 0, and when not changed, the flag S is set to 1.

On the other hand, if NO, that is, the day of the week,
When the control data of the unit section to be traveled in that time zone is not learned and is not stored in the RAM 52, the central control unit 50 causes the transceiver 12 to operate.
6 through the network 104 and the information center 10
2 and access the information center 102
The environmental data and learning data (or average learning data) of other users in the specific area accumulated in 0, 132, 134, 136 (see FIG. 8) are acquired.

If the flag M is not 0,
However, if it is determined that the unit area is outside the specific area, similarly, the control data of the unit section to be traveled in the day of the week and the time zone is not learned and is not stored in the RAM 52. The control unit 50 accesses the information center 102 via the transmission / reception device 126 and the network 104, and within the specific area accumulated in the etabases 130, 132, 134, 136 (see FIG. 8) of the information center 102. Obtain environmental data and learning data (or average learning data) of other users.

Next, since there is a possibility that environmental data and learning data (or average learning data) of other users in this specific area may not yet be stored in the database of the information center, such control data (environmental data) And learning data).

As a result, if NO, it is determined that the control cannot be executed by the learning program, and the centralized control unit 50 causes the standard programs B1 to B5 and the correction programs E1 to E7 stored in the RAM 52 to be executed. Access and set the flag N to 3 and set the flag S to 0 when the program used is changed between the previous cycle and the current cycle, and sets the flag S when not changed. Set to 1.

As a result, in the case of YES, that is, because the control data (learning data and environmental data) exists in the specific area, regarding the learning programs D1, D3 to D6, this control data is stored in the specific driver. ,
It is recognized that the unit section to be traveled is similar to the control data to be learned when the vehicle travels on the day of the week and in the time zone. Therefore, rather than executing the control based on the standard programs B1 to B5, It is considered that the driver can be more satisfied if the control is executed based on the control data.
Accesses the learning programs C1 to C3 and D1, D3 to D6 of the neighborhood unit section stored in the RAM 52, corrects the control data in this specific area by the gain k to the stable side, and sets the flag N to 5 Set to. However, since the control data of the learning programs D2 and D7 should be obtained by learning the operation position of the brake pedal 31 and the operation position of the manual switch 34, respectively, there is control data in a specific area. However, since it is not appropriate to execute the control based on these, the centralized control unit 50 does not access the learning programs D2 and D7 of the specific area stored in the RAM 52. After that, it is determined whether the program to be used has been changed in the previous cycle and the current cycle, and when it is changed, the flag S is set to 0, and when it is not changed, the flag S is set. Set to 1.

20 and 21 are flowcharts showing the learning control subroutine. 20 and 21
In, the central control unit 50 first determines whether or not the flag N is 0. As a result, if YES, then RO
Since the control is performed according to the setting programs A1 to A5 or the setting program A3 stored in M52, the central control unit 50 does not execute the learning control.

On the other hand, if NO, the centralized control unit 5
0 further determines whether or not the flag N is 1. As a result, in the case of YES, the navigation signal (vehicle position signal) cannot be read, and the most standard program B3 among the standard programs B1 to B5 is provisionally selected and the control is executed. So, in fact,
It cannot always be said that it is appropriate to select the standard program B3, and if it is not appropriate, if the learning control is executed, the standard program B3 is corrected by the learning control, rather, corrected inappropriately. The learning control is not executed because there is a risk that it will occur.

On the other hand, when the flag N is not 1, the central control unit 50 further determines whether the flag N is 2. As a result, in the case of YES, the centralized control unit 50 determines that the navigation signal (vehicle position signal)
Based on the above, the standard program of the corresponding area is read out from B1 to B5, and each control device of the standard program, that is, the active suspension control device 1 is read.
2, anti-lock braking controller 14, gear ratio controller 7, four-wheel steering controller 17, traction
Whether the absolute value of the difference between the control data DBo and the traveling data D is less than or equal to the predetermined value d1 by reading the control data DBo of the control device 15, the engine control device 3, and the power steering control device 9 and further reading the traveling data D. It is determined for each control device.

As a result, if YES, the difference between the control data DBo of the control device stored in the RAM 52 and the travel data D is small, and the control data DBo of the control device stored in the RAM 52 is corrected. The centralized control unit 50 does not learn the travel data D because it is recognized that it is not necessary to do so. On the other hand, in the case of NO, the centralized control unit 50 further controls the control data DB.
It is determined for each control device whether or not the absolute value of the difference between o and the traveling data D is equal to or greater than the predetermined value d2. Where d2> d1
Is.

As a result, in the case of YES, the difference between the control data DBo of the control device stored in the RAM 52 and the travel data D is extremely large, and it is possible that the operation by the specific driver was suddenly performed. Is large, and therefore it is not appropriate to learn such travel data D, the centralized control unit 50 does not learn the travel data D.

On the other hand, in the case of NO, the centralized control unit 50 determines whether or not the number of updates n has reached a predetermined number of times no. As a result, in the case of NO, the number of updates n by the learning control is small, and therefore the automobile 1
Since it is not recognized that the vehicle has traveling characteristics that sufficiently match the operation characteristics of the specific driver, the centralized control unit 50 executes learning control based on the traveling data D according to the following equation.

DBo = (j1 × DBo + D) / (j1 + 1) Here, j1 is a predetermined coefficient, for example, 10000.
Is set to. After that, the number of updates n is stored in the RAM 52 as n = n + 1. On the other hand, if YES,
By the learning control, it is already recognized that the vehicle 1 has the characteristics that sufficiently match the driving characteristics of the specific driver, so the correction value of the control data DBo by the learning control may be small, and therefore the central control unit Fifty
Executes learning control based on the travel data D according to the following equation.

DBo = (j2 × DBo + D) / (j2 + 1) Here, j2 is a predetermined coefficient, and j1 <j2, which is set to 15000, for example. After that, the number of updates n is stored in the RAM 52 as n = n + 1. On the other hand, when it is determined that the flag N is not 2, the centralized control unit 50 further determines whether the flag N is 3 or not.

As a result, in the case of YES, the centralized control unit 50 reads out the standard program of the corresponding area from B1 to B5 based on the navigation signal (vehicle position signal), and each control device of the standard program. ,
That is, the control data of the active suspension control device 12, the anti-lock braking control device 14, the gear ratio control device 7, the four-wheel steering control device 17, the traction control device 15, the engine control device 3, and the power steering control device 9. Read DBo, and
Read the travel data D and read the travel data D
On the basis of the correction programs E5 to E7, the control data DBo is corrected to obtain the control data DB, and whether or not the absolute value of the difference between the control data DBo and the correction data DB is less than or equal to the predetermined value d3 is controlled. Judge for each device.

As a result, when YES, the difference between the control data DBo of the control device stored in the RAM 52 and the correction data DB is small, and the control data DBo of the control device stored in the RAM 52 is corrected. Since it is recognized that there is no need to do so, the centralized control unit 50 does not learn the correction data DB. On the other hand, in the case of NO, the centralized control unit 50 further determines, for each control device, whether or not the absolute value of the difference between the control data DBo and the correction data DB is the predetermined value d4 or more. Where d4
> D3.

As a result, in the case of YES, the difference between the control data DBo of the control device stored in the RAM 52 and the correction data DB is extremely large, and it is possible that the operation by the specific driver was suddenly performed. Is large, and therefore, it is not appropriate to learn such correction data DB, so the centralized control unit 50 does not learn the correction data DB.

On the other hand, in the case of NO, the centralized control unit 50 determines whether or not the number of updates n has reached a predetermined number of times no. As a result, in the case of NO, the number of updates n by the learning control is small, and therefore the automobile 1
Since it is not recognized that the vehicle has traveling characteristics that sufficiently match the operation characteristics of the specific driver, the centralized control unit 50 executes learning control based on the traveling data D according to the following equation.

DBo = (m1 × DBo + DB) / (m1 + 1) where m1 is a predetermined coefficient, for example, 10,000
Is set to. After that, the number of updates n is stored in the RAM 52 as n = n + 1. On the other hand, if YES,
By the learning control, it is already recognized that the vehicle 1 has the characteristics that sufficiently match the driving characteristics of the specific driver, so the correction value of the control data DBo by the learning control may be small, and therefore the central control unit Fifty
Executes learning control based on the travel data D according to the following equation.

DBo = (m2 × DBo + DB) / (m2 + 1) Here, m2 is a predetermined coefficient, and m1 <m2, which is set to 15000, for example. After that, the number of updates n is stored in the RAM 52 as n = n + 1. On the other hand, when it is determined that the flag N is not 3, the centralized control unit 50 further determines whether the flag N is 4.

As a result, if YES, the automobile 1 is in the specific area, and the control data of the unit section to be driven is also
Since it is recognized that it is stored in the RAM 52, the centralized control unit 50 reads out the learning programs C1 to C3 and D1 to D7 and controls each of the learning programs based on the control data of each control device of these learning programs. The control data DCo of the device is calculated.

The centralized control unit 50 further reads the traveling data D, and based on this, the learning program C.
According to 1 to C3 and D1 to D7, the control data DBo is corrected to obtain the control data DB, and the absolute value of the difference between the control data DCo and the correction data DC is the control data DCo and the correction data DC of each control device. It is determined for each control device whether the absolute value of the difference is less than or equal to the predetermined value d5.

As a result, when YES, the difference between the control data DC of the control device stored in the RAM 52 and the travel data D is small, and the control data DC of the control device stored in the RAM 52 is corrected. Since it is recognized that there is no need to do so, the centralized control unit 50 does not learn the correction data DC. On the other hand, when NO,
The centralized control unit 50 further determines, for each control device, whether or not the absolute value of the difference between the control data DCo and the correction data DC is a predetermined value d6 or more. Here, d6> d5.

As a result, in the case of YES, the difference between the control data DCo of the control device stored in the RAM 52 and the correction data DC is extremely large, and it is possible that the operation by the specific driver was suddenly performed. Is large and therefore it is not appropriate to learn such correction data DC, so the centralized control unit 50 does not learn the correction data DC.

On the other hand, in the case of NO, the centralized control unit 50 determines whether or not the number of updates n has reached a predetermined number of times no. As a result, in the case of NO, the number of updates n by the learning control is small, and therefore the automobile 1
Since it is not recognized that the vehicle has traveling characteristics that sufficiently match the operation characteristics of the specific driver, the centralized control unit 50 executes learning control based on the traveling data D according to the following equation.

DCo = (r1 × DCo + DC) / (r1 + 1) Here, r1 is a predetermined coefficient and is set to 100, for example. After that, the number of updates n is stored in the RAM 52 as n = n + 1. On the other hand, in the case of YES, the learning control already recognizes that the automobile 1 has the characteristics that sufficiently match the driving characteristics of the specific driver, so that the correction value of the control data DBo by the learning control is small. Well, therefore, the central control unit 50
Learning control by the traveling data D is performed according to the following equation.
Run.

DCo = (r2 × DCo + DC) / (r2 + 1) where r2 is a predetermined coefficient, r1 <r2, and is set to 150, for example. After that, the number of updates n
Are stored in the RAM 52 as n = n + 1. On the other hand, when the flag N is not 4, the flag N is 5, and it is recognized that the control data of the unit section to be traveled is not yet learned and stored in the RAM 52, The centralized control unit 50 reads the traveling data D in order to learn and create the control data of the unit section in which it is present. And learning programs D1, D3 to D
As for No. 6, when the vehicle travels the same unit section on the same day of the week and the same time zone p times, for example, 10 times or 50 times, and p traveling data D are obtained, these p travelings are performed. Add data D and divide by p to obtain control data D
Co is calculated and stored in the RAM 52. On the other hand, regarding the learning program D2, when the operation of the brake pedal 31 is performed p times, for example, 10 times or 50 times at the same place on the same day of the week and at the same time zone, p traveling data D Control data D
Co is calculated and stored in the RAM 52.

Here, the travel data D of the learning programs D1, D3 to D6 is, for example, every 1 km, and a part of the area between adjacent unit sections is, for example, 100 m.
Unit intervals that are set to overlap each other, or
For every 10 minutes, the data in the unit section set so as to partially overlap with the adjacent unit section in terms of time, for example, 1 minute, is added to the totalizer 4 for each unit section.
It is calculated by averaging based on the detection signals input from 1. By calculating the travel data D in this way, the continuity of the travel data can be ensured, which is desirable.

Learning programs C1 to C3 and D
1 to D7, the control data DC of the learning program is obtained, and the learning programs C1 to C3 and D1 are obtained.
Further, a method of calculating the correction data DC of each control device from the travel data D based on D7 to D7 will be described in more detail by taking the case of ACS as an example.

22 and 23 are maps for explaining a method of correcting the ACS control data by the learning programs C1 to C3 based on the terrain condition. FIG. 22 shows the vertical acceleration GV and the correction data. 23 is a map showing the relationship between the lateral acceleration GL and the correction data, and these are stored in the ROM 51.

Based on the detection signal from the vertical acceleration sensor 47, the correction data x1 of the learning program C1 is calculated as shown in FIG. Here, 1 indicates the hardest data for the suspension, and 0 indicates the softest data for the suspension. Next, based on the detection signal of the lateral acceleration sensor 46, the correction data x2 of the learning program C2 is calculated as shown in FIG.

As shown in Table 2, since the ACS control data is not corrected by the learning program C3, the learning programs C1 to C3 are calculated based on the two correction data x1 and x2 according to the following equation.
The correction data Xc is calculated. Xc = (x1 + x2) / 2 According to a map (not shown) stored in the ROM 51,
Similarly, the correction data Xd of the learning programs D1 to D7 are calculated.

Based on the correction data Xc and Xd thus obtained, the correction data DC is obtained according to the following equation. DC = (K1 * Xc + K2 * Xd) / (K1 + K2) where K1 and K2 are weighting coefficients, and K1 <K
Set to 2. Further, the centralized control unit 50 previously obtained the control data DCo similarly calculated based on the respective data stored in the RAM 52 for each of the learning programs C1 to C3 and D1 to D7. The absolute value of the difference from the correction data DC is compared with predetermined values d3 and d4, and as described above, the correction data DC is learned when learning is necessary, and the correction data DC is learned when learning is not necessary. Do not run.

In the standard programs B1 to B5,
The method of correcting the travel data D and obtaining the correction data DB in accordance with the correction programs E5 to E7 is also the same. 24, 25 and 26 are flowcharts showing the control execution subroutine. 24, 25, and 26, the centralized control unit 50 first determines whether or not the flag P is 0.

As a result, in the case of YES, the lateral acceleration GL applied to the automobile 1 is large, and the vehicle is in a traveling state where importance is attached to traveling stability, and the control is performed based on the setting program A7 stored in the ROM 51. It is determined to be in a state to be executed. Therefore, the central control unit 50
Further determines whether the flag S is 0 or not.

As a result, in the case of YES, the driver changes from a specific driver such as the owner driver or his family to another driver or from a driver other than the specific driver to a specific driver. Since it has been changed, it can be recognized that the program used has changed between the previous cycle and the current cycle. Therefore, in order to prevent the driving situation of the automobile 1 from changing suddenly, the central control unit 50 controls each control The time T1 is added to the control time T stored in the timer of the device.

On the other hand, when the flag S is not 0, the centralized control unit 50 determines whether or not the control gain of each control device has changed between the previous cycle and the current cycle. As a result, in the case of YES, in order to prevent the traveling situation of the automobile 1 from changing suddenly, the centralized control unit 50 sets the control time T to the control time T stored in the timer of the control device in which the control gain has changed, Add time T2.

Thereafter, the centralized control unit 50 makes the control gain gradually increase to the value calculated this time after the control time T stored in the timer of each control device has elapsed in accordance with the setting program A7. Control execution signal,
Output to each control device. On the other hand, when the flag P is not 0, the centralized control unit 50 further determines whether the flag P is 1 or not.

As a result, if YES, it is recognized that the vehicle is traveling on a road having a low road surface friction coefficient, and the vehicle is in a traveling state in which it is necessary to give priority to traveling stability. Based on the setting program A6 stored in the ROM 51, It is determined that the control should be executed. Therefore, the central control unit 50
Further determines whether the flag S is 0 or not.

As a result, in the case of YES, the driver changes from a specific driver such as the owner driver or his family to another driver or from a driver other than the specific driver to a specific driver. Since it has been changed, it is recognized that the program to be used has been changed between the previous cycle and the current cycle. Therefore, in order to prevent the driving situation of the automobile 1 from changing suddenly, the central control unit 50
Is the control time T stored in the timer of each control device.
Then, the time T1 is added.

On the other hand, when the flag S is not 0, the centralized control unit 50 determines whether the control gain of each control device has changed between the previous cycle and the current cycle. As a result, in the case of YES, in order to prevent the traveling situation of the automobile 1 from changing suddenly, the centralized control unit 50 sets the control time T to the control time T stored in the timer of the control device in which the control gain has changed, Add time T2.

Thereafter, the centralized control unit 50 causes the control gain to gradually increase to the value calculated this time after the control time T stored in the timer of each control device has elapsed in accordance with the setting program A6. Control execution signal,
Output to each control device. On the other hand, when the flag P is not 1, the centralized control unit 50 further determines whether the flag N is 0 or not.

As a result, if YES, it means that control should be performed by the setting programs A1 to A5 stored in the ROM 51.
Further determines whether the flag S is 0, that is, whether the program used is changed. As a result, if the answer is YES, the driver has changed from a specific driver such as the owner driver or his family to another driver, or from a driver other than the specific driver to a specific driver, Since it is recognized that the program to be used has been changed between the previous cycle and the current cycle, the centralized control unit 50 controls each control device in order to prevent the driving situation of the automobile 1 from changing abruptly. The time T1 is added to the control time T stored in the timer.

On the other hand, when the flag S is not 0, the centralized control unit 50 determines whether or not the control gain of each control device has changed between the previous cycle and the current cycle. As a result, in the case of YES, in order to prevent the traveling situation of the automobile 1 from changing suddenly, the centralized control unit 50 sets the control time T to the control time T stored in the timer of the control device in which the control gain has changed, Add time T2.

Since the control gains of the setting programs A1 to A5 stored in the ROM 51 are not corrected by the correction programs E1 to E7, the centralized control unit 50 controls the control time T stored in the timer of each control device. After the lapse of time, the control gain becomes the value calculated this time,
A control execution signal is output to each control device so as to gradually increase.

On the other hand, when the flag N is not 0, the centralized control unit 50 further determines whether the flag N is 1 or not. As a result, if YES, the standard program B3
Control based on. First, the central control unit 50
Further determines whether the flag S is 0 or not.

As a result, in the case of YES, the driver changes from a specific driver such as the owner driver or his family to another driver or from a driver other than the specific driver to a specific driver. Since it has been changed, it can be recognized that the program used has changed between the previous cycle and the current cycle. Therefore, in order to prevent the driving situation of the automobile 1 from changing suddenly, the central control unit 50 controls each control The time T1 is added to the control time T stored in the timer of the device.

On the other hand, when the flag S is not 0, the centralized control unit 50 shows the calculated control gain of each control device according to the standard program B3 based on the correction programs E1 to E4 as shown in Table 4. , Are uniformly corrected, and the control gain of each control device is calculated. That is, first, when it is determined that it is nighttime based on the input signal from the timepiece 40, as shown in Table 4, the control data DB of each control device of the standard program of the corresponding area is corrected and the navigation signal ( When it is determined that the vehicle is in a traffic jam state based on the vehicle position signal) and the input signal from the vehicle speed sensor 43, the control data DB of each control device of the standard program of the corresponding area is corrected as shown in Table 4. When it is determined that the wiper is operating due to a signal from the wiper operating means (not shown) and the weather is rainy or snowy, as shown in Table 4, the standard program of the corresponding area is operated. Control data D of each control device
When B is corrected and it is determined that the traveling time is long based on the input signals from the clock 40 and the totalizer 41,
As shown in Table 4 according to the length, the control data DB of each control device of the standard program of the corresponding area is corrected, and each control is performed based on the control data of each control device thus corrected. Calculate the control gain of the device.

Thereafter, the centralized control unit 50 determines whether or not the control gains of the respective control devices thus obtained have changed between the previous cycle and the current cycle. As a result, in the case of YES, the centralized control unit 50 is used to prevent the driving situation of the automobile 1 from changing rapidly.
Adds the time T2 to the control time T stored in the timer of the control device in which the control gain has changed.

Thereafter, the centralized control unit 50, after the lapse of the control time T stored in the timer of each control device,
The control execution signal is output to each control device so that the control gain gradually becomes the value calculated this time. On the other hand, when it is determined that the flag N is not 1, the centralized control unit 50 further determines whether the flag N is 2 or 3.

As a result, in the case of YES, the centralized control unit 50 reads out the standard program of the corresponding area from the standard programs B1 to B5 based on the navigation signal (vehicle position signal), and the standard program B1 to B5 is read. Start control based on either. First, the centralized control unit 50 further determines whether or not the flag S is 0.

As a result, in the case of YES, the driver changes from a specific driver such as the owner driver and his family to another driver, or from a driver other than the specific driver to a specific driver. Since it has been changed, it can be recognized that the program used has changed between the previous cycle and the current cycle. Therefore, in order to prevent the driving situation of the automobile 1 from changing suddenly, the central control unit 50 controls each control The time T1 is added to the control time T stored in the timer of the device.

On the other hand, when the flag S is not 0, the central control unit 50 follows one of the standard programs B1 to B5 selected based on the navigation signals (vehicle position signals) based on the correction programs E1 to E4. The calculated control gain of each control device is uniformly corrected as shown in Table 4 to calculate the control gain of each control device.

Thereafter, the centralized control unit 50 determines whether or not the control gains of the respective control devices thus obtained have changed between the previous cycle and the current cycle. As a result, in the case of YES, the centralized control unit 50 is used to prevent the driving situation of the automobile 1 from changing rapidly.
Adds the time T2 to the control time T stored in the timer of the control device in which the control gain has changed.

Thereafter, the centralized control unit 50, after the lapse of the control time T stored in the timer of each control device,
The control execution signal is output to each control device so that the control gain gradually becomes the value calculated this time. On the other hand, when it is determined that the flag N is not 2 or 3, the centralized control unit 50 further determines whether the flag N is 4 or not.

As a result, if YES, the control based on the learning programs C1 to C3 and D1 to D7 is started. First, the centralized control unit 50 further determines whether or not the flag S is 0. As a result, if the answer is YES, the driver may
Since it is recognized that the program used has changed between the previous cycle and the current cycle because the driver has changed from a driver other than the specific driver to the specific driver, it is possible to prevent the driving situation of the automobile 1 from changing suddenly. Therefore, the centralized control unit 50 adds the time T1 to the control time T stored in the timer of each control device.

On the other hand, when the flag S is not 0, the centralized control unit 50 determines, based on the correction programs E1 to E4, on the basis of the navigation signal (vehicle position signal).
According to the learning programs C1 to C3 and D1 to D7, the calculated control gain of each control device is uniformly corrected as shown in Table 4, and the control gain of each control device is calculated.

Thereafter, the centralized control unit 50 determines whether or not the control gain of each control device thus obtained has changed between the previous cycle and the current cycle. As a result, in the case of YES, the centralized control unit 50 is used to prevent the driving situation of the automobile 1 from changing rapidly.
Adds the time T2 to the control time T stored in the timer of the control device in which the control gain has changed.

Thereafter, the centralized control unit 50, after the control time T stored in the timer of each control device has elapsed,
The control execution signal is output to each control device so that the control gain gradually becomes the value calculated this time. On the other hand, when it is determined that the flag N is not 4, the control data of the unit section to be traveled is still stored in the RAM 52.
Although not stored, since the control data of the neighboring unit section within the predetermined distance l0, which is the straight line distance l from the unit section to be traveled, is stored in the RAM 52, the central control unit 50 uses the learning program C1 or the learning program C1. C3 and D
For 1, D3 to D6, control based on the control data of this neighboring unit section is started. However, the control data of the learning programs D2 and D7 are learned and generated in relation to the operation locations of the brake pedal 31 and the manual switch 34, respectively,
It is not appropriate to execute the control based on the control data of the neighboring unit section, and therefore the control is not executed.

First, the central control unit 50 further
It is determined whether the flag S is 0. As a result, if YES, it means that the program used has changed between the previous cycle and the current cycle because the driving situation has changed or the driver has changed from a driver other than the specific driver to the specific driver. Since it is recognized, the centralized control unit 50 adds the time T1 to the control time T stored in the timer of each control device in order to prevent the driving situation of the automobile 1 from changing abruptly.

On the other hand, when the flag S is not 0, the centralized control unit 50 determines, based on the navigation programs (vehicle position signals), based on the correction programs E1 to E4.
As shown in Table 4, the control data of the neighboring unit sections for the learning programs C1 to C3 and D1, D3 to D6 are uniformly corrected to calculate the control gain of each control device.

Thereafter, the centralized control unit 50 determines whether or not the control gains of the respective control devices thus obtained have changed between the previous cycle and the current cycle. As a result, in the case of YES, the centralized control unit 50 is used to prevent the driving situation of the automobile 1 from changing rapidly.
Adds the time T2 to the control time T stored in the timer of the control device in which the control gain has changed.

Thereafter, the centralized control unit 50, after the lapse of the control time T stored in the timer of each control device,
The control execution signal is output to each control device so that the control gain gradually becomes the value calculated this time. As described above, according to the present embodiment, the RAM 52 has
For each area such as suburban areas, mountain roads, and highways, setting programs A1 to A5 set to control gains that match the area, settings that are forcibly used in a running state in which the lateral acceleration GL is greater than a predetermined value GLo Program A6, setting program A7 that is forcibly used while traveling on a road with a small road friction coefficient, and when a specific driver such as the owner driver or his family drives the automobile 1, learn the characteristics of its operation Then, for each area such as an urban area, an urban area, an outlying area, a mountain road, and an expressway, standard programs B1 to B5 having a control gain learned and changed to match the operation of the area and a specific driver, the automobile 1
From the owner's home or the location of the dealer, within a specific range within a predetermined distance Lo, learn the terrain and the operation of a specific driver such as the owner driver or his / her family, and for each unit section, the unit section and the specific driver Learning programs C1 to C3 and D1 to D having control gains learned to match the operation of
7 and standard programs B1 to B5 and learning programs C1 to C3 and correction programs E1 to E7 for correcting D1 to D7 are provided, and a specific driver such as an owner driver or his family can
When driving the car 1 in a specific area that is frequently traveled, such as commuting, learn the terrain and the operation of a specific driver such as the owner driver or his family,
Learning programs C1 to C3 and D1 to D7 having control gains learned so as to match the topography of the road and the operation of a specific driver for each unit section
Since the driving characteristics of the automobile 1 are controlled by the control gains corrected by the correction programs E1 to E1 and E6, it is possible to give a specific driver an extremely great satisfaction and to improve the driving stability. In addition, when a specific driver drives outside a specific area, it learns to match the operation of that area and the specific driver for each area such as urban areas, urban areas, outlying areas, mountain roads, and highways. , Standard programs B1 to B5 with changed control gains,
Since the driving characteristics of the automobile 1 are controlled by the control gains corrected by the correction programs E1 to E7, a great sense of satisfaction can be provided. Furthermore, a driver other than the specific driver such as the owner driver or his family can drive the automobile 1 When driving a car, the traveling characteristics of the automobile 1 are controlled by setting programs A1 to A5 that are set to control gains that match the regions, such as urban areas, urban areas, outlying areas, mountain roads, and highways. Therefore, even when a driver other than the specific driver drives the automobile 1, it is possible to give a great feeling of satisfaction as compared with the conventional case.

When a driver other than the specific driver does not perform learning control, the control gain of the program changed to match the operation of the specific driver by driving the specific driver is It also becomes possible to prevent the change in an unfavorable direction. Further, the lateral acceleration GL is a predetermined value G
In the running state above Lo, the setting program A is forced
Since the setting program A7 is forcibly selected and used while the vehicle 6 is traveling on a road having a small road surface friction coefficient, it is possible to reliably prevent the traveling stability from being impaired.

In the claims, each means is not necessarily limited to a physical means, and the present invention also includes the case where the function of each means is realized by software. Whether the function of one means is realized by two or more physical means, or the function of two means is realized by one physical means,
The present invention includes.

[0186]

As described above, according to the driving support server, the driving support method, and the driving support program of the present invention, the driving characteristics that match the user's preference, living environment, running style, etc. are obtained. be able to. Further, according to the present invention, by sharing environmental data of a plurality of users,
You can drive safely and comfortably.

[0187]

[Table 1]

[0188]

[Table 2]

[0189]

[Table 3]

[0190]

[Table 4]

[Brief description of drawings]

FIG. 1 is an overall configuration diagram showing a vehicle control gain changing system to which the present invention is applied.

FIG. 2 is a block diagram of a learning control vehicle to which an embodiment of the present invention is applied.

FIG. 3 is a block diagram of an operation system, a detection system, and a control system of the learning control vehicle.

FIG. 4 is a schematic front view of an instrument panel provided with a manual switch.

FIG. 5 is a diagram showing an example of an information center contract.

FIG. 6 is a diagram showing an example of a screen of a display device.

FIG. 7 is a diagram showing the content of information exchanged between a user and an information center when a “travel support / control order made contract” is fulfilled.

FIG. 8 is a diagram for explaining the content of data stored in a database of an information center.

FIG. 9 is a diagram showing a screen of the display device in which “congestion & flow situation” and “traffic regulation situation” are selected by the user.

FIG. 10 is a flowchart showing a first mode for generating a control gain according to this embodiment.

FIG. 11 is a flowchart showing a second mode for generating a control gain according to this embodiment.

FIG. 12 is a flowchart showing a third mode for generating a control gain according to this embodiment.

FIG. 13 is a flowchart showing how various types of information are exchanged between the vehicle side and the information center when traveling by renting a rental car.

FIG. 14 is a flowchart showing the contents of signals exchanged between a vehicle A of a user requesting image data and a vehicle B of a user providing image data between a vehicle B and an information center (server).

FIG. 15 is a flowchart showing a basic control routine.

FIG. 16 is a flowchart showing a driver determination subroutine.

FIG. 17 is a flowchart showing an area determination subroutine.

FIG. 18 is a flowchart showing the first half of the program selection subroutine.

FIG. 19 is a flowchart showing the latter half of the program selection subroutine.

FIG. 20 is a flowchart showing the first half of the learning control subroutine.

FIG. 21 is a flowchart showing the latter half of the learning control subroutine.

FIG. 22 is a map showing a relationship between vertical acceleration GV and correction data in ACS of the learning program C1.

FIG. 23 is a map showing a relationship between lateral acceleration GL and correction data in ACS of the learning program C2.

FIG. 24 is a flowchart showing the first half of the control execution subroutine.

FIG. 25 is a flowchart showing a middle part of the control execution subroutine.

FIG. 26 is a flowchart showing the latter half of the control execution subroutine.

[Explanation of symbols]

1 car 2 engine 3 Engine control device 4 steering wheel 5 front wheels 6 Gear ratio changing device 7 Gear ratio control device 8 Power steering device 9 Power steering control device 10 rear wheels 11 Active suspension system 12 Active suspension controller 13 brakes 14 Anti-lock braking control device 15 Traction control device 16 Rear wheel steering system 17 Four-wheel steering controller 18 Position detection sensor 19 Display device 20 Automatic transmission controller 21 Transmission device 30 accelerator pedal 31 brake pedal 32 clutch pedal 33 shift lever 34 Manual Switch 35 Erase switch 36 Instrument panel 37 indicators 40 clock 41 Totalizer 42 calendar 43 Vehicle speed sensor 44 Yaw rate sensor 45 Accelerometer 46 Lateral acceleration sensor 47 Vertical acceleration sensor 48 Driver identification means 50 Main computer unit 51 ROM 52 RAM 53 Position calculation computer unit 100 Car control gain change system 102 Information Center (Server) 104 network 106 users (members) 110 home computer 116 Car Maker 118 card dealer 120 car rental agencies 122 Traffic Information Center 124 web camera 126 transmitter / receiver 130 First database 132 Second database 134 Third Database 140 Current position of car

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Hiroshi Omura             3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda             Within the corporation (72) Inventor Shigefumi Hirabayashi             3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda             Within the corporation F term (reference) 2F029 AA02 AB01 AB13 AC02 AC08                       AC09 AC13 AC18                 3D044 AA01 AA21 AB01 AC56 BA30                       BB01                 3G093 AA01 AA04 BA14 BA24 FA09                 5H180 AA01 BB02 BB04 BB05 BB13                       BB15 DD04 EE10 EE12 EE18                       FF04 FF05 FF12 FF13 FF22                       FF25 FF27 FF32

Claims (8)

[Claims] 1. A travel support server for providing information on a specific area to a vehicle, and receiving means for receiving environmental data obtained by a plurality of users traveling in the specific area, and the environmental data. Based on the environmental data of the user who is a resident of this specific area among the stored environmental data and the environmental data of the accumulated environmental data, the detour route is estimated from the route that is frequently used by that local resident. A travel support server comprising: a bypass information providing unit that provides information about a bypass to a user who has made a request. 2. Further, among the accumulated environmental data,
Based on the environmental data of the user who is a resident of the specific area, the facility and the destination that are frequently used by the local resident are determined, and the facility information providing means for providing the user with the information on the facility and the destination is provided. The travel support server according to claim 1, which has. 3. A traveling vehicle speed providing means for obtaining an average traveling vehicle speed on a specific road from the environmental data and providing information on the average traveling vehicle speed to a user.
Alternatively, the information providing server according to claim 2. 4. The travel support server according to claim 3, wherein the traveling vehicle speed providing means corrects the information on the average traveling vehicle speed so as to match the characteristics of the vehicle of the user. 5. The front information providing unit according to claim 1, further comprising front information providing means for providing the user with environmental data relating to an area located in front of a preset traveling route of the user's vehicle. A server for driving support. 6. The travel support server according to claim 5, wherein the environmental data includes road surface μ information. 7. A driving support method in which a driving support server provides information on a specific area to a vehicle side, and a receiving step of receiving environmental data obtained by a plurality of users traveling in the specific area. Based on the data accumulation process of accumulating this environmental data and the environmental data of the user who is a resident of this specific area among the accumulated environmental data, the detour route from the route that is frequently used by that local resident. And a detour information providing step of providing information about the detour to a user who has made a request, and a driving support method. 8. A travel assistance program for a computer of a server, wherein the travel assistance server provides information on a specific area to a vehicle side, and is obtained by a plurality of users traveling in a specific area. Receiving environmental data, accumulating this environmental data, and based on the environmental data of the users who are residents of this specific area among the accumulated environmental data, detour from a route that is frequently used by the local residents. And a program for driving support for controlling the computer of the server so that the user who has made the request is provided with information regarding this detour.