JPH05162566A - Learning control automobile - Google Patents

Abstract

PURPOSE:To prevent the abrupt behavior change of an automobile due to the change of control gain by providing a priority determining means for determin ing the priority of the change of the control gain for each travel characteristic control means. CONSTITUTION:A main computer unit 50 outputs the control execution signal by priority to each control device. The control execution signal is first outputted to an anti-lock braking control device 14 and a traction control device 15 to correct ABS and TRC. The control execution signal is then outputted to a four-wheel steering control device 17 and a gear ratio control device 7 to correct 4WS and VGR. The control execution signal is outputted to an active suspension control device 12 to correct ACS. The control execution signal is outputted to an engine control device 3 and a power steering control device 9 to correct EGC and PSC. The behavior change due to the change of control gain is suppressed to the minimum.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a learning control vehicle, and more particularly to a learning control vehicle capable of executing control that matches the behavioral characteristics of a driver.

[0002]

[Prior Art] In automobiles, the control gain of the traveling 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. Is common. However, in order to enable driving that suits the tastes of each driver, power mode and normal mode, or control mode, hard mode or soft mode in cars equipped with active suspension, sports mode in four-wheel steering cars 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, for everyone,
It is impossible to give satisfaction to all drivers in a vehicle in which the control gain of driving characteristics is set or in a vehicle in which only a specific control gain can be selected by operating the manual switch. , Therefore, by learning the driving characteristics of the driver, feeding them back, and changing the control gain of the running characteristics,
Learning-controlled vehicles designed to give the driver greater satisfaction have been proposed.

For example, Japanese Examined Patent Publication No. 3-44029 discloses sampling of steering angular velocity, steering angle, yaw rate, lateral acceleration, etc. of a steering wheel during steering of the steering wheel, and based on an average value within a predetermined time, Extracting the driver's steering characteristics,
A vehicle in which learning control is performed so as to change the ratio of the steered angle of the front wheels and / or the rear wheels to the steering angle of the steering wheel is proposed.

[0005]

However, in the case of learning the driving characteristics of the driver to change the control gain of the driving characteristics of the vehicle, it is necessary to control a plurality of vehicle driving characteristic control units (for example, brakes, engines, suspensions, etc.). Depending on how the order of changing the control gain is determined, the running characteristics of the vehicle may change significantly, which may greatly affect the driving stability of the vehicle. .
At the same time, the psychological situation of the driver during driving may be significantly affected.

[0006]

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and a plurality of running characteristic control means for controlling the running characteristics of an automobile by a predetermined control gain, and the running data of the automobile are learned and learning data thereof is learned. In a learning control vehicle equipped with a control means for changing the control gain based on the above, learning that can prevent deterioration of driving stability of the vehicle and destabilization of psychological situation of the driver due to change of the control gain based on learning It is intended to provide a controlled vehicle.

[0007]

It is an object of the present invention to provide arithmetic means for computing a control gain based on learning, output means for outputting the arithmetic value of the arithmetic means to each of the traveling characteristic control means, and each traveling characteristic control means. And a priority determining means for determining the priority of changing the control gain.

Alternatively, a calculation means for calculating a control gain based on learning, an output means for outputting a calculation value of the calculation means to each running characteristic control means, and a control gain based on data concerning the psychological condition of the driver among learning data And a control gain changing means for giving priority to the change. In a preferred embodiment of the present invention, the priority of changing the control gain is the order of the braking characteristic control means, the steering characteristic control means, and the suspension characteristic control means among the plurality of traveling characteristic control means.

[0009] In a further preferred aspect of the present invention, the priority of changing the control gain is given priority to one of the plurality of running characteristic control means which is changed in the stable direction. In a further preferred embodiment of the present invention, the priority of changing the control gain is given priority to the one having the smaller amount of change of the control gain. In a further preferred aspect of the present invention, the priority order for changing the control gain is such that among the plurality of running characteristic control means, those which are changed to the stable direction and those which are changed to the unstable direction are alternately arranged.

[0010]

According to the present invention, priority is given to the order of changing the control gain for the running characteristic control unit. As a result, the control gain can be changed for each of the driving characteristic control units in an appropriate order to ensure the driving stability of the vehicle.

Further, according to the present invention, when changing the control gain, the change of the control gain based on the data relating to the psychological condition of the driver is prioritized. Therefore, it is possible to change the control gain for each running characteristic control unit in an appropriate order in order to keep the psychological condition of the driver calm.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings. FIG. 1 is a block diagram of a learning control vehicle according to a preferred embodiment of the present invention.

Referring to FIG. 1, a learning control vehicle 1 according to a preferred embodiment of the present invention includes an engine control device 3 for controlling the intake amount of the engine 2, ignition timing, fuel injection amount, and the like, and front wheels with respect to the steering angle of a steering wheel 4. The gear ratio control device 7 for controlling the gear ratio changing device 6 for changing the steering angle ratio of the gear 5, the power steering control device 9 for controlling the power steering device 8, the active suspension device 11 for the front wheels 5 and the rear wheels 10 are controlled. Active suspension control device 12, anti-lock braking control device 14 for controlling brakes 13 on front wheels 5 and rear wheels 10, traction control device 15 for controlling engine 13 and brakes 13 on front wheels 5 and rear wheels 10, and rear Four-wheel steering control for controlling a rear wheel steering device 16 for steering the wheels 10 It has a location 17. In FIG. 1, 18 is a position detection sensor that detects 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 based on a map or the like. Is a display device for displaying.

FIG. 2 is a block diagram of an operation system, a detection system and a control system of the learning control vehicle according to the preferred embodiment of the present invention. Referring to FIG. 2, the operation system of the learning control vehicle according to the preferred embodiment of the present invention 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 a control gain of a predetermined control device, and a RAM 5 described later.
2 includes an erasing switch 35 for erasing the rewritable program stored in 2. Erase switch 35
The RAM 52 is provided because, for example, when a car is sold, the driver is different.
This is because it is necessary to erase the program stored in the RAM 52. Therefore, the driver cannot operate normally, and only the dealer or the manufacturer is provided to operate the program. In order to be able to delete the program stored in, it may be provided so that it can be operated by a driver.

Further, the detection system of the learning control automobile according to the preferred embodiment of the present invention includes a position detection sensor 18 and a timepiece 4.
0, totalizer 41 for totaling mileage, calendar 42,
Vehicle speed sensor 43 for detecting vehicle speed V of vehicle 1, vehicle 1
The yaw rate sensor 44 for detecting the yaw rate Y of the vehicle, the acceleration sensor 45 for detecting the acceleration α of the vehicle 1, the lateral acceleration sensor 46 for detecting the lateral acceleration GL laterally applied to the vehicle, and the vertical acceleration vertically applied under the spring of the vehicle. G
The vertical acceleration sensor 47 that detects V and the IC card are read to identify whether the driver is a specific driver such as the owner driver or his family, and output a driver signal I
It is provided with a driver identification means 48 which is a C card reading means. The driver identification means 48 does not read the IC card, but determines whether or not the driver is an owner driver or other specific driver based on the possession of the driver such as a dedicated key, a license, a clock with a transmitter, and the like. It may be configured to output. Although not shown, the engine control unit 3, the gear ratio control unit 7, the power steering control unit 9, the active suspension control unit 12, the anti-lock braking control unit 14, the traction control unit 15 and the four wheels. Each of the steering control devices 17 has a timer built therein.

Further, the control system of the learning-controlled automobile according to the preferred embodiment of the present invention comprises a main computer unit 50, a ROM 51 storing a predetermined program,
A RAM 52 storing a rewritable program,
A position calculation computer unit 53 that calculates the position of the automobile 1 based on the detection signal detected by the position detection sensor 18, an engine control device 3, a gear ratio control device 7, a power steering control device 9, an active suspension control device 12, and an anti・ Lock and braking control device 1
4, a traction control device 15 and a four-wheel steering control device 17 are provided.

The main computer unit 50 is an R
The programs stored in the OM 51 and the RAM 52 are accessible, and the main computer 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 35. Operation signal from the position 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 main computer unit 50 causes the engine control device 3 to operate. , Gear ratio controller 7, power steering controller 9, active suspension controller 12, anti-lock braking controller 1
4, control signals are output to the traction control device 15 and the four-wheel steering control device 17, respectively.

The manual switch 34 includes an engine control device 3, a gear ratio control device 7, a power steering control device 9, an active suspension control device 12, an anti-lock braking control device 14, a traction control device 15 and four wheels. The control gain of the steering control device 17 can be changed according to the driver's preference. FIG. 3 is a schematic front view showing an example of an instrument panel 36 provided with a manual switch 34, and 37 is an indicator.

The ROM 51 stores 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 a mountain road. Setting program A4 used when traveling, setting program A5 used when traveling on a highway, setting program A6 used when traveling on a road having a road surface friction coefficient of a predetermined value or less
Further, a setting program A7 used in a traveling state in which the traveling stability in which the lateral acceleration GL exceeds a predetermined value, for example, 0.5 G, should be emphasized 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 vehicle 1. The corrected programs 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. Based on the signal from the detection sensor 18, the main computer unit 50 determines the position where the automobile 1 is traveling, that is, the area according to the input navigation signal generated by the position detection computer unit 53, Based on the determination result, the setting program A1 One of the stone A5 is selectively used. Further, when the automobile 1 is used for the first time or immediately after the erasing switch 35 is operated, the setting programs A1 to A5 stored in the ROM 51 are stored in the RAM 52 as they are,
Even when a specific driver drives, the setting programs A1 to A5 are actually used.

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 a 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, or even when a specific driver drives in a specific area described later, the vehicle travels on a road having a road surface friction coefficient of a predetermined value or less, and the lateral acceleration GL has a predetermined value. , RAM5 in a running state in which importance is attached to running stability exceeding 0.5 G, for example.
It is forcibly selected and used in place of the standard programs B1 to B5 stored in No. 2, and when traveling stability should be emphasized, it is necessary to ensure the desired traveling stability. It is to make it possible.

In addition, the setting program A1 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.
A5 to A5 are copied as they are, and the position detection computer unit 5 is based on the signal from the position detection sensor 18 as the specific driver drives the automobile 1.
The standard programs B1 to B5 for each region corrected according to the correction program described later are stored according to the navigation signal generated and input according to step S3. 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. The standard program B4 used when driving and the 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 automobile 1. , The main computer unit 50 according to the input navigation signal generated by the position detecting computer unit 53 based on the signal from the position detecting sensor 18.
The position where the automobile 1 is traveling, that is, the region is determined by the, and any one of these is selected and used based on the determination result.

The RAM 52 is further provided with the 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.
8 is generated by the position detecting computer unit 53 on the basis of the signal from 8 and is judged by the main computer unit 50 according to the inputted navigation signal.

Here, the learning programs C1 to C3
Is the topographical condition of each road in the specified area for each unit section,
The learning program C1 detects the vibration state of the automobile 1 according to 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 motor 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 for each day of the week and for each 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. 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 conditions of the driver's steering wheel 4 in each unit section of the road in the specific area by averaging for each unit section and by day of the week and by time of day. 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. , Averaging for each unit section, learning is performed for each day of the week and for each time zone, and 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 the operation place, day of the week, and time of day.

Here, the unit sections are adjacent, for example, every 1 Km so that a part of the area overlaps with an adjacent unit section, for example, every 100 meters, 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 so far is calculated, an initial program is created and stored in the RAM 52, and the learning programs D1 and D3. Through D6, the same unit section, the same day, the same time zone, the car 1
When the vehicle travels a predetermined number of times, for example, 10 times or 50 times, the average value of the operation situations detected up to that time 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 at 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, when operating the brake pedal 31, within 5 m, 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 is based on the signal from the clock 40, and when the main computer unit 50 determines that it is nighttime, the standard programs B1 to B1.
5 is forcibly applied with a uniform correction, and the correction program E2 includes a main computer unit 50.
However, when it is determined that there is congestion, standard program B
1 to B5 and learning programs C1 to C3 and D1 to D7 are forcibly applied with a uniform correction. The correction program E3 is executed by the main computer unit 50 based on an operation signal of a wiper (not shown). When it is determined that the weather condition is raining or snowing, standard programs B1 to B5, learning programs C1 to C3, and D1 to D7
, Forcibly adds a uniform correction, and
The correction program E4 is based on the signal from the integrator 41, and when the main computer unit 50 determines that the continuous running time has exceeded the predetermined time, 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, the main computer unit 50 causes the steering speed of the steering wheel 4 and the operation speed of the accelerator pedal 30 based on the operation signals of the steering wheel 4, the accelerator pedal 30, and the brake pedal 31. And the operating speed of the brake pedal 31 is detected to determine the characteristic of the operation of a specific driver, and the standard programs B1 to B5
The correction program E6 is based on the control data stored in the RAM 52 up to that time. When judged by the unit 50, the standard programs B1 to B5 and the learning programs C1 to C are determined according to the degree of decrease in running stability.
3 and D1 to D7 are forcibly corrected, and the correction program E7 is
The computer unit 50 has a manual switch 3
Detect the operation status of No. 4 and use the standard programs B1 to B
5 is corrected. Here, the correction program E6
Like the correction programs E1 to E4, is created in advance experimentally or theoretically and stored in the RAM 52, but the correction program E5 is classified into urban areas, urban areas, suburban areas, mountain roads, and highways. Within the same area, a predetermined number of times, for example 100 or 200 times,
The steering speed of the steering wheel 4 when operating, the operation speed of the accelerator pedal 30, and the brake pedal 31.
The operation speeds of are corrected and created for each area and stored in the RAM 52.
Is the manual switch 3 when the vehicle has run a predetermined number of times, for example 100 or 200 times, in the same area.
The operation statuses of No. 4 are averaged, created, and stored in the RAM 52.

The correction programs E1, E5 and E
7 is used only for the correction of the standard programs B1 to B5. The learning programs C1 to C3 and D1 to D7 used in the specific area are provided for the vehicle 1 by road, day of the 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 to be 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 the 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 control data setting programs A1 to A6 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. 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 applicable braking data, 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
Indicates that the slip is the largest and the control data indicates that the power is increased. In EGC, 1 is the best fuel efficiency and 5
The control data that gives the largest power
In C, 1 is for steering the steering wheel 4 with the smallest force, and 5 is for the control data requiring the largest force for steering the steering wheel 4, respectively.

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 can be given to the automobile 1 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 CS example, traffic congestion is likely to occur in A1 which is a setting program for urban driving, and therefore start and stop are often repeated. To prevent the suspension from becoming very hard,
The control data ratio is set to 4, and in the urban travel setting program A2, the vehicle speed V is higher than in urban areas, but it is not so high, and therefore driving stability is almost constant. The control data ratio is set to 1 so that the suspension is softest, with no particular problem, and the ride comfort is emphasized. 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 surface friction coefficient, the suspension is the 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 intended for a traveling state where traveling stability should be a problem.
The ratio of control data is set to 5 so that the suspension is the hardest.

The standard program B3 for out-of-town driving shown in Table 1 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 3 to D6 are corrected according to the operating condition of the vehicle 1 of the driver 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 correction based on the operation status in Tables 2, 3, and 4 is made based on the map 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 corrected to be small. FIG. 4 is a flowchart showing a basic control routine executed by the main computer unit 50.

In FIG. 4, first, the lateral acceleration sensor 46
Thus, the lateral acceleration GL is input to the main computer unit 50 from the anti-lock braking control device 14 as the estimated value μ of the road surface friction coefficient.
Next, in the main computer unit 50, the absolute value of the lateral acceleration GL input from the lateral acceleration sensor 46 is
It is determined whether or not a predetermined value GLo, for example, 0.5 G or more.

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 it is necessary to give priority to traveling stability, and the control is executed based on the setting program A7 stored in the ROM 51. The main computer unit 5 is judged to be in the proper state.
For 0, the flag P is set to 0, and it is determined whether or not the program to be used has been changed in the previous cycle and the current cycle. When the program has been changed, the flag S is set to 0.
, And the flag S is set to 1 if not changed.

On the other hand, in the case of NO, it is determined whether or not the estimated value μ of the road surface friction coefficient is less than or equal to 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 with 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. Since it is determined that the main computer unit 50
Sets the flag P to 1, and further determines whether the program to be used has been changed between the previous cycle and the current cycle, and when the program is changed, sets the flag S to 0 to change the program. If not, the flag S is set to 1.

On the other hand, in the case of NO, as will be described below, the driver determination subroutine, the region determination subroutine, the program selection subroutine, and the learning control subroutine are executed in this order, and finally the control execution subroutine is executed. . The present invention relates to the control execution subroutine. First, a driver determination subroutine as shown in FIG. 5 is executed.
First, it is determined whether or not the driver is a specific driver such as the owner driver or his family, and it is determined whether or not it is necessary to execute the control by the setting programs A1 to A5.

That is, as shown in FIG. 5, the main computer unit 50 includes the driver identification means 4
From 8, it is determined whether or not the driver is an owner driver or a specific driver such as the family, depending on whether or not a driver signal is input. Here, the driver identification means 48 is configured to output a driver signal to the main computer 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. There is.

As a result, when the driver signal is input, the main computer unit 50 sets the flag F to 0, and further determines whether or not the flag F was 0 in the previous cycle. hand,
If the flag F was not 0 in the previous cycle, the flag S is set to 0, and if the flag F was 0 in the previous cycle, the flag S is set to 1.

On the other hand, when the driver signal is not input, the main computer 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 , Voice recognition device, seat position detection device, etc., the driver's weight, body shape, face,
One or more of voice, seat position, etc. is R
Whether or not the driver is a specific driver is determined depending on whether or not the data matches the data stored in the AM 52.

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

On the other hand, if the driver cannot be determined to be a particular driver based on the weight of the driver, the main
The computer unit 50 further includes a steering speed of the steering wheel 4, an operation speed of the accelerator pedal 30,
Brake pedal 31 operating speed and clutch pedal 3
The operating speed of the vehicle 2 is monitored for a predetermined period of time, and the steering speed of the steering wheel 4 of the particular driver stored in the RAM as a result of the vehicle 1 being driven by the particular driver until then, the accelerator pedal 30
Is compared with the average value of the operating speed of the brake pedal 31, the operating speed of the brake pedal 31 and the operating speed of the clutch pedal 32. Then, the flag F is set to 0, and it is further determined whether or not the flag F was 0 in the previous cycle. If the flag F was not 0 in the previous cycle, the flag S is set to 0. If the flag F is 0 in the previous cycle, 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, 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 when 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 judging subroutine judges whether or not the driver is the specific driver such as the owner driver or his family, the main computer unit 50 further executes the area judging subroutine shown in FIG. .. That is, the main
The computer unit 50 uses the signal from the position detection sensor 18 to detect the position of the computer unit 53.
Read the navigation signal generated by.

As a result, when the navigation signal cannot be read, the flag H is set to 0 and the process is returned. On the other hand, if the navigation signal could be read, but the navigation signal is improper and the position of the automobile 1 cannot be accurately determined based on the navigation signal, the main computer unit 5
When 0 is determined, 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, the flag H is set to 2
Further, based on this navigation signal, the main computer unit 50 determines that the linear distance L from the current position of the automobile 1 and the base point such as the home of the automobile 1 or the location of the dealer is a predetermined distance.
It is determined whether or not the vehicle is traveling within a specific area within Lo, for example, within 20 km.

As a result, the straight line distance L from the base point of the home of the automobile 1 or the location of the dealer, etc.
However, when it is determined that the vehicle is traveling within a specific area within a predetermined distance Lo, for example, within 20 km, the main computer unit 50 sets the flag M to 0, while it is determined that the vehicle is traveling outside the specific area. If so, the flag M is set to 1.

Next, the main computer unit 5
0 executes the program selection subroutine shown in FIGS. 7 and 8. That is, as shown in FIGS. 7 and 8, the main computer 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 main computer unit 50 further determines whether the flag H is 0 or not. As a result, if YES,
Since the driver is not a specific driver,
The control should be executed based on the setting programs A1 to A5 stored in the OM51, but the navigation signal cannot be read out, and it is not possible to determine in which area the automobile 1 is located. The computer unit 50 accesses the setting program A3 which is a standard program among the setting programs A1 to A5, sets the flag N to 0, and determines which program to use in the previous cycle and the current cycle. If it has been changed, the flag S is set to 0, and if it has not been changed, the flag S is set to 1.

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

On the other hand, when the flag F is 0,
That is, when it is determined that the driver is a specific driver, the main computer unit 50
Further determines whether the flag H is 0 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 cannot be read out and it is not possible to determine in which area the car 1 is located, the main computer unit 50 is in charge of the standard programs B1 to B5. home,
The standard program B3, which is the most standard program, is accessed, the flag N is set to 1, and the flag S is set to 0 when the program to be used is changed between the previous cycle and the current cycle. If it has not been changed, the flag S is set to 1.

On the other hand, if NO, the main computer unit 50 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 program B1
To B5 and correction programs E1 to E7, or learning programs C1 to C3 and D1 to D7 and correction programs E1 to E4 and E
Control should be carried out on the basis of No. 6, but since the exact position of the automobile 1 cannot be determined by the navigation signal, the main computer unit 50
Accesses the standard programs B1 to B5, sets the flag N to 2, and sets the flag S to 0 when the program to be used is changed between the previous cycle and the current cycle. If not, the flag S is set to 1.

On the other hand, in the case of NO, the main computer unit 50 further determines whether or not the automobile 1 is in the specific area based on whether or not the flag M is 0.
As a result, in the case of NO, the automobile 1 is recognized to be outside the specific area, so the main computer unit 5
0 accesses the standard programs B1 to B5 and the correction programs E1 to E7 stored in the RAM 52, sets the flag N to 3, and changes the program to be used in the previous cycle and the current cycle. Sets the flag S to 0, and if not changed, sets the flag S to 1.

On the other hand, when the answer is YES, 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, Since it may not be stored in the RAM 52, the day of the week in the unit section to be traveled,
It is determined whether or not the control data for that time period is learned and stored in the RAM 52.

As a result, when the result is 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 main computer unit 50 is stored in the RAM 52. When the stored learning programs C1 to C3 and D1 to D7 and E1 to E4 and E6 are accessed, the flag N is set to 4, and the program to be used is changed between the previous cycle and the current cycle, , Flag S is set to 0, and if not changed, 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 main computer unit 50 further determines that the straight line distance l from the unit section is a predetermined distance. lo,
For example, it is determined whether or not the control data of the day of the week and the time zone of the neighboring unit section within 20 m are learned and stored in the RAM 52.

As a result, if NO, it is determined by the learning program that the control cannot be executed, and the main computer unit 50 causes the main computer unit 50 to store the standard programs B1 to B5 and the correction programs E1 to E7. Is accessed, the flag N is set to 3, and when the program used is changed between the previous cycle and the current cycle, the flag S
Is set to 0, and if not changed, the flag S is set to 1.

On the other hand, when YES, that is,
The straight line distance l from the unit section to be driven is a predetermined distance l0,
For example, when the control data of the day of the week and the time zone in the neighborhood unit section within 20 m are stored in the RAM 52, the control data for the learning programs C1 to C3 and D1, D3 to D6 are:
It is recognized that the specific driver is similar to the control data learned when driving the unit section to be driven on the day of the week and during the time zone. Therefore, the control is performed based on the standard programs B1 to B5. It is considered that the driver can be more satisfied by executing the control based on the control data of the day of the week and the time zone of the neighboring unit section rather than executing it. Learning programs C1 to C3 and D for neighborhood unit sections stored in
1, D3 to D6 are accessed, the similar data of the neighboring unit section is corrected to the stable side by the gain k, and the flag N is set to 5. However, the control data of the learning programs D2 and D7 are the brake pedal 3
Since it should be obtained by learning the operation position of 1 and the operation position of the manual switch 34, even if there is control data for a neighboring unit section, it is not appropriate to execute control based on these data. The main computer unit 50 does not access the learning programs D2 and D7 of the neighborhood unit section 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.

9 and 10 are flowcharts showing the learning control subroutine. 9 and 10, the main computer unit 50 first determines whether or not the flag N is 0. As a result, in the case of YES, since the control is performed according to the setting programs A1 to A5 or the setting program A3 stored in the ROM 52, the main computer unit 50
Does not perform learning control.

On the other hand, if NO, the main computer unit 50 further determines whether the flag N is 1 or not. As a result, if YES, the navigation signal cannot be read, and the standard programs B1 to B
Of the five cases, the most standard program B3 is provisionally selected and the control is executed. Therefore, it is appropriate to actually select the standard program B3.
This cannot necessarily be said, and if it is not appropriate, if the learning control is executed, the standard program B3 may be inappropriately corrected by the learning control. Therefore, the learning control is not executed.

On the other hand, when the flag N is not 1, the main computer unit 50 further determines whether the flag N is 2 or not. As a result, in the case of YES, the main computer unit 50 reads out the standard program of the corresponding area from B1 to B5 based on the navigation signal, and controls each of the standard programs, that is, the active suspension control device. 12, anti-lock braking control device 1
4, gear ratio control device 7, four-wheel steering control device 17, traction control device 15, engine control device 3,
The control data DBo of the power steering control device 9 is read, the traveling data D is further read, and whether or not the absolute value of the difference between the control data DBo and the traveling data D is less than or equal to a predetermined value d1 is determined for each control device. judge.

As a result, when YES, the difference between the control data DBo of the control device stored in the RAM 52 and the traveling data D is small, and the control data DBo of the control device stored in the RAM 52 is corrected. Main computer unit 5 because it is recognized that there is no need to
For 0, the running data D is not learned. On the other hand,
If NO, the main computer unit 50
Further, it is determined for each control device whether or not the absolute value of the difference between the control data DBo and the travel data D is a predetermined value d2 or more. Here, d2> d1.

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 traveling 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 main computer unit 50 does not learn the travel data D.

On the other hand, if NO, the main computer unit 50 determines that the number of updates n is the predetermined number n.
Determine if o has been reached. As a result, in the case of NO, the number of updates n by learning control is small, and therefore,
Since it is not recognized that the automobile 1 has the driving characteristics that sufficiently match the operating characteristics of the specific driver, the main computer unit 50 uses the driving data D
The learning control by is executed according to the following equation.

DBo = (j1 × DBo + D) / (j1 + 1) where j1 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 automobile 1 has the characteristics that sufficiently match the driving characteristics of the specific driver. Therefore, the correction value of the control data DBo by the learning control may be small, and therefore the main computer The unit 50 executes learning control based on the travel data D according to the following equation.

DBo = (j2 × DBo + D) / (j2 + 1) where j2 is a predetermined coefficient, j1 <j2, and 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 main computer unit 50 further determines whether the flag N is 3 or not.

As a result, in the case of YES, the main computer unit 50 reads out the standard program of the corresponding region from B1 to B5 based on the navigation signal, and controls each control device of the standard program, that is, the active program. The control data DBo of the 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 are read out. Further, the travel data D is read, and based on the read travel data D, according to the correction programs E5 to E7,
The control data DBo is corrected to obtain the correction data DB, and it is determined for each control device 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 a predetermined value d3.

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 main computer unit 50 does not learn the correction data DB. On the other hand, if NO, the main computer unit 50
Further determines whether the absolute value of the difference between the control data DBo and the correction data DB is a predetermined value d4 or more, for each control device.
judge. Here, 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 it is not appropriate to learn such correction data DB, so the main computer unit 50
Does not learn the correction data DB.

On the other hand, in the case of NO, the main computer unit 50 determines that the update count n is the predetermined count n.
Determine if o has been reached. As a result, in the case of NO, the number of updates n by learning control is small, and therefore,
Since it is not recognized that the automobile 1 has the driving characteristics that sufficiently match the operating characteristics of the specific driver, the main computer unit 50 uses the driving data D
The learning control by is executed 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 automobile 1 has the characteristics that sufficiently match the driving characteristics of the specific driver. Therefore, the correction value of the control data DBo by the learning control may be small, and therefore the main computer The unit 50 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 main computer 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 traveled is also
Since it is recognized that the RAM 52 is stored in the RAM 52, the main computer unit 50 executes the learning program C1.
To C3 and D1 to D7 are read out, and the control data DCo of each control device of the learning program is calculated based on the control data of each control device of these learning programs.

The main computer unit 50 further reads the travel data D, and based on this, corrects the control data DCo in accordance with the learning programs C1 to C3 and D1 to D7, and corrects the correction data DCo.
Control data DCo and correction data DC of each control device
It is determined for each control device whether or not the absolute value of the difference is less than or equal to the predetermined value d5.

[0077] As a result, when YES, the control data DC _O of the control device stored in the RAM 52, the difference between the running data D is small, the control data DC _O of the control device stored in the RAM 52 The main computer unit 5 because it is recognized that there is no need to correct
For 0, the correction data DC is not learned. On the other hand, if NO, the main computer unit 50
For each control device, it is further determined whether the absolute value of the difference between the control data DCo and the correction data DC is a predetermined value d6 or more.
judge. 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 that the main computer unit 50
Does not learn the correction data DC.

On the other hand, in the case of NO, the main computer unit 50 determines that the update count n is the predetermined count n.
Determine if o has been reached. As a result, in the case of NO, the number of updates n by learning control is small, and therefore,
Since it is not recognized that the automobile 1 has the driving characteristics that sufficiently match the operating characteristics of the specific driver, the main computer unit 50 uses the driving data D
The learning control by is executed 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, it is recognized by the learning control that the vehicle 1 already has the characteristics that sufficiently match the driving characteristics of the specific driver, so that the correction value of the control data DCo by the learning control is small. Well, therefore, the main computer unit 50 executes the learning control by the travel data D according to the following equation.

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, it is recognized that the flag N is 5 and the control data of the unit section to be traveled is not yet learned and stored in the RAM 52. The main computer unit 50 reads the travel data D in order to learn and create the control data of the unit section. And the learning program D1,
For D3 to D6, on the same day and time,
The same unit section is repeated p times, for example, 10 times, or
When traveling 50 times and p traveling data D are obtained,
These p traveling data D are added and divided by p,
The control data DCo is calculated and stored in the RAM 52.
On the other hand, regarding the learning program D2, the operation of the brake pedal 31 is performed at the same place on the same day of the week and at the same time.
When p times, for example, 10 times or 50 times, p driving data D are added and divided by p,
The control data DCo is calculated and stored in the RAM 52.

Here, the traveling 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
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, continuity of the travel data can be ensured, which is desirable.

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

11 and 12 are maps for explaining a method for correcting the control data of ACS by the learning programs C1 to C3 based on the terrain condition. FIG. 11 shows the vertical acceleration GV and the correction data. 12 is a map showing the relationship between the lateral acceleration GL and the correction data, and these maps are stored in the ROM 51.

Based on the detection signal of 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 of the suspension, and 0 indicates the softest data of 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, based on the two correction data x1 and x2, the learning programs C1 to C3 are calculated according to the following equation.
The correction data Xc is calculated. Xc = (x1 + x2) / 2 By 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 main computer unit 50 previously similarly calculates the control data D for each of the learning programs C1 to C3 and D1 to D7 based on the data stored in the RAM 52.
The absolute value of the difference between Co and the correction data DC thus obtained is compared with predetermined values d3 and d4, and as described above,
When the learning is to be performed, the correction data DC is learned, and when the learning is not to be performed, the correction data DC is not learned.

In the standard programs B1 to B5,
The method of correcting the travel data D to obtain the correction data DB according to the correction programs E5 to E7 is also the same. 13, 14 and 15 are flowcharts showing the control execution subroutine. 13, 14 and 15, the main computer 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 main computer unit 50 further determines whether the flag S is 0 or not.

As a result, if 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 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 rapidly, the main computer unit 50 is The time T1 is added to the control time T stored in the timer of the controller.

On the other hand, when the flag S is not 0, the main computer 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, if YES, automobile 1
In order to prevent the driving situation of the vehicle from changing suddenly, the main computer unit 50 controls the control time T stored in the timer of the control device in which the control gain has changed.
Then, the time T2 is added.

Thereafter, according to the setting program A7, the main computer unit 50 gradually sets the control gain to the value calculated this time after the control time T stored in the timer of each control unit has elapsed. , And outputs a control execution signal to each control device. On the other hand, when the flag P is not 0, the main computer 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 attach importance 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 main computer unit 50 further determines whether the flag S is 0 or not.

As a result, if 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 due to a change in driving conditions. 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 abruptly, , T1 is added to the control time T stored in the timer of each controller.

On the other hand, when the flag S is not 0, the main computer unit 50 determines whether the control gain of each control device has changed between the previous cycle and the current cycle. As a result, if YES, automobile 1
In order to prevent the driving situation of the vehicle from changing suddenly, the main computer unit 50 controls the control time T stored in the timer of the control device in which the control gain has changed.
Then, the time T2 is added.

Thereafter, according to the setting program A6, the main computer unit 50 gradually sets the control gain to the value calculated this time after the control time T stored in the timer of each control device has elapsed. , And outputs a control execution signal to each control device. On the other hand, when the flag P is not 1, the main computer unit 50 further determines whether the flag N is 0 or not.

As a result, if YES, it means that the control should be performed by the setting programs A1 to A5 stored in the ROM 51. However, the main computer unit 50 further determines whether the flag S is 0 or not. That is, it is determined whether the program used has been changed. As a result, if YES, because the driving situation has changed, or 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 main computer unit 50 controls each control unit 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 of the device.

On the other hand, when the flag S is not 0, the main computer 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, if YES, automobile 1
In order to prevent the driving situation of the vehicle from changing suddenly, the main computer unit 50 controls the control time T stored in the timer of the control device in which the control gain has changed.
Then, the time T2 is added.

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 main computer unit 50 controls the control time stored in the timer of each controller. After the lapse of T, 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 the flag N is not 0, the main computer unit 50 further sets the flag N to 1.
Or not. As a result, if YES, control based on the standard program B3 is started. First, the main
The computer unit 50 further determines whether the flag S is 0.

As a result, if 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 main computer unit 50 is The time T1 is added to the control time T stored in the timer of the controller.

On the other hand, when the flag S is not 0, the main computer unit 50 follows the standard programs B3 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. That is, first, when it is determined that it is nighttime based on the input signal from the clock 40, as shown in Table 4, the control data DB of each control device of the standard program of the corresponding region is corrected to When it is determined that the vehicle is in a traffic jam state based on the input signal from the vehicle speed sensor 43, as shown in Table 4, the control data DB of each control device of the standard program of the corresponding area is corrected to operate the wiper (not shown). When it is determined by the signal from the means that the wiper is operating and the weather condition is raining or snowing, as shown in Table 4, control of each control device of the standard program of the corresponding area When it is determined that the traveling time is long based on the input signals from the clock 40 and the integrator 41 after correcting the data DB, the results are shown in Table 4 according to the length. As, by correcting the control data DB of the control device of the standard program of the relevant region, based on the thus corrected control data of the control device has calculates a control gain of each control device.

After that, the main computer unit 5
0 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, in order to prevent the driving situation of the automobile 1 from changing suddenly, the main computer unit 50 sets the control time T stored in the timer of the control device in which the control gain has changed. , Time T
Add 2

Thereafter, the main computer unit 50 sends a control execution signal so that the control gain gradually becomes the value calculated this time after the control time T stored in the timer of each control unit has elapsed. Output to each control device. On the other hand, when it is determined that the flag N is not 1, the main computer unit 50 further
It is determined whether the flag N is 2 or 3.

As a result, in the case of YES, the main computer unit 50 reads out the standard program of the corresponding region from the standard programs B1 to B5 based on the navigation signal, and based on any of the standard programs B1 to B5. Start control. First, the main computer 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 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 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 rapidly, the main computer unit 50 is The time T1 is added to the control time T stored in the timer of the controller.

On the other hand, when the flag S is not 0, the main computer unit 50 is calculated according to any one of the standard programs B1 to B5 selected based on the navigation signals based on the correction programs E1 to E4. The control gain of each control device is uniformly corrected as shown in Table 4, and the control gain of each control device is calculated.

After that, the main computer unit 5
0 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, in order to prevent the driving situation of the automobile 1 from changing suddenly, the main computer unit 50 sets the control time T stored in the timer of the control device in which the control gain has changed. , Time T
Add 2

Thereafter, the main computer unit 50 sends a control execution signal so that the control gain gradually becomes the value calculated this time after the control time T stored in the timer of each control unit has elapsed. Output to each control device. The output of this control execution signal is performed with prioritization as described below. On the other hand, when it is determined that the flag N is not 2 or 3, the main computer 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 main computer unit 50
Further determines whether the flag S is 0 or not. 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. Therefore, the main computer 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 rapidly.

On the other hand, when the flag S is not 0, the main computer unit 50 calculates each control based on the correction programs E1 to E4, the navigation signals, and the learning programs C1 to C3 and D1 to D7. The control gains of the devices are uniformly corrected as shown in Table 4, and the control gains of the respective control devices are calculated.

After that, the main computer unit 5
0 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, in order to prevent the driving situation of the automobile 1 from changing suddenly, the main computer unit 50 sets the control time T stored in the timer of the control device in which the control gain has changed. , Time T
Add 2

Thereafter, the main computer unit 50 sends a control execution signal so that the control gain gradually becomes the value calculated this time after the control time T stored in the timer of each control unit has elapsed. Output to each control device. The output of this control execution signal is performed with prioritization as described below. 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 not yet stored in the RAM 52, but the linear distance l from the unit section to be traveled is However, since the control data of the neighboring unit section within the predetermined distance l0 is stored in the RAM 52, the main computer unit 5
0 indicates learning programs C1 to C3 and D1 and D3
Through D6 to D6, control based on the control data of this neighborhood unit section is started. However, the control data of the learning programs D2 and D7 are the brake pedal 31
Since the learning is performed and generated in relation to the operation location of the manual switch 34, 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 main computer unit 50
Further determines whether the flag S is 0 or not. 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. Therefore, the main computer 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 rapidly.

On the other hand, when the flag S is not 0, the main computer unit 50 determines the learning programs C1 to C3 and D1, D3 to D6 based on the correction programs E1 to E4 and the navigation signal.
As shown in Table 4, the control data of the neighborhood unit section of is corrected uniformly to calculate the control gain of each control device.

After that, the main computer unit 5
0 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, in order to prevent the driving situation of the automobile 1 from changing suddenly, the main computer unit 50 sets the control time T stored in the timer of the control device in which the control gain has changed. , Time T
Add 2

Thereafter, the main computer unit 50 sends a control execution signal so that the control gain gradually becomes the value calculated this time after the control time T stored in the timer of each control unit has elapsed. Output to each control device. This output is prioritized as described below. As described above, according to the present embodiment, in the RAM 52, for each area such as an urban area, an urban area, an outlying area, a mountain road, and an expressway, the setting programs A1 to A5 and the lateral acceleration set to the control gains matching the area are stored. GL is a predetermined value GLo
A setting program A6 that is forcibly used in a larger driving state, a setting program A7 that is forcibly used while driving on a road with a low road surface friction coefficient, and a specific driver such as the owner driver or his family When driving 1, learn the characteristics of the operation and learn to match the operation of that area and a 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 gain, operation of a specific driver such as the owner driver and his / her family within a specific range Lo from the home of the owner of the automobile 1 or the location of the dealer. Learning programs C1 to C3 and D1 to D7 having control gains learned so as to match the unit section and the operation of a specific driver for each unit section, and standard programs B1 to B5 and learning program C1. To C3 and D
Correction programs E1 to E7 for correcting 1 to D7
When a specific driver such as the owner driver or his family drives the car 1 in a specific area where he or she frequently travels, such as commuting, the terrain and the specific driver such as the owner driver or his family The learning programs C1 to C3 and D1 to D7 having the control gains learned so as to match the road topography and the operation of the specific driver are learned for each unit section by learning the operation of the driver, and the correction programs E1 to E1. Since the traveling characteristics of the automobile 1 are controlled by the control gains corrected by E6 and E6, it is possible to give a particular driver an extremely great satisfaction and to improve the traveling stability. When a specific driver drives outside a specific area,
Standard program B1 having control gains that have been learned and changed for each region such as urban areas, suburbs, mountain roads, and highways so as to match the operation of that region and specific drivers
Since the driving characteristics of the automobile 1 are controlled by the control gains corrected by the correction programs E1 to E7 for B1 to B5, a great feeling of satisfaction can be given. Furthermore, the driver other than the specific driver such as the owner driver and his family can be given. However, when driving the automobile 1, the traveling of the automobile 1 is performed for each area such as an urban area, an urban area, an outlying area, a mountain road, and an expressway by setting programs A1 to A5 set to a control gain that matches the area. Since the characteristics are controlled, drivers other than the specific driver
Even when the vehicle 1 is driven, it is possible to give a great sense of satisfaction as compared with the conventional case.

Further, 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 the driving of the specific driver is It also becomes possible to prevent changes in an unfavorable direction. Further, the lateral acceleration GL is a predetermined value G
The setting program A is compulsorily applied when the vehicle is running above Lo.
Since the setting program A7 is forcibly selected and used while the vehicle 6 is traveling on a road having a small road friction coefficient, it is possible to reliably prevent the traveling stability from being impaired.

Next, a mode of priority when the main computer unit 50 outputs the control execution signal to each control device will be described below. In the priority order of the first mode shown in FIG. 22, the priority order is given in consideration of the safety of running of the vehicle. That is, the control is executed in the order of brake, steering, and suspension.

For example, as shown in Table 4, when the control gains are corrected by the correction programs E1 to E7, the control execution signal is first output to the control device relating to the braking characteristic of the vehicle. That is, first, anti
Lock and braking control device 14 and traction
A control execution signal is output to the control device 15, and the ABS and TRC shown in Table 4 are corrected. Secondly, the control execution signal is output to the control device relating to the steering characteristic of the vehicle. That is, the control execution signal is output to the four-wheel steering device 17 and the gear ratio control device 7, and the 4WS and VGR shown in Table 4 are corrected.
Thirdly, a control execution signal is output to the control device related to the suspension characteristics of the vehicle. That is, the control execution signal is output to the active suspension control device 12, and the ACS correction shown in Table 4 is performed.

After that, a control execution signal is output to each of the remaining control devices (engine control device 3 and power steering control device 9) in an arbitrary order or simultaneously, and the EGC and PSC are corrected. In this case, from the viewpoint of safety, the control for the engine has a greater weight, so that the control execution signal may be output to the engine control device 3 as the fourth output.

As described above, the control gains are sequentially executed from the control device having a great influence on the safety when the vehicle is running, so that the control gains are compared with the case where the control devices are simultaneously executed. It is possible to minimize the change in behavior due to the change of. Furthermore, because the control state will change gradually, not at once,
The driving feeling does not change drastically, and the influence on the driving psychology of the driver can be minimized.

FIG. 23 shows a second mode of priority. In this mode, the control execution signal is output with priority given to the correction in the stable direction. For example, as shown in Table 4, when the correction program E2 is executed during a traffic jam, ACS, ABS, VGR, and 4WS are corrected so that the ratio value of the control data increases, and TRC,
The EGC and PSC are corrected so that the ratio value of the control data becomes smaller. When the control data ratio value is corrected in the increasing direction, the control gain is increased accordingly. Therefore, the vehicle behavior shifts to a stable direction, and when the control data ratio value is corrected in the decreasing direction, control is performed. Since the gain becomes smaller, the behavior of the vehicle shifts to an unstable direction. For this reason, in this aspect, the control that is corrected to the stable side is executed first, and then the control that is corrected to the unstable side is executed.

Therefore, when the correction program E2 is executed, first, the active suspension control device 12, the anti-lock braking control device 14,
A control execution signal is output to each control device of the gear ratio control device 7 and the four-wheel steering control device 17, and ACS, ABS, VGR, 4
Execute WS correction. Next, secondly, a control execution signal is output to each control device of the traction control control device 15, the engine control device 3, and the power steering control device 9 to execute correction of TRC, EGC, and PSC. Alternatively, when the correction program E6 is executed, first, the active suspension device 1
2. A control execution signal is output to each control device of the anti-lock braking device 14 and the power steering control device 9 to execute the correction of ACS, ABS and PSC. Next, secondly, the gear ratio control device 7 and the four-wheel steering control device 1
7. A control execution signal is output to each control device of the traction control control device 15 and the engine control device 3, and V
Correction of GR, 4WS, TRC, EGC is executed.

By executing the control with priority given to the correction in the stable direction like the priority of the second aspect, the change of the control gain is completed without lowering the steering stability of the vehicle. Can be made Note that the priority of the first aspect can also be used in combination with the priority of the second aspect. For example, the correction program E2
When executing, first according to the priority of the second aspect,
As described above, the active suspension control device 1
2, a control execution signal is output to each control device of the anti-lock braking control device 14, the gear ratio control device 7, and the four-wheel steering control device 17, and ACS, ABS, VGR, 4W
The correction of S is executed, and at this time, the four control devices 12, 14, 7, 17 are prioritized in accordance with the first mode. That is, first, the control execution signal is output to the active suspension control device 12,
Is executed, secondly a control execution signal is output to the gear ratio control device 7 and the four-wheel steering control device 17, VGR and 4WS correction is executed, and thirdly, the control execution signal is sent to the active suspension control device 12. Is output, and ACS correction is executed. After that, according to the priority of the second aspect, a control execution signal is output to each control device of the traction control control device 15, the engine control device 3, and the power steering control device 9, and TRC, EGC, P.
The SC correction is executed. At this time, the priority order is set so as to be the reverse of the priority order of the first mode among the above three control devices 15, 3, 9. That is, first,
Engine control device 3 and power steering control device 9
A control execution signal is output to and the EGC and PSC corrections are executed. Next, secondly, a control execution signal is output to the traction control control device 15, and TRC correction is executed.

As described above, by using the priority order of the second mode and the priority order of the first mode together, the control gain can be changed with the advantages of both modes. FIG. 24 shows the priority order of the third mode. In this priority order, the control execution signal is output with priority given to the one having the smallest change amount of the control gain. In order to determine the priority order of the third mode, the gain change amount calculation means (not shown) for calculating the difference between the current control gain and the control gain scheduled next is provided in the main computer unit 50. It is provided in.

Consider, for example, the case where the correction program E2 is executed. As a result of calculation by the gain change amount calculation means, ACS, ABS, VGR, 4WS, TRC,
The amount of control gain change in EGC and PSC is 2,
It is assumed that they are 1, 1, 3, 2, 3, and 4 (these numbers represent relative ratios in the change amount of each control gain). In this case, according to the priority order of this aspect, first, the control execution signal is output to the anti-lock braking control device 14 and the gear ratio control device 7, and the ABS and VGR are corrected. Secondly, a control execution signal is output to the active suspension control device 12 and the traction control control device 15, and ACS and TRC corrections are executed. Thirdly, a control execution signal is output to the four-wheel steering control device 17 and the engine control device 3, and the correction of 4WS and EGC is executed. Fourth, a control execution signal is output to the power steering device 9, and P
SC correction is executed.

As described above, the control characteristics of the vehicle are gradually changed by changing the control gain from the smaller control gain change amount. Therefore, the control gain can be changed before the driver notices it, or even if he notices it, the influence on the driving psychological situation of the driver is minimized.

Even in the priority order of the third mode, the priority orders of the first mode and the second mode described above can be used together. FIG. 25 shows the priority order of the fourth mode. In this priority order, control that is corrected in the stable direction and control that is corrected in the unstable direction are alternately executed. For example, when the correction program E2 is executed, a control execution signal is output to each control device in the following order, and the correction corresponding to each is performed. The order is as follows: active suspension control device 12, traction control control device 15, anti-lock braking control device 14, engine control device 3, gear ratio control device 7,
Power steering control device 9, four-wheel steering control device 17
The order is as follows: ACS, TRC, ABS, E
The correction is executed in the order of GC, VGR, PSC, and 4WS.

In this way, by alternately executing the control gains that are corrected in the stable direction and the unstable direction,
As a whole, the control gain can be changed without causing the driver to be aware that the control gain has changed at one time. As shown in FIG. 26, by using the priority order of the fourth mode in combination with the priority order of the third mode, it is possible to further reduce the degree to which the driver is made aware of the change in the control gain.

The priority order of the fourth mode can be used together with the priority orders of the first and second modes. FIG. 27 shows the priority of another aspect. The priorities in the above-mentioned first to fourth aspects indicate the output order of the control execution signal to each control device in one program, but the priority order in this aspect indicates the execution order among the programs. Is.
For example, when it is necessary to execute the correction programs E1, E4, E5, and E6, E6, which is a program for changing the control gain due to the psychological state of the driver, is executed first, and then secondly. Programs E1, E4, E
Execute 5.

The correction program E6 is a program executed when the traveling state of the vehicle is heading in an unstable direction due to the psychological state of the driver. For example, if there is a large difference in learning data between yesterday and today, it can be easily estimated that the driver is rushing for some reason and the vehicle speed is increasing. As described above, when the difference in the learning data is large only for a specific period, it is considered that the psychological state of the driver is unstable, and the correction program E6 is preferentially executed. As described above, by preferentially executing the correction program based on the psychological state of the driver, it is possible to minimize a decrease in safety due to the psychological state of the driver moving toward an unstable direction.

Furthermore, when executing the correction program E6, the priorities of the first to fourth aspects described above can be used in combination, and the combined use can further improve the steering stability of the vehicle. You can 16 and 17
6 is a flowchart showing another embodiment of learning control of the present invention.

In the embodiment shown in FIGS. 16 and 17, the absolute value of the difference between the control data DBo and the traveling data D exceeds the predetermined value d1, and the absolute value of the difference between the control data DBo and the traveling data D is absolute. When the value is less than the predetermined value d2, the absolute value of the difference between the control data DBo and the correction data DB exceeds the predetermined value d3, and the control data DBo and the correction data DB
When the absolute value of the difference between the control data DCo and the correction data DC is less than the predetermined value d4, and the absolute value of the difference between the control data DCo and the correction data DC exceeds the predetermined value d5.
When the absolute value of the difference is less than a predetermined value d6, that is, when learning control is to be performed, a counter provided in each control device different from the above-described embodiment is used to update the control gain q
However, when it is recognized that the automobile 1 does not have the characteristics that match the driving characteristics of the specific driver despite reaching qo, the driving data D indicates that the driving characteristics of the specific driver are habitual. Is based on
Standard program B1 to B5 or learning program D
It is determined that 1 to D7 have been corrected, and the learning side is corrected to the stable side. As a result, the learning control is performed based on the habit of the driver, and on the contrary, the running characteristics are prevented from becoming unstable.

That is, it is determined whether or not the flag N is 2, and when the result is YES, the main computer unit 50 determines B1 to B5 based on the navigation signal.
The standard program of the corresponding area is read out from among the above, and each control device of the standard program, that is, 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 control data DBo of the traction control device 15, the engine control device 3, and the power steering control device 9 are read, and further, the traveling data D is read, and the absolute value of the difference between the control data DBo and the traveling data D is a predetermined value. Whether or not d1 or less is determined for each control device.

As a result, when YES, the difference between the control data DBo of the control device stored in the RAM 52 and the traveling data D is small, and the control data DBo of the control device stored in the RAM 52 is corrected. Main computer unit 5 because it is recognized that there is no need to
For 0, the running data D is not learned. On the other hand,
If NO, the main computer unit 50
Further, it is determined for each control device whether or not the absolute value of the difference between the control data DBo and the travel data D is a predetermined value d2 or more. Here, d2> d1.

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 traveling data D is extremely large, and it is possible that the operation performed by the specific driver was suddenly performed. Is large, and it is not appropriate to learn such travel data D, the main computer unit 50 does not learn the travel data D.

On the other hand, in the case of NO, the main computer unit 50 determines that the update count q is the predetermined count q.
When it is determined whether or not o has been reached, and when it is determined that qo has been reached a predetermined number of times, the main computer unit 50
It is determined whether the operation status of the specific driver has changed by learning control. That is, it is statistically determined by learning control whether or not the absolute value of the difference between the control data DBo and the travel data D is small.

As a result, if YES, it is recognized that the vehicle 1 is being provided with the characteristics that match the driving characteristics of the specific driver by the learning control. Therefore, the main computer unit 50 sets the update count q to q. = Q + 1 is stored in the RAM 52, and learning control by the travel data D is executed according to the following equation. DBo = (j3 × DBo + D) / (j3 + 1) where j3 is a predetermined coefficient, for example, 10,000
Is set to.

On the other hand, in the case of NO, even though the control data DBo is updated by the learning control q q times, the operating condition of the specific driver has not changed,
It is recognized that the driving data D is obtained based on the operation habits of the specific driver. Therefore, it is necessary to correct to the stable side against the operation of the specific driver in order to secure the driving stability. Desirable and therefore main
The computer unit 50 stores the update count q in the RAM 52 with q = 0, and executes learning control by the travel data D according to the following equation.

DBo = (j4 × DBo-D) / (j4-1) where j4 is a predetermined coefficient. When the flag N is 3, the main computer unit 50
Reads out a standard program of a corresponding area from B1 to B5 based on the navigation signal, and controls each of the standard programs, that is, the active suspension control device 12, the anti-lock braking control device 14, the gear. The control data DBo of the 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 are read out, the traveling data D is further read, and the read traveling data D is read. Based on the correction program E5 to E7, the control data DBo is corrected to obtain the correction data DB, and it is determined whether the absolute value of the difference between the control data DBo and the correction data DB is the predetermined value d3 or less.
The determination is made for each control 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 main computer unit 50 does not learn the correction data DB. On the other hand, if NO, the main computer unit 50
Further determines whether the absolute value of the difference between the control data DBo and the correction data DB is a predetermined value d4 or more, for each control device.
judge. Here, 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 it is not appropriate to learn such correction data DB, so the main computer unit 50
Does not learn the correction data DB.

On the other hand, in the case of NO, the main computer unit 50 determines that the update count q is the predetermined count q.
When it is determined whether or not o has been reached, and when it is determined that qo has been reached a predetermined number of times, the main computer unit 50
It is determined whether the operation status of the driver has changed by learning control. That is, it is statistically determined by learning control whether or not the absolute value of the difference between the control data DBo and the travel data D is small.

As a result, in the case of NO, it is recognized that the automobile 1 is being provided with the characteristics that match the driving characteristics of the specific driver by the learning control, so the main computer unit 50 sets the update count q to q. = Q + 1, it is stored in the RAM 52, and the learning control by the correction data DB is executed according to the following equation. DBo = (m3 × DBo + DB) / (m3 + 1) where m3 is a predetermined coefficient, for example, 10,000
Is set to.

On the other hand, in the case of YES, the operating condition of the specific driver has not changed even though the control data DBo has been updated by the learning control qo times. It is obtained based on the operation habits of the specific driver, and it is recognized that the corrections have been made according to the correction programs E5 to E7 due to the habits. Therefore, it is possible to correct to the stable side against the operation of the specific driver. It is desirable to ensure driving stability, and therefore, the main computer unit 50
Stores the number of updates q in the RAM 52 with q = 0, and performs learning control by the correction data DB,
Execute according to the following formula.

DBo = (m4 × DBo−DB) / (m4-1) where m4 is a predetermined coefficient. Furthermore, flag N
Is 4, it is recognized that the automobile 1 is in the specific area and the control data of the road to be driven is also stored in the RAM 52. Therefore, the main computer unit 50 causes the learning programs C1 to C3 and D1 to D7 are read out, and the control data DCo of each control device of the learning program is calculated based on the control data of each control device of these learning programs.

The main computer unit 50 further reads the travel data D and, on the basis of this, corrects the control data DCo according to the learning programs C1 to C3 and D1 to D7, and corrects the correction data DCo.
Control data DCo and correction data DC of each control device
It is determined for each control device whether or not the absolute value of the difference is less than or equal to the predetermined value d5.

[0149] As a result, when YES, the control data DC _O of the control device stored in the RAM 52, the difference between the running data D is small, the control data DC _O of the control device stored in the RAM 52 The main computer unit 5 because it is recognized that it is not necessary to correct
For 0, the correction data DC is not learned. On the other hand, if NO, the main computer unit 50
For each control device, it is further determined whether the absolute value of the difference between the control data DCo and the correction data DC is a predetermined value d6 or more.
judge. 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 that the main computer unit 50
Does not learn the correction data DC.

On the other hand, when the result is NO, the main computer unit 50 determines that the update count q is the predetermined count q.
When it is determined whether or not o has been reached, and when it is determined that qo has been reached a predetermined number of times, the main computer unit 50
It is determined whether the operation status of the driver has changed by learning control. That is, it is statistically determined by learning control whether or not the absolute value of the difference between the control data DBo and the travel data D is small.

As a result, in the case of NO, it is recognized by the learning control that the automobile 1 is about to be provided with the characteristics that match the driving characteristics of the specific driver. Therefore, the main computer unit 50 sets the update count n to q. = Q + 1, it is stored in the RAM 52, and the learning control by the correction data DC is executed according to the following equation. DCo = (r3 × DCo + DC) / (r3 + 1) Here, r3 is a predetermined coefficient and is set to 100, for example.

On the other hand, when YES, even though the control data DCo is updated by the learning control qo times, the operating condition of the specific driver has not changed. It is obtained based on the operation habits of the specific driver, and it is recognized that the corrections have been made according to the learning programs D1 to D7 due to the habits. Therefore, it is possible to perform correction on the stable side against the operation of the specific driver. , Desirable for ensuring driving stability, and therefore the main computer unit 5
For 0, the number of updates q is set to q = 0 and stored in the RAM 52, and learning control by the correction data DC is executed according to the following equation.

DCo = (r4 × DCo−DC) / (r4-1) where r4 is a predetermined coefficient. 18 is a block diagram of a learning control vehicle 1 showing another embodiment of the present invention, showing an embodiment of an automatic learning control vehicle 1 equipped with an automatic transmission control device 20, and FIG. It is a block diagram of an operation system, a detection system, and a control system. Therefore, the clutch pedal 32 is not provided, and the transmission device 21 is controlled by the automatic transmission control device 20. In this case, the ratios ATC of the control data setting programs A1 to 7 of the automatic transmission control device 20 corresponding to Table 1 are 1, 2,
Standard program B3 set to 3, 5, 3, 1, 5 and corresponding to the control data of these setting programs A1 to 7
The control data ratio ATC of is corrected to 2. Here, the larger the ratio, the more the power-oriented control gain, and the smaller the ratio, the more fuel-efficient the control gain. Also in this embodiment, learning control is performed in the same manner as in the above embodiment.

Table 5, Table 6 and Table 7 correspond to Table 2, Table 3 and Table 4, respectively, and show how the ATC is corrected for the terrain condition and the operation condition. is there. In Table 6 and Table 7, D2 and D7
And E7 are the same as those in Tables 3 and 4, and thus omitted. The present invention is not limited to the above examples, and various modifications can be made within the scope of the invention described in the claims, and these are also included in the scope of the present invention. Needless to say.

For example, in the above embodiment, the RAM
In 52, a specific driver is outside the specific area,
The standard programs B1 to B5 used when driving the vehicle are stored, but when the specific driver drives the automobile 1 outside the specific area, the setting program A1 is set.
It is also possible to use A5 to A5 to reduce the capacity of the RAM 52 and reduce the cost. In this case, when the navigation signal is not input, the setting program A3 is used instead of the standard program B3, and when it is determined that the navigation signal is abnormal, instead of the standard programs B1 to B5, The setting programs A1 to A5 will be used.

Further, in the above embodiment, when the driver other than the specific driver drives the automobile 1, only the setting programs A1 to A7 are used, but when the vehicle travels in the specific area, The learning control may be executed by using the learning programs C1 to C3 related to the terrain. Even in this case, the learning programs C1 to C3 are related to the terrain and are not related to the operation. The control gains of C3 to C3 are not changed in an unfavorable direction, and it is possible to give a driver other than the specific driver a greater satisfaction.

Further, in the above embodiment, the ROM 5
1 stores regional setting programs A1 to A5 for five regions of urban areas, urban areas, suburban areas, mountain roads, and expressways.
Area divisions such as urban areas, suburban areas, mountain roads, and highways are merely examples, and further, the areas are subdivided and the setting programs are stored in the ROM 51 to improve the traveling characteristics of the automobile 1. Alternatively, it is also possible to reduce the number of regions such as urban areas, outlying areas, and highways to reduce the capacity of the ROM 51.

Similarly, in the above embodiment, the RAM 5
2 stores the regional standard programs B1 to B5 for the five regions of urban area, urban area, suburban area, mountain road, and highway as standard programs.
Area divisions such as urban areas, suburbs, mountain roads, and highways are merely examples, and the areas are subdivided and standard programs are stored in the RAM 52 to improve the running characteristics of the automobile 1. Maybe, in urban areas,
Reduce the number of areas, such as suburban areas and highways,
The capacity of the AM 52 may be reduced.

Further, the learning program and the correction program are not limited to the learning programs D1 to D7 and the correction programs E5 to E7 shown in the above embodiments, and other learning programs and correction programs may be added. Alternatively, a part of the learning programs D1 to D7 and the correction programs E5 to E7 may be omitted. For example, as a terrain learning program, a program for learning a road surface friction coefficient, a correction program, a program for correcting a standard program according to the traveled distance, and a driver operation correction program as a vehicle speed V, a yaw rate change, a yaw rate change, a clutch Operation speed of pedal 32, shift lever 33
A correction program or the like for correcting the standard program may be added depending on the operation speed or the like, or the learning program may have only a learning program related to the driver's operation.

Further, in the above embodiment, when the data of the unit section to be traveled is not yet learned, the control data of the day of the week and the time zone in the neighboring unit section are stored in the RAM 52. At this time, the control is executed based on the control data of the neighboring unit section, but if the data of the unit section to be traveled is not yet learned, the standard programs B1 to B are always used.
The control may be executed according to 5.

Further, a plurality of standard programs B1 to B5, learning programs C1 to C3 and D5 to D7 may be stored in the RAM 52 for each specific driver such as the owner driver and his family.
In order to reduce the capacity of the RAM 52, a plurality of standard programs B1 to B5 and learning programs C1 to C3 for only the owner driver or only a specific person such as the owner driver and his family.
And D5 to D7 may be stored in the RAM 52.

Further, in the above-mentioned embodiment, when the number of updates n of the control data becomes the predetermined number of times no or more,
It is determined that the automobile 1 has the characteristics that sufficiently match the driving characteristics of the specific driver, and the coefficient j1 is set to j2 and m
1 is set to m2, r1 is set to r2, and they are uniformly corrected only once so that the correction value becomes small. However, when the number of updates n reaches n1 which is larger than no, The coefficients may be corrected stepwise a plurality of times in accordance with the number n of updates of the control data, such as further correcting these, and further, as the number n of updates of the control data increases. The coefficients may be corrected so as to increase little by little.

Further, when the learning programs C1 to C3 and D1 to D7 are used and the number of updates n of the control data becomes equal to or larger than the predetermined number of times no, the learning programs C1 to C3 and D1 to D7 are controlled. Although the coefficient r1 is corrected to a larger coefficient r2 by judging that the data is reliable, a unit within a specific area where the learning programs C1 to C3 and D1 to D7 are used. When the control data is updated the number of times n is greater than or equal to the predetermined number n0 while traveling in the section, it means that the unit section is frequently driven and more detailed learning control is performed for the unit section. Since it can be determined that it is desirable to perform the above, the coefficient r1 is corrected to a larger coefficient r2, or alternatively, the traveling data D May be corrected to a smaller unit distance or unit time, and more detailed learning control may be executed in a unit section in a specific area with a high traveling frequency. When the number of updates n reaches n1 which is larger than no, the unit section for reading the traveling data D again, that is, the unit distance or unit time is corrected to be smaller, and the unit distance or unit time is set to the control data. Even if correction is performed stepwise multiple times according to the number of updates n, the unit distance or unit time for reading the travel data D is gradually increased as the number of updates n of the control data increases. You may correct so that it may become small. Further, while correcting the unit distance or unit time for reading the traveling data D to be small, or in place of this, a part or all of the unit time band to be read is changed from 9 o'clock to 12 o'clock, for example. Hour to ten
The time may be set to be small, such as 10 o'clock to 11 o'clock and 11 o'clock to 12 o'clock.

Further, in the above embodiment, when the driver identification means 48 detects the belongings of the driver such as the IC card, the exclusive key, the license, and the clock with the transmitter, the driver signal is sent to the main computer unit 50. Is output and a driver signal is input, the main computer unit 50 is configured to determine that the driver is a specific driver, but the driver identification means 48 is configured by a driver belongings detection device. Alternatively, or in addition to the device for detecting the belongings of the driver, further equipped with an input device capable of manually inputting specific information such as a personal identification number, when specific information such as a personal identification number is input, the driver signal It may be output to the main computer unit 50.

Further, in the above-mentioned embodiment, when the driver signal is not input, the main computer unit 50 further includes the driver weight detection device,
A device for recognizing the body shape and / or face of the driver by image processing, or one or two of the driver's weight, body shape, face, voice, seat position, etc. by a voice recognition device, a seat position detection device, or the like. When the above matches the data stored in the RAM 52, the driver is identified as a specific driver, and when it is not possible to determine the specific driver from these information, the steering speed of the steering wheel 4 and the accelerator The operation speed of the pedal 30, the operation speed of the brake pedal 31, and the operation speed of the clutch pedal 32 are compared with the average values stored in the RAM 52 to determine whether or not the driver is a specific driver. One or more of driver's weight, body type, face, voice, seat position, etc. are recorded in the RAM 52. It is not determined that the driver is a specific driver only by matching the data obtained by the operation, and further, the steering speed of the steering wheel 4, the operation speed of the accelerator pedal 30, the operation speed of the brake pedal 31, and the clutch pedal 32 are monitored for a predetermined time. Until then, the operating speed of
As a result of the driving, comparing with the average value of the steering speed of the steering wheel 4, the operation speed of the accelerator pedal 30, the operation speed of the brake pedal 31, and the operation speed of the clutch pedal 32 of the specific driver stored in the RAM, When the difference is within a predetermined value, the driver may be determined to be a specific driver for the first time, or only one of these determinations may be executed.

Further, in the embodiment of the learning control shown in FIGS. 16 and 17, it is judged whether or not the number of updates q of the control data DBo and DCo has reached the predetermined number qo, and the predetermined number qo has been reached. If it is determined that the operation status of the driver is changed by the learning control, that is, statistically by the learning control, the control data DB
It is determined whether or not the absolute value of the difference between o and DCo and the correction data DB and DC is small, and the travel data D is
If it is determined that it is due to the habit of the specific driver, and if it is determined that it is due to the habit, the control data DBo and DCo are corrected to the stable side against the operation of the specific driver, but by the learning control. It may be corrected so that the correction amount becomes smaller than the correction that should normally be made. For example, even if the control data is corrected to a predetermined control data set in advance, the correction by learning control may be performed instead. May be stopped, and even if correction is performed by learning control according to the driver's operation, the correction amount may be corrected so that the correction amount is reduced. , Including all these cases.

Further, in the embodiment of the learning control shown in FIGS. 16 and 17, the control data DBo and DCo are waited until the number of updates q reaches a predetermined number qo, and statistically, by the learning control, When the absolute value of the difference between the control data DCo and the correction data DC is not small, it is determined that the running data D is due to the habit of the specific driver, and contrary to the operation of the specific driver, the control data DBo, DCo is corrected to the stable side, but instead of this, the habit of a specific driver is judged as follows,
The control data DBo and DCo may be corrected.

That is, when the update number q of the control data DBo and DCo reaches q1, which is smaller than the predetermined number qo, when the control data DBo and DCo are in a state to be corrected, the control is performed according to the following equation. Data DBo, DC
greatly correct o (where j5 <j3, m5 <m
3, r5 <r3. ). DBo = (j5 × DBo + DB) / (j5 + 1) DBo = (m5 × DBo + DB) / (m5 + 1) DCo = (r5 × DCo + DC) / (r5 + 1) In the next control cycle, control data DBo and running data D The absolute value of the difference exceeds the predetermined value d7 and is less than the predetermined value d2 or d4 (here, d7> d1, d7> d).
3, d7> d5) is determined.

As a result, in the case of YES, even though the control data DBo was largely corrected last time, no change in the operating condition of the driver was still recognized, and the difference between the running data D and the control data DBo was not recognized. The absolute value is large,
Since it can be determined that the obtained driving data D is due to the habit of the specific driver, it is desirable to reduce the correction amount of the control data DBo for the operation of the specific driver in order to improve the driving stability. The control data DBo is corrected in accordance with
> J1 and m6> m1.

DBo = (j6 × DBo + DB) / (j6 + 1) DBo = (m6 × DBo + DB) / (m6 + 1) Further, the absolute value of the difference between the control data DCo and the traveling data D exceeds the predetermined value d8, and , When the value is less than the predetermined value d6 (here, d8> d1, d8> d3, d8> d5),
Similarly, the obtained running data D can be determined to be due to the habit of the specific driver, and therefore it is desirable to reduce the correction amount of the control data DCo for the operation of the specific driver in order to improve the running stability. The control data DCo is corrected according to the following equation. Here, r6> r1.

DCo = (r6 × DCo + DC) / (r6 + 1) On the other hand, the absolute value of the difference between the control data DBo and the traveling data D in the next control cycle exceeds the predetermined value d1 or d3, but the predetermined value d7. If it is less than or less than or equal to the predetermined value d1 or d3, the previous control data D
As a result of the large correction of Bo, the automobile 1 is beginning to match the characteristics of the operation of the specific driver, and it can be determined that the operation of the specific driver in the previous time is not based on the habit, so the normal learning control is executed. Therefore, according to the following equation, the control data D
Correct Bo.

DBo = (j1 × DBo + DB) / (j1 + 1) DBo = (m1 × DBo + DB) / (m1 + 1) Further, the absolute value of the difference between the control data DCo and the traveling data D exceeds the predetermined value d5. However, when the value is less than the predetermined value d8, the control data DCo is similarly corrected in the usual manner according to the following equation.

DCo = (r1 × DCo + DC) / (r1 + 1) In this way, when determining a habit,
It is possible to determine whether or not the operation of the specific driver is due to the habit, and it is possible to prevent generation of unfavorable control data due to the habit of the driver. The standard program B3 or B
When 1 to B5 are used, the learning control may be executed at the first update. Here, in the next control cycle, when it is determined that the driver's operation is habitless, the correction amount may be gradually reduced.

In the embodiment shown in FIGS. 1 to 15, only the correction of the coefficient is performed so that the correction value of the learning control becomes small when the number of updates n of one counter becomes no. On the other hand, in the embodiment shown in FIGS. 16 and 17, on the other hand, when the number of updates q of the counter on the other side becomes qo, a habit judgment is made, and when a habit is judged, Although the correction is performed only so that the correction amount becomes small, the coefficient is corrected so that the correction value of the learning control becomes small when the number of updates n of one counter becomes no, and the other When the number of updates q of the counter of q becomes qo, it is determined whether or not there is a habit, and when it is determined that the habit is a correction, the correction amount by the learning control may be reduced. In this case, no and qo may be set to different values and these corrections may be performed independently.
When o = no is set and the number of updates n and q reaches no, first, a habit judgment is made. When it is determined that the habit is not habit, the vehicle 1 uses the learning control to determine the driving characteristics of the specific driver. Is determined to have a characteristic that sufficiently matches, and the correction amount is corrected to be small, while
When it is determined that the habit is a habit, the correction amount may be corrected to be smaller.

In the above embodiment, as shown in FIGS. 11 and 12, according to a single curve,
For example, although the ACS correction data x1 and x2 are calculated, the ROM 51 stores the map for each area as shown in FIGS. 20 and 21, and the main computer unit 50 detects the position. Based on the navigation signal input from the computer unit 53, the curve of the corresponding area may be selected to calculate the ACS correction data x1 and x2, for example, and the same applies to the correction programs E5 to E7. is there.

Further, in the claims, each means is not necessarily limited to physical means,
The present invention also includes the case where the function of each means is realized by software, and the function of one means is 2
The present invention includes the case where it is realized by the above physical means and the case where the functions of the two means are realized by one physical means.

[0178]

According to the present invention, since the control execution signal is output to each control device under an appropriate priority order, it is possible to prevent a sudden change in behavior of an automobile due to a change in control gain. At the same time, the impact on the driver's psychological state of driving can be minimized.

[0179]

[Table 1]

[0180]

[Table 2]

[0181]

[Table 3]

[0182]

[Table 4]

[0183]

[Table 5]

[0184]

[Table 6]

[0185]

[Table 7]

[Brief description of drawings]

FIG. 1 is a block diagram of a learning control vehicle according to a preferred embodiment of the present invention.

FIG. 2 is a block diagram of an operation system, a detection system and a control system of a learning control vehicle according to a preferred embodiment of the present invention.

FIG. 3 is a schematic front view of an instrument panel provided with a manual switch.

FIG. 4 is a flowchart showing a basic control routine.

FIG. 5 is a flowchart showing a driver determination subroutine.

FIG. 6 is a flowchart showing an area determination subroutine.

FIG. 7 is a flowchart showing the first half of a program selection subroutine.

FIG. 8 is a flowchart showing the latter half of the program selection subroutine.

FIG. 9 is a flowchart showing the first half of the learning control subroutine.

FIG. 10 is a flowchart showing the latter half of the learning control subroutine.

FIG. 11 is a map showing the relationship between the vertical acceleration GV and the correction data in the ACS of the learning program C1.

FIG. 12 is a map showing a relationship between lateral acceleration GL and correction data in ACS of the learning program C2.

FIG. 13 is a flowchart showing a first half of a control execution subroutine.

FIG. 14 is a flowchart showing a middle part of a control execution subroutine.

FIG. 15 is a flowchart showing the latter half of the control execution subroutine.

FIG. 16 is a flowchart showing the first half of another example of the learning control subroutine.

FIG. 17 is a flowchart showing the latter half of another example of the learning control subroutine.

FIG. 18 is a block diagram of a learning control vehicle according to another preferred embodiment of the present invention.

FIG. 19 is a block diagram showing an operation system, a detection system, and a control system of a learning control automobile according to another preferred embodiment of the present invention.

FIG. 20 is a map showing the relationship between the vertical acceleration GV and the correction data in the ACS of the learning program C1.

FIG. 21 is a map showing a relationship between lateral acceleration GL and correction data in ACS of the learning program C2.

FIG. 22 is a flowchart showing a first mode of priority of output of control execution signals to each control device.

FIG. 23 is a flowchart showing a second mode of priority of output of control execution signals to each control device.

FIG. 24 is a flow chart showing a third mode of priority of output of control execution signals to each control device.

FIG. 25 is a flowchart showing a fourth mode of priority of output of control execution signals to each control device.

FIG. 26 is a flowchart showing the order in which the third mode is combined with the fourth mode of the priority order of the output of the control execution signal to each control device.

FIG. 27 is a flowchart showing another aspect of the priority order of output of the control execution signal to each control device.

[Explanation of symbols]

 1 Automotive 2 Engine 3 Engine Control Device 4 Steering Wheel 5 Front Wheel 6 Gear Ratio Change Device 7 Gear Ratio Control Device 8 Power Steering Device 9 Power Steering Control Device 10 Rear Wheel 11 Active Suspension Device 12 Active Suspension Control Device 13 Brake 14 Anti-Lock・ Brakeing control device 15 Traction control device 16 Rear wheel steering device 17 Four-wheel steering control device 18 Position detection sensor 19 Display device 20 Automatic transmission control device 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 Indicator 40 Clock 41 Total Total 42 Calendar 43 Vehicle speed sensor 44 Yaw rate sensor 45 Acceleration sensor 46 Lateral acceleration sensor 47 Vertical acceleration sensor 48 Driver identification means 50 Main computer unit 51 ROM 52 RAM 53 Position detection computer unit

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification number Reference number within the agency FI Technical indication location B62D 103: 00 109: 00 111: 00 137: 00 (72) Inventor Shin Takehara Fuchu, Aki District, Hiroshima Prefecture No. 3 Shinchi, Machida Co., Ltd. (72) Inventor Minato Shibata No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Shigefumi Hirabayashi Shinchi, Fuchu-cho, Aki-gun, Hiroshima No. Mazda Co., Ltd. (72) Inventor Seiji Miyamoto No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd.

Claims (6)

[Claims] 1. A plurality of traveling characteristic control means for controlling traveling characteristics of an automobile by a predetermined control gain, and a control means for learning traveling conditions of the automobile and changing the control gain based on the learned data. In a learning-controlled vehicle, a calculation unit that calculates a control gain based on learning, an output unit that outputs the calculation value of the calculation unit to each of the traveling characteristic control units, and a change of the control gain for each of the traveling characteristic control units. A learning control vehicle, comprising: a priority order determining means for determining a priority order. 2. A plurality of running characteristic control means for controlling the running characteristics of the vehicle by a predetermined control gain, and a control means for learning the running situation of the vehicle and changing the control gain based on the learning data. In a learning-controlled vehicle, a calculation unit that calculates a control gain based on learning, an output unit that outputs a calculation value of the calculation unit to each of the traveling characteristic control units, and a learning data based on data regarding a psychological condition of a driver A learning control vehicle, comprising: a control gain changing means for giving priority to changing a control gain. 3. The priority order in changing the control gain is the order of the braking characteristic control means, the steering characteristic control means, and the suspension characteristic control means among the plurality of traveling characteristic control means. Alternatively, the learning control vehicle described in 2. 4. The priority order in changing the control gain is that of the plurality of running characteristic control means, which is changed in a stable direction is prioritized. Learning control car. 5. The learning control vehicle according to claim 1, wherein the priority order in which the control gain is changed is such that the control gain having a small change amount is prioritized. 6. The priority order in which the control gain is changed is such that, of the plurality of running characteristic control means, those which are changed to a stable direction and those which are changed to an unstable direction are arranged alternately. The learning control vehicle according to claim 1 or 2.