JPH05162568A - Learning control automobile - Google Patents

Abstract

PURPOSE:To change the control gain without giving a sense of incompatibility to a driver by providing a gain change timing control means controlling the change timing to change the control gain. CONSTITUTION:A detecting means detecting the travel state of an automobile, a control means 50 capable of learning the travel state of the automobile with the preset control gain and changing the control gain of a travel characteristic control means, a gain changing means periodically changing the control gain based on the learning data, and a gain change timing control means 50 controlling the change timing to change the control gain are provided. The control gain in response to the psychological state of a driver can be quickly secured, thus the maneuvering stability of the automobile is secured.

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]

Normally, when the control gain is changed on the basis of learning data in these learning control automobiles, the control gain is not changed immediately, but is changed after a predetermined time elapses. Is generally configured to do. This is because if the control gain is changed immediately, the continuity of the control gain, which was good for the driver until then, is interrupted, which may upset the psychological situation of the driver who is driving. This is especially likely when the control gain is changed to be unstable. Therefore, the control gain is not changed immediately when new learning data is accumulated, but is changed after a certain amount of time has elapsed.

However, when the control gain is changed to a stable direction or when the driver's psychological state is stable, it is better for the driver to change the control gain immediately or earlier than usual. Is preferred.

[0007]

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and a detecting means for detecting a traveling condition of an automobile and a traveling characteristic control means capable of controlling the traveling characteristic of the automobile with a predetermined control gain. In a learning-controlled vehicle equipped with a control means capable of learning the traveling situation of the vehicle and changing the control gain of the traveling characteristic control means, the control gain can be changed more quickly depending on the psychological situation of the driver and other factors to make it more appropriate. It is an object of the present invention to provide a learning control vehicle that can secure various control gains early.

[0008]

SUMMARY OF THE INVENTION An object of the present invention is to provide a gain changing means for periodically changing the control gain based on learning data and a gain changing timing control means for controlling the changing timing for changing the control gain. To be achieved. In a preferred embodiment of the present invention, when the control gain is changed due to a change in the psychological state of the driver,
The control gain can be changed earlier. Here, the change in the psychological state of the driver includes the case where the psychological state of the driver shifts from stable to unstable and vice versa. The driver's psychological state is stable, as will be described later, by comparing the learning data accumulated by time and geography with the current traveling data, for example, when the vehicle speed is low, the accelerator pedal operation speed is When it is low, the driver's psychological state is unstable, and vice versa.

In another preferred embodiment of the present invention, when the control gain is changed to the stable direction, the control gain is changed earlier than when the control gain is changed to the unstable direction. The case of changing the control gain in the stable direction means that the ratio value of the control data is largely corrected, as described later. In still another preferred embodiment of the present invention, when it is recognized that the driver's psychological state is stable, the control gain is changed earlier.

In still another preferred embodiment of the present invention, position detecting means for detecting the traveling position of the automobile,
A program storage unit that stores a learning program that learns the terrain and the operation situation of the driver in the specific region and changes the control gain based on the learning condition is provided. When it is determined that the vehicle is traveling, the control gain change timing is advanced.

In still another preferred embodiment of the present invention, a driver identification means for identifying a specific driver, a position detection means for detecting a traveling position of an automobile, and a control gain set to different control gains depending on regions are set. A fixed setting program and a control gain that differs depending on the region are set, and a learning control is used to learn the standard program with variable control gains, the terrain and the operation status of the driver in a specific region, and change the control gain based on that. A learning program and a program storage means storing the learning program, based on the driver identification signal from the driver identification means, the driver is identified as a specific driver, and based on the position detection signal from the position detection means,
When it is determined that the vehicle is traveling in the specific area, the learning program is selected and used, and at least one of the condition that the driver is the specific driver and the condition that the vehicle is traveling in the specific area. When it is determined that the conditions are not satisfied, the setting program or the standard program is selected and used, and the control gain change timing in the setting program or the standard program is set later than the control gain change timing in the learning program.

[0012]

According to the present invention, gain change timing control means for variably controlling the control gain change timing is provided.
The timing for changing the control gain is appropriately adjusted according to the psychological condition of the driver and other factors. According to the preferred embodiment of the present invention, when the control gain is changed due to the change in the psychological state of the driver, the control gain change time is advanced. As a result, the control gain according to the psychological state of the driver can be secured promptly, which leads to the securing of steering stability of the vehicle.

According to another preferred embodiment of the present invention,
When the control gain is changed to the stable direction, the control gain can be changed earlier than when the control gain is changed to the unstable direction, so that the running characteristics of the vehicle can be shifted to the stable state earlier. is there. According to still another preferred embodiment of the present invention, when the psychological state of the driver is stable, the timing of changing the control gain is advanced. When the psychological state of the driver is stable, there is no particular problem for the driver even if the control gain changing time is advanced, and rather a more preferable control gain can be obtained early, which is preferable.

According to still another preferred embodiment of the present invention, when the automobile is traveling in a specific area, the control gain is changed earlier. Learning data has already been accumulated for this specific area, and the driver should have been sufficiently accustomed to driving within this specific area. The preferred direction can be changed early.

According to still another preferred embodiment of the present invention, the control gain changing time when the setting program or the standard program is used is delayed from the control gain changing time when the learning program is used. Since the control data in the setting program or the standard program is more macroscopic than the control data in the learning program, by delaying the change timing in this way, the driver can deal with it with a margin.

[0016]

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 unit 3 for controlling the intake amount of the engine 2, ignition timing, fuel injection amount and the like, and front wheels with respect to a steering angle of a steering wheel 4. The gear ratio control device 7 that controls the gear ratio changing device 6 that changes the steering angle ratio of the gear 5, the power steering control device 9 that controls the power steering device 8, and the active suspension device 11 of 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 the 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 the operation system, detection system and 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 comprises 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 unit 3, a gear ratio control unit 7, a power steering control unit 9, an active suspension control unit 12, an anti-lock braking control unit 14, a traction control unit 15 and four wheels. The control gain of the steering control device 17 can be changed according to the driver's preference. 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 the RAM 52, the setting program A1 stored in the ROM 51 is stored 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 further includes a standard program B when the vehicle 1 is traveling in a specific area within a predetermined distance, for example, within 20 km from a base point such as the owner's home 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 to each other, for example, at intervals of 1 km such that a part of the area overlaps by 100 m, for example, or every 10 minutes. It is set so as to partially overlap with the unit section in terms of time, for example, by 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. Also, the magnitude of the operation 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 are determined.
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 a ratio between the setting programs A1 to A6 of the control data of the active suspension controller 12 and the standard program B3, A
BS is the ratio between the 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 the automobile 1 can have when it is possible to satisfy more drivers. Needless to say, it can be changed. A in Table 1
To explain the concept of control data setting in the 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.

In Table 1, the standard program B3 for out-of-town driving shown as an example of the standard programs B1 to B5 shows an example in which the setting program A3 is corrected when a specific driver is driving carefully. All of the control data ratios of the setting program A3 are corrected to values suitable for careful driving.
Table 2 shows how the control data of the learning programs C1 to C3 are corrected according to the topographical condition of each road in the specific area, and Table 3 shows the learning programs D1 and D3.
How the control data 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 corrections based on the operating conditions in Tables 2, 3, and 4 are made based on the maps stored in advance. In Tables 2 and 3, "large" means that the ratio value of the control data is largely corrected,
“Small” means that the ratio value of the control data is 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, if NO, the driver determination subroutine, the area determination subroutine, the program selection subroutine, the learning control subroutine, and the control execution subroutine are sequentially executed. Further, a timer control subroutine may be executed in the control execution subroutine, and the present invention relates to this timer control subroutine.

First, a driver determination subroutine is first executed to determine whether or not the driver is a specific driver such as the owner driver or his family, and whether or not it is necessary to execute the control by the setting programs A1 to A5. Is determined. That is, as shown in FIG. 5, the main computer unit 50 determines whether the driver is a specific driver such as the owner driver or his family, depending on whether or not a driver signal is input from the driver identifying means 48. judge. 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 detecting device (not shown), a device for recognizing the driver's body shape and / or face by image processing, or , Voice recognition device, seat position detection device, etc., 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 the driver is a 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 home point of the owner of the automobile 1 or the base point such as the location of the dealer.
However, when it is determined that the vehicle is traveling within a 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, when NO, that is, when 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 sets 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.

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
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.

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 further includes a standard program B when the vehicle 1 is traveling in a specific area within a predetermined distance, for example, within 20 km from a base point such as the owner's home 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 to each other, for example, at intervals of 1 km so that a part of the area overlaps with an adjacent unit section by, for example, 100 m, or every 10 minutes. It is set so as to partially overlap with the unit section in terms of time, for example, by 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 controls 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. Also, the magnitude of the operation 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 are determined.
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 control data setting programs A1 to A6 of the active suspension control device 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 only an example, and it is determined by what kind of vehicle characteristics the automobile 1 can have when it is possible to satisfy more drivers. Needless to say, it can be changed. A in Table 1
To explain the concept of control data setting in the 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. Main computer unit 5 because it is determined that
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, when NO, it is determined whether the estimated value μ of the road surface friction coefficient is equal to or less than the predetermined value μo based on the input signal from the anti-lock braking control device 14. As a result, if YES, it is recognized that the vehicle is traveling on a road 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, the driver determination subroutine, the area determination subroutine, the program selection subroutine, the learning control subroutine, and the control execution subroutine are sequentially executed. Further, a timer control subroutine may be executed in the control execution subroutine, and the present invention relates to this timer control subroutine.

First, the driver determination subroutine is executed to determine whether or not the driver is a specific driver such as the owner driver or his family, and whether or not it is necessary to execute the control by the setting programs A1 to A5. Is determined. That is, as shown in FIG. 5, the main computer unit 50 determines whether the driver is a specific driver such as the owner driver or his family, depending on whether or not a driver signal is input from the driver identifying means 48. judge. 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., 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, when it is not possible to determine that the driver is a particular driver based on the weight of the driver, etc., 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 his / her 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 determination subroutine determines whether or not the driver is the owner driver or a specific driver such as the family, the main computer unit 50 further executes the area determination 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 home point of the owner of the automobile 1 or the base point such as the location of the dealer.
However, when it is determined that the vehicle is traveling within a 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 sets 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 depending 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 for 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, when 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, in the case of NO, the learning program determines 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 stored in the RAM 52. 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, so the main computer unit 50 does not learn the travel data D.

On the other hand, when the result is 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 = (j1 × DBo + D) / (j1 + 1) Here, j1 is a predetermined coefficient, for example, 10000.
Is set to. After that, the number of updates n is stored in the RAM 52 as n = n + 1. On the other hand, if YES,
By the learning control, it is already recognized that the 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 of the standard programs, 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. Furthermore, 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, 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 = (m1 × DBo + DB) / (m1 + 1) Here, m1 is a predetermined coefficient, for example, 10000.
Is set to. After that, the number of updates n is stored in the RAM 52 as n = n + 1. On the other hand, if YES,
By the learning control, it is already recognized that the 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) where 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 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.

[0116] 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 of correcting the ACS control data 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, the learning programs C1 to C3 are calculated based on the two correction data x1 and x2 according to the following equation.
The correction data Xc is calculated. Xc = (x1 + x2) / 2 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 it is necessary to attach importance 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, in the case of YES, the driver changes from a specific driver such as the owner driver or his family to another driver, or from a driver other than the specific driver to a specific driver. Since it has been changed, it can be recognized that the program used has changed between the previous cycle and the current cycle. Therefore, in order to prevent the driving situation of the automobile 1 from changing suddenly, the 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 adds the time T2 to the control time T stored in the timer of the control device in which the control gain has changed, and the timer control described later. Execute a subroutine.

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 device 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 give priority to traveling stability. Based on the setting program A6 stored in the ROM 51, It is determined that the control should be executed. Therefore, the main computer unit 50 further determines whether the flag S is 0 or not.

As a result, in the case of YES, the driver changes from a specific driver such as the owner driver or his family to another driver, or from a driver other than the specific driver to a specific driver. Since it has been changed, it is recognized that the program to be used has been changed between the previous cycle and the current cycle. Therefore, in order to prevent the driving situation of the automobile 1 from changing suddenly, the main computer unit 50 is , 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 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 to and the timer control subroutine described later is executed.

Thereafter, according to the setting program A6, the main computer unit 50 gradually adjusts 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 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.
Is added to the time T2, and then a timer control subroutine described later is executed.

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, in the case of YES, the driver changes from a specific driver such as the owner driver or his family to another driver or from a driver other than the specific driver to a specific driver. Since it has been changed, it can be recognized that the program used has changed between the previous cycle and the current cycle. Therefore, in order to prevent the driving situation of the automobile 1 from changing suddenly, the 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
2 is added, and then the timer control subroutine described later is executed.

After that, 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 device 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 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 is calculated according to 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
2 is added, and then the timer control subroutine described later is executed.

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 2 or 3, the main computer unit 50
Further, it is determined whether the flag N is 4.

As a result, if YES, 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 and execute the timer control subroutine described later.

After that, 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 4, the control data of the unit section to be traveled is still RA.
Although not stored in M52, the control data of the neighboring unit section within the predetermined distance l0, which is the straight line distance l from the unit section to be traveled, is stored in the RAM 52.
The main computer unit 50 starts the control for the learning programs C1 to C3 and D1, D3 to D6 based on the control data of this neighborhood unit section.
However, the control data of the learning programs D2 and D7 are the brake pedal 31 and the manual, respectively.
It is not appropriate to execute the control based on the control data of the neighboring unit section because learning is performed and generated in relation to the operation location of the switch 34, and therefore,
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
2 is added, and then the timer control subroutine described later is executed.

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. Next, the aforementioned timer control subroutine will be described with reference to FIG. First, the main computer unit 50 determines whether or not the correction program E6 is being executed.

When the determination result is YES, the main computer unit 50 subtracts the time T3 from the control time T stored in the timer of the control device in which the control gain has changed. When the determination result is NO, the main computer unit 50 determines whether or not the psychological state of the driver is stable. This determination is made, for example, by comparing the control data accumulated by the learning up to that time with the traveling data obtained by the current traveling, when both data are almost the same, or the current data represented by the traveling data. If the driving state of the vehicle is more stable than the driving state represented by the control data (for example, when the vehicle speed is low, when the operation speed of the accelerator pedal or the brake pedal is slow, etc.), the driver's psychology is stable. judge. If this determination is YES, the time T4 is subtracted from the control time T stored in the timer of the control device.

When the above judgment is NO, that is,
When the driver's psychology is not stable, or after the subtraction processing of the time T4 is performed, it is determined whether the flag M = 0 and the flag F = 0. When the determination result is YES, that is, when the specific driver is traveling in the specific area, the main computer unit 50
Subtracts the time T4 from the control time T stored in the timer of the control device in which the control gain has changed.

If the determination result is NO, that is, if a driver other than the specific driver is driving or is traveling outside the specific area, or at time T
After performing the subtraction processing of 4, it is determined whether or not the correction of the control gain performed for each control device is the correction toward the stable side, that is, the correction of increasing the ratio value of the control data.

If the determination result is YES, the main computer unit 50 subtracts the time T4 from the control time T stored in the timer of the control device in which the control gain has changed. If the determination result is NO, the process proceeds to the next arithmetic processing without changing the control time of the timer.

Finally, the time T3 at which the subtraction has been performed so far.
And the sum TA of T4 is calculated. Sum of this subtraction time TA
The value of is T3 or T4 · n (n is the number of times T4 is subtracted, and n is any of 0, 1, 2, and 3.
T2> T3 and T2> T4 × 3).
Thereafter, the sum TA of the subtraction times is subtracted from the control time T stored in the timer of the control device in which the control gain has changed. Therefore, the time of (T2-TA) is added to the timer.

In this timer control subroutine, for example, T3 <T4 is set. As a result, when the driver's psychology is stable, when the specific driver is traveling in the specific area, and when the control gain is corrected to the stable side, the control gain is changed earliest. In these three cases, the driver's psychology can be afforded or the driver is traveling in a familiar area, so even if the control gain is changed early, the driver can respond sufficiently and Each control device is controlled with a preferable control gain, which is also preferable for the driver.

As described above, according to the present embodiment, in the RAM 52, the setting programs A1 to A5 are set in the RAM 52 for each area such as an urban area, an urban area, an outlying area, a mountain road, an expressway, etc. , Lateral acceleration GL is a predetermined value G
Setting program A6, which is forcibly used in a running state larger than Lo, while running on a road with a small road surface friction coefficient,
The setting program A7 that is forcibly used, a specific driver such as the owner driver or his family,
When driving a car, learn the characteristics of the operation, and for each area such as urban areas, urban areas, suburbs, mountain roads, highways,
Standard program B with control gains learned and modified to match the operation of the region and a specific driver
1 to B5, within the specified range within a predetermined distance Lo from the home of the owner of the automobile 1 or the location of the dealer,
Learning programs C1 to C having control gains learned for each unit section by learning the terrain and operation of a specific driver such as the owner driver or his family.
3 and D1 to D7 and standard program B
1 to B5 and learning programs C1 to C3 and correction programs E1 to E7 for correcting D1 to D7 are provided, and a specific driver such as the owner driver or his / her family frequently drives the car 1 by commuting or the like. When driving in a specific area, learn the terrain and the operation of a specific driver such as the owner driver or his family, and learn to match the terrain of the road and the operation of the specific driver for each unit section. The learning programs C1 to C3 and D1 to D7 having different control gains are corrected by the correction programs E1 to E.
Since the driving characteristics of the automobile 1 are controlled by the control gains corrected by 1 and E6, it is possible to give a specific driver a great satisfaction and to improve the driving stability. ,
When a specific driver drives outside a specific area, the control gain that is learned and changed to match the operation of that area and the specific driver for each area such as urban areas, urban areas, suburbs, mountain roads, and highways Since the running characteristics of the automobile 1 are controlled by the control gains obtained by correcting the standard programs B1 to B5 that are provided by the correction programs E1 to E7, a great satisfaction can be provided.
Furthermore, when a driver other than a specific driver such as the owner driver or his family drives the automobile 1, the control gain that matches the area is set for each area such as an urban area, an urban area, an outlying area, a mountain road, and an expressway. Since the running characteristics of the automobile 1 are controlled by the set programs A1 to A5 that have been set, even when a driver other than a specific driver drives the automobile 1, it is possible to give a greater satisfaction than before. It will be possible.

When a driver other than the specific driver does not perform learning control, the control gain of the program changed to match the operation of the specific driver by driving the specific driver is It also becomes possible to prevent the change in an unfavorable direction. Further, the lateral acceleration GL is a predetermined value G
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.

16 and 17 are flow charts showing another embodiment of learning control according to the present invention. In the embodiment shown in FIGS. 16 and 17, the control data DB
The absolute value of the difference between o and the traveling data D exceeds a predetermined value d1,
When the absolute value of the difference between the control data DBo and the traveling data D 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 When the absolute value of the difference between the data DB is less than the predetermined value d4, and when the absolute value of the difference between the control data DCo and the correction data DC exceeds the predetermined value d5 and the difference between the control data DCo and the correction data DC is When the absolute value is less than the predetermined value d6, that is, when learning control is to be performed, a counter provided in each control device different from that of the above-described embodiment, the control gain update count q has reached qo. Nevertheless, when it is recognized that the automobile 1 does not have the characteristics that match the driving characteristics of the specific driver, the driving data D is based on the operating habit of the specific driver, and the habit To It, it is determined that the standard program B1 to B5 or learning programs D1 through D7 has been corrected by the learning control, a stable side is corrected. With this, based on the habit of the driver,
Learning control is performed to prevent the traveling characteristics 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 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 has been 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, if 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 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 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, if YES, even though the control data DBo has been 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 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) Here, 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 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.

[0180] 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, 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 by the learning control that the automobile 1 is about to have a characteristic that matches the driving characteristic 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, in the case of YES, the operating condition of the specific driver has not changed even though the control data DCo has been updated qo times by the learning control. 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) Here, 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 traveling 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 embodiment, 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 equal to or more than the predetermined number of times no,
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 greater 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 a predetermined number qo, and the number has reached the predetermined number qo. 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.

In the embodiment of the learning control shown in FIGS. 16 and 17, the control data DBo and DCo waits for the update count q to reach a predetermined count 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 control data DBo and DCo are in a state where the control data DBo and DCo should be corrected when the number of updates q of the control data DBo and DCo reaches q1 which is smaller than the predetermined number qo, 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 has been largely corrected last time, no change in the operating condition of the driver is still recognized and the difference between the running data D and the control data DBo is 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, the
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.

Further, 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.

[0209]

According to the present invention, when the psychological condition of the driver is stable or the specific driver is driving in a specific area, the control gain changing time is advanced, so that the driver feels uncomfortable. It is possible to change the control gain without causing the change, and it is possible to execute the control of each control device early with a control gain more suitable for the driver.

[0210]

[Table 1]

[0211]

[Table 2]

[0212]

[Table 3]

[0213]

[Table 4]

[0214]

[Table 5]

[0215]

[Table 6]

[0216]

[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 timer control subroutine.

[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 (72) Shin Takehara, No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) No. 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture In-house (72) Inventor Shigefumi Hirabayashi No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) In-house Seiji Miyamoto No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd.

Claims (6)

[Claims] 1. A detection means for detecting a traveling condition of an automobile, a traveling characteristic control device capable of controlling a traveling characteristic of the automobile with a predetermined control gain, and a traveling characteristic learning device for learning the traveling condition of the automobile. In a learning control vehicle including a control unit capable of changing the control gain, a gain changing unit that periodically changes the control gain based on learning data, and a gain change that controls a change timing for changing the control gain. A learning control vehicle, characterized by comprising timing control means. 2. The learning control vehicle according to claim 1, wherein when the control gain is changed due to a change in the psychological state of the driver, the control gain change time is advanced. 3. The method according to claim 1, wherein when the control gain is changed to a stable direction, the control gain is changed earlier than when the control gain is changed to an unstable direction. Learning control car. 4. The learning control vehicle according to claim 1, wherein when the psychological state of the driver is recognized to be stable, the control gain is changed earlier. 5. A position detecting means for detecting a traveling position of an automobile, and a program storing means for storing a learning program for learning a topography and a driver's operation situation in a specific area and changing a control gain based on the learned condition. 2. The control gain changing time is advanced when it is determined that the vehicle is traveling in the specific area based on the position detection signal from the position detecting means. Learning control car. 6. A driver identifying means for identifying a specific driver, a position detecting means for detecting a traveling position of an automobile, a setting program in which the control gain is set to a different control gain and the control gain is fixed, and a setting program different in each area. Program storage means that stores a standard program that is set to a control gain and that has a variable control gain by learning control, and a learning program that learns the terrain and the operating condition of the driver in a specific area and changes the control gain based on the learning program A driver is a specific driver based on the driver identification signal from the driver identification means, and based on the position detection signal from the position detection means, the automobile is traveling in the specific area. If it is determined that there is a driver, select and use the above learning program and When it is determined that at least one of the condition that the driver is a constant driver and the condition that the car is traveling in the specific area is not satisfied, the setting program or the standard program is selected and used, and the setting program or the standard program is selected. The learning control vehicle according to claim 1, wherein the control gain change timing in the standard program is set later than the control gain change timing in the learning program.