JPH0558203A - Learning control automobile - Google Patents

Abstract

PURPOSE:To cope with a habit of a driver to obtain traveling characteristics matching the intention of the driver by controlling the amount of correction of control gains so that it becomes smaller when no changes in the operating state of the driver are observed despite the number of renewal of learning controls is increased. CONSTITUTION:Besides a position detecting sensor 18 for receiving signals, etc., from a space satellite and detecting the position of an automobile, various sensors 40-48, etc., for detecting the traveling state of the automobile are provided in an detection system of the learning control automobile. Further, besides a main computer unit 50, various control devices 3-15 are provided in a control system. Furthermore, a manual switch 34, etc., for changing the control gains of various control devices 3-15 are provided in an operation system. In this case, the main computer unit 50 controls the amount of correction of the control gains so that it becomes smaller when it is statistically judged that no changes in the operating state of a driver are observed, despite of the number of renewal of learning control is increased.

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]

In such a learning-controlled automobile, if the same wheel is steered by the same driver if traveling on similar roads, it is considered that the driver is
Although it is possible to give a greater satisfaction, when the steering is performed due to the driver's habit, the characteristics of the steering within the predetermined time of the driver are learned and the front wheel and / or the steering angle with respect to the steering angle of the steering wheel are learned. Alternatively, changing the ratio of the steered angles of the rear wheels has a problem that the running stability may be impaired.

[0006]

SUMMARY OF THE INVENTION An object of the present invention is to detect a traveling condition of an automobile, a traveling characteristic control device capable of controlling the traveling characteristic of the automobile with a predetermined control gain, and learn the traveling condition of the automobile to execute the traveling. In a learning control vehicle equipped with a control means capable of changing the control gain of the characteristic control means, it is possible to improve running characteristics so as to match the driver's intention even if an operation is performed due to the driver's habit. It is intended to provide a learning control vehicle.

[0007]

According to the above object of the present invention, when the control means statistically determines that the driver's operation situation does not change despite the increase in the number of times the learning control is updated. Is achieved by being configured to reduce the correction amount of the control gain.

In a preferred embodiment of the present invention, when the control means statistically determines that no change in the driver's operation situation is recognized despite the increase in the number of times the learning control is updated. Is configured to correct the control gain to the stable side. In a further preferred aspect of the present invention, when the control means statistically determines that no change is observed in the operating condition of the driver, even though the number of updates of learning control is increasing, It is configured to correct the control gain to a predetermined value.

In still another preferred embodiment of the present invention, the control means statistically does not show a change in the operating condition of the driver even though the number of updates of learning control is increasing. When the determination is made, the correction amount of the control gain is temporarily corrected to a large amount, and thereafter, when it is determined that no change is recognized in the operating condition of the driver, the correction amount of the control gain is reduced. .

In still another preferred embodiment of the present invention, the control means statistically does not show a change in the operating condition of the driver even though the number of updates of the learning control is increasing. When the determination is made, the correction amount of the control gain is temporarily corrected to a large amount, and thereafter, when it is determined that the driver's operation situation is not changed, the correction amount of the control gain is gradually reduced. ing.

In still another preferred embodiment of the present invention, the control means statistically shows no change in the operation state of the accelerator pedal even though the number of times of updating the learning control is increased. When it is determined that the correction amount of the control gain is reduced. In still another preferred embodiment of the present invention, the control means statistically determines that no change is recognized in the operation state of the shift lever, even though the number of times of updating the learning control is increased. At this time, the correction amount of the control gain is reduced.

In still another preferred embodiment of the present invention, the control means statistically shows no change in the operation state of the steering wheel even though the number of times of updating the learning control is increased. When it is determined that
It is configured to reduce the correction amount of the control gain. In still another preferred embodiment of the present invention,
When the control means statistically determines that no change is recognized in the operation state of the accelerator pedal despite the increase in the number of updates of the learning control, the correction amount of the control gain is temporarily changed to It is configured to make a large correction, and then to decrease the correction amount of the control gain when it is determined that there is no change in the operating condition of the driver.

In still another preferred embodiment of the present invention, the control means statistically shows no change in the operating condition of the shift lever even though the number of times of updating the learning control is increased. If it is determined that the correction amount of the control gain is once largely corrected, and then it is determined that the driver's operation situation does not change,
It is configured to reduce the correction amount of the control gain.

In still another preferred embodiment of the present invention, the control means statistically shows no change in the operation state of the steering wheel even though the number of updates of the learning control is increased. When it is determined that
The correction amount of the control gain is once largely corrected, and then
When it is determined that there is no change in the driver's operation situation, the correction amount of the control gain is reduced.

In still another preferred embodiment of the present invention, the control means does not execute the learning control when the operation situation of the driver is significantly different from the operation situation of the driver under learning control. Is configured.

[0016]

According to the present invention, although the control means statistically increases the number of learning control updates,
When it is determined that the driver's operation situation does not change, the correction amount of the control gain is configured to be small. Therefore, if it is recognized that the driver's operation is based on the driver's habit, learning control is performed. Even when it should be done, the control gain is corrected by a correction amount that is smaller than the correction amount that should normally be made based on the driver's operation situation, thus preventing the driving characteristics of the vehicle from becoming extreme, and To match your will
It becomes possible to improve running characteristics.

According to a preferred embodiment of the present invention, when the control means statistically determines that no change is recognized in the operating condition of the driver even though the number of updates of the learning control is increasing. Is configured to correct the control gain to the stable side, preventing the driving characteristics of the vehicle from becoming unstable due to the driver's habit,
It becomes possible to improve the running characteristics so as to match the driver's intention.

According to a further preferred aspect of the present invention, the control means statistically determines that no change in the driver's operation situation is recognized despite the increase in the number of learning control updates. In this case, the control gain is corrected to a predetermined value, so by properly selecting the predetermined value, the driving characteristics of the vehicle may become extreme due to the driver's habit. It is possible to prevent and improve driving characteristics so as to match the driver's intention.

According to still another preferred embodiment of the present invention, the control means statistically shows no change in the operating condition of the driver despite the increase in the number of updates of the learning control. When the determination is made, the correction amount of the control gain is temporarily corrected to a large amount, and when it is determined that the driver's operation situation is not changed thereafter, the correction amount of the control gain is reduced. By once largely correcting the control gain and then observing the driver's operation status, it is possible to determine whether or not the driver's operation is due to a habit when the number of learning control updates is small. Depending on the driver's habit,
It is possible to prevent unfavorable learning control and prevent the driving characteristics of the vehicle from becoming extreme due to the driver's habit, so that the driving characteristics match the driver's intention. Can be improved.

According to still another preferred embodiment of the present invention, the control means does not execute the learning control when the operation status of the driver is significantly different from the operation status of the driver which has been learning-controlled by then. Since it is configured as described above, it is possible to prevent generation of unfavorable learning data by learning an operation that should not be originally learned such as an erroneous operation or a sudden operation.

[0021]

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

Referring to FIG. 1, a learning control vehicle 1 according to a preferred embodiment of the present invention includes an engine control device 3 for controlling an intake amount of an engine 2, an ignition timing, a fuel injection amount and the like, and a front wheel with respect to a steering angle of a steering wheel 4. The gear ratio control device 7 for controlling the gear ratio changing device 6 for changing the steering angle ratio of the gear 5, the power steering control device 9 for controlling the power steering device 8, the active suspension device 11 for the front wheels 5 and the rear wheels 10 are controlled. Active suspension control device 12, anti-lock braking control device 14 for controlling brakes 13 on front wheels 5 and rear wheels 10, traction control device 15 for controlling engine 13 and brakes 13 on front wheels 5 and rear wheels 10, and rear Four-wheel steering control for controlling a rear wheel steering device 16 for steering the wheels 10 It has a location 17. In FIG. 1, 18 is a position detection sensor that detects the position of the automobile 1 by receiving signals and geomagnetic signals from space satellites, sign posts, etc. (not shown), and 19 is the position of the automobile 1 based on a map or the like. Is a display device for displaying.

FIG. 2 is a block diagram of an operation system, a detection system and a control system of the learning control vehicle according to the preferred embodiment of the present invention. Referring to FIG. 2, the operation system of the learning control vehicle according to the preferred embodiment of the present invention includes a steering wheel 4, an accelerator pedal 30, and a brake pedal 3.
1, a clutch pedal 32, a shift lever 33, a manual switch 34 operated by a driver to change a control gain of a predetermined control device, and a RAM 5 described later.
2 includes an erasing switch 35 for erasing the rewritable program stored in 2. Erase switch 35
The RAM 52 is provided because, for example, when a car is sold, the driver is different.
This is because it is necessary to erase the program stored in the RAM 52. Therefore, the driver cannot operate normally, and only the dealer or the manufacturer is provided to operate the program. In order to be able to delete the program stored in, it may be provided so that it can be operated by a driver.

Further, the detection system of the learning control automobile according to the preferred embodiment of the present invention includes the position detection sensor 18 and the 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 R
The programs stored in the OM 51 and the RAM 52 can be accessed, and the main computer unit 50 includes a steering wheel 30, an accelerator pedal 31,
Operation signals from the brake pedal 32, the clutch pedal 33, the shift lever 34, the manual switch 35 and the erasing switch 36, and the position detection sensor 18,
Clock 40, totalizer 41, calendar 42, vehicle speed sensor 4
3, the yaw rate sensor 44, the acceleration sensor 45, the lateral acceleration sensor 46, the vertical acceleration sensor 47, and the identification signal from the driver identification means 48 are input, respectively, and the main computer unit 50 causes the engine control device 3 to operate. , Gear ratio controller 7, power steering controller 9, active suspension controller 12, anti-lock braking controller 1
4, control signals are output to the traction control device 15 and the four-wheel steering control device 17, respectively.

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

The ROM 51 stores a setting program A1 used when traveling in an urban area, a setting program A2 used when traveling in an urban area, a setting program A3 used when traveling in an outlying area, and a mountain road. Setting program A4 used when traveling, setting program A5 used when traveling on a highway, setting program A6 used when traveling on a road having a road surface friction coefficient of a predetermined value or less
Further, a setting program A7 used in a traveling state in which the traveling stability in which the lateral acceleration GL exceeds a predetermined value, for example, 0.5 G, should be emphasized is stored.

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

Setting program A stored in ROM 51
1 to A5 are stored in the RAM 52 especially when a driver other than a specific driver such as the owner driver or his family drives the vehicle 1, or even when a specific driver drives. It is used only when the user desires to use the setting programs A1 to A5 stored in the ROM 51 and does not use an IC card or the like indicating a specific driver, instead of the standard programs B1 to B5 described later. Based on the signal from the detection sensor 18, the main computer unit 50 determines the position where the automobile 1 is traveling, that is, the area, according to the navigation signal that is generated and input by the position calculation 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, even when a specific driver drives a specific area to be 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, for example. , In the running state where the running stability exceeding 0.5 G should be emphasized, it is forcibly selected and used in place of the standard programs B1 to B5 stored in the RAM 52, and the running stability is emphasized. This is to ensure that the desired running stability can be ensured when necessary.

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 computer unit 5 for position calculation is based on the signal from the position detection sensor 18 as the specific driver drives the automobile 1.
The standard programs B1 to 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. A standard program B4 used for driving and a standard program B5 used for 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 calculating 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 home of the owner of the vehicle 1 or the location of the dealer.
Learning program C used in preference to 1 to B5
1 to C3 and D1 to D7 are stored.
The position detection sensor 1 determines whether or not the vehicle is traveling within a specific area.
8 is generated by the position calculating computer unit 53 on the basis of the signal from 8 and is judged by the main computer unit 50 according to the input 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 by 100 m, for example, or every 10 minutes. It is set so as to partially overlap with the unit section temporally, 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 characteristics of the operation of a specific driver, and the standard programs B1 to B5
The correction program E6 is based on the control data stored in the RAM 52 up to that time. When judged by the unit 50, the standard programs B1 to B5 and the learning programs C1 to C are determined according to the degree of decrease in running stability.
3 and D1 to D7 are forcibly corrected, and the correction program E7 is
The computer unit 50 has a manual switch 3
Detect the operation status of No. 4 and use the standard programs B1 to B
5 is corrected. Here, the correction program E6
Like the correction programs E1 to E4, is created in advance experimentally or theoretically and stored in the RAM 52, but the correction program E5 is classified into urban areas, urban areas, suburban areas, mountain roads, and highways. Within the same area, a predetermined number of times, for example 100 or 200 times,
The steering speed of the steering wheel 4 when operating, the operation speed of the accelerator pedal 30, and the brake pedal 31.
The operation speeds of are corrected and created for each area and stored in the RAM 52.
Is the manual switch 3 when the vehicle has run a predetermined number of times, for example 100 or 200 times, in the same area.
The operation statuses of No. 4 are averaged, created, and stored in the RAM 52.

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

In the learning programs C1 to C3, D1 to D7 and the correction programs E5 to E7, the detected data, for example, if C1, the vertical acceleration GV indicating vibration, and if C2, the lateral acceleration GL, the lateral acceleration GL. , 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 largely corrected. 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, when the result is YES, the lateral acceleration GL applied to the automobile 1 is large, and the vehicle is in a traveling state where importance is attached to traveling stability, and control is executed based on the setting program A7 stored in the ROM 51. The main computer unit 5 is judged to be in the proper state.
For 0, the flag P is set to 0, and it is determined whether or not the program to be used has been changed in the previous cycle and the current cycle. When the program has been changed, the flag S is set to 0.
, And the flag S is set to 1 if not changed.

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

On the other hand, in the case of NO, it is necessary to execute the driver judgment subroutine to judge whether or not the driver is a specific driver such as the owner driver or his family, and execute the control by the setting programs A1 to A5. It is determined whether or not there is. That is, as shown in FIG. 5, the main computer unit 50 is
From the driver identification means 48, it is determined whether or not the driver is a specific driver such as the owner driver or his family, depending on whether or not a driver signal is input. Here, the driver identification means 48 is an IC card,
It is configured to output a driver signal to the main computer unit 50 when the belongings of the driver such as a dedicated key, a license, and a clock with a transmitter are detected.

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 signal is not input to the driver signal, 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, 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 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.

After determining whether or not the driver is the specific driver such as the owner driver or his family by the driver determining subroutine, the main computer unit 50 further executes the area determining 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.
The navigation signal generated by is read.

As a result, when the navigation signal cannot be read, the flag H is set to 0 and the process is returned. On the other hand, if the navigation signal could be read, but the navigation signal is improper and the position of the automobile 1 cannot be accurately determined based on the navigation signal, the main computer unit 5
When 0 is determined, the flag H is set to 1 and the process is returned.

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

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

Next, the main computer unit 5
0 executes the program selection subroutine shown in FIGS. 7 and 8. That is, as shown in FIGS. 7 and 8, the main computer unit 50 first determines whether or not the driver is a specific driver such as the owner driver or his family, depending on whether the flag F is 0 or not. .

As a result, 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 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 not 0, that is, when the driver is determined to be a specific driver, the main computer unit 5
0 further determines whether or not the flag H is 0. 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, if YES, it is recognized that the automobile 1 is in the specific area, but the control data of the day of the week and the time zone of the unit section to be traveled has not yet been learned, Since it may not be stored in the RAM 52, the day of the week in the unit section to be traveled,
It is determined whether or not the control data for that time period is learned and stored in the RAM 52.

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

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. Is accessed, the flag N is set to 3, and when the program to be used is changed in the previous cycle and the current cycle, the flag S is set.
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 for the day of the week and for the time period in the neighborhood unit section within 20 m are stored in the RAM 52, for the learning programs D1, D3 to D6, this control data is stored by the specific driver.
It is recognized that the unit section to be traveled is similar to the control data to be learned when traveling in the day of the week and the time zone. Therefore, rather than executing the control based on the standard programs B1 to B5, It is considered that the driver can be more satisfied if the control is executed based on the control data of the day of the week in the neighboring unit section and the time zone thereof.
Accesses the learning programs C1 to C3 and D1, D3 to D6 of the neighboring unit section stored in the RAM 52, and obtains similar data of the neighboring unit section from the gain k.
Only, the correction is made to the stable side, and the flag N is set to 5. However, the control data of the learning programs D2 and D7 are
Since it should be obtained by learning the operation position of the brake pedal 31 and the operation position of the manual switch 34, respectively, even if there is control data of a neighboring unit section, it is possible to execute control based on these. Since it is not suitable, the main computer unit 50 has a RAM 5
The learning programs D2 and D7 of the neighborhood unit section stored in No. 2 are not accessed. 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 the flag S is set to 1 if not changed.

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

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

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

On the other hand, 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 by the learning control that the automobile 1 is being provided with the characteristics that match the driving characteristics of the specific driver, so 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 = (j1 × DBo + D) / (j1 + 1) where j1 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, there is no change in the operating condition of the specific driver. Since it is recognized that it is obtained based on the habit of operation of the vehicle, it is desirable to correct to the stable side against the operation of the specific driver in order to secure the traveling stability, and therefore the main computer unit 50 Stores the number of updates q in the RAM 52 with q = 0, and executes learning control by the travel data D according to the following equation.

DBo = (j2 × DBo−D) / (j2-1) where j2 is a predetermined coefficient. 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, when the result is YES, the main computer unit 50 determines that B
The standard program of the corresponding area is read out from 1 to B5, and each control device of the standard program, that is, the active suspension control device 12,
The control data DBo of the 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, and the traveling data D is further read. The control data DBo is corrected according to the correction programs E5 to E7 based on the read traveling data D to obtain the control data DB, and the absolute value of the difference between the control data DBo and the correction data DB is a predetermined value. Whether or not d3 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 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, when 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 q is the predetermined number 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, 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, so the main computer unit 50 sets the update count q to q. = Q + 1, it is stored in the RAM 52, and the learning control by the correction data DB is executed according to the following equation. DBo = (m1 × DBo + DB) / (m1 + 1) where m1 is a predetermined coefficient, for example, 10,000
Is set to.

On the other hand, in the case of NO, there is no change in the operating condition of the specific driver even though the control data DBo is updated by the learning control qo times. The correction program E is obtained based on the operational habits of
Since it is recognized that the correction according to 5 to E7 has been made, it is desirable to correct to the stable side against the operation of the specific driver in order to secure the traveling stability, and therefore the main computer unit 50 The number of updates q is set to q = 0 and stored in the RAM 52, and learning control by the correction data DB is executed according to the following equation.

DBo = (m2 × DBo−DB) / (m2-1) where m2 is a predetermined coefficient. 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 vehicle 1 is in the specific area, and the control data of the road to be driven is also stored in the RAM 5
2, the main computer unit 50 recognizes that the learning programs C1 to C are stored.
3 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 DBo in accordance with the learning programs C1 to C3 and D1 to D7, and outputs the control data DBo.
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.

As a result, when YES, the difference between the control data DC of the control device stored in the RAM 52 and the traveling data D is small, and the control data DC of the control device stored in the RAM 52 is corrected. Main computer unit 50 because it is recognized that there is no need to
Does not learn the correction data DC. 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 DCo and the correction data DC is a predetermined value d6 or more. Here, d6> d5.

As a result, in the case of YES, the difference between the control data DCo of the control device stored in the RAM 52 and the correction data DC is extremely large, and it is possible that the operation by the specific driver was suddenly performed. Is large and therefore it is not appropriate to learn such correction data DC, so 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, if YES, it is recognized that the automobile 1 is being provided with the characteristics that match the driving characteristics of the specific driver by the learning control. 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 correction data DC 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.

On the other hand, in the case of NO, there is no change in the operating condition of the specific driver even though the control data DCo has been updated by the learning control qo times. The learning program D is obtained based on the operational habits of
It is recognized that the correction according to 1 to D7 was made, so against the operation of the specific driver, on the stable side,
It is desirable to correct it to ensure driving stability,
Therefore, the main computer unit 50 stores the update count q in the RAM 52 with q = 0, and executes learning control by the correction data DC according to the following equation.

DCo = (r2 × DCo−DC) / (r2-1) where r2 is a predetermined coefficient. On the other hand, when the flag N is not 4, the flag N is 5, and the control data of the unit section to run is still learned and RA
It is recognized that it is not stored in M52, but in order to create by learning the control data of the traveling unit section,
The main computer unit 50 reads the travel data D. And learning programs D1, D3 to D
For No. 6, when the vehicle travels the same unit section on the same day of the week and the same time zone p times, for example, 10 times or 50 times, and p traveling data D are obtained, these p travelings are performed. Add data D and divide by p to obtain control data D
Co is calculated and stored in the RAM 52. On the other hand, regarding the learning program D2, when the brake pedal 31 is operated p times, for example, 10 times or 50 times, at the same place on the same day of the week and at the same time zone, p traveling data D Control data D
Co is calculated and stored in the RAM 52. In this case, since the control data of the unit section to be traveled has not been generated yet, the habit determination is not performed.

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

11 and 12 are maps for explaining a method for 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, based on the two correction data x1 and x2, the learning programs C1 to C3 are calculated according to the following equation.
The correction data Xc is calculated. Xc = (x1 + x2) / 2 By a map (not shown) stored in the ROM 51,
Similarly, the correction data Xd of the learning programs D1 to D7 are calculated.

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

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

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

As a result, if YES, the driver changes from a specific driver such as the owner driver or his family to another driver, or from a driver other than the specific driver to a specific driver. Since it has been changed, it 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 time T1 is added to the control time T stored in the timer of the controller.

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

Thereafter, the main computer unit 50 causes the control gain to gradually increase to the value calculated this time after the control time T stored in the timer of each control device has elapsed according to the setting program A7. , 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 rapidly, 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.

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

As a result, if YES, it means that control should be performed by the setting programs A1 to A5 stored in the ROM 51. However, the main computer unit 50 further determines whether the flag S is 0 or not. That is, it is determined whether the program used has been changed. As a result, if YES, because the driving situation has changed, or the driver has changed from a specific driver such as the owner driver or his family to another driver, or from a driver other than the specific driver to a specific driver, Since it is recognized that the program to be used has been changed between the previous cycle and the current cycle, the main computer unit 50 controls each control unit in order to prevent the driving situation of the automobile 1 from changing abruptly. The time T1 is added to the control time T stored in the timer of the device.

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

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

On the other hand, when the flag N is not 0, the main computer unit 50 further sets the flag N to 1.
Or not. As a result, if YES, control based on the standard program B3 is started. First, the main
The computer unit 50 further determines whether the flag S is 0.

As a result, if YES, the driver changes from a specific driver such as the owner driver or his family to another driver or from a driver other than the specific driver to a specific driver. Since it has been changed, it can be recognized that the program used has changed between the previous cycle and the current cycle. Therefore, in order to prevent the driving situation of the automobile 1 from changing rapidly, 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 area is corrected to When it is determined that the vehicle is in a traffic jam state based on the input signal from the vehicle speed sensor 43, as shown in Table 4, the control data DB of each control device of the standard program of the corresponding area is corrected to operate the wiper (not shown). When it is determined by the signal from the means that the wiper is operating and the weather condition is raining or snowing, as shown in Table 4, control of each control device of the standard program of the corresponding area When it is determined that the traveling time is long based on the input signals from the clock 40 and the integrator 41 after correcting the data DB, the results are shown in Table 4 according to the length. As, by correcting the control data DB of the control device of the standard program of the relevant region, based on the thus corrected control data of the control device has calculates a control gain of each control device.

After that, the main computer unit 5
0 determines whether or not the control gain of each control device thus obtained has changed between the previous cycle and the current cycle. As a result, in the case of YES, in order to prevent the driving situation of the automobile 1 from changing suddenly, the main computer unit 50 sets the control time T stored in the timer of the control device in which the control gain has changed. , Time T
Add 2

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

As a result, in the case of YES, the main computer unit 50 reads out the standard program of the corresponding area 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, if YES, the driver changes from a specific driver such as the owner driver and his family to another driver, or from a driver other than the specific driver to a specific driver. Since it has been changed, it can be recognized that the program used has changed between the previous cycle and the current cycle. Therefore, in order to prevent the driving situation of the automobile 1 from changing suddenly, The 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 on the basis of the navigation signals based on the correction programs E1 to E4. The control gain of each control device is uniformly corrected as shown in Table 4, and the control gain of each control device is calculated.

After that, the main computer unit 5
0 determines whether or not the control gain of each control device thus obtained has changed between the previous cycle and the current cycle. As a result, in the case of YES, in order to prevent the driving situation of the automobile 1 from changing suddenly, the main computer unit 50 sets the control time T stored in the timer of the control device in which the control gain has changed. , Time T
Add 2

Thereafter, the main computer unit 50 sends a control execution signal so that the control gain gradually becomes the value calculated this time after the control time T stored in the timer of each control unit has elapsed. Output to each control device. 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, the control based on the learning programs C1 to C3 and D1 to D7 is started. First, the main computer unit 50
Further determines whether the flag S is 0 or not. As a result, if YES, it means that the program used has changed between the previous cycle and the current cycle because the driving situation has changed or the driver has changed from a driver other than the specific driver to the specific driver. As a result, 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 abruptly.

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

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. As a result, 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 abruptly.

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

After that, the main computer unit 5
0 determines whether or not the control gain of each control device thus obtained has changed between the previous cycle and the current cycle. As a result, in the case of YES, in order to prevent the driving situation of the automobile 1 from changing suddenly, the main computer unit 50 sets the control time T stored in the timer of the control device in which the control gain has changed. , Time T
Add 2

Thereafter, the main computer unit 50 sends a control execution signal so that the control gain gradually becomes the value calculated this time after the control time T stored in the timer of each control unit has elapsed. Output to each control device. As described above, according to the present embodiment, the RAM 52 stores, in each area such as an urban area, an urban area, an outlying area, a mountain road, and an expressway,
Setting programs A1 to A5 that are set to control gains that match the region, setting program A6 that is forcibly used in a running state in which the lateral acceleration GL is larger than a predetermined value GLo, while running on a road with a small road friction coefficient. , A setting program A7 that is forcibly used, when a specific driver such as the owner driver or his / her family drives the automobile 1, learns the characteristics of the operation, and determines the urban area, urban area, suburban area, mountain road, For each area such as a highway, standard programs B1 to B5 having control gains learned and changed to match the operation of the area and a specific driver, a predetermined distance Lo from the owner's home of the automobile 1 or the location of the dealer Within a specific range within, learn the terrain and the operation of specific drivers such as the owner driver and their family, For each unit section, learning programs C1 to C3 and D1 to D7 having control gains learned so as to match the operation of the unit section and a specific driver, and standard programs B1 to B5 and learning programs C1 to C3 and D1.
It is equipped with correction programs E1 to E7 for correcting D7 to D7, and when a specific driver such as the owner driver or his family drives the automobile 1 in a specific area that frequently travels, such as commuting, And learning programs C1 to C3 having control gains learned for each unit section by learning the operation of a specific driver such as the owner driver and the family, and the operation of the specific driver. D
Since the driving characteristics of the automobile 1 are controlled by the control gains obtained by correcting 1 to D7 by the correction programs E1 to E1 and E6, it is possible to give a particular driver an extremely great satisfaction and to improve the running stability. In addition, when a specific driver drives outside a specific area, it matches the operation of the area and the specific driver for each area such as an urban area, urban area, suburban area, mountain road, and highway. To learn,
Since the driving characteristics of the automobile 1 are controlled by the control gains obtained by correcting the standard programs B1 to B5 having the changed control gains by the correction programs E1 to E7, a great satisfaction can be given, and further, the owner driver When a driver other than a specific driver, such as his or his family, drives the car 1,
For each area such as an urban area, an outlying area, a mountain road, and an expressway, the driving characteristics of the automobile 1 are controlled by the setting programs A1 to A5 that are set to the control gains that match the area. , Car 1
Even when driving a car, it is possible to give a greater sense of satisfaction compared to the conventional case.

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

Further, since the learning control for traveling in the specific area is performed according to the learning map set for each area such as the urban area, the urban area, the outlying area, the mountain road and the expressway, the vertical acceleration GV and the lateral acceleration are set. Since the GL and the like can be evaluated in detail so as to match the area, it becomes possible to execute learning control that matches the area in which the vehicle is running.

Further, when learning control is to be performed, the counter provided in each control device causes the automobile 1 to display the driving characteristics of the specific driver even though the control gain update count q has reached qo. When it is determined that the vehicle does not have the matching characteristics, the driving data D is based on the operational habit of the specific driver, and the standard program B1 to B5 or the learning program D1 to D7 is corrected by the habit. It is determined that it has been performed, and the learning control is performed on the stable side for correction, and the learning control is performed on the basis of the driver's habit, and on the contrary, the traveling characteristics are prevented from becoming unstable.

FIG. 16 is a block diagram of a learning control vehicle 1 showing another embodiment of the present invention, which shows an embodiment of the automatic learning control vehicle 1 equipped with the automatic transmission control device 20, and FIG. Is a block diagram of its operation system, detection system, and control system. Therefore, the brake pedal 31 is not provided, and the transmission device 21 is
It is controlled by the automatic transmission controller 20. In this case, the automatic transmission control device 2 corresponding to Table 1
A control data setting program A1 to AT ratio 0
C is set to 1, 2, 3, 5, 3, 3, 1, 5, respectively, and the ratio ATC of the control data of the standard program B3 to the control data of these setting programs A1 to 7 is:
It has been 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 with respect to the terrain situation and the operation situation. is there. In Table 6 and Table 7, D2 and D7
And E7 are the same as those in Tables 3 and 4, and thus omitted. The present invention is not limited to the above examples, and various modifications can be made within the scope of the invention described in the claims, and these are also included in the scope of the present invention. Needless to say.

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

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

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

Similarly, in the above embodiment, the RAM 5
2 stores the regional standard programs B1 to B5 for the five regions of urban area, urban area, suburban area, mountain road, and highway as standard programs.
Area divisions such as urban areas, suburbs, mountain roads, and highways are merely examples, and the areas are subdivided and standard programs are stored in the RAM 52 to improve the running characteristics of the automobile 1. Maybe, in urban areas,
Reduce the number of areas, such as suburban areas and highways,
The capacity of the AM 51 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 of 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.

Also, 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 embodiment, it is determined whether or not the number of updates q of the control data DBo and DCo has reached a predetermined number qo. When it is determined that the number of updates qo has reached the predetermined number qo, the driver's operation is performed. Whether or not the situation is changed by learning control, that is, statistically, by learning control, control data DBo, DCo and correction data DB, D
Determine whether the absolute value of the difference in C is small,
It is determined whether or not the driving data D is due to the specific driver's habit. When it is determined that the specific data is due to the specific driver's habit, the control data DBo, DC
Although o is corrected to the stable side, it may be corrected so that the correction amount becomes smaller than the correction that should normally be made by learning control. For example, instead of that, the control data is set to a predetermined value. Even if corrected to the control data of
Further, the correction by the learning control may be stopped, and even if the correction by the learning control is performed according to the operation of the driver, the correction amount may be corrected so as to be small. Making the correction amount small includes all of these cases.

Further, in the above-described embodiment, after waiting for the number of updates q of the control data DBo and DCo to reach the predetermined number qo, statistically, by learning control, the difference between the control data DCo and the correction data DC is calculated. When the absolute value is not small, it is determined that the driving data D is due to the specific driver's habit, and the control data DBo and DCo are corrected to the stable side against the operation of the specific driver. However, instead of this, the habit of the specific driver may be determined and the control data DBo and DCo may be corrected as follows.

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 j3 <j1, m3 <m
1, r3 <r1. ). DBo = (j3 × DBo + DB) / (j3 + 1) DBo = (m3 × DBo + DB) / (m3 + 1) DCo = (r3 × DCo + DC) / (r3 + 1) In the next control cycle, of the control data DBo and the traveling data D The absolute value of the difference exceeds the predetermined value d7 and is less than the predetermined value d2 or d4 (here, d7> d1, d7> d).
3, d7> d5) is determined.

As a result, in the case of YES, even though the control data DBo was largely corrected last time, no change in the operating condition of the driver was still recognized, and the difference between the traveling data D and the control data DBo was not recognized. The absolute value is large,
Since it can be determined that the obtained driving data D is due to the habit of the specific driver, it is desirable to reduce the correction amount of the control data DBo for the operation of the specific driver in order to improve the driving stability. The control data DBo is corrected in accordance with
> J1 and m4> m1.

DBo = (j4 × DBo + DB) / (j4 + 1) DBo = (m4 × DBo + DB) / (m4 + 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, r4> r1.

DCo = (r4 × DCo + DC) / (r4 + 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.

Further, in the above-described embodiment, when the counter update count q reaches qo, a habit judgment is made, and when a habit is judged, only a correction for reducing the correction amount is performed. However, each control device is provided with another second counter, and the update count q of the second counter is
When it comes to qo, first, a habit judgment is made. When it is judged not to be habit, it is judged by learning control that the automobile 1 has a characteristic that sufficiently matches the driving characteristics of the specific driver. Then, the correction amount may be corrected to be small, and on the other hand, when it is determined that the correction is habit, the correction amount may be corrected to be smaller. Further, when the number of updates q of the first counter reaches 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 is reduced, and The coefficient may be corrected so that the correction value for learning control becomes small when the number of updates n of the second counter reaches no.

Further, in the above-described embodiment, when the learning programs C1 to C3 and D1 to D7 are used, the habit judgment is made when the control data update count q becomes equal to or greater than the predetermined count qo. , When it is judged to be a habit, it is corrected so that the correction amount becomes smaller.
While traveling a certain unit section in a specific area where the learning programs C1 to C3 and D1 to D7 are used, the number of times q the control data is updated is equal to or greater than a predetermined number qo means that the unit section. Since it can be determined that it is desirable to perform more detailed learning control for the unit section of the vehicle, the unit section for reading the traveling data D, that is, the unit distance or the unit time is corrected to be small. In this way, finer learning control may be executed in the unit section in the specific area where the traveling frequency is high. In this case as well, when the number of updates q reaches q2 which is larger than qo. In addition, the unit section for reading the travel data D again, that is, the unit distance or unit time is controlled by correcting the unit distance or unit time to a small value. Even if the correction is performed stepwise multiple times in accordance with the data update count q, the unit distance or unit time for reading the travel data D may be reduced as the control data update count q increases. You may correct so that it may become small one by one. Also, the second or third counter counts the number of updates independently of the first counter and corrects the unit distance or unit time for reading the travel data D regardless of d and qo. Good.

Further, the unit distance or unit time for reading the traveling data D is corrected to be small, or
Instead of this, a part or all of the unit time zone to be read, for example, from 9 o'clock to 12 o'clock is replaced with 9 o'clock to 10 o'clock, 10 o'clock to 11 o'clock, 11 o'clock to 12 o'clock.
It may be smaller, as the occasion demands. Further, in the above embodiment, the driver identification means 48 is an IC card,
When a driver's belongings such as a dedicated key, license, or clock with transmitter are detected, a driver signal is output to the main computer unit 50, and when the driver signal is input, the main computer unit 50
Although it is configured to determine that the driver is a specific driver, instead of configuring the driver identification means 48 with a driver belongings detection device, or with a driver belongings detection device, the driver identification means 48 further identifies a personal identification number or the like. Equipped with an input device that can manually input information of
A driver signal may be output to the main computer unit 50 when specific information such as a personal identification number is input.

Furthermore, in the above embodiment, when the driver signal is not input, the main computer unit 50 further recognizes the driver's body shape and / or face by the driver's weight detection device and image processing. Device or voice recognition device,
When one or more of the driver's weight, body type, face, voice, seat position, and the like match the data stored in the RAM 52, the seat position detection device or the like identifies the driver as a specific driver, If it is not possible to determine a specific driver from these information, 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 are further stored in the RAM 52. Although it is determined whether or not the driver is a specific driver by comparing these average values, one or more of the driver's weight, body shape, face, voice, seat position, etc. are stored in the RAM 52. It is not judged as a specific driver based only on the data that has been recorded, and it is monitored for a predetermined time. Steering speed of the steering wheel 4 which, operating speed of the accelerator pedal 30, the operating speed of the operating speed and the clutch pedal 32 of the brake pedal 31, until it vehicle 1, by a specific driver,
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.

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 maps for each area as shown in FIGS. 18 and 19, and the main computer unit 50 calculates 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.

[0153]

According to the present invention, it is possible to provide a learning-controlled vehicle capable of improving running characteristics so as to match the driver's intention even if the driver's habit makes an operation. ..

[0154]

[Table 1]

[0155]

[Table 2]

[0156]

[Table 3]

[0157]

[Table 4]

[0158]

[Table 5]

[0159]

[Table 6]

[0160]

[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 first half of the control execution subroutine.

FIG. 16 is a block diagram of a learning control vehicle according to another preferred embodiment of the present invention.

FIG. 17 is a block diagram showing an operation system, a detection system and a control system of a learning control vehicle according to another preferred embodiment of the present invention.

FIG. 18 is a map showing a relationship between vertical acceleration GV and correction data in ACS of the learning program C1.

FIG. 19 is a map showing a relationship between vertical acceleration GV and correction data in ACS of the learning program C2.

[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 calculation computer unit

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Kiyoshi Sakamoto 3-1, Shinchi Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Inventor Minato Shibata 3-1-1 Shinchi, Fuchu-cho, Hiroshima Prefecture Mazda Stock 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 (12)

[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 correcting the control gain, the control unit statistically recognizes a change in a driver's operation status despite the increase in the number of updates of learning control. A learning control vehicle configured to reduce the correction amount of the control gain when it is determined that the learning control vehicle is not possible. 2. When the control means statistically determines that no change is recognized in the operating condition of the driver despite the increase in the number of times the learning control is updated, the control gain is set to the stable side. The learning control vehicle according to claim 1, wherein the learning control vehicle is configured to be corrected. 3. The control gain is set to a predetermined value when the control means statistically determines that no change is observed in the driver's operation situation despite the increase in the number of times of learning control update. The learning control vehicle according to claim 1, wherein the learning control vehicle is configured to be corrected to a value. 4. The correction amount of the control gain when the control means statistically determines that no change is recognized in the operating condition of the driver even though the number of updates of the learning control is increasing. The correction amount of the control gain is decreased when it is determined that the change is not recognized in the operating condition of the driver. Learning control car. 5. The correction amount of the control gain when the control means statistically determines that no change is recognized in the driver's operation situation despite the increase in the number of times of updating the learning control. Is corrected once, and then, when it is determined that there is no change in the operating condition of the driver, the correction amount of the control gain is gradually reduced. The learning control vehicle described. 6. When the control means statistically determines that no change is recognized in the operation state of the accelerator pedal, even though the number of updates of the learning control is increasing,
The learning control vehicle according to claim 1, wherein the learning control vehicle is configured to reduce a correction amount of a control gain. 7. The control gain is corrected when the control means statistically determines that no change in the operating condition of the shift lever is recognized despite the increase in the number of times the learning control is updated. The learning control vehicle according to claim 1, wherein the learning control vehicle is configured to reduce the amount. 8. The control gain correction means, when the control means statistically determines that no change is observed in the operation state of the steering wheel, even though the number of updates of the learning control is increasing. The learning control vehicle according to claim 1, wherein the learning control vehicle is configured to reduce the amount. 9. When the control means statistically determines that no change is recognized in the operation state of the accelerator pedal, even though the number of updates of the learning control is increasing,
The correction amount of the control gain is once largely corrected, and then
The learning control vehicle according to claim 4, wherein the learning control vehicle is configured to reduce the correction amount of the control gain when it is determined that no change is recognized in the driver's operation situation. 10. When the control means statistically determines that no change is recognized in the operating state of the shift lever, even though the number of times of updating the learning control is increasing,
The correction amount of the control gain is once largely corrected, and then
The learning control vehicle according to claim 4, wherein the learning control vehicle is configured to reduce the correction amount of the control gain when it is determined that no change is recognized in the driver's operation situation. 11. The control gain correction means, when the control means statistically determines that no change is observed in the operation state of the steering wheel despite the increase in the number of times the learning control is updated. The amount is temporarily corrected,
5. The learning control vehicle according to claim 4, wherein the learning control vehicle is configured to reduce the correction amount of the control gain when it is determined that the driver's operation situation is not changed thereafter. 12. The control means is configured not to execute the learning control when the operation situation of the driver is significantly different from the operation situation of the driver under learning control until then. The learning control vehicle according to any one of Items 1 to 11.