JPH06297983A - Characteristic changing device for automobile and method thereof - Google Patents

Abstract

PURPOSE:To set characteristics suitable for the feeling of a driver easily and inexpensively by providing a characteristic information forming means for forming characteristic information outside a subject car and a means for putting the information formed by this into the subject car. CONSTITUTION:A characteristic information forming means for forming characteristic information of a subject car is provided outside the subject car so that a driver can simulate driving operation. A means is provided for putting the characteristic information formed by this simulation device into the subject car. This input means is provided with an IC card reading means 75 and a main computer unit 80 for changing the characteristic based on the read information. An operation signal from a manual switch 70 and detection signals from various sensors are put into the unit 80, and various control signals necessary for driving are put out of this unit. Thus, as the characteristics of the subject car can be set outside the subject car, equipment of the subject car is simplified and a desired characteristic can be set with a low cost.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus and method for forming characteristic information for changing the characteristic of an automobile and inputting the information to the subject automobile to change the characteristic.

[0002]

2. Description of the Related Art In general, the characteristics of a vehicle are set with an average driver in mind so that a certain degree of satisfaction can be obtained regardless of the number of drivers who drive as much as possible. Has been done. Then, in order to enable each driver to drive according to his or her preference, there is also provided an automobile in which the traveling characteristics of the automobile can be changed to some extent by the driver's selection. For example, an automobile is known in which a power mode, a normal mode, an economy mode, or the like can be selected by a driver's manual operation. It is also known to make the suspension characteristics hard or soft in a vehicle with an active suspension.
Further, it is also known that a four-wheel steering vehicle is provided with a means for changing the steering characteristics to a sport mode, a normal mode, or the like.

The formation of the running characteristics of the automobile is performed by setting and changing a specific control gain. However, it is impossible to give satisfaction to all drivers in a vehicle having such characteristics with an average driver in mind and a vehicle in which the control gain is selected via a manual switch. . In view of this,
A learning control vehicle has been proposed which is configured to match the sensitivity of each driver by learning the driving characteristics of the driver and changing the control gain of the running characteristics.

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

[0005]

As described above, the conventionally proposed technique for changing the control gain of the characteristic of the vehicle can change only a part of the traveling characteristic of the vehicle, and the steering system, the suspension system and the braking system of the vehicle can be changed. The driving function system including the system is not comprehensively changed according to the driver's sensitivity and orientation. In order to change the setting of the vehicle characteristics according to the driver's sensitivity or direction, various sensors and detection signals from these sensors are processed by a predetermined learning control program for each vehicle, It is necessary to provide a control device that learns the characteristics of the driving operation and changes the characteristics based on the learning result.

However, in order to do so, each vehicle requires various sensors, an expensive controller including a huge amount of complicated software, and a memory for data processing accompanying learning control. The disadvantage is that the price of the vehicle becomes expensive due to the large capacity.
It is an object of the present invention to provide an apparatus and method capable of changing the characteristics by inputting characteristic information that gives characteristics of the vehicle matching the driver's sensitivity to the target vehicle with a simple configuration.

An object of the present invention is to provide an apparatus and method capable of providing characteristic information of a vehicle reasonably and efficiently corresponding to the degree of specification of characteristics required for a target vehicle.

[0008]

The basic characteristics of the apparatus for achieving the above object are a characteristic information forming means for forming characteristic information that governs characteristics of the target vehicle outside the target vehicle, and the characteristic information forming means. It is provided with information input means for inputting the characteristic information formed by means to the target vehicle, and characteristic changing means for changing the characteristic of the target vehicle based on the characteristic information input by the input means.

Another aspect of the present invention is to provide a method for changing vehicle characteristics. According to this method, the characteristic information that governs the characteristic of the target vehicle is formed outside the target vehicle, the formed characteristic information is input to the target vehicle, and the characteristic of the target vehicle is changed based on the input characteristic information. The characteristics of the target vehicle are suspension, steering,
It includes running characteristics such as engine output, shift characteristics, braking characteristics, cooling and heating characteristics, operating environment characteristics such as seat height, hardness and seat position.

Preferably, information holding means or information storage means for holding or storing the characteristic information formed by the characteristic information forming means is provided. Then, in this case, the characteristic information is input to the target vehicle by the information input means via the information holding means. (Characteristic change by simulation) In a preferable mode, the characteristic information is formed by learning the driving operation of the driver according to the area by the driving simulation, stored in the characteristic information storage means, and stored in the characteristic information storage means. The characteristic information is read by the characteristic information reading means of the vehicle, and the characteristic of the vehicle is changed based on the read characteristic information.

An IC card can be used as the storage medium. Preferably, the simulation device includes an information reading unit that reads the characteristic information stored in the characteristic information storage unit, a traveling region input unit capable of inputting a virtual traveling region in which a driver performs a driving simulation, a screen, and the vehicle body. It has a vehicle body control means capable of giving a vibration and changing a posture.

The simulation device calculates a virtual running place where a driving simulation is performed by a control device using a computer, displays an image corresponding to the virtual running place on a screen, and a driver's driving operation in the driving simulation device. Is learned in relation to the virtual travel location to form the characteristic information, and is stored in the characteristic information storage means at the end of the driving simulation.

In this case, when the calculated virtual driving place for the simulation is in the specific area within the predetermined distance from the predetermined base point, the computer displays the image of each road in the specific area on the screen. In addition to displaying it, the vehicle body control means applies vibration to the vehicle body according to the topographical condition of each road, and when the virtual traveling location is outside the specific area, a general image corresponding to the area is displayed on the screen. To display.

Further, the characteristic information storage means realized by the computer stores learning characteristic information obtained by learning the topographical condition of each road and the driving operation of the driver in a simulation targeting a specific area. An information storage unit, a standard characteristic information storage unit that stores standard characteristic information obtained by learning a driving operation of a driver when a driving simulation targeting the outside of the specific area is performed, and the learned characteristic information or the standard characteristic information is corrected. A learning program storage unit that stores a learning program for performing the learning is provided.

In another aspect, the learning program has a terrain learning program for learning the terrain state of each road in the specific area, and a driving operation learning program for learning the driving operation of the driver.
The computer stores the learning characteristic information stored in the learning characteristic information storage unit of the characteristic information storage unit, the standard characteristic information stored in the standard characteristic information storage unit, and the learning program storage unit in performing the driving simulation. Read the learning program you have. Further, when the driving simulation is carried out in the specific area, the learning characteristic information is corrected according to the learning program regarding the landform and the learning program regarding the driving operation. Further, when the driving simulation is performed outside the specific area, the standard characteristic information is corrected according to the learning program regarding the driving operation.

In another preferred embodiment, standard medical data storage means is provided for storing standard medical data of the driver. In this case, the driving simulation device includes medical data detection means for detecting the medical data of the driver. Then, the computer unit, when performing the driving simulation, while reading the standard medical data of the driver stored in the standard medical data storage unit, compared with the medical data of the driver detected by the medical data detection means, Determine the driver's psychological state. When it is recognized that the driver's psychological state is not calm, the learning of the driving operation of the driver is stopped.

(Characteristic change by vehicle for forming characteristic information)
According to still another feature, the characteristic information forming means is formed of a characteristic information forming vehicle that forms characteristic information by learning control. The characteristic information forming vehicle is a characteristic information forming vehicle that learns the driving characteristics of the driver and forms learning characteristic information for changing the characteristics of the target vehicle. At least the steering system, the suspension system, and the braking system are used. And a steering function system control means for controlling a steering function system including a control system, and characteristic information for changing the characteristics of the steering function system control means, and learns the driving characteristics of the driver to change the characteristic information. A characteristic information changing means and at least an information storage means capable of receiving and storing the characteristic information formed by the characteristic information forming means and outputting the stored characteristic information to the outside.

Here, the characteristic information includes learning information obtained by learning in a specific area within a predetermined distance from a predetermined starting point, setting characteristic information set in advance outside the specific area, or this setting characteristic information. The changed standard characteristic information is included. In this case, a driver is placed in the characteristic information forming vehicle to perform one or more times of driving, and the characteristic information obtained by learning in the driving is stored in the information storage means, and the characteristic information is stored in the information storage means. Is input to the control device of the target vehicle via the storage medium or the information transmission cable, and the characteristics of the target vehicle are set or changed based on the input characteristic information.

The characteristic information forming vehicle may be held by a dealer who sells the vehicle. (Characteristic Change by Inputting Characteristic Information) According to another characteristic of the present invention, the characteristic information forming means is configured to form the characteristic information by operating an independent device.

For example, the driver is provided with characteristic information forming means which is an independent device for inputting or creating information used for changing characteristics, and the driver operates a switch to store the formed characteristic information in a storage medium. It is possible to read the information stored in the storage medium and supply it to the characteristic information input means. Here, the driver may be provided with the input device, that is, the instruction manual of the vehicle together with the characteristic information forming means. Further, in a state where the storage medium is not mounted in the storage medium mounting portion, the control device may be configured to control using standard characteristic information set in advance. Further, after mounting the storage medium, the characteristics of the control device may be changed based on the information read from the storage medium. The data input to the characteristic information forming means includes data relating to the characteristics of the driver or the characteristics of the state of use of the vehicle.

Here, the characteristic information forming means includes an input means for inputting data, a display means including a display, and a storage medium mounting portion for mounting the storage medium in a detachable and data transferable manner. Memory means is provided for storing the characteristic information input by the input means. Then, the input data may be displayed on the display. Further, the characteristic information forming means may be configured to include an arithmetic means for receiving the input data for forming characteristic information and performing an operation for changing the characteristic of the target vehicle. The characteristic information input means may have a configuration in which the previous data and the current data stored in the storage medium or the memory means can be displayed on the display.

Further, the characteristic information forming means is configured to use an explanation document for explaining the characteristic information input method, is configured to be able to display explanatory text for explaining the information input method on a display, and is also a calendar. The time calculation means for calculating the current time may be provided, and the current time calculated by the time calculation means may be displayed on the display when the storage medium is not attached.

Further, a structure is provided in which the characteristic information obtained by the characteristic information forming means is received, and after the characteristic information is formed, a display means for displaying the characteristic information is provided, and the reference characteristic information preset in the target vehicle. And a forming characteristic information obtained by the characteristic information forming means, a display means for displaying the characteristic gap before and after the characteristic formation, and a cancel switch for invalidating the information read by the reading means. Different configurations are possible.

The characteristic information forming means is provided with an information memory for storing the sample information for forming the characteristic, and the characteristic information can be changed by changing the sample information through the input means while the sample information is displayed on the display. The characteristic information to be used may be formed. According to yet another feature, when changing the control device provided in the target vehicle to the preset characteristics, the characteristic information forming means is provided to the owner driver of the target vehicle, and the owner driver is the characteristic information forming means. The input or created characteristic information is stored in a storage medium, the characteristic information stored in the storage medium mounted in the storage medium mounting portion connected to the control device is read, and the information is transferred to the control device to change the characteristic. .

In a preferred embodiment, a plurality of items of driver-specific data for specifying the characteristics of the driver or the use state of the vehicle are obtained from the driver, and the characteristics of the control device provided in the vehicle are determined based on the data of the plurality of items. To change. In another aspect, the driver-specific data of the plurality of items is obtained by causing the driver to fill in a data entry card or paper on which item names of the plurality of items and corresponding entry fields are printed. Further, if the input device is detachably connected to the characteristic information forming means for inputting, it is not necessary to provide a data input device for each target vehicle.

Preferably, when the input device inputs a plurality of driver-specific data for specifying the driver characteristics or the usage state of the vehicle to the characteristic forming means, the characteristic forming means causes the characteristic forming means to perform a predetermined characteristic changing process. Processing by a program to create a characteristic change signal, and the characteristic change signal is supplied to a control device that controls at least one of a drive system, a steering system, and a suspension system of an automobile, and the characteristic of the control device is changed. .

For example, by allowing the driver to fill in a filling card or paper, it is possible to easily obtain the driver-specific data of a plurality of items by a questionnaire method. If the input device is configured by a computer failure diagnosis device, no special input device is required, which is advantageous in terms of cost. Further, by providing the input device with a plurality of switches corresponding to a plurality of items, it is possible to easily input data of a plurality of items. In this case, the input device can be configured to be detachably connected to the characteristic forming means only when data is input.

When the characteristic information for changing the characteristic of the target vehicle is formed externally based on the data unique to the driver, the input device is composed of a plurality of switches provided in the target vehicle, and the switch is operated. Therefore, if the characteristic information is directly input to the target vehicle, the characteristics of the target vehicle can be appropriately changed as needed, and the versatility is excellent.

Further, if the characteristic of the driver or the tendency of the use state of the automobile is judged from the data of a plurality of items and characteristic information, that is, a characteristic change signal is created from the tendency, it is made rigid rather than rigid. You can The characteristics may be changed according to the vehicle history of the driver. Alternatively, the characteristics may be changed according to the annual mileage of the driver.

Further, if the characteristic forming means is constructed so as not to change or form the characteristic when the traveling state of the automobile is a sharp turning state, a bad road traveling state or a low μ road traveling state, the traveling performance is expected. It can be maintained to prevent a decrease in safety. According to still another feature of the present invention, a switch for changing the usage conditions of using the vehicle is provided in the target vehicle, and according to the usage conditions set by the switch,
A characteristic changing unit that forms the characteristic of the control unit is configured.

By operating the switch, the characteristic information is input to the target vehicle to change the characteristic.
By doing so, it is possible to change the characteristics according to the use conditions by a simple configuration including the switch means and the characteristic forming means, and to make the traveling characteristics suitable for the use conditions, and with a simple and inexpensive configuration. In addition, it is possible to achieve easy ordering of automobiles and enhance the commercial value.

If the switch means is provided on the instrument panel, the operability can be improved when operating the switch means. If the switch means is provided in the control box of the automobile, it is possible to prevent the driver or the like from making an erroneous operation. If one of the cold region and the non-cold region can be selectively set, it is possible to provide the traveling characteristics according to the cold region and the non-cold region.

When the urban area and the out-of-city area are selectively changeable, the traveling characteristics can be made to correspond to the urban area or the out-of-city area. If one of the urban area, the urban area, the outlying area, and the residential area is configured to be selectively changeable, it is possible to provide a traveling characteristic according to the urban area, the urban area, the outlying area, or the residential area.
If one of the ordinary road and the expressway is configured to be selectively changeable, it is possible to obtain a traveling characteristic suitable for the ordinary road and the expressway.

Further, it is possible to selectively set commuting, leisure, shopping, and business as usage conditions.
By doing so, it is possible to obtain the characteristics according to the purpose of use and to provide the characteristics that match the sensitivity of the driver. Further, a number switch for displaying the number of owned vehicles can be provided, and the characteristic changing means can be configured to reduce the range of characteristic change when the number of owned vehicles is one. When the number of vehicles owned is one, it is not preferable that the characteristics vary because a plurality of people may drive. Therefore, it is effective to input the number of owned vehicles and change the characteristics accordingly.

[0035]

Embodiments of the present invention will be described below with reference to the drawings. (First Embodiment) FIG. 1 is a block diagram of a driver's driving simulation apparatus according to a preferred embodiment of the present invention.

In FIG. 1, a driver's driving simulation apparatus 1 according to a preferred embodiment of the present invention is installed at the location of an automobile dealership, and is capable of simulating a driving operation by a driver.
The driving simulation device reads the program stored in the IC card, and based on this, the driver
From a predetermined base such as the driver's or driver's family home or the dealer's location,
When performing a simulation of driving operation within a specific area within a predetermined distance, for example, within 20 km, the learning control data is learned by learning the topographical conditions and the driving operation of the driver in each unit section of each road within the specific area. Is generated and stored in the IC card, or the learning control data stored in the IC card is rewritten. On the other hand, when performing a simulation of a driving operation outside a specific area, the driving operation of the driver is learned for each driving area of an urban area, an urban area, an outlying area, a mountain road, and a highway, and a predetermined IC card is used. It is configured to rewrite the stored control data. That is, the simulation device 1 includes driving operation means such as a vehicle body 2, a steering wheel 3, an accelerator pedal, and a brake pedal, which are always provided in an automobile. The peripheral wall on which the device 1 is placed is a hemispherical CRT screen. 4 is forming. On the screen 4 provided on the entire peripheral wall,
In the image corresponding to the virtual driving area where the driver executes the driving simulation, the image showing the traffic condition according to the time period when the driving simulation is executed, the image showing the weather condition such as sunny weather, rainy weather, snowfall, etc. by image processing, When the driving simulation is performed at the time of the combination, the brightness of the image is corrected to be displayed. Further, the position of the operation system position varying mechanism 5 and the seat 6 capable of changing the positions of the driving operation means such as the steering wheel 3, the accelerator pedal, and the brake pedal,
Seat position variable mechanism 7 that can change height, seat back angle, etc. and driver's heart rate, pulse rate, blood pressure,
A driver medical data detecting means 8 for detecting medical data such as a sweating state, an electroencephalogram and an eye point is provided. Furthermore, while accepting an IC card and reading the data and programs stored in the IC card,
A rewritable IC card reader 9, a travel area input means 10 capable of inputting a virtual starting point and a destination for executing a driving simulation, and a manual switch operated to change the gain of a predetermined control device. 11,
The topographical condition of a road within a specific area within a predetermined distance from a predetermined base point, such as the driver's or driver's family home or the location of a dealer, that is, the unevenness of the road surface, the bending condition of the road, and the slope condition of the road. A CD-ROM reader 12 is provided which can receive a CD-ROM stored in each section and can read the CD-ROM. Further, the steering wheel 3, the accelerator pedal, the brake pedal, and other driving operation means are operated, and in a specific area, bounce vibration, roll vibration, and pitch vibration are applied to the vehicle body 2 according to the terrain condition of the road. Change the posture of the car body 2
A vehicle body control mechanism 13 that controls to rotate the vehicle is provided. Although not shown, the driver
Steering force control means for controlling the force required to steer the steering wheel 3 is provided.

FIG. 2 is a schematic front view showing an example of the instrument panel 14 provided with the manual switch 11, and 15 is an indicator. In this embodiment, the engine control manual switch 92,
Manual switch 93 for gear ratio control device, manual switch 94 for power steering control device, manual switch 95 for active suspension control device,
A manual switch 96 for the anti-lock braking control device, a manual switch 97 for the traction control device and a manual switch 98 for the four-wheel steering control device are provided.

FIG. 3 is a diagram for explaining the contents of data and programs stored in the IC card. In FIG. 3, the IC card 16 stores the standard control data and the learning control data generated as a result of the driving simulation performed by the driving simulation device 1.

Then, the IC card reader is inserted into an IC card reader, which will be described later, provided in the target vehicle, and the IC card reader is configured so that the traveling control gain of the vehicle can be changed by reading these data. There is. The IC card 16 includes a vehicle type identification data storage unit 18, a driving position change data storage unit 19, a standard control data storage unit 20, a learning data storage unit 21, a first learning program storage unit 22, a second learning program storage unit 23, Correction data storage unit 24, update count storage unit 25, base point data storage unit 2
6 and standard medical data storage unit 27.

The vehicle type identification data storage unit 18 changes the control gain before the driving simulation is started or when the erasing switch to be described later is operated and before the driving simulation is started for the first time. For example, the vehicle type of the vehicle whose vehicle characteristics are to be changed is input, and vehicle type identification data for the driving simulation device 1 to identify that the vehicle type is a specific vehicle type is stored.

The driving position changing data storage unit 19 is used for adjusting the angle of the steering wheel 3 by the driver and the position, height and seat back angle of the seat 6 by the seat position changing mechanism 7 when the driving simulation is executed. The driving position data obtained by learning etc. is stored.
The standard control data storage unit 20 is stored in a ROM (described later) of the driving simulation device 1 when the driving simulation is performed for the first time or when the driving simulation is performed for the first time after the erasing switch described below is operated. The region-specific characteristic information thus set, that is, the setting control data A1 to A5, is copied as it is,
According to the driving simulation by the driver,
Based on learning programs D1, D3 to D6 which will be described later, this is corrected and the generated standard control data for each area is stored. The learning data storage unit 21 stores a specific area within a predetermined distance from a predetermined base point such as the home of the car owner or the location of the dealer,
When the vehicle is running, the control data is used in preference to the standard characteristic information, that is, the standard control data, and when the driving simulation is performed in a specific area within a predetermined distance from the base point, the driver's Learning control data, which is obtained by learning driving operation, generated under a predetermined condition for each unit section of each road in a specific area, and corrected by a learning program described later, is stored.

When the driver executes the driving simulation in the specific area, the first learning program storage section 22 generates learning control data according to the terrain of each unit section of each road in the specific area, Alternatively, the learning programs C1 and C2 to be rewritten are stored. In addition, the second learning program storage unit 23 stores learning programs D1 to D7 that rewrite the learning control data according to the operation status of the driver in each unit section of each road in the specific area. The correction data storage unit 24, during the driving simulation, according to the psychological state of the driver estimated based on the medical data of the driver measured by the driver medical data detecting means 8 and the reflexes of the driver tested by the driving simulation, The correction control program generated and stored in the ROM of the vehicle, which will be described later, is stored with correction data for correcting when the vehicle is operating. The update count storage unit 25 stores the update count of each travel control data, and the base point data storage unit 26 stores
Base point data for determining the specific area of the driver using the IC card 16 is stored. Further, the standard medical data storage unit 27 is adapted to store standard medical data of the driver such as the standard heart rate, standard pulse rate, standard blood pressure, standard sweating state and standard brain wave of the driver.

FIG. 4 is a block diagram of an operation system, a detection system and a control system of the driving simulation device 1 shown in FIG. Referring to FIG. 4, the operation system of the driver's driving simulation apparatus 1 according to the preferred embodiment of the present invention includes a steering wheel 3 and an accelerator pedal 3.
0, a brake pedal 31, a clutch pedal 32, a shift lever 33, a driving area input means 10 for inputting a virtual traveling area to be traveled, which is operated by a driver, and for changing control data of a predetermined control device. Manual switch 1 operated by
1 and an erasing switch 35 for erasing the data stored in the IC card 16. Erase switch 3
5 is provided because the driving position data, the standard control data, the learning control data or the correction data stored in the IC card 16 is inappropriate, and when the driver wants to change this, Alternatively, cars and ICs
This is operated when the owner of the card 16 changes and it is necessary to change the driving position data, standard control data, learning control data, correction data, and driver identification data stored up to that point. When the erasing switch 35 is operated to erase the driving position data, standard control data, learning control data, or correction data stored in the IC card 16, the data is stored in the ROM of the driving simulation device 1 described later. The set control data A1 to A5 stored in the standard control data storage unit 20
It will be remembered in.

Further, the detection system of the driver's driving simulation device 1 according to the preferred embodiment of the present invention is the IC card reading capable of reading the driver medical data detecting means 8 and the traveling control data and the program stored in the IC card 16. Based on the virtual departure point, the destination, and the driving operation of the driver in the driving simulation device 1 input by the machine 9 and the driving area input means 10,
An image signal receiver 36 for calculating a virtual traveling place during traveling calculated by the main computer unit and receiving an image signal corresponding to the virtual traveling place from a predetermined data source, a topographical condition of a road in a specific area According to the driving condition of the CD-ROM reader 12 that reads the topographical data of the CD-ROM storing the information, the driving simulation device of the driver, and the virtual running place during running,
A vertical acceleration sensor 37 that detects the vertical acceleration applied to the vehicle body 2 by the vehicle body control mechanism 13, and an automobile engine control device, a gear ratio control device, a power steering control device, an active suspension control device, an anti When it is necessary to change the control data for the lock / brake control device, the traction control device, or the four-wheel steering control device, a timer 38 for changing them at a predetermined timing and correction data described later. Is provided with a timer 39 used when generating Timer 3
Although one 8 is provided for each control device, only one timer 38 is shown in FIG. 4 for the sake of convenience. Reference numeral 34 is a clock.

The control system of the driving simulation apparatus 1 according to the preferred embodiment of the present invention includes a main computer unit 40, and further, setting control data A1 used when driving in an urban area and driving in an urban area. Setting control data A2 used when traveling, setting control data A3 used when traveling in a suburban area, setting control data A4 used when traveling on a mountain road, and settings used when traveling on a highway According to the setting control data including the control data A5, the standard control data or the learning control data stored in the IC card 16, the result of the driving simulation under a predetermined condition when driving the vehicle is stored in the IC card. Generates correction data for correcting the learning control data and standard control data Both, correction programs to correct the learning program, standard driver eyepoints by region such as urban areas, urban areas, suburbs, mountain roads and highways, vehicle characteristics such as steering characteristics for each vehicle type, suspension characteristics, gear ratio characteristics, etc. Data, steering wheel 3 for each vehicle type, accelerator pedal 30, brake pedal 31, clutch pedal 32 and shift lever 33
Operation system position data regarding the position of the driving operation means such as the steering wheel 3, the accelerator pedal 30,
The ROM 41 and the IC card 16 that store programs for each vehicle type for calculating the vehicle speed, yaw rate, acceleration, and lateral acceleration, respectively, according to the operation of the brake pedal 31, the clutch pedal 32, and the shift lever 33.
RAM 4 for storing various data and programs stored in the IC card reader 9 and read by the IC card reader 9
2. The image control means 43 for controlling the image displayed on the screen 4 and the sheet position changing mechanism 7 are driven to drive the sheet 6
The seat position control means 44 for controlling the position of the vehicle, the operation system position varying mechanism 5 is driven, and the operation system position control means 45 for controlling the position of the driving operation means, and the force necessary for steering the steering wheel 3 are controlled. The steering force control means 46 and the vehicle body control mechanism 13 are provided. ROM41 here
Stores one set control data A1 to A5 for each vehicle model of a specific manufacturer. When the driving simulation is executed for the first time or after the erasing switch is operated, the driving simulation is executed for the first time. At this time, the setting control data A1 to A5 corresponding to the vehicle type is selected according to the vehicle type read from the vehicle type identification data storage unit 18 of the IC card 16, and I
The standard control data storage unit 20 of the C card 16 stores the standard control data B1 to B5.

The main computer unit 40 is I
Based on the driving position data read by the C card reader 9, position setting signals are output to the operation system position changing mechanism 5 and the seat position changing mechanism 7, respectively, so that the positions of the driving operation means and the seat 6 are changed. The driving operation means and the seat 6 are moved to a position suitable for the driver who intends to execute the simulation. Here, when the driving simulation is executed for the first time, or when the driving simulation is executed for the first time after the erasing switch described later is operated, the IC card 1
The standard driving position data is stored in the driving position changing data storage unit 19 of No. 6, and when the driver starts the driving simulation or after the driving simulation, the operation system position changing mechanism 5 and the seat position changing mechanism are stored. 7 is operated to change the position of the driving operation means and the seat 6,
It is configured to store its position.

Further, the main computer unit 40
Is a virtual departure place for executing the driving simulation input to the driving area input unit 10, a virtual destination, and a virtual driving place for executing the driving simulation based on the virtual driving situation after the driving simulation is started, The virtual traveling location determination signal is output to the image signal receiver 36 so that the image signal corresponding to the virtual traveling location is received from a predetermined data source, and the image control means 43 performs image control based on this image signal. Output the signal,
An image corresponding to the virtual travel location is displayed on the screen 4, and the image displayed on the screen 4 is displayed according to the operation of the steering wheel 3, the accelerator pedal 30, the brake pedal 31, the clutch pedal 32, and the shift lever 33 by the driver. The vehicle body control mechanism 13 and the steering force control means 46, and outputs a steering force control signal to the steering wheel, accelerator pedal, brake pedal, clutch pedal, and shift lever of the vehicle. When the vehicle body of the driving simulation device 1 exhibits the same behavior as that of the vehicle when operated, the vehicle body 2 is synchronized with the change of the image.
Bounce, roll, pitch vibration, or
It is configured to rotate the vehicle body 2 or change the posture of the vehicle body 2. In addition, the main computer unit 40 includes a virtual starting point, a virtual destination, and an IC.
When it is determined that the virtual traveling place where the driving simulation is executed is within the specific area based on the base point data stored in the base point data storage unit 26 of the card 16, the data is further read by the CD-ROM reader 12. According to the topographical condition of the road in the specific area, a vehicle body control signal is output to the vehicle body control mechanism 13 to add bounce vibration, roll vibration, and pitch vibration to the vehicle body 2.
It is configured to change the posture of the vehicle body 2.

Further, the main computer unit 4
0 reads out the program of the corresponding vehicle type from the vehicle type programs stored in the ROM 41 based on the vehicle type identification data read by the IC card reader 9, and the driver operates the steering wheel 3, the accelerator pedal 30, and the brake. The vehicle speed, yaw rate, acceleration, and lateral acceleration are calculated according to the operation of the pedal 31, the clutch pedal 32, and the shift lever 33.

The main computer unit 40 calculates the virtual traveling place according to the virtual departure place for executing the driving simulation, the virtual destination, and the virtual driving situation after starting the driving simulation, which are input to the driving region input means 10. When it is determined that the vehicle is virtually traveling outside the specific area, the IC card 16 is read, and the image control means 43, the vehicle body control mechanism 13, and the steering are performed according to any of the standard control data B1 to B5 stored in the RAM 32. So that the force control means 46 is controlled,
The control gain change signal is output, and the vehicle body 2 behaves and the steering wheel 3 is steered in accordance with any of the standard control data B1 to B5, and at the same time,
The image displayed on the screen 4 is the standard control data B1.
To B5, control is performed so as to change, and further, the driver's operation is learned based on the learning programs D1, D3 to D6, and the standard control data is rewritten and driven according to predetermined conditions. It is configured to write to the IC card 16 after the simulation is completed. Here, the main computer unit 40
If the virtual driving place is outside the specified area,
An image control signal is output to the image control means 43 so that a general image for each area such as an urban area, an outlying area, a mountain road or an expressway is displayed on the screen 4.

When it is determined that the vehicle is virtually traveling in the specific area, the main computer unit 40
The IC card 16 is read and control gain change signals are output so that the image control means 43, the vehicle body control mechanism 13 and the steering force control means 46 are controlled according to the learning control data stored in the RAM 42. , The vehicle body 2 behaves according to the learning control data,
The steering wheel 3 is steered, and at the same time, the image displayed on the screen 4 matches the learning control data,
Control so as to change, and further learn the topographical conditions in the specific area based on the learning programs C1 and C2, and based on the learning programs D1 to D7,
Learn the operation of the driver, and according to the predetermined conditions,
The learning control data is rewritten and is written in the IC card 16 after the driving simulation is completed.

Furthermore, according to the medical data of the driver detected by the driver medical data detecting means 8 during the driving simulation and the reflexes of the driver tested by the driving simulation, the IC
The correction data to be stored in the correction data storage unit 24 of the card 16 is rewritten. Also,
When the manual switch 11 is operated, the main computer unit 40 sets the gain of the image control signal output to the image control means 43 and the gain of the vehicle body control signal output to the vehicle body control mechanism 13 to the driver's operation. Therefore, it is supposed to be changed. For example, a driver may select a manual switch 9 for a four-wheel steering control device.
When 8 is operated to increase the control gain,
It is as if the rear wheels were steered in a direction opposite to that of the front wheels in an automobile to make a sharp turn, and when the steering wheel 3 was steered, the vehicle body control device 13
However, the main computer unit 40 controls the image control means 43 so that the vehicle body 2 is swung quickly and at the same time the image control means 43 changes the image displayed on the screen 4 promptly. A signal and a vehicle body control signal are output to the vehicle body control mechanism 13, respectively.

FIG. 5 is a block diagram of a target vehicle according to a preferred embodiment of the present invention. In FIG. 5, the target vehicle 50 includes an engine control device 52 that controls the intake amount of the engine 51, the ignition timing, the fuel injection amount, and the like.
A gear ratio control device 56 that controls a gear ratio changing device 55 that changes a ratio of a steering angle of the front wheels 54 to a steering angle of the steering wheel 53, a power steering control device 58 that controls a power steering device 57, a front wheel 54 and a rear wheel 59. The active suspension control device 61 for controlling the active suspension device 60, the anti-lock braking control device 63 for controlling the brakes 62 for the front wheels 54 and the rear wheels 59, and the brake 62 for the engine 51, the front wheels 54 and the rear wheels 59. The traction control device 64 and the four-wheel steering control device 66 that controls the rear wheel steering device 65 that steers the rear wheels 59 at a predetermined turning ratio with respect to the steering angle of the front wheels 54 are provided. In FIG. 5, 67 is a position detection sensor for detecting the position of the automobile 50 by receiving signals and geomagnetic signals from space satellites, sign posts, etc., not shown, and 68
Is a display device that displays, on a map or the like, the traveling location of the automobile 50 calculated by a position calculation computer unit, which will be described later, based on the signal received by the position detection sensor 67. In addition, the car 50 has an IC
An IC card reading means 75 for reading various data stored in the card 16 is provided.

FIG. 6 is a block diagram of an operation system, a detection system and a control system of the target vehicle 50 according to the preferred embodiment of the present invention. Referring to FIG. 6, the operation system of the target vehicle 50 according to the preferred embodiment of the present invention includes a steering wheel 53 and a manual switch 70 that is operated by a driver to change a control gain of a predetermined control device.

The detection system of the target automobile 50 according to the preferred embodiment of the present invention receives a signal from a space satellite, a sign post, etc. (not shown) or a geomagnetic signal to detect the position where the automobile 50 is traveling. Detection sensor 67, steering angle sensor 6 for detecting the steering angle of the steering wheel 53
9, a clock 71, a totalizer 72 for totaling the traveling distance of the automobile 50, a vehicle speed sensor 73 for detecting the vehicle speed V of the automobile 50,
A lateral acceleration sensor 74 that detects a lateral acceleration GL laterally applied to the automobile 50 and the IC card 16 are received, and the IC
The IC card reading means 75 for reading the data stored in the card 16 is provided. Although not shown, the engine controller 52, the gear ratio controller 56, the power steering controller 58, the active suspension controller 61, the anti-lock braking controller 63, the traction controller 64 and the four wheels. Each steering control device 66 has a built-in timer.

The control system of the target vehicle 50 according to the preferred embodiment of the present invention comprises a main computer unit 80,
ROM 81 storing a correction control program, R storing a rewritable program and data
AM 82, a position calculation computer unit 83 for calculating the position of the automobile 50 based on the detection signals detected by the position detection sensor 67, an engine control device 52, a gear ratio control device 56, a power steering control device 58, an active suspension control device. 61, an anti-lock braking control device 63, a traction control device 64 and a four-wheel steering control device 66.

The main computer unit 80 is R
The programs and data stored in the OM 81 and the RAM 82 can be accessed, and the main computer unit 80 has an operation signal from the manual switch 70, a position detection sensor 67, a steering angle sensor 69, a clock 71,
Totalizer 72, vehicle speed sensor 73 and lateral acceleration sensor 7
4 and the standard control data, the learning control data and the correction data from the IC card reading means 75 are input respectively, and the engine control device 52, the gear ratio control device 56 and the power are supplied from the main computer unit 80. Steering control device 58, active suspension control device 61, anti-lock braking control device 63, traction control device 6
A control signal is output to each of the four-wheel and four-wheel steering control device 66.

Manual switch 70 of automobile 50
Is an engine control device 52, a gear ratio control device 56, a power steering control device 58, an active suspension control device 61, an anti-lock braking control device 63, a traction control device 64 and 4.
The characteristic information of the wheel steering control device 66, that is, the control gain,
Each of them can be set according to the driver's preference.

FIG. 7 is a schematic front view showing an example of an instrument panel 90 provided with a manual switch 70, and 91 is an indicator. Car 50
The ROM 81 has a setting control data A1 used when traveling in an urban area, a setting control data A2 used when traveling in an urban area, a setting control data A3 used when traveling in an outlying area, and a mountain road. Setting control data A4 used when traveling on a road, setting control data A5 used when traveling on a highway, setting control data A6 used when traveling on a road having a road surface friction coefficient of a predetermined value or less, Setting control data A7 used in a traveling state where lateral stability GL exceeds a predetermined value, for example, 0.5 G, where traveling stability should be emphasized is stored, and the ROM 41 of the driving simulation device 1 sets the setting control data A7. Control data A1 to A5 are stored.

ROM 41 of the driving simulation device 1
The setting control data A1 to A5 stored in the driving simulation device 1 are executed for the first time when the driving simulation device 1 executes the driving simulation for the first time or after the erasing switch 11 of the driving simulation device 1 is operated. Sometimes I just
The standard control data storage unit 20 of the C card 16 stores the standard control data B1 to B5. After that, when the driving simulation device 1 executes the driving simulation, 2 According to the learning programs D1 and D3 to D6 stored in the learning program storage unit 23, the driver's operation is learned, corrected, and stored in the IC card 16 as standard control data B1 to B5 described later. Has become.

The setting control data A1 to A5 stored in the ROM 81 of the automobile 50 is stored in the IC card 16
It is used only when it is not read by the card reading means 75, and is based on a signal from the position detection sensor 67 and is generated by the position calculation computer unit 83, according to the input navigation signal, the main computer. The unit 80 determines the position where the automobile 1 is traveling, that is, the area,
Based on the determination result, the setting control data A1 to A
Any of 5 is optionally used. Further, when the driving simulation by the driving simulation device 1 has not been performed yet, or after the erasing switch 35 of the driving simulation device 1 is operated, the driving simulation is not performed, and the IC card 16 is read by the IC card reading means 77. When the vehicle 50 is read and driven, the setting control data A1 to A5 stored in the ROM 81 are used.

On the other hand, the setting control data A6 and A7 stored in the ROM 81 of the automobile 50 is initially the IC card 1
The setting control data A1 to A5 stored in the standard control data storage unit 20 of 6 are corrected as a result of the driving simulation by the driving simulation device 1 and converted into standard control data B1 to B5 described later, and Even when the IC card 16 is read by the IC card reading means 75, or even when driving in a specific area, when the road surface friction coefficient is equal to or less than a predetermined value and the lateral acceleration GL is A predetermined value, for example
In a traveling state where importance is attached to traveling stability exceeding 0.5 G, learning control data of the IC card 16 may be used instead of the standard control data B1 to B5 stored in the standard control data storage unit 20 of the IC card 16. Instead of the learning control data stored in the storage unit 21, the learning control data is forcibly selected,
It is used, and it is possible to surely secure a desired traveling stability when the traveling stability should be emphasized.

Further, the standard control data storage unit 20 of the IC card 16 stores standard control data B1 used when traveling in an urban area, standard control data B2 used when traveling in an urban area, and a suburban area. Standard control data B3 used when traveling, standard control data B4 used when traveling on a mountain road, and standard control data B5 used when traveling on a highway are stored respectively, and IC
When the automobile 50 is driven after the card 16 is read by the IC card reading means 75, according to the navigation signal which is generated and input by the position calculating computer unit 83 based on the signal from the position detecting sensor 67. The main computer unit 80 determines the position where the automobile 50 is traveling, that is, the area, and based on the determination result, any one of them is selected and used.

Learning control data storage unit 2 of the IC card 16
1 is within a predetermined distance from a base point such as the home of the owner of the automobile 50 or the location of the dealer, for example,
Learning control data to be used is stored in preference to the standard control data B1 to B5 when the automobile 1 is traveling in a specific area within 20 km. Whether or not the vehicle is traveling within the specific area is generated by the position calculation computer unit 83 based on the signal from the position detection sensor 67, and according to the input navigation signal,
It is determined by the main computer unit 80.
This learning control data is obtained by the driving simulation device 1 in the same unit section in the specific section at the same time zone.
Initial learning control data generated by averaging the data up to that time when virtual traveling is performed a predetermined number of times, for example, 10 times or 50 times, is corrected by the learning programs C1 and C2 and D1 to D7 described later. ,
It was obtained.

Further, the learning programs C1 and C2 stored in the first learning program storage unit 22 of the IC card 16 and the learning programs D1 to D7 stored in the second learning program storage unit 23 are the driving simulation device 1 Thus, when the driver executes the driving simulation, the area in which the driving simulation input by the driver to the driving area input unit 10 is executed is within a specific area within a predetermined distance from the base point stored in the base point data storage unit 26. In some cases, it is used to correct the learning control data stored in the learning control data storage unit 21 of the IC card 16, and when the driving simulation is executed in a specific area, image signal reception is performed. According to the image signal corresponding to the virtual travel location received by the machine 36, An image of a virtual traveling place is displayed on the clean 4, and the vehicle body control is performed by the CD-ROM reader 12 so that the vehicle body 2 shows the behavior corresponding to the terrain state read from the CD-ROM. External force is applied to the vehicle body 2 from the mechanism 13.

In this way, the learning programs C1 and C2 learn the topographical condition of each road in the specific area for each unit section when the driving simulation is executed in the specific area, and obtain the learning control data. To correct,
The learning program C1 is executed by the vehicle body control mechanism 13 according to the road surface state of each road in the specific area read from the CD-ROM and the driver's operation of the driving simulation device 1.
Vertical acceleration G caused by vibration applied to the vehicle body 2 from the
V is detected by the vertical acceleration sensor 37, this is learned for each unit section, and the learning control data is corrected, and the learning program C2 is the bending state of each road in the specific area read from the CD-ROM. The lateral acceleration GL is calculated by the main computer unit 40 in accordance with the driver's operation of the driving simulation device 1, and the lateral acceleration GL is learned for each unit section to correct the learning control data.

On the other hand, the learning programs D1 to D7 are
When the driving simulation is executed in the specific area, the operation status of the driver in the unit section of the road in the virtual running specific area is displayed for each predetermined time period, for example, 9:00 to 12:00, The learning control data is corrected by learning every three hours such as from 12:00 to 15:00, and the learning program D1 is
Based on the operation of the driving simulation device 1 by the driver, the average vehicle speed V for each unit section of the road in the specific area calculated by the main computer unit 40 is learned for each time zone, and the learning control data is corrected, In the learning program D2, in each unit section of the road in the specific area, the place where the driver operates the brake pedal 31 of the driving simulation device 1 is learned for each time zone, and the learning control data is corrected, and the learning program D3 is
The steering conditions of the steering wheel 3 of the driver in each unit section of the road in the specific area are averaged for each unit section, and the learning control data is corrected by learning for each time zone.
The learning program D4 learns by learning the average yaw rate Φ for each unit section of the road in the specific area calculated by the main computer unit 40 based on the operation of the driving simulation device 1 by the driver for each time zone. By correcting the control data, the learning program D5 causes the accelerator pedal 30 in each unit section of the road in the specific area,
The operation statuses of the brake pedal 31 and the clutch pedal 32 are averaged for each unit section, and learned for each time zone.
The learning control data is corrected, 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 and learns for each time zone to obtain the learning control data. Correct and study program D7
Is to correct the learning control data by learning the operation of the manual switch 11 in each unit section of the road in the specific area for each operation place and time zone.

Here, the unit section is set, for example, at intervals of 1 km so that a part of the area overlaps with an adjacent unit section by 100 m, for example. The learning control data corrected by these learning programs C1 and C2 are
When the same unit section in the specific section is virtually run a predetermined number of times, for example, 10 or 50 times in the same time zone, the average value and calculation of the vertical acceleration GV detected by the vertical acceleration sensor 37 until then. Lateral acceleration G
The average value of L is calculated, initial learning control data is created, and stored in the learning control data storage unit 21.

When the brake pedal 31 and the manual switch 11 are operated within a predetermined distance, for example, when the brake pedal 31 is operated, 5
Within 1m, when operating the manual switch 11, 1
When it is done within 00 m, it is determined that it is done at the same place. The standard control data B stored in the IC card 16 is stored in the RAM 82 of the automobile 50.
1 to B5 and correction control programs E1 to E6 for correcting learning control data are stored.

The correction program E1 forcibly applies a uniform correction to the standard control data B1 to B5 when the main computer unit 80 determines that it is nighttime based on the signal from the clock 71. The correction control program E2 is for forcibly adding a uniform correction to the standard control data B1 to B5 and the learning control data when the main computer unit 80 determines that there is congestion. The correction control program E3 is based on the operation signal of a wiper (not shown), and when the main computer unit 80 determines that the weather condition is raining or snowing, the standard control data B1 to B5 and the learning control data. In addition, the correction control program E4 is forcibly added with a uniform correction. Based on these signals, when the main computer unit 80 determines that the continuous running time has exceeded a predetermined time, the standard control data B1 to B5 and the learning control data are forcibly and uniformly corrected. Is. These correction control programs E1 to E4 are created experimentally or theoretically in advance and stored in the RAM 82 of the automobile 50.

On the other hand, the correction control program E5
On the basis of the operation signal input from the steering wheel 53, the main computer unit 80 detects the steering speed of the steering wheel 53, determines the characteristic of the driver's driving operation, and corrects the standard control data B1 to B5. Correction control program E6
If the traveling state of the automobile 50 is in the unstable direction for a predetermined amount or more as compared with the standard control data and the learning control data stored in the IC card 16 until then, the main
When the computer unit 80 makes a determination, the standard control data B1 through B
5. The learning control data is forcibly corrected.

Here, the correction control program E6 is similar to the correction control programs E1 to E4 in advance.
Created experimentally or theoretically, R of automobile 50
Although stored in AM82, the correction control program E5
Is a steering wheel 53 when the vehicle travels a predetermined number of times, for example, 100 times or 200 times, within the same area classified into an urban area, an urban area, a suburban area, a mountain road, and an expressway.
The steering speeds of the above are averaged, created for each region, and stored in the RAM 82 of the automobile 50.

The correction control programs E1 and E5
However, the learning control data used only in the specific area is used only for the correction of the standard control data B1 to B5 when the driver drives the vehicle 50 for each road and each time zone. This is because the characteristics of the driving operation are taken into consideration and generated and corrected, so that correction by the correction control programs E1 and E5 is not required.

Table 1 shows R of the driving simulation device 1.
Setting control data A1 to A5 stored in the OM41,
Setting control data A stored in the ROM 81 of the automobile 50
1 to A7 and among the standard control data B1 to B5 stored in the standard control data storage unit 20 of the IC card 16, an example of the relationship with the standard control data B3 after the operation simulation has been executed for a predetermined time is shown. It is a thing. In Table 1, ACS is the ratio between the set control data A1 to A7 for the active suspension controller 61 and the standard control data B3, and ABS is the set control data A1 for the anti-lock braking controller 63.
To the ratio between A7 and standard control data B3, VGR
Is a ratio between the setting control data A1 to A7 for the gear ratio control device 56 and the standard control data B3, and 4WS is the ratio between the setting control data A1 to A7 for the four-wheel steering control device 66 and the standard control data B3. The ratio between, TRC is the ratio between the set control data A1 to A6 for the traction control device 64 and the standard control data B3, and the EGC is the set control data A1 to A6 of the engine control device 52 and the standard control data B3. The ratio between PSC and PSC is set control data A1 through A for the power steering controller 58.
An example of the ratio between 6 and the standard control data B3 is
Shows. By multiplying these values by a predetermined coefficient for each control device, control data for each control device can be obtained.

In Table 1, in ACS, 1 is the control data in which the suspension is softest and 5 is the hardest, and in ABS, 1 is the control data in which the braking is most difficult and 5 is the most braking. , VGR, 1 has the largest gear ratio, 5 has the smallest gear ratio, and in 4WS, 1 is the rear wheel is steered in the most in-phase direction and 5 is most steered in the opposite phase direction. In the control data, 1 is the smallest slip in TRC, 5 is the largest slip, and the power is increased. In EGC, 1 is the best fuel efficiency and 5 is the highest power obtained in EGC. According to the control data, in the PSC, 1 can steer the steering wheel 4 with the smallest force, and 5 can steer the steering wheel 4. To, the control data requires the greatest force, respectively, correspond.

The setting of these setting control data A1 to A7 is merely an example, and any vehicle characteristic can be set for the vehicle 5.
It goes without saying that it is possible to change it depending on how to give more drivers satisfaction when it is held at 0. In Table 1, in the example of ACS, the concept of setting the setting data will be explained. In A1 which is the setting control data for driving in urban areas, traffic congestion is likely to occur, and therefore, starting and stopping should be performed. Since it is often repeated, to prevent Scott and dive,
The ratio of the setting control data is set to 4 so that the suspension becomes considerably hard, and in A2 which is the setting control data for city driving, the vehicle speed V is higher than that in the urban area, but not so much. It is not a high speed, so driving stability is hardly a problem, and the ratio of the setting control data is set to 1 so that the suspension is softest, with an emphasis on riding comfort only. In A3 which is the setting control data of
The ratio of the setting control data is set to 2 so that the suspension becomes soft in consideration of driving stability, and the setting control data for mountain road driving is A4, for highway driving. As the vehicle speed V becomes higher as the setting control data A5 becomes higher, the ratio of the setting control data becomes 3 and 4 respectively so that the suspension becomes harder.
Is set to. Further, in the setting control data A6 used when traveling on a road having a low road friction coefficient, the suspension is the softest so that the behavior of the vehicle changes as gently as possible, so the ratio of the setting control data is 1. In the setting control data A7 that is set and the lateral acceleration GL exceeds 0.5 G and is intended for a traveling state where traveling stability is a problem, the setting control data is set so that the suspension becomes the hardest. Is set to 5.

In the table 1, the standard control data B3 shown as an example of the standard control data B1 to B5 for out-of-city driving is the set control data A3 corrected when a specific driver is driving carefully. However, the ratio of the setting control data A3 is corrected to a value suitable for careful driving.
Table 2 shows how the learning programs C1 and C2 correct the learning control data stored in the learning control data storage unit 21 of the IC card 16 according to the topographical condition of each road in the specific area. Table 3
How is the standard control data stored in the standard control data storage unit 20 of the IC card 16 corrected by the learning programs D1, D3 to D6 according to the operation status of the driving simulation device 1 of the driver outside the specific area. In addition, the learning programs D2 and D7 cause the learning control data storage unit 21 of the IC card 16 to be stored in the learning control data storage unit 21 according to the operation status of the driving simulation device 1 by the driver for each location in each unit section of the road in the specific area. The stored learning control data are respectively shown as to how they are corrected, and Table 4 shows that when the automobile 50 is driven, the correction control programs E1 to E6 allow the IC cards to operate. Standard control data B1 to B5 stored in 16 standard control data storage units 20. How it is corrected by the correction control program E1 to E7, learning control data stored in the learning control data storage unit 21, and shows how they are 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. 8 and 9 are flowcharts showing the basic routine of the driving simulation executed by the main computer unit 40 of the driving simulation device 1.

The driving simulation device 1 according to the present embodiment is constructed so that the IC card 16 does not start unless the IC card 16 is inserted into the IC card reader 9.
Therefore, in FIGS. 8 and 9, the main computer unit 40 first determines whether or not a read signal is input from the IC card reader 9. As a result, in the case of NO, the main computer unit 40 does not execute any control until the IC card 16 is inserted into the IC card reader 9 and a read signal is input from the IC card reader 9.

On the other hand, when a read signal is input from the IC card reader 9, the main computer unit 40 reads various data stored in the IC card 16 and stores it in the RAM 42. After that, the main computer unit 40 first sets the IC card 1
In accordance with the vehicle type identification data stored in the vehicle type identification data storage unit 18 of No. 6, vehicle characteristic data such as steering characteristics, suspension characteristics, gear ratio characteristics, etc., and steering wheel 3, accelerator pedal 30, brake pedal 31, clutch pedal. 32, shift lever 3
The operation system position data regarding the position of the driving operation means such as No. 3 is read from the ROM 41, the steering force of the steering force control means 46 is set based on these data, and the characteristic information of the vehicle body control mechanism 13, that is, the control gain is set. The operating system position control signal is output to the operating system position control means 45, and the operating system position is changed so that the position of each driving operation means matches the position of the automobile 50 of the vehicle type. The mechanism 5 is driven.

Next, the main computer unit 4
0 is the data storage unit 1 for setting the operating position of the IC card 16.
The driving position data stored in 9 is read, and based on the driving position data, a position control signal is output to the operation system position control means 45 and the seat position control means 44 to determine the angle of the steering wheel 3 and the position of the seat 6. Adjust height, seat back angle, etc.

Further, the main computer unit 4
0 determines whether or not the driver has input the starting point and the destination for executing the driving simulation to the traveling area input means 10, and if not input, waits until input. When the driver inputs the starting point and the destination for executing the driving simulation to the traveling area input means 10, the main computer unit 40 reads the time when the driving simulation is started from the clock 71.

Further, the main computer unit 4
0, using any control data and program,
To decide whether to perform a driving simulation,
The current virtual traveling place is determined, and based on the determination result, the virtual traveling place determination signal is output to the image signal receiver 36 so that the image signal corresponding to the virtual traveling place is received from the predetermined data source. , Read this.

Next, the main computer unit 4
0 outputs an image control signal to the image control means 43 in accordance with the read image signal and the time read from the clock to generate an image corresponding to the virtual travel location,
It is displayed on the screen 4 and it is determined whether or not the determined virtual travel location is within a specific area within a predetermined distance from the base point.

As a result, when it is determined that the current virtual travel location is within the specific area within the predetermined distance from the base point, the main computer unit 40 sets the flag F to 0, and further, the previous cycle. It is determined whether or not the virtual traveling place in is within the specific region. If YES, the flag H is set to 0, and if NO, that is, the virtual traveling place in the previous cycle is outside the specific region. When it is determined that there is, the flag H is set to 1.

On the other hand, when it is determined that the current virtual travel location is outside the specific area, the main computer unit 40 sets the flag F to 1, and further,
It is determined whether or not the virtual travel place in the previous cycle is outside the specific area, and if YES, the flag H is set to 0, and if NO, that is, the virtual travel place in the previous cycle is specified. When it is determined that it is within the area, the flag H is set to 1.

Next, the main computer unit 4
0 determines whether the flag I is 1 when it is determined that the current virtual travel location is outside the specific area. This flag I is set to 1 at the timing of executing the correction data generation subroutine for generating the correction data for correcting the correction control program and / or the learning program, and the correction data generation subroutine is completed. When it is done, it is set to 0.

As a result, in the case of NO, the main computer unit 40 determines whether or not it is the timing to generate the correction data according to the correction program stored in the ROM 41. As a result, if YES, the main computer unit 40 sets the flag I to 1, and then generates correction data for correcting the correction control program and / or the learning program, which will be described later. To execute.

On the other hand, when the flag I is 1, it can be determined that the correction data generation subroutine is being executed, so the main computer unit 40 executes the correction data generation subroutine. On the other hand, when it is determined that it is not the time to generate the correction data, the main computer unit 40 executes the standard control data learning subroutine, and further executes the control data change subroutine to shift to the next cycle. , The time is read again, the virtual traveling place is determined, and the same routine is executed until the virtual destination input to the traveling area input means 10 is reached. At the time when the virtual destination is reached,
Various data stored in the RAM 42 of the driving simulation device 1 are stored in the IC card 16 to complete the driving simulation.

On the other hand, when it is determined that the current virtual travel location is within the specific area, the main computer unit 40 executes a learning subroutine for learning control data and further changes the control data. The subroutine is executed to shift to the next cycle, the time is read again, the virtual traveling location is determined, and the same routine is executed until the virtual destination input to the traveling area input means 10 is reached. Then, when the virtual destination is reached, various data stored in the RAM 42 of the driving simulation device 1 is stored in the IC card 16, and the driving simulation is completed.

FIG. 10, FIG. 11, FIG. 12 and FIG.
6 is a flowchart showing a control data learning subroutine executed by the main computer unit 40. 10, 11, 12, and 13, the main computer unit 40 first determines whether the flag F is 0, that is, the current virtual travel location is within a specific area within a predetermined distance from the base point. Or not.

As a result, when it is determined that the current virtual running place is within the specific area within a predetermined distance from the base point, the main computer unit 40 determines that the current virtual running place is in the time zone including the current time. The learning control data of the unit section including
It is determined whether it is stored in M42. as a result,
If NO, it is possible to determine that the number of driving simulations in the unit section including the current virtual travel location in the time zone including the current time is small and the learning control data has not been generated yet. 40 learns the vertical acceleration GV, the calculated value of the lateral acceleration GL, and the operation situation when the vehicle travels virtually in the unit section, and stores them in the RAM 42 with the number of updates p set to p + 1.

In this way, in the time zone including the time, the unit section including the virtual traveling place is set a predetermined number of times po.
When the virtual running is performed 10 times, for example, 10 times or 50 times, the main computer unit 40 is
The initial learning control data is generated from the average value of the data stored in 2 and stored in the RAM 42. When the driving simulation is finished, the initial learning control data is read out from the RAM 42,
It is stored in the learning control data storage unit 21 of the IC card 16. On the other hand, when the driving simulation is completed while the number of times of executing the driving simulation of the unit section including the virtual travel place in the time zone including the time is less than the predetermined number of times po, for example, 10 times or 50 times, The main computer unit 40 has a RAM 42
The update count p stored in (1) is stored in the update count storage unit 25 of the IC card 16.

On the other hand, when YES, that is,
When it is determined that the learning control data of the unit section including the current virtual travel location in the time zone including the current time is read from the IC card 16 and stored in the RAM 42, the main computer unit 40 Learning control data and learning programs C1 and C2 and D
Read 1 to D7.

That is, the main computer unit 40 firstly controls the control devices provided in the automobile 50, that is, the engine control device 52, the gear ratio control device 56, and the like.
Power steering control device 58, active suspension control device 61, anti-lock braking control device 63, traction control device 64, 4
The learning control data YCo for the wheel steering control device 66 is read.

The main computer unit 40 further reads the virtual travel data Y obtained as a result of the driving simulation, and based on this, the learning program C
1 and C2 and D1 to D7, the learning control data YCo is corrected to obtain the correction control data YC, and the absolute value of the difference between the learning control data YCo for each control device and the correction control data YC is a predetermined value d1. Whether or not
A determination is made for each control device data.

As a result, if YES, the IC card 1
6 and the RA of the driving simulation device 1
Control data Y for that controller stored in M42
Since the difference between Co and the correction control data YC is small, it is recognized that it is not necessary to correct the control data YCo of the control device read from the IC card 16 and stored in the RAM 42 of the driving simulation device 1. The computer unit 40 uses the correction control data Y
Do not learn C.

On the other hand, in the case of NO, the main computer unit 40 further determines whether or not the absolute value of the difference between the control data YCo and the correction data YC is a predetermined value d2 or more for each control device data. judge. Where d2> d1
Is. As a result, in the case of YES, the RAM 4 of the driving simulation device 1 is read from the IC card 16.
The difference between the learning control data YCo for the control device stored in 2 and the correction control data YC is extremely large, and it is possible that the driver's operation performed in the driving simulation device 1 was suddenly performed. The main computer unit 40 does not learn the correction control data YC because it is large and therefore it is not appropriate to learn such correction control data YC.

On the other hand, if NO, the main computer unit 40 executes a psychological correction subroutine to determine how to learn the travel control data YC. 14 and 15 are flowcharts showing the psychological correction subroutine. The psychological correction subroutine is performed by the main computer unit 40.
The physical condition in which the driver's psychological condition detected by the driver medical data detecting means 8 can be read, and this and the standard medical data read from the standard medical data storage unit 27 of the IC card 16 and stored in the RAM 42 are read. The correction parameter z for correcting the coefficient for learning the correction control data YC is calculated by comparing and estimating the psychological state of the driver.

In FIG. 14 and FIG. 15, the main computer unit 40 has the driver's heart rate, pulse rate, blood pressure, detected by the driver medical data detecting means 8,
The heart rate α and the pulse rate β are read from the sweating state, the brain waves, the force of gripping the steering wheel 3, etc., read from the standard medical data storage unit 27 of the IC card 16, and stored in the RAM 42 of the driving simulation apparatus 1. In addition, the difference between the driver's standard heart rate αo and the standard pulse rate βo is calculated. Here, the standard heart rate αo and the standard pulse rate βo are the maximum values of the values measured by the dealer before the driver executes the driving simulation for the first time before sitting at the seat of the driving simulation device 1, or Prior to the start of the driving simulation, the maximum value of the values measured by the doctor in advance is multiplied by a predetermined coefficient exceeding 1 to generate the generated value, which is input to the IC card 16 and stored in the standard medical data storage unit 27. There is. To calculate the standard heart rate αo and the standard pulse rate βo by multiplying the maximum value of the measured values by a coefficient greater than 1, a normal driver, when sitting in the driver's seat, finds that the heart rate and pulse rate are This is because it is higher than the heart rate and pulse rate, and is for correcting this.

Next, the main computer unit 4
For 0, first, it is determined whether or not the difference between the detected heart rate α and the driver's standard heart rate αo exceeds a predetermined value Δα1. As a result, in the case of YES, there is a large difference between the heart rate α detected by the driver and the standard heart rate αo of the driver, and a large fluctuation is recognized in the psychological state of the driver, so the reliability of the correction control data YC is low. When the learning control data YCo is corrected by the correction control data YC, the learning control data YCo may be corrected in an unfavorable direction.
Since the learning should be stopped, the main computer unit 40 sets the flag J to 0 and ends the psychological correction subroutine.

On the other hand, when NO, the main computer unit 40 determines that the pulse rate β and the standard pulse rate βo.
It is determined whether or not the difference between and exceeds a predetermined value Δβ1.
If YES, the pulse rate β detected by the driver
There is a large difference between the driver's standard pulse rate βo and a large fluctuation in the driver's psychological state. Therefore, the reliability of the correction control data YC is low, and when the learning control data YCo is corrected by the correction control data YC, The learning control data YCo may be corrected in an unfavorable direction, and therefore the learning should be stopped. Therefore, the main computer unit 40 sets the flag J to 0 and executes the psychological correction subroutine. To finish.

On the other hand, in the case of NO, the main computer unit 40 determines whether or not the difference between the detected heart rate α and the driver's standard heart rate αo is less than or equal to a predetermined value Δα2. Here, Δα2 <Δα1. As a result, in the case of YES, the main computer unit 40 sets the flag J1 to 0, whereas N
When it is O, the flag J1 is set to 1.

The main computer unit 40 further determines whether or not the difference between the detected pulse rate β and the standard pulse rate βo is a predetermined value Δβ2 or less. Where Δβ2 <Δ
β1. As a result, if YES, the main computer unit 40 sets the flag J2 to 0,
On the other hand, if NO, the flag J2 is set to 1.

Next, the main computer unit 4
0 determines whether the flag J1 is 0 and the flag J2 is 0. If YES, the driver heart rate α
And as far as judging from the pulse rate β, it is recognized that the driver's psychological state is stable, so as usual,
The correction control data YC may be learned. Therefore, the main computer unit 40 sets the correction parameter z to 1, terminates the psychological correction subroutine, and executes the control data learning subroutine.

On the other hand, if NO, the main computer unit 40 determines whether the flag J2 is 0 or not. As a result, in the case of YES, the flag J1 is 1, and as long as the driver's pulse rate β is seen, the driver's psychological state is not upset, but the driver's heart rate α determines that Because of the perturbation, the main computer unit 40
According to the map shown in FIG. 16, the correction parameter z1 is read, the correction parameter z is set to z = z1, and the psychological correction subroutine is ended. As shown in FIG. 16, the correction parameter z1 is set to 1 when the difference between the detected heart rate α of the driver and the standard heart rate αo of the driver is equal to or less than the predetermined value Δα2, and the difference is Δ.
It is set to gradually increase from α2 to Δα1.

On the other hand, if NO, the main computer unit 40 determines whether the flag J1 is 0 or not.
As a result, in the case of YES, the flag J2 is 1, and as far as the driver's heart rate α is seen, the driver's psychological state is not upset, but judging from the driver's pulse rate β, the driver's mental state is Since the sway is recognized, the main computer unit 40 reads the correction parameter z2 according to the map shown in FIG. 17, sets the correction parameter z to z = z2, and ends the psychological correction subroutine. As shown in FIG. 17, the correction parameter z2 is set to 1 when the difference between the detected pulse rate β of the driver and the standard pulse rate βo of the driver is equal to or less than the predetermined value Δβ2, and the difference exceeds Δβ2. , Δβ1 are set to be gradually increased.

On the other hand, if NO, the flag J1
Since both Z2 and Z2 are 1, and the driver's psychological state is swayed regardless of whether the driver's heart rate α or pulse rate β is determined, the main computer unit 40 is shown in FIGS. 16 and 17. The correction parameters z1 and z2 are obtained according to the map, the correction parameters z are calculated by multiplying them, the psychological correction subroutine is stopped, and the control data learning subroutine is executed.

Thus, when the correction parameter z is calculated and the psychological correction subroutine ends, the main computer unit 40 first determines whether the flag J is 0 or not. As a result, if YES, the main computer unit 40 does not perform learning of the learning control data YCo by the correction control data YC, ends the learning routine, and returns to the basic routine.

On the other hand, if NO, the main computer unit 40 determines that the number of updates n is the predetermined number n.
It is determined whether or not o has been reached. As a result, in the case of NO, the number of updates n by learning control is small, and therefore,
Since the learning control data YCo has not yet been recognized as sufficiently matching the driving operation characteristics of the driver who is the owner of the IC card 16, the learning control data that matches the driving operation characteristics of the driver should be obtained as soon as possible. As generated, the main computer unit 40 executes learning of the correction control data YC according to the following equation.

YCo = (r1 × z × YCo + YC) / (r1 × z + 1) Here, r1 is a predetermined coefficient and is set to 100, for example. In the above equation, the larger the correction parameter z, the smaller the correction amount of the learning control data YCo. When the psychological state of the driver is not stable, the correction amount by learning is controlled to be small.

Thereafter, the number of updates n is set to n = n + 1, stored in the RAM 42, and the learning subroutine is completed. On the other hand, when YES, that is, when the number of updates n is equal to or greater than the predetermined number of times no, the learning control already recognizes that the learning control data YCo sufficiently matches the driving operation characteristics of the driver. The correction amount of the learning control data YCo by learning may be small, and therefore, the main computer unit 40 executes learning by the traveling control data YC according to the following equation.

YCo = (r2 × z × YCo + YC) / (r2 × z + 1) Here, r2 is a predetermined coefficient, r1 <r2, and is set to 150, for example. In the above equation, the larger the correction parameter z, the smaller the correction amount of the learning control data YCo. When the psychological state of the driver is not stable, the correction amount by learning is controlled to be small.

Thereafter, the number of updates n is set to n = n + 1, stored in the RAM 42, and the learning subroutine is completed. On the other hand, when it is determined that the flag F is not 0, the flag F is 1 and the current virtual travel location is
Since it is determined that the operation is outside the specific area, the main computer unit 40 stores the RA of the driving simulation device 1 in the second learning program storage unit 23 of the IC card 16.
Learning programs D1, D3 to D stored in M42
6 is read out, and the virtual traveling place calculated based on the departure place input by the driver and the driver's driving after the start of the driving simulation is included in the control data B1 to B5 stored in the standard control data storage unit 20. Local standard control data, ie automobile 50
, The engine control device 52, the gear ratio control device 56, the power steering control device 58, the active suspension control device 61, the anti-lock braking control device 63, the traction control device 64, 4. The standard control data YBo for the wheel steering control device 66 is read, the virtual travel data Y is further read, and the learning programs D1, D3 to D6 are read.
According to the above, the standard control data YBo is corrected to obtain the correction control data YB. To judge.

As a result, if YES, the standard control data YBo for the control device stored in the RAM 42 of the driving simulation device 1 and the correction control data YB are stored.
Since it is recognized that it is not necessary to correct the control data YBo for the control device stored in the RAM 42, the main computer unit 40 does not learn the correction control data YB.

On the other hand, if NO, the main computer unit 40 further determines whether or not the absolute value of the difference between the standard control data YBo and the correction control data YB is a predetermined value d4 or more for each control device data. ,judge. Where d4
> D3. As a result, in the case of YES, the standard control data YBo for the control device stored in the RAM 42 of the driving simulation device 1 and the correction control data Y are stored.
It is not appropriate to learn such correction data YB because the difference from B is extremely large, and it is highly possible that the driver's operation performed in the driving simulation device 1 is suddenly performed, and therefore, it is not appropriate to learn such correction data YB. The computer unit 40 uses the correction control data Y
B is not learned.

On the other hand, in the case of NO, the main computer unit 40 determines in FIG. 14 and FIG. 1 in order to determine how to learn the traveling control data YB.
The psychological correction subroutine shown in 5 is executed. 14
15, the main computer unit 40 selects the heart rate α from among the driver's heart rate, pulse rate, blood pressure, sweating state, brain waves, force gripping the steering wheel 3, etc., detected by the driver medical data detecting means 8.
And pulse rate β are read, and the difference between the driver's standard heart rate αo and standard pulse rate βo, which are read from the standard medical data storage unit 27 of the IC card 16 and stored in the RAM 42 of the driving simulation device 1, is calculated. .

Next, the main computer unit 4
For 0, first, it is determined whether or not the difference between the detected heart rate α and the driver's standard heart rate αo exceeds a predetermined value Δα1. As a result, in the case of YES, the difference between the detected heart rate α of the driver and the standard heart rate αo of the driver is large, and a large fluctuation is recognized in the psychological state of the driver, so the reliability of the correction control data YB is low. When the standard control data YBo is corrected by the correction control data YB, the standard control data YBo may be corrected in an unfavorable direction.
Since the learning should be stopped, the main computer unit 40 sets the flag J to 0 and ends the psychological correction subroutine.

On the other hand, in the case of NO, the main computer unit 40 determines that the pulse rate β and the standard pulse rate βo.
It is determined whether or not the difference between and exceeds a predetermined value Δβ1.
If YES, the pulse rate β detected by the driver
There is a large difference between the driver's standard pulse rate βo and a large fluctuation in the driver's psychological state, so the reliability of the correction control data YB is low, and when correcting the standard control data YBo with the correction control data YB, Since the standard control data YBo may be corrected in an unfavorable direction and the learning should be stopped, the main computer unit 40 sets the flag J to 0 and executes the psychological correction subroutine. To finish.

On the other hand, in the case of NO, the main computer unit 40 determines whether or not the difference between the detected heart rate α and the driver's standard heart rate αo is less than or equal to a predetermined value Δα2. Here, Δα2 <Δα1. As a result, in the case of YES, the main computer unit 40 sets the flag J1 to 0, whereas N
When it is O, the flag J1 is set to 1.

The main computer unit 40 further determines whether or not the difference between the detected pulse rate β and the standard pulse rate βo is less than or equal to a predetermined value Δβ2. Where Δβ2 <Δ
β1. As a result, if YES, the main computer unit 40 sets the flag J2 to 0,
On the other hand, if NO, the flag J2 is set to 1.

Next, the main computer unit 4
0 determines whether the flag J1 is 0 and the flag J2 is 0. If YES, the driver heart rate α
And as far as judging from the pulse rate β, it is recognized that the driver's psychological state is stable, so as usual,
The correction control data YB may be learned. Therefore, the main computer unit 40 sets the correction parameter z to 1, stops the psychological correction subroutine, and executes the control data learning subroutine.

On the other hand, when NO, the main computer unit 40 determines whether the flag J2 is 0 or not. As a result, in the case of YES, the flag J1 is 1, and as long as the driver's pulse rate β is seen, the driver's psychological state is not upset, but the driver's heart rate α determines that Because of the perturbation, the main computer unit 40
According to the map shown in FIG. 16, the correction parameter z1 is read, the correction parameter z is set to z = z1, and the psychological correction subroutine is ended. As shown in FIG. 16, the correction parameter z1 is set to 1 when the difference between the detected heart rate α of the driver and the standard heart rate αo of the driver is equal to or less than the predetermined value Δα2, and the difference is Δ.
It is set to gradually increase from α2 to Δα1.

On the other hand, if NO, the main computer unit 40 determines whether the flag J1 is 0 or not.
As a result, in the case of YES, the flag J2 is 1, and as far as the driver's heart rate α is seen, the driver's psychological state is not upset, but judging from the driver's pulse rate β, the driver's mental state is Since the sway is recognized, the main computer unit 40 reads the correction parameter z2 according to the map shown in FIG. 17, sets the correction parameter z to z = z2, and ends the psychological correction subroutine. As shown in FIG. 17, the correction parameter z2 is set to 1 when the difference between the detected pulse rate β of the driver and the standard pulse rate βo of the driver is equal to or less than the predetermined value Δβ2, and the difference exceeds Δβ2. , Δβ1 are set to be gradually increased.

On the other hand, if NO, the flag J1
Since both Z2 and Z2 are 1, and the driver's psychological state is swayed regardless of whether the driver's heart rate α or pulse rate β is determined, the main computer unit 40 is shown in FIGS. 16 and 17. The correction parameters z1 and z2 are obtained according to the map, the correction parameters z are calculated by multiplying them, the psychological correction subroutine is stopped, and the control data learning subroutine is executed.

Thus, when the correction parameter z is calculated and the psychological correction subroutine ends, the main computer unit 40 first determines whether the flag J is 0 or not. As a result, if YES, the main computer unit 40 does not execute the learning of the standard control data YBo based on the correction control data YB, ends the learning routine, and returns to the basic routine.

On the other hand, in the case of NO, the main computer unit 40 determines that the update count n is the predetermined count n.
Determine if o has been reached. As a result, in the case of NO, the number of updates n by learning control is small, and therefore,
It is not yet recognized that the standard control data YBo matches the driving operation characteristics of the driver who is the owner of the IC card 16, so the standard control data that matches the driving operation characteristics of the driver should be obtained as soon as possible. As generated, the main computer unit 40 executes learning of the correction control data YB according to the following equation.

YBo = (m1 × z × YBo + YB) / (m1 × z + 1) Here, m1 is a predetermined coefficient, for example, 10000.
Is set to. In the above equation, the larger the correction parameter z is, the smaller the correction amount of the standard control data YBo is, and when the psychological state of the driver is not stable, the correction amount by learning is controlled to be small.

Thereafter, the number of updates n is set to n = n + 1, stored in the RAM 42, and the learning subroutine is ended. On the other hand, in the case of YES, the learning control already recognizes that the standard control data YBo sufficiently matches the driving operation characteristics of the driver. Therefore, the correction amount of the standard control data YBo by learning may be small. Therefore, the main computer unit 40 executes learning by the traveling control data YB according to the following equation.

YBo = (m2 × z × YBo + YB) / (m2 × z + 1) where m2 is a predetermined coefficient, and m1 <m2, which is set to 15000, for example. In the above equation, the larger the correction parameter z calculated based on the psychological state of the driver, the smaller the correction amount of the standard control data YCo, and the smaller the correction amount by learning when the psychological state of the driver is not stable. Is controlled.

After that, the number of updates n is set to n = n + 1, and the RAM 42 ends the memory learning subroutine.
18 and 19 are maps for explaining a method of correcting ACS control data by the learning programs C1 and C2 based on the terrain condition. FIG. 18 is a vertical acceleration GV detected by the vertical acceleration sensor 37. 19 is a map showing the relationship between the correction data and the correction data. FIG. 19 is a map showing the relationship between the lateral acceleration GL calculated by the main computer unit 40 and the correction data according to the driving operation situation of the driver. No. 1 ROM 41.

Based on the detection signal from the vertical acceleration sensor 37, the correction data x1 of the learning program C1 is calculated as shown in FIG. Here, 1 indicates the hardest data for the suspension, and 0 indicates the softest data for the suspension. Next, based on the lateral acceleration GL calculated by the main computer unit 40, the correction data x2 of the learning program C2 is calculated as shown in FIG.

Based on these two correction data x1 and x2, the correction data Xc of the learning programs C1 to C3 are calculated according to the following equation. Xc = (x1 + x2) / 2 By a map (not shown) stored in the ROM 41,
Similarly, the correction data Xd of the learning programs D1 to D7 are calculated.

Correction data Xc and X thus obtained
Based on d, the correction control data YC is obtained according to the following equation. YC = (k1 * Xc + k2 * Xd) / (k1 + k2) where k1 and k2 are weighting coefficients, and k1 <k
Set to 2. Further, the main computer unit 40 lastly executes the driving simulation device 1 for each of the learning programs C1 and C2 and D1 to D7.
Similarly, based on each control data stored in the RAM 42, the absolute value of the difference between the calculated control data YCo and the correction data YC thus obtained is compared with predetermined values d1 and d2, and When you should learn, like
The correction control data YC is learned, and when the learning should not be performed, the correction control data YC is not learned.

In the standard programs B1 to B5,
The method for obtaining the correction control data YB according to the learning programs D1, D3 to D6 is also the same. When the control data learning subroutine is completed as described above,
The main computer unit 40 executes a control data change subroutine.

FIG. 20 is a flowchart showing the control data change subroutine. In FIG. 20, the main
The computer unit 40 first determines whether the flag F is 0 or not. As a result, when the determination result is NO, the current virtual travel location is outside the specific area, and therefore the main computer unit 40 includes the standard control data B1 to B5 stored in the RAM 42 in the area including the virtual travel location. Read the standard control data of.

Next, the main computer unit 5
0 further determines whether the flag H is 1 or not. As a result, if YES, in the previous cycle, the virtual travel location was within the specific area within a predetermined distance from the base point, but as a result of the driving simulation, the virtual travel location was outside the specific area. In this cycle, learning control data was used, whereas in this cycle, standard control data will be used, and if control is executed based on the standard control data as it is, the driver's driving operation The behavior of the driving simulation device 1 is
Compared to the previous cycle, it may change abruptly to make the driver feel uncomfortable, and the feeling that the driver receives when driving the driving simulation device 1 virtually differs from that when driving an actual car. There is. Therefore, even in the virtual driving in the driving simulation device 1, in order to make it possible to give the driver the same feeling as when actually driving the automobile 50, the main computer unit 40 corresponds to each control device. The time T1 is added to the control time T stored in the timer 38 provided.

On the other hand, when the flag H is not 1, the main computer unit 40 selects one of the standard control data B1 to B5 which is selected based on the virtual travel location and which is corrected according to the learning subroutine. , It is determined whether or not the previous cycle and the current cycle have changed. As a result, if YES, the behavior of the driving simulation device 1 with respect to the driving operation of the driver is compared with the previous cycle by executing the control as it is based on the corrected standard control data.
In order to prevent the driver from feeling awkward due to sudden changes, the main computer unit 40 is
The time T2 is added to the control time T stored in the timer 38 corresponding to the control device in which the standard control data has changed.

On the other hand, when NO, the main computer unit 40 does not add the time to the control time T. After that, the main computer unit 4
0 means that the standard control data for each control device gradually becomes equal to the standard control data corrected in this cycle after the control time T stored in the timer 38 corresponding to each control device has elapsed. The characteristics of the vehicle body control mechanism 13, the image control means 43, and the steering force control means 46 are set.

On the other hand, when the main computer unit 40 determines that the flag F is not 0, it is recognized that the current virtual travel location is within a specific area within a predetermined distance from the base point. , The main computer unit 40 reads the learning control data stored in the RAM 42. Then, the main computer unit 50 further determines whether the flag H is 1 or not.

As a result, if YES, the virtual traveling place was outside the specific area in the previous cycle, but as a result of the driving simulation, the virtual traveling place is within the specific area within a predetermined distance from the base point. Therefore, while the standard control data was used in the previous cycle, the learning control data will be used in this cycle, and if control is executed based on the learning control data as it is, the driver's The behavior of the driving simulation device 1 with respect to the driving operation changes abruptly compared to the previous cycle, giving the driver a feeling of strangeness, and when the driving simulation device 1 is virtually driven, the feeling that the driver receives is the actual one. It can be very different from driving a car. Therefore, even in the virtual driving in the driving simulation device 1, in order to make it possible to give the driver the same feeling as when actually driving the automobile 50, the main computer unit 40 corresponds to each control device. The time T1 is added to the control time T stored in the timer 38 provided.

On the other hand, when the flag H is not 1, the main computer unit 40 determines whether or not the learning control data corrected according to the learning subroutine has changed between the previous cycle and the current cycle. As a result, in the case of YES, the behavior of the driving simulation device 1 with respect to the driving operation of the driver changes abruptly compared to the previous cycle by executing the control as it is based on the corrected learning control data. In order to prevent the driver from feeling uncomfortable,
The computer unit 40 adds the time T2 to the control time T stored in the timer 38 corresponding to the control device whose learning control data has changed.

On the other hand, when NO, the main computer unit 40 does not add the time to the control time T. After that, the main computer unit 4
0 means that the learning control data for each control device gradually becomes equal to the learning control data corrected in this cycle after the control time T stored in the timer 38 corresponding to each control device elapses. The gains of the vehicle body control mechanism 13, the image control means 43, and the steering force control means 46 are set.

When the control data change routine is completed as described above, the main computer unit 40
Is whether or not the virtual traveling place has become the virtual destination input by the traveling area input means 10, that is, the result of performing the virtual traveling by the driving simulation device 1,
It is determined whether or not the virtual destination has been reached. As a result, N
When it is O, the main computer unit 40 shifts to the next cycle, determines the virtual traveling location again, and executes the same routine.

On the other hand, when YES, that is,
When it is determined that the virtual destination input by the travel area input means 10 has been reached, the main computer unit 40 sends the learning control data and the standard control data stored in the RAM 42 of the driving simulation device 1 to the IC.
The learning control data storage unit 21 and the standard control data storage unit 20 of the card 16 are respectively stored, and the driving simulation is ended.

21, FIG. 22, FIG. 23, FIG. 24 and FIG. 25 are flowcharts showing a correction data generation subroutine for correcting the correction control program and the learning program. The correction data generation subroutine shown in FIGS. 21 to 25 is stored in the ROM 81 of the automobile, and is stored in the IC card 16 according to the driving situation or the driver's operation when the automobile 50 is driven. A correction control program for correcting the control data or the learning control data and a correction data for correcting the learning program used for generating and correcting the standard control data and the learning control data when executing the operation simulation are generated. The correction program is executed at a predetermined timing based on the correction program stored in the ROM 41 of the driving simulation device 1.
In the present embodiment, in the basic routine shown in FIGS. 8 and 9, when it is determined that it is time to generate the correction data, the correction data generation subroutine is executed and the weather based on the change in the weather. Correction data,
Congestion correction data based on a traffic jam state, obstacle correction data based on an obstacle, and eyepoint correction data based on the position of an eyepoint can be generated.
That is, for each of the standard control programs B1 to B5, after the update number n of the standard control data exceeds the predetermined number n1 times, R of the operation simulation device 1
In accordance with the correction program stored in the OM 41, the image control unit 43 causes the screen 4 to display an image in which a predetermined image is superimposed on the image corresponding to the virtual traveling area, and generates correction data. Where n1 <
It is no. When generating weather correction data based on a change in weather, an image representing the state of rain or snow is superimposed on the image corresponding to the virtual traveling area,
When it is raining or snowing, a driving simulation is performed in a state similar to driving a car to generate weather correction data, and when generating congestion correction data based on a traffic congestion state, a large number of The image of the car running at low speed is superimposed on the image corresponding to the virtual driving area, and the driving simulation is executed in the same state as when driving the car during traffic jams, and the traffic jam correction data Is generated and the obstacle correction data based on the obstacle is generated, the image in which the luggage falls from the truck in front or the image in which a person suddenly jumps to the road is superimposed on the image corresponding to the virtual driving area. And while driving a car,
When a driving simulation is performed in the same state as when an obstacle suddenly appeared in the front to generate obstacle correction data, and also to generate eyepoint correction data based on the position of the eyepoint. , A predetermined image such as a side road is superimposed on the image corresponding to the virtual traveling area, and the position of the desired eye point with respect to the image,
Compared to the driver's eye point position,
The correction data is generated.

21 to 25, the main computer unit 40 first determines whether or not the flag K is 1, that is, whether or not to generate the weather correction data based on the change in the weather. At this point, the flag K is not 1, so the result of this determination is NO,
Next, the main computer unit 40 determines whether or not the flag K is 2, that is, whether or not to generate the traffic jam correction data based on the traffic jam state.

At this point in time, the flag K is not 2, so the result of this determination is NO. Further, the main computer unit 40 determines whether or not the flag K is 3, that is, the obstacle correction based on the obstacle. It is determined whether or not to generate the usage data. Since the flag K is not 3 at this point in time, the result of this determination is NO, and the main computer unit 40 then determines whether the flag K is 4 or not, that is, based on the driver's eyepoint position. It is determined whether or not the correction data is generated.

At this point in time, the flag K is not 4, so the result of this determination is NO. Next, the main computer unit 40 further determines any one of the standard control data B1 to B5 in the currently virtual running area based on the update count stored in the update count storage unit 25 of the IC card 16. It is determined whether or not the number of updates n exceeds a predetermined number n1, and the number of updates n of the standard control data in the virtual traveling area is the predetermined number n.
When the value exceeds 1, generation of correction data is executed for the first time. In order to make it possible to drive the automobile 50 faster so as to match the characteristics of the driver's driving operation, first, the driving simulation is performed to obtain standard control data that matches the driver's operating characteristics to some extent. This is because it is desirable to generate the correction data, and it is desirable to generate the correction data after that.

Therefore, when the standard control data update count n in the virtual traveling area is less than or equal to the predetermined count n1, the main computer unit 40 generates correction data and / or corrects the learning control program. Instead, the flag I is set to 0, the execution of the correction data generation subroutine is terminated, and the process returns to the basic routine.

On the other hand, when the number n of updates of the standard control data in the virtual running area exceeds the predetermined number n1, the main computer unit 40
The correction program stored in the ROM 41 of the driving simulation device 1 generates correction data at a predetermined timing. That is, when it is determined that the number of updates n of the standard control data in the virtual traveling area exceeds the predetermined number n1, the weather correction data is corrected according to the correction program stored in the ROM 41 of the driving simulation device 1. Of the data, the traffic jam correction data, the obstacle correction data, and the eyepoint correction data, which one of the correction data stored in the update count storage unit 25 of the IC card 16 has the smallest update count? Is determined and the correction data is updated. This is to uniformly update each correction data.

According to the result of this judgment, the main computer unit 40 sets the value of the flag K to the value corresponding to the correction data with the smallest number of updates, returns to the basic routine, reads the time, and sets the virtual travel location. To judge. Then, the main computer unit 40
It is determined whether or not the current virtual travel location is within the specific area.

As a result, when it is determined that the current virtual travel location is within the specific area, the correction data generation subroutine is not executed, and the control data learning subroutine and the control data change subroutine are executed as described above. The process is executed until the virtual destination is reached, and at the time when the virtual destination is reached, various data stored in the RAM 42 of the driving simulation device 1 is stored in the IC card 16, and the driving simulation is completed.

On the other hand, when it is determined that the flag is outside the specific area, the main computer unit 40 further determines whether the flag I is 1 or not. When the execution of the correction data generation subroutine is started, the flag I is 1
Therefore, the determination result is YES, and it is determined again whether the flag K is 1 or not.

As a result, in the correction data generation subroutine, when the flag K is set to 1 in the last cycle, that is, when it is determined that the weather correction data is updated the least number of times, The main computer unit 40 first reads the heart rate α1 of the driver detected by the driver medical data detection means 8 and sets the time t of the timer 39 to t = 0.

Next, the main computer unit 4
0 outputs a vehicle body control signal to the vehicle body control mechanism 13,
The gain related to the cornering force is set so that the vehicle body 2 behaves similarly to the behavior of the automobile 50 in the rain or snow, and an image control signal is output to the image control means 43 to display the screen. An image showing a rainy or snowy state is superposed on the image of the virtual traveling area displayed in 4, and the image is switched.

Further, the main computer unit 4
0 again reads the driver's heart rate α (1) detected by the driver medical data detecting means 8, calculates the difference w (1) from the driver's heart rate α1 read before the image switching, and the RAM 42 To memorize. The difference w (1) indicates a change in the mental state of the driver when the vehicle 50 is driven in fine weather or cloudy weather and when the vehicle 50 is driven under rainy or snowy conditions.

In the next cycle, the main computer unit 40 again reads the driver's heart rate α (2) of the driver detected by the driver medical data detecting means 8 and reads the driver's heart rate before the image switching. The difference w (2) with α1 is calculated, and the sum with the difference w (1) calculated last time is calculated to obtain the difference w
The number of calculations N is stored in the RAM 42.

In this way, the main computer unit 40 successively calculates the difference w until the time t of the timer 39 reaches a predetermined time to, for example, 10 minutes, and the sum Σw of the differences calculated so far is given as The difference w is stored in the RAM 42 together with the number of times N of calculation, and when the time t of the timer 39 reaches a predetermined time to, the sum Σw of the differences stored up to that point in the RAM 42 is stored in the correction data storage unit of the IC card 16. 24, and the number of times N the difference w is calculated,
It is stored in the update count storage unit 25 of the IC card 16, the flag I is set to 0, and the correction data generation subroutine is ended.

Correction data storage section 24 of IC card 16
The sum Σw of the differences in the heart rate and the calculation number N of the difference w stored in the update number storage unit 25 are read from the IC card 16 when the weather correction data is generated next time. Then, the sum Σw (i) of the difference w (i) between the heart rate α (i) of the driver and the heart rate α1 of the driver read before the image switching is stored in the RAM 42 one after another.
Are calculated one after another, and when the number of operations N of the difference w (i) reaches a predetermined number of times No, the main computer unit 40
Calculates the average value aw = Σw (i) / No of the difference w, and R
According to the map shown in FIG. 26 stored in the OM 41, the correction coefficient δ is obtained and stored in the RAM 42, and the flag I is set to 0 and the number of operations N is set to 0. Thus, the correction coefficient δ stored in the RAM 42 is stored in the correction data storage unit 24 of the IC card 16 as weather correction data at the end of the driving simulation.

This correction coefficient δ is the correction control program E
26, the average value aw = Σw (i) / No of the difference w is 1 when the average value aw = Σw (i) / No of the difference w is less than the predetermined value awo, and linearly increases when the average value is not less than the predetermined value awo. Is set. This means that when the image showing the rainy weather or the snowfall state is displayed, the heart rate α greatly increases as compared with the heartbeat rate α1 before the image switching, which means that the driver is in the rainy or snowfall state. In that case, it means that the mental state greatly changes. Therefore, when the correction amount of the control data corrected by the correction control program E3 is made large, that is, the control data is made small so that the running state becomes more stable. This is because, when the correction is made smaller and larger, the correction is made larger by the correction control program E3.

On the other hand, in the correction data generation subroutine, when the flag K is set to 2 in the previous cycle, that is, when it is determined that the congestion correction data is updated the least number of times. The main computer unit 40 first reads the blood pressure γ1 of the driver detected by the driver medical data detection means 8 and sets the time t of the timer 39 to t = 0.

Next, the main computer unit 4
0 outputs an image control signal to the image control means 43,
A large number of cars, that is, an image showing a traffic jam state, is superimposed on the image of the virtual traveling area displayed on the screen 4,
Switch images. Further, the main computer unit 40 again reads the blood pressure γ (1) of the driver detected by the driver medical data detection means 8,
The difference u (1) from the blood pressure γ1 of the driver read before the image switching is calculated and stored in the RAM 42. The difference u (1) indicates a change in the mental state of the driver when the vehicle 50 is driven under normal traffic conditions and when the vehicle 50 is driven during traffic jam.

In the next cycle, the main computer unit 40 again reads the driver's blood pressure γ (2) of the driver detected by the driver medical data detection means 8 and reads it as the driver's blood pressure γ1 read before the image switching. Difference u (2) is calculated, and the sum with the previously calculated difference u (1) is calculated.
The number of calculations N is stored in the RAM 42.

In this way, the main computer unit 40 successively calculates the difference u until the time t of the timer 39 reaches a predetermined time to, for example, 10 minutes, and the sum Σu of the differences calculated so far is given as The difference w is stored in the RAM 42 together with the number N of times of calculation, and when the time t of the timer 39 reaches the predetermined time to, the sum Σu of the differences stored in the RAM 42 is stored in the correction data storage unit of the IC card 16. 24, and the number of times N the difference u is calculated is
It is stored in the update count storage unit 25 of the IC card 16, the flag I is set to 0, and the correction data generation subroutine is ended.

Correction data storage section 24 of IC card 16
The sum Σu of the differences in the heart rate stored in the memory and the number of times N of the calculation of the difference u stored in the number-of-updates storage unit 25 are read from the IC card 16 when the data for traffic congestion correction is generated next time. Then, the sum Σu (i) of the difference u (i) between the blood pressure γ (i) of the driver and the blood pressure γ1 of the driver read before the image switching is stored in the RAM 42 one after another,
When the number of calculations N of the difference u (i) is successively calculated and reaches a predetermined number No, the main computer unit 40
Calculates the average value au = Σu (i) / No of the difference u, and R
The correction data is obtained according to a map or table (not shown) stored in the OM 41, and the RAM 42
In addition, the flag I is set to 0 and the number of operations N is set to 0. Thus, the correction data stored in the RAM 42 is stored in the correction data storage unit 24 of the IC card 16 as the traffic congestion correction data at the end of the driving simulation.

In the traffic jam correction data thus obtained, when the average value au = Σu (i) / No of the difference u is less than the predetermined value auo, the control data for each control device is not corrected,
When the average value au of the difference u is larger than the predetermined value auo, when the control data for ACS, ABS, TRC, EGC, and PSC are largely corrected by the correction control program, these are set to be larger, When the correction is made small, the correction is made smaller, and the control data for VGR and 4WS is corrected so that the correction amount by the correction control program becomes smaller.
Due to traffic congestion, even a driver who tends to have a high mental condition can drive in the same manner as a driver whose mental condition is stable.

On the other hand, in the correction data generation subroutine, when the flag K is set to 3 in the previous cycle, that is, when it is determined that the obstacle correction data is updated the least number of times, the main The computer unit 40 outputs an image control signal to the image control means 43 to display an image of the virtual traveling area, for example, an image in which luggage is falling from a truck running ahead or an image in which a person suddenly jumps out on the road. Combine and display on screen 4.

Next, the main computer unit 4
0 means that after the images are switched in this way, the driver
The avoidance time until the avoidance operation for avoiding the obstacle and the avoidance operation performed by the driver are detected. Further, the main computer unit 40 reads the reference avoidance time and the reference avoidance operation of the reference driver who is skilled in the driving operation, which is stored in the ROM 41 in advance according to the type of the obstacle, and detects the avoidance time and the avoidance operation of the driver. The deviation dv is calculated by comparison, and stored in the RAM 42 together with the number of times N of execution of the obstacle correction data generation subroutine. This deviation dv shows the degree of reflexes and driving skill of the driver.

After that, the main computer unit 4
In 0, the flag I is set to 0 and the obstacle correction data generation subroutine is ended. At this time, the main computer unit 40 stores the deviation dv in the correction data storage unit 24 of the IC card 16, and sets the execution count N of the obstacle correction data generation subroutine to the update count storage unit of the IC card 16. 25.

Correction data storage section 24 of IC card 16
The deviation dv between the obstacle avoidance time and the avoidance operation stored in the reference avoidance time and the reference avoidance operation, and the execution count N of the obstacle correction data generation subroutine stored in the update count storage unit 25 are When the obstacle correction data is generated, the obstacle avoidance time and the avoidance operation which are read from the IC card 16 and stored in the RAM 42 and obtained by the obstacle correction data generation subroutine executed next time are performed. And the standard avoidance time and the deviation dv between the standard avoidance operation and the sum of the deviations Σdv
Is stored in the correction data storage unit 24 of the IC card 16 at the end of the obstacle correction data generation subroutine, and the execution count N of the obstacle correction data generation subroutine is updated to update the IC card 16 Are stored in the update count storage unit 25.

In this way, the obstacle correction data generation subroutine is executed one after another, and when the number N of executions of the obstacle correction data generation subroutine reaches the predetermined number No,
The main computer unit 40 has the deviation dv (i)
The average value adv is calculated, and obstacle correction data is generated according to a map or table (not shown) stored in the ROM 41.

The obstacle correction data thus generated is first obtained from the learning control data storage unit 21 of the IC card 16.
Used to correct the learning control data read from the RAM 42 and the learning programs D1, D2 to D6 related to the driving operation read from the second learning program storage unit 23 and stored in the RAM 42, and IC Correction data storage unit 24 of card 16
And is used as obstacle correction data for correcting the correction control program E6 when the vehicle 50 is driven.

That is, the average value adv of the deviation dv (i)
Is less than a predetermined value advo, the reflexes of the driver and the driving technique are recognized as standard, so the learning control data and the learning programs D1, D2 to D6 are not corrected by the correction data, Further, even when the automobile 50 is driven, the correction control program E6 based on the obstacle correction data stored in the correction data storage unit 24 of the IC card 16 is not corrected.

On the other hand, the average value a of the deviation dv (i)
If dv is greater than or equal to the predetermined value advo, it means that the driver's reflexes and driving skills are inferior to those of the standard driver. Therefore, the main computer unit 40 first sets the IC card 16
Read from the learning control data storage unit 21 of the RAM 4
The learning control data stored in No. 2 is uniformly used as the average value ad
The larger v is, the larger the value is corrected to the stable side, and when the driving simulation should be finished, the value is stored in the learning control data storage unit 21 of the IC card 16, and the second learning program storage unit 23 of the IC card 16 is used. The learning programs D1, D2 to D6 are corrected at the time of execution of the driving simulation so that the correction amount of the control data read by the learning programs D1, D2 to D6 relating to the driving operation stored in the RAM 42 becomes small. The computer unit 40 is a correction control program E6 that corrects standard control data and learning control data when the driver drives the automobile 50.
Is stored in the correction data storage unit 24 of the IC card 16 when the driving simulation should be ended so that the correction amount becomes larger as the average value adv becomes larger.

On the other hand, in the correction data generation subroutine, when the flag K is set to 4 in the previous cycle, that is, when it is determined that the eyepoint correction data is updated the least number of times. The main computer unit 40, the image control means 43
An image control signal is output to, a predetermined image, for example, an image of a side road is combined with the image of the virtual traveling area, and the image is displayed on the screen 4.

In this way, the main computer unit 40 reads the driver's eye point when a predetermined image such as a side road is displayed on the screen 4 from the driver medical data detecting means 8 and determines the type of the combined image. Accordingly, the deviation DV is compared with the reference eye point of the reference driver skilled in the driving operation stored in the ROM 41, and the deviation DV is stored in the RAM 42 together with the number N of executions of the eye point correction data generation subroutine. The deviation DV indicates the degree of driving skill of the driver.

After that, the main computer unit 4
For 0, the flag I is set to 0 and the correction data generation subroutine is ended. At this time, the main computer unit 40 stores the deviation DV in the correction data storage unit 24 of the IC card 16, and sets the execution count N of the eyepoint correction data generation subroutine to IC
The update count storage unit 25 of the card 16 stores the update count.

Correction data storage section 24 of IC card 16
The deviation DV between the driver's eye point and the reference eye point stored in the table and the number of executions N of the eye point correction data generation subroutine stored in the update count storage unit 25 are R is read from the IC card 16 when
The deviation DV between the driver's eye point and the reference eye point stored in the AM 42 and obtained by the eye point correction data generation subroutine executed next is summed up, and the sum ΣDV of the deviation is the eye point correction data. At the end of the generation subroutine, the correction data storage unit 24 of the IC card 16 stores the number of executions N of the eyepoint correction data generation subroutine, and the update count storage unit 25 of the IC card 16 updates the execution count N. Remembered.

In this way, the eyepoint correction data generation subroutine is executed one after another, and the number of executions N of the eyepoint correction data generation subroutine is the predetermined number No.
When reaching, the main computer unit 40 calculates the average value aDV of the deviation DV (i) and generates eyepoint correction data according to a map or table (not shown) stored in the ROM 41.

This eye point correction data has a deviation D
When the average value aDV of V (i) is not less than the predetermined value DVo,
When the driver drives the automobile 50, the correction control program E5 for correcting the standard control data and the learning control data is corrected so that the larger the average value aDV, the larger the correction amount. The unit 40 uses the thus obtained eye point correction data when the driving simulation should be ended.
The correction data storage unit 24 of the IC card 16 stores it.

As described above, after each correction data is generated and stored in the correction data storage unit 24, the driving simulation is further executed,
When the new correction data is generated, in order to prevent the correction data from largely changing, the main computer unit 40 uses the newly generated correction data and the correction data of the IC card 16. An average value with the correction data stored in the storage unit 24 is calculated, and this average value is used as the correction data in the correction data storage unit 24 of the IC card 16 when the driving simulation should be ended. It is designed to be remembered.

FIG. 27 shows the result of the driving simulation by the driving simulation device 1, in which the IC card 16 is
6 is a flowchart showing a basic routine of control gain change control executed by the main computer unit 80 of the automobile 50 after the standard control data, the learning control data and the correction data are stored. In FIG. 27, after the engine 51 is started, the main computer unit 80 first detects the IC card reading means 75.
Then, it is determined whether the IC card 16 is inserted, and the IC
The IC card 16 is inserted into the card reading means 75, and the data stored in the IC card 16 is stored in the automobile 50.
If it is determined that the data has been read into the RAM 82, the flag M is set to 1, and then the main computer unit 80 first reads the operating position data stored in the operating position changing data storage unit 19 of the IC card 16, Based on this operating position data, a seat position control signal is output to a seat position control means (not shown) to adjust the position, height, seat back angle, etc. of the seat (not shown).

On the other hand, the IC card reading means 7
5 does not read the data stored in the IC card 16, the main computer unit 80
Set the flag M to 0. Further, in the main computer unit 80, the lateral acceleration GL is supplied from the lateral acceleration sensor 74 to the anti-lock braking control device 1.
From 4, the estimated value μ of the road surface friction coefficient is input.

Next, the main computer unit 8
0 determines whether or not the absolute value of the lateral acceleration GL detected by the lateral acceleration sensor 74 is a predetermined value GLo, for example, 0.5 G or more. As a result, in the case of YES, the lateral acceleration GL applied to the automobile 50 is large, and the vehicle is in a traveling state where it is necessary to attach importance to traveling stability, and control should be executed based on the setting control data A7 stored in the ROM 81. Since it is determined that the state is in the state, the main computer unit 80 sets the flag P to 0, and further determines whether the type of control data to be used has been changed in the previous cycle and the current cycle. However, when it is determined that the flag has been changed, the flag Q is set to 0, and when it is determined that the flag has not been changed, the flag Q is set to 1.

On the other hand, in the case of NO, the main computer unit 80 determines whether the estimated value μ of the road surface friction coefficient is equal to or less than the predetermined value μo based on the input signal from the anti-lock braking control device 63. To judge. As a result, if YES, it is recognized that the vehicle is traveling on a road having a low road surface friction coefficient, and the vehicle is in a traveling state where it is necessary to give priority to traveling stability, and the setting control data A stored in the ROM 81 is stored.
6, it is determined that the control is to be executed. Therefore, the main computer unit 80 determines that the flag P
Is set to 1, and whether the type of control data to be used has been changed in the previous cycle and the current cycle is determined. When it is determined that the type is changed, the flag Q is set to 0, When it is determined that the flag has not been changed, the flag Q is set to 1.

On the other hand, in the case of NO, when the estimated value μ of the road surface friction coefficient exceeds the predetermined value μo, the main computer unit 80 reads the time from the clock 71, and further, FIG. The area determination subroutine shown in is executed. That is, in FIG. 28, the main computer unit 80 reads the navigation signal generated by the position calculating computer unit 83 based on the signal from the position detecting sensor 67.

As a result, when the navigation signal cannot be read, the main computer unit 80 sets the flag R to 0 and returns to the basic routine. On the other hand, when the main computer unit 80 determines that the navigation signal can be read, but the navigation signal is inappropriate and the current traveling position cannot be accurately determined based on the navigation signal. Sets the flag R to 1 and returns to the basic routine.

On the other hand, when the traveling place can be accurately determined based on the navigation signal, the flag R is set to 2
Then, based on this navigation signal, the main computer unit 80 determines that the straight line distance L from the running place and the base point stored in the base point data storage unit 26 of the IC card 16 is within a predetermined distance Lo, for example, Two
It is determined whether or not the vehicle is within 0 km to determine whether or not the vehicle 50 is currently traveling within the specific area.

As a result, when it is determined that the automobile 50 is traveling within a specific area where the straight line distance L from the base point is within a predetermined distance Lo, for example within 20 km,
The computer unit 80 sets the flag S to 0, and when determining that the vehicle is traveling outside the specific area, sets the flag S to 1 and returns to the basic routine.
Then, the main computer unit 80 is processed as shown in FIG.
9. The control data selection subroutine shown in FIGS. 30 and 31 is executed.

That is, as shown in FIGS. 29, 30 and 31, the main computer unit 80
First determines whether the flag M is 0 or not. as a result,
If YES, the data stored in the IC card 16 is not read by the IC card reading means 75 and is not stored in the RAM 82. Therefore, the data generated by the driving simulation and stored in the IC card 16 is stored. The characteristics of the automobile 50 cannot be changed on the basis of the setting control data A1 to A5.
To A5, the main computer unit 80 further determines whether the flag R is 0 to determine whether to control the driving of the automobile 50.

As a result, if YES, the navigation signal cannot be read, and it cannot be determined which region or place the automobile 50 is traveling in. Therefore, the main computer unit 80 causes the automobile 50 to move. RO
Of the setting control data A1 to A5 stored in M81, the setting control data A3, which is standard control data, is read out, the flag U is set to 0, and the control used in the previous cycle and the current cycle When it is determined that the data has been changed, the flag Q is set to 0,
When it is determined that the change has not been made, the flag Q is set to 1 and the process returns to the basic routine.

On the other hand, when the flag R is not 0, the main computer unit 80 follows the navigation signal and sets the setting control data A stored in the ROM 81.
If any one of 1 to A5 is selected and the flag U is set to 0, and if it is determined that the control data to be used has been changed in the previous cycle and the current cycle, the flag Q is set to 0. If it is determined that the flag has not been changed, the flag Q is set to 1 and the process returns to the basic routine.

On the other hand, the flag M is not 0 but 1
At this time, that is, the data stored in the IC card 16 is read by the IC card reading means 75, and R
When stored in the AM 82, the main computer unit 80 further determines whether or not the flag R is 0 in order to determine whether or not the traveling position can be accurately determined.

As a result, if YES, the IC card 1
Although the data stored in 6 could be read, the navigation signal could not be read, and the vehicle 50
However, since it cannot determine in which area the vehicle is traveling, the main computer unit 80 is read from the standard control data storage unit 20 of the IC card 16, and R
Standard control data B1 to B stored in AM82
The standard control data B3, which is the most standard control data out of 5, is selected, the flag U is set to 1, and it is determined that the control data to be used has been changed in the previous cycle and the current cycle. When the flag Q is 0
If it is determined that the flag has not been changed, the flag Q is set to 1 and the process returns to the basic routine.

On the other hand, when the flag R is not 0, the main computer unit 80 further sets the flag R to 1.
Or not. As a result, if YES, it is possible to determine which of the urban area, the urban area, the outlying area, the mountain road, and the highway is traveling based on the navigation signal. Since it is not possible to determine the proper driving place,
The main computer unit 80 is read from the IC card 16 according to the navigation signal,
Standard control data B1 to B stored in AM82
5 is read out, the correction control programs E1 to E7 and the correction data are read out, the flag U is set to 2, and it is determined that the control data to be used has been changed between the previous cycle and the current cycle. In this case, the flag Q is set to 0, and when it is determined that the flag Q has not been changed, the flag Q is set to 1 and the process returns to the basic routine.

On the other hand, when the flag R is not 1, the main computer unit 80 further sets the flag S to 0.
It is determined whether or not the automobile 50 is traveling in the specific area. As a result, the flag S is not 0, but 1
If it is, it is recognized that the automobile 50 is traveling outside the specific area. Therefore, the main computer unit 8
0 indicates the IC card 1 according to the navigation signal
6, the standard control data B1 to B5 read from the RAM 6 and stored in the RAM 82 are read out, the correction control programs E1 to E7 and the correction data are read out, the flag U is set to 3, and the previous cycle is set. When it is determined that the control data to be used has been changed in this cycle, set the flag Q to 0,
When it is determined that the change has not been made, the flag Q is set to 1 and the process returns to the basic routine.

On the other hand, when the flag S is 1, the vehicle 50
Is recognized to be traveling in a specific area, but the learning control data of the unit zone in which the vehicle is traveling in that time zone is not yet stored in the IC card 16.
Since there is a possibility that it has not been read by M82, the main computer unit 80 determines whether or not the learning control data for that time zone in the traveling unit section is stored in the RAM 82.

As a result, in the case of YES, that is, the learning control data of the time zone in the traveling unit section is already generated and stored in the IC card 16, and R
When being read by the AM 82, the main computer unit 80 uses the learning control data, the correction control programs E1 to E4 and E stored in the RAM 82.
6 and the correction data are read out, the flag U is set to 4, and when it is determined that the control data to be used has been changed in the previous cycle and the current cycle, the flag Q is set to 0 and changed. If it is determined that the flag is not set, the flag Q is set to 1 and the process returns to the basic routine.

On the other hand, in the case of NO, that is, when the learning control data of the traveling unit section in the time zone is not generated and is not stored in the RAM 82, the main computer unit 80 further Then, it is determined whether or not the learning control data in the time zone of the neighboring unit section within a predetermined distance l0, for example, the linear distance 1 from the unit section is generated and stored in the RAM 82.

As a result, when the learning control data in the time zone of the neighboring unit section is not stored in the RAM 82, it is determined that the control cannot be executed according to the learning control data, and the main computer unit is determined. 80 is a RAM according to the navigation signal
Any one of the standard control data B1 to B5 stored in 82 is read out, the correction control programs E1 to E7 and the correction data are read out, and the flag U is set to 3
When the control data to be used is changed in the previous cycle and the current cycle, the flag Q is set to 0, and when it is determined that the control data is not changed, the flag Q is set to 1 Set to and return to the basic routine.

On the other hand, when YES, that is,
The straight line distance l from the traveling unit section is the predetermined distance l0
For example, when the learning control data of the time zone in the neighborhood unit section within 20 m is stored in the RAM 82, the learning control data is
It is recognized that the current control section is similar to the learning control data generated by the driving simulation when the virtual running is performed on the unit section currently running. Therefore, it is more satisfying for the driver to execute the control based on the learning control data of the time zone of the neighboring unit section than to execute the control based on any of the standard control data B1 to B5. The main computer unit 80 is a RAM
The learning control data of the neighborhood unit section stored in 82 is read, and the learning control data of the neighborhood unit section is read as the gain f.
However, the correction control programs E1 to E7 and the correction data are read out and the flag U is set to 5 while being corrected to the stable side and used as the learning control data. After that, in the previous cycle and the current cycle, it is determined whether or not the control data to be used is changed, and when it is determined that the control data is changed, the flag Q is set to 0 and it is determined that the control data is not changed. At this time, the flag Q is set to 1 and the process returns to the basic routine.

When the control data selection subroutine is completed in this way, the main computer unit 80 executes the control execution subroutine. 32, 33, and 3
4 and FIG. 35 show the main computer unit 80.
5 is a flowchart showing a control execution subroutine executed by 32, 33, 34 and 35
First, the main computer unit 80
Determines whether the flag P is 0 or not.

As a result, in the case of YES, the lateral acceleration GL applied to the automobile 50 is large, and the vehicle is in a traveling state where importance is attached to traveling stability. Is determined to be in a state to be executed. However, in the previous cycle, when the control is executed according to different control data such as learning control data and standard control data, if the characteristics of each control device are immediately changed according to the setting control data A7. Since the behavior of the automobile 50 may change significantly, the main computer unit 80 further determines whether the flag Q is 0 or not.

As a result, if YES, it is recognized that the control data used has changed between the previous cycle and the current cycle due to the change in the running condition, and therefore the behavior of the automobile 50 changes rapidly. In order to prevent the driver from feeling uncomfortable, the main computer unit 80 adds the time T1 to the control time T stored in the timer of each control device.

On the other hand, when the flag Q is not 0, there is no change in the control data to be used between the previous cycle and the current cycle, but the control gain of each control device is changed in the current cycle due to the change in the running condition. If the control gain changes immediately, the vehicle 5
The behavior of 0 may change abruptly and give the driver a feeling of strangeness.

Therefore, the main computer unit 8
0 determines whether or not the control gain of each control device has changed between the previous cycle and the current cycle. As a result, in the case of YES, the main computer unit 80 stores the control gain in the timer of the control device in which the control gain has changed, in order to prevent the behavior of the automobile 50 from changing suddenly and making the driver feel uncomfortable. The time T2 is added to the control time T currently set.

On the other hand, when NO, the main computer unit 80 does not add time to the control time T. After that, the main computer unit 8
0 indicates the control execution signal according to the setting control data A7 so that the control gain gradually becomes the value calculated this time after the control time T stored in the timer of each control device has elapsed. Output to.

On the other hand, when the flag P is not 0, the main computer unit 80 further determines whether the flag P is 1 or not. As a result, when YES, it is recognized that the vehicle is traveling on a road having a low road surface friction coefficient, and the vehicle is in a traveling state in which it is necessary to attach importance to traveling stability.
Based on the setting control data A6 stored in M81, it is determined that the control should be executed.

However, in the previous cycle, when the control is executed according to different control data such as learning control data and standard control data, the characteristics of each control device immediately after the setting control data A6. Since the behavior of the automobile 50 may change significantly if the control gain that governs is changed, the main computer unit 80 further determines whether the flag Q is 0 or not.

As a result, if YES, it is recognized that the control data used in the previous cycle and the current cycle have been changed due to changes in the running condition.
In order to prevent the behavior of the automobile 50 from changing suddenly and making the driver feel uncomfortable, the main computer unit 80 adds the time T1 to the control time T stored in the timer of each control device. To do.

On the other hand, when the flag Q is not 0, the main computer unit 80 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, the car 5
In order to prevent the behavior of 0 from changing abruptly and making the driver feel uncomfortable, the main computer unit 80 sets the control time T to the control time T stored in the timer of the control device in which the control gain has changed. Add T2.

On the other hand, if NO, the main computer unit 80 does not add time to the control time T. After that, the main computer unit 8
0 indicates a control execution signal according to the setting control data A6 so that the control gain gradually increases to the value calculated this time after the control time T stored in the timer of each control device has elapsed. Output to.

On the other hand, when the flag P is not 1, the main computer unit 80 further determines whether the flag U is 0 or not. As a result, if YES, it means that the control should be performed according to any of the setting control data A1 to A5 stored in the ROM 81. However, the main computer unit 80 further determines whether the flag Q is 0 or not. That is, it is determined whether the control data used has been changed.

As a result, if YES, it is recognized that the control data used in the previous cycle and the current cycle have been changed due to the change in the running condition.
The main computer unit 80 adds the time T1 to the control time T stored in the timer of each control device in order to prevent the behavior of the automobile 50 from suddenly changing and making the driver feel uncomfortable. .

On the other hand, when the flag Q is not 0, the main computer unit 80 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, the car 5
In order to prevent the behavior of 0 from changing abruptly and making the driver feel uncomfortable, the main computer unit 80 sets the control time T to the control time T stored in the timer of the control device in which the control gain has changed. Add T2.

On the other hand, in the case of NO, the main computer unit 80 does not add time to the control time T. Here, the setting control data A1 to A5 stored in the ROM 81 are the correction control programs E1 to E.
Since it is not corrected by 7, the main computer unit 80 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,
A control execution signal is output to each control device so as to gradually increase.

On the other hand, when the flag U is not 0, the main computer unit 80 further sets the flag U to 1.
Or not. As a result, if YES, the control based on the standard control data B3 is started. First, the main
The computer unit 80 further determines whether or not the flag Q is 0.

As a result, if YES, it is recognized that the control data used has changed between the previous cycle and the current cycle due to the change in the running condition, and therefore the behavior of the automobile 50 changes rapidly. In order to prevent the driver from feeling uncomfortable, the main computer unit 80 adds the time T1 to the control time T stored in the timer of each control device.

On the other hand, when the flag Q is not 0, the main computer unit 80 determines that the correction control program E
Based on 1 to E4, according to the standard control data B3, the calculated control gain of each control device is uniformly corrected as shown in Table 4, and the control gain of each control device is calculated. That is, first, when it is determined that it is nighttime based on the input signal from the clock 71, as shown in Table 4,
The control signal YB of each control device of the standard control data of the corresponding area is corrected, and the navigation signal and the vehicle speed sensor 73 are corrected.
When it is determined that the vehicle is in a traffic jam state based on the input signal from the controller, the control data YB of each control device of the standard control data of the corresponding area is corrected as shown in Table 4, and the wiper operating means (not shown) is used. When it is determined that the wiper is operating and the weather condition is raining or snowing according to the signal from the control device, as shown in Table 4, control of each control device of standard control data in the corresponding area is performed. Data YB
When it is determined that the traveling time is long based on the input signals from the clock 71 and the totalizer 72, according to the length of the traveling time, as shown in Table 4, The control data YB of each control device of the standard control data is corrected, and the control gain of each control device is calculated based on the thus corrected control data of each control device.

After that, the main computer unit 8
0 determines whether or not the control gain of each control device obtained in this way has changed between the previous cycle and the current cycle. As a result, in the case of YES, the behavior of the automobile 50 is drastically changed to prevent the main computer unit 80 from being discomforted.
Adds the time T2 to the control time T stored in the timer of the control device in which the control gain has changed.

On the other hand, in the case of NO, the main computer unit 80 does not add time to the control time T. After that, the main computer unit 8
0 outputs a control execution signal to each control device so that the control gain gradually becomes the value calculated this time after the control time T stored in the timer of each control device has elapsed.

On the other hand, when it is determined that the flag U is not 1, the main computer unit 80
Further, it is determined whether the flag U is 2 or 3. As a result, in the case of YES, the main computer unit 80 reads the standard control data of the corresponding area from the standard control data B1 to B5 based on the navigation signal, and based on any of the standard control data B1 to B5. Start control.

First, the main computer unit 80
Further determines whether the flag Q is 0 or not. As a result, in the case of YES, it is recognized that the control data used in the previous cycle and the current cycle have changed due to the change in the driving situation, so that the behavior of the automobile 50 changes rapidly and the driver In order to prevent the main computer unit 80 from giving a sense of discomfort to the user,
Add 1

On the other hand, when the flag Q is not 0, the main computer unit 80 determines that the correction control program E
Based on 1 to E4, according to any of the standard control data B1 to B5 selected based on the navigation signal, the calculated control gain of each control device is uniformly corrected as shown in Table 4, The control gain of each control device is calculated.

After that, the main computer unit 8
0 determines whether or not the control gain of each control device obtained in this way has changed between the previous cycle and the current cycle. As a result, in the case of YES, the behavior of the automobile 50 is drastically changed to prevent the main computer unit 80 from being discomforted.
Adds the time T2 to the control time T stored in the timer of the control device in which the control gain has changed.

On the other hand, if NO, the main computer unit 80 does not add time to the control time T. After that, the main computer unit 8
0 outputs a control execution signal to each control device so that the control gain gradually becomes the value calculated this time after the control time T stored in the timer of each control device has elapsed.

On the other hand, when it is determined that the flag U is not 2 or 3, the main computer unit 80 further determines whether the flag U is 4 or not. As a result, if YES, control based on the learning control data is started. First, the main computer unit 80
Further determines whether the flag Q is 0 or not.

As a result, if YES, it is recognized that the control data used in the previous cycle and the current cycle have changed due to changes in the driving situation, and therefore the behavior of the automobile 50 changes rapidly. In order to prevent the driver from feeling uncomfortable, the main computer unit 80 adds the time T1 to the control time T stored in the timer of each control device.

On the other hand, when the flag Q is not 0, the main computer unit 80 determines that the correction control program E
1 to E4, based on the navigation signal,
According to the learning control data, the calculated control gain of each control device is uniformly corrected as shown in Table 4, and the control gain of each control device is calculated. After that, the main computer unit 80 determines whether or not the control gains of the respective control devices thus obtained have changed between the previous cycle and the current cycle.

As a result, in the case of YES, in order to prevent the behavior of the automobile 50 from abruptly changing and making the driver feel uncomfortable, the main computer unit 80 controls the control device in which the control gain has changed. The time T2 is added to the control time T stored in the timer. On the other hand, when NO, the main computer unit 80 does not add time to the control time T.

Thereafter, the main computer unit 80 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 U is not 4, the learning control data of the traveling unit section is not yet generated, but the linear distance 1 from the traveling unit section is Since the learning control data for the neighboring unit section within the predetermined distance l0 is generated and stored in the RAM 82, the main computer unit 80 starts the control based on the learning control data for the neighboring unit section.

First, the main computer unit 80
Further determines whether the flag Q is 0 or not. As a result, in the case of YES, it is recognized that the control data used in the previous cycle and the current cycle have changed due to the change in the driving situation, so that the behavior of the automobile 50 changes rapidly and the driver In order to prevent the main computer unit 80 from giving a sense of discomfort to the user,
Add 1

On the other hand, when the flag Q is not 0, the main computer unit 80 determines that the correction control program E
Based on 1 to E4, the learning control data of the neighboring unit section is uniformly corrected according to the navigation signal as shown in Table 4, and the control gain of each control device is calculated. After that, the main computer unit 80 determines whether or not the control gains of the respective control devices thus obtained have changed between the previous cycle and the current cycle.

As a result, in the case of YES, in order to prevent the behavior of the automobile 50 from abruptly changing and making the driver feel uncomfortable, the main computer unit 80 controls the control device in which the control gain has changed. The time T2 is added to the control time T stored in the timer. On the other hand, when NO, the main computer unit 80 does not add time to the control time T.

Thereafter, the main computer unit 80 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 learning control is
As a result of the driving simulation performed by the driving simulation device 1, the characteristics of the driving operation of the driver are learned and stored in the IC card 16, and when the vehicle 50 is driven, I
Since the control gain of each control device is read from the C card 16 and is changed so as to match the characteristics of the driving operation of the driver and the traveling characteristics are improved, the automobile 50 is expensive. Without, it will be possible to give the driver a great sense of satisfaction.

That is, in the area within the predetermined distance Lo from the base point such as the driver's home, that is, in the specific area where the driving frequency is extremely high, the driving simulation device 1 causes the unit of each road in the specific area to be changed. For each section, the terrain state and the driving operation of the driver are learned, learning control data is generated and stored in the learning control data storage unit 21 of the IC card 16, and the driver drives the automobile 50 within the specific area. In this case, since the control gain of each control device is changed in accordance with the learning control data, the automobile 50 can be driven so as to match the road conditions and the driver's intention, and the driver is greatly satisfied. It becomes possible to give.

[0237] From the base point of the driver's home,
Outside the specific area outside the predetermined distance Lo, the driving simulation device 1 makes standard control data for each area such as an urban area, an urban area, an outlying area, a mountain road, and an expressway so as to match the operation of the area and the driver. B1 to B5 are learned, generated, and stored in the standard control data storage unit 20 of the IC card 16. When the driver drives the automobile 50 outside the specific area, the standard control data may be changed according to the area. Since B1 to B5 are selected and the control gain of each control device is changed accordingly, the automobile 50 can be driven to match the region and the driver's intention, and the driver is greatly satisfied. It will be possible.

Further, since the learning control is executed by the driving simulation apparatus 1, when the vehicle 50 is driven, a special situation that cannot be created when the driver's learning control is executed is created, and the learning control is executed. You can learn the driving operation of the driver below, generate correction control program, learning control data, correction data to correct the learning program according to the psychological situation of the driver, reflexes, driving technology, etc. Based on this, learning control data and standard control data are learned at the time of driving simulation, or the change amount of the control gain of each control device at the time of driving the automobile 50 is controlled. Matching learning control and control gain of each control unit of automobile 50 can be changed To become.

Further, when the automobile 50 is traveling in the specific area, according to the driving operation of the driver, based on the correction control programs E1 to E4 and E6,
By that time, the driving simulation device 1 corrects the learning control data obtained by learning, changes the control gain of each control device, and when the vehicle 50 is traveling outside the specific area, , Correction control programs E1 to E7
Based on the driving operation of the driver, the learning control data obtained by learning is corrected by the driving simulation device 1 up to then to change the control gain of each control device. It is possible to drive the automobile 50 that matches the driving operation characteristics of

Further, in a running state in which the lateral acceleration GL is larger than a predetermined value GLo, or in a running state in which running stability is important, such as running on a road having a small road surface friction coefficient μ, the IC card In place of the learning control data and the standard control data B1 to B5 stored in 16, the setting control data A6 stored in the ROM 81 of the automobile 50 is the road surface friction when the lateral acceleration GL is greater than the predetermined value GLo. When the vehicle is traveling on a road with a small coefficient μ, the setting control data A7 is forcibly used, so that it is possible to improve traveling stability in such a traveling state.

In addition, the characteristics of the driver's driving operation, the learning control data obtained by learning the terrain, or the characteristics of the driver's driving operation are controlled for each region in accordance with the standard control data obtained by learning. When executing, IC
Although it is possible to give the driver who owns the card 16 a greater sense of satisfaction, such learning control data or standard control data, on the contrary, is characteristic of the driving operation of the driver who owns the IC card 16 and the terrain. However, if the control is executed according to these programs in a driving situation where the driving stability should be emphasized, the driving stability may be impaired. In the embodiment, the driver is an IC
When the IC card 16 is not used and the control data stored in the IC card 16 cannot be read because it is not the owner of the card 16, the area of the city, urban area, suburbs, mountain roads, highways, etc. The driving characteristics of the automobile 50 are controlled according to the setting control data A1 to A5 stored in the ROM 81 of the automobile 50, which are changed so as to match the region. Even when the 50 is driven, it is possible to give a greater satisfaction as compared with the conventional case.

FIG. 36 is a flow chart showing a basic routine of control gain change control executed by the main computer unit 80 of the target vehicle 50 according to another embodiment of the present invention. In this embodiment, the IC card 16 also serves as an ignition key.
The engine 51 of the automobile 50 is configured not to start unless the C card 16 is read by the IC card reading means 75. Therefore, car 5
When 0 is operated, the learning control data, standard control data and correction data stored in the IC card 16 are
Since it is always available, the ROM 81 of the automobile 50 stores only A6 and A7 as setting control data.

In FIG. 36, the engine 5 of the automobile 50
1 starts the IC card 16 for the first time after the IC card 16 is read by the IC card reading means 75, and the main computer unit 80 reads the operating position data stored in the operating position changing data storage unit 19 of the IC card 16, Based on this operating position data, a seat position control signal is output to a seat position control means (not shown) to adjust the position, height, seat back angle, etc. of the seat (not shown).

Thereafter, the lateral acceleration GL applied to the automobile 50
It is determined whether the absolute value of is greater than or equal to the predetermined value GLo, and YE
When S, the flag P is set to 0, and when NO, it is further determined whether or not the estimated value μ of the road surface friction coefficient is equal to or less than a predetermined value μo. As a result, if YES, the flag P is set to 1, and if NO, the area determination subroutine is executed.

The area determination subroutine in this embodiment is exactly the same as that shown in FIG. After that, the control data selection subroutine shown in FIGS. 37, 38 and 39 is executed. In this embodiment, the IC
Unless the card 16 is read by the IC card reading means 75, the engine 51 does not start, so the flag M is not set to 0, so the flag U is set to 0 and the setting control data A1 to A5.
29 is different from the flowcharts shown in FIGS. 29, 30 and 31 of the above-described embodiment only in that any one of them is not used.

When the control data selection subroutine is completed, the control execution subroutine shown in FIGS. 40, 41, 42 and 43 is executed. In this embodiment, the IC card 16 is read by the IC card reading means 75. Unless read, engine 51 is configured not to start so that flag U is never set to 0, and flag U is always 1, 2, 3, 4 or 5. 32 and 33 of the above embodiment,
This is different from the flowcharts shown in FIGS. 34 and 35.

According to this embodiment, the IC card 16 is an IC
Since the engine 51 of the automobile 50 is started only after being read by the card reading means 75, a driver who does not have the IC card 16 cannot drive the automobile 50, and the automobile 50 is stolen. ROM81 of automobile 50
Need only store the correction control programs E1 to E7 and the setting control data A6 and A7, and the storage capacity thereof can be reduced.

FIGS. 44, 45, 46 and 47 show
It is a flow chart which shows other examples of learning control in operation simulation device 1 of the present invention. In the examples shown in FIGS. 44, 45, 46 and 47, it is recognized that the learning control data and the standard control data obtained by the driving simulation are generated due to the habit of the driving operation of the driver. In such a case, contrary to the driving operation of the driver, the control data for each control device is corrected to the stable side to improve the running stability.

That is, when the control gain update count q reaches a predetermined count qo larger than the predetermined count no, the absolute value of the difference between the learning control data and the correction control data,
The absolute value of the difference between the standard control data and the correction control data should be statistically smaller than that at the time of the previous update, but the update number q of the control gain has reached the predetermined number qo. Nevertheless, statistically, when the absolute value of the difference between the learning control data and the correction control data is not small,
Statistically, when the absolute value of the difference between the standard control data and the correction control data is not small, learning control data and standard control data are generated according to the driver's driving habit. If the control gain of each control device is changed in accordance with such learning control data and standard control data, the running stability may be impaired. Therefore, in this embodiment, the absolute value of the difference between the learning control data YCo and the correction control data YC is the predetermined value d.
When the absolute value of the difference between the learning control data YCo and the correction control data YC is less than the predetermined value d2, the absolute value of the difference between the learning control data YBo and the correction control data YB exceeds the predetermined value d3. In addition, when the absolute value of the difference between the learning control data YBo and the correction data YB is less than the predetermined value d4, that is, when the learning should be executed originally, and the control data update count p reaches the predetermined count po. , Whether or not the absolute value of the difference between the learning control data and the correction control data is statistically smaller than that of the last update, and statistically, the absolute value of the difference between the standard control data and the correction control data is It is judged whether the value is small, and if not, it is judged that the learning control data and standard control data are generated based on the driving habit of the driver, and the learning control data , Mark The control data, and corrects the stable side.

44, 45, 46 and 47, the main computer unit 40 learns control data in exactly the same manner as the embodiment shown in FIGS. 10, 11, 12 and 13. Determine whether is required. That is, when the driving simulation is executed in the specific area, the main computer unit 40 determines whether the learning control data is read from the IC card 16 and stored in the RAM 42, and R
When it is determined that it is stored in the AM 42, the learning control data YCo for each control device, the learning programs C1 and C3, D1 to D7, and the virtual travel data Y are read, and according to the learning programs C1 and C3 and D1 to D7. Then, the learning control data YCo is corrected to calculate the correction control data YC.

Next, the main computer unit 4
0 determines whether the absolute value of the difference between the learning control data YCo and the correction control data YC is less than or equal to the predetermined value d1, and when it is NO, that is, the absolute difference between the learning control data YCo and the correction control data YC. When the value exceeds the predetermined value d1,
Further, it is determined whether the absolute value of the difference between the learning control data YCo and the correction control data YC is a predetermined value d2 or more.

As a result, if NO, the main computer unit 40 executes the psychological correction subroutine shown in FIGS. 14 and 15 to calculate the correction parameter z. Further, it is determined whether the flag J is 0, and NO
If it is, it is determined whether the number of updates n is a predetermined number of times or more, and if it is NO, the main computer unit 4
0 executes learning by the traveling control data YC according to the following equation.

YCo = (r1 × z × YCo + YC) / (r1 × z + 1) Then, the update count n is set to n = n + 1, and the RAM 4
2, and the learning subroutine is ended. On the other hand, when the update count n is equal to or greater than the predetermined count no, the main computer unit 40 further determines that the IC card 1
It is determined whether the update count q stored separately from the update count n in the update count storage unit 25 of No. 6 is equal to the predetermined count qo. Here, qo> no.

As a result, in the case of NO, the main computer unit 40 executes learning by the traveling control data YC according to the following equation. YCo = (r2 × z × YCo + YC) / (r2 × z + 1) Then, the number of updates n is set to n = n + 1, and RAM4
2, and the learning subroutine is ended.

On the other hand, the update count q is equal to the predetermined count q
When it is determined that it is equal to o, the main computer unit 40 sets the update count q to q = −1 and further determines whether the learning control data YCo is generated based on the habit of the driver. That is, it is determined whether or not the absolute value of the difference between the learning control data YCo and the correction control data YC is statistically smaller than that at the previous update.

As a result, if YES, the main computer unit 40 executes learning by the traveling control data YC according to the following equation. YCo = (r2 × z × YCo + YC) / (r2 × z + 1) After that, the main computer unit 40 sets the update count n to n = n + 1 and stores it in the RAM 42 as q = q + 1, and the learning subroutine. To finish.

On the other hand, when it is determined that the absolute value of the difference between the learning control data YCo and the correction control data YC is not statistically smaller than that at the last update, the learning control data YCo is Since it is recognized that it was generated based on the habit of the driver's driving operation, changing the control gain of each control device according to such learning control data YCo may rather impair traveling stability. The main computer unit 40 is
Contrary to the driving operation of the driver, the learning control data YCo
Is corrected to the stable side according to the following equation.

YCo = (r3 × z × YCo−YC) / (r3 × z−1) Here, r3 is a predetermined coefficient, and is set to 100 or 200, for example. Thereafter, the main computer unit 40 sets the update count n to n = n + 1
At the same time, q = q + 1 is set, the result is stored in the RAM 42, and the learning subroutine is ended.

On the other hand, when it is determined that the driving simulation is being executed outside the specific area,
The main computer unit 40 reads the learning control data YCo for each control device, the learning programs D1 and D3 to D6, and the virtual traveling data Y in the same manner as shown in FIGS. 10 to 13, and learns the learning program D1. Also, according to D3 to D7, the standard control data YBo is corrected to calculate the corrected control data YB.

Next, the main computer unit 4
0 determines whether the absolute value of the difference between the standard control data YBo and the correction control data YB is less than or equal to the predetermined value d3, and when it is NO, that is, the absolute difference between the standard control data YBo and the correction control data YB. When the value exceeds the predetermined value d3,
Further, it is determined whether the absolute value of the difference between the standard control data YBo and the correction control data YB is a predetermined value d4 or more.

As a result, in the case of NO, the main computer unit 40 executes the psychological correction subroutine shown in FIGS. 14 and 15 to calculate the correction parameter z. Further, it is determined whether the flag J is 0, and NO
If it is, it is determined whether the number of updates n is a predetermined number of times or more, and if it is NO, the main computer unit 4
0 executes learning by the traveling control data YB according to the following equation.

YBo = (m1 × z × YBo + YB) / (m1 × z + 1) Then, the update count n is set to n = n + 1, and the RAM 4
2, and the learning subroutine is ended. On the other hand, when the update count n is equal to or greater than the predetermined count no, the main computer unit 40 further determines whether the update count q is equal to the predetermined count qo. Where qo
> No.

As a result, in the case of NO, the main computer unit 40 executes learning by the traveling control data YB according to the following equation. YBo = (m2 × z × YBo + YB) / (m2 × z + 1) Then, the number of updates n is set to n = n + 1, and the RAM 4
2, and the learning subroutine is ended.

On the other hand, the update count q is equal to the predetermined count q
When it is determined that the number of updates is equal to o, the main computer unit 40 sets the update count q to q = −1, and further determines whether or not the standard control data YBo is generated based on the driver's habit. That is, it is determined whether or not the absolute value of the difference between the standard control data YBo and the correction control data YB is statistically smaller than that at the previous update.

As a result, if YES, the main computer unit 40 executes learning by the traveling control data YB according to the following equation. YBo = (m2 × z × YBo + YB) / (m2 × z + 1) Thereafter, the main computer unit 40 sets the update count n to n = n + 1 and also stores it in the RAM 42 as q = q + 1, and the learning subroutine. To finish. On the other hand, standard control data YBo and correction control data YB
The absolute value of the difference between the
When it is determined that the standard control data YBo has not become smaller, it is recognized that the standard control data YBo was generated based on the driver's driving habit. Therefore, the control gain of each control device is changed according to the standard control data YBo. However, the main computer unit 40 corrects the standard control data YBo to the stable side according to the following equation, contrary to the driving operation of the driver.

YBo = (m3 × z × YBo−YB) / (m3 × z−1) Here, m3 is a predetermined coefficient and is set to 100 or 200, for example. Thereafter, the main computer unit 40 sets the update count n to n = n + 1
At the same time, q = q + 1 is set, the result is stored in the RAM 42, and the learning subroutine is ended.

As described above, according to this embodiment, when it is recognized that the learning control data YCo and the standard control data YBo are generated by the habit of the driver's driving operation, the main computer unit 40 performs the correction control. On the contrary, without executing learning with the data YC and YB,
Since the learning control data YCo and the standard control data YBo are respectively corrected to the stable side, the control gain of each control device is adjusted by the learning control data YCo and the standard control data YBo obtained by the driver's habit of driving operation. It is possible to prevent the driving stability from being impaired by changing the value of.

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. It goes without saying that this is what is done. For example,
In the above-described embodiment, the ROM 41 of the driving simulation device 1 contains 1 for all vehicle types of a specific manufacturer.
Although the setting control data A1 to A5 are stored one by one, one setting control data A1 to A5 may be stored for each vehicle type handled by the dealer.

In the above embodiment, the erasing switch 35 capable of erasing various data stored in the IC card 16 is provided in order to rewrite various data stored in the IC card 16. When it becomes necessary to rewrite various data stored in the memory card 16, if another IC card 16 is used again, it is not necessary to provide the erase switch 35. In that case, the setting control data A1 Through A5, the driving simulation device 1
ROM 81 of automobile 50 without storing it in ROM 81 of
The setting control data A1 to A5 stored in the ROM 81 of the automobile 50 are stored as the standard control data B1 to B5 when the driving simulation is executed for the first time. 20 in the standard control data storage unit 20 of the IC card 16 in advance.
You may make it memorize | store the standard control data B1 thru | or B5 suitable for the vehicle type.

Further, in the above embodiment, as the setting control data, the regional setting control data A1 to A5 for the five areas of the urban area, the urban area, the outlying area, the mountain road and the expressway are used as the standard control data. Department, city area,
The regional standard control data B1 to B5 for the five areas of the suburbs, mountain roads, and highways are used respectively, but the regional divisions of urban areas, urban areas, suburbs, mountain roads, and highways are one example. However, setting control data and standard control data that are more subdivided into regions may be used.
It is also possible to reduce the storage capacity of the ROM 41, the ROM 81 and the IC card 16 by reducing the number of regions.

Further, the learning program and the correction control program are not limited to the learning programs D1 to D7 and the correction control programs E1 to E7 shown in the above-mentioned embodiment, but other learning programs and / or correction control programs. , Or learning programs D1 to D7 and correction control program E
Part of 1 to E7 may be omitted. For example, as a terrain learning program, a program that learns the road friction coefficient of each road in a specific area, a correction control program, a program that corrects standard control data according to the mileage, and a correction control program that relates to the driver's driving operation. A correction control program or the like for correcting the standard control data depending on the vehicle speed V, the yaw rate change, the yaw rate change, the operation speed of the clutch pedal 32, the operation speed of the shift lever 33, etc. may be added. You may make it use only the learning program regarding driving operation.

Furthermore, in the above embodiment, when the data of the unit section to be traveled has not been learned yet, the control data of the time zone in the neighboring unit section is:
When the data is read from the IC card 16 and stored in the RAM 82, the control is executed based on the control data of the neighboring unit section, but the data of the unit section to run is not yet learned. In this case, the control may always be executed according to the standard control data B1 to B5.

Further, in the above-mentioned embodiment, when the number n of updating of the control data in the driving simulation becomes equal to or more than the predetermined number n0, the learning control data YCo and the standard control data YBo are sufficient for the driving characteristics of the driver. The coefficient j1 is determined to be j2, the coefficient j1 is set to m2, and the coefficient r1 is set to r2. However, the number of updates n is larger than no.
When the number of times reaches oo times, these are corrected further, and stepwise according to the control data update number n.
These coefficients may be corrected a plurality of times, and further, these coefficients may be corrected so as to increase little by little as the number n of updates of control data increases.

Further, in the above embodiment, when the driving simulation is executed in the specific area,
When the number of updates n of the learning control data becomes equal to or greater than the predetermined number of times no, it is determined that the learning control data YCo has high reliability, and the coefficient r1 is corrected to a larger coefficient r2. However, according to the driving simulation, when the vehicle travels virtually on a unit section of a certain road in a specific area, the control data update count n is a predetermined count no.
This means that the driving simulation is frequently executed in the unit section, and it can be determined that more detailed learning control should be performed for the unit section. Correcting to a large coefficient r2, or alternatively,
The unit section for reading the virtual traveling data Y, that is, the unit distance may be corrected to be smaller, and more detailed learning may be executed in the unit section in the specific area where the traveling frequency is high. , The number of updates n is
When the number of noo times larger than no is reached, the unit distance for reading the virtual travel data Y again, that is, the unit distance is corrected to be smaller, and the unit distance is gradually changed according to the learning control data update count n. The correction may be performed a plurality of times, or further, the unit distance for reading the travel data D may be gradually decreased as the number n of updates of the learning control data increases. Further, while correcting the unit distance for reading the virtual travel data Y to be small, or in place 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 changed to 9 o'clock. The time may be reduced to 10 o'clock, 10 o'clock to 11 o'clock, and 11 o'clock to 12 o'clock.

Further, in the above-described embodiment, when the driving simulation is started, the driver immediately learns the driving operation. However, if the driver is not accustomed to the driving simulation, the driver does not know the original driving operation. There is a risk that different driving operations may be performed. Therefore, within a predetermined time from the driving operation of the driver during virtual driving in the first or some unit sections in the first or several times of driving simulation or the start of driving simulation. The driving operation of the driver may be not stored.

Furthermore, in the above embodiment, the heart rate α and the pulse rate β of the driver are set in the psychological correction subroutine.
To detect the driver's psychological state,
Instead of the heart rate α and the pulse rate β, or instead of one of them, other parameters that can estimate the psychological state of the driver, such as blood pressure and sweating state, are used to detect the psychological state of the driver. May be.

In the above embodiment, both the learning control data correction and the standard control data correction are performed when determining whether or not the driver's psychological state is disturbed in the psychological correction subroutine. ,
Although the same predetermined values Δα1, Δα2, Δβ1 and Δβ2 are used, these predetermined values may be set to different values when the learning control data is corrected and when the standard control data is corrected. .

Furthermore, in the above embodiment, when the weather correction data is generated, the heart rate α of the driver is
In addition, when the traffic congestion correction data is generated, the blood pressure γ of the driver is detected, and the correction data is generated based on the detected blood pressure γ. According to medical data of
Even if the weather correction data is generated, according to one or more medical data other than the blood pressure γ of the driver,
The traffic jam correction data may be generated.

Further, in the above embodiment, the same weather correction data is generated in the case of rain and in the case of snowfall, but the rainwater correction data and the snowfall correction data are separately provided. It may be generated. Further, in the above-described embodiment, the weather correction data and the traffic jam correction data are superimposed on the image showing the virtual traveling area with the image showing the rainy or snowy state and the image showing the traffic jam, respectively, for a predetermined time. Then, it is displayed on the screen 4 and is generated, but even from a certain point in time, such an image is displayed to generate the weather correction data and the traffic congestion correction data. Good.

Further, in the above embodiment, the obstacle correction data and the eyepoint correction data are displayed once on the screen 4 by displaying the images of the obstacle and the sideways, etc. once in one driving simulation. However, the image may be generated by displaying such an image on the screen 4 several times in one driving simulation. In that case, the deviation dv (i) up to that time is generated.
And DV (i) sum Σdv (i) and ΣDV (i)
Is stored in the RAM 42 of the driving simulation apparatus 1 together with the number of times N the subroutine is executed, and is stored in the correction data storage unit 24 and the update count storage unit 25 of the IC card 16 prior to the end of the driving simulation.

Further, in the above-described embodiment, the entire peripheral wall covering the driving simulation device 1 is used as the screen 4 to display an image corresponding to a virtual running place. The portion may be formed by a screen so that an image corresponding to the virtual traveling place is displayed.

In the above embodiment, the learning programs C1 to C3 are stored in the first learning program storage unit 22 of the IC card 16, and the learning programs D1 to D7 are stored in the second learning program storage unit of the IC card 16. Although stored in 23, learning programs C1 to C
3 and the learning programs D1 to D7 may be stored in the RAM 42 of the driving simulation device 1.

Furthermore, in the above embodiment, the CD-R
The OM stores the topographical condition of each road in the specific area, and when the CD-ROM reader 12 reads the topographical condition to carry out the driving simulation, the vehicle body control mechanism 13 causes the vehicle body 2 to detect each road. It is controlled so that external force corresponding to the terrain condition of the
The topographical condition of each road in the specific area may be read from a data source other than the above. For example, the data source that stores the image of each road in the specific area may also read the topographical condition of each road in the specific area. When stored, the image signal receiver 36 receives the signal indicating the terrain state together with the image signal, reads the signal, and accordingly outputs the vehicle body control signal to the vehicle body control mechanism 13. Good.

Further, FIG. 44, FIG. 45, FIG. 46 and FIG.
In the embodiment of learning control shown in FIG. 7, it is determined whether or not the number of updates q of the control data YBo and YCo has reached a predetermined number qo, and when it is determined that the predetermined number qo has been reached, the driver It is determined by learning control whether the absolute value of the difference between the control data YBo, YCo and the correction control data YB, YC is small, and the virtual traveling data Y is If it is determined that it was obtained by the habit of the driver, and if it is determined that it was obtained by the habit of the driver, the control data YBo and YCo are corrected to the stable side, contrary to the driving operation of the driver. However, the control data YBo, Y is set so that the correction amount becomes smaller than the correction that should normally be made by the learning control.
It suffices that Co is corrected. For example, even if the control data YBo and YCo are corrected to be predetermined control data instead, correction by learning control is stopped. In addition, even if correction is performed by learning control according to the driving operation of the driver, the correction amount may be corrected so as to be small. In this specification, the small correction amount means all of these cases. Includes.

Further, in the embodiment of the learning control shown in FIGS. 44, 45, 46 and 47, the learning control is waited until the number of updates q of the control data YBo, YCo reaches a predetermined number qo. Therefore, if the absolute value of the difference between the control data YCo and the correction data YC is not statistically small, it is determined that the virtual travel data Y is obtained by the habit of the driver, and the driving of the driver is performed. Contrary to the operation, the control data YBo and YCo are corrected to the stable side. Instead of this, the control data YBo and YCo are determined as follows to determine the habit of the driver's driving operation.
You may correct Bo and YCo. That is, when the control data YBo and YCo are to be corrected, the update count q of the control data YBo and YCo is smaller than the predetermined count qo and larger than the predetermined count no.
Control data YB according to the following equation,
Correct o and YCo to a greater extent (where m4 <m
2, r4 <r2. ).

YBo = (m4 × YBo + YB) / (m4 + 1) YCo = (r4 × YCo + YC) / (r4 + 1) In the next learning cycle, the absolute value of the difference between the standard control data YBo and the virtual travel data Y is predetermined. It is determined whether or not the value exceeds a predetermined value d5 which is larger than the value d3 and is smaller than the predetermined value d4.

As a result, in the case of YES, even though the standard control data YBo was largely corrected last time, no change in the driving operation situation of the driver was still recognized, and the virtual running data Y and the standard control data YBo were not recognized. Since the absolute value of the difference between and is large and the obtained virtual travel data Y can be determined to have been obtained by the driver's habit, it is possible to reduce the correction amount of the standard control data YBo for the driving operation of the driver. Since it is desirable to improve the running stability, the control data YBo is corrected according to the following equation. Here, m5> m2.

YBo = (m5 × YBo + YB) / (m5 + 1) Further, the absolute value of the difference between the learning control data YCo and the virtual travel data Y exceeds the predetermined value d6 which is larger than the predetermined value d1 and is smaller than the predetermined value d2. In this case as well, it is possible to determine that the obtained virtual traveling data Y is obtained by the driver's habit, so it is effective to reduce the correction amount of the learning control data YCo for the driving operation of the driver. Since it is desirable to improve the property, the control data YCo is corrected according to the following equation. Where r5
> R2.

YCo = (r5 × YCo + YC) / (r5 + 1) On the other hand, the absolute value of the difference between the standard control data YBo and the virtual travel data Y in the next learning cycle is a predetermined value d.
If it is less than the predetermined value d5 or less than the predetermined value d3 although it exceeds 3, the previous control data YBo has been largely corrected as a result of the standard control data YBo.
However, since it can be determined that the driver's driving operation in the previous time is not based on the habit, the normal learning control may be executed. , The standard control data YBo is corrected as usual.

YBo = (m2 × YBo + YB) / (m2 + 1) Also, when the absolute value of the difference between the learning control data YCo and the virtual travel data Y exceeds the predetermined value d5 but is less than the predetermined value d8, Similarly, as usual, according to
The learning control data YCo is corrected. YCo = (r2 × YCo + YC) / (r2 + 1) In this way, when judging the driver's habit,
It is possible to determine whether or not the driving operation of the driver is due to a habit faster, and by the habit of the driver,
There is an advantage that it is possible to prevent generation of unfavorable control data. In the next learning cycle, the correction amount may be gradually reduced when the driver's operation is determined to be habitless.

Further, in the embodiment shown in FIGS. 1 to 43, only the correction of the coefficient is performed so that the correction amount by learning becomes small when the number of updates n reaches the predetermined number of times no. On the other hand, FIG. 44, FIG. 45, FIG.
And in the embodiment shown in FIG. 47, the number of updates n
However, when the predetermined number of times is no, the coefficient is corrected so that the correction amount by learning becomes small, and when the number of updates q becomes a predetermined number of times qo larger than the predetermined number of times no If it is determined that it is a habit, the correction is performed on the stable side, but if qo = no is set and the number of updates n reaches a predetermined number of times no, a habit determination is performed first. When it is determined that it is not habit, it is determined by the learning control that the control data has a characteristic that sufficiently matches the driving characteristic of the driver,
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, in the above embodiment, as shown in FIGS. 18 and 19, for example, ACS correction data x1 and x2 are calculated according to a single curve, respectively. As shown in FIGS. 48 and 49, a map corresponding to each area is stored, and the main computer unit 40, based on the navigation signal input from the position calculating computer unit 83, curves of the corresponding area. May be selected to calculate ACS correction data x1 and x2, for example, and the same applies to the correction programs E5 to E7.

(Second Embodiment) FIG. 50 is a block diagram of a learning characteristic information forming vehicle 100 for generating learning characteristic information for forming a characteristic of a target vehicle by actually causing a driver to perform learning driving. It is a figure, and this learning characteristic information forming automobile 100 is owned by a dealer who sells the automobile, and is designed and manufactured with a dedicated specification suitable for generating learning characteristic information.

As shown in FIG. 50, the learning characteristic information forming automobile 100 is constructed so that it can be actually driven by the driver, and the program stored in the IC card 16 having the same configuration as that of the embodiment is read and based on this program. Learn the terrain situation and the driving operation of the driver, generate learning characteristic information and store it in the IC card, rewrite the learning characteristic information stored in the IC card, and set characteristic information stored in the IC card. It is configured to rewrite.

Since the characteristic information forming vehicle 100 travels on an actual road to form characteristic information, unlike the previous example and the simulation apparatus, the screen 4 for creating a virtual traveling state, and the simulation for executing the simulation. It is not equipped with a vehicle body control mechanism for creating a state in which the means for inputting the traveling area, vibration, vehicle body posture, and sensory acceleration generated on the vehicle body, that is, the sensory acceleration of the driver, etc., are close to the actual traveling environment. However, unlike the simulator, the equipment for running other than the equipment for performing the learning control, that is, the engine, the transmission, etc. similar to those of a normal vehicle are equipped with the same specifications as the target vehicle.

The structure of the characteristic information forming automobile 100 is basically the same as that of the target automobile of the first embodiment. That is, a traveling device for actually traveling is mounted and various control devices for controlling this device are provided. The operation system, detection system, and control system of the characteristic information changing vehicle 100 are configured as follows (see FIG. 51).

The operating system of the learning characteristic information generating automobile 100 is the steering wheel 103 and the accelerator pedal 13.
0, the brake pedal 131, the clutch pedal 132, the shift lever 133, the manual switch 111 operated by the driver to change the gain of each part control device, and to erase the data stored in the IC card 16. , An erase switch 135, a start / end switch 185 for instructing the start and end of the learning operation, and the like.

The detection system of the learning characteristic information forming automobile 100 includes at least a steering angle sensor 104 for detecting the steering angle of the steering wheel, an engine speed sensor, a vehicle speed sensor, and a vertical acceleration sensor, as in a normal automobile. A lateral acceleration sensor, a wheel speed sensor for detecting the wheel speeds of the four wheels,
A sensor 36 including a brake pressure sensor that detects the brake hydraulic pressure of the four brake cylinders, a turning ratio sensor that detects the turning ratio of the rear wheel 177 to the front wheel 172, and the like.

[0299] Further, the learning characteristic information forming automobile 10
The detection system of 0 includes driver medical data detection means 10
8. An IC card reader 109 capable of reading various data and programs stored in the IC card 16,
The position detection sensor 146, the position detection computer unit 147, the display 148, and the like described above are provided. The position detecting computer unit 147 also stores map information.

Further, as a detection system, by the learning operation,
When it is necessary to change the characteristic information, a timer 138 for changing them at a predetermined timing, and a timer 1 used when generating correction data described later.
39 and a clock 134 are also provided. In addition, the timer 13
Although one 8 is provided for each control device, only one timer 138 is shown in FIG. 51.

The control system of the learning characteristic information forming automobile 100 includes an engine control unit 110, a power steering control unit 112, an active suspension control unit 113, and an antilock / braking control unit 12.
8, a traction control device 129, a four-wheel steering control device 117, a gear ratio control device 137, and a main computer unit 140 for controlling these control devices and other devices are provided.

In this control system, the equipment for exerting the learning characteristic information generating function is the same as that equipped in the simulation apparatus in the first embodiment, and the equipment necessary for traveling is the same as that of the target vehicle in the first embodiment. It is similar to the one. The configuration of the target vehicle is the same as that of the first embodiment and the characteristic information forming vehicle 100, and thus the description thereof is omitted.

Further, the contents of the characteristic information of the automobile generated by learning and the information input to the target automobile via the IC card 16 and the procedure for transferring the information are the same as in the first embodiment. The contents of the learning program, the correction control program, etc. are the same as in the first embodiment. In this example, as in the previous example, the characteristic information can be formed by performing learning driving by utilizing the vehicle for changing characteristic information for a common target vehicle. There is no need to install a dedicated RAM.

(Third Embodiment) According to the present embodiment, when the owner driver purchases a car, the owner driver purchases a characteristic information forming means 240, an instruction manual 261, and a data input item list 262. And an IC card 260 for writing data from the characteristic information forming means 240.
And provide.

Before the driver arrives at the new car, the driver reads the instruction manual 261 and then determines the characteristics (gender, age, car history, etc.) related to driving and the desired car performance (driability). , Ride comfort, fuel consumption), and the usage state (usage environment, usage conditions) of using the vehicle, and the like, according to the data input item list 262, data of a plurality of input items used to form the characteristics of the control device of the vehicle is used as characteristic information. It is input to the forming means 240 and stored in the IC card 260.

Next, after the arrival of the automobile, the data read from the IC card 260 is transferred to the main control unit 221 of the automobile while the IC card 260 in which the data is written is attached to the IC card connector 224 provided in the automobile. Input, data processing is performed by a predetermined characteristic change processing program of the main control unit 221, and an engine control device, a power steering control device, an active suspension control device, and
Four (final) control gain correction coefficients for changing respective preset characteristics in the wheel steering control device are obtained, and control gain change signals corresponding to these four control gain correction coefficients are sent to the engine control device and the power steering. The gains are changed by supplying them to the control device, the active suspension control device, and the four-wheel steering control device, respectively.

[0307] This enables driving, steering, steering, and
The suspension characteristics can be adjusted according to the characteristic data unique to the driver to make the vehicle easy-ordered. Next, details of the entire configuration of the vehicle, the control system, the characteristic information changing means and the control system, and the characteristic change control will be described in order. However, the following description includes both the description of the characteristic changing device and the characteristic changing method.

As shown in FIG. 52, at least the engine 202, the automatic transmission 203,
Front wheels 204f and rear wheels 204r, steering handle 205,
Active suspension device 206, rear wheel steering device 2
07, a power steering device 208, front and rear wheel brake devices 209, an air conditioner 219, and the like are provided. Further, in the target vehicle 201, at least the engine 20 is used as each unit control device included in the vehicle control device.
The engine control device 210 (EGI) for controlling the intake air amount, the ignition timing, the fuel injection amount, etc. of the No. 2 with preset characteristics (base characteristics) and the active suspension device 206 of the front wheels 203 and the rear wheels 204 are preset. Four-wheel steering control that controls the active suspension control device 211 (ACS) that controls with the set characteristic (base characteristic) and the rear wheel steering device 207 that steers the rear wheels 4 with the preset characteristic (base characteristic) Device 212 (4WS) and power steering device 208 for assisting the steering wheel 5.
A power steering control device 213 (P / S) for controlling the temperature control with a preset characteristic (base characteristic) and other control units (214 to 218) shown in FIG. 53 are provided. Note that the respective controls executed by the control devices 210 to 213 are general ones, and a description thereof will be omitted.

Next, the control system of the characteristic changing device is shown in FIG.
3 and FIG. 54 will be described. The characteristic changing device 220
A characteristic information forming device 240 provided to the driver, an IC card 260 for storing the data for changing the characteristic input or created by the characteristic information forming device 240,
The IC card connector 224 incorporated in the instrument panel of the target automobile 201, which is the IC card 26
An IC card connector 224 to which 0 can be detachably connected and data can be exchanged, a main control unit 221 incorporated in the automobile 1, a ROM 222 and a RAM 223.
A display 225 and a display controller 225a incorporated in the instrument panel near the connector 224, and sensors 228 to 233.
Cancel switch 226 and erase switch 22
7, etc., and are connected as shown.

The main control unit 221 includes two microcomputers (including a CPU, a ROM and a RAM), an input / output interface, and a plurality of drive circuits D.
A control program corresponding to a plurality of control units as described below is input and stored in advance in a ROM of the microcomputer, and a RAM of the microcomputer stores a control program of the plurality of control units. Various types of memory required for this purpose (buffers, memory, flags, counters, etc.)
Is provided, and the input / output interface is
A conversion circuit and a shaping circuit for A / D converting the signals from the sensors and shaping the waveform are provided.

As the plurality of control units, an engine control unit 210a, a transmission control unit 214a, a brake control unit 2
15, a traction control unit 216 that performs slip control on the engine 202 and the brake device 209, an ABS control unit 217 that performs anti-lock braking control on the brake device 209, and an active suspension unit (ACS) that controls the active suspension device 206.
211), a power steering control unit (P / S 213) that controls the power steering device 208, a rear wheel steering control unit (4WS212) that controls the rear wheel steering device 207,
An air conditioning controller 218 that controls the air conditioner 219 is provided.

The engine control unit 210 is composed of an engine control unit 210a and an engine dedicated control unit 210b for controlling the engine 2 in response to a control signal from the engine control unit 210a and signals from sensors not shown in the figure. The machine control device 214 is composed of a transmission control section 214a and a transmission-dedicated control unit 214b which receives a control signal from the transmission control section 214a and signals from sensors (not shown) and performs shift control on the automatic transmission AT. There is.

The ROM 222 connected to the main control unit 221 previously stores a control program for characteristic change control and its associated display control, which will be described later, and the RAM 223 stores the characteristic change control and display control. Various necessary memories are provided. Further, the main control unit 221 includes a vehicle speed sensor 228 that detects the vehicle speed V of the automobile 201, a steering angle sensor 229 that detects the steering angle θh of the steering wheel 205, a μ sensor 230 that detects the friction coefficient μ of the road surface, and a vehicle body. Vertical acceleration G that acts
Sensors such as a vertical acceleration sensor 231 for detecting v, a wheel speed sensor 232 including four sensors for detecting wheel speeds Vw of front and rear wheels, and a yaw rate sensor 233 for detecting yaw rate ψv of the vehicle body are connected. .

The cancel switch 226 is used to invalidate the data read from the IC card 260, and the erase switch 227 is used by the dealer for the automobile 2
This is for erasing the data in the RAM 223 when 01 is traded in. Next, the characteristic information forming device 240
The control system thereof, the data for changing the characteristic input by the characteristic information forming device 240, and the like will be described.

As shown in FIGS. 54 to 56, the characteristic information forming device 240 is provided by the dealer to the owner driver who purchased the automobile. At the bottom of the characteristic information forming device 240, an IC card connector 24 to which an IC card 260 can be detachably attached and data can be exchanged.
1 is provided, a keyboard 242 is provided at the front of the characteristic information forming device 240, and a metallic name plate 243 on the rear side of the keyboard 242 has a vehicle body number, a manufacturing date, an owner's name, and a manufacturer name. This nameplate 243
On the rear side, a liquid crystal display 2 that can display multiple lines
44 are provided. This characteristic information forming device 240
Is configured so that the current date (year, month, day) and time are displayed on the display 244 when the IC card 260 is not mounted, and can be used as a calendar and clock.

The IC card 260 is a RAM card that can store digital signals in a writable and readable manner.
The card 260 is provided with a memory for storing the data input by the characteristic information forming device 240. In addition, IC
Predetermined information is also written on the surface of the card 260.
As shown in FIG. 55, the keyboard 242 of the characteristic information forming device 240 has a main switch 45 and a start key 24.
6, the end key 247, the alphabet keys 248 of “A” to “I”, and the number keys 249 of “0” to “9”.
, A decimal point key, a clear key (C key) 250, and an all clear key (AC key) 251 are provided.

Next, the control system of the characteristic information forming device 240 will be described with reference to FIG. The control unit 252 of the characteristic information forming device 240 includes a CPU 253 and an R
It includes a microcomputer including an OM 254 and a RAM 255, an input / output interface 256, a display controller 257 for controlling the display 244, a main switch 245, and a keyboard 242.
Character keys 248 and number keys 249, a start switch 246, an end switch 247, a clear key 50,
All clear key 51 and IC card connector 241
And a display controller 257 are connected to the input / output interface 256. ROM 25
Reference numeral 4 denotes a control program for data input control, which will be described later, and a display control associated therewith, date and time arithmetic control for counting the clock signal of the CPU 253 to calculate the current date (year, month, day) and time, and the date associated therewith. A control program for time display control is input and stored in advance, and the RAM 255 is provided with memories necessary for these controls.

Next, the instruction manual 261 and the data input item list 262 provided to the driver together with the characteristic information forming device 240 will be described with reference to FIGS. 57 and 58. The instruction manual 261 is used for the characteristic information forming apparatus 2
This is a manual explaining how to use 40, and since it will be generally apparent from the following description, detailed description will be omitted. The data input item list 262 describes data input items and instructions for data input in each of a plurality (for example, five types) of data input patterns, and the data input item list 262a in the first input pattern is As illustrated in FIG. 58.

In the data input item in this first input pattern, the question and answer columns and data input of the five small items (gender, age, vehicle history, number of vehicles owned, usage pattern) relating to the owner driver in item A of the input item. Format, three question items (temperature, place, altitude) related to use environment in input item B, data entry format, and two small items related to use condition in input item C (main usage, Question and answer section of main passenger) and data input format,
The question and answer fields and the data input format of three small items (drivability, riding comfort, fuel efficiency) related to desired performance in the input item D are described.

Next, the control gain correction coefficient corresponding to the data input item in the first pattern will be described. The control gain correction coefficients corresponding to the 5 subitems of the A term are as shown in Table 5, and correspond to the 3 subitems of the B term, 2 subitems of the C term, and 3 subitems of the D term. The control gain correction coefficient is as shown in Table 6, and the contents of Table 5 and Table 6 are stored in advance in the ROM 222 as a table accompanying the control gain change control program of the ROM 222, and the characteristic information forming device 240 ROM 2
It is also stored in the ROM 254 as a table associated with the data input control program 54.

Basically, the control gain correction coefficient is set in the range of 0.8 to 1.2, as can be seen from Table 6, from the viewpoint of preventing a large change in the control gain of the automobile. However, it is not limited to this range. Where EG
Regarding the characteristic of I210, the control gain “small” is in the low fuel consumption direction, and the control gain “large” is in the power increasing direction. ACS
Regarding the control gain of 211, the control gain “small” is the riding comfort increasing direction (soft direction), and the control gain “large” is the steering stability increasing direction (hard direction). 4WS21
Regarding the control gains of 2, the control gain “small” is the small turning property increasing direction (negative phase gain increasing direction), and the control gain “large”.
Is a direction in which steering stability is improved (in-phase gain increasing direction).

Regarding the control gain of P / S 213, the control gain “small” is the direction in which the steering force is light, and the control gain “large” is the direction in which the steering force is heavy. 5 of A of Table 5
The control gain correction coefficient for the small items is EGI210 and ACS.
The correction coefficient commonly set for the 211, 4WS 212, and P / S 213 is a common control gain correction coefficient for correcting the correction component determined by the control gain correction coefficient in Table 6, and B in Table 6 The control gain correction coefficients for the terms C, C, and D are EGI 210, ACS 211, and 4WS2.
12 and P / S 213, which are correction coefficients set independently of each other, are also called individual control gain correction coefficients.

Next, regarding the control gain correction coefficients illustrated in Table 5, as a general tendency, the correction coefficient "small" is in the direction of decreasing the control gain correction amount, that is, the direction of approaching the base characteristic,
The correction coefficient “large” is in the direction of increasing the control gain correction amount, that is, in the direction away from the base characteristic.
For those with a vehicle history of less than 1.5 years, the control gain correction coefficient is set to a small value in view of the fact that they are not very good at driving. The control gain correction coefficient is set to a large value in view of the fact that the The coefficient is set small.

Next, regarding the control gain correction coefficient illustrated in Table 6, considering the low μ and the decrease in oil viscosity in the cold district, and for the commuting type, the sense of saloon car is increased,
The control gain correction coefficient is set from the viewpoints of improving the steering stability and sports car orientation for leisure use, and improving fuel economy and quick turnability for shopping and sales. Here, the data input item list 262 of FIG.
In the fields for inputting “0” and “1” in the data input item of a, that is, for the first small item and the D item of the B item of Table 5 and the B item of Table 6, the control gain correction coefficient is And Table 6
From a1 to a5, b1, and d1 to d3, one is decided respectively, but the column for inputting the "rank", that is,
For the second sub-item, the third sub-item of item B and the item C of table 6, the value of the control gain correction coefficient of table 6 is used, and the weight of the order is added as follows, and the control gain correction coefficient Is determined by calculation. In this case, 40% weight is given to the first rank, 30% weight is given to the second rank, 20% weight is given to the third rank, and 10% weight is given to the fourth rank. The coefficient is calculated.

For example, in the second subitem of item B, if the ranking is urban (1st), suburbs (2nd), rural (3rd), mountainous (4th), The control gain correction coefficient b2 of the two small items is calculated as follows by weighting b21 to b24. b2 = 0.4 × b21 + 0.3 × b22 + 0.2 × b23 + 0.1 × b24 In addition, this calculation is EGI10, ACS11, 4WS1.
2, P / S13 is performed for each control gain correction coefficient.

Control gain correction coefficient b of the third subitem of item B
3 is also weighted in the same manner as described above, and EGI21
0, ACS211, 4WS212, P / S213 is calculated for each control gain correction coefficient, and the control gain correction coefficient c1 of the first small item of the C term is also the correction coefficients c11 to c1.
4 is used to add the weighting of the order as described above, and
I210, ACS211, 4WS212, P / S213
The control gain correction coefficient c2 of the second small item of the C term is also calculated for each control gain correction coefficient
~ C24 is used to add the weighting of the order as described above, and EGI210, ACS211, 4WS212, P /
It is calculated for each control gain correction coefficient in S213.

Next, the characteristic information forming device 240 is operated to operate the EGI 210, A which is a part of the automobile control device.
A data input control routine for inputting data for setting a preset base characteristic to each of the CS 211, 4WS 212, and P / S 213 will be described with reference to FIGS. 59 and 60. In the flow chart, Si
(I = 1, 2, 3 ...) Shows each step.

When the control is started by turning on the start key 246, it is judged whether the IC card 260 is attached to the IC card connector 241 (S1).
2, the current date and time and a message prompting the user to mount the IC card 260 are displayed on the display 244, and then the process returns to S1. When the IC card 260 is attached, the data stored in the IC card 260 is read and stored in the RAM 55 in S3.

When the IC card 260 previously stores the data, the IC card 260 stores the previous data. However, when the IC card 260 is used for the first time this time, in the case of the present embodiment, the IC card 26
No data is stored in 0, but it is possible to store data relating to the base characteristic of each control device or control units 210 to 218, or data of a base correction coefficient for correcting the base characteristic.

Next, the input item number i (i = A, B, C, D) in the data input item list 262a is set to "1" corresponding to "A" (S4), and then the input small item The number j (j = 1 to 5 (Max)) is set to "1" corresponding to "(1)" (S5), and next, in S6, the input item number i and the input minor item number j are Display 4
4 is displayed.

Next, it is judged whether or not there is data input (S
7) When there is no data input, S6 is repeated. When data is input, it is determined whether or not there is a data error (S
8) If there is a data error, display 44
An error message is displayed on the screen (S9), and the process returns to S4.
When there is no data error, the input data is stored in the RAM 255 in S10.
The address of 55 is designated by the address pointer A (i, j).

Next, the input small item number j is incremented (S11), and then the input small item number j is the maximum value Max (i) in the input item number i (for example, "5" in the item A,
In item B, it is determined whether or not it is larger than "3", ... (S)
12), since it is No at first, the process moves to S6 and S6 to S1.
2 is repeated. As described above, the data input to the A term is, for example, as follows.

"A", "1", "1", "0",
"2", "0", "0", "1", "0", "3",
"0", "1", "0", "4", "1", "0",
"5", "1", "0" Next, if the result of the determination in S12 is that the input small item number j becomes larger than the maximum value Max (i) in the input item number i, S
13, the input item number i is incremented in the order of B, C, D, and then in S14, the input item number i
Is greater than the maximum value Max corresponding to "D". Since it is No at first, the process proceeds to S5 and S5 to S1.
When 2 and S13 are repeated and the input of all the data of the data input item list 262a is completed in this way, it is determined in S15 whether or not the end key 247 is operated. If No, the end key 2 in S16.
When a message prompting the operation of 47 is displayed on the display 244 and steps S15 to S16 are repeated and input from the end key 247, the process proceeds to step S17 of FIG. When inputting data, the clear key 250 is operated to clear the latest input data.

Next, in S17 of FIG. 60, since all the input data are displayed on the display 244, all the data can be checked based on the display. If the input data is incorrect or if you want to change the data, operate the all clear key 251 and the RAM 25
All the data stored in 5 are erased, and the process returns to S4.

If the all clear key 251 is not operated, the same data as all the data stored in the RAM 255 in S20 is stored in the IC card 260. Next, in S21, RA is input as described above.
Using the data stored in M255, EGI210,
Control gain correction coefficients b2e, b2a, b2w, b2p for ACS211, 4WS212, P / S213,
Control gain correction coefficients b3e, b3a, b3w, b3p
And control gain correction coefficients c1e, c1a, c1w, c1
p and control gain correction coefficients c2e, c2a, c2w, c
2p is calculated by adding the weighting of the rank as described above. At the end, "e", "a", "w", "p"
Are subscripts indicating EGI, ACS, 4WS, and P / S, respectively.

Thus, from the input data and the calculation result of S21, EGI210, ACS211, 4WS21
2, the control gain correction coefficients of all items in Table 6 regarding P / S 213 are determined. That is, b1e, b2e, b3e, c are set as the control gain correction coefficients for all the items of the EGI 10.
1e, c2e, d1e, d2e, d3e are determined, AC
The same applies to the control gain correction coefficients of S211, 4WS212, and P / S213.

Next, in S22, the EGI 210 and ACS 21 are calculated using the control gain correction coefficients of all the items in Table 6.
The composite control gain correction coefficients Ke, Ka, Kw, and Kp of 1, 4WS212 and P / S213 are calculated by the following equations. Ke = b1e × b2e × b3e × c1e × c2e × d1e × d2e × d3e Ka = b1a × b2a × b3a × c1a × c2a × d1a × d2a × d3a Kw = b1w × b2w × b3w × c1w × c2w × d1w d3w Kp = b1p × b2p × b3p × c1p × c2p × d1p × d2p × d3p Next, in S23, the composite control gain correction coefficient Ke,
By multiplying the correction amount components of Ka, Kw, and Kp by the control gain correction coefficients a1 to a5 of Table 5, respectively,
210, ACS211, 4WS212, P / S213 final control gain correction coefficients FKe, FKa, FKw, FK
p is calculated by the following equation.

FKe = 1.0 + (Ke-1.0) * a1 * a2 * a3 * a4 * a5 FKa = 1.0 + (Ka-1.0) * a1 * a2 * a3 * a4 * a5 FKw = 1 0.0+ (Kw-1.0) * a1 * a2 * a3 * a4 * a5 FKp = 1.0 + (Kp-1.0) * a1 * a2 * a3 * a4 * a5 Next, in S24, the final control gain. Correction coefficient FK
e, FKa, FKw, FKp are stored in the memory of the RAM 255, and next, in S25, if there is previous data, the last and current final control gain correction coefficients FKe, FKa, FKw, stored in the RAM 255, FKp
And the general comment are displayed on the display 244 as shown in FIG. 61, and the data input control described above ends.

A supplementary explanation will be given regarding the display in S25. In the RAM 255, a previous data storage unit that stores data of last set control gain correction coefficients FKe, FKa, FKw, and FKp, and data of last set control gain correction coefficients FKe, FKa, FKw, and FKp. And a data storage unit for storing the current time.

Based on the data of the final control gain correction coefficient in the previous data storage section of the RAM 255 and the data of the final control gain correction coefficient in the current data storage section, as shown in FIG. (By displaying these in parallel, the control gain gap before and after the change is also displayed) is displayed on the display 244 as a bar graph, and the correction coefficient “1.0” corresponding to the base characteristic is displayed. Level is displayed as a horizontal dotted line, and the comment of the general comment is also displayed. It should be noted that the correction coefficient based on the previous data is displayed with "old", the correction coefficient based on the current data is displayed with "new", and other accompanying information for promoting understanding is also included. Is displayed.

Regarding the technology for displaying the above-mentioned general comments, the control gain of the EGI 210 is small, medium, and large, and "low fuel consumption", "normal", "power increase", and the control gain of ACS 211 is small, medium, and large. "Improved riding comfort", "normal", "improved steering stability", corresponding to the small, medium, and large control gains of 4WS212 "improved turning performance", "normal", "improved steering stability", P / S213 Corresponding to small, medium, and large control gains, display data such as "light steering force", "normal", and "steering force heavy" and display data for messages that are always displayed are attached to the display control program of the ROM 254. Are stored in advance, and the various display messages described above are selected and displayed according to the characteristics.

Next, the characteristic change control executed by the main control unit 221 will be described with reference to FIGS. 62 and 63. In the figure, Si (i = 1, 2, ...) Shows each step. This characteristic change control includes a control gain correction coefficient calculation process shown in FIG. 62 and a characteristic confirmation process shown in FIG. 63. The control gain correction coefficient calculation processing is processing for mounting the IC card 260 on the IC card connector 224 of the automobile and calculating a composite final control gain correction coefficient using the data read from the IC card 260 into the RAM 223.

When control is started by turning on the ignition switch of the automobile 201, it is determined whether or not the accessory mode (engine stop state) is set based on the signal of the ignition switch supplied from the EGI 210 (S
1) After waiting until the result becomes Yes, when the accessory mode is entered, it is determined whether or not the IC card 260 is attached to the connector 224 (S2). If the determination is No, the IC card 260 is attached in S3. A prompting message is displayed on the display 225, then in S4, the soft timer starts counting from the first No determination in S2, and it is determined whether or not a predetermined time has elapsed. If the predetermined time has not elapsed, the process returns to S2, When a predetermined time (for example, 60 seconds) has elapsed without mounting the IC card 260, this processing control ends. In this case, the control based on the base characteristic is executed without changing the characteristic.

On the other hand, if the result of the determination in S2 is Yes,
In S5, the process of reading the data of the IC card 260 is executed, and the read data is stored in the memory of the current data storage unit of the RAM 223. Next, S6 to S9 are executed, and these steps are performed in S2 of FIG.
The description is omitted because it is the same as the steps 1 to S24. In S9, the data of the final control gain correction coefficient is stored in the memory of the current data storage unit of the RAM 223. Then, after S9, in S10, final control gain correction coefficients FKe, FKa, FKw, FKp.
The flag FG indicating that the calculation is completed is set, and the control gain correction coefficient calculation process ends.

The final control gain correction coefficients FKe, FKa, FKw, calculated by the characteristic information forming device 240,
When the FKp data is stored in the IC card 260, steps S6 to S9 can be omitted. Next, based on the flowchart of FIG. 63, the EGI is determined by the final control gain correction coefficients FKe, FKa, FKw, and FKp obtained by the control gain correction coefficient calculation process.
A characteristic changing process for changing the characteristics of 210, ACS 211, 4WS 212, and P / S 213 will be described.

When this characteristic changing process is started when the ignition switch is turned on, the vehicle speed sensor 228, the steering angle sensor 229, the μ sensor 230, and the vertical acceleration sensor 23.
Various signals including the detection signals from 1 and 1 are read (S2
0) Next, in S21, it is determined whether or not the flag FG is in the set state. When the flag is set, the process proceeds to S22, and when not set, the process proceeds to S27.

Next, it is determined whether or not the engine 2 is operating (S22), the process returns to S21 if it is not operating, and moves to S23 if it is operating. In S23, it is determined based on the detection signals from the vehicle speed sensor 228 and the steering angle sensor 229 whether or not the vehicle is in a sharp turn, and in S24, based on the detection signals from the vertical acceleration sensor 231 whether or not the vehicle is traveling on a rough road. In S25, it is determined based on the detection signal from the μ sensor 230 whether or not the vehicle is traveling on a low μ road, and the vehicle is not in a sharp turning state, is not traveling on a bad road, and is not traveling on a low μ road. On the condition of, the process proceeds to S26.

At S26, four sets of characteristic change signals corresponding to the final control gain correction coefficients FKe, FKa, FKw, FKp are calculated, and the four sets of characteristic change signals are EGI.
210, ACS211, 4WS212, P / S213, respectively, and the base characteristic is changed based on the characteristic change signal. During the operation of the engine, the characteristic change signal is transmitted every minute time, EGI210, ACS211, 4WS2.
12 and P / S 213, respectively.

On the other hand, when the flag FG is in the reset state, when the vehicle is making a sharp turn, traveling on a rough road, or traveling on a low μ road, the process proceeds to S27 and the output of the characteristic change signal is prohibited. Therefore, EGI210, ACS211, 4WS21
2. In P / S213, control is performed according to the base characteristic that has been changed in advance. The IC card 26
When the processing control is ended without mounting 0, or when the cancel switch 226 is turned on, the control by the base characteristic is performed as in the case where the output of the characteristic change signal is prohibited.

In the RAM 223, the final control gain correction coefficients FKe, FKa, FKw, FKp set last time are set.
And the last control gain correction coefficient FKe, FKa, FKw, F set this time.
A current data storage unit for storing Kp data is provided. After the end of S10 of FIG. 63, S25 of FIG.
Similarly to the one shown in FIG. 61, based on the data in the previous data storage unit and the data in the present data storage unit of the RAM 223, the final control gain correction coefficient before and after the characteristic change (these are parallel Is displayed on the display 225 as a bar graph.
In addition, the level of the correction coefficient “1.0” corresponding to the base characteristic is displayed by a horizontal dotted line, and the comment of the general comment is also displayed. Regarding the technology for displaying the general comment,
This is the same as described in the description regarding S25 in FIG.

The above description is an example in which the data input item list 262a of the first pattern is adopted.
The data input item list 262b of the pattern will be described with reference to FIG. This data input item list 26
2b is a system in which the control gain correction coefficient is directly input and changed, and is suitable for a driver who has a considerable knowledge of automobiles, and as shown in the figure, engine characteristics (intake amount, fuel injection amount, ignition timing) , 0.8%, 0.9, respectively for items such as gear shift characteristics of automatic transmission, brake characteristics, TCS control characteristics of traction control, ABS characteristics of antilock brake control, power steering characteristics, rear wheel steering characteristics, and air conditioning characteristics. All, some or all of 1.0, 1.1, 1.2 control gain correction factors are listed, and 1 for each item.
One control gain correction coefficient is selectively input.

For example, the input example of the data of the item A is as follows. "A", "1", "1.1", "2", "0.9",
“3”, “1.1” Then, after the data input of the items A to H is completed, the set control gain correction coefficient is stored in the RAM 255 and also in the IC card 260. The main control unit 21 supplies the characteristic change signal corresponding to the control gain correction coefficient read from the IC card 260 to the control device or the control unit, respectively.

In addition, the data input item list of the third to fifth patterns is the data input item list 2 of the second pattern.
Similar to 62b, a method of directly inputting and changing control gain correction coefficients, a data input item list is displayed on the display 225, and preset among a plurality of control gain correction coefficients for each item. The recommended control gain correction coefficient is displayed in an identifiable manner, and the driver can select the control gain correction coefficient of the item to be changed from the cursor (not shown) on the display 225, the cursor movement key and the execution key on the keyboard 242. The characteristic correction coefficient is changed via (not shown).

Incidentally, for example, the data input item list of the third pattern is changed so as to be suitable for highway traveling, and the data input item list of the fourth pattern is changed so as to be suitable for winding traveling on a mountain road. thing,
The data input item list of the fifth pattern is modified so as to be suitable for traveling on a low μ road. As described above, the characteristic information forming device 240 and the data input control change the characteristic input data from the keyboard 242, the preselected data selection, and the preinput data. It can be configured in various modes such as the configuration described above.

Then, for example, the data changed in the data input item list of the second to fifth patterns is stored in the IC card 260, and the data of the second to fifth patterns is input to the instrument panel of the automobile. It is also possible to provide a selection switch for selecting the item list so that the data of a desired pattern can be selected, and to change the characteristics with the data of the selected pattern. In this case, it is possible to change to a desired pattern while driving the automobile.

In the characteristic changing device and the changing method of the vehicle control device described above, the EGI210, ACS211, 4W are based on the driver-specific data relating to the driver's driving-related characteristics and usage conditions.
The base characteristics of S212 and P / S213 can be changed to change the driving characteristics of the car so as to match the driver, so that the car is easy to drive and has an easy-order characteristic that matches the driver's taste. be able to.

Moreover, the characteristic information forming device 240, its instruction manual 261, and the data input item list 262 are provided to the driver who purchased the automobile, and the driver can enjoy the data peculiar to the driver to the characteristic information forming device 240 while having fun. The input is stored in the IC card 260, and is input to the main control unit 221 provided in the automobile through the IC card 260. Therefore, the device is significantly simpler than the learning control system. At a low cost, almost the same technical effect can be obtained.

Furthermore, a lightweight and compact IC card 26
Since the driver specific data is input to the automobile via 0, the IC card 260 dedicated to each driver can be utilized. Next, it is possible that a part of the above-mentioned embodiment is variously modified as follows. 1] An IC card 260 is created in which unique data of each driver of a plurality of people who mainly use automobiles is stored.
Data is input to the main control unit 221.

Alternatively, a plurality of IC cards 260 each storing a plurality of unique data may be created for each driver, and each driver may selectively use the plurality of IC cards 260. 2] Instead of the characteristic information forming device 240, as shown in FIG. 65, the same number of keys as the entries in the data input item list 262a (entry name is written on the key top) and the liquid crystal display 244A. Alternatively, the characteristic information forming device 240A including the IC card connector 241A may be adopted, and the characteristic information forming devices having various other configurations are also applicable. 3] The data of the final control gain correction coefficients FKe, FKa, FKw, FKp based on the data input item list in consideration of the characteristics of the driver or the characteristics of the state of use of the vehicle or the type (characteristics) of the road on which the vehicle travels. Is directly input to the characteristic information forming devices 240 and 240A, the data is stored in the IC card 260, and the data of the final control gain correction coefficients FKe, FKa, FKw, and FKp are input to the IC.
It may be configured to supply the main control unit 221 via the card 260.

For example, a plurality of sets of the final control gain correction coefficients FKe, FKa, FK corresponding to road types such as general roads, highways, mountain roads, low μ roads on which automobiles travel.
The data of w and FKp are created in advance and the data is stored in the IC card 260, and the instrument panel of the vehicle is provided with a select switch for selectively setting the plurality of road types, and the type selected by the select switch is set. Final control gain correction coefficients FKe, FKa, FK corresponding to
The data of w and FKp are read from the IC card 260. 4] Instead of the IC card 260, a writable / readable magnetic card, a floppy disk, or an optical disk can be adopted. In this case, the characteristic information forming device and the instrument panel of the automobile are provided with drive devices for driving these storage media. 5] In the above-described embodiment, the control gain correction coefficient is calculated based on the data input from the characteristic information forming device 240. However, the ROM 222 stores the base characteristic data of each control device or control unit. Alternatively, the control gain correction coefficient may be obtained based on the input data, the final characteristic may be changed from the base characteristic and the control gain correction coefficient, and the characteristic signal may be supplied to each control device or control unit. .

In the above embodiment, EGI and ACS are used.
The case where the characteristics of PWS and 4WS and P / S are changed has been described, but the TCS control that controls the ABS control device and the traction control device that controls the anti-lock braking device instead of or in addition to these. The present invention can be similarly applied to a device, a control device for an air conditioner, a control device for a seat device, and the like, and various modifications are made to a part of the embodiment without departing from the technical idea of the present invention. Needless to say, it can be implemented by adding. (Example 4) The configuration of this example is different from the configuration of Example 3 in that it does not include a storage medium for temporarily storing the characteristic information obtained from the driver before inputting it to the target vehicle. .

A typical procedure for inputting the characteristic information to the target automobile is as follows. That is, the driver
When a car is purchased, the driver's driving-related characteristics (gender, age, car history, etc.) and the car's desired performance (driving performance, riding comfort, fuel consumption)
Then, the driver is asked to fill out a predetermined data entry card regarding the usage condition (usage environment, usage conditions) in which the driver uses the vehicle.

Next, an input device dedicated to the dealer is connected to the on-vehicle characteristic changing device, and the driver-specific data of the plurality of items is input by this input device to change the predetermined characteristic of the characteristic change processing device. Data processing is performed by the processing program to change four preset characteristics, that is, control gains of the engine control unit, the power steering control unit, the active suspension control unit, and the four-wheel steering control unit included in the vehicle control unit. The control gain correction coefficients are obtained, and characteristic change signals corresponding to these four control gain correction coefficients are supplied to the engine control device, the power steering control device, the active suspension control device, and the four-wheel steering control device, respectively, and their characteristics are supplied. To change.

This makes it possible to adjust the drive / steering / suspension characteristics of the vehicle in accordance with the characteristics peculiar to the driver so that the vehicle can be easily ordered. Next, details of the overall configuration of the automobile, the control system, the data entry card, and the characteristic change processing control will be described in order. Target car 3
Since the basic structure of 01 is the same as the previous example, detailed description will be omitted. The controller is shown in FIG.

In FIG. 66, the characteristic changing device 320 is
A characteristic change arithmetic unit 321 incorporated in the automobile 1;
It is composed of an OM 322 and a RAM 323, an input device 324, sensors and the like. The characteristic change computing device 32
1 (hereinafter, referred to as an arithmetic unit) mainly includes an input / output interface and a CPU of a computer. The arithmetic unit 321 includes an engine control unit 310, a power steering control unit 311, an active suspension control unit 312, 4 and A signal is transmitted and received to and from the wheel steering control device 313, and a ROM 322 and a RAM 323, which are attached to the arithmetic device 321, are connected to the arithmetic device 321.
A characteristic change processing program to be described later is stored in advance in 22 and a RAM 323 stores memories (memory, buffer, counter, flag, etc.) necessary for the control operation and data input from the input device 324. And a memory for storing. Incidentally, the control devices 310 to 313
May consist of one or two or three control units.

In addition to the main switch 325, the arithmetic unit 321 further includes a vehicle speed sensor 326 for detecting the vehicle speed of the target vehicle 1, a steering angle sensor 327 for detecting the steering angle, a road surface friction coefficient sensor 328, and a vertical acceleration sensor. Sensors such as 329 are connected. The arithmetic unit 321 is provided with a conversion circuit and a shaping circuit for A / D converting the detection signals from the sensors and for shaping the waveform. Furthermore,
The arithmetic unit 321 is also connected to an erasing switch 330 for erasing the data in the RAM 323 when the dealer trades in the target vehicle 1 from the driver.

The input device 324 is a dedicated input device owned by the dealer (dealer) of the target automobile 1 and inputs data to be written on a data entry card having the same items as those in the third embodiment. It has a data input function that can
The input device 324 is used only when data is input.
21 is detachably connected. For example, the input device 324 includes a diagnosis device which is a computer failure diagnosis device, or "A" to "D".
Switch of "(1)" to "(5)",
A device provided with switches of "1" to "4", a device including only a numeric keypad, a device provided with an alphabet key that can be switched to a numeric keypad, or an input device 3
Like the number 24, there are as many keys as there are entries on the data entry card 331 (entry names are written on the key tops)
It may be equipped with. However, the input device 324 includes a start switch for instructing the start of data input, an end switch for instructing the end of data input, and a liquid crystal display 324a for displaying messages such as error messages.
It is desirable to provide (this can be omitted).

Next, with respect to the characteristic change processing performed by the gain change executed by the characteristic change processing program,
This will be described with reference to FIGS. 67 and 68. In the figure, Si (i =
1, 2, ..., Shows each step. This characteristic changing process is the same as the control gain correction coefficient calculation process shown in FIG.
The characteristic changing process shown in FIG. In the control gain correction coefficient calculation process, data of a plurality of items written in the data entry card 331 by the input device 324 is input,
This is a process for calculating a composite final control gain correction coefficient based on the data, and this control gain correction coefficient calculation process will be described with reference to FIG.

When the control is started by turning on the main switch 325, the signal of the ignition switch is received from the EGI 310, and based on the signal, it is determined whether or not the ignition switch is ON and the accessory mode (engine stop state). (S1) If Yes, it is determined whether or not the start switch of the input device 324 has been turned on (S1).
2), when the start switch of the input device 324 is turned on,
A routine for reading the data and storing it in the memory starts operating. In S3, input of data of a plurality of items written in the data entry card 331 is executed by a manual operation through the input device 324, and the read data is stored in the RAM.
323 in each memory. During data input, S3 and S4 are repeated, and when data input is completed and the end switch of the input device 324 is turned on, S4 to S5.
Move to.

Next, in step S9, the flag FG indicating the completion of data input is set, and the control gain correction coefficient calculation process ends. After the control gain correction coefficient calculation process is completed, the main switch 325 is operated by the operator.
Will be held in the ON state. Next, based on the flowchart of FIG. 68, the final control gain correction coefficients FKe, FK obtained by the control gain correction coefficient calculation process described above.
a, FKw, FKp, EGI310, ACS31
A characteristic changing process for changing the characteristics of 1, 4, WS 312, and P / S 313 will be described.

When this characteristic changing process is started when the ignition switch is turned ON, the vehicle speed sensor 326, the steering angle sensor 327, the μ sensor 328, and the vertical acceleration sensor 32.
Various signals including the detection signals from 9 and 9 are read (S2
0) Next, in S21, it is determined whether or not the flag FG is in the set state. When the flag is set, the process proceeds to S22, and when not set, the process proceeds to S27.

Next, it is determined whether the engine 2 is operating (S22), the process returns to S21 if it is not operating, and moves to S23 if it is operating. In S23, it is determined based on the detection signals from the vehicle speed sensor 326 and the steering angle sensor 327 whether or not the vehicle is in a sharp turn, and in S24, based on the detection signals from the vertical acceleration sensor 329, whether or not the vehicle is traveling on a rough road. In S25, it is determined based on the detection signal from the μ sensor 328 whether or not the vehicle is traveling on a low μ road, and the vehicle is not in a sharp turning state, traveling on a bad road, and not traveling on a low μ road. On the condition of, the process proceeds to S26.

At S26, four sets of characteristic change signals corresponding to the final control gain correction coefficients FKe, FKa, FKw, and FKp, that is, gain change signals are calculated, and the four sets of characteristic change signals are EGI310, ACS311, and 4WS.
312 and P / S 313 respectively, and the characteristics are changed based on the characteristic change signal. While the engine is operating, the characteristic change signal is sent to the EGI 310, AC
It is output to S311, 4WS312, and P / S313, respectively.

On the other hand, when the flag FG is in the reset state, when the vehicle is making a sharp turn, traveling on a rough road, or traveling on a low μ road, the process proceeds to S27 and the output of the characteristic change signal is prohibited. Therefore, EGI310, ACS311, 4WS31
2. In P / S313, control based on the preset base characteristic is performed. When the main switch 325 is erroneously turned off, control based on the base characteristic is performed.

In the characteristic changing device and the changing method for the control device of the automobile described above, the EGI 310, ACS 311, 4W is based on the data unique to the driver regarding a plurality of items relating to the driver's driving-related characteristics and usage conditions.
The base characteristics of S312 and P / S313 can be changed to adjust the driving characteristics of the car to match the driver, so it is easy to drive and can be made into an easy-order car that suits the driver's taste. it can.

In addition, since a predetermined data entry card is used, data unique to the driver is obtained, and input is performed by the input device 324, the device is much simpler than the learning control system and at a low cost. , Substantially the same technical effect can be obtained. Moreover, since it is not necessary to provide the input device 324 on each vehicle, it is economical. Next, it is possible that a part of the above-mentioned embodiment is variously modified as follows. 1) The data entry card is made to be filled in for each of a plurality of drivers who mainly use automobiles, and the data unique to each driver is taken, and the driver's individual number and the data unique to the driver are input through the input device 324 to change the characteristics. Further, the instrument panel of the driver's seat is provided with a switch for inputting an identification signal for identifying each driver every time the vehicle is driven, and the identification signal is input to the characteristic change arithmetic unit. The characteristic change calculation device 321 is configured to calculate the control gain correction coefficient corresponding to the driver-specific data based on the identification signal.
In this case, it is desirable to omit the data of the property of diluting the driver's peculiarity, such as the data of the fourth and fifth items of the item A in Table 5 of Example 3. 2] The input device 324 is composed of a plurality of switches permanently provided in the automobile, and the plurality of switches are usually provided in a hidden part that is difficult to operate (a back surface of the instrument panel, a trunk room, etc.), At the time of selling the car, the dealer is configured to input the driver-specific data of the data entry card. However, in this case, if the vehicle history, operating environment, or operating conditions change, the dealer or driver may use the erase switch 3 if necessary.
The data in the RAM 323 can be erased and new driver-specific data can be input again via 30.

Next, this modification will be briefly described with reference to FIG. However, the same components as those in the above-mentioned embodiment are designated by the same reference numerals and the description thereof will be omitted. As shown in FIG. 69, the engine 302 and the active suspension device 306.
And rear wheel steering device 307 and power steering device 3
08 is provided with a vehicle control device 340 for controlling
The control device 340 includes an ignition switch, a vehicle speed sensor 326, a steering angle sensor 327, a μ sensor 328, a vertical acceleration sensor 329, and other sensors necessary for controlling the engine 302 and other devices 306 to 308. It is connected. The above configuration is similar to that of a general automobile control system.

Here, as a peculiar structure of this example, the same characteristic change arithmetic unit 321A as described above is provided outside the automobile.
A ROM 322 and a RAM 323 associated therewith, a main switch 325 and an erase switch 330 connected to the arithmetic unit 321A, and an input unit 32 for inputting the driver-specific data of the plurality of items to the arithmetic unit 321A.
4 is provided, and the arithmetic unit 321A is connected to the control unit 340 via the connector only when data is input.

Similar to the above embodiment, at the time of selling a car,
The data specific to the driver is input to the arithmetic unit 321 by the dealer via the input device 324 as in the above-described embodiment, and the arithmetic unit 321A performs the composite control gain correction coefficients Ke, Ka, Kw in the same manner as in the above-described embodiment. , Kp and final control gain correction coefficients FKe, FKa, FKw, F
Kp is calculated and stored in the memory of the RAM 323, and these final control gain correction coefficients FKa, FKa, FKw,
Four sets of characteristic change signals corresponding to FKp are calculated by the arithmetic unit 321.
The characteristic change signal is supplied from A to the control device 340, the characteristic change signal is stored in the RAM memory of the control device 340, and the engine control unit and the active suspension control in the control device 340 are performed by the input four sets of characteristic change signals. The base characteristics of the control unit, the four-wheel steering control unit, and the power steering control unit are changed.

The four sets of characteristic change signals are sent to the controller 3
After being supplied to the control unit 340, the arithmetic unit 321A is connected to the control unit 340.
Will be separated from. Further, when the vehicle is traveling, when making a sharp turn, traveling on a bad road, or traveling on a low μ road, the control based on the base characteristic is executed as in the above-described embodiment. Also in the characteristic changing method and the characteristic changing apparatus of the present embodiment, the same actions and effects as those of the above-mentioned embodiment can be obtained, and thus the description thereof will be omitted. However, in this embodiment, it is not necessary to provide the arithmetic unit 321A, the input unit 324, and the like in each automobile, which is advantageous in terms of cost, and since data input is performed in a dealer or the like, erroneous data input can be prevented. The input device 324 or the input device 324 in this embodiment
Also, the arithmetic unit 321A can be configured by a diagnostic device for failure diagnosis of a computer.

Instead of the data entry card, an optically or magnetically readable data processing card is adopted, and the data entered on the data processing card is
It is also possible to configure so that it is read by an optical or magnetic reading device as an input device and input to the characteristic change computing devices 321 and 321A. When an IC card is applied, the driver's personal number is also recorded on the IC card, and an IC card reading device is provided on the instrument panel of the vehicle so that the driver's IC card is used every time the driver drives. It is also possible to input driver-specific data and calculate a control gain correction coefficient corresponding to the driver-specific data.

Also, EGI, ACS, 4WS, P
Although the case of changing the characteristics of / S has been described, in addition to these, the TRC control device for controlling the ABS control device and the traction control device for controlling the anti-lock braking device, the control device for the air conditioner, and the seat device The present invention can be similarly applied to a control device,
Further, within a range not departing from the technical idea of the present invention,
It goes without saying that various modifications can be added to some of the above-described embodiments. (Fifth Embodiment) In this automobile control device, a plurality of setting switches for setting a use environment and a purpose of use of the automobile are provided on an instrument panel of the automobile,
Each of the engine control device, the active suspension control device, the four-wheel steering control device, and the power steering control device with a control gain correction coefficient that takes into account the use environment and the purpose of use that are set by the driver through the setting switches. The characteristics of are changed. As a result, the drive / steering / suspension characteristics of the vehicle can be adjusted according to the environment and purpose of use of the vehicle so that the vehicle can be easily ordered.

The structure of the target automobile is the same as in the previous example. A plurality of setting switches provided on the instrument panel will be described. As shown in FIG. 70, the switch board 420 is provided with a general road switch 423 and a highway switch 424 as switches for setting road conditions, and one of these can be selectively set. . Further, an urban area switch 425, an urban area switch 426, an outlying area switch 427, and a residential area switch 428 are provided as switches for setting regional conditions, and one of these can be selectively set. is there. As switches for setting climate conditions, a cold region switch 429, a rainy place switch 430, and a normal switch 431 for setting a normal climate are provided, and one of these can be selectively set.

As a switch for setting the purpose of use,
A commuting switch 432, a leisure switch 433, a shopping switch 434, a work switch 435, and an all-round switch 436 for generally setting them are provided, and one of them can be selectively set. Is. Further, as an auxiliary setting switch, the number-of-owned-units switch 4 for setting that the number of owned cars is one
37, a vehicle history switch 438 for setting that the vehicle history is 3 years or more, and a traveling distance switch 439 for setting that the traveling distance is 10,000 km / year or more. Note that, hereinafter, the switches 423 to 439 will be collectively referred to as setting switches.

Further, the switch board 420 is also provided with a main switch 421 for starting the system and an end switch 422 for ending the setting. The setting switches 423 to 439 are switches that alternately turn on and off when pressed, and the key tops of these setting switches 423 to 439 are made of a semitransparent member and are provided on the back of the key tops. A light emitting diode lamp is provided.

The main switch 421 is a holding type switch, and the end switch 422 is a switch having a normally open contact. Next, the control system will be described with reference to FIG. In FIG. 71, the characteristic changing device 440 is
Characteristic change arithmetic unit 441, ROM 442 and RAM 4
43 and the switches 421 to 439 and the like. The characteristic changing arithmetic unit 441 (hereinafter, referred to as an arithmetic unit) mainly includes an input / output interface and a CPU of a computer.
Engine controller 410, power steering controller 411, active suspension controller 412, 4
A signal is transmitted and received to and from the wheel steering control device 413, and the arithmetic device 441 has a ROM 442 and RA attached thereto.
The M442 is connected to the ROM 442, and the ROM 442 stores a characteristic change processing program, which will be described later, and a table associated therewith (Table 7
Table corresponding to the contents of the
The M443 is provided with memories (memory, buffer, counter, flag, etc.) necessary for the control calculation.

Further, in the arithmetic unit 441, the setting switches 421 to 439 and the lamp 423 provided therein are set.
a to 439a, a vehicle speed sensor 443 that detects the vehicle speed of the target vehicle 1, a steering angle sensor 444 that detects the steering angle of the steering wheel, a μ sensor 445 that detects the friction coefficient of the road surface, and a vertical acceleration that acts on the vehicle body. Sensors such as a vertical acceleration sensor 446 for detecting are connected. The arithmetic unit 441 receives the detection signals from the sensors as an A / D signal.
A conversion circuit or a shaping circuit that performs conversion or waveform shaping,
A plurality of drive circuits are provided for the lamps 423a-439a.

Next, the control gain correction coefficient corresponding to the setting switches 423 to 439 of the switch board 420 will be described based on Table 7. A table of control gain correction coefficients corresponding to each of the setting switches 423 to 439 is set in advance as shown in Table 7, for example, and is stored in the ROM 44.
17 flags Fa1 to Fg corresponding to the setting switches 423 to 439 are also provided, and the flags Fa1 to Fg corresponding to the set switches 423 to 439 which are set to ON are set. It

Here, regarding the setting switches 423 to 431, as shown in the items A to D of Table 7, EGI41
0, ACS 411, 4WS 412, P / S 413 are each provided with a control gain correction coefficient. With regard to the owned vehicle number switch 437, the vehicle history switch 438, and the mileage switch 439, the items E and F in Table 7 are used. As shown in section G, EGI410, ACS411, 4WS412, P
/ S413 is provided with a common control gain correction coefficient, and these control gain correction coefficients are for commonly correcting the correction components determined by the control gain correction coefficients of the A term to the D term.

That is, the control gain correction coefficients of the A-D terms are EGI410, ACS411, 4WS412 and P /
Since the correction coefficient is set independently of S413, it should be called an individual control gain correction coefficient.
The control gain correction coefficient for the G term is EGI410 and ACS4.
11 and 4WS412 and P / S413 are commonly set correction coefficients, and should also be referred to as common control gain correction coefficients for commonly correcting the correction components determined by the control gain correction coefficients of the A term to D term. .

Similar to the previous example, the control gain correction coefficient is 0.8 to 1.
It is set in the range of 2. However, it is not limited to this range. Next, regarding the control gain correction coefficients of the E to G terms, as a general tendency, the correction coefficient “small” is in the correction amount decreasing direction, that is, the direction toward the base characteristic, and the correction coefficient “large” is the correction amount increasing direction, that is, the base characteristic. It is away from the characteristics.

For highways, a correction coefficient is set from the viewpoint of achieving low fuel consumption of the engine and enhancing steering stability, and regarding urban areas and urban areas, from the viewpoint of achieving low fuel consumption and improving maneuverability. The correction coefficient is set, and the correction coefficient is set for the residential area from the viewpoints of noise reduction and improvement of turning ability. For cold regions, a correction coefficient is set from the viewpoint of improving the steering stability by taking into consideration the low viscosity of oil and low μ on the road surface, and for heavy rain areas, the steering coefficient is set considering low μ on the road surface. A correction coefficient has been set from the viewpoint of increasing it.In addition, the commuting type enhances the sense of a saloon car, the leisure type enhances steering stability and enhances the sports car orientation, and the shopping type and commercial type have low fuel consumption and a small turn. The control gain correction coefficient is set from the viewpoint of improving the property.

In addition, in the case where the number of vehicles owned is one, the correction coefficient is set small in view of the fact that a plurality of persons use the vehicle, and when the vehicle history is 3 years or more, driving is good. The correction coefficient is set to a large value in view of certain circumstances, and the correction coefficient is set to a large value in the case where the mileage is 10,000 km or more per year in view of the fact that the driver is even better at driving. Next, the characteristic change processing executed by the characteristic change processing program will be described with reference to FIG. In the figure, Si (i
= 1, 2, ...) Indicates each step.

This characteristic changing process consists of a control gain correction coefficient calculation process including the setting through the setting switches 423 to 439 shown in FIG. 72 and a characteristic changing process. The control gain correction coefficient calculation process is performed by setting switches 423 to
Using the control gain correction coefficient of the item set via 439, the plurality of control gain correction coefficients C of the A term to the D term of Table 7 are used.
The composite control gain correction coefficient that combines a to Cd is obtained,
Further, in the correction component determined by the composite control gain correction coefficient, a plurality of control gain correction coefficients Ce of E terms to G terms in Table 7 are added.
It is a process of calculating a final control gain correction coefficient in which the correction component is corrected by multiplying by ~ Cg.

The control gain correction coefficient calculation process will be described with reference to FIG. 72.
When the control is started by turning on No. 5, the signal of the ignition switch is received from the EGI 410, and based on the signal, it is determined whether the ignition switch is ON and in the accessory mode (engine stop state) (S1). If S1 is repeated, and if Yes, then in S2,
The corresponding flags Fa1 to Fg are set according to the setting of the setting switches 423 to 439 by manual operation, and then the setting switches 423 to 43 turned on in S3.
9 lamps 423a to 439a are turned on, and then S4
It is determined whether or not the end switch 422 has been turned on. In No, the process returns to S1 and S1 and subsequent steps are repeated. When the setting is completed and the end switch 422 is turned on, the process proceeds to S5.

At S5, based on the flags Fa1 to Fg, a flag group (Fa1 to Fa2, Fb1 to Fb) of each item is set.
4, Fc1 to Fc3, Fd1 to Fd5), it is determined whether or not there is an overlap setting, and if there is an overlap setting, the lamps 4 of the plurality of setting switches that have been overlapped are set.
An alarm is displayed by blinking 23a to 439a. As a result, the driver becomes aware of the duplicate setting and cancels the duplicate setting.

When the duplicate setting is eliminated in this way, S7
Then, the procedure for setting error (setting omission) is taken. That is, if Fa1 = Fa2 = 0, the flag Fa1 is set because it is a general road because of a setting error.
If Fb1 = Fb2 = Fb3 = Fb4 = 0,
Because of a setting error, the flag Fb3 is set because the area is outside the city. Further, if Fc1 = Fc2 = Fc3 = 0, it means that the flag is Fc3 as normal because it is a setting error.
Is set. Further, Fd1 = Fd2 = Fd3 = Fd
If 4 = Fd5 = 0, the flag Fd5 is set because it is an all-round because of a setting error.

As described above, the flag group (Fa
1-Fa2, Fb1-Fb4, Fc1-Fc3, Fd1
~ Fd5), one item is set and one flag is set, and the control gain correction coefficient to be adopted is determined. Therefore, in S8, the control gain correction coefficient of the set item in Table 7 is set. Using EGI410, ACS
The composite control gain correction coefficients Ke, Ka, Kw, and Kp of 411, 4WS412, and P / S413 are calculated by the following equations. In addition, "e", "a", "w", and "p" at the end are
It is a subscript indicating EGI, ACS, 4WS, and P / S.

Ke = Cae × Cbe × Cce × Cde Ka = Caa × Cba × Cca × Cda Kw = Caw × Cbw × Ccw × Cdw Kp = Cap × Cbp × Ccp × Cdp Next, in S9, the composite control gain correction is performed. Coefficient K
The correction components of e, Ka, Kw, and Kp include the E term and F of Table 7
By multiplying the set gains of the control gain correction coefficients Ce, Cf, and Cg of the terms G and G, respectively,
I410, ACS411, 4WS412, P / S413
Final control gain correction coefficient FKe, FKa, FKw, F
Kp is calculated by the following equation.

FKe = 1.0 + (Ke−1.0) × Ce × Cf × Cg FKa = 1.0 + (Ka−1.0) × Ce × Cf × Cg FKw = 1.0 + (Kw−1.0) ) × Ce × Cf × Cg FKp = 1.0 + (Kp−1.0) × Ce × Cf × Cg Note that the above equation is an equation when all the flags Fe, Ff, and Fg are set. , The control gain correction coefficient Ce corresponding to the flags Fe, Ff, and Fg that have not been set,
Cf and Cg are excluded from the formula.

Next, in S10, the final control gain correction coefficients FKe, FKa, FKw, and FKp are stored in the RAM4.
It is stored in the memory 43, and this process ends. The final control gain correction coefficients FKe, FKa, FKw, and FKp obtained by the control gain correction coefficient calculation process described above are defined as EG
I410, ACS411, 4WS412, P / S413
The characteristic changing process for changing the characteristics of each is similar to the previous example.

A modified example in which a part of the above embodiment is modified will be described. 1] Setting switches 42 of the switch board 420
3 to 439 and other switches 421 and 422 are provided in a control box corresponding to all or part of the engine control device 410, the active suspension control device 411, the four-wheel steering control device 412, and the power steering control device 413. And when selling cars,
In the dealer, the setting switches 423 to 439 are operated and set based on the information heard from the driver. As a result, it is possible to prevent the driver from operating the wrong setting. 2] The switch board 420 and its setting switches 423 to 439 and other switches 421 and 422
Are installed on the back of the instrument panel, in the trunk, behind the hood, and in other hidden areas. Then, at the time of selling the automobile, the dealer is configured to operate and set the setting switches 423 to 439 based on the information heard from the driver. As a result, it is possible to prevent the driver from operating the wrong setting. 3] Flag group of each item (Fa1 to Fa2, Fb1 to Fb
4, Fc1 to Fc3, Fd1 to Fd5) is provided with one flag memory (a total of four flag memories), and the flag corresponding to the setting switch set latest in each item and its set data are provided in each flag memory. If it is configured to store, the latest setting is always valid even if duplicate settings are made. Therefore, in the A, B, C, and D terms of Table 7, 1 is always set.
Only items can be set. In this case, S5 and S in FIG.
Step 6 can be omitted. 4] In order to reduce the number of the setting switches 423 to 439, a switch board 420 is provided with a liquid crystal display, the switches 423 and 424 are used as one road setting switch, and the switches 425 to 428 are set to one.
One regional setting switch, and switches 429-4
31 is one climate setting switch, and switch 4
32 to 435 as one target setting switch, for example,
Each time the road setting switch is operated, the open road and the highway are cyclically displayed on the display, and each time the area setting switch is operated, the city, city, suburbs and residential areas are cyclically displayed. May be configured to be displayed on the display and set the displayed item via the execution key. 5] In the above embodiment, EGI, ACS, and 4WS
, And P / S are independent, but in practice, they may be configured as one or two control boxes (control units). 6] In the above embodiment, EGI, ACS, and 4WS
And, the case of changing the characteristics of P / S was explained,
In addition to these, the present invention can be similarly applied to an ABS control device that controls the anti-lock braking device and a TRC control device that controls the traction control device, an air conditioning device control device, a seat device control device, and the like. Of course.

[0403]

According to the present invention, the target vehicle may be provided with a memory capacity necessary for storing the finally formed characteristic information. That is, a large-capacity RAM, control system, etc. required for learning operation are not required,
The device can be made compact and it is advantageous in terms of cost.

In this case, if the characteristic information is written in the memory installed in the target vehicle in a predetermined procedure by a computer unit or the like installed outside the target vehicle, various kinds of characteristic changes can be made in the target vehicle itself. Since it is not necessary to mount sensors, control device, memory, etc., the product cost can be reduced. Further, by using one vehicle for changing characteristic information, it is possible to form various vehicle characteristics that match the driver's individuality, sensitivity, and orientation, and therefore it is possible to change the characteristics of a large number of vehicles. It is efficient. The same applies to the case where the characteristic information is formed by using the driving simulation device. That is, the characteristic information forming device mounted on the driving simulation device can be used in common for changing the characteristics of many target automobiles.
Extremely efficient. The same applies when the characteristic information is stored in an IC card or the like. It is not necessary to provide the number corresponding to the target vehicle, and after transferring and inputting the information from the IC card storing the characteristic information to a certain target vehicle, the information is erased or rewritten. Other characteristic information can be entered.

[0405] In a preferred embodiment, the driver-specific data of a plurality of items for specifying the characteristics of the driver or the usage state of the automobile is obtained from the driver, so that it is controlled by the characteristics suitable for the characteristics and usage state of the driver. Since the automobile can be made into a different type, the drivability and safety are improved. Since the characteristic information is formed by processing the data in the characteristic determining means outside the automobile, it is not necessary to provide the characteristic information forming means for each automobile. Therefore, it is advantageous in terms of cost, and since data is input in a dealer or the like, erroneous data input can be prevented and reliability is excellent.

[0406] In addition, the driver-specific data is obtained by causing the driver to fill in a data entry card or paper on which item names of a plurality of items and corresponding entry fields are printed, so that accurate data can be obtained. Easy to get. Further, when the input device detachably connected to the gain change processing control means is used to input the data of the plurality of items to the on-vehicle gain change processing control means, it is not necessary to provide an input device for each vehicle, which results in cost reduction. In addition, it is possible to prevent the characteristics from being changed due to erroneous data input.

[0407] Here, the data entry card or sheet is filled in by the driver, so that
It is possible to easily obtain driver-specific data for multiple items. Further, when the input device is configured by a computer failure diagnosis device, no special input device is required, which is advantageous in terms of cost. Further, by providing the input device with a plurality of switches corresponding to a plurality of items, it is possible to easily input data of a plurality of items. In this case, if the input device is configured to be detachably connected to the characteristic changing means only when data is input, the equipment of the target vehicle can be further simplified and the cost can be improved.

If the input device is composed of a plurality of switches provided in the automobile, the characteristics can be changed as needed, and the versatility is excellent. In another aspect, if the characteristic of the driver or the tendency of the usage state of the automobile is determined from the data of a plurality of items and the characteristic change signal is generated from the tendency, the characteristic can be changed with elasticity.

By changing the characteristics according to the driver's vehicle history or according to the driver's annual mileage, it is possible to impart reliable vehicle characteristics. When the traveling state of the automobile is a sharp turning state, a bad road traveling state, or a low μ road traveling state, if the characteristic is not changed, the traveling performance can be maintained as desired and safety can be prevented from lowering.

Further, when changing the characteristics preset in the control device provided in the automobile, the characteristic information forming means is provided to the owner driver of the automobile, and the data input or created by the owner driver by the characteristic information forming means. Is stored in a storage medium, and the characteristic information stored in the storage medium mounted in the storage medium mounting section connected to the control device is read,
It can also be configured to input that information to the control device to change the characteristics.In this case, it is easy-order characteristics according to the characteristics of the driver and the state of use of the vehicle, etc. Can be increased. Moreover,
The driver can enter information for changing the characteristic while having fun through the characteristic information forming means at home,
Further, since the data output from the characteristic information forming means is supplied to the control device of the automobile using the storage medium, the storage medium dedicated to each driver can be utilized and the information in the storage medium can be rewritten.

A switch is used as the input device, and the operating conditions are, for example, cold regions and non-cold regions, old regions, urban areas, suburbs, residential areas, general roads, highways, etc., or
Since the vehicle characteristics are changed according to the ventilation, leisure, shopping, purpose of use of business, the number of owned vehicles, etc., it is possible to provide the characteristics matching the driver's sensitivity with a simple structure.

[0412]

[Table 1]

[0413]

[Table 2]

[0414]

[Table 3]

[0415]

[Table 4]

[0416]

[Table 5]

[0417]

[Table 6]

[0418]

[Table 7]

[Brief description of drawings]

FIG. 1 is a block diagram of a driver driving simulator according to a preferred embodiment of the present invention;

FIG. 2 is a schematic front view showing an example of an instrument panel of a driving simulation device,

FIG. 3 is a drawing for explaining the contents of data and programs stored in an IC card,

FIG. 4 is a block diagram of an operation system, a detection system and a control system of the driving simulation device shown in FIG.

FIG. 5 is a block diagram of a target vehicle,

FIG. 6 is a block diagram of an operation system, a detection system and a control system of the target vehicle,

FIG. 7 is a schematic front view showing an example of an instrument panel of a target vehicle,

FIG. 8 is a flowchart showing a basic routine of driving simulation executed in the driving simulation device,

FIG. 9 is a flowchart showing a basic routine of driving simulation executed in the driving simulation device,

FIG. 10 is a flowchart showing a control data learning subroutine executed in the driving simulation device;

FIG. 11 is a flowchart showing a control data learning subroutine executed in the driving simulation device;

FIG. 12 is a flowchart showing a control data learning subroutine executed in the driving simulation device;

FIG. 13 is a flowchart showing a control data learning subroutine executed in the driving simulation device;

FIG. 14 is a flowchart showing a psychological correction subroutine executed in the driving simulation device,

FIG. 15 is a flowchart showing a psychological correction subroutine executed in the driving simulation device,

FIG. 16 is a map for calculating a correction parameter,

FIG. 17 is a map for calculating a correction parameter,

FIG. 18 is a map for explaining a method of correcting ACS control data by a learning program C1;

FIG. 19 is a map for explaining a method for correcting ACS control data by a learning program C2;

FIG. 20 is a flowchart showing a control data change subroutine executed in the driving simulation device,

FIG. 21 is a flowchart showing a correction data generation subroutine executed in the driving simulation device,

FIG. 22 is a flowchart showing a correction data generation subroutine executed in the driving simulation device,

FIG. 23 is a flowchart showing a correction data generation subroutine executed in the driving simulation device,

FIG. 24 is a flowchart showing a correction data generation subroutine executed in the driving simulation device,

FIG. 25 is a flowchart showing a correction data generation subroutine executed in the driving simulation device,

FIG. 26 is a map for generating weather correction data,

FIG. 27 is a flowchart showing a basic routine of vehicle characteristic change control executed in a target vehicle;

FIG. 28 is a flowchart showing an area determination subroutine executed in the target vehicle.

FIG. 29 is a flowchart showing a control data selection subroutine executed in the target vehicle.

FIG. 30 is a flowchart showing a control data selection subroutine executed in the target vehicle.

FIG. 31 is a flowchart showing a control execution subroutine executed in the target vehicle,

FIG. 32 is a flowchart showing a control execution subroutine executed in the target vehicle,

FIG. 33 is a flowchart showing a control execution subroutine executed in the target vehicle.

FIG. 34 is a flowchart showing a control execution subroutine executed in the target vehicle,

FIG. 35 is a flowchart showing a control execution subroutine executed in the target vehicle.

FIG. 36 is a flowchart showing a basic routine of driving characteristic change control executed in a target vehicle according to another embodiment;

37 is a flowchart showing a control data selection subroutine executed in the target vehicle according to the embodiment of FIG.

38 is a flowchart showing a control data selection subroutine executed in the target vehicle according to the embodiment of FIG. 36.

39 is a flowchart showing a control data selection subroutine executed in the vehicle according to the embodiment of FIG.

40 is a flowchart showing a control execution subroutine executed in the vehicle according to the embodiment of FIG. 36,

41 is a flowchart showing a control execution subroutine executed in the vehicle according to the embodiment of FIG. 36,

42 is a flow chart showing a control execution subroutine executed in the vehicle according to the embodiment of FIG.

43 is a flowchart showing a control execution subroutine executed in the vehicle according to the embodiment of FIG.

FIG. 44 is a learning control flowchart executed in a driving simulation system according to yet another embodiment of the present invention;

45 is a flowchart showing learning control executed in the driving simulation system according to the embodiment of FIG. 44;

FIG. 46 is a flowchart of learning control executed in the driving simulation system according to the embodiment of FIG. 44,

47 is a flowchart of learning control executed in the driving simulation system according to the embodiment of FIG. 44,

FIG. 48 is a map showing the relationship between vertical acceleration GV and correction data in ACS of the learning program C1;

FIG. 49 is a map showing a relationship between lateral acceleration GL and correction data in ACS of the learning program C1;

FIG. 50 is a block diagram of a characteristic-changing vehicle according to an embodiment of the present invention, which uses a characteristic information forming vehicle;

FIG. 51 is a block diagram of an operation system, a detection system, and a control system of the characteristic information forming vehicle;

FIG. 52 is a configuration diagram of a drive system, a suspension system, and a steering system of a target vehicle according to another embodiment of the present invention,

53 is a configuration diagram of a main part of a control system of the target vehicle characteristic changing device of FIG. 52;

54 is a perspective view of a characteristic information forming device and an IC card according to the target vehicle of the embodiment of FIG. 52,

55 is a plan view of the keyboard of the characteristic information forming apparatus according to the target vehicle of the embodiment of FIG. 52,

56 is a block diagram of the control system of the characteristic information forming apparatus for the target vehicle according to the embodiment of FIG. 52;

57 is a perspective view of an instruction manual and a data input item list of the characteristic information forming apparatus of the target vehicle according to the embodiment of FIG. 52;

58 is an explanatory diagram of a data input item list of the first pattern of the target vehicle according to the example of FIG. 52;

59 is a part of a flow chart of a data input control routine for the target vehicle of the embodiment of FIG. 52;

FIG. 60 is the remainder of the flowchart of the data input control routine for the target vehicle of the embodiment of FIG. 52;

FIG. 61 is an explanatory diagram of a display example of control characteristics before and after the characteristics change of the target vehicle of the embodiment of FIG. 52;

FIG. 62 is a flowchart of a routine for characteristic correction coefficient calculation processing according to the target vehicle of the embodiment of FIG. 52;

FIG. 63 is a flowchart of a routine for a characteristic changing process according to the target vehicle of the embodiment of FIG.

64 is an explanatory diagram of a second pattern data input item list for the target vehicle according to a modification of the embodiment of FIG. 52;

FIG. 65 is a plan view of a characteristic information forming apparatus according to still another modification of the embodiment of FIG. 52,

FIG. 66 is a configuration diagram of a characteristic changing device according to still another embodiment of the present invention,

67 is a flowchart of a routine for characteristic correction coefficient calculation processing according to the embodiment of FIG. 66;

FIG. 68 is a flowchart of a routine for a characteristic changing process.

69 is a configuration diagram of a control system of a characteristic changing device and a vehicle control device according to a modification of the embodiment of FIG. 66,

[FIG. 70] Modification switches provided on a switchboard of a target vehicle according to still another embodiment of the present invention,

71 is a configuration diagram of a control device for the target vehicle according to the embodiment of FIG. 70,

FIG. 72 is a flowchart of a routine for characteristic correction coefficient calculation processing.

[Explanation of symbols]

1 Driving Simulation Device 2 Vehicle Body 3 Steering Wheel 4 Screen 5 Operation System Position Change Mechanism 6 Seat 7 Seat Position Change Mechanism 8 Driver Medical Data Detection Means 9 IC Card Reader 10 Travel Area Input Means 11 Manual Switch 12 CD-ROM Reader 13 Body control mechanism 14 Instrument panel 15 Indicator 16 IC card 18 Vehicle type identification data storage unit 19 Operating position changing data storage unit 20 Standard control data storage unit 21 Learning control data storage unit 22 First learning program storage unit 23 Second learning Program storage unit 24 Correction data storage unit 25 Update count storage unit 26 Base point data storage unit 27 Standard medical data storage unit 30 Accelerator pedal 31 Brake pedal 32 Clutch pedal 33 Shift lever 3 Total 35 Elimination switch 36 Image signal receiver 37 Vertical acceleration sensor 38 Timer 39 Timer 40 Main computer unit 41 ROM 42 RAM 43 Image control means 44 Seat position control means 45 Operation system position control means 46 Steering force control means 50 Automotive 51 Engine 52 Engine Control Device 53 Steering Wheel 54 Front Wheel 55 Gear Ratio Change Device 56 Gear Ratio Control Device 57 Power Steering Device 58 Power Steering Control Device 59 Rear Wheel 60 Active Suspension Device 61 Active Suspension Control Device 62 Brake 63 Anti-Lock Braking Control Device 64 Traction control device 65 Rear wheel steering device 66 Four-wheel steering control device 67 Position detection sensor 68 Display device 69 Steering angle sensor Service 70 Manual switch 71 Clock 72 Accumulator 73 Vehicle speed sensor 74 Lateral acceleration sensor 75 IC card reading means 80 Main computer unit 81 ROM 82 RAM 83 Position calculation computer unit 90 Instrument panel 91 Indicator 92 Manual for engine control unit Switch 93 Manual switch for gear ratio control unit 94 Manual switch for power steering control unit 95 Manual switch for active suspension control unit 96 Manual switch for anti-lock braking control unit 97 Manual switch for traction control unit 98 Four-wheel steering control Manual switch for equipment 100 Vehicle for forming characteristic information 103 Steering wheel 130 Accelerator LE 131 Brake pedal 132 Clutch pedal 133 Shift lever 111 Manual switch 111 135 Erase switch 185 Start / end switch 104 Steering angle sensor 108 Driver medical data detection means 109 IC card reader 146 Position detection sensor 147 Position detection computer unit 147 148 display 152 engine control device 156 gear ratio control device 158 power steering control device 164 traction control device 166 four-wheel steering control device 138 timer 139 timer 134 watch 201 target vehicle 202 engine 206 active suspension device 207 rear wheel steering device 208 power steering Device 209 Braking device 210 Engine control device 211 Active suspension Control device 212 four-wheel steering control device 213 power steering control device 220 characteristic change device for automobile control device 221 main control unit 222 ROM 223 RAM 224 IC card connector 225 display 226 cancel switch 240 characteristic information forming device 244 display 241 IC card Connector 260 IC card 302 Engine 306 Active suspension device 307 Rear wheel steering device 308 Power steering device 310 Engine control device 311 Active suspension control device 312 Four-wheel steering control device 313 Power steering control device 320 Characteristic change device 321 of vehicle control device Correction coefficient calculation device 322 ROM 323 RAM 324 Input device 326 Vehicle speed sensor 327 Rudder angle sensor 328 μ sensor 329 Vertical acceleration sensor 331 Data entry card 340 Vehicle control device 401 Target vehicle 406 Active suspension device 407 Rear wheel steering device 408 Power steering device 410 Engine control device 411 Active suspension control device 412 Four-wheel steering control device 413 Power steering control device 420 Switch board 423 General road switch 424 Highway switch 425 Urban switch 426 Urban area switch 427 Urban area switch 428 Residential area switch 429 Cold region switch 431 Normal switch 441 Characteristic change device 441 Characteristic 442 ROM 443 RAM

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Internal reference number FI Technical display location G05B 13/02 L 9131-3H 13/04 9131-3H 17/02 7531-3H // F02D 29 / 02 Z 9248-3G G06F 15/20 D 8724-5L B62D 101: 00 109: 00 111: 00 113: 00 137: 00 (31) Priority claim number Japanese Patent Application No. 4-314138 (32) Priority Day 4 ( 1992) October 28 (33) Priority claiming country Japan (JP) (31) Priority claim number Japanese Patent Application No. 5-18018 (32) Priority date 5 (1993) January 7 (33) Priority claim Country Japan (JP) (31) Priority claim number Japanese Patent Application No. 5-51406 (32) Priority Day Hei 5 (1993) February 16 (33) Priority claim country Japan (JP) (72) Inventor Tomoko Nagata 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Hiroshi Omura 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima No. Mazda Co., Ltd. (72) Inventor Tetsuya Tachihata No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Kiyoshi Sakamoto No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. ( 72) Inventor Chizumi Izumi 3-1, Shinchi Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation

Claims (54)

[Claims] 1. A characteristic information forming means for forming characteristic information for controlling a characteristic of a target vehicle for changing the characteristic outside the target vehicle, and the characteristic formed by the characteristic information forming means. An apparatus for changing characteristics of an automobile, comprising: information input means for inputting information to the target vehicle; and characteristic changing means for changing characteristics of the target vehicle based on characteristic information input by the information input means. . 2. The information holding means for holding the characteristic information formed by the characteristic information forming means according to claim 1, wherein characteristic information is input to the target vehicle by the information inputting means via the information holding means. An apparatus for changing the characteristics of an automobile. 3. The vehicle characteristic changing device according to claim 1, wherein the characteristic information is information regarding an output of the engine control device. 4. The characteristic changing device for an automobile according to claim 1, wherein the information is information relating to a cushioning characteristic of a suspension. 5. A vehicle characteristic changing device according to claim 1, which is information relating to a steering characteristic of a four-wheel steering steering device. 6. A vehicle characteristic changing device according to claim 1, which is information relating to a shift shift pattern of an automatic transmission. 7. The vehicle characteristic changing device according to claim 1, wherein the characteristic information is at least one of information on a use environment of the target vehicle, a purpose of use, a driver's driving skill, and a driver's preference. 8. The characteristic changing device for an automobile according to claim 1, wherein the characteristic information forming means is a driving simulation device capable of pseudo driving. 9. The vehicle characteristic changing device according to claim 1, wherein the characteristic information forming means is a characteristic information forming vehicle which generates the characteristic information by learning control. 10. A characteristic changing device for an automobile according to claim 1, wherein the characteristic information forming means forms the characteristic information in a questionnaire format for answering a plurality of questions. 11. A vehicle characteristic changing apparatus according to claim 1, wherein said characteristic information forming means is an independent information forming apparatus for inputting said characteristic information. 12. A vehicle characteristic changing device according to claim 1, wherein the characteristic information forming means and the information inputting means form characteristic information through a switch operation and input the characteristic information to the target vehicle. 13. Characteristic information that governs characteristics of a target vehicle is formed outside the vehicle, the formed characteristic information is input to the target vehicle, and the target vehicle is based on the input characteristic information. A method for changing the characteristics of an automobile, characterized by changing the characteristics of. 14. A method for changing a characteristic of an automobile according to claim 13, wherein the formed characteristic information is held, and then the held characteristic information is input to the target vehicle. 15. A method for changing a characteristic of an automobile according to claim 13, wherein the characteristic information is formed by using a driving simulation device capable of performing a pseudo driving. 16. A method for changing a characteristic of an automobile according to claim 13, wherein the characteristic information is formed by using a characteristic information forming automobile which produces the characteristic information by learning control. 17. A method of changing a characteristic of an automobile according to claim 13, wherein the characteristic information is formed by using an independent information forming device. 18. A vehicle characteristic changing method according to claim 13, wherein the characteristic information is formed by operating a switch and is inputted to a target vehicle. 19. A simulation vehicle body having a shape corresponding to the vehicle body of a target vehicle, data reading means for reading the characteristic information stored in the characteristic information storage means, and a virtual traveling area in which a driver carries out a driving simulation can be input. A driving area input means, a screen, and a vehicle body control means capable of giving vibration to the simulation vehicle body and changing its posture, and the driving area input to the traveling area input means and driving simulation by a driver According to the above, the virtual traveling place where the driving simulation is performed is calculated, the image signal corresponding to the virtual traveling place is read, the image corresponding to the virtual traveling place is displayed on the screen, and the driver's Learn driving operations in relation to the virtual driving location A driving simulation apparatus comprising a computer unit for learning the characteristic information for changing the characteristic of the vehicle and storing the characteristic information in the characteristic information storage means at the end of the driving simulation. . 20. The computer unit according to claim 19, wherein when the virtual travel place calculated by the computer unit is within a specific area within a predetermined distance from a predetermined base point, the computer unit is An image of a road is displayed on the screen, and the vehicle body control means causes the vehicle body to be vibrated in accordance with the topographical condition of each road, and when the virtual traveling location is outside the specific area, A general image corresponding thereto is displayed on the screen, and the characteristic information storage means is obtained by learning the topographical condition of each road and the driving operation of the driver when the driving simulation is performed in the specific area. A learning characteristic information storage unit for storing learning characteristic information, which is used when a driving simulation is performed outside the specific area. A standard characteristic information storage unit that stores standard characteristic information obtained by learning a turning operation and a learning program storage unit that stores a learning characteristic information or a learning program for correcting the standard characteristic information when a driving simulation is performed. And a driving simulation device. 21. The medical device according to claim 20, wherein the characteristic information storage means has a standard medical data storage unit for storing standard medical data of the driver, and the driving simulation device detects the medical data of the driver. When the computer unit is provided with data detection means, when performing a driving simulation, the standard medical data of the driver stored in the standard medical data storage unit is read, and the medical data of the driver detected by the medical data detection means. The driving simulation device is configured to determine the psychological state of the driver as compared with, and stop learning the driving operation of the driver when the psychological state of the driver is recognized as not being calm. 22. The characteristic information storage means according to claim 19, wherein the characteristic information storage means is configured to
The driving simulation apparatus has a correction data storage unit for storing correction control programs used for correcting the traveling control gain and correction data for correcting the learning program, and when the driving simulation device executes a driving simulation, Display the image on the screen,
A driving simulation device configured to detect a driver's reaction and generate correction data. 23. The specific area according to claim 19, wherein when the computer unit learns a driver's driving operation in the specific area in relation to the virtual traveling place. A driving simulation device, which is configured to average and learn a driving operation situation of a driver for each unit section of each road inside. 24. A driving simulation device learns a driving operation of a driver according to a region, obtains characteristic information, stores the characteristic information in a characteristic information storage unit, and stores the characteristic information stored in the characteristic information storage unit, A characteristic changing method for a vehicle, characterized by causing the characteristic information reading means of the target vehicle to read and changing the running characteristic of the target vehicle based on the characteristic information read by the characteristic information reading means. 25. The driving simulation is carried out based on the virtual driving area for reading the characteristic information stored in the characteristic information storage means and executing the driving simulation input by the driver and the driving operation of the driving simulation device of the driver. The virtual travel location is calculated, an image corresponding to the calculated virtual travel location is displayed on the screen, and the driving operation of the driver's driving simulation device is learned in relation to the virtual travel location to control the travel of the vehicle. A driving simulation method, wherein characteristic information for changing a gain is generated and stored in the characteristic information storage means at the end of the driving simulation. 26. A vehicle is mounted on a learning characteristic information forming vehicle to drive the vehicle one or more times, and characteristic information obtained by learning in the driving is stored in characteristic information storage means. Inputting from a characteristic information storage means to a control device mounted on the target vehicle to control the characteristic of the target vehicle via a storage medium or an information transmission cable, and changing the characteristic of the vehicle based on the input characteristic information. A method for changing the characteristics of an automobile. 27. The vehicle characteristic changing method according to claim 26, wherein the learning characteristic information forming vehicle is used to form characteristic information of one or more target vehicles. 28. A steering function system control means for controlling a steering function system including at least a steering system, a suspension system and a braking system, and characteristic information for setting a characteristic of the steering function system control means, and the characteristic thereof. Characteristic setting means for setting characteristics based on information, characteristic information changing means for learning characteristic of driver's driving and changing characteristic information in the characteristic setting means, and at least characteristics changed by the characteristic information changing means A vehicle for learning characteristic information formation for changing the characteristic of a target vehicle, comprising: an information storage unit capable of receiving and storing information and outputting the stored characteristic information to the outside. 29. The characteristic information according to claim 28,
It includes learning characteristic information obtained by learning in a specific area within a predetermined distance from a predetermined starting point, preset characteristic information that is preset outside the specific area, or standard characteristic information that changes this setting characteristic information. A vehicle for forming learning characteristic information for changing the characteristic of a target vehicle. 30. The characteristic information changing unit according to claim 29, includes a learning program for generating the learning characteristic information, and a correction control program for correcting the learning characteristic information and the setting characteristic information or the standard characteristic information. A vehicle for forming learning characteristic information for changing the characteristic of a target vehicle. 31. A characteristic changing method for changing a preset characteristic set in a control device for controlling the characteristic of the target vehicle, wherein the characteristic information used for the characteristic change is manually input to the target vehicle. Is formed in an independent characteristic information forming means, reads the characteristic information formed in the characteristic information forming means, and supplies the characteristic information to the control device by inputting to the control device to change the characteristic of the target vehicle. A method for changing the characteristics of an automobile. 32. A characteristic changing method for changing a preset characteristic set in a control device provided in a target vehicle to control the characteristic of the target vehicle, the characteristic information used for changing the characteristic by manually inputting various data. Is formed in a characteristic information forming unit independent of the target vehicle, the characteristic information formed in the characteristic information forming unit is stored in a storage medium, and the storage medium is mounted in a storage medium mounting unit connected to the control device. Then, the characteristic information stored in the storage medium is read, and the characteristic information is supplied to the control device to change the characteristic of the target vehicle. 33. The automobile characteristic changing method according to claim 32, wherein when the storage medium is not attached to the storage medium attaching portion, control is performed according to a characteristic preset in the control device. 34. A vehicle characteristic changing method according to claim 32, wherein the characteristic of the control device is changed based on the characteristic information read from the storage medium after the storage medium is mounted in the storage medium mounting portion. . 35. A vehicle characteristic changing method according to claim 32, wherein the data input to said characteristic information forming means is data relating to a driver characteristic or a vehicle usage condition characteristic. 36. A characteristic changing device for changing a preset characteristic set in a control device for controlling the characteristic of the target vehicle, the characteristic information used for changing the characteristic by manual input. A characteristic information forming unit to be formed, a storage medium detachably attached to the characteristic information forming unit and storing characteristic information received from the characteristic information forming unit, and a storage medium provided in the target vehicle to detachably and characteristically A storage medium mounting unit for mounting the information readable, and a characteristic changing unit for receiving characteristic information from the storage medium mounted in the storage medium mounting unit and changing a characteristic set by the control device. A device for changing the characteristics of an automobile. 37. The characteristic information forming means according to claim 36, wherein an input means for inputting data to the characteristic information forming means, a display means including a display, and a storage medium are detachable and data can be exchanged. 8. The characteristic changing device for an automobile according to claim 7, further comprising a storage medium mounting portion for mounting on a storage medium. 38. The display device according to claim 36, further comprising: a display unit which is provided in the target vehicle and which receives the characteristic change information obtained by the characteristic changing unit and displays the control characteristic after the characteristic change. A device for changing the characteristics of an automobile. 39. The control characteristic before and after the characteristic change according to claim 36, which receives the set characteristic information provided in the target vehicle and preset by the control device and the characteristic information obtained by the characteristic changing means. A characteristic changing device for an automobile, comprising display means for displaying a gap. 40. A characteristic changing method for changing preset setting characteristics of a control device which is provided in a target vehicle and controls the characteristics of the target vehicle according to information unique to the driver. Characteristic information is formed on the basis of a plurality of data for specifying the usage state of the vehicle, and characteristic information consisting of the plurality of items is input to the vehicle-mounted characteristic changing means, and the characteristic changing means causes the characteristic information of the plurality of items to be input. Is processed by a predetermined characteristic change processing program to generate a characteristic change signal, and the characteristic change signal is supplied to the control device to change the characteristic. 41. A characteristic changing method for changing a characteristic preset in a control device provided in a target vehicle for controlling the characteristic of the target vehicle according to driver-specific information, the characteristic of the driver or the vehicle. Characteristic information is formed based on data of a plurality of items for specifying the usage state of the vehicle, the characteristic information is input to characteristic information changing means outside the vehicle, and the characteristic information changing means causes the characteristic information of the plurality of items to be input. Is processed by a predetermined characteristic change processing program to create a characteristic change signal, and the characteristic change signal is supplied to the control device to change the characteristic. 42. The automobile according to claim 41, wherein the characteristic information is formed on the basis of data written on a data entry card or a sheet on which item names of the plurality of items and corresponding entry fields are printed. How to change the characteristics of. 43. A characteristic changing device for changing preset characteristic information of a control device for controlling at least one of a drive system, a steering system and a suspension system of an automobile in accordance with driver-specific data. An input device for forming characteristic information by inputting driver-specific data of a plurality of items for specifying the characteristics of the driver or the use state of the vehicle, and the characteristic information of the plurality of items input from the input device, And a characteristic changing means for supplying the characteristic changing signal to the control device. 44. The input device according to claim 43,
A vehicle characteristic changing device comprising a computer failure diagnosis device. 45. The input device according to claim 43,
9. The characteristic changing device for a vehicle according to claim 8, wherein the characteristic changing device is configured to be detachably connected to the characteristic changing means only when the characteristic information is input. 46. A vehicle control device comprising a control means capable of changing a traveling characteristic according to a traveling state of the vehicle, wherein a switch means for setting a use condition for using the vehicle is provided, and the switch means is used for setting. A vehicle control device comprising a characteristic changing means for changing a characteristic of a target vehicle controlled by the control means according to the used condition. 47. An automobile control apparatus according to claim 46, wherein the switch means is provided on an instrument panel. 48. A vehicle control device according to claim 46, wherein the switch means is provided in a vehicle control box. 49. The vehicle control device according to claim 46, wherein the switch means is configured to selectively set one of a cold region and a non-cold region as the use condition. . 50. The automobile according to claim 46, wherein the switch means is configured to be able to selectively set at least one of an urban area and a suburban area as the use condition. Control device. 51. The switch means according to claim 46, wherein one of an urban area, an urban area, a suburban area, and a residential area can be selectively set as the use condition. The vehicle control device. 52. The vehicle control device according to claim 46, wherein the switch means is configured to be able to selectively set one of an ordinary road and a highway as the use condition. 53. The automobile according to claim 46, wherein the switch means is configured such that one or two of commuting, leisure, shopping, and business can be selectively set as a use condition. Control device. 54. In claim 46, a number switch for displaying the number of owned automobiles is provided, and the characteristic changing means comprises:
A control device for an automobile, characterized in that, when the number of possessed vehicles indicated by the number switch is 1, the characteristic change width is reduced.