JP2937571B2 - Learning control car - Google Patents

Abstract

PURPOSE:To obtain desired driving characteristics by providing a control means which corrects and updates a control gain of a driving characteristic control means by learning control according to a driving position of a car and changes a correction amount of the control gain according to the number of updating of the control gain so as to prevent hunting. CONSTITUTION:There are provided a detecting means for detecting driving condition of a car, a driving characteristics control means which can control driving characteristics of the car with a predetermined control gain and a control means 50 which can change the control gain of the driving characteristics control means by learning the driving condition of the car. Moreover, a position detecting means 18 for detecting a driving position of the car is provided, and the control gain of the driving characteristics control means is corrected and updated by learning control according to the driving position of the car, and a correction amount of the control gain is changed by the control means 50 according to the number of updating of the control gain. By this mechanism, hunting is prevented and the car can be driven with desired driving characteristics.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a learning control vehicle, and more particularly, to a learning control vehicle capable of executing control in accordance with the behavior characteristics of a driver.

[0002]

2. Description of the Related Art In a vehicle, a control gain of a driving characteristic is set for everybody so that a certain degree of satisfaction can be obtained even when a driver drives a vehicle in any area and under any environment. It is common. However, in order to be able to drive according to each driver's preference, power mode and normal mode, or control mode, hard mode or soft mode in vehicles with active suspension, sports in four-wheel steering vehicles There is also known an automobile provided with a manual switch so that only a specific control gain such as a mode and a normal mode can be selected.

[0003] However, as described above,
It is impossible to satisfy all drivers in a vehicle with a control gain set for driving characteristics or in a vehicle in which only a specific control gain can be selected by operating a manual switch. Therefore, by learning the driving characteristics of the driver, feeding it back, and changing the control gain of the driving characteristics,
Learning control vehicles designed to give the driver greater satisfaction have been proposed.

[0004] For example, Japanese Patent Publication No. 3-44029 discloses that a steering angular velocity, a steering angle, a yaw rate, a lateral acceleration and the like of a steering wheel are sampled while the steering wheel is being steered, and based on an average value within a predetermined time, the sampling is performed. Extract the driver's steering characteristics,
There has been proposed an automobile that performs learning control so as to change a ratio of a steering angle of a front wheel and / or a rear wheel to a steering angle of a steering wheel.

[0005]

However, since the steering method of the steering wheel differs depending on the region even for the same driver, the control gain is simply determined based on the steering of the steering wheel within a predetermined time. If you only change the vehicle, you may not only find it difficult to drive if the driving area is different, but also learn the driver's operation and perform the same learning control continuously. However, there is a problem that hunting easily occurs.

[0006]

SUMMARY OF THE INVENTION The present invention provides a detecting means for detecting a running condition of a vehicle, a running characteristic control means capable of controlling a running characteristic of the vehicle with a predetermined control gain, and learning the running condition of the vehicle. In a learning control vehicle equipped with control means capable of changing the control gain of the characteristic control means, hunting can be prevented and the vehicle can be driven with desired driving characteristics even if the running area changes. It is an object to provide a learning control vehicle.

[0007]

The object of the present invention is to provide position detecting means for detecting a running position of an automobile, wherein the control means performs learning control in accordance with the running position of the automobile to perform the control gain of the running characteristic control means. Is corrected and updated, and the correction amount of the control gain is changed according to the number of updates of the control gain.

In a preferred embodiment of the present invention, the apparatus further comprises a time measuring means, wherein the control means samples running data in the same unit time zone for each unit section,
The control unit is configured to correct and update the control gain of the traveling characteristic control means by learning control only during traveling in the same unit section in the same time zone. In another preferred embodiment of the present invention, when the control means determines that the vehicle is traveling in the same area, by learning control,
It is configured to correct and update the control gain of the traveling characteristic control means.

In a further preferred aspect of the present invention, when the control unit frequently corrects and updates the control gain of the traveling characteristic control unit while traveling in the same unit section in the same unit time zone, The control means is configured to reduce a unit section for sampling the traveling data. In still another preferred embodiment of the present invention, when traveling in the same unit section in the same unit time zone, the control gain of the traveling characteristic control means by the control means is corrected and updated frequently, The control means is configured to reduce a unit time zone for sampling the traveling data.

In the present specification, the area means an area classified as an urban area, an urban area, a suburban area, a mountain road, a highway, and the like. Is included.

[0011]

According to the present invention, there is provided position detecting means for detecting the running position of the vehicle, and the control means corrects the control gain of the running characteristic control means by learning control according to the running position of the vehicle, Since the update is performed, learning control is performed as desired according to the area and the specific road section, and the learning control can be performed so that the driving characteristics of the vehicle can be effectively satisfied by the driver. In addition, since the control means is configured to change the correction amount of the control gain in accordance with the control gain update number, the control gain update number increases, When the gain becomes highly reliable, the control gain correction amount can be reduced,
Hunting can be effectively prevented.

[0012] Even while driving in the same area, if the time zone is different, such as during a rush hour or at night, there is a possibility that the driving conditions of the car may change due to different road conditions or different psychological conditions of the driver. According to a preferred embodiment of the present invention, the apparatus further comprises a time measuring means, wherein the control means samples running data of the same unit time zone for each unit section, and travels in the same unit section in the same time zone. Only, the control gain of the driving characteristic control means is corrected and updated by learning control, so that depending on the time zone, even if the road condition is different or the driver's psychological condition is different, Effectively, the learning control makes it possible to improve the driving characteristics of the automobile so that the driver can be satisfied, and the control means controls the vehicle. Depending on the number of updates of gain, from being configured to change a correction amount of the control gain,
When the number of updates of the control gain increases and the control gain becomes highly reliable, the correction amount of the control gain can be reduced, and the occurrence of hunting can be effectively prevented. .

According to another preferred embodiment of the present invention,
When the control means determines that the vehicle is traveling in the same area, the control gain of the traveling characteristic control means is corrected and updated by learning control. Learning control is executed in
The learning control makes it possible to improve the driving characteristics of the vehicle so that the driver can be satisfied, and the control means adjusts the correction amount of the control gain in accordance with the number of updates of the control gain. When the control gain is updated more frequently and the control gain becomes more reliable, the correction amount of the control gain can be reduced, and the occurrence of hunting can be reduced. Effective prevention can be achieved.

According to a further preferred aspect of the present invention, when the control unit frequently corrects and updates the control gain of the traveling characteristic control unit while traveling in the same unit section in the same unit time zone, Since the control unit is configured to reduce the unit section for sampling the traveling data, it is possible to perform finer learning control on a frequently used road, such as a road for commuting, and the like. Specifically, the learning control makes it possible to improve the driving characteristics of the vehicle so that the driver can be satisfied, and the control means controls the control gain in accordance with the number of updates of the control gain. Since it is configured to change the correction amount, when the number of updates of the control gain increases and the control gain becomes highly reliable, It is possible to reduce the amount of correction of control gain, the occurrence of hunting, it is possible to effectively prevent.

According to still another preferred embodiment of the present invention, when the control unit frequently corrects and updates the control gain of the driving characteristic control means while traveling in the same unit section in the same unit time zone. Is the control means,
It is configured to reduce the unit time zone for sampling the traveling data, so on roads that are frequently used, such as roads for commuting, finer learning control can be performed, and effectively, The learning control makes it possible to improve the driving characteristics of the vehicle so that the driver can be satisfied, and the control means adjusts the correction amount of the control gain in accordance with the number of updates of the control gain. Is configured to change,
When the number of updates of the control gain increases and the control gain becomes highly reliable, the correction amount of the control gain can be reduced, and the occurrence of hunting can be effectively prevented. .

[0016]

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

Referring to FIG. 1, a learning control vehicle 1 according to a preferred embodiment of the present invention has an engine control device 3 for controlling an intake amount of an engine 2, an ignition timing, a fuel injection amount, etc., and a front wheel with respect to a steering angle of a steering wheel 4. 5, a gear ratio control device 7 for controlling a gear ratio change device 6 for changing a steering angle ratio, a power steering control device 9 for controlling a power steering device 8, and an active suspension device 11 for the front wheels 5 and the rear wheels 10. Active suspension control device 12, anti-lock braking control device 14 for controlling front wheel 5 and rear wheel 10 brake 13, traction control device 15 for controlling engine 2 and brake 13 for front wheel 5 and rear wheel 10, and rear Four-wheel steering control for controlling a rear wheel steering device 16 for steering the wheels 10 It has a location 17. In FIG. 1, reference numeral 18 denotes a position detection sensor that receives a signal from a space satellite, a sign post, or the like or a geomagnetic signal (not shown) and detects the position of the vehicle 1. Is a display device for displaying.

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

The detection system of the learning control vehicle according to the preferred embodiment of the present invention comprises a position detecting sensor 18 and a timepiece 4.
0, an integrator 41 for integrating the mileage, a calendar 42,
A vehicle speed sensor 43 for detecting a vehicle speed V of the vehicle 1;
A yaw rate sensor 44 for detecting the yaw rate Y of the vehicle, an acceleration sensor 45 for detecting the acceleration α of the vehicle 1, a lateral acceleration sensor 46 for detecting the lateral acceleration GL applied to the vehicle in the lateral direction, and a vertical acceleration applied to the vehicle in a vertical direction under the spring of the vehicle. G
The vertical acceleration sensor 47 for detecting V and an IC card are read to determine whether or not the driver is a specific driver such as an owner driver or a family member, and a driver signal is output.
Driver identification means 48 comprising C card reading means is provided. The driver identification means 48 does not read the IC card, but determines whether or not the driver is the owner driver or another specific driver by using the personal belongings of the driver such as a dedicated key, a license, a clock with a transmitter, and outputs the driver signal. You may comprise so that it may output. Although not shown, the engine control device 3, the gear ratio control device 7, the power steering control device 9, the active suspension control device 12, the anti-lock braking control device 14, the traction control device 15, and the four wheels Each of the steering control devices 17 has a built-in timer.

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

The main computer unit 50 has R
The OM 51 and the program stored in the RAM 52 are accessible, and the main computer unit 50 includes a steering wheel 30, an accelerator pedal 31,
Operation signals from the brake pedal 32, the clutch pedal 33, the shift lever 34, the manual switch 35 and the erase switch 36, and the position detection sensor 18,
Clock 40, integrator 41, calendar 42, vehicle speed sensor 4
3, the detection signals from the yaw rate sensor 44, the acceleration sensor 45, the lateral acceleration sensor 46, the vertical acceleration sensor 47, and the identification signal from the driver identification means 48 are respectively input, and the main computer unit 50 sends the engine control device 3 , Gear ratio control device 7, power steering control device 9, active suspension control device 12, anti-lock braking control device 1
4. Control signals are output to the traction control device 15 and the four-wheel steering control device 17, respectively.

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

The ROM 51 stores a setting program A1 used for traveling in an urban area, a setting program A2 used for traveling in an urban area, a setting program A3 used for traveling in an outlying area, and a mountain road. A setting program A4 used when traveling, a setting program A5 used when traveling on a highway, and a setting program A6 used when traveling on a road having a road surface friction coefficient equal to or less than a predetermined value.
In addition, a setting program A7 used in a traveling state in which traveling stability in which the lateral acceleration GL exceeds a predetermined value, for example, 0.5 G, is important.

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

Setting program A stored in ROM 51
1 to A5, when a driver other than a specific driver such as an owner driver or a family member drives the automobile 1, or even when a specific driver drives, particularly, the driver is stored in the RAM 52. It is used only when it is desired to use the setting programs A1 to A5 stored in the ROM 51 and not using an IC card or the like indicating a specific driver, instead of the standard programs B1 to B5 described later. Based on the navigation signal generated by the position calculation computer unit 53 based on the signal from the detection sensor 18 and input to the navigation signal, the main computer unit 50 determines the position where the automobile 1 is traveling, that is, the area. Based on the determination result, the setting program A1 One of the stone A5 is selectively used. When the vehicle 1 is used for the first time, or immediately after the erasing switch 35 is operated, the setting programs A1 to A5 stored in the ROM 51 are stored in the RAM 52 as they are.
Even when a specific driver drives, the setting programs A1 to A5 are actually used.

On the other hand, the setting programs A6 and A7 are:
Initially, the setting programs A1 to A5 stored in the RAM 52 are corrected by the specific driver driving the automobile 1 and converted into standard programs B1 to B5, which will be described later. ,
Even when driving the automobile 1, when traveling on a road where the road surface friction coefficient is equal to or less than a predetermined value, and when the lateral acceleration GL
Is forcibly selected and used instead of the standard programs B1 to B5 stored in the RAM 52 in a driving state in which driving stability exceeding a predetermined value, for example, 0.5 G is important. This is to ensure that desired running stability can be ensured when emphasis is placed on running stability.

The setting program A1 stored in the ROM 51 is stored in the RAM 52 when the vehicle 1 is used for the first time or immediately after the erasing switch 35 is operated.
A5 is copied as it is, and the position calculation computer unit 5 is copied based on a signal from the position detection sensor 18 with the driving of the automobile 1 by a specific driver.
In accordance with the navigation signal generated and input by the control unit 3 and based on a correction program to be described later, standardized regional programs B1 to B5 are stored. That is, the RAM 52 has a standard program B1 used when traveling in an urban area, a standard program B2 used when traveling in an urban area, a standard program B3 used when traveling in an out-of-city area, and traveling on a mountain road. And a standard program B5 used when traveling on a highway are stored, respectively, when a specific driver such as an owner driver or his family drives the automobile 1. The main computer unit 50 is generated by the position calculation computer unit 53 based on the signal from the position detection sensor 18 and is input according to the input navigation signal.
Thus, the position where the automobile 1 is traveling, that is, the area, is determined, and any of these is selected and used based on the determination result.

The RAM 52 further stores a standard program B when the vehicle 1 is traveling within a specific area within a predetermined distance, for example, 20 km, from a base point such as the home of the owner of the vehicle 1 or the location of the dealer.
Learning program C used in preference to 1 to B5
1 to C3 and D1 to D7 are stored.
Whether the vehicle is traveling in a specific area is determined by the position detection sensor 1
8 is generated by the position calculation computer unit 53 based on the signal from the control unit 8 and is determined by the main computer unit 50 according to the input navigation signal.

Here, the learning programs C1 to C3
Indicates the terrain status of each road in a specific area for each unit section,
The learning program C1 detects the vibration state of the automobile 1 according to the vertical acceleration GV input from the vertical acceleration sensor 47, and determines the road surface state of each road in the specific area for each unit section. The learning program C2 learns the bending state of each road in the specific area for each unit section, and the learning program C3 calculates the inclination state of each road in the specific area for each unit section. Is what you learn.

On the other hand, the learning programs D1 to D7 are:
The driver's operation status of the automobile 1 in a unit section of a road in a specific area is classified into, for example, 9:00 to 12:00, 12:00 to 15
The learning program D1 learns the average vehicle speed V for each unit section of the road in the specific area, for each day of the week and for each time zone. The program D2 learns the place where the driver operates the brake pedal 31 in each unit section of the road in the specific area for each time zone, and the learning program D3
Learns the steering condition of the driver's steering wheel 4 in each unit section of the road in the specific area, on an average basis for each unit section, for each day of the week and for each time zone. The average yaw rate Y for each unit section is learned for each day of the week and for each time zone, and the learning program D5 calculates the operation status of the accelerator pedal 30, the brake pedal 31, and the clutch pedal 32 in each unit section of the road in the specific area. The learning program D6 learns, on average, for each unit section, for each day of the week and for each time zone, and averages the operation status of the shift lever 33 in each unit section of the road in the specific area for each unit section, Learning by day of the week and time of day, learning program D7,
The operation of the manual switch 34 in each unit section of the road in the specific area is learned for each operation location, day of the week, and time zone.

Here, the unit section is, for example, every 1 km, and a part of the area is adjacent to the adjacent unit section, for example, 100 m at a time, or every 10 minutes. A part is set to be temporally overlapped with the unit section, for example, every one minute. These learning programs C1 to C3 are used for the same unit section, the same day of the week, the same time zone, the vehicle 1
For example, when running 10 or 50 times, the average value of the terrain conditions detected so far is calculated, an initial program is created and stored in the RAM 52, and the learning programs D1, D3 To D6, the same unit section, the same day of the week, the same time zone, the car 1
When the vehicle has traveled a predetermined number of times, for example, 10 or 50 times, the average value of the operating conditions detected so far is calculated, an initial program is created and stored in the RAM 52, and the learning programs D2 and D7 are , On the same day,
When the automobile 1 has traveled the same unit section a predetermined number of times, for example, 10 or 50 times, in the same time zone, the brake pedal 3 performed up to that time at the same place
1. Average the operation status of the manual switch 34,
An initial program is created and stored in the RAM 52. Here, when the operation of the brake pedal 31 and the manual switch 34 are performed within a predetermined distance, for example, within 5 m in the case of the operation of the brake pedal 31, and in the case of the operation of the manual switch 34, When the operation is performed within 100 m, it is determined that the operation is performed at the same place.

The RAM 52 also has a standard program B
1 to B5, learning programs C1 to C3, and correction programs E1 to E7 for correcting D1 to D7. The correction program E1 is based on a signal from the clock 40, and when the main computer unit 50 determines that it is nighttime, the standard programs B1 through B
5, a uniform correction is forcibly added to the main computer unit 50.
When it is determined that there is a traffic jam, the standard program B
1 to B5 and the learning programs C1 to C3 and D1 to D7 are forcibly and uniformly corrected. The correction program E3 is executed by the main computer unit 50 based on an operation signal of a wiper (not shown). When it is determined that it is raining or snowing, the standard programs B1 to B5, the learning programs C1 to C3, and D1 to D7 are provided.
, Forcibly apply a uniform correction,
The correction program E4 is based on a signal from the integrator 41, and when the main computer unit 50 determines that the continuous running time has exceeded a predetermined time, the standard programs B1 to B5 and the learning programs C1 to C5.
3, and a uniform correction is forcibly applied to D1 to D7. These correction programs E1 to E4 are created experimentally or theoretically in advance and stored in the RAM 52.

On the other hand, the correction program E5 is based on operation signals of the steering wheel 4, the accelerator pedal 30 and the brake pedal 31, and the main computer unit 50 allows the steering speed of the steering wheel 4, the operation speed of the accelerator pedal 30 And the magnitude of the operation speed of the brake pedal 31 is detected, the characteristics of the operation of the specific driver are determined, and the standard programs B1 to B5
The correction program E6 determines that the traveling state of the automobile 1 is in a direction that is more than a predetermined amount and is unstable in comparison with the control data stored in the RAM 52 so far. When the unit 50 makes a determination, the standard programs B1 to B5 and the learning programs C1 to C5 are selected according to the degree of decrease in the running stability.
3 and D1 to D7 are forcibly corrected, and the correction program E7 is
The computer unit 50 is a manual switch 3
4 is detected, and the standard programs B1 to B1 are detected.
5 is to be corrected. Here, the correction program E6
Are previously created experimentally or theoretically and stored in the RAM 52 in the same way as the correction programs E1 to E4. A predetermined number of times within the same area, for example, 100 times or 200 times,
The steering speed of the steering wheel 4, the operation speed of the accelerator pedal 30, and the brake pedal 31 during traveling
The operation speeds are averaged, created for each region, stored in the RAM 52, and corrected by the correction program E7.
Is a manual switch 3 that has been driven a predetermined number of times, for example 100 or 200 times, in the same area.
4 are created on average and stored in the RAM 52.

The correction programs E1, E5 and E
7 is used only for correction of the standard programs B1 to B5. The learning programs C1 to C3 and D1 to D7 used in a specific area include a vehicle 1 for each road, each day of the week, and each time zone. Is created and corrected in consideration of the characteristics of the driver's operation when the vehicle is driven, so that correction by the correction programs E1, E5, and E7 is not required.

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

In Table 1, ACS is a ratio between the control data setting programs A1 to A6 of the active suspension control device 12 and the standard program B3, A
BS is the ratio between the control data setting programs A1 to A6 of the anti-lock braking control device 14 and the standard program B3, and VGR is the gear ratio control device 7.
Ratio between the control data setting programs A1 to A6 and the standard program B3, 4WS is the ratio between the control data setting programs A1 to A6 of the four-wheel steering control device 17 and the standard program B3, and TRC is the traction The ratio between the control data setting programs A1 to A6 of the control device 15 and the standard program B3, the EGC is the ratio between the control data setting programs A1 to A6 and the standard program B3 of the engine control device 3, and the PSC is the power. An example of the ratio between the control data setting programs A1 to A6 of the steering control device 9 and the standard program B3 is shown, respectively. By multiplying these values by a predetermined coefficient for each control device, control data of each control device is obtained. Here, in ACS, 1 is the control data which makes the suspension the softest and 5 is the hardest,
In the case of ABS, 1 is the least difficult to apply braking, 5 is the control data that most applies braking, and VGR is 1
Is the control data with the largest gear ratio, 5 is the control data with the smallest gear ratio, and in 4WS, 1 is the control data with the rear wheel being steered in the same phase and 5 is the control data with the most opposite steering, and TRC is Is that 1 is the smallest slip and 5
Is the control data that causes the largest slip and increases the power. In EGC, 1 is the most fuel-efficient and 5
Is the control data that gives the most power to obtain
In C, 1 can steer the steering wheel 4 with the smallest force, and 5 corresponds to control data that requires the largest force to steer the steering wheel 4, respectively.

The setting of the control data in the setting programs A1 to A7 is only an example, and the concept of what kind of vehicle characteristics can be given to a larger number of drivers when the vehicle 1 is given. Needless to say, changes are possible. In Table 1, A
In the example of CS, the concept of the control data setting will be explained. In addition, in A1 which is a setting program for traveling in an urban area, traffic congestion and the like are likely to occur, and therefore, starting and stopping are often repeated. To make the suspension quite hard,
The ratio of the control data is set to 4, and in A2, which is a setting program for traveling in a city area, the vehicle speed V is higher than that in an urban area, but is not so high, and therefore, the traveling stability is almost the same. The ratio of the control data is set to 1 so that the suspension becomes the softest without giving any importance to the ride comfort, and the vehicle speed V is further increased in A3, which is a setting program for traveling outside the city. Therefore, the ratio of control data is set to 2 so that the suspension is soft in consideration of running stability, and the setting program for mountain road running is A4 and the setting program for highway running is A5. , The vehicle speed V becomes even higher, so that the ratio of the control data is , It is set to 3 and 4. Further, in the setting program A6 for traveling on a road having a low coefficient of road surface friction, the suspension is made to be the softest so that the behavior of the vehicle becomes as gentle as possible.
The ratio of the control data is set to 1, and the lateral acceleration GL exceeds, for example, 0.5 G. In the setting program A7 which is intended only for a driving state in which the driving stability should be considered as a problem,
The control data ratio is set to 5 so that the suspension is the hardest.

In Table 1, a standard program B3 for traveling outside the city, which is shown as an example of the standard programs B1 to B5, shows an example in which the setting program A3 is corrected when a specific driver drives carefully. The ratio of the control data of the setting program A3 is corrected to a value suitable for careful operation.
Table 2 shows how the control data of the learning programs C1 to C3 are corrected according to the terrain condition of each road in a specific area. Table 3 shows the learning programs D1 and D3.
The learning data D2 and D7 are used to determine how the control data 3 to D6 are corrected according to the driver's operation status of the vehicle 1 for each unit section of the road in the specific area. The table shows how the correction is made according to the driver's operation status of the car 1 for each location in each unit section. Table 4 shows the standard program B1 based on the correction programs E1 to E7. 7 shows how the control data of the learning programs C1 to C3 and the learning programs D1 to D7 are corrected.

The correction based on the operating conditions in Tables 2, 3 and 4 is made based on a map stored in advance. In Tables 2 and 3, “large” means that the value of the ratio of the control data is largely corrected,
“Small” means that the value of the ratio of the control data is largely corrected. FIG. 4 is a flowchart showing a basic control routine executed by the main computer unit 50.

In FIG. 4, first, the lateral acceleration sensor 46
, The lateral acceleration GL, and the estimated value μ of the road surface friction coefficient from the anti-lock braking control device 14 are input to the main computer unit 50, respectively.
Next, the main computer unit 50 calculates the absolute value of the lateral acceleration GL input from the lateral acceleration sensor 46 as
It is determined whether the value is equal to or more than a predetermined value GLo, for example, 0.5G.

As a result, when the result is YES, the lateral acceleration GL applied to the vehicle 1 is large, and the vehicle is in a traveling state in which it is necessary to emphasize the traveling stability exclusively. The main computer unit 5
0 sets the flag P to 0, and further determines whether or not the program to be used has been changed between the previous cycle and the current cycle. If the program has been changed, the flag S is set to 0.
, And if not changed, the flag S is set to 1.

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

On the other hand, if NO, a driver determination subroutine is executed to determine whether or not the driver is a specific driver such as an owner driver or his or her family, and it is necessary to execute control by setting programs A1 to A5. It is determined whether there is. That is, as shown in FIG. 5, the main computer unit 50
It is determined whether or not the driver is a specific driver such as an owner driver or a family thereof based on whether or not a driver signal is input from the driver identification means 48. Here, the driver identification means 48 is an IC card,
When a driver's belongings such as a dedicated key, a license, and a clock with a transmitter are detected, a driver signal is output to the main computer unit 50.

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

On the other hand, when the driver signal is not input, the main computer unit 50 further includes a driver weight detecting device (not shown), a device for recognizing the driver's body type and / or face by image processing, or , Voice recognition device, seat position detection device, etc., the driver's weight, body type, face,
One or more of voice, seat position, etc.
It is determined whether or not the driver is a specific driver based on whether or not the data matches the data stored in the AM 52.

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

On the other hand, when it cannot be determined that the driver is a specific driver based on the weight of the driver or the like, the main driver
The computer unit 50 further includes a steering speed of the steering wheel 4, an operation speed of the accelerator pedal 30,
Operating speed of brake pedal 31 and clutch pedal 3
The operation speed of the steering wheel 4 is monitored over a predetermined period of time, and until then, the vehicle 1 is operated by a specific driver, and as a result, the steering speed of the steering wheel 4 of the specific driver stored in the RAM and the accelerator pedal 30 are stored.
If the difference is less than a predetermined value, it is determined that the driver is the specific driver such as the owner driver or his family. Then, the flag F is set to 0, and it is further determined whether or not the flag F was 0 in the previous cycle. If the flag F was not 0 in the previous cycle, the flag S was set to 0. The flag S is set to 0, and if the flag F is also 0 in the previous cycle, the flag S is set to 1.

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

After determining whether the driver is a specific driver such as the owner driver or his family by the driver determination subroutine, the main computer unit 50 further executes an area determination subroutine shown in FIG. . That is, the main
The computer unit 50 is provided with a position detection computer unit 53 based on a signal from the position detection sensor 18.
Reads the navigation signal generated by.

As a result, when the navigation signal cannot be read, the flag H is set to 0 and the routine returns. On the other hand, if the navigation signal could be read, but the navigation signal was inappropriate and the position of the car 1 could not be determined accurately based on the navigation signal, the main computer unit 5
If 0 is determined, the flag H is set to 1 and the routine returns.

On the other hand, when the position of the automobile 1 can be determined based on the navigation signal, the flag H is set to 2
Further, based on this navigation signal, the main computer unit 50 calculates a linear distance L from a base point such as the home of the car 1 and the home of the owner of the car 1 or the location of the dealer as a predetermined distance.
It is determined whether the vehicle is traveling within a specific area within Lo, for example, within 20 km.

As a result, a linear distance L from a base point such as the home of the owner of the automobile 1 or the location of the dealer is shown.
However, when it is determined that the vehicle is traveling within a specific area within a predetermined distance Lo, for example, within 20 km, the main computer unit 50 sets the flag M to 0, and determines that the vehicle is traveling outside the specific area. Then, the flag M is set to 1.

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

As a result, when the result is NO, that is, when it is determined that the driver is not a specific driver,
The main computer unit 50 further determines whether or not the flag H is 0. As a result, if YES,
Since the driver is not a specific driver, R
The control should be executed based on the setting programs A1 to A5 stored in the OM 51, but the navigation signal cannot be read out, and it cannot be determined which area the automobile 1 is in. The computer unit 50 accesses the standard setting program A3 among the setting programs A1 to A5, sets the flag N to 0, and determines whether the program to be used in the previous cycle and the current cycle is If it has been changed, the flag S is set to 0; if it has not been changed, the flag S is set to 1.

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

On the other hand, when the flag F is not 0, that is, when it is determined that the driver is a specific driver, the main computer unit 5
0 further determines whether the flag H is 0 or not. As a result, when the result is YES, the driver is determined to be a specific driver. Based on E6,
Since the control should be performed, but the navigation signal cannot be read out and it is not possible to determine in which area the car 1 is, the main computer unit 50 is able to read the standard programs B1 to B5 home,
The program accesses the standard program B3, which is the most standard program, sets the flag N to 1, and sets the flag S to 0 when the program to be used has been changed between the previous cycle and the current cycle. If not changed, the flag S is set to 1.

On the other hand, if NO, the main computer unit 50 further determines whether or not the flag H is 1. As a result, when the result is YES, the driver is determined to be the specific driver.
B5 and correction programs E1 to E7, or learning programs C1 to C3 and D1 to D7 and correction programs E1 to E4 and E
6, the control should be executed, but since the exact position of the vehicle 1 cannot be determined by the navigation signal, the main computer unit 50
Accesses the standard programs B1 to B5, sets the flag N to 2, and sets the flag S to 0 when the program to be used has been changed between the previous cycle and the current cycle. If not, the flag S is set to 1.

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

On the other hand, if the answer is YES, the car 1 is recognized to be in the specific area, but the control data of the day of the week and the time zone for the unit section to be driven have not yet been learned. Since there is a possibility that the day is not stored in the RAM 52,
It is determined whether or not the control data in that time zone has been learned and stored in the RAM 52.

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

On the other hand, when NO, that is, the day of the week,
When the control data of the unit section to be traveled in the time zone has not been learned and is not stored in the RAM 52, the main computer unit 50 further adds a linear distance l from the unit section to a predetermined distance. lo,
For example, it is determined whether or not the control data of the day of the week and the time zone of the neighboring unit section within 20 m has been learned and stored in the RAM 52.

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

On the other hand, if YES, that is,
A straight distance l from a unit section to be driven is a predetermined distance lo,
For example, when the control data of the day of the week and the time zone in the neighboring unit section within 20 m is stored in the RAM 52, the learning data D1, D3 to D6, and the control data,
When the unit section to be traveled is traveled during the time zone on the day of the week, it is recognized that the control data is similar to the learned control data. Therefore, rather than executing the control based on the standard programs B1 to B5, It is considered that executing the control based on the control data of the day unit and the time zone of the neighboring unit section can give the driver greater satisfaction.
Accesses the neighboring unit section learning programs C1 to C3 and D1, D3 to D6 stored in the RAM 52, and converts similar data of this neighboring unit section to the gain k
Is corrected to the stable side, and the flag N is set to 5. However, the control data of the learning programs D2 and D7 are
Since the operation position of the brake pedal 31 and the operation position of the manual switch 34 are to be obtained by learning, respectively, even if there is control data of a neighboring unit section, control is executed based on these data. Since it is not appropriate, the main computer unit 50
No access is made to the learning programs D2 and D7 of the neighboring unit section stored in the storage unit 2. Thereafter, it is determined whether or not the program to be used has been changed between the previous cycle and the current cycle.
, And if not changed, the flag S is set to 1.

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

On the other hand, if NO, the main computer unit 50 further determines whether the flag N is 1 or not. As a result, when the result is YES, the navigation signal cannot be read, and the standard programs B1 to B1 are not read.
5 is a case where the most standard program B3 is provisionally selected and the control is executed. Therefore, it is appropriate that the standard program B3 is actually selected.
However, if it is not appropriate, if the learning control is executed, there is a possibility that the standard program B3 may be inappropriately corrected by the learning control. Therefore, the learning control is not executed.

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

As a result, when the result is YES, the difference between the control data DBo of the control device stored in the RAM 52 and the traveling data D is small, and the control data DBo of the control device stored in the RAM 52 is corrected. The main computer unit 5
0 means that the learning of the traveling data D is not performed. On the other hand,
If NO, the main computer unit 50
Further, it is determined for each control device whether or not the absolute value of the difference between the control data DBo and the traveling data D is equal to or greater than a predetermined value d2. Here, d2> d1.

As a result, when the result is YES, the difference between the control data DBo of the control device stored in the RAM 52 and the traveling data D is extremely large, and the operation by the specific driver may have been performed suddenly. Is large, and it is not appropriate to learn such traveling data D. Therefore, the main computer unit 50 does not learn the traveling data D.

On the other hand, if NO, the main computer unit 50 determines that the number of updates n is equal to the predetermined number n.
Determine if o has been reached. As a result, when the result is NO, the number of updates n by the learning control is small, and
Since the car 1 has not yet been recognized as having traveling characteristics sufficiently matching the operating characteristics of the specific driver, the main computer unit 50 stores the traveling data D
Is performed according to the following equation.

DBo = (j1 × DBo + D) / (j1 + 1) where j1 is a predetermined coefficient, for example, 10000
Is set to Thereafter, the update count n is stored in the RAM 52 as n = n + 1. On the other hand, if YES,
Since the learning control recognizes that the vehicle 1 already has characteristics that sufficiently match the driving characteristics of the specific driver, the correction value of the control data DBo by the learning control may be small. The unit 50 executes the learning control based on the traveling data D according to the following equation.

DBo = (j2 × DBo + D) / (j2 + 1) Here, j2 is a predetermined coefficient, j1 <j2, and is set to 15000, for example. Thereafter, the update count n is stored in the RAM 52 as n = n + 1. On the other hand, when determining that the flag N is not 2, the main computer unit 50 further determines whether or not the flag N is 3.

As a result, when the result is YES, the main computer unit 50 reads out the standard program of the corresponding area from B1 to B5 based on the navigation signal, and controls each control device of the standard program, that is, the active device. The control data DBo of the suspension control device 12, the anti-lock braking control device 14, the gear ratio control device 7, the four-wheel steering control device 17, the traction control device 15, the engine control device 3, and the power steering control device 9 are read. Further, the travel data D is read, and based on the read travel data D, according to the correction programs E5 to E7,
The control data DBo is corrected to obtain the control data DB, and it is determined for each control device whether or not the absolute value of the difference between the control data DBo and the correction data DB is equal to or less than a predetermined value d3.

As a result, when the result is YES, the difference between the control data DBo of the control device stored in the RAM 52 and the correction data DB is small, and the control data DBo of the control device stored in the RAM 52 is corrected. Since it is recognized that there is no need to perform the correction, the main computer unit 50 does not learn the correction data DB. On the other hand, if NO, the main computer unit 50
Further, for each control device, it is determined whether or not the absolute value of the difference between the control data DBo and the correction data DB is equal to or greater than a predetermined value d4.
judge. Here, d4> d3.

As a result, when the result is YES, the difference between the control data DBo of the control device stored in the RAM 52 and the correction data DB is extremely large, and the operation by the specific driver may have been performed suddenly. Is large, and it is not appropriate to learn such correction data DB.
Does not learn the correction data DB.

On the other hand, if NO, the main computer unit 50 determines that the number of updates n is equal to the predetermined number n.
Determine if o has been reached. As a result, when the result is NO, the number of updates n by the learning control is small, and
Since the car 1 has not yet been recognized as having traveling characteristics sufficiently matching the operating characteristics of the specific driver, the main computer unit 50 stores the traveling data D
Is performed according to the following equation.

DBo = (m1 × DBo + DB) / (m1 + 1) where m1 is a predetermined coefficient, for example, 10000
Is set to Thereafter, the update count n is stored in the RAM 52 as n = n + 1. On the other hand, if YES,
Since the learning control recognizes that the vehicle 1 already has characteristics that sufficiently match the driving characteristics of the specific driver, the correction value of the control data DBo by the learning control may be small. The unit 50 executes the learning control based on the traveling data D according to the following equation.

DBo = (m2 × DBo + DB) / (m2 + 1) Here, m2 is a predetermined coefficient and m1 <m2, and is set to 15000, for example. Thereafter, the update count n is stored in the RAM 52 as n = n + 1. On the other hand, when determining that the flag N is not 3, the main computer unit 50 further determines whether or not the flag N is 4.

As a result, when the result is YES, the car 1 is in a specific area, and the control data of the unit section to be driven is also
Since it is recognized that the learning program is stored in the RAM 52, the main computer unit 50 executes the learning program C1.
C3 and D1 to D7 are read out, and control data DCo of each control device of the learning program is calculated based on the control data of each control device of the learning program.

The main computer unit 50 further reads the driving data D, and based on the driving data D, corrects the control data DBo according to the learning programs C1 to C3 and D1 to D7, and
It is determined whether the absolute value of the difference between the control data DCo and the correction data DC is equal to or smaller than a predetermined value d5 for each control device. judge.

As a result, when the result is YES, the difference between the control data DC of the control device stored in the RAM 52 and the traveling data D is small, and the control data DC of the control device stored in the RAM 52 is corrected. The main computer unit 50
Does not learn the correction data DC. On the other hand,
If NO, the main computer unit 50
Further, it is determined for each control device whether or not the absolute value of the difference between the control data DCo and the correction data DC is equal to or greater than a predetermined value d6. Here, d6> d5.

As a result, in the case of YES, the difference between the control data DCo of the control device stored in the RAM 52 and the correction data DC is extremely large, and the operation of the specific driver may have been performed suddenly. Is large, and it is not appropriate to learn such correction data DC.
Does not learn the correction data DC.

On the other hand, if NO, the main computer unit 50 determines that the number of updates n is equal to the predetermined number of times n
Determine if o has been reached. As a result, when the result is NO, the number of updates n by the learning control is small, and
Since the car 1 has not yet been recognized as having traveling characteristics sufficiently matching the operating characteristics of the specific driver, the main computer unit 50 stores the traveling data D
Is performed according to the following equation.

DCo = (r1 × DCo + DC) / (r1 + 1) Here, r1 is a predetermined coefficient, for example, set to 100. Thereafter, the update count n is stored in the RAM 52 as n = n + 1. On the other hand, if YES, the learning control recognizes that the vehicle 1 already has characteristics that sufficiently match the driving characteristics of the specific driver. Therefore, even if the correction value of the control data DBo by the learning control is small, Therefore, the main computer unit 50 executes the learning control based on the traveling data D according to the following equation.

DCo = (r2 × DCo + DC) / (r2 + 1) Here, r2 is a predetermined coefficient, and r1 <r2, and is set to, for example, 150. Then, the number of updates n
Is stored in the RAM 52 as n = n + 1. On the other hand, when the flag N is not 4, the flag N is 5, and it is recognized that the control data of the unit section to be traveled has not yet been learned and stored in the RAM 52. The main computer unit 50 reads the traveling data D in order to learn and create the control data of the unit section that is running. And the learning program D1,
For D3 to D6, on the same day and time,
The same unit interval is repeated p times, for example, 10 times, or
After traveling 50 times and obtaining p pieces of traveling data D,
These p pieces of traveling data D are added, divided by p,
The control data DCo is calculated and stored in the RAM 52.
On the other hand, for the learning program D2, the operation of the brake pedal 31 is performed at the same place on the same day, at the same time,
When p times, for example, 10 times or 50 times, p running data D are added and divided by p,
The control data DCo is calculated and stored in the RAM 52.

Here, the travel data D of the learning programs D1, D3 to D6 is, for example, 100 m apart from an adjacent unit section every 1 km.
Unit sections set to overlap, or
Every 10 minutes, data in a unit section that is set to be partially temporally overlapped with an adjacent unit section, for example, one minute at a time, is added to the integrator 4 for each unit section.
The average is calculated based on the detection signal input from Step 1. As described above, by calculating the traveling data D, continuity of the traveling data can be ensured, which is desirable.

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

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

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

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

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

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

As a result, when the result is YES, the lateral acceleration GL applied to the vehicle 1 is large, and the vehicle is in a traveling state in which it is necessary to emphasize the traveling stability exclusively, and the control is executed based on the setting program A7 stored in the ROM 51. It is determined that it is in a state to be performed. Therefore, the main computer unit 50 further determines whether or not the flag S is 0.

As a result, if the result is YES, the driver changes to a specific driver from a specific driver such as the owner driver or his or her family, from another driver, or from a driver other than the specific driver, due to a change in driving conditions. Since the program used is changed between the previous cycle and the current cycle, the main computer unit 50 includes: a main computer unit 50 for preventing a sudden change in the running state of the vehicle 1; The time T1 is added to the control time T stored in the timer of the control device.

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

Thereafter, the main computer unit 50 sets the control gain to gradually increase to the value calculated this time after the lapse of the control time T stored in the timer of each control device according to the setting program A7. , And outputs a control execution signal to each control device. On the other hand, when the flag P is not 0, the main computer unit 50 further determines whether or not the flag P is 1.

As a result, when the result is YES, it is recognized that the vehicle is traveling on a road having a low coefficient of road surface friction, and the vehicle is in a traveling state in which it is necessary to focus on traveling stability exclusively. It is determined that control is to be performed. Therefore, the main computer unit 50 further determines whether or not the flag S is 0.

As a result, if the result is YES, the driver changes to a specific driver due to a change in driving conditions or from a specific driver such as the owner driver or his family to another driver or from a driver other than the specific driver. Since the program has been changed, it is recognized that the program to be used has been changed between the previous cycle and the current cycle. Therefore, in order to prevent the running state of the automobile 1 from changing abruptly, the main computer unit 50 The time T1 is added to the control time T stored in the timer of each control device.

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

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

As a result, when the result is YES, the control is to be performed by the setting programs A1 to A5 stored in the ROM 51, but the main computer unit 50 further checks whether the flag S is 0 or not. That is, it is determined whether the program to be used has been changed. As a result, when the result is YES, the driver has changed from a specific driver such as the owner driver or his family to another driver, or from a driver other than the specific driver to a specific driver due to a change in driving conditions, Since it is recognized that the program to be used has been changed between the previous cycle and the current cycle, the main computer unit 50 controls each control to prevent the running condition of the automobile 1 from changing suddenly. The time T1 is added to the control time T stored in the timer of the apparatus.

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

The control gains of the setting programs A1 to A5 stored in the ROM 51 are not corrected by the correction programs E1 to E7. After the elapse of T, a control execution signal is output to each control device so that the control gain gradually becomes the value calculated this time.

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

As a result, when the result is YES, the driver changes to a specific driver due to a change in driving conditions or from a specific driver such as an owner driver or his family to another driver, or from a driver other than the specific driver. Since the program used is changed between the previous cycle and the current cycle, the main computer unit 50 includes: a main computer unit 50 for preventing a sudden change in the running state of the vehicle 1; The time T1 is added to the control time T stored in the timer of the control device.

On the other hand, when the flag S is not 0, the main computer unit 50 operates according to the standard program B3 based on the correction programs E1 to E4.
As shown in Table 4, the calculated control gain of each control device is uniformly corrected to calculate the control gain of each control device. That is, first, when it is determined that the nighttime is based on the input signal from the clock 40, as shown in Table 4, the control data DB of each control device of the standard program in the corresponding area is corrected, and the navigation signal and the like are corrected. When it is determined based on the input signal from the vehicle speed sensor 43 that the vehicle is in a congested state, as shown in Table 4, the control data DB of each control device of the standard program in the corresponding area is corrected, and a wiper operation (not shown) is performed. When it is determined from the signal from the means that the wiper is operating and the weather condition is rainy or snowy, as shown in Table 4, the control of each control device of the standard program in the corresponding area is performed. When the data DB is corrected and the running time is determined to be long based on the input signals from the clock 40 and the integrator 41, the data is shown in Table 4 according to the length. As, by correcting the control data DB of the control device of the standard program of the relevant region, based on the thus corrected control data of the control device has calculates a control gain of each control device.

Thereafter, the main computer unit 5
A value of 0 determines whether or not the control gain of each control device thus obtained has changed between the previous cycle and the current cycle. As a result, when the result is YES, the main computer unit 50 sets the control time T stored in the timer of the control device in which the control gain has changed to prevent the running condition of the automobile 1 from changing suddenly. , Time T
Add 2.

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

As a result, when the result is YES, the main computer unit 50 reads out the standard program of the corresponding area from the standard programs B1 to B5 based on the navigation signal, and based on any of the standard programs B1 to B5. Start control. First, the main computer unit 50 further determines whether or not the flag S is 0.

As a result, if the result is YES, the driver changes to a specific driver due to a change in driving conditions or from a specific driver such as an owner driver or his family to another driver, or from a driver other than the specific driver. Since the program used is changed between the previous cycle and the current cycle, the main computer unit 50 includes: a main computer unit 50 for preventing a sudden change in the running state of the vehicle 1; The time T1 is added to the control time T stored in the timer of the control device.

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

Thereafter, the main computer unit 5
A value of 0 determines whether or not the control gain of each control device thus obtained has changed between the previous cycle and the current cycle. As a result, when the result is YES, the main computer unit 50 sets the control time T stored in the timer of the control device in which the control gain has changed to prevent the running condition of the automobile 1 from changing suddenly. , Time T
Add 2.

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

As a result, if YES, control based on the learning programs C1 to C3 and D1 to D7 is started. First, the main computer unit 50
Determines whether the flag S is 0 or not. As a result, when the result is YES, the program used in the previous cycle and the current cycle has changed due to a change in driving conditions or because the driver has changed from a driver other than the specific driver to a specific driver. Since it is recognized, the main computer unit 50 adds the time T1 to the control time T stored in the timer of each control device in order to prevent the running condition of the automobile 1 from suddenly changing.

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

Thereafter, the main computer unit 5
A value of 0 determines whether or not the control gain of each control device thus obtained has changed between the previous cycle and the current cycle. As a result, when the result is YES, the main computer unit 50 sets the control time T stored in the timer of the control device in which the control gain has changed to prevent the running condition of the automobile 1 from changing suddenly. , Time T
Add 2.

Thereafter, the main computer unit 50 sends a control execution signal so that the control gain gradually becomes the value calculated this time after the control time T stored in the timer of each control device elapses. Output to each control device. On the other hand, when it is determined that the flag N is not 4, the control data of the road to be traveled is still stored in the RAM5.
2, the control data of a nearby road within a predetermined distance l0 of the straight line distance l from the road to be driven is stored in the RAM 52, so that the main computer unit 50 The control based on the control data of the neighboring road is started.

First, the main computer unit 50
Determines whether the flag S is 0 or not. As a result, when the result is YES, the program used in the previous cycle and the current cycle has changed due to a change in driving conditions or because the driver has changed from a driver other than the specific driver to a specific driver. Since it is recognized, the main computer unit 50 adds the time T1 to the control time T stored in the timer of each control device in order to prevent the running condition of the automobile 1 from suddenly changing.

On the other hand, when the flag S is not 0, the main computer unit 50 corrects the control data of the nearby road uniformly as shown in Table 4 based on the navigation signals based on the correction programs E1 to E4. Then, the control gain of each control device is calculated. Thereafter, the main computer unit 50 determines whether or not the control gain of each control device thus obtained has changed between the previous cycle and the current cycle.

As a result, when the result is YES, the main computer unit 50 controls the control stored in the timer of the control device whose control gain has changed in order to prevent the running condition of the automobile 1 from changing suddenly. The time T2 is added to the time T. Thereafter, after the control time T stored in the timer of each control device has elapsed, the main computer unit 50 sends a control execution signal to each control device so that the control gain gradually becomes the value calculated this time. Output to

As described above, according to the present embodiment, the setting programs A1 to A5 set in the RAM 52 for each area such as an urban area, an urban area, a suburban area, a mountain road, and an expressway are set to control gains that match the area. , The lateral acceleration GL is a predetermined value G
In a driving state larger than Lo, a setting program A6 forcibly used, while driving on a road with a small road friction coefficient,
A specific driver, such as the setting program A7, the owner driver or his / her family, used forcibly,
When driving, learn the characteristics of the operation, and for each region such as urban areas, urban areas, suburbs, mountain roads, highways,
Standard program B with control gains learned and modified to match local and specific driver operations
1 to B5, within a specific range within a predetermined distance Lo from the home of the owner of the automobile 1 or the location of the dealer,
A learning program C1 to C3 and D1 to C3 for learning the terrain and the operation of a specific driver such as an owner driver or its family, and having, for each road, a control gain learned to match the operation of the road and the specific driver. D7 and standard programs B1 to B5 and learning programs C1 to C3 and D1
When a specific driver, such as an owner driver or his / her family, drives the automobile 1 in a specific area where he or she frequently travels by commuting, etc. And a learning program C1 to C3 and D1 for each road, which learns the operation of a specific driver such as an owner driver or a family member and has a control gain learned to match the terrain of the road and the operation of the specific driver. To D7 are replaced by correction programs E1 to E1 and E6.
Since the running characteristics of the automobile 1 are controlled by the control gain corrected by the above, it is possible to give the specific driver an extremely great satisfaction and to improve the running stability, and to improve the specific driver. However, when driving outside a specific area, a standard having a control gain learned and changed to match the operation of the specific area and a specific driver for each area such as an urban area, an urban area, a suburban area, a mountain road, and an expressway. The running characteristics of the vehicle 1 are controlled by the control gains obtained by correcting the programs B1 to B5 by the correction programs E1 to E7, so that a great satisfaction can be given. When driving a car 1, a driver in an urban area, urban area, suburban area, mountain road For each region, such as highways, setting program A which is set in the control gain matching in the area
Since the running characteristics of the vehicle 1 are controlled by 1 to A5, even when a driver other than the specific driver drives the vehicle 1, it is possible to give a greater satisfaction as compared with the related art.

Further, when a driver other than the specific driver drives, the learning control is not performed. Therefore, when the specific driver drives, the control gain of the program changed to match the operation of the specific driver becomes: It can be prevented from being changed in an undesirable direction. Further, when the lateral acceleration GL is a predetermined value G
When the driving state is equal to or higher than Lo, the setting program A
When the vehicle 6 is traveling on a road with a small road friction coefficient, the setting program A7 is forcibly selected and used, respectively, so that it is possible to reliably prevent the traveling stability from being impaired.

FIGS. 16, 17 and 18 are flowcharts showing another embodiment of the learning control of the present invention. In the embodiment shown in FIGS. 16, 17 and 18,
In a driving situation in which the learning programs C1 to C3 and D1 to D7 are used, the number of updates of the control data n
Has reached the predetermined number of times no, from the next control cycle, the main computer unit 50 sets the unit section for reading the traveling data, that is, the unit distance or unit time to a small value, and performs the learning control. I want to run. This means that the update number n of the control data in a certain unit section in the specific area has reached the predetermined number no, which means that the vehicle 1 frequently travels in that unit section for the purpose of commuting or the like. Means, therefore,
In that unit section, it is desirable to read the traveling data more finely and execute the learning control in order to give the driver greater satisfaction.

More specifically, in the present embodiment, when it is determined that the update count n has reached the predetermined count no when the flag N is 4, the main computer unit 50 is activated.
Sets the flag N to 6 and executes learning control based on the traveling data D according to the following equation. DCo = (r1 × DCo + DC) / (r1 + 1) From the next control cycle, the main computer unit 50 sets the unit section for reading the traveling data, for example, every 1 km to every 500 m adjacent unit sections. Between, some of the area, for example, 50m each,
A part of the time is set so as to overlap, or every five minutes, between adjacent unit sections so as to overlap, for example, every 50 seconds, and the traveling of the newly set unit section Until the data D is read a predetermined number of times p, the learning control is not performed. When the driving data D of the new unit section is read p times, the flag N is set to 7 and a new unit Execute learning control for the section.

FIGS. 19, 20 and 21 show FIGS.
19 is a flowchart showing a control execution routine when learning control is executed based on FIGS. 17 and 18. 19, 20, and 21, when the flag N is not 5, it is further determined whether or not the flag N is 6. As a result, when it is determined that the flag N is 6, the control data for the newly set unit section is not yet stored in the RAM 52, but the update count n including the new unit section is Since the control data of the unit section up to no is stored in the RAM 52, the main computer unit 50 starts the control based on the control data.

First, the main computer unit 50
Determines whether the flag S is 0 or not. As a result, when the result is YES, the program used in the previous cycle and the current cycle has changed due to a change in driving conditions or because the driver has changed from a driver other than the specific driver to a specific driver. Since it is recognized, the main computer unit 50 adds the time T1 to the control time T stored in the timer of each control device in order to prevent the running condition of the automobile 1 from suddenly changing.

On the other hand, when the flag S is not 0, the main computer unit 50 performs no based on the navigation signals based on the correction programs E1 to E4.
As shown in Table 4, the control data of the unit section up to
The control gain is uniformly calculated and the control gain of each control device is calculated.
Thereafter, the main computer unit 50 determines whether or not the control gain of each control device thus obtained has changed between the previous cycle and the current cycle.

As a result, when the result is YES, the main computer unit 50 controls the control stored in the timer of the control device whose control gain has changed in order to prevent the running condition of the automobile 1 from changing suddenly. The time T2 is added to the time T. Thereafter, after the control time T stored in the timer of each control device has elapsed, the main computer unit 50 sends a control execution signal to each control device so that the control gain gradually becomes the value calculated this time. Output to

On the other hand, when the flag N is not 6, the flag N is 7, and since the control data for the newly set unit section has already been stored in the RAM 52, the learning programs C1 to C3 and D1 through D
The control based on 7 is started. First, the main computer unit 50 further determines whether or not the flag S is 0.

As a result, if the result is YES, the driver has changed from a driver other than the specific driver to the specific driver due to a change in driving conditions,
Since it is recognized that the program to be used has changed between the previous cycle and the current cycle, the main computer unit 50 controls each control device to prevent the running condition of the automobile 1 from changing suddenly. The time T1 is added to the control time T stored in the timer.

On the other hand, when the flag S is not 0, the main computer unit 50 executes each control calculated based on the correction programs E1 to E4 and based on the learning signals C1 to C3 and D1 to D7 based on the navigation signals. As shown in Table 4, the control gain of each control device is uniformly corrected, and the control gain of each control device is calculated.

Thereafter, the main computer unit 5
A value of 0 determines whether or not the control gain of each control device thus obtained has changed between the previous cycle and the current cycle. As a result, when the result is YES, the main computer unit 50 sets the control time T stored in the timer of the control device in which the control gain has changed to prevent the running condition of the automobile 1 from changing suddenly. , Time T
Add 2.

Thereafter, the main computer unit 50 sends a control execution signal so that the control gain gradually becomes the value calculated this time after the control time T stored in the timer of each control device elapses. Output to each control device. FIG. 22 is a block diagram of a learning control vehicle 1 showing another embodiment of the present invention.
FIG. 23 shows an embodiment of the automatic learning control vehicle 1 including the transmission control device 20. FIG.
3 is a block diagram of an operation system, a detection system, and a control system. Therefore, the brake pedal 31 is not provided, and the transmission device 21 is controlled by the automatic transmission control device 20. In this case, the ratio ATC of the setting programs A1 to A7 of the control data of the automatic transmission control device 20 corresponding to Table 1 is set to 1, 2, 3, 5, 3, 1, 5 respectively. The ratio ATC of the control data of the standard program B3 to the control data of the setting programs A1 to A7 is corrected to 2. Here, the larger the ratio is, the more the power-oriented control gain is, and the smaller the ratio is, the more the fuel-efficient control gain is. In this embodiment, the learning control is performed in the same manner as in the above embodiment.

Tables 5, 6, and 7 correspond to Tables 2, 3, and 4, respectively, and show how the ATC is corrected for the terrain situation and operation situation. is there. In Tables 6 and 7, D2, D7
And E7 are the same as in Tables 3 and 4, and are therefore omitted. The present invention is not limited to the embodiments described above, and various modifications are possible within the scope of the invention described in the claims, which are also included in the scope of the present invention. Needless to say,

For example, in the above embodiment, the RAM
At 52, a specific driver outside of a specific area
The standard programs B1 to B5 used when driving the vehicle 1 are stored. When the specific driver drives the automobile 1 outside the specific area, the setting program A1 is stored.
Alternatively, the capacity of the RAM 52 can be reduced by using A5 to reduce the cost. In this case, when the navigation signal is not input, the setting program A3 is used instead of the standard program B3. When it is determined that the navigation signal is abnormal, instead of the standard programs B1 to B5, The setting programs A1 to A5 will be used.

Further, in the above embodiment, when a driver other than the specific driver drives the automobile 1, only the setting programs A1 to A7 are used. The learning control may be executed using the learning programs C1 to C3 related to the terrain. In this case, the learning programs C1 to C3 are related to the terrain and are not related to the operation. In addition, the control gain of C3 is not changed in an unfavorable direction, and a greater satisfaction can be given to a driver other than the specific driver.

Further, in the above embodiment, the ROM 5
1 stores, as setting programs, regional setting programs A1 to A5 for five areas: urban area, urban area, suburban area, mountain road, and highway.
The regional divisions of urban area, suburban area, mountain road, and highway are just one example, and the area is further subdivided, and the setting program is stored in the ROM 51 to improve the traveling characteristics of the automobile 1. Alternatively, the capacity of the ROM 51 can be reduced by reducing the number of areas such as urban areas, suburban areas, and highways.

Similarly, in the above embodiment, the RAM 5
2 stores, as standard programs, regional standard programs B1 to B5 for five areas: urban areas, urban areas, suburban areas, mountain roads, and highways.
The regional divisions of urban area, suburban area, mountain road, and highway are only examples, and the area is further subdivided, and a standard program is stored in the RAM 52 to improve the traveling characteristics of the automobile 1. Or in urban areas,
Reduce the number of areas, such as suburbs, highways,
The capacity of the AM 52 may be reduced in size.

Further, the learning program and the correction program are not limited to the learning programs D1 to D7 and the correction programs E5 to E7 shown in the above-described embodiment, and even if other learning programs and correction programs are added. Alternatively, some of the learning programs D1 to D7 and the correction programs E5 to E7 may be omitted. For example, as a learning program for the terrain, a program for learning a road surface friction coefficient, as a correction program, a program for correcting a standard program according to a traveling distance, and as a correction program for driver operation, a vehicle speed V, a yaw rate change, a yaw rate change, a clutch Operation speed of pedal 32, shift lever 33
Depending on the operation speed, a correction program for correcting the standard program may be added, or only a learning program related to the driver's operation may be provided as the learning program.

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

A plurality of standard programs B1 to B5, learning programs C1 to C3, and D5 to D7 may be stored in the RAM 52 for each specific driver such as an owner driver or a family member.
In order to reduce the capacity of the RAM 52, a plurality of standard programs B1 to B5 and learning programs C1 to C3 for only the owner driver or only a specific person among the owner driver and their families are provided.
And D5 to D7 may be stored in the RAM 52.

Further, in the above embodiment, when the number of updates n of the control data is equal to or greater than the predetermined number no,
It is determined that the vehicle 1 has characteristics that sufficiently match the driving characteristics of the specific driver, and the coefficient j1 is set to j2 and m
1 is set to m2 and r1 is set to r2, and is uniformly increased and corrected only once, so that the correction value is controlled to be small. However, when the number of updates n reaches n1 which is larger than no For example, these coefficients may be corrected a number of times stepwise in accordance with the number of updates n of the control data, such as by further correcting them. Further, as the number of updates n of the control data increases, Therefore, these coefficients may be corrected so as to gradually increase.

In the embodiment shown in FIGS. 16, 17 and 18, the learning programs C1 to C3
And when D1 to D7 are used, after the number n of updates of the control data reaches the predetermined number no, the main data is updated.
From the next control cycle, the computer unit 50
The unit section for reading the travel data D is made smaller to execute more detailed learning control on a road in a specific area where the travel frequency is high.
When the number of times has reached n1 times greater than no, the unit distance or unit time for reading the travel data D is again corrected to be small, and the unit distance or unit time is stepwisely changed according to the control data update count n. , Over and over,
Even when the correction is performed, the correction may be performed such that the unit distance or the unit time for reading the traveling data D is gradually reduced as the number n of updates of the control data increases.

Further, when the learning control shown in FIGS. 1 to 15 and the learning control shown in FIGS. 16 to 18 are combined, when the number n of updates of the control data becomes a predetermined number no or more, Coefficient j1 to j2, m1 to m2, r
1 is uniformly corrected to r2, and control is performed such that the correction value is reduced, and the unit section for reading the travel data D, that is, the unit distance or the unit time is corrected to be small. On a road in a high specific area, more detailed learning control may be executed. Also in this case, the update count n is no
These coefficients may be corrected multiple times stepwise according to the number of updates n of the control data, such as when the correction value is further reduced to a smaller value n1 times. , These coefficients may be corrected so that they increase little by little as the number n of updates of the control data increases.
When n1 times greater than o is reached, the unit distance or unit time for reading the travel data D is again corrected to be smaller, and the unit distance or unit time is gradually increased in accordance with the control data update count n. The correction may be performed repeatedly, or the correction may be performed such that the unit distance or unit time for reading the travel data D is gradually reduced as the number n of updates of the control data increases.

Further, the unit distance or unit time for reading the traveling data D is corrected to be small, or, alternatively, a part or all of the unit time zone for reading is
For example, the time from 9 o'clock to 12 o'clock may be reduced to 9 o'clock to 10 o'clock, 10 o'clock to 11 o'clock, 11 o'clock to 12 o'clock. Further, in the above embodiment, when the driver identification means 48 detects the belongings of the driver, such as an IC card, a dedicated key, a license, a clock with a transmitter, etc., the main computer unit 5
0, the main computer unit 50 is configured to determine that the driver is a specific driver when the driver signal is input and the driver signal is input. Instead of using a detection device, or equipped with a driver's belonging detection device, and further provided with an input device capable of manually inputting specific information such as a password, when specific information such as a password is input , A driver signal may be output to the main computer unit 50.

In the above embodiment, when the driver signal is not input, the main computer unit 50 further includes a driver weight detecting device,
A device for recognizing the driver's body type and / or face by image processing, or one or two of the driver's weight, body type, face, voice, seat position, etc., by a voice recognition device, seat position detection device, or the like. When the above is consistent with the data stored in the RAM 52, the driver is identified as a specific driver. When it cannot be determined from the information that the driver is a specific driver, the steering speed of the steering wheel 4, the accelerator speed, Although the operating speed of the pedal 30, the operating speed of the brake pedal 31, and the operating speed of the clutch pedal 32 are compared with the average values of these stored in the RAM 52, it is determined whether the driver is a specific driver. One or more of the driver's weight, body type, face, voice, seat position, etc., is stored in the RAM 52. Only when the data matches the data, it is not determined that the driver is a specific driver. Further, for a predetermined time, the monitored steering speed of the steering wheel 4, the operation speed of the accelerator pedal 30, the operation speed of the brake pedal 31, and the clutch pedal 32 Operating speed of the vehicle 1 until then, the specific driver
As a result of driving, compared with the average value of the steering speed of the steering wheel 4, the operation speed of the accelerator pedal 30, the operation speed of the brake pedal 31, and the operation speed of the clutch pedal 32 stored in the RAM, When the difference is within a predetermined value, a configuration may be such that a specific driver is determined for the first time, or only one of these determinations may be performed.

In the above embodiment, as shown in FIG. 11 and FIG.
For example, the ACS correction data x1 and x2 are calculated. The ROM 51 stores a map for each area as shown in FIGS. 24 and 25, and the main computer unit 50 stores the position correction data. Based on the navigation signal input from the computer unit 53, a curve in a corresponding area may be selected to calculate, for example, ACS correction data x1, x2. The same applies to the correction programs E5 to E7. is there.

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

[0148]

According to the present invention, it is possible to provide a learning control vehicle that can prevent hunting even if the traveling area changes and can drive the vehicle with desired traveling characteristics.

[0149]

[Table 1]

[0150]

[Table 2]

[0151]

[Table 3]

[0152]

[Table 4]

[0153]

[Table 5]

[0154]

[Table 6]

[0155]

[Table 7]

[Brief description of the drawings]

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

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

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

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

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

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

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

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

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

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

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

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

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

FIG. 14 is a flowchart illustrating a middle section of a control execution subroutine.

FIG. 15 is a flowchart illustrating a second half of a control execution subroutine.

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

FIG. 17 is a flowchart illustrating a middle section of another example of the learning control subroutine.

FIG. 18 is a flowchart illustrating the latter half of another example of the learning control subroutine.

FIG. 19 is a flowchart illustrating a first half of another example of the control execution subroutine.

FIG. 20 is a flowchart illustrating a middle section of another example of the control execution subroutine.

FIG. 21 is a flowchart illustrating a latter half of another example of the control execution subroutine.

FIG. 22 is a block diagram of a learning control vehicle according to another preferred embodiment of the present invention.

FIG. 23 is a block diagram showing an operation system, a detection system, and a control system of a learning control vehicle according to another preferred embodiment of the present invention.

FIG. 24 is a map showing a relationship between vertical acceleration GV and correction data in the ACS of the learning program C1.

FIG. 25 is a map showing a relationship between lateral acceleration GL and correction data in the ACS of the learning program C2.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Automobile 2 Engine 3 Engine control device 4 Steering wheel 5 Front wheel 6 Gear ratio changing device 7 Gear ratio control device 8 Power steering device 9 Power steering control device 10 Rear wheel 11 Active suspension device 12 Active suspension control device 13 Brake 14 Anti-lock・ Brake control device 15 Traction control device 16 Rear wheel steering device 17 Four-wheel steering control device 18 Position detection sensor 19 Display device 20 Automatic transmission control device 21 Transmission device 30 Accelerator pedal 31 Brake pedal 32 Clutch pedal 33 Shift lever 34 Manual switch 35 Erase switch 36 Instrument panel 37 Indicator 40 Clock 41 Integration Total 42 Calendar 43 Vehicle speed sensor 44 Yaw rate sensor 45 Acceleration sensor 46 Lateral acceleration sensor 47 Vertical acceleration sensor 48 Driver identification means 50 Main computer unit 51 ROM 52 RAM 53 Position calculation computer unit

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Kiyoshi Sakamoto 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (72) Mine-Higashi Shibata 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Matsu (72) Inventor Shigefumi Hirabayashi 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Corporation (72) Inventor Seiji Miyamoto 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Corporation (56) References JP-A-58-89434 (JP, A) JP-A-3-44029 (JP, A) JP-A-62-292947 (JP, A) JP-A-4-15799 (JP, A) Japanese Unexamined Patent Publication No. Sho 60-161731 (JP, A) Japanese Unexamined Patent Publication No. Sho 63-232041 (JP, A) Japanese Unexamined Patent Publication No. Sho 63-113800 (JP, A) Japanese Unexamined Patent Publication No. Sho 61-138857 (JP, A) Japanese Unexamined Patent Publication No. Sho 62-70641 (Japanese) JP, A) JP-A-59-203831 (JP, A) (58) Field (Int.Cl. ^6, DB name) B60K 41/00

Claims (5)

(57) [Claims] 1. A detecting means for detecting a running condition of a vehicle, a running characteristic control device capable of controlling a running characteristic of the vehicle with a predetermined control gain, and a learning condition of the running condition of the vehicle. In a learning control vehicle equipped with control means capable of changing the control gain, a position detection means for detecting a traveling position of the vehicle, wherein the control means
The control gain of the driving characteristic control means is corrected and updated by learning control according to the running position of the vehicle, and the correction amount of the control gain is changed in accordance with the number of updates of the control gain. A learning control car characterized by being made. 2. The apparatus further comprises a time measuring means, wherein the control means samples the running data of the same unit time zone for each unit section, and performs the learning control only during the running of the same unit section in the same time zone. The learning control vehicle according to claim 1, wherein the control gain is corrected and updated by the driving characteristic control means. 3. The control device according to claim 2, wherein when the control means determines that the vehicle is traveling in the same area, the control gain of the driving characteristic control means is corrected and updated by learning control. The learning control vehicle according to claim 1. 4. When the control unit frequently corrects and updates the control gain of the driving characteristic control unit while traveling in the same unit section in the same unit time zone,
The learning control vehicle according to claim 1, wherein the control unit is configured to reduce a unit section for sampling traveling data. 5. When the control unit frequently corrects and updates the control gain of the traveling characteristic control unit while traveling in the same unit section in the same unit time zone,
3. The learning control vehicle according to claim 1, wherein the control unit is configured to reduce a unit time zone for sampling the traveling data.