JPH10131780A - Characterizing device for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To select the relation between a manipulated variable by a vehicular driver and response of an automobile by an individual driver, and realize a personality of the automobile by correcting a controlled variable corresponding to an operation input of the driver on the basis of the content of a memory according to the driver. SOLUTION: A manipulated variable inputted from an operation input device 2 operated by a driver is inputted to a controller 3. In the controller 3, a controlled variable is decided on the basis of its manipulated variable, and is outputted to a control device 4. A relation between the manipulated variable and the controlled variable is corrected on the basis of the content in a memory 5 according to the driver. The content of the memory 5 is set to a peculiar value by an individual driver. responsiveness of a vehicle corresponding to the manipulated variable is set by the individual driver, a vehicular characteristic and performance which are matched with the individual driver are obtained. A characteristic per driver is inputted to a memory per driver, the characteristic can be reproduced, the personality of the vehicle is enabled.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a motor vehicle, and more particularly to a system suitable for changing a response (control amount) of the vehicle to an operation input for each driver.

[0002]

2. Description of the Related Art As a method of selecting automobile equipment for each driver, as disclosed in Japanese Patent Application Laid-Open No. 59-57037, a method of changing the seat position of a driver by an electric motor according to the contents of a memory is disclosed. As disclosed in JP-A-59-48208, there has been proposed an apparatus in which the vehicle height is switched by a manual lever.

[0003]

In the former prior art, only the control amount (seat position) is changed in accordance with the contents of the memory, and correction of the control amount in response to a driver's operation input is performed in accordance with the contents of the memory. There is no suggestion on what to do.

Further, in the latter conventional technique, the control amount (vehicle height) is changed by a manual lever, and there is no suggestion that the vehicle height is changed by a memory corresponding to a driver.

It is an object of the present invention to provide a vehicle characterization device for correcting a control amount for a driver's operation input based on the contents of a memory corresponding to the driver.

[0006]

The object of the present invention is to provide an operating means operated by a driver, an operating state detecting means for detecting an operating state of the operating means, a control means for controlling a driving state of a vehicle, and A storage unit in which a requested driver characteristic is stored; and a control amount determination unit that determines a control amount of the control unit based on the operation state detected by the operation state detection unit and the driver characteristic stored in the storage unit. This is achieved by a vehicle characterization device having the following features.

[0007] This storage means may be integrated with the vehicle control device or may be provided separately outside.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to FIG.
This will be described below. Reference numeral 1 denotes a car. Reference numeral 2 denotes an operation input device operated by a driver, such as an accelerator, a steering wheel, a brake, a gear, a clutch, and the like. The operation amounts of these operation input devices are input to the controller 3. The controller 3 determines a control amount based on the operation amount and outputs the control amount to the control device 4. In the present invention, the relationship between the operation amount and the control amount is corrected based on the contents in the memory 5 corresponding to the driver. As the memory 5 corresponding to the driver, for example, an IC card, CD (compact disk), MT (magnet tape), DAT (digital audio tape), or the like is used. Furthermore, the content of the memory 5 can be set to a unique value by the driver. That is, the response of the vehicle corresponding to the operation amount can be set by the individual driver, and the vehicle can have characteristics or performance suitable for the driver. That is, the seasoning of the car by the driver becomes possible, and since these characteristics and performances are stored, they can be easily reproduced.

FIG. 2 is a block diagram showing elements of one embodiment of the present invention. Reference numeral 6 denotes an input block, reference numeral 7 denotes a control amount block, reference numeral 8 denotes a controller block for correcting the relationship between the input and control amount, and reference numeral 9 denotes a memory in which parameters corresponding to the driver are stored. . In the related art, even if there is a memory, the content of the memory is the control amount itself, not the characteristic correction value for the input.
Further, in the related art, even when the control amount is changed by an input, there is no correction calculation during that time, and even when there is a correction calculation, the correction amount is not changed by a value corresponding to the driver.

According to the present invention, the driver freely sets the parameters for the correction operation and stores the values in the memory 9 of the driver.

For example, when the accelerator opening is considered as the input 6 and the engine speed is considered as the control amount 7, the amount of fuel corresponding to the accelerator opening is supplied to the engine and the speed changes. Therefore, the characteristic of the fuel amount with respect to the accelerator opening may be changed by the correction value in order to obtain the characteristic unique to the driver. This correction value is stored in the memory 9 for each driver. During operation, control is performed using the corrected characteristics.

As another example, the relationship between the steering force of the tire and the operation force of the steering wheel can be changed by a parameter in the memory 9.

Further, the relationship of the braking force according to the amount of depression of the brake can be set in the memory 9 by a parameter unique to the driver.

FIG. 3 shows a specific embodiment. FIG.
In this embodiment, the accelerator opening is input and the engine speed is used as the control amount. In the embodiment, the throttle 11 moves in conjunction with the operation of the accelerator. The accelerator opening θth is input to the controller 3. The controller 3 determines the valve opening time of the injection valve 13 corresponding to the fuel amount from the air amount θa detected by the air flow meter 12 and the engine speed N according to the following equation (1).

[0015]

(Equation 1)

Here, β is a correction amount based on the air-fuel ratio, water temperature, and the like, and γ is a correction amount for each driver.

In the conventional apparatus, the equation (2) without correction by γ is used.

[0018]

(Equation 2)

In the present invention, a correction amount γ that can be set for each driver is newly used as a correction parameter, as shown in equation (1). The characteristics of γ are stored in the memory 5. Further, the setting device 1 for setting the γ by the driver
There are four. The memory 5 may be provided in the controller 3.

Next, the characteristics of γ are shown in FIG. The horizontal axis is the change in accelerator opening θth

[0021]

(Equation 3)

The vertical axis is γ. FIG. 4 shows three types of γ.
Are shown. Normal (Nor) characteristic is always γ
When = 1, the characteristic relationship is as shown in equation (2). Characteristic A is

[0023]

(Equation 4)

As becomes larger, γ becomes larger than 1. That is, when the accelerator is depressed quickly and greatly, γ increases, and Ti increases as shown in equation (1). This means that the fuel has been accelerated and increased, so that the rise of rotation becomes faster. Further, the characteristic B is such that γ is larger than A, and the rise of the rotation speed is further improved. This figure 4
Of the γ characteristics described above, the characteristics selected by the driver or options for selecting the characteristics are stored in the memory 5 of FIG.

Next, a flowchart showing the operation in the controller 3 of the apparatus shown in FIG. 3 will be shown. FIG. 5 shows a key switch O
This is the first flow after N. After the key switch is turned on, an initialization program for setting constants and the like necessary for control is executed in step 20. Here, a timer for scheduling the subsequent control is also set. Next, at step 21, it is determined whether or not the auxiliary memory (corresponding to the memory 5 in FIG. 3) is set. If set, a program for transferring the contents of the auxiliary memory into the controller 3 is started in step 22. If it is determined in step 21 that the auxiliary memory has not been set, a set instruction program is started in step 23. FIG. 6 shows an auxiliary memory set instruction program started in step 23. When this program is started, an instruction is given in step 25 to set the auxiliary memory by a display or voice. afterwards,
In step 26, the timer 1 having a predetermined interval is started. FIG. 7 shows a program executed when the timer 1 is started. Here, it is first determined in step 30 whether the auxiliary memory has been set. If it is set, the memory transfer program is started in step 31, then the memory setting instruction is turned off in step 32, and the timer 1 is turned off in step 33.

If it is determined in step 30 that the auxiliary memory has not been set,
End the startup program by. At this time, since the timer 1 is restarted after a predetermined time, the flow from step 30 is repeated again until the auxiliary memory is set.

In the flowcharts of FIGS. 5 to 7, the auxiliary memory is set and the memory transfer program is started. FIG. 8 shows a memory transfer program. This program is for transferring characteristics set for each driver in the auxiliary memory, for example, the γ characteristics in FIG. 4 to the main memory in the controller 3. In step 40, data is transferred from the auxiliary memory to the main memory. At step 41, it is determined whether or not the transfer has been completed. If not, the process returns to the beginning of the flowchart to continue the transfer. On the other hand, if it is determined in step 41 that the process is completed,
To set FLAG1 to "1" and end the program. FIG. 8 shows a program in the case where the γ characteristics of FIG. 4 are stored in the auxiliary memory 5. However, the γ characteristic may be included in the controller 3, and only the option for determining which one to select may be included in the auxiliary memory 5. FIG. 9 shows a memory transfer program in this case. In step 50, the options are transferred from the auxiliary memory to the main memory. Next, as in step 41 of FIG. 8, it is determined in step 51 whether the transfer is completed. When the processing is completed, in step 52, a characteristic according to the option is selected from the characteristics stored in the controller 3. Then step 5
3 sets FLAG1 to "1". Also, in the controller 3,
If only the basic characteristic (Nor characteristic in FIG. 4) is included and a desired characteristic is obtained by calculation from the basic characteristic according to the value of the option, step 5 is performed instead of step 52.
4 is used. In step 54, characteristics are determined by calculation according to the options. Thereafter, FLAG1 is set to "1". The data in the auxiliary memory is transferred to the main memory in the controller 3 according to the flowchart as shown in FIG. 8 or FIG. Thereafter, the vehicle is controlled based on the data in the main memory.

FIG. 10 shows a method of correcting the fuel amount in the apparatus shown in FIG. The flowchart of FIG. 10 is executed by the timer 2 at predetermined intervals. When the engine is started at the cycle of the timer 2, the rotational speed N is captured in step 60, then the air amount Qa is captured in step 61, and the basic injection time Qa / N is calculated in step 62. Next, step 63
To check whether the contents of the auxiliary memory have been transferred to the main memory in the state of FLAG1. If the transfer has been completed (FLAG1 = "1"), Ti is determined in step 64 using equation (1) using γ. This Ti is a value corrected to a characteristic according to the driver. Then step 6
At step 5, Ti is output. If it is determined in step 63 that the transfer has not been completed (FLAG1 ≠ “1”), Ti is obtained using the equation (2) without using γ.
Print i. Ti in this case is a normal value without characteristic correction by the driver. In the flowchart of FIG. 10, if a correction characteristic (γ characteristic in FIG. 4) corresponding to the driver is input, the control is performed based on the content, and if not, the normal method is used. To control. It should be noted that the driver can control the vehicle in the usual manner without setting the auxiliary memory, so that the driver does not feel any trouble.

FIG. 11 shows the operation and effects of the apparatus shown in FIG. FIG. 11 shows a change in the accelerator opening θth and a change in the rotation speed N. If the γ characteristic is the Nor characteristic in FIG. 4, the rise of the rotational speed is as indicated by Nor. Also, the γ characteristic is changed like the A characteristic in FIG.

[0030]

(Equation 5)

When the value is larger than 1.0, the rise of the rotation speed becomes earlier than Nor as in the A characteristic. In addition, when the B characteristic is used, the rise becomes faster than the A characteristic. Thus, the driver can select a desired acceleration characteristic. In this case, the input can be considered as the accelerator opening and the control amount is the rotational speed, but in a narrow sense, it can be regarded as Qa as the input and Ti as the control amount.

Next, an embodiment of an apparatus for setting data in the auxiliary memory by a driver is shown in FIG.

Reference numeral 70 denotes a display on which a graph showing the accelerator opening and the acceleration (the rise of the rotational speed) is displayed. There are three types of acceleration characteristics: Nor, A, and B shown in FIG. The driver selects a desired characteristic using the adjuster 71. Assuming that the driver selects the A characteristic, a voltage value corresponding to the A characteristic is applied to the output side of the regulator 71 by the power supply 72. An A / D converter 73 is connected to the output side, and digitizes a voltage value corresponding to the A characteristic. Here, a switch 75 is connected between the A / D converter 73 and the auxiliary memory 5, and data is not transferred to the auxiliary memory until the setting of the characteristics is completed. The driver presses the transfer button 74 when the setting of the acceleration characteristics is completed. At this time, the switch 75 is opened and the A / D converted data is transferred to the auxiliary memory 5. The data set by the driver is stored in the auxiliary memory 5 by the above device and operation.

The selected value (Nor, A,
B: hereafter referred to as options), ROMs 76a to 76c in which data corresponding to the data is stored, a multiplexer 77, and an operation unit 78. Characteristic data Nor by option value
Or A or B is selected and connected to the arithmetic unit 78 via the multiplexer 77. For example, in the example of FIG. 12, since the A characteristic is selected by the adjuster 71, the ROM 76b containing the A characteristic is connected to the arithmetic unit 78, and Ti in the equation (1) is RO
Determined using γ in M76b.

FIG. 13 shows an embodiment of another device for setting data in the auxiliary memory. Display 7
0 indicates an acceleration characteristic, and an upper limit and a lower limit indicating an adjustable range are displayed. Within this range, the driver can select an arbitrary characteristic by changing the characteristic in an analog manner. The acceleration characteristic can be freely selected in an analog manner on the display as shown by the dotted line. This selection is performed by the adjuster 80. Adjuster 8
When the knob 0 is moved right and left, the acceleration characteristic (dotted line) shown on the display changes. The output from the adjuster 80 is A / D converted by the A / D converter 73. When the desired characteristics are obtained on the display, the transfer button 74 is pressed to transfer the data to the auxiliary memory. The data transferred here is, for example, a value for proportionally distributing the upper-limit characteristic and the lower-limit characteristic as shown on the display 70, a /
b (when the characteristic (a) is selected). This value is sent to the controller 3, and in the controller 3, a ROM 81 in which reference characteristics are stored, a characteristic operation unit 82 (RAM) in which a / b is stored, and an operation unit 78 Is provided.
When determining the Ti, the calculating unit 78 uses the value of γ which is processed by the characteristic calculating unit 82 based on the value corresponding to a / b in the value in the ROM 81 and corrected to a desired value. Thus, a desired acceleration characteristic selected on the display 70 is obtained.

As a general operation of the driver, the key is first turned on to start the engine. Next, the auxiliary memory is set in the device. Next, the user determines and transfers the desired characteristics on the display. Thus, individualization (characterizing) of the automobile is achieved. Once you enter your favorite characteristics into the auxiliary memory, the next time you get into the car, you can characterize just by setting the memory.

In the example shown in FIG. 12, the multiplexer 77 is used. However, if the multiplexer 77 has a storage means for storing options even if the auxiliary memory 5 is pulled out, there is no particular problem in operation. Also in the example of FIG. 13, there is no problem even if the auxiliary memory 5 is removed during operation as long as the characteristic calculation unit 82 has a storage unit for storing a / b.

Next, a description will be given of a method in a case where it is desired to change the acceleration characteristics in the middle of driving with the contents of the auxiliary memory 5 halfway. For example, if it is desired to change only the acceleration characteristic during driving in the example of FIG. 13, the auxiliary memory 5 is removed, the characteristic is selected by the adjuster 80, and the transfer button 74 is pressed, the operation is performed with the selected characteristic. Will be able to Thereafter, when it is desired to return to the characteristics of the contents of the auxiliary memory, the auxiliary memory may be set again. This flow is shown in FIGS.

In FIG. 14, at step 90, it is confirmed whether or not the auxiliary memory 5 is set. If yes, the process ends. In the case of No, it means that the auxiliary memory has been removed, so that FLAG1 is immediately set to "0" in step 91 to return to the standard acceleration mode.

Next, at step 92, the transfer button 74 is
It is determined whether the number is N or not. If it is ON, the contents set in the adjuster 80 and the main memory (R
AM82) is rewritten. Thereafter, at step 94, FLAG2 is set to "1". During this time, it indicates that the auxiliary memory has been removed halfway. In step 95, FLAG
1 is also returned to "1" at this time. According to the above-mentioned flow, it becomes possible to set characteristics other than the contents of the auxiliary memory and to operate by using the characteristics.

Next, when it is desired to operate again with the contents of the auxiliary memory 5, the auxiliary memory may be set again. FIG. 15 shows the flow at that time. First, FL in step 100
It is checked whether AG2 is "1", that is, whether the auxiliary memory is currently removed and operated with a different content. If No, the process ends. If Yes, it is checked in step 101 whether the auxiliary memory is set. If No, the process ends. In the case of Yes here, the memory transfer program is started in step 102 to transfer the contents of the auxiliary memory to the main memory. Thereafter, in step 103, FLAG2 is set to "0". In this way, if the auxiliary memory is set again, the operation can be performed again with the contents. 14 is started by the timer 3, and the flowchart of FIG.

As described above, a flow when the driver wants to change the characteristics while driving with the contents of the auxiliary memory can be realized.

Although the present invention has been described with reference to the acceleration characteristics as an example, the present invention has a number of applications as shown in FIG.

FIG. 16 shows the characteristics. This is to change a shift pattern as shown in FIG. 16A in an automatic transmission with a torque converter. In the shift pattern, the shift position is determined based on the relationship between the accelerator opening (a signal indicating a load such as a throttle opening) and the vehicle speed. In FIG. 16A, 1 → 2 is an upshift from the first speed to the second speed, and 2 → 3 is a second speed to the third speed. The solid line and the dotted line indicate shift patterns having different characteristics. In this example, this shift pattern is changed. In this case, FIG.
As shown in (b), the input is the accelerator opening θt
h, vehicle speed V, and the control amount is the line pressure of the transmission,
In other words, it is the shift position. This relationship is changed according to the contents of the auxiliary memory 5 for each driver.

FIG. 17 shows a hardware configuration of the transmission and the controller 3. The operation of valves V1, V2 and V3, which operate according to signals from the controller 3, controls the clutch C1,
Selectively act on C2 and C3 to connect or disconnect a desired clutch. By selecting C1, C2 and C3, the first, second and third speeds are selected. Θth and V are input to the controller 3, and the characteristics of the shift position are input from the auxiliary memory 5.

When setting the shift pattern, FIG.
2. As shown in FIG. 13, selection is made by a switch or volume 14. After that, when the transfer button is pressed, the contents are stored in the auxiliary memory 5. Subsequent flowcharts are the same as those in FIGS. 5 to 9, 14, and 15 in the case of the acceleration characteristic. FIG. 1 is a flowchart corresponding to FIG.
FIG. The operation is started by the flowchart timer 5. At steps 110 and 111, the accelerator opening θth and the vehicle speed V are detected. Next, in step 112, FLAG1 indicating whether or not the content of the auxiliary memory has been transferred is confirmed.
If it is “1”, the valve V is determined in step 113 by MAP1 (characteristic of each driver transferred from the auxiliary memory).
1, V2 and V3 are controlled. This MAP1 is, for example, based on θth and V as shown in FIG.
N or OFF may be indicated. If FLAG1 ≠ “1” in step 112 of FIG.
As shown in FIG. 4, V1, V2 and V3 are controlled by MAP2. This MAP 2 stores a standard mode shift pattern. With the above apparatus and operation, it is possible to select the characteristics of the shift pattern for each driver.

FIG. 20 shows another example of a change in the steering force characteristic of the steering wheel. FIG. 20 shows the characteristics, wherein the input is the operating force of the steering wheel, and the output is the steering force of the tire. This characteristic can be arbitrarily selected by the driver as shown in (a), (b), and (c). FIG. 21 shows the hardware configuration of this device. When the driver turns the handle 120, an operation force is detected by the input sensor 121, and the amount is input to the controller 3. Based on this signal and the characteristics shown in FIG. 20, a force is transmitted to the tire by the motor 123 via the motor drive circuit 122. The characteristics in the controller (3) are input from the auxiliary memory 5. Also,
The configuration and control flowchart of the setting device 14 are the same as those in the case of the acceleration characteristic. The graph of FIG.
Display above and select the desired characteristic with the adjuster. In the case of this embodiment, the input is the steering force of the steering wheel and the control amount is the steering force of the tire, and the relationship between them is corrected by the contents of the memory unique to the driver.

FIG. 22 is a block diagram of the steering characteristic characterization apparatus shown in FIG.

The rotational moment (Fst) of the steering wheel is detected by the detecting device 121. Based on this Fst, the steering force Tst of the wheel is determined from various characteristics shown in FIG. The driver can select the characteristics (a), (b), and (c) of FIG. 20 as desired. The characteristics in FIG. 20 correspond to the standard memory 5A, the characteristic 1 memory 5B,..., The characteristic n memory 5N in FIG. The driver selects any of these characteristics.
You can choose by typing in. If no selection is made, it operates with a standard memory in which standard characteristics are stored. After the memory is specified, the relationship between the input and the output is determined by the characteristics in the memory. The output is a signal to the motor drive circuit 122, which determines the torque of the motor. The output device 123 operates via this circuit.

FIGS. 23 to 24 show flowcharts of a control unit for operating the apparatus shown in FIG. After executing the flow of FIGS. 5 to 9, as shown in FIG. 23, the program for selecting between the standard memory and the auxiliary memory operates by determining the flag in step 130. If the standard memory is selected in step 131, the process moves to the flowchart of FIG. In FIG. 25, the detected value of Fst is read in Step 140, and Step 1
At 41, the vehicle speed V is read.
Tst is determined from the characteristic of 0. In this case, Tst is determined based on the map storing the standard characteristics. Next, in step 143, the determined Tst is output to the drive circuit.

When the auxiliary memory is selected in step 132 in FIG. 23, the auxiliary memory selection program in FIG. 24 is started. Here, the characteristics (any of 1, 2,..., N), which are steps 133 and 134, are selected according to the option input by the driver, and the flow proceeds to the flow shown in FIG. Here, the selected characteristic is used for Tst, and the subsequent operation is as described above.

As described above, the relationship between the steering force and the steering force of the wheels can be freely selected by the driver as desired. For example, a young woman can select characteristics such that a large steering force Tst can be obtained even with a small steering force. Further, similar characteristics can be selected in an area having many small turns, in a garage, at the time of parking, or the like.
Further, when the driving force is a young man or when driving at high speed, a characteristic having a small gain between the steering force and the steering force can be selected.

FIG. 26 is a block diagram of a characterization device capable of freely selecting the air-fuel ratio (A / F) characteristics of the engine. The selection device 14 selects one of the standard memory and the characteristics 1 to n memories 5A to 5N. This memory includes, for example, A as shown in FIGS.
The control target value of / F is stored. 27 and 28, the engine speed N and the intake pipe pressure, that is, the intake air amount Q
The target A / F is obtained from a. FIG. 27 shows the lean burn characteristic, and FIG. 28 shows the characteristic mainly for the control to A / F = 14.7. In addition, a characteristic that emphasizes output is prepared. The driver can select a desired one of these characteristics by inputting into the selection device.

When the characteristic memory is selected in FIG. 26, the target value is input to the fuel control device, and a controlled amount of fuel is supplied to the engine. A / F from engine exhaust gas
Is detected, fed back and compared with a target value.

Qa and target A at the rotational speed shown in FIG.
/ F was shown. Drivers are (a),
The characteristics (b) and (c) can be selected as desired. FIG.
Both (b) and (c) have characteristics mainly based on A / F = 14.7, but (c) has a smaller A / F even with a smaller Qa (P Department). That is, the characteristic (c) is a characteristic that emphasizes the output.

FIG. 30 is a flowchart. After the above-described flowcharts of FIGS. 23 and 24, the flowchart of FIG. 30 is processed by the timer. After reading N and Qa in steps 145 and 146, the control target value of the A / F is determined from the memory of the characteristic selected in step 147, and the value is output to the fuel control device in step 148.

The driver selects the lean burn characteristic as shown in FIG. 27 when the driver prefers an economical vehicle, and selects the characteristic as shown in FIG. 28 when the driver prefers a high output type vehicle.

FIG. 31 shows an embodiment of a characterizing device capable of selecting the operation characteristics of the brake as desired. When the driver steps on the brake pedal 149, the force is transmitted to the hydraulic device 151 via the booster 150. The hydraulic pressure acts on the braking unit 152 to brake the wheels.
A negative pressure in the intake pipe 153 acts on the booster 150 as an auxiliary force. The negative pressure is controlled by the negative pressure control valve 154 to change the gain of the booster 150. Also, the force gain can be changed by changing the orifice diameter of the relief valve of the hydraulic device 151.

FIG. 32 shows a block diagram of the brake device. The driver uses the selection device 14 to store the memories 5A to 5N.
Select Based on the value in the memory, the negative pressure or the hydraulic pressure is adjusted as described above to change the pedaling force and the gain of the force acting on the control unit. FIG. 33 shows the characteristics of the pedaling force and the braking force. The characteristic (a) in FIG. 33 is a smooth braking characteristic, the characteristic (c) is a quick characteristic, and the characteristic (b) is a normal characteristic in the middle. The driver then selects the characteristics taking into account his own preferences and the surrounding environment.
If the selection of the characteristic is not executed, the operation based on the standard characteristic as shown in (b) is performed.

FIG. 34 shows an individual memory of the throttle valve control in the characterizing device. In the figure, the horizontal axis represents the amount of depression (α) of the accelerator pedal,
The vertical axis indicates the throttle opening (θ). As shown in the figure, θ for α such as A, B and C is stored in the individual memory. In the case of the person A, the acceleration becomes slow at the time of acceleration, in the case of the person B, it can be normal acceleration, and in the case of the person C, it can be rapid acceleration, that is, sporty.

FIG. 35 shows a flowchart of the throttle valve control. First, at step 155, the intention of the driver, that is, the accelerator pedal depression amount (α) is read, and at step 156, the engine output required by the driver, that is, the throttle opening is detected from the individual memory. At step 157, the throttle opening (θ) is obtained. ) To drive the throttle valve. As a result, driving suitable for each driver can be performed.

The setting of individual driving characteristics will be specifically described with reference to FIGS. 36 to 42. In the present embodiment, the air-fuel ratio (K
An individual air-fuel ratio map 159 is provided for additionally correcting the (MR) map 158. The two maps are searched according to driving conditions. Here, the operating state means that the two maps are searched for the engine speed N and the basic injection pulse width T.
p, and the map is two-dimensional and is usually a 16 × 16 array. The COEF occurrence 160 is the sum of various correction coefficients, such as water temperature correction and increase after idling.

Further, an individual ignition timing map 162 for correcting the ignition timing map 161 is provided. The ignition timing map is also similar to the air-fuel ratio map 159 described above.
This is a 16 × 16 array searched on two axes of the engine speed N and the basic injection pulse width Tp.

As described above, the elements of the individual air-fuel ratio map 159 and the individual ignition timing map 162 are changed by the format setting 163. The format setting is set by the driver from the operation input device of the operation panel in the passenger compartment.

FIG. 38 is a flowchart of the format input. Format entry is a menu selection format. In order to change the characteristics of the engine, it has a function to check laws and regulations such as exhaust gas regulations, and when it does not comply with the laws and regulations, it is characterized in that the data input is corrected.

Next, the flowchart of FIG. 37 will be described.
First, form input 164 is performed, and then, regulatory check 165 is performed.
Certifies exhaust gas regulations. Here, the exhaust gas is verified by setting the air-fuel ratio in each operation region and evaluating each exhaust gas, CO, HC, NOx, etc. based on the ignition timing. In the simplest test, when the air-fuel ratio and the ignition timing exceed the allowable ranges, the regulation may be determined to be non-compliant and the evaluation may be performed. For more detailed evaluation, the characteristics of each gas may be stored in a database, and simulation may be performed for mode driving or the like to evaluate.

If it cannot be cleared by the law / regulation clear 166, a correction advice calculation 166 is performed for the range of the map that has become incompatible with the law / regulation check, and a corrected address output 167 is displayed on the CRT on the vehicle interior instrument panel. And
The driver is again prompted for a form input 164.

If "Yes" is determined in the legal clearance 166, the actual individual air-fuel ratio map 159 and the ignition timing 162 are rewritten in 167. Here each map is RAM
(Ramdon Access Memory). Note that the initial value is “0”. Next, these set formats, that is, the values of the two maps (air-fuel ratio, ignition timing) are registered as their own files. 168 allows the driver to select whether to register or not. It should be noted that the file is given a name. As a recording medium, an auxiliary storage device of the operation input device is used. For example, a floppy disk, a hard disk, a bubble memory, a RAM, a ROM, and the like.

FIG. 38 shows an output example of the format setting operation input device.
Shown in First, in the present embodiment, individual characteristic setting 169 is performed. Here, there are three types of input formats. First
Is a friendly setting, the second is a semi-professional setting, and the third is a professional setting. When the friendly setting is selected, a friendly setting menu display 171 shown in FIG. 40 is displayed. The air-fuel ratio and the ignition timing are determined according to one's mood and the degree of desire. For these, a pattern (A / F, ignition) map for the selection input is programmed in advance, and the pattern is set.

In the case of the semi-pro setting, the display 1 shown in FIG.
70 appears and the driver chooses an option.
As with the friendly menu, the air-fuel ratio and ignition timing map patterns for the options are programmed, and the patterns are set.

In the case of the professional setting, FIG.
1 and the display of FIG. 42 appears, and the elements of each map can be set. In the case of these settings, there is a possibility that the system does not conform to the exhaust gas regulations or the like, so the legal regulation check in FIG. 38 is effective.

As described above, according to the present embodiment, the setting of the engine performance of each driver can be checked by law and regulation, and the format can be reused, so that an effect that a vehicle which can meet the demands of the user can be supplied can be provided. is there.

Up to now, an example has been shown in which the contents of the auxiliary memory 5 are set in the automobile 1. FIG. 43 shows a memory medium 5 'such as a CD, IC card, MT (magnet tape), DAT, floppy disk, and the like. Is input by a setting device other than the vehicle 1. For example, the medium 5 ′ is set in the memory device 130 in the home and the personal computer 131, and the control amount of the automobile can be set on the personal computer 131. In this case, the same software as the setting device 14 of the automobile 1 may be created and executed on a personal computer.

[0074]

According to the present invention, the relationship between the amount of operation (input) by the driver of the vehicle and the response (control amount) of the vehicle can be selected by the individual driver, and the characteristics for each driver can be stored in the memory for each driver. Since it can be input and reproduced, it is possible to personalize the car.

[Brief description of the drawings]

FIG. 1 shows a basic configuration diagram of an automobile according to an embodiment of the present invention.

FIG. 2 shows a basic block diagram of an embodiment of the present invention.

FIG. 3 is a block diagram showing an embodiment in which an accelerator opening is input and an engine speed is a control amount;

4 shows a characteristic diagram of γ in the embodiment of FIG.

FIG. 5 shows a flowchart of the embodiment of FIG.

FIG. 6 shows a flowchart of the embodiment of FIG.

FIG. 7 shows a flowchart of the embodiment of FIG.

FIG. 8 shows a flowchart of the embodiment of FIG.

FIG. 9 shows a flowchart of the embodiment of FIG.

FIG. 10 shows a flowchart of the embodiment of FIG.

11 shows a change in the accelerator opening θth and a change in the rotation speed N in the embodiment of FIG.

FIG. 12 illustrates one embodiment of an apparatus for setting data in an auxiliary memory by a driver.

FIG. 13 shows an embodiment of another apparatus for setting data in the auxiliary memory.

FIG. 14 shows a flowchart of an embodiment when it is desired to return to the characteristics of the contents of the auxiliary memory.

FIG. 15 shows a flowchart of an embodiment when it is desired to return to the characteristics of the contents of the auxiliary memory.

FIG. 16 shows a characteristic diagram and a configuration diagram of a gear shift pattern correction according to an embodiment of the present invention.

FIG. 17 shows a hardware configuration of FIG. 16;

FIG. 18 shows a flowchart of the embodiment of FIG.

FIG. 19 shows a characteristic diagram of the embodiment of FIG.

FIG. 20 shows a characteristic diagram of a steering force characteristic of the handle forming one embodiment of the present invention.

FIG. 21 shows a hardware configuration of FIG.

FIG. 22 shows a block diagram of FIG. 21.

FIG. 23 shows a flowchart of FIG. 21.

FIG. 24 shows a flowchart of FIG. 21.

FIG. 25 shows a flowchart of FIG. 21.

FIG. 26 is a block diagram of a characterizing device that can freely select an air-fuel ratio (A / F) characteristic of an engine according to an embodiment of the present invention.

FIG. 27 shows a characteristic diagram of the memory contents of FIG. 26;

FIG. 28 shows a characteristic diagram of the memory contents of FIG. 26;

FIG. 29 shows the relationship between Qa and target A /
A characteristic diagram showing the relationship of F is shown.

FIG. 30 shows a flowchart of FIG. 26.

FIG. 31 shows a configuration diagram of an embodiment of the present invention.

FIG. 32 shows a block diagram of FIG. 31.

FIG. 33 shows a characteristic diagram of FIG. 31.

FIG. 34 shows a characteristic diagram of an individual memory for throttle valve control according to an embodiment of the present invention.

FIG. 35 shows a flowchart of FIG. 34.

FIG. 36 is a block diagram showing an individual driving characteristic setting according to an embodiment of the present invention.

FIG. 37 shows a flowchart of FIG. 36.

FIG. 38 shows the form display of FIG. 36.

FIG. 39 shows the form display of FIG. 36.

FIG. 40 shows the form display of FIG. 36.

FIG. 41 shows the form display of FIG. 36.

FIG. 42 shows the form display of FIG. 36.

FIG. 43 illustrates one embodiment of the present invention.

[Description of Signs] 6 ... Input block, 7 ... Control amount block, 8 ... Controller,
9 ... Memory.

──────────────────────────────────────────────────続 き Continuing on the front page (51) Int.Cl. ⁶ Identification symbol FI G05B 15/02 G05B 15/02 Z (72) Inventor Nobuo Kurihara 4026 Kuji-cho, Hitachi City, Ibaraki Prefecture Inside Hitachi Research Laboratory, Hitachi, Ltd.

Claims (5)

[Claims] An operating means operated by a driver, an operating state detecting means for detecting an operating state of the operating means, a control means for controlling a driving state of a vehicle, and a driver characteristic required by the driver are stored. Storage means;
And a control amount determining unit for determining a control amount of the control unit based on the operation state detected by the operation state detection unit and a driver characteristic stored in the storage unit. . 2. A vehicle characterization device according to claim 1, wherein said operating means is an accelerator pedal, and said control amount is a throttle opening. 3. A vehicle characterization device according to claim 1, wherein said operation means is an accelerator pedal, and said control device is a torque converter. 4. A vehicle characterization device according to claim 1, wherein said operating means is a steering wheel, and said control means is a motor for applying a steering force to a steering wheel. 5. A vehicle characterization device according to claim 1, wherein said operating means is a brake pedal, and said control amount is a negative pressure in an intake pipe.