JP3290457B2 - Vehicle body speed detection device - Google Patents
Vehicle body speed detection deviceInfo
- Publication number
- JP3290457B2 JP3290457B2 JP01536592A JP1536592A JP3290457B2 JP 3290457 B2 JP3290457 B2 JP 3290457B2 JP 01536592 A JP01536592 A JP 01536592A JP 1536592 A JP1536592 A JP 1536592A JP 3290457 B2 JP3290457 B2 JP 3290457B2
- Authority
- JP
- Japan
- Prior art keywords
- speed
- wheel speed
- driven wheel
- vehicle
- value
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/10—Acceleration; Deceleration
- B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/20—Speed
- B60G2400/204—Vehicle speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/20—Speed
- B60G2400/208—Speed of wheel rotation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
- B60G2600/12—Sampling or average detecting; Addition or substraction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/70—Estimating or calculating vehicle parameters or state variables
- B60G2800/702—Improving accuracy of a sensor signal
Landscapes
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
【0001】[0001]
【産業上の利用分野】本発明は,トラクションコントロ
ールシステムやアンチロックブレーキシステムにおい
て,例えば車輪のスリップ率を求める場合に必要となる
車体速度を検出するための車両の車体速度検出装置に関
する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle speed detecting device for detecting a vehicle speed required for determining a slip ratio of a wheel in a traction control system or an anti-lock brake system.
【0002】[0002]
【従来の技術】発進時や急加速時における車輪の過剰ス
リップを防止するためのトラクションコントロールシス
テムを備えた車両や,制動時における車輪のロックを防
止するためのアンチロックブレーキシステムを備えた車
両において,車輪のスリップ率は以下のような式に基づ
いて演算される。2. Description of the Related Art Vehicles equipped with a traction control system for preventing excessive slip of wheels at the time of starting or sudden acceleration, and vehicles equipped with an anti-lock brake system for preventing wheel locking during braking. , The wheel slip ratio is calculated based on the following equation.
【0003】 スリップ率=(車輪速度−車体速度)/車輪速度×10
0 ところで,トラクションコントロールシステムを備えた
車両において,駆動輪のスリップ率を演算する場合に,
前記車輪速度として左右の駆動輪速度の平均値を用いる
とともに,前記車体速度として左右の従動輪速度の平均
値を用い,それら駆動輪速度平均値と従動輪速度平均値
とから上式に基づいて駆動輪のスリップ率を演算するも
のが知られている(例えば,特開昭61−60331号
公報参照)。Slip ratio = (wheel speed−vehicle speed) / wheel speed × 10
0 By the way, in a vehicle equipped with a traction control system, when calculating the slip ratio of the drive wheels,
The average value of the left and right driven wheel speeds is used as the wheel speed, the average value of the left and right driven wheel speeds is used as the vehicle body speed, and the average value of the drive wheel speed and the average value of the driven wheel speed are calculated based on the above equation. A device that calculates a slip ratio of a driving wheel is known (for example, see Japanese Patent Application Laid-Open No. 61-60331).
【0004】[0004]
【発明が解決しようとする課題】しかしながら,車体速
度として左右の従動輪速度の平均値を用いる上記従来の
手法では,車両の直進走行時には正しい車体速度を得る
ことができるものの,車両の旋回時には駆動輪と従動輪
が異なる軌跡を描くことにより該駆動輪と従動輪間に速
度差が生じるため,駆動輪の位置に対応する正しい車体
速度を得ることができなかった。すなわち,駆動輪のス
リップ率を演算するには該駆動輪の位置に対応する車体
速度を用いるべきであるのに,旋回時に前記駆動輪と異
なる軌跡を描く従動輪速度から車体速度を求めると誤差
が生じることになる。特に,低速旋回時には駆動輪と従
動輪の軌跡が大きく異なるため,前記車体速度の誤差が
増加して駆動輪の正確なスリップ率を演算することがで
きない問題があった。However, in the above-mentioned conventional method using the average value of the left and right driven wheel speeds as the vehicle body speed, although the correct vehicle body speed can be obtained when the vehicle is traveling straight, the vehicle is not driven when the vehicle turns. When the wheels and the driven wheels draw different trajectories, a speed difference is generated between the driving wheels and the driven wheels, so that a correct vehicle speed corresponding to the position of the driving wheels cannot be obtained. That is, although the vehicle speed corresponding to the position of the drive wheel should be used to calculate the slip ratio of the drive wheel, when the vehicle speed is obtained from the driven wheel speed that draws a different trajectory from the drive wheel when turning, an error occurs. Will occur. In particular, when the vehicle turns at a low speed, since the trajectories of the driving wheels and the driven wheels are greatly different from each other, the error of the vehicle body speed increases, so that there is a problem that it is impossible to calculate an accurate slip ratio of the driving wheels.
【0005】本発明は前述の事情に鑑みてなされたもの
で,車両の旋回時においても駆動輪の位置に対応する正
確な車体速度を求めることが可能な車両の車体速度検出
装置を提供することを目的とする。SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and provides a vehicle body speed detecting device capable of obtaining an accurate vehicle speed corresponding to the position of a drive wheel even when the vehicle is turning. With the goal.
【0006】[0006]
【課題を解決するための手段】上記目的を達成するため
に,本発明の車両の車体速度検出装置は,左右の従動輪
速度をそれぞれ検出する従動輪速度検出手段と,この従
動輪速度検出手段の出力に基づいて従動輪速度平均値を
演算する従動輪速度平均値演算手段と,車両の操舵角を
検出する操舵角検出手段と,車両の横加速度を検出する
横加速度検出手段と,前記従動輪速度平均値および操舵
角検出手段で検出された操舵角に基づいて従動輪速度平
均値の補正値を演算する補正値演算手段と,前記従動輪
速度平均値および補正値演算手段で演算された補正値に
基づいて車体速度を演算する車体速度演算手段とを備
え,前記補正値の演算は,前記従動輪速度平均値が所定
値よりも小さく,且つ前記横加速度が所定値よりも小さ
いときに行われることを特徴とする。In order to achieve the above object, a vehicle speed detecting apparatus for a vehicle according to the present invention comprises a driven wheel speed detecting means for detecting left and right driven wheel speeds, and a driven wheel speed detecting means. and a driven wheel speed average value calculating means for calculating a follower wheel speed average value based on the output, a steering angle detection means for detecting a steering angle of the vehicle, and a lateral acceleration detecting means for detecting a lateral acceleration of the vehicle, the slave Wheel speed average and steering
Correction value calculating means for calculating a correction value of the average value of the driven wheel speed based on the steering angle detected by the angle detecting means, and a vehicle body based on the correction value calculated by the average value of the driven wheel speed and the correction value calculating means. Vehicle speed calculating means for calculating the speed , wherein the calculation of the correction value is performed when the average value of the driven wheel speed is a predetermined value.
Value and the lateral acceleration is smaller than a predetermined value.
It is characterized by being performed when
【0007】[0007]
【実施例】図1〜図4は本発明を車両のトラクションコ
ントロールシステムに適用した一実施例を示すもので,
図1はその車両の概略構成図,図2はトラクションコン
トロールシステムのブロック図,図3は電子制御ユニッ
トの回路構成を示すブロック図,図4は実施例の作用を
示すフローチャートである。EXAMPLES 1 to 4 show an embodiment in which the present invention is applied to a vehicle traction control system,
Figure 1 is a schematic structural diagram of the vehicle, a flowchart shown in FIG. 2 is a block diagram of a traction control system, Figure 3 is a block diagram showing the circuit configuration of the electronic control unit, Figure 4 the effect of the actual施例.
【0008】図1に示すように,この車両は前輪駆動車
であって,内燃機関Eによって駆動される左右一対の駆
動輪WFL,WFRと,左右一対の従動輪WRL,WRRとを備
えており,各駆動輪WFL,WFRには駆動輪速度VFL,V
FRを検出するための左右一対の駆動輪速度検出手段
1FL,1FRが設けられるとともに,各従動輪WRL,WRR
には従動輪速度VRL,VRRを検出するための左右一対の
従動輪速度検出手段2RL,2RRが設けられる。As shown in FIG. 1, this vehicle is a front-wheel drive vehicle, and includes a pair of left and right drive wheels W FL and W FR driven by an internal combustion engine E and a pair of left and right driven wheels W RL and W RR . And each drive wheel W FL , W FR has a drive wheel speed V FL , V FL
A pair of left and right driving wheel speed detecting means 1 FL , 1 FR for detecting FR is provided, and each driven wheel W RL , W RR is provided.
Are provided with a pair of left and right driven wheel speed detecting means 2 RL , 2 RR for detecting driven wheel speeds V RL , V RR .
【0009】ステアリングホイール3には操舵角δを検
出するための操舵角検出手段4が設けられるとともに,
車体の適所には旋回時における横加速度Gを検出するた
めの横加速度検出手段5が設けられる。また,内燃機関
Eの吸気通路6にはパルスモータ7に接続されて開閉駆
動されるスロットル弁8が設けられており,前記駆動輪
速度検出手段1FL,1FR,従動輪速度検出手段2RL,2
RR,操舵角検出手段4,横加速度検出手段5,およびパ
ルスモータ7はマイクロコンピュータを備えた電子制御
ユニットUに接続される。The steering wheel 3 is provided with a steering angle detecting means 4 for detecting a steering angle δ.
A lateral acceleration detecting means 5 for detecting a lateral acceleration G at the time of turning is provided at an appropriate position of the vehicle body. A throttle valve 8 connected to a pulse motor 7 and driven to open and close is provided in an intake passage 6 of the internal combustion engine E, and the drive wheel speed detecting means 1 FL and 1 FR and the driven wheel speed detecting means 2 RL are provided. , 2
The RR , the steering angle detecting means 4, the lateral acceleration detecting means 5, and the pulse motor 7 are connected to an electronic control unit U having a microcomputer.
【0010】図2は,駆動輪WFL,WFRの過剰スリップ
を抑制すべく,前記各検出手段からの信号を制御プログ
ラムに基づいて演算処理し,前記パルスモータ7でスロ
ットル弁8を駆動して内燃機関Eの出力トルクを制御す
るための電子制御ユニットUを示している。この電子制
御ユニットUは,前記演算処理を行うための中央処理装
置(CPU)11,前記制御プログラムや各種テーブル
等のデータを格納したリードオンリーメモリ(ROM)
12,前記各検出器の検出信号や演算結果を一時的に記
憶するランダムアクセスメモリ(RAM)13,前記各
検出手段,すなわち駆動輪速度検出手段1FL,1FR,従
動輪速度検出手段2RL,2RR,操舵角検出手段4,およ
び横加速度検出手段5が接続される入力部14,および
前記パルスモータ7が接続される出力部15から構成さ
れている。而して,上記電子制御ユニットUは,入力部
14から入力される各種信号とリードオンリーメモリ1
2に格納されたデータ等を後述する制御プログラムに基
づいて中央処理装置11で演算処理し,最終的に出力部
15を介してパルスモータ7を駆動する。これにより,
スロットル弁8が制御されて内燃機関Eの出力トルクが
変化し,その結果車両の駆動輪WFL,WFRの過剰スリッ
プを抑制すべく駆動輪トルクが最適の値に制御される。FIG. 2 shows that the signals from the respective detecting means are arithmetically processed based on a control program in order to suppress the excessive slip of the driving wheels W FL and W FR , and the throttle valve 8 is driven by the pulse motor 7. 1 shows an electronic control unit U for controlling the output torque of the internal combustion engine E. The electronic control unit U includes a central processing unit (CPU) 11 for performing the arithmetic processing, a read-only memory (ROM) storing the control program and data such as various tables.
12, a random access memory (RAM) 13 for temporarily storing a detection signal and a calculation result of each of the detectors, and each of the detection means, that is, the drive wheel speed detection means 1FL , 1FR , and the driven wheel speed detection means 2RL. , 2 RR , an input unit 14 to which the steering angle detecting means 4 and the lateral acceleration detecting means 5 are connected, and an output unit 15 to which the pulse motor 7 is connected. Thus, the electronic control unit U receives various signals input from the input unit 14 and the read only memory 1.
The central processing unit 11 performs arithmetic processing on the data and the like stored in 2 based on a control program described later, and finally drives the pulse motor 7 via the output unit 15. This gives
The throttle valve 8 is controlled to change the output torque of the internal combustion engine E. As a result, the drive wheel torque is controlled to an optimum value to suppress excessive slip of the drive wheels W FL and W FR of the vehicle.
【0011】次に,図3に基づいて電子制御ユニットU
の回路構成を説明する。Next, the electronic control unit U will be described with reference to FIG.
Will be described.
【0012】左右の駆動輪速度検出手段1FL,1FRによ
り検出した左右の駆動輪速度VFL,VFRは駆動輪速度平
均値演算手段21に入力され,そこで両駆動輪速度
VFL,VFRの平均値(VFL+VFR)/2を演算すること
により駆動輪速度平均値Vwが求められる。また,左右
の従動輪速度検出手段2RL,2RRにより検出した左右の
従動輪速度VRL,VRRは従動輪速度平均値演算手段22
に入力され,そこで両従動輪速度VRL,VRRの平均値
(VRL+VRR)/2を演算することにより従動輪速度平
均値Vvが求められる。The left and right driving wheel speeds V FL , V FR detected by the left and right driving wheel speed detecting means 1 FL , 1 FR are inputted to the driving wheel speed average value calculating means 21, where the two driving wheel speeds V FL , V FR are obtained. By calculating the average value of FR (V FL + V FR ) / 2, the driving wheel speed average value Vw is obtained. Further, the left and right follower wheel speed detecting means 2 RL, 2 RR left and right follower wheel speed V RL detected by, V RR is the follower wheel speed average value calculating means 22
, Where the average value (V RL + V RR ) / 2 of the driven wheel speeds V RL and V RR is calculated to obtain the driven wheel speed average value Vv.
【0013】一方,操舵角検出手段4で検出したステア
リングホイール3の操舵角δと横加速度検出手段5で検
出した横加速度Gは補正値演算手段23に入力され,そ
こで演算された補正値ΔVvは前記従動輪速度平均値演
算手段22で演算された従動輪速度平均値Vvと共に車
体速度演算手段24に入力される。そして,車体速度演
算手段24において,前記従動輪速度平均値Vvと補正
値ΔVvとに基づいて車体速度Vv′が演算される。On the other hand, the steering angle δ of the steering wheel 3 detected by the steering angle detecting means 4 and the lateral acceleration G detected by the lateral acceleration detecting means 5 are input to a correction value calculating means 23, and the correction value ΔVv calculated there is calculated. It is input to the vehicle speed calculating means 24 together with the driven wheel speed average value Vv calculated by the driven wheel speed average calculating means 22. Then, the vehicle speed calculating means 24 calculates the vehicle speed Vv 'based on the average value Vv of the driven wheel speeds and the correction value ΔVv.
【0014】次に,図4のフローチャートに基づいて,
前記補正値演算手段23と車体速度演算手段24におい
て実行されるプログラムの内容を説明する。Next, based on the flowchart of FIG.
The contents of the programs executed by the correction value calculating means 23 and the vehicle speed calculating means 24 will be described.
【0015】先ず,ステップS1で従動輪速度検出手段
2RL,2RRにより検出した左右の従動輪速度VRL,VRR
の平均値(VRL+VRR)/2,すなわち従動輪速度平均
値Vvが予め設定された所定値(例えば,60km/
h)と比較される。ステップS1で従動輪速度平均値V
vが前記所定値未満であれば,続くステップS2で横加
速度検出手段5により検出した車体の横加速度Gが予め
設定した所定値(例えば,0.5G)と比較される。ス
テップS2で横加速度Gが所定値未満であれば,続くス
テップS3で前記従動輪速度平均値Vvに定数Kを乗算
することにより,旋回時における車両の前後輪の速度差
に対応する値である補正値ΔVvが求められる。尚,定
数Kは操舵角δおよび従動輪速度平均値Vvに基づいて
テーブルから検索される値である。そして最後に,ステ
ップS4で従動輪速度平均値Vvに補正値ΔVvを加算
することにより,最終的な車体速度Vvが求められる。[0015] First, the follower wheel speed detecting means in Step S1 2 RL, 2 driven left and right detected by RR wheel speeds V RL, V RR
(V RL + V RR ) / 2, that is, the average value of the driven wheel speed Vv is a predetermined value (for example, 60 km /
h). In step S1, the driven wheel speed average value V
If v is smaller than the predetermined value, the lateral acceleration G of the vehicle body detected by the lateral acceleration detecting means 5 is compared with a predetermined value (for example, 0.5 G) in the following step S2. If the lateral acceleration G is less than the predetermined value in step S2, the following driven wheel speed average value Vv is multiplied by a constant K in step S3 to obtain a value corresponding to the speed difference between the front and rear wheels of the vehicle during turning. The correction value ΔVv is obtained. The constant K is a value retrieved from a table based on the steering angle δ and the average value of the driven wheel speed Vv. Finally, in step S4, the final vehicle speed Vv is obtained by adding the correction value ΔVv to the driven wheel speed average value Vv.
【0016】以上のように,従動輪速度平均値Vvに補
正値ΔVvを加算して車体速度Vvを求める処理は,従
動輪速度平均値Vvが所定値よりも小さく,且つ横加速
度Gが所定値よりも小さい時に行われる。これは高速走
行時には車両の旋回半径が大きくなって前後輪の軌跡差
による速度差が小さくなるためであり,また横加速度G
が大きくなると車体のスリップアングルが増加して前後
輪の軌跡差による速度差が小さくなるためである。而し
て,前後輪の速度差が大きくなる低速かつ低横加速度時
に前後輪の速度差を補正値ΔVvとして求め,その補正
値ΔVvを従動輪速度平均値Vvに加算することにより
駆動輪WFL,WFRの位置に対応する正しい車体速度Vv
が求められる。As described above, the process of obtaining the vehicle speed Vv by adding the correction value ΔVv to the average value of the driven wheel speed Vv is performed when the average value of the driven wheel speed Vv is smaller than the predetermined value and the lateral acceleration G is set to the predetermined value. It is done when less than. This is because the turning radius of the vehicle increases during high-speed running and the speed difference due to the difference in the trajectory of the front and rear wheels decreases, and the lateral acceleration G
Is larger, the slip angle of the vehicle body increases, and the speed difference due to the difference between the trajectories of the front and rear wheels decreases. Thus, the speed difference between the front and rear wheels is obtained as a correction value ΔVv at a low speed and low lateral acceleration at which the speed difference between the front and rear wheels becomes large, and the correction value ΔVv is added to the average value of the driven wheel speed Vv, whereby the drive wheel W FL , correct vehicle speed corresponding to the position of the W FR Vv
Is required.
【0017】図3に戻り,駆動輪速度平均値演算手段2
1で求めた駆動輪速度平均値Vwと車体速度演算手段2
4で求めた車体速度Vv′がスリップ率演算手段25に
入力され,そこで駆動輪WFL,WFRのスリップ率が, スリップ率=(Vw−Vv′)/Vw×100 により求められる。そして,前記駆動輪WFL,WFRのス
リップ率が所定値を越えると,電子制御ユニットUがパ
ルスモータ7を駆動してスロットル弁8を閉弁制御する
ことにより,内燃機関Eの出力トルクを低減して駆動輪
WFL,WFRの過剰スリップを防止する。 Returning to FIG. 3, the driving wheel speed average value calculating means 2
1 and the vehicle speed calculating means 2
4 the vehicle speed Vv determined in 'is input to the slip rate calculating means 25, where the drive wheels W FL, the slip ratio of the W FR, slip ratio = (Vw-Vv' obtained by) / Vw × 100. When the slip ratio of the drive wheels W FL , W FR exceeds a predetermined value, the electronic control unit U drives the pulse motor 7 to control the closing of the throttle valve 8, thereby reducing the output torque of the internal combustion engine E. reduced to driving wheels W FL, that to prevent excessive slipping of W FR.
【0018】以上,本発明の実施例を詳述したが,本発
明は前記実施例に限定されるものでなく,種々の小設計
変更を行うことが可能である。Although the embodiment of the present invention has been described in detail above, the present invention is not limited to the above embodiment, and various small design changes can be made.
【0019】例えば,実施例では前輪が駆動輪であり後
輪が従動輪である前輪駆動車両を例示したが,本発明は
前輪が従動輪であり後輪が駆動輪である後輪駆動車両に
対しても適用可能である。また本発明はトラクションコ
ントロールシステムに限定されず,アンチロックブレー
キシステム等の他の用途に対しても適用することができ
る。For example, in the embodiment, a front wheel drive vehicle in which the front wheels are drive wheels and the rear wheels are driven wheels has been exemplified. However, the present invention relates to a rear wheel drive vehicle in which the front wheels are driven wheels and the rear wheels are drive wheels. It is also applicable. Further, the present invention is not limited to the traction control system, but can be applied to other uses such as an antilock brake system.
【0020】[0020]
【発明の効果】以上のように本発明によれば,高速走行
中は車両の旋回半径が大きくなって前後輪の軌跡差によ
る速度差が小さくなる点と,横加速度が大きくなると車
体のスリップアングルが増加して前後輪の軌跡差による
速度差が小さくなる点とに鑑み,従動輪速度平均値が所
定値よりも小さく且つ前記横加速度が所定値よりも小さ
いときを条件として(即ち旋回時に前後輪の速度差が大
きくなる低速且つ低横加速度時に限定して),従動輪速
度平均値と操舵角とに基づいて従動輪速度平均値の補正
値を演算し,この補正値で従動輪速度平均値を補正し
て,駆動輪の位置に対応する車体速度を演算しているの
で,旋回時に駆動輪と従動輪が異なる軌跡を描くことに
因り発生する(特に低速且つ低横加速度時に大きくな
る)誤差を補償して,正確な車体速度を求めることがで
き,従って,このようにして求めた正確な車体速度と駆
動輪速度との比較に基づいて,駆動輪速度を特に補正し
なくてもスリップ状態を精度よく的確に判断可能とな
る。As described above, according to the present invention, high-speed running
In the middle, the turning radius of the vehicle increases and
Speed difference is small, and when the lateral acceleration is large,
Increased slip angle of the body due to the difference in trajectory between the front and rear wheels
Considering that the speed difference becomes smaller, the average value of the driven wheel speed
Smaller than a predetermined value and the lateral acceleration is smaller than a predetermined value.
(I.e., the speed difference between the front and rear wheels during turning is large)
Driven wheel speed only at low speeds and low lateral accelerations)
A correction value for the average value of the driven wheel speed is calculated based on the average degree value and the steering angle, and the average value of the driven wheel speed is corrected with the correction value to calculate a vehicle speed corresponding to the position of the drive wheel. Therefore, when turning, the driving wheel and the driven wheel draw different trajectories.
(Especially at low speed and low lateral acceleration.
That) to compensate for errors, it is possible to obtain an accurate vehicle speed, therefore, drive the exact vehicle speed obtained in this manner
The drive wheel speed is specifically corrected based on the comparison with the wheel speed.
It is possible to accurately and accurately determine the slip state even without
You .
【0021】しかも前記補正値の演算は従動輪速度平均
値と操舵角とに基づいて,また前記車体速度の演算は従
動輪速度平均値と上記補正値とに基づいて,それぞれ極
力シンプルに行うことができる上,前記条件を外れた旋
回時(即ち高速又は高横加速度の旋回時)には上記のよ
うな補正値の演算を省略できるため,全体として演算処
理の簡素化が図られ,それだけ装置のコスト節減と処理
速度の迅速化に寄与することができる。 Further, the calculation of the correction value is based on the average of the driven wheel speeds.
The calculation of the vehicle speed is based on the value and the steering angle.
Based on the average wheel speed and the above correction value,
In addition to simple operation, turning
When turning (that is, when turning at high speed or high lateral acceleration),
Computation of such correction values can be omitted, so the computation
Simplification of the process, which saves equipment costs and processes
This can contribute to speeding up.
【図1】トラクションコントロールシステムを備えた車
両の概略構成図FIG. 1 is a schematic configuration diagram of a vehicle including a traction control system.
【図2】トラクションコントロールシステムのブロック
図FIG. 2 is a block diagram of a traction control system.
【図3】電子制御ユニットの回路構成を示すブロック図FIG. 3 is a block diagram showing a circuit configuration of an electronic control unit.
【図4】車体速度検出のフローチャート FIG. 4 is a flow chart of the vehicle speed detection
2RL,2RR 従動輪速度検出手段 4 操舵角検出手段 5 横加速度検出手段 22 従動輪速度平均値演算手段 23 補正値演算手段 24 車体速度演算手段 VRL,VRR 従動輪速度 Vv 従動輪速度平均値 ΔVv 補正値 Vv′ 車体速度 δ 操舵角 G 横加速度2 RL , 2 RR driven wheel speed detection means 4 steering angle detection means 5 lateral acceleration detection means 22 driven wheel speed average value calculation means 23 correction value calculation means 24 body speed calculation means V RL , V RR driven wheel speed Vv driven wheel speed Average value ΔVv Correction value Vv ′ Body speed δ Steering angle G Lateral acceleration
───────────────────────────────────────────────────── フロントページの続き (72)発明者 山本 修 埼玉県和光市中央1丁目4番1号 株式 会社本田技術研究所内 (72)発明者 白石 修士 埼玉県和光市中央1丁目4番1号 株式 会社本田技術研究所内 (56)参考文献 特開 平2−227338(JP,A) 特開 昭64−32955(JP,A) (58)調査した分野(Int.Cl.7,DB名) B60T 8/58 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Osamu Yamamoto 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside of Honda R & D Co., Ltd. (72) Inventor Shuji Shiroishi 1-4-1 Chuo, Wako-shi, Saitama pref. (56) References JP-A-2-227338 (JP, A) JP-A-64-32955 (JP, A) (58) Fields investigated (Int. Cl. 7 , DB name) B60T 8 / 58
Claims (1)
ぞれ検出する従動輪速度検出手段(2RL,2RR)と, この従動輪速度検出手段(2RL,2RR)の出力に基づい
て従動輪速度平均値(Vv)を演算する従動輪速度平均
値演算手段(22)と, 車両の操舵角(δ)を検出する操舵角検出手段(4)
と, 車両の横加速度(G)を検出する横加速度検出手段
(5)と,前記従動輪速度平均値(Vv)および操舵角検出手段
(3)で検出された操舵角(δ) に基づいて従動輪速度
平均値(Vv)の補正値(ΔVv)を演算する補正値演
算手段(23)と, 前記従動輪速度平均値(Vv)および補正値演算手段
(23)で演算された補正値(ΔVv)に基づいて車体
速度(Vv′)を演算する車体速度演算手段(24)と
を備え, 前記補正値(ΔVv)の演算は,前記従動輪速度平均値
(Vv)が所定値よりも小さく,且つ前記横加速度
(G)が所定値よりも小さいときに行われる ことを特徴
とする,車両の車体速度検出装置。 1. A left and right follower wheel speed (V RL, V RR) and a driven wheel speed detecting means for detecting each (2 RL, 2 RR), the output of the follower wheel speed detecting means (2 RL, 2 RR) Driven wheel speed average value calculating means (22) for calculating a driven wheel speed average value (Vv) based on the vehicle speed; and steering angle detecting means (4) for detecting a vehicle steering angle (δ).
A lateral acceleration detecting means (5) for detecting a lateral acceleration (G) of the vehicle, and a mean value (Vv) of the driven wheel speed and a steering angle detecting means.
Correction value calculating means (23) for calculating a correction value (ΔVv) of the average value of the driven wheel speed (Vv) based on the steering angle (δ) detected in (3); and the average value of the driven wheel speed (Vv) And correction value calculating means
Vehicle speed calculating means (24) for calculating a vehicle speed (Vv ') based on the correction value (.DELTA.Vv) calculated in (23) , wherein the calculation of the correction value (.DELTA.Vv) is value
(Vv) is smaller than a predetermined value and the lateral acceleration
(G) is characterized by being performed when less than the predetermined value, the vehicle speed detection equipment of the vehicle.
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP01536592A JP3290457B2 (en) | 1992-01-30 | 1992-01-30 | Vehicle body speed detection device |
DE69300421T DE69300421T2 (en) | 1992-01-30 | 1993-01-28 | Vehicle wheel speed detection device. |
EP93101332A EP0553825B1 (en) | 1992-01-30 | 1993-01-28 | Wheel speed detecting device for vehicle |
US08/012,141 US5490070A (en) | 1992-01-30 | 1993-02-01 | Wheel speed detecting device for vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP01536592A JP3290457B2 (en) | 1992-01-30 | 1992-01-30 | Vehicle body speed detection device |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH05208669A JPH05208669A (en) | 1993-08-20 |
JP3290457B2 true JP3290457B2 (en) | 2002-06-10 |
Family
ID=11886772
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP01536592A Expired - Fee Related JP3290457B2 (en) | 1992-01-30 | 1992-01-30 | Vehicle body speed detection device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3290457B2 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002362345A (en) * | 2001-06-07 | 2002-12-18 | Sumitomo Rubber Ind Ltd | Road surface condition determining device and method and determining program of road surface condition |
-
1992
- 1992-01-30 JP JP01536592A patent/JP3290457B2/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
JPH05208669A (en) | 1993-08-20 |
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