JPH05208669A - Car body speed detecting device for vehicle - Google Patents
Car body speed detecting device for vehicleInfo
- Publication number
- JPH05208669A JPH05208669A JP4015365A JP1536592A JPH05208669A JP H05208669 A JPH05208669 A JP H05208669A JP 4015365 A JP4015365 A JP 4015365A JP 1536592 A JP1536592 A JP 1536592A JP H05208669 A JPH05208669 A JP H05208669A
- Authority
- JP
- Japan
- Prior art keywords
- speed
- wheel speed
- driven wheel
- vehicle
- average 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.)
- Granted
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 body speed detecting device for a vehicle for detecting a vehicle body speed necessary for obtaining a slip ratio of a wheel in a traction control system or an antilock 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 In a vehicle equipped with a traction control system for preventing excessive slip of the wheels at the time of starting or during sudden acceleration, and a vehicle equipped with an anti-lock brake system for preventing the locking of the wheels 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×100 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 rate = (wheel speed-vehicle body speed) / wheel speed × 100 By the way, in a vehicle equipped with a traction control system, when calculating the slip rate of the driving wheels,
While using the average value of the left and right drive wheel speeds as the wheel speed, using the average value of the left and right driven wheel speeds as the vehicle body speed, based on the above equation from the drive wheel speed average value and the driven wheel speed average value. It is known to calculate the slip ratio of the driving wheels (see, for example, JP-A-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, the correct vehicle body speed can be obtained when the vehicle travels straight, but the vehicle is driven when turning. Since different speeds are generated between the drive wheel and the driven wheel by drawing different trajectories of the wheel and the driven wheel, it is not possible to obtain the correct vehicle body speed corresponding to the position of the drive wheel. That is, the vehicle body speed corresponding to the position of the driving wheel should be used to calculate the slip ratio of the driving wheel, but when the vehicle body speed is obtained from the driven wheel speed that draws a different trajectory from the driving wheel at the time of turning, an error occurs. Will occur. In particular, since the trajectories of the driving wheels and the driven wheels are greatly different during low-speed turning, there is a problem in that the error in the vehicle body speed increases and the accurate slip ratio of the driving wheels cannot be calculated.
【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。The present invention has been made in view of the above circumstances, and provides a vehicle body speed detecting device for a vehicle capable of obtaining an accurate vehicle body speed corresponding to the position of the drive wheels 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、少なくとも前記操舵角検出手段お
よび横加速度検出手段の出力に基づいて前記従動輪速度
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たことを特徴とする。In order to achieve the above object, a vehicle body speed detecting device for a vehicle according to the present invention comprises a driven wheel speed detecting means for detecting left and right driven wheel speeds, respectively, and this driven wheel speed detecting means. Driven wheel speed average value calculation means for calculating the driven wheel speed average value based on the output of the vehicle, steering angle detection means for detecting the steering angle of the vehicle, lateral acceleration detection means for detecting the lateral acceleration of the vehicle, and A correction value calculating means for calculating a correction value of the driven wheel speed average value based on the outputs of the steering angle detecting means and the lateral acceleration detecting means, and a vehicle body for calculating a vehicle body speed based on the driven wheel speed average value and the correction value. And a speed calculation means.
【0007】[0007]
【実施例】以下、図面に基づいて本発明の実施例を説明
する。Embodiments of the present invention will be described below with reference to the drawings.
【0008】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第1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は第1実施例
の作用を示すフローチャートである。1 to 4 show a first embodiment in which the present invention is applied to a traction control system for a vehicle. FIG. 1 is a schematic configuration diagram of the vehicle, FIG. 2 is a block diagram of the traction control system, and FIG. 3 is a block diagram showing the circuit configuration of the electronic control unit, and FIG. 4 is a flow chart showing the operation of the first embodiment.
【0009】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 has 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
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 with a pair of left and right driven wheel speed detection means 2 RL and 2 RR for detecting the driven wheel speeds V RL and V RR .
【0010】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 steering angle detection means 4 for detecting the steering angle δ, and
Lateral acceleration detecting means 5 for detecting the lateral acceleration G at the time of turning is provided at a proper position of the vehicle body. Further, the intake passage 6 of the internal combustion engine E is provided with a throttle valve 8 which is connected to a pulse motor 7 and driven to open and close. The driving wheel speed detecting means 1 FL , 1 FR and the driven wheel speed detecting means 2 RL are provided. , 2
The RR , steering angle detecting means 4, lateral acceleration detecting means 5, and pulse motor 7 are connected to an electronic control unit U equipped with a microcomputer.
【0011】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。In FIG. 2, in order to suppress the excessive slip of the drive wheels W FL and W FR , the signals from the respective detecting means are arithmetically processed based on a control program, and the pulse motor 7 drives the throttle valve 8. 2 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 data such as the control program and various tables.
12, random access memory (RAM) 13 for temporarily storing detection signals and calculation results of each detector, each detecting means, that is, driving wheel speed detecting means 1 FL , 1 FR , driven wheel speed detecting means 2 RL , 2 RR , steering angle detecting means 4, and lateral acceleration detecting means 5 are connected to the input section 14, and the pulse motor 7 is connected to the output section 15. Thus, the electronic control unit U includes various signals input from the input section 14 and the read-only memory 1
The data and the like stored in 2 are arithmetically processed by the central processing unit 11 based on a control program described later, and finally the pulse motor 7 is driven via the output unit 15. This allows
The throttle valve 8 is controlled to change the output torque of the internal combustion engine E, and as a result, the drive wheel torque is controlled to an optimum value in order to suppress excessive slip of the drive wheels W FL and W FR of the vehicle.
【0012】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.
The circuit configuration of will be described.
【0013】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,V FR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。Left and right drive wheel speed detection means 1FL, 1FRBy
Left and right drive wheel speed V detectedFL, VFRIs the drive wheel speed flat
It is input to the average value calculation means 21, and the speed of both drive wheels
VFL, V FRAverage value of (VFL+ VFR) / 2 is calculated
Thus, the drive wheel speed average value Vw is obtained. Also, left and right
Driven wheel speed detection means 2RL, 2RRLeft and right detected by
Driven wheel speed VRL, VRRIs a driven wheel speed average value calculation means 22.
To the driven wheel speed VRL, VRRAverage value of
(VRL+ VRR) / 2 is calculated to calculate the speed of the driven wheel
The average value Vv is obtained.
【0014】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 detection means 4 and the lateral acceleration G detected by the lateral acceleration detection means 5 are input to the correction value calculation means 23, and the correction value ΔVv calculated there is calculated. It is input to the vehicle body speed calculation means 24 together with the driven wheel speed average value Vv calculated by the driven wheel speed average value calculation means 22. Then, the vehicle body speed calculating means 24 calculates the vehicle body speed Vv 'based on the average value Vv of the driven wheels and the correction value ΔVv.
【0015】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 calculation means 23 and the vehicle body speed calculation means 24 will be described.
【0016】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。[0016] 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
Average value (V RL + V RR ) / 2, that is, the driven wheel speed average value Vv is a predetermined value (for example, 60 km /
h). In step S1, the average driven wheel speed V
If v is less 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, 0.5G) set in advance in step S2. If the lateral acceleration G is less than the predetermined value in step S2, it is a value corresponding to the speed difference between the front and rear wheels of the vehicle at the time of turning by multiplying the driven wheel speed average value Vv by a constant K in subsequent step S3. The correction value ΔVv is obtained. The constant K is a value retrieved from the table based on the steering angle δ and the average driven wheel speed value Vv. Finally, in step S4, the final vehicle speed Vv is obtained by adding the correction value ΔVv to the average driven wheel speed Vv.
【0017】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, in the processing for obtaining the vehicle body speed Vv by adding the correction value ΔVv to the driven wheel speed average value Vv, the driven wheel speed average value Vv is smaller than a predetermined value and the lateral acceleration G is a predetermined value. It is done when smaller than. This is because the turning radius of the vehicle becomes large and the speed difference due to the difference in the trajectories of the front and rear wheels becomes small when the vehicle runs at high speed.
This is because the slip angle of the vehicle body increases and the speed difference due to the difference in the trajectories of the front and rear wheels becomes smaller when is larger. Thus, when the speed difference between the front and rear wheels is low and the lateral acceleration is low, the speed difference between the front and rear wheels is obtained as the correction value ΔVv, and the correction value ΔVv is added to the average value Vv of the driven wheels to drive the drive wheel W FL. , V FR corresponding to the position of W FR
Is required.
【0018】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
Driving wheel speed average value Vw obtained in 1 and vehicle speed calculation means 2
The vehicle body speed Vv ′ obtained in step 4 is input to the slip ratio calculating means 25, where the slip ratios of the drive wheels W FL and W FR are calculated by slip ratio = (Vw−Vv ′) / Vw × 100. When the slip ratios of the drive wheels W FL , W FR exceed a predetermined value, the electronic control unit U drives the pulse motor 7 to control the closing of the throttle valve 8 to control the output torque of the internal combustion engine E. Reduced to prevent excessive slip of the drive wheels W FL and W FR .
【0019】図5〜図7は本発明の第2実施例を示すも
ので、図5は前記図4に対応するフローチャート、図6
は操舵角δと補正値ΔVvの関係を示すグラフ、図7は
横加速度Gと補正値ΔVvの関係を示すグラフである。5 to 7 show a second embodiment of the present invention. FIG. 5 is a flow chart corresponding to FIG. 4, and FIG.
Is a graph showing the relationship between the steering angle δ and the correction value ΔVv, and FIG. 7 is a graph showing the relationship between the lateral acceleration G and the correction value ΔVv.
【0020】この実施例では、ステップS11で従動輪
速度平均値演算手段22で求めた従動輪速度平均値Vv
と、横加速度検出手段5で検出した横加速度Gと、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とに基づいて、旋回時における車両の前後輪の速度
差に対応する補正値ΔVvが演算される。すなわち、横
加速度Gが一定の場合における操舵角δと補正値ΔVv
の関係(図6参照)、および操舵角δが一定の場合にお
ける横加速度Gと補正値ΔVvの関係(図7参照)がテ
ーブルとして予めリードオンリーメモリ12に記憶され
ており、それらテーブルと従動輪速度平均値Vvから補
正値ΔVvが求められる。そして、ステップS12にお
いて従動輪速度平均値Vvに補正値ΔVvを加算するこ
とにより車体速度Vv′が求められる。In this embodiment, the driven wheel speed average value Vv obtained by the driven wheel speed average value calculating means 22 in step S11.
Based on the lateral acceleration G detected by the lateral acceleration detecting means 5 and the steering angle δ of the steering wheel 3 detected by the steering angle detecting means 4, a correction value corresponding to the speed difference between the front and rear wheels of the vehicle at the time of turning. ΔVv is calculated. That is, the steering angle δ and the correction value ΔVv when the lateral acceleration G is constant.
(See FIG. 6) and the relationship between the lateral acceleration G and the correction value ΔVv (see FIG. 7) when the steering angle δ is constant (see FIG. 7) are stored in advance in the read-only memory 12 as a table. The correction value ΔVv is obtained from the velocity average value Vv. Then, in step S12, the vehicle body speed Vv 'is obtained by adding the correction value ΔVv to the average driven wheel speed value Vv.
【0021】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 embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various small design changes can be made.
【0022】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, the front wheel drive vehicle in which the front wheels are the drive wheels and the rear wheels are the driven wheels has been exemplified, but the present invention is applied to the rear wheel drive vehicle in which the front wheels are the driven wheels and the rear wheels are the drive wheels. It can also be applied. Further, the present invention is not limited to the traction control system, but can be applied to other applications such as an antilock brake system.
【0023】[0023]
【発明の効果】以上のように本発明によれば、少なくと
も車両の操舵角と車両の横加速度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
描くことにより発生する誤差を補償して正確な車体速度
を求めることができる。As described above, according to the present invention, the correction value of the average driven wheel speed value is calculated based on at least the steering angle of the vehicle and the lateral acceleration of the vehicle, and the average value of the driven wheel speed is calculated using this correction value. Since the vehicle speed corresponding to the position of the drive wheel is calculated by correcting the error, it is possible to obtain an accurate vehicle speed by compensating for the error caused by drawing different trajectories of the drive wheel and the driven wheel during turning. ..
【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 flowchart of vehicle body speed detection.
【図5】本発明の第2実施例に係る、前記図4に対応す
るフローチャート5 is a flowchart corresponding to FIG. 4 according to the second embodiment of the present invention.
【図6】操舵角δと補正値ΔVvの関係を示すグラフFIG. 6 is a graph showing a relationship between a steering angle δ and a correction value ΔVv.
【図7】横加速度Gと補正値ΔVvの関係を示すグラフFIG. 7 is a graph showing the relationship between lateral acceleration G and correction value ΔVv.
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 vehicle 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
─────────────────────────────────────────────────────
─────────────────────────────────────────────────── ───
【手続補正書】[Procedure amendment]
【提出日】平成5年1月8日[Submission date] January 8, 1993
【手続補正1】[Procedure Amendment 1]
【補正対象書類名】明細書[Document name to be amended] Statement
【補正対象項目名】0003[Name of item to be corrected] 0003
【補正方法】変更[Correction method] Change
【補正内容】[Correction content]
【0003】スリップ率=[(車輪速度−車体速度)/
車体速度]×100 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 rate = [ (wheel speed-vehicle speed) /
Car body Speed] × 100 Incidentally, in a vehicle equipped with a traction control system, when calculating the slip ratio of the driving wheels,
While using the average value of the left and right drive wheel speeds as the wheel speed, using the average value of the left and right driven wheel speeds as the vehicle body speed, based on the above equation from the drive wheel speed average value and the driven wheel speed average value. It is known to calculate the slip ratio of the driving wheels (see, for example, JP-A-61-60331).
【手続補正2】[Procedure Amendment 2]
【補正対象書類名】明細書[Document name to be amended] Statement
【補正対象項目名】0017[Correction target item name] 0017
【補正方法】変更[Correction method] Change
【補正内容】[Correction content]
【0017】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
による速度差が車体速度に対する割合として小さいため
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ΔV
vとして求め、その補正値ΔVvを従動輪速度平均値V
vに加算することにより駆動輪WFL,W FR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 driven wheel speed average value Vv is supplemented.
The process of adding the positive value ΔVv to obtain the vehicle body speed Vv is
The driving wheel speed average value Vv is smaller than a predetermined value, and lateral acceleration is performed.
It is performed when the degree G is smaller than a predetermined value. This is high speed
When traveling, the turning radius of the vehicle becomes large and the difference in the trajectories of the front and rear wheels
The speed difference due toSmall as a percentage of vehicle speedFor
And when the lateral acceleration G increases, the vehicle body slips.
The angle increases and the speed difference due to the difference between the front and rear wheels is small
This is because Therefore, the speed difference between the front and rear wheels becomes large.
Correction value ΔV for the difference in speed between the front and rear wheels at low and low lateral acceleration
v, and the correction value ΔVv is the average value V of the driven wheels.
drive wheel W by adding to vFL, W FRCorresponding to the position
The correct vehicle body speed Vv is calculated.
【手続補正3】[Procedure 3]
【補正対象書類名】明細書[Document name to be amended] Statement
【補正対象項目名】0018[Correction target item name] 0018
【補正方法】変更[Correction method] Change
【補正内容】[Correction content]
【0018】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′)/Vv′]×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
Driving wheel speed average value Vw obtained in 1 and vehicle speed calculation means 2
The vehicle body speed Vv ′ obtained in step 4 is input to the slip ratio calculating means 25, where the slip ratios of the drive wheels W FL and W FR are calculated by slip ratio = [ (Vw−Vv ′) / Vv ′] × 100. .. When the slip ratios of the drive wheels W FL , W FR exceed a predetermined value, the electronic control unit U drives the pulse motor 7 to control the closing of the throttle valve 8 to control the output torque of the internal combustion engine E. Reduced to prevent excessive slip of the drive wheels W FL and W FR .
───────────────────────────────────────────────────── 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 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Osamu Yamamoto 1-4-1, Chuo, Wako-shi, Saitama Inside Honda R & D Co., Ltd. (72) Inventor, Master Shiroishi 1-4-1, Wako-shi, Saitama Prefecture Stock Company Honda Technical Research Institute
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、少なくとも前記操舵角検
出手段(3)および横加速度検出手段(4)の出力に基
づいて前記従動輪速度平均値(Vv)の補正値(ΔV
v)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(ΔVv)に基づいて
車体速度(Vv′)を演算する車体速度演算手段(2
4)とを備えたことを特徴とする、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) The driven wheel speed average value (Vv) is calculated on the basis of the driven wheel speed average value (Vv), the steering angle detection means (4) for detecting the steering angle (δ) of the vehicle, and the lateral acceleration of the vehicle ( G) for detecting the lateral acceleration, and based on the outputs of at least the steering angle detecting means (3) and the lateral acceleration detecting means (4), the correction value (ΔV) of the average value (Vv) of the driven wheel speeds.
v) and a vehicle speed calculation means (2) for calculating a vehicle speed (Vv ') based on the driven wheel speed average value (Vv) and the correction value (ΔVv).
4) A vehicle body speed detecting device for a vehicle, comprising:
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 true JPH05208669A (en) | 1993-08-20 |
JP3290457B2 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) |
Cited By (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
Cited By (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 |
Also Published As
Publication number | Publication date |
---|---|
JP3290457B2 (en) | 2002-06-10 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP2936162B2 (en) | Vehicle operation control device | |
US5333058A (en) | Yaw motion control device | |
US5051908A (en) | Driving wheel torque control device for vehicle | |
JP3334647B2 (en) | Vehicle yaw rate detection device | |
US5747686A (en) | Tire pressure-reduction determining system for wheels of a vehicle | |
JP3619273B2 (en) | Reference value correction device for drive wheel slip control device | |
JPH05214974A (en) | Traction control device for vehicle | |
JPH06156115A (en) | Control device for automobile | |
EP0553825B1 (en) | Wheel speed detecting device for vehicle | |
JP3111401B2 (en) | Vehicle total grip force estimation device and vehicle slip control device | |
US5771479A (en) | Wheel diameter difference judging system and wheel speed correcting system | |
JP3290457B2 (en) | Vehicle body speed detection device | |
JPH0662509A (en) | Differential driving device of electric vehicle | |
JP3143756B2 (en) | Vehicle drive wheel speed detector | |
JP3190001B2 (en) | Vehicle body speed estimation device and traction control device | |
JP2967395B2 (en) | Vehicle front-rear grip force estimation device and vehicle drive wheel torque control device | |
JP2734285B2 (en) | Driving force distribution control device for four-wheel drive vehicle | |
JP2746002B2 (en) | Driving force distribution device for four-wheel drive vehicle with four-wheel steering device | |
JP2000344075A (en) | Vehicle behavior control device | |
JPH1178933A (en) | Method and device for estimating side slip angle of vehicle body | |
JP2516761B2 (en) | Vehicle Yaw Motion Control Device | |
JP3062757B2 (en) | Drive wheel torque control device for vehicle | |
JP2734286B2 (en) | Driving force distribution control device for four-wheel drive vehicle | |
JP2000283994A (en) | Lateral acceleration correcting unit for vehicle, and skid angle arithmetic unit provided with same | |
JP2996023B2 (en) | Driving force distribution device for four-wheel drive vehicle with four-wheel steering device |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20080322 Year of fee payment: 6 |
|
FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090322 Year of fee payment: 7 |
|
LAPS | Cancellation because of no payment of annual fees |