JPH1067313A - Wheel speed correction method and device for vehicle - Google Patents
Wheel speed correction method and device for vehicleInfo
- Publication number
- JPH1067313A JPH1067313A JP24572996A JP24572996A JPH1067313A JP H1067313 A JPH1067313 A JP H1067313A JP 24572996 A JP24572996 A JP 24572996A JP 24572996 A JP24572996 A JP 24572996A JP H1067313 A JPH1067313 A JP H1067313A
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- Prior art keywords
- vehicle
- wheel
- wheel speed
- equal
- less
- Prior art date
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Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、車輌の車輪速度の
演算に係り、更に詳細には車輌の車輪速度補正方法及び
装置に係る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the calculation of wheel speed of a vehicle, and more particularly to a method and an apparatus for correcting the wheel speed of a vehicle.
【０００２】[0002]
【従来の技術】自動車等の車輌の車輪速度補正装置の一
つとして、例えば実開平２−４５４６１号公報に記載さ
れている如く、車輪速度検出手段と、車輌の直進状態を
検出する手段と、車輌が直進状態にあるときには車輪速
度の補正係数を演算する手段と、補正係数にて各車輪の
車輪速度を補正する手段とを有する車輪速度補正装置が
従来より知られている。2. Description of the Related Art As one of wheel speed correcting devices for vehicles such as automobiles, for example, as described in Japanese Utility Model Laid-Open Publication No. 2-45461, a wheel speed detecting means, a means for detecting a straight traveling state of a vehicle, and 2. Description of the Related Art A wheel speed correction device having means for calculating a wheel speed correction coefficient when a vehicle is traveling straight and means for correcting the wheel speed of each wheel using the correction coefficient is conventionally known.
【０００３】かかる車輪速度補正装置によれば、車輌が
直進状態にあるときに車輪速度の補正係数が演算され、
その補正係数にて各車輪の車輪速度が補正されるので、
各車輪の車輪径が相互に異なるような状況に於いても、
車輪速度が補正されない場合に比して正確に各車輪の車
輪速度を求め、これにより車輪のスリップ率等を正確に
求めることができる。According to such a wheel speed correction apparatus, a correction coefficient of the wheel speed is calculated when the vehicle is traveling straight,
Since the wheel speed of each wheel is corrected by the correction coefficient,
Even in a situation where the wheel diameter of each wheel is different from each other,
The wheel speed of each wheel is obtained more accurately than when the wheel speed is not corrected, whereby the wheel slip ratio and the like can be obtained more accurately.
【０００４】[0004]
【発明が解決しようとする課題】上記公開公報に記載さ
れた従来の車輪速度補正装置に於いては、車輌の直進状
態の検出は操舵角の大きさが小さいか否かにより行われ
る。しかし操舵角の大きさが小さくても外乱等により車
輌にヨー運動が生じることがあるので、車輌が実際には
直進状態にないにも拘らず直進状態と誤判定され、その
ため車輪速度が不必要に補正されることに起因して車輪
速度が却って不正確な値に補正されてしまう場合があ
る。In the conventional wheel speed compensator disclosed in the above publication, the detection of the straight traveling state of the vehicle is performed based on whether the steering angle is small or not. However, even when the steering angle is small, the vehicle may be yawed due to disturbance or the like, so that the vehicle is erroneously determined to be in the straight traveling state even though the vehicle is not actually in the straight traveling state, so that the wheel speed is unnecessary In some cases, the wheel speed is corrected to an incorrect value due to the correction.
【０００５】本発明は、操舵角の大きさに基づき車輌の
直進状態が判定されるよう構成された従来の車輪速度補
正装置に於ける上述の如き問題に鑑みてなされたもので
あり、本発明の主要な課題は、車輌の直進状態を正確に
判定することにより、車輌の非直進走行時に車輪速度が
不必要に補正されることを防止することである。The present invention has been made in view of the above-described problems in a conventional wheel speed correction device configured to determine the straight traveling state of a vehicle based on the magnitude of a steering angle. The main problem is to prevent the wheel speed from being unnecessarily corrected during non-straight running of the vehicle by accurately determining the straight running state of the vehicle.
【０００６】[0006]
【課題を解決するための手段】上述の如き主要な課題
は、本発明によれば、各車輪に設けられた車輪速度検出
手段よりの出力に基づき各車輪の車輪速度を演算し、前
記出力に基づき求められる各車輪の移動距離に対応する
値と他の少なくとも一つの車輪の移動距離に対応する値
との比を補正係数として演算し、車輌の直進状態を判定
し、車輌が直進状態にあるときには前記補正係数にて各
車輪の車輪速度を補正する車輌の車輪速度補正方法に於
いて、所定の移動距離に於ける前記補正係数の変化量が
基準値以下である状態が基準回数以上継続し、且つ車輌
のヨーレートの積分値の大きさが基準値以下であるとき
に車輌が直進状態にあると判定されることを特徴とする
車輌の車輪速度補正方法（請求項１の構成）、又は各車
輪に設けられた車輪速度検出手段と、車輌のヨーレート
を検出する手段と、前記車輪速度検出手段よりの出力に
基づき各車輪の車輪速度を演算する手段と、前記出力に
基づき求められる各車輪の移動距離に対応する値と他の
少なくとも一つの車輪の移動距離に対応する値との比を
補正係数として演算し、車輌の直進状態を判定し、車輌
が直進状態にあるときには前記補正係数にて各車輪の車
輪速度を補正する手段とを有する車輌の車輪速度補正装
置に於いて、所定の移動距離に於ける前記補正係数の変
化量が基準値以下である状態が基準回数以上継続し、且
つ車輌のヨーレートの積分値の大きさが基準値以下であ
るときに車輌が直進状態にあると判定されることを特徴
とする車輌の車輪速度補正装置（請求項５の構成）によ
って達成される。According to the present invention, the main object as described above is to calculate the wheel speed of each wheel based on the output from the wheel speed detecting means provided on each wheel, and to calculate the wheel speed. The ratio of the value corresponding to the moving distance of each wheel calculated based on the calculated value to the value corresponding to the moving distance of at least one other wheel is calculated as a correction coefficient to determine the straight traveling state of the vehicle, and the vehicle is in the straight traveling state. Sometimes, in the vehicle wheel speed correction method of correcting the wheel speed of each wheel with the correction coefficient, a state in which the amount of change of the correction coefficient at a predetermined moving distance is equal to or less than a reference value continues for a reference number of times or more. A method for correcting the wheel speed of a vehicle, wherein the vehicle is determined to be in a straight running state when the magnitude of the integrated value of the yaw rate of the vehicle is equal to or smaller than a reference value. Wheels installed on wheels Degree detecting means, means for detecting the yaw rate of the vehicle, means for calculating the wheel speed of each wheel based on the output from the wheel speed detecting means, and a value corresponding to the moving distance of each wheel obtained based on the output. Calculate the ratio of the value corresponding to the moving distance of at least one other wheel as a correction coefficient, determine the straight traveling state of the vehicle, and when the vehicle is in the straight traveling state, calculate the wheel speed of each wheel with the correction coefficient. Means for correcting the wheel speed of a vehicle, wherein the amount of change in the correction coefficient at a predetermined moving distance is equal to or less than a reference value for a predetermined number of times or more, and an integrated value of the yaw rate of the vehicle is provided. It is determined that the vehicle is in the straight running state when the magnitude of the vehicle speed is equal to or smaller than the reference value.
【０００７】一般に、車輌が直進走行状態にあるときに
は、各車輪に設けられた車輪速度検出手段よりの出力に
基づき求められる各車輪の移動距離の各車輪間の比は実
質的に一定であるので、各車輪の所定の移動距離に於け
る補正係数の変化量は小さく、また車輌のヨーレートは
実質的に０であるのでヨーレートの積分値の大きさも小
さい。In general, when the vehicle is in a straight running state, the ratio of the moving distance of each wheel, which is obtained based on the output from the wheel speed detecting means provided for each wheel, is substantially constant. The amount of change in the correction coefficient at a predetermined moving distance of each wheel is small, and since the yaw rate of the vehicle is substantially 0, the magnitude of the integrated value of the yaw rate is also small.
【０００８】上記請求項１又は５の構成によれば、所定
の移動距離に於ける補正係数の変化量が基準値以下であ
る状態が基準回数以上継続し、且つ車輌のヨーレートの
積分値の大きさが基準値以下であるときに車輌が直進状
態にあると判定されるので、操舵角の大きさに基づき車
輌の直進状態が判定される場合に比して車輌の直進状態
が正確に判定される。According to the first or fifth aspect, the state in which the amount of change in the correction coefficient at a predetermined moving distance is equal to or less than the reference value continues for the reference number of times or more, and the magnitude of the integral value of the yaw rate of the vehicle is large. Is smaller than the reference value, it is determined that the vehicle is in a straight running state, so that the straight running state of the vehicle is accurately determined as compared with the case where the straight running state of the vehicle is determined based on the magnitude of the steering angle. You.
【０００９】また本発明によれば、上述の主要な課題を
効果的に達成すべく、上記請求項１、５の構成に於て、
所定の移動距離に於ける前記補正係数の変化量が基準値
以下である状態が基準回数以上継続し、且つ車輌のヨー
レートの積分値の大きさが基準値以下であり、且つ各車
輪が前記所定の移動距離移動する時間が基準値以下であ
るときに車輌が直進状態にあると判定されるよう構成さ
れる（それぞれ請求項２、６の構成）。Further, according to the present invention, in order to effectively achieve the above-mentioned main problems,
The state in which the amount of change in the correction coefficient at a predetermined moving distance is equal to or less than a reference value continues for a reference number of times or more, and the magnitude of the integrated value of the yaw rate of the vehicle is equal to or less than the reference value, and It is determined that the vehicle is in a straight-ahead state when the travel time of the travel distance is equal to or less than the reference value (the configurations of claims 2 and 6, respectively).
【００１０】一般に、車輌がＳ字走行するような場合に
は旋回方向が逆転するので、車輌のヨーレートの積分値
は実質的に０になり、また車輌のヨーレートの積分値に
はヨーレートの検出誤差が蓄積し易いので、積分時間が
長過ぎると車輌が実際には直進走行していないにも拘ら
ずヨーレートの積分値の大きさが小さい値になることが
ある。In general, when the vehicle is running in an S-shape, the turning direction is reversed, so that the integrated value of the yaw rate of the vehicle is substantially 0, and the integrated value of the yaw rate of the vehicle includes the detection error of the yaw rate. When the integration time is too long, the magnitude of the integrated value of the yaw rate may be small even though the vehicle is not actually traveling straight.
【００１１】上記請求項２又は６の構成によれば、所定
の移動距離に於ける補正係数の変化量が基準値以下であ
る状態が基準回数以上継続し、且つ車輌のヨーレートの
積分値の大きさが基準値以下であることに加えて、各車
輪が所定の移動距離移動する時間が基準値以下であると
きに、換言すれば積分時間が基準値以下であるときに車
輌が直進状態にあると判定されるので、ヨーレートの積
分値に検出誤差が蓄積しヨーレートの積分値の大きさが
小さい値になることに起因して車輌が実際には直進走行
していないにも拘らず車輌が直進走行していると判定さ
れることが防止され、これにより請求項１又は５の構成
の場合に比して更に一層正確に車輌の直進状態が判定さ
れる。According to the configuration of the second or sixth aspect, the state where the amount of change of the correction coefficient at the predetermined moving distance is equal to or less than the reference value continues for the reference number of times or more, and the magnitude of the integrated value of the yaw rate of the vehicle is large. The vehicle is in a straight-ahead state when the time for each wheel to move a predetermined moving distance is equal to or less than the reference value, in other words, when the integration time is equal to or less than the reference value. Is detected, the detection error is accumulated in the integrated value of the yaw rate, and the magnitude of the integrated value of the yaw rate becomes a small value. It is prevented that it is determined that the vehicle is running, whereby the straight traveling state of the vehicle is more accurately determined as compared with the case of the first or fifth aspect.
【００１２】また本発明によれば、上述の主要な課題を
効果的に達成すべく、上記請求項１、５の構成に於て、
所定時間に於ける前記補正係数の変化量が基準値以下で
ある状態が基準時間以上継続し、且つ車輌のヨーレート
の積分値が基準値以下であり、且つ前輪又は後輪の前記
補正係数の左右輪間の差の大きさが基準値以下であると
きに車輌が直進状態にあると判定されるよう構成される
（それぞれ請求項３、７の構成）。Further, according to the present invention, in order to effectively achieve the above-mentioned main object,
The state in which the amount of change of the correction coefficient at the predetermined time is equal to or less than the reference value continues for the reference time or more, and the integrated value of the yaw rate of the vehicle is equal to or less than the reference value, and the left and right of the correction coefficient of the front wheel or the rear wheel When the magnitude of the difference between the wheels is equal to or smaller than the reference value, it is determined that the vehicle is in a straight traveling state (the configurations of claims 3 and 7, respectively).
【００１３】一般に、左右輪の車輪径が実質的に同一の
状態にて車輌が直進走行する場合には、左右輪の補正係
数は実質的に互いに同一の値になるで、補正係数の左右
輪間の差の大きさは小さい値になる。上記請求項３又は
７の構成によれば、所定時間に於ける前記補正係数の変
化量が基準値以下である状態が基準時間以上継続し、且
つ車輌のヨーレートの積分値が基準値以下であることに
加えて、前輪又は後輪の補正係数の左右輪間の差の大き
さが基準値以下であるときに車輌が直進状態にあると判
定されるので、請求項１又は５の構成の場合に比して更
に一層正確に車輌の直進状態が判定される。In general, when the vehicle travels straight in a state where the wheel diameters of the left and right wheels are substantially the same, the correction coefficients of the left and right wheels have substantially the same value. The magnitude of the difference between them is a small value. According to the configuration of the third or seventh aspect, the state where the amount of change in the correction coefficient at a predetermined time is equal to or less than the reference value continues for the reference time or more, and the integrated value of the yaw rate of the vehicle is equal to or less than the reference value. In addition, when the magnitude of the difference between the correction coefficient of the front wheel or the rear wheel between the left and right wheels is equal to or less than the reference value, it is determined that the vehicle is in a straight traveling state. Thus, the straight traveling state of the vehicle is more accurately determined.
【００１４】また本発明によれば、上述の主要な課題を
効果的に達成すべく、上記請求項１、５の構成に於て、
所定時間に於ける前記補正係数の変化量が基準値以下で
ある状態が基準時間以上継続し、且つ車輌のヨーレート
の積分値が基準値以下であり、且つ操舵角の大きさが基
準値以下であるときに車輌が直進状態にあると判定され
るよう構成される（それぞれ請求項４、８の構成）。Further, according to the present invention, in order to effectively achieve the above-mentioned main object, in the above-described first and fifth aspects,
The state where the amount of change of the correction coefficient at the predetermined time is equal to or less than the reference value continues for the reference time or more, and the integrated value of the yaw rate of the vehicle is equal to or less than the reference value, and the magnitude of the steering angle is equal to or less than the reference value. It is configured to determine that the vehicle is in a straight traveling state at a certain time (the configurations of claims 4 and 8, respectively).
【００１５】請求項４又は８の構成によれば、所定時間
に於ける補正係数の変化量が基準値以下である状態が基
準時間以上継続し、且つ車輌のヨーレートの積分値が基
準値以下であることに加えて、操舵角の大きさが基準値
以下であるときに車輌が直進状態にあると判定されるの
で、請求項１又は５の構成の場合に比して更に一層正確
に車輌の直進状態が判定される。According to the present invention, the state in which the amount of change of the correction coefficient at the predetermined time is equal to or less than the reference value continues for the reference time or more, and the integrated value of the yaw rate of the vehicle is equal to or less than the reference value. In addition to this, when the magnitude of the steering angle is equal to or smaller than the reference value, the vehicle is determined to be in the straight traveling state, so that the vehicle is more accurately compared with the case of the first or fifth aspect. The straight traveling state is determined.
【００１６】[0016]
【課題解決手段の好ましい態様】本発明の一つの好まし
い態様によれば、上記請求項１又は５の構成に於いて、
補正係数は各車輪の移動距離に対応する値と全ての車輪
の平均移動距離に対応する値との比として演算されるよ
う構成される。According to a preferred aspect of the present invention, there is provided the above-mentioned claim 1 or 5 wherein
The correction coefficient is configured to be calculated as a ratio between a value corresponding to the moving distance of each wheel and a value corresponding to the average moving distance of all wheels.
【００１７】本発明の一つの好ましい態様によれば、上
記請求項１又は５の構成に於いて、補正係数は少なくと
も一つの車輪の所定の移動距離毎に演算されるよう構成
される。According to a preferred aspect of the present invention, in the configuration of the first or fifth aspect, the correction coefficient is calculated for each predetermined moving distance of at least one wheel.
【００１８】[0018]
【発明の実施の形態】以下に添付の図を参照しつつ、本
発明を幾つかの好ましい実施形態について詳細に説明す
る。BRIEF DESCRIPTION OF THE DRAWINGS The invention will now be described in more detail with reference to the accompanying drawings, in which several preferred embodiments are shown.
【００１９】図１は本発明による車輌の車輪速度補正方
法及び装置の第一の実施形態を示す概略構成図である。FIG. 1 is a schematic diagram showing a first embodiment of a method and apparatus for correcting a wheel speed of a vehicle according to the present invention.
【００２０】図１に於いて、１０i （ｉ＝fr、fl、rr、
rl）はそれぞれ右前輪、左前輪、右後輪、左後輪を示し
ており、これらの車輪にはそれぞれ車輪速度センサ１２
i が設けられている。車輪速度センサ１２i は１パルス
が車輪の一定の微小回転角度に対応するパルス信号Ｐi
を車輪速度補正装置１４へ出力し、従ってパルス信号Ｐ
i のパルス数は車輪の回転角度、従って車輪の移動距離
を表し、単位時間当りのパルス信号Ｐi のパルス数は車
輪速度に対応する。In FIG. 1, 10i (i = fr, fl, rr,
rl) denote a front right wheel, a front left wheel, a rear right wheel, and a rear left wheel, respectively.
i is provided. The wheel speed sensor 12i outputs a pulse signal Pi in which one pulse corresponds to a constant minute rotation angle of the wheel.
Is output to the wheel speed compensating device 14, so that the pulse signal P
The number of pulses i represents the rotation angle of the wheel, and thus the distance traveled by the wheel, and the number of pulses of the pulse signal Pi per unit time corresponds to the wheel speed.
【００２１】車輪速度補正装置１４は車輪速度演算ブロ
ック１４Ａと補正係数演算ブロック１４Ｂと車輪速度補
正ブロック１４Ｃとを有する。後に詳細に説明する如
く、車輪速度演算ブロック１４Ａはパルス信号Ｐi に基
づき各車輪の車輪速度Ｖwiを演算し、補正係数演算ブロ
ック１４Ｂはパルス信号Ｐi 及びヨーレートセンサ１６
により検出される車輌のヨーレートγに基づき車輌の直
進状態を判別すると共に、車輌が直進状態にあるときに
は各車輪の車輪速度Ｖwiに対する補正係数ＫＭiを演算
し、車輪速度補正ブロック１４Ｃは車輪速度Ｖwi及び補
正係数ＫＭi の積として補正後の各車輪の車輪速度Ｖwi
を演算する。The wheel speed correction device 14 has a wheel speed calculation block 14A, a correction coefficient calculation block 14B, and a wheel speed correction block 14C. As will be described later in detail, the wheel speed calculation block 14A calculates the wheel speed Vwi of each wheel based on the pulse signal Pi, and the correction coefficient calculation block 14B calculates the pulse signal Pi and the yaw rate sensor 16
Is determined based on the yaw rate γ of the vehicle, and when the vehicle is in the straight traveling state, a correction coefficient KMi for the wheel speed Vwi of each wheel is calculated, and the wheel speed correction block 14C calculates the wheel speed Vwi and the wheel speed Vwi. The wheel speed Vwi of each wheel after correction as the product of the correction coefficients KMi
Is calculated.
【００２２】尚車輪速度補正装置１４は、例えば中央処
理ユニット（ＣＰＵ）と、リードオンリメモリ（ＲＯ
Ｍ）と、ランダムアクセスメモリ（ＲＡＭ）と、入出力
ポート装置とを有し、これらが双方向性のコモンバスに
より互いに接続された一般的な構成のマイクロコンピュ
ータであってよい。The wheel speed correcting device 14 includes, for example, a central processing unit (CPU) and a read only memory (RO).
M), a random access memory (RAM), and an input / output port device, which may be a microcomputer having a general configuration connected to each other by a bidirectional common bus.
【００２３】次に図２に示されたフローチャートを参照
して第一の実施形態に於ける補正係数演算ルーチンにつ
いて説明する。尚図２に示されたフローチャートによる
演算ルーチンは図には示されていないイグニッションス
イッチの閉成により開始され、所定の時間毎に繰返し実
行される。Next, a correction coefficient calculation routine according to the first embodiment will be described with reference to a flowchart shown in FIG. The calculation routine according to the flowchart shown in FIG. 2 is started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals.
【００２４】まずステップ１０に於いては車輪速度セン
サ１２i より出力されるパルス信号等の読み込みが行わ
れ、ステップ２０に於いてはΣγ(n-1) を１サイクル前
のヨーレートγの積分値として下記の数１に従ってヨー
レートの積分値Σγ(n) が演算され、ステップ３０に於
いては右前輪の車輪速度センサ１２frよりのパルス信号
Ｐfrのパルス数が基準値Ｎc （例えば正の一定の整数）
以上であるか否かの判別が行われ、否定判別が行われた
ときにはそのままステップ１０へ戻り、肯定判別が行わ
れたときにはステップ４０へ進む。First, in step 10, a pulse signal or the like output from the wheel speed sensor 12i is read, and in step 20, Σγ (n-1) is set as an integral value of the yaw rate γ one cycle before. The integral value Σγ (n) of the yaw rate is calculated according to the following equation (1). In step 30, the pulse number of the pulse signal Pfr from the right front wheel speed sensor 12fr is changed to the reference value Nc (for example, a positive constant integer).
It is determined whether or not this is the case. If a negative determination is made, the process returns to step 10 as is, and if an affirmative determination is made, the process proceeds to step 40.
【数１】Σγ(n) ＝Σγ(n-1) ＋γ数 γ (n) = Σγ (n-1) + γ
【００２５】ステップ４０に於いては下記の数２に従っ
て各車輪の補正係数Ｋi(n)が演算され、ステップ５０に
於いては各車輪のパルス数Ｐi がクリアされる。In step 40, the correction coefficient Ki (n) of each wheel is calculated according to the following equation (2), and in step 50, the pulse number Pi of each wheel is cleared.
【数２】 Ｋi(n)＝（Ｐfr＋Ｐfl＋Ｐrr＋Ｐrl）／４／Ｐi## EQU2 ## Ki (n) = (Pfr + Pfl + Prr + Prl) / 4 / Pi
【００２６】ステップ６０に於いては現在の補正係数Ｋ
i(n)と１サイクル前の補正係数Ｋi(n-1)との偏差の絶対
値が基準値Ｃ1 （微小な正の定数）以下であるか否かの
判別が行われ、何れかの車輪について否定判別が行われ
たときにはステップ１１０へ進み、全ての車輪について
肯定判別が行われたときにはステップ７０に於いてカウ
ンタのカウント値ｊが１インクリメントされる。In step 60, the current correction coefficient K
It is determined whether or not the absolute value of the deviation between i (n) and the correction coefficient Ki (n-1) one cycle before is equal to or smaller than a reference value C1 (a small positive constant). When the determination is negative, the routine proceeds to step 110, and when the determination is positive for all wheels, the count value j of the counter is incremented by one in step 70.
【００２７】ステップ８０に於いてはカウント値ｊが基
準値Ｎm （例えば正の一定の整数）であるか否かの判別
が行われ、否定判別が行われたときにはステップ１２０
へ進み、肯定判別が行われたときにはステップ９０へ進
む。ステップ９０に於いてはヨーレートの積分値Σγ
(n) の絶対値が基準値Ｃ2 （正の定数）以下であるか否
かの判別が行われ、否定判別が行われたときにはステッ
プ１１０へ進み、肯定判別が行われたときにはステップ
１００に於いて補正係数ＫＭi が現在の補正係数Ｋi(n)
に設定される。In step 80, it is determined whether or not the count value j is a reference value Nm (for example, a positive constant integer). If a negative determination is made, step 120 is executed.
The process proceeds to step 90 when the affirmative determination is made. In step 90, the integrated value of the yaw rate Σγ
It is determined whether or not the absolute value of (n) is equal to or less than a reference value C2 (positive constant). If a negative determination is made, the process proceeds to step 110; And the correction coefficient KMi is the current correction coefficient Ki (n).
Is set to
【００２８】ステップ１１０に於いてはカウンタのカウ
ント値ｊが０にリセットされると共に、ヨーレートの積
分値Σγ(n) が０にリセットされる。ステップ１２０に
於いては次ぎのサイクルのための補正係数Ｋi(n-1)が現
在の補正係数Ｋi(n)にセットされると共に、次ぎのサイ
クルのためのヨーレートの積分値Σγ(n-1) が現在の積
分値Σγ(n) にセットされる。In step 110, the count value j of the counter is reset to 0, and the integrated value Σγ (n) of the yaw rate is reset to 0. In step 120, the correction coefficient Ki (n-1) for the next cycle is set to the current correction coefficient Ki (n), and the integrated value of the yaw rate Σγ (n-1 ) Is set to the current integral Σγ (n).
【００２９】次に図３に示されたフローチャートを参照
して第一の実施形態に於ける車輪速度演算補正ルーチン
について説明する。尚図３に示されたフローチャートに
よる演算補正ルーチンは所定時間毎の割り込みにより実
行される。Next, a wheel speed calculation correction routine in the first embodiment will be described with reference to a flowchart shown in FIG. The calculation correction routine according to the flowchart shown in FIG. 3 is executed by interruption every predetermined time.
【００３０】まずステップ２１０に於いては車輪速度セ
ンサ１２i より出力されるパルス信号の読み込みが行わ
れ、ステップ２２０に於いてはパルス信号Ｐi のパルス
数に基づき周知の要領にてパルス数に比例する値として
各車輪の車輪速度Ｖwiが演算され、ステップ２３０に於
いては下記の数３に従って補正後の各車輪の車輪速度Ｖ
wiが演算される。First, in step 210, a pulse signal output from the wheel speed sensor 12i is read, and in step 220, the pulse number is proportional to the pulse number in a well-known manner based on the pulse number of the pulse signal Pi. The wheel speed Vwi of each wheel is calculated as a value, and in step 230, the wheel speed V of each wheel after correction according to the following equation (3).
wi is calculated.
【数３】Ｖwi＝ＫＭi ＊Ｖwi## EQU3 ## Vwi = KMi * Vwi
【００３１】かくして図示の第一の実施形態によれば、
ステップ２０及び３０に於いて右前輪の車輪速度センサ
１２frよりのパルス信号Ｐfrのパルス数が基準値Ｎc 以
上になるまでのヨーレートの積分値Σγ(n) が演算さ
れ、パルス信号Ｐfrのパルス数が基準値Ｎc 以上になる
とステップ４０に於いて各車輪の補正係数Ｋi(n)が演算
される。Thus, according to the illustrated first embodiment,
In steps 20 and 30, the integrated value Σγ (n) of the yaw rate until the number of pulses of the pulse signal Pfr from the right front wheel speed sensor 12fr becomes equal to or more than the reference value Nc is calculated, and the number of pulses of the pulse signal Pfr is calculated. When the value exceeds the reference value Nc, a correction coefficient Ki (n) for each wheel is calculated in step 40.
【００３２】そしてステップ６０〜８０に於いて現在の
補正係数Ｋi(n)と１サイクル前の補正係数Ｋi(n-1)との
偏差の絶対値が基準値Ｃ1 以下である旨の判別がＮm 回
連続したか否かの判別が行われ、肯定判別が行われたと
きにはステップ９０に於いてヨーレートの積分値Σγ
(n) の絶対値が基準値Ｃ2 以下であるか否かの判別が行
われ、肯定判別が行われたときにはステップ１００に於
いて補正係数ＫＭi が現在の補正係数Ｋi(n)に設定され
る。In steps 60 to 80, it is determined that the absolute value of the deviation between the current correction coefficient Ki (n) and the correction coefficient Ki (n-1) one cycle before is equal to or smaller than the reference value C1 by Nm. A determination is made as to whether the yaw rate has been consecutively determined, and if an affirmative determination has been made, in step 90 the integral value of the yaw rate Σγ
It is determined whether or not the absolute value of (n) is equal to or less than the reference value C2. If the determination is affirmative, in step 100, the correction coefficient KMi is set to the current correction coefficient Ki (n). .
【００３３】従って第一の実施形態によれば、右前輪が
所定の移動距離以上移動する間に於ける各車輪の補正係
数Ｋi(n)の変化量が基準値Ｃ1 以下である状態が基準回
数Ｎm 継続し、且つ車輌のヨーレートの積分値Σγ(n)
の大きさが基準値Ｃ2 以下であるときに車輌が直進状態
にあると判定されるので、例えば操舵角の大きさに基づ
き車輌の直進状態が判定される場合に比して車輌に作用
する外乱等に拘らず車輌の直進状態を正確に判定し、こ
れにより各車輪の補正後の車輪速度を正確に求めること
ができる。Therefore, according to the first embodiment, the state in which the amount of change in the correction coefficient Ki (n) of each wheel is equal to or less than the reference value C1 while the right front wheel moves by a predetermined moving distance or more is determined by the reference number of times. Nm continues and the integrated value of the yaw rate of the vehicle Σγ (n)
Is smaller than or equal to the reference value C2, it is determined that the vehicle is in a straight-ahead state. Therefore, the disturbance acting on the vehicle is smaller than when the straight-ahead state of the vehicle is determined based on the magnitude of the steering angle, for example. Regardless of the above, the straight traveling state of the vehicle can be accurately determined, whereby the corrected wheel speed of each wheel can be accurately obtained.
【００３４】図４乃至図６はそれぞれ本発明による車輌
の車輪速度補正装置の第二乃至第四の実施形態に於ける
補正係数演算ルーチンを示すフローチャートである。尚
これらの図に於いて図２に示されたステップと同一のス
テップには図２に於いて付されたステップ番号と同一の
ステップ番号が付されている。FIGS. 4 to 6 are flowcharts showing a correction coefficient calculation routine in the second to fourth embodiments of the vehicle wheel speed correcting apparatus according to the present invention. In these figures, the same steps as those shown in FIG. 2 are denoted by the same step numbers as those shown in FIG.
【００３５】図４に示された第二の実施形態に於いて
は、ステップ２０に於いてヨーレートの積分値Σγ(n)
が演算されると共に、タイマのカウント値Ｔが１インク
リメントされる。またステップ９０の次ぎに実行される
ステップ９５に於いてタイマのカウント値Ｔが基準値Ｔ
c （正の定数）以下であるか否かの判別が行われ、否定
判別が行われたときにはステップ１１０へ進み、肯定判
別が行われたときにはステップ１００へ進む。更にステ
ップ１１０に於いてカウンタのカウント値ｊが０にリセ
ットされ、ヨーレートの積分値Σγ(n) が０にリセット
されると共にタイマのカウント値Ｔが０にリセットされ
る。In the second embodiment shown in FIG. 4, in step 20, the integrated value of the yaw rate Σγ (n)
Is calculated, and the count value T of the timer is incremented by one. In step 95, which is executed after step 90, the count value T of the timer is set to the reference value T.
It is determined whether or not the value is equal to or less than c (positive constant). When a negative determination is made, the process proceeds to step 110, and when an affirmative determination is made, the process proceeds to step 100. Further, in step 110, the count value j of the counter is reset to 0, the integrated value ヨ ー γ (n) of the yaw rate is reset to 0, and the count value T of the timer is reset to 0.
【００３６】従ってこの第二の実施形態によれば、ステ
ップ９０に於いてヨーレートの積分値Σγ(n) の大きさ
が基準値Ｃ2 以下である旨の判別が行われても、ステッ
プ９５に於いてタイマのカウント値Ｔが基準値Ｔc を越
えている旨の判別が行われたときには、換言すればヨー
レートの積分値を演算するための積分時間が基準値を越
えているときには、補正係数ＫＭi は現在の補正係数Ｋ
i(n)に更新されないので、ヨーレートの積分値に検出誤
差が蓄積しヨーレートの積分値の大きさが小さい値にな
ることに起因して車輌が実際には直進走行していないに
も拘らず車輌が直進走行していると判定され不必要な車
輪速度の補正が行われることを防止し、これにより第一
の実施形態に比して更に一層正確に車輪速度を補正する
ことができる。Therefore, according to the second embodiment, even if it is determined in step 90 that the magnitude of the integrated value Σγ (n) of the yaw rate is equal to or smaller than the reference value C 2, the process proceeds to step 95. When it is determined that the count value T of the timer exceeds the reference value Tc, in other words, when the integration time for calculating the integral value of the yaw rate exceeds the reference value, the correction coefficient KMi is Current correction coefficient K
Since it is not updated to i (n), the detection error accumulates in the integrated value of the yaw rate, and the magnitude of the integrated value of the yaw rate becomes a small value. It is possible to prevent the vehicle from being determined to be traveling straight and to perform unnecessary correction of the wheel speed, whereby the wheel speed can be corrected more accurately than in the first embodiment.
【００３７】図５に示された第三の実施形態に於いて
は、ステップ９０に於いて肯定判別が行われると、ステ
ップ９２に於いて右前輪の補正係数Ｋfr(n) と左前輪の
補正係数Ｋfl(n) との偏差の絶対値が基準値Ｃ3 （正の
定数）以下であるか否かの判別が行われ、肯定判別が行
われたときにはステップ１００へ進み、否定判別が行わ
れたときにはステップ９４へ進む。ステップ９４に於い
ては右後輪の補正係数Ｋrr(n) と左後輪の補正係数Ｋrl
(n) との偏差の絶対値が基準値Ｃ4 （正の定数）以下で
あるか否かの判別が行われ、肯定判別が行われたときに
はステップ１００へ進み、否定判別が行われたときには
ステップ１１０へ進む。In the third embodiment shown in FIG. 5, if an affirmative determination is made in step 90, a correction coefficient Kfr (n) for the right front wheel and a correction for the left front wheel are made in step 92. It is determined whether or not the absolute value of the deviation from the coefficient Kfl (n) is equal to or less than a reference value C3 (positive constant). If an affirmative determination is made, the process proceeds to step 100, and a negative determination is made. Sometimes the process proceeds to step 94. In step 94, the right rear wheel correction coefficient Krr (n) and the left rear wheel correction coefficient Krl
It is determined whether or not the absolute value of the deviation from (n) is equal to or smaller than a reference value C4 (positive constant). If an affirmative determination is made, the process proceeds to step 100; Proceed to 110.
【００３８】従ってこの第三の実施形態によれば、ステ
ップ９０に於いてヨーレートの積分値Σγ(n) の大きさ
が基準値Ｃ2 以下である旨の判別が行われても、左右前
輪の補正係数Ｋi(n)の差の大きさが基準値Ｃ3 以下では
ない旨の判別又は左右後輪の補正係数Ｋi(n)の差の大き
さが基準値Ｃ4 以下ではない旨の判別が行われたときに
は、補正係数ＫＭi は現在の補正係数Ｋi(n)に更新され
ないので、第一の実施形態に比して更に一層正確に車輪
速度を補正することができる。Therefore, according to the third embodiment, even if it is determined in step 90 that the magnitude of the integrated value Σγ (n) of the yaw rate is equal to or smaller than the reference value C2, the correction of the left and right front wheels is performed. It is determined that the magnitude of the difference between the coefficients Ki (n) is not less than the reference value C3 or that the magnitude of the difference between the correction coefficients Ki (n) of the left and right rear wheels is not less than the reference value C4. Sometimes, the correction coefficient KMi is not updated to the current correction coefficient Ki (n), so that the wheel speed can be corrected even more accurately than in the first embodiment.
【００３９】尚第三の実施形態に於いては、左右前輪及
び左右後輪の両方について左右輪の補正係数の差の大き
さがそれぞれ基準値以下であることが直進判定の条件に
される訳ではないので、左右前輪及び左右後輪の両方の
左右輪の車輪径に比較的大きい差がある状況でない限り
車輌の直進状態を正確に判定することができる。In the third embodiment, the condition for determining whether the vehicle is traveling straight is that the magnitude of the difference between the correction coefficients of the right and left front wheels and the right and left rear wheels is equal to or smaller than a reference value. Therefore, the straight traveling state of the vehicle can be accurately determined unless there is a relatively large difference in wheel diameter between the left and right front wheels and the left and right rear wheels.
【００４０】図６に示された第四の実施形態に於いて
は、図には示されていないが操舵輪である前輪の操舵角
θが操舵角センサにより検出され、操舵角θを示す信号
が車輪速度補正装置１４の補正係数演算ブロック１４Ｂ
へ入力される。またステップ９０に於いて肯定判別が行
われると、ステップ９６に於いて操舵角θの絶対値が基
準値θc （正の定数）以下であるか否かの判別が行わ
れ、肯定判別が行われたときにはステップ１００へ進
み、否定判別が行われたときにはステップ１１０へ進
む。In the fourth embodiment shown in FIG. 6, although not shown, the steering angle θ of the front wheel, which is a steered wheel, is detected by a steering angle sensor, and a signal indicating the steering angle θ is provided. Is a correction coefficient calculation block 14B of the wheel speed correction device 14.
Is input to If an affirmative determination is made in step 90, a determination is made in step 96 as to whether the absolute value of the steering angle θ is equal to or smaller than a reference value θc (positive constant), and an affirmative determination is made. If so, the process proceeds to step 100, and if a negative determination is made, the process proceeds to step 110.
【００４１】従ってこの第四の実施形態によれば、ステ
ップ９０に於いてヨーレートの積分値Σγ(n) の大きさ
が基準値Ｃ2 以下である旨の判別が行われても、ステッ
プ９６に於いて操舵角θの大きさが基準値以下ではない
旨の判別が行われたときには、補正係数ＫＭi は現在の
補正係数Ｋi(n)に更新されないので、第一の実施形態に
比して更に一層正確に車輪速度を補正することができ
る。Therefore, according to the fourth embodiment, even if it is determined in step 90 that the magnitude of the integrated value Σγ (n) of the yaw rate is equal to or smaller than the reference value C2, the process proceeds to step 96. Therefore, when it is determined that the magnitude of the steering angle θ is not smaller than the reference value, the correction coefficient KMi is not updated to the current correction coefficient Ki (n). The wheel speed can be accurately corrected.
【００４２】尚図示の第一乃至第三の実施形態によれ
ば、操舵角θの大きさが基準値以下であることが直進判
定の条件にされる訳ではないので、路面に比較的大きい
キャンバや左右方向の傾斜があり、これに起因して車輌
に作用する横方向の力を相殺すべくステアリングホイー
ルが実質的に一定の操舵角の位置に操作され、これによ
り車輌は実際に直進走行状態にあるにも拘らず操舵角の
大きさが基準値を越える状況に於いても車輪速度を正確
に且つ確実に補正することができる。According to the illustrated first to third embodiments, the condition of the steering angle θ being equal to or smaller than the reference value is not a condition for the straight traveling judgment, and therefore, a relatively large camber on the road surface. The steering wheel is operated at a substantially constant steering angle position to offset the lateral force acting on the vehicle due to this, so that the vehicle is actually running straight. The wheel speed can be accurately and reliably corrected even in a situation where the magnitude of the steering angle exceeds the reference value.
【００４３】また第一及び第二の実施形態によれば、ヨ
ーレートの積分値Σγ(n) の大きさが基準値Ｃ2 以下で
あることが直進判定の一つの条件であるので、左右前輪
及び左右後輪の両方の左右輪の車輪径に同一の大小関係
にて比較的大きい差があり、車輪径の小さい前後輪が旋
回内輪となるよう車輌が定常円旋回することにより、四
輪全ての回転速度が実質的に同一になる状況に於いて、
誤って車輌の直進状態が判定されることを確実に防止す
ることができる。According to the first and second embodiments, one condition for the straight traveling judgment is that the magnitude of the integrated value Σγ (n) of the yaw rate is equal to or smaller than the reference value C2. There is a relatively large difference between the wheel diameters of both the left and right wheels in the same magnitude relationship, and the four wheels are all rotated by a steady circular turning of the vehicle so that the front and rear wheels with smaller wheel diameters become inner turning wheels. In situations where the speeds are substantially the same,
It is possible to reliably prevent the erroneous determination of the straight traveling state of the vehicle.
【００４４】また第一乃至第四の実施形態によれば、補
正係数Ｋi(n)は数２に従って各車輪の移動距離に対応す
る値と全ての車輪の平均移動距離に対応する値との比と
して演算されるので、補正係数が各車輪の移動距離に対
応する値と他の一つ又は二つの車輪の平均移動距離に対
応する値との比として演算される場合に比して正確に補
正係数を演算することができる。According to the first to fourth embodiments, the correction coefficient Ki (n) is the ratio of the value corresponding to the moving distance of each wheel to the value corresponding to the average moving distance of all the wheels according to Equation 2. , So that the correction coefficient is corrected more accurately than when the correction coefficient is calculated as the ratio of the value corresponding to the moving distance of each wheel to the value corresponding to the average moving distance of the other one or two wheels. The coefficients can be calculated.
【００４５】更に第一乃至第四の各実施形態によれば、
補正係数Ｋi(n)は右前輪が所定の移動距離以上移動する
毎に演算されるので、各車輪がそれぞれ所定の移動距離
以上移動する毎に補正係数が演算される場合に比して補
正係数の演算を単純に行うことができる。Further, according to the first to fourth embodiments,
Since the correction coefficient Ki (n) is calculated each time the right front wheel moves by a predetermined moving distance or more, the correction coefficient is calculated as compared with a case where the correction coefficient is calculated every time each wheel moves by a predetermined moving distance or more. Can be simply performed.
【００４６】以上に於ては本発明を特定の実施形態につ
いて詳細に説明したが、本発明は上述の実施形態に限定
されるものではなく、本発明の範囲内にて他の種々の実
施形態が可能であることは当業者にとって明らかであろ
う。Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments may be included within the scope of the present invention. It will be clear to those skilled in the art that is possible.
【００４７】例えば上述の各実施形態に於いては、所定
の移動距離はステップ３０に於いて右前輪の車輪速度セ
ンサ１２frよりのパルス信号のパルス数に基づき判定さ
れるようになっているが、所定の移動距離は右前輪以外
の一つ又は複数の車輪の車輪速度センサよりのパルス信
号のパルス数に基づき判定されされてもよい。For example, in each of the above-described embodiments, the predetermined moving distance is determined in step 30 based on the pulse number of the pulse signal from the right front wheel speed sensor 12fr. The predetermined moving distance may be determined based on the number of pulses of a pulse signal from one or more wheel speed sensors other than the right front wheel.
【００４８】また上述の第二の実施形態と第三の実施形
態、第二の実施形態と第四の実施形態、第三の実施形態
と第四の実施形態、第二乃至第四の実施形態が組み合わ
され、これにより各実施形態の場合によりも更に一層正
確に車輪速度が補正されるよう構成されてもよい。The above-described second and third embodiments, the second and fourth embodiments, the third and fourth embodiments, and the second to fourth embodiments May be combined so that the wheel speed is corrected even more accurately than in the case of each embodiment.
【００４９】[0049]
【発明の効果】以上の説明より明らかである如く、本発
明の請求項１の方法又は請求項５の装置によれば、所定
の移動距離に於ける補正係数の変化量が基準値以下であ
る状態が基準回数以上継続し、且つ車輌のヨーレートの
積分値の大きさが基準値以下であるときに車輌が直進状
態にあると判定されるので、操舵角の大きさに基づき車
輌の直進状態が判定される場合に比して車輌の直進状態
を正確に判定し、これにより車輪速度を正確に補正する
ことができる。As is apparent from the above description, according to the method of the present invention or the apparatus of the present invention, the amount of change of the correction coefficient at a predetermined moving distance is equal to or less than the reference value. When the state continues for the reference number of times or more and the magnitude of the integrated value of the yaw rate of the vehicle is equal to or less than the reference value, it is determined that the vehicle is in the straight traveling state, so that the straight traveling state of the vehicle is determined based on the magnitude of the steering angle. The straight traveling state of the vehicle is accurately determined as compared with the case where the determination is made, and thus the wheel speed can be accurately corrected.
【００５０】また請求項２乃至４の方法又は請求項６乃
至８の装置によれば、車輌が実際には直進走行していな
いにも拘らず車輌が直進走行していると誤判定され不必
要な車輪速度の補正が行われる虞れを更に一層低減し、
これにより請求項１の方法又は請求項５の装置に比して
更に一層正確に車輪速度を補正することができる。According to the method of claims 2 to 4 or the apparatus of claims 6 to 8, it is erroneously determined that the vehicle is traveling straight despite the fact that the vehicle is not actually traveling straight, and unnecessary. Further reduce the possibility that the correction of the wheel speed will be performed,
As a result, the wheel speed can be more accurately corrected as compared with the method of the first aspect or the apparatus of the fifth aspect.
【図１】本発明による車輌の車輪速度補正方法及び装置
の第一の実施形態を示す概略構成図である。FIG. 1 is a schematic configuration diagram showing a first embodiment of a vehicle wheel speed correction method and device according to the present invention.
【図２】第一の実施形態の補正係数演算ルーチンを示す
フローチャートである。FIG. 2 is a flowchart illustrating a correction coefficient calculation routine according to the first embodiment.
【図３】第一の実施形態の車輪速度演算補正ルーチンを
示すフローチャートである。FIG. 3 is a flowchart illustrating a wheel speed calculation correction routine according to the first embodiment.
【図４】第二の実施形態の補正係数演算ルーチンを示す
フローチャートである。FIG. 4 is a flowchart illustrating a correction coefficient calculation routine according to a second embodiment.
【図５】第三の実施形態の補正係数演算ルーチンの一部
を示すフローチャートである。FIG. 5 is a flowchart illustrating a part of a correction coefficient calculation routine according to a third embodiment.
【図６】第四の実施形態の補正係数演算ルーチンの一部
を示すフローチャートである。FIG. 6 is a flowchart illustrating a part of a correction coefficient calculation routine according to a fourth embodiment.
１０fl〜１０rr…車輪 １２fl〜１２rr…車輪速度センサ １４…車輪速度補正装置 １６…ヨーレートセンサ 10fl-10rr: Wheel 12fl-12rr: Wheel speed sensor 14: Wheel speed correction device 16: Yaw rate sensor
Claims (8)
の出力に基づき各車輪の車輪速度を演算し、前記出力に
基づき求められる各車輪の移動距離に対応する値と他の
少なくとも一つの車輪の移動距離に対応する値との比を
補正係数として演算し、車輌の直進状態を判定し、車輌
が直進状態にあるときには前記補正係数にて各車輪の車
輪速度を補正する車輌の車輪速度補正方法に於いて、所
定の移動距離に於ける前記補正係数の変化量が基準値以
下である状態が基準回数以上継続し、且つ車輌のヨーレ
ートの積分値の大きさが基準値以下であるときに車輌が
直進状態にあると判定されることを特徴とする車輌の車
輪速度補正方法。1. A wheel speed of each wheel is calculated based on an output from a wheel speed detecting means provided on each wheel, and a value corresponding to a moving distance of each wheel obtained based on the output and at least one other wheel speed are calculated. Calculate the ratio with the value corresponding to the moving distance of the wheel as a correction coefficient, determine the straight running state of the vehicle, and when the vehicle is in the straight running state, correct the wheel speed of each wheel with the correction coefficient. In the correction method, when the amount of change in the correction coefficient at a predetermined moving distance is equal to or less than a reference value continues for a reference number of times or more, and the magnitude of the integrated value of the yaw rate of the vehicle is equal to or less than the reference value. Wherein the vehicle is determined to be in a straight-ahead state.
て、所定の移動距離に於ける前記補正係数の変化量が基
準値以下である状態が基準回数以上継続し、且つ車輌の
ヨーレートの積分値の大きさが基準値以下であり、且つ
各車輪が前記所定の移動距離移動する時間が基準値以下
であるときに車輌が直進状態にあると判定されることを
特徴とする車輌の車輪速度補正方法。2. The method according to claim 1, wherein the state in which the amount of change of the correction coefficient at a predetermined moving distance is equal to or less than a reference value continues for a reference number of times or more, and the yaw rate of the vehicle. When the magnitude of the integral value is less than or equal to the reference value, and when the time for each wheel to move the predetermined moving distance is less than or equal to the reference value, it is determined that the vehicle is in a straight traveling state. Wheel speed correction method.
て、所定時間に於ける前記補正係数の変化量が基準値以
下である状態が基準時間以上継続し、且つ車輌のヨーレ
ートの積分値が基準値以下であり、且つ前輪又は後輪の
前記補正係数の左右輪間の差の大きさが基準値以下であ
るときに車輌が直進状態にあると判定されることを特徴
とする車輌の車輪速度補正方法。3. The method according to claim 1, wherein the state in which the amount of change in the correction coefficient within a predetermined time is equal to or less than a reference value continues for a reference time or more, and integrates the yaw rate of the vehicle. The vehicle is determined to be in a straight-ahead state when the value is equal to or less than a reference value and the magnitude of the difference between the left and right wheels of the correction coefficient of the front wheel or the rear wheel is equal to or less than the reference value. Wheel speed correction method.
て、所定時間に於ける前記補正係数の変化量が基準値以
下である状態が基準時間以上継続し、且つ車輌のヨーレ
ートの積分値が基準値以下であり、且つ操舵角の大きさ
が基準値以下であるときに車輌が直進状態にあると判定
されることを特徴とする車輌の車輪速度補正方法。4. The method according to claim 1, wherein the state in which the amount of change in the correction coefficient at a predetermined time is equal to or less than a reference value continues for a reference time or more and integrates the yaw rate of the vehicle. A vehicle speed correcting method for a vehicle, comprising: determining that the vehicle is in a straight-ahead state when the value is equal to or less than a reference value and the magnitude of the steering angle is equal to or less than the reference value.
車輌のヨーレートを検出する手段と、前記車輪速度検出
手段よりの出力に基づき各車輪の車輪速度を演算する手
段と、前記出力に基づき求められる各車輪の移動距離に
対応する値と他の少なくとも一つの車輪の移動距離に対
応する値との比を補正係数として演算し、車輌の直進状
態を判定し、車輌が直進状態にあるときには前記補正係
数にて各車輪の車輪速度を補正する手段とを有する車輌
の車輪速度補正装置に於いて、所定の移動距離に於ける
前記補正係数の変化量が基準値以下である状態が基準回
数以上継続し、且つ車輌のヨーレートの積分値の大きさ
が基準値以下であるときに車輌が直進状態にあると判定
されることを特徴とする車輌の車輪速度補正装置。5. Wheel speed detecting means provided on each wheel;
Means for detecting the yaw rate of the vehicle, means for calculating the wheel speed of each wheel based on the output from the wheel speed detecting means, and a value corresponding to the moving distance of each wheel determined based on the output and at least one other Means for calculating a ratio between the value and the value corresponding to the moving distance of the two wheels as a correction coefficient, determining the straight running state of the vehicle, and correcting the wheel speed of each wheel with the correction coefficient when the vehicle is in the straight running state. In the vehicle wheel speed correction device, the state where the amount of change in the correction coefficient at a predetermined moving distance is equal to or less than a reference value continues for a reference number of times or more, and the magnitude of the integrated value of the yaw rate of the vehicle is determined as a reference. A wheel speed correction device for a vehicle, characterized in that it is determined that the vehicle is in a straight running state when the vehicle speed is equal to or less than the value.
て、所定の移動距離に於ける前記補正係数の変化量が基
準値以下である状態が基準回数以上継続し、且つ車輌の
ヨーレートの積分値の大きさが基準値以下であり、且つ
各車輪が前記所定の移動距離移動する時間が基準値以下
であるときに車輌が直進状態にあると判定されることを
特徴とする車輌の車輪速度補正装置。6. The vehicle wheel speed correcting apparatus according to claim 5, wherein the state in which the amount of change of the correction coefficient at a predetermined moving distance is equal to or less than a reference value continues for a reference number of times or more, and the yaw rate of the vehicle. When the magnitude of the integral value is less than or equal to the reference value, and when the time for each wheel to move the predetermined moving distance is less than or equal to the reference value, it is determined that the vehicle is in a straight traveling state. Wheel speed correction device.
て、所定時間に於ける前記補正係数の変化量が基準値以
下である状態が基準時間以上継続し、且つ車輌のヨーレ
ートの積分値が基準値以下であり、且つ前輪又は後輪の
前記補正係数の左右輪間の差の大きさが基準値以下であ
るときに車輌が直進状態にあると判定されることを特徴
とする車輌の車輪速度補正装置。7. A vehicle wheel speed correcting apparatus according to claim 5, wherein the state in which the amount of change of said correction coefficient at a predetermined time is equal to or less than a reference value continues for a reference time or more, and integrates the yaw rate of the vehicle. The vehicle is determined to be in a straight-ahead state when the value is equal to or less than a reference value and the magnitude of the difference between the left and right wheels of the correction coefficient of the front wheel or the rear wheel is equal to or less than the reference value. Wheel speed correction device.
て、所定時間に於ける前記補正係数の変化量が基準値以
下である状態が基準時間以上継続し、且つ車輌のヨーレ
ートの積分値が基準値以下であり、且つ操舵角の大きさ
が基準値以下であるときに車輌が直進状態にあると判定
されることを特徴とする車輌の車輪速度補正装置。8. A vehicle wheel speed correcting device according to claim 5, wherein the state in which the amount of change of said correction coefficient at a predetermined time is equal to or less than a reference value continues for a reference time or more, and integrates the yaw rate of the vehicle. A wheel speed correction device for a vehicle, wherein when the value is equal to or less than a reference value and the magnitude of the steering angle is equal to or less than the reference value, the vehicle is determined to be in a straight traveling state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24572996A JP3351259B2 (en) | 1996-08-28 | 1996-08-28 | Method and apparatus for correcting wheel speed of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24572996A JP3351259B2 (en) | 1996-08-28 | 1996-08-28 | Method and apparatus for correcting wheel speed of vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH1067313A true JPH1067313A (en) | 1998-03-10 |
| JP3351259B2 JP3351259B2 (en) | 2002-11-25 |
Family
ID=17137943
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24572996A Expired - Lifetime JP3351259B2 (en) | 1996-08-28 | 1996-08-28 | Method and apparatus for correcting wheel speed of vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3351259B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009012704A (en) * | 2007-07-09 | 2009-01-22 | Honda Motor Co Ltd | Device for determining object for control |
| JP5800092B2 (en) * | 2012-07-26 | 2015-10-28 | トヨタ自動車株式会社 | Braking / driving force control device |
| JP2019081408A (en) * | 2017-10-30 | 2019-05-30 | トヨタ自動車株式会社 | Wheel speed estimation device |
| JP2020083077A (en) * | 2018-11-27 | 2020-06-04 | トヨタ自動車株式会社 | Control device of four-wheel drive vehicle |
-
1996
- 1996-08-28 JP JP24572996A patent/JP3351259B2/en not_active Expired - Lifetime
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009012704A (en) * | 2007-07-09 | 2009-01-22 | Honda Motor Co Ltd | Device for determining object for control |
| JP5800092B2 (en) * | 2012-07-26 | 2015-10-28 | トヨタ自動車株式会社 | Braking / driving force control device |
| JPWO2014016945A1 (en) * | 2012-07-26 | 2016-07-07 | トヨタ自動車株式会社 | Braking / driving force control device |
| JP2019081408A (en) * | 2017-10-30 | 2019-05-30 | トヨタ自動車株式会社 | Wheel speed estimation device |
| JP2020083077A (en) * | 2018-11-27 | 2020-06-04 | トヨタ自動車株式会社 | Control device of four-wheel drive vehicle |
| US10889290B2 (en) | 2018-11-27 | 2021-01-12 | Toyota Jidosha Kabushiki Kaisha | Control apparatus for four-wheel-drive vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3351259B2 (en) | 2002-11-25 |
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