JP2003207520A - Wheel speed pulse correcting device and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To determine correction coefficients α<SB>l</SB>, α<SB>r</SB>of wheel speed pulses without performing the map matching processing used to detect a traveling distance of a straight road without affected by the road shape and a traveling route of a self-vehicle, to exclude the error in measurement of a present position generated in the map matching processing. <P>SOLUTION: Output values N<SB>l0</SB>, N<SB>l1</SB>of a first pulse counter 3 and output values N<SB>r0</SB>, N<SB>r1</SB>of a second pulse counter are taken every passing through an intersection when the self-vehicle travels on the road, the operation of formula (5) and a formula (6) are performed every passing through two intersections while performing the operation indicated by formulas (1)-(4) on the basis of a road intersecting angle θ determined on the basis of the road shape information, whereby the correction coefficients α<SB>l</SB>, α<SB>r</SB>of the wheel speed pulse are determined. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel speed pulse correction device and method for correcting the output of a wheel speed sensor provided in a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a technique for correcting the output of a wheel speed sensor, there is a technique described in JP-A-5-215561.

According to this technique, when a geomagnetic sensor mounted on a vehicle detects that the vehicle has passed a starting point A and an ending point B of a straight road on a traveling route, A to A indicated on the map are recorded. The distance between B is used to correct the distance between the straight roads A and B detected by the wheel speed sensor.

[0004]

However, in such a conventional technique, the geomagnetic sensor is used to detect whether or not the vehicle has passed the starting point A and the ending point B. The detection value of the wheel speed sensor includes the position detection error at the intersections A and B and the distance error between the straight roads A and B, and the output of the wheel speed sensor cannot be accurately corrected. was there.

In view of the above circumstances, the present invention has at least two aspects.
A correction coefficient for the left and right wheel speed pulses is obtained based on the vehicle turning angle derived from the wheel speed pulse when passing through an intersection requiring two or more different turning angles and the road map information registered in advance. This makes it possible to measure the current position that occurs during the map matching process, without depending on the crossing position of the intersection or the travel route, and without the need for the map matching process used to detect the travel distance of a straight road. An object of the present invention is to provide a wheel speed pulse correction device and method capable of eliminating an error.

[0006]

In order to achieve the above object, the present invention provides a wheel speed pulse correction device for correcting an output value of each wheel speed sensor provided in a vehicle according to claim 1 in a road map. Based on the information and the current position information obtained by receiving the wireless signal, when the host vehicle passes a turning point on the road, it detects this and outputs a turning start detection signal, and the vehicle detects the turning point. After passing, a turning point detection unit that detects this and outputs a turning end detection signal, and each time the turning start detection signal and the turning end detection signal are output from this turning point detection unit, the wheel speed sensor Capture the output value,
By combining the vehicle turning angle θ ′ at the turning point and the road intersection angle θ at the turning point obtained based on the road map information, the correction coefficients α _r and α _{l of the} wheel speed sensors are combined.
The correction coefficient equation creating section for creating an equation including the above and the simultaneous equations in which the plurality of equations obtained by the correction coefficient equation creating section are combined are solved to obtain the correction coefficients α _l , α _r.
And a correction coefficient calculation unit for calculating the value of.

According to a second aspect of the present invention, in the wheel speed pulse correction device according to the first aspect, the turning point detection section replaces the road map information and the current position information obtained by receiving a radio signal, By using the information from the azimuth detecting mechanism that detects the turning angle of the own vehicle, when the own vehicle passes a turning point on the road, it detects this and outputs a turn start detection signal, and the own vehicle After passing through the turning point, this is detected and a turning end detection signal is output, and a road intersection angle θ of the turning point is output, and the correction coefficient equation creating unit starts turning from the turning point detecting unit. Every time the detection signal and the turning end detection signal are output, the output value of each wheel speed sensor is fetched and the vehicle turning angle θ ′ at the turning point is fetched.
And the road intersection angle θ of the turning point output from the turning point detection unit are combined to create an equation including the correction coefficients α _r and α ₁ of the wheel speed sensors.

According to a third aspect of the present invention, in the wheel speed pulse correction device according to any of the first and second aspects, the correction coefficient equation creating section and the correction coefficient calculating section use a vehicle motion model, Correction coefficients α _l , α _{r of} each wheel speed sensor
It is characterized by seeking.

According to a fourth aspect of the present invention, in the wheel speed pulse correction device according to any one of the first, second and third aspects, the wheel speed sensors are respectively provided on the right rear wheel and the left rear wheel of the host vehicle. It is characterized by being attached.

According to a fifth aspect of the present invention, in a wheel speed pulse correction method for correcting the output value of each wheel speed sensor provided in a vehicle, based on road map information and current position information obtained by receiving a radio signal. , The output value of each wheel speed sensor when the host vehicle passes a turning point on the road and the output value of each wheel speed sensor after the vehicle has passed the turning point, The vehicle turning angle θ ′ at the point is obtained, and the vehicle turning angle θ ′ is combined with the road intersection angle θ of the turning point obtained based on the road map information to obtain the correction coefficient α of each wheel speed sensor. _When two or more equations are obtained by creating an equation containing _r and α _l , a simultaneous equation that combines these equations is created to obtain the values of the respective correction coefficients α _l and α _r. Features and is doing.

According to a sixth aspect of the present invention, in the wheel speed pulse correction method according to the fifth aspect, the road map information and the current position information obtained by receiving a radio signal are replaced,
The information from the azimuth detecting mechanism that detects the turning angle of the host vehicle is used to detect these when the host vehicle passes the turning point on the road and after the host vehicle passes the turning point. While obtaining the road intersection angle θ of the turning point,
A vehicle at the turning point based on an output value of each wheel speed sensor when the host vehicle passes the turning point on the road and an output value of each wheel speed sensor after the vehicle has passed the turning point. While obtaining the turning angle θ ',
By combining this vehicle turning angle θ ′ and the road intersection angle θ of the turning point, the correction coefficient α _r of each wheel speed sensor,
It is characterized by creating an equation including α _l .

[0012]

As a result, according to the first and fifth aspects of the invention, the turning angle of the vehicle derived from the wheel speed pulse obtained when passing through the intersection of at least two or more different turning angles, Based on the road map information registered in advance,
It is possible to obtain the correction coefficient of the left and right wheel speed pulses, which makes it unnecessary to use the map matching process used to detect the traveling distance of a straight road, without depending on the passing position of the intersection or the traveling route. However, it is possible to eliminate the current position measurement error that occurs during the map matching process.

According to the inventions of claims 2 and 6, the left and right
The correction factor for each wheel is α_r, Α _l, Wheel speed pulse
Set the pulse count value to N_r, N_l, Vehicle tread W, direction
Let θ be the road intersection angle obtained from the output value of the position sensor.
And, θ = (α_r・ N_r-Α _l・ N_l) / W
This allows you to turn at different angles more than once.
And correct the travel distance per pulse of the left and right wheel speeds.
Each correction coefficient α_r, Α _lSolve the system of equations for
The current position measurement error due to map matching
Left and right wheel speeds without including travel distance per pulse
Correction coefficient α required to correct_r, Α_lTo derive
be able to.

According to the third aspect of the invention, the vehicle motion model is used to correct the correction coefficients α _l and α of the wheel speed sensors.
It is possible to obtain _r , which allows accurate correction coefficients α _r , α necessary to correct the traveling distance per pulse of the left and right wheel speeds corresponding to the movement of the vehicle without including the current position measurement error. It is possible to ask for _l .

According to the invention of claim 4, the right rear wheel,
The correction coefficients of the left rear wheel are α _r and α ₁ , respectively, the pulse count values of the wheel speed pulse are N _r and N ₁ , the vehicle tread is W,
_Let θ be the road intersection angle obtained from the road map information or the output value of the direction sensor, and θ = (α _r · N _r −α ₁ · N _l ).
/ W can be obtained, and different angles can be turned two or more times to solve the simultaneous equations for the correction coefficients α _r and α _l for correcting the travel distance per pulse of the left and right wheel speeds. It is possible to derive a count for correcting the traveling distance per pulse of the left and right wheel speeds without including the current position measurement error due to.

[0016]

1 is a block diagram showing one embodiment of a wheel speed pulse correction device and method according to the present invention.

The wheel speed pulse correction device 1 shown in this figure is
It is composed of a map information storage circuit 6, a current position measurement circuit 7, and a correction coefficient calculation circuit 8, and an intersection where the vehicle has two or more different turning angles, for example, a first intersection,
When passing the second intersection, the first wheel speed sensor 2, the first
A vehicle turning angle θ ′ obtained by the pulse counter 3, the second wheel speed sensor 4, and the second pulse counter 5, and a road intersection angle θ calculated based on road shape information (road map information) registered in advance. Two equations are combined to create a correction coefficient α _l for left and right wheel speed pulses,
Derive α _r .

The first wheel speed sensor 2 is composed of an electromagnetic pickup, a rotor, etc. provided on a predetermined portion of the vehicle, for example, the right rear wheel portion, and when the right rear wheel is rotating, it responds to the rotation speed. The wheel speed pulse is generated at the bit rate and supplied to the first pulse counter 3.

The first pulse counter 3 is composed of a counter element or the like, counts the wheel speed pulses output from the first wheel speed sensor 2, and supplies the counting result to the correction coefficient calculation circuit 8.

The second wheel speed sensor 4 is an electromagnetic pick-up provided at a predetermined portion of the vehicle, for example, the left rear wheel portion,
When the left rear wheel is rotated, the wheel speed pulse is generated at a bit rate according to the rotation speed and is supplied to the second pulse counter 5.

The second pulse counter 5 is composed of a counter element or the like, counts the wheel speed pulses output from the second wheel speed sensor 4, and supplies the counting result to the correction coefficient calculation circuit 8.

The map information storage circuit 6 is a CD-RO.
It is composed of an M drive mechanism, a DVD-ROM drive mechanism, etc., and has a CD-ROM drive mechanism and a DV.
CD-RO set in D-ROM drive mechanism
Road shape information (for example, information indicating a road shape represented by position information such as latitude and longitude) stored in a storage medium such as M or a DVD-ROM is read out, and the current position measurement circuit 7 and the correction coefficient calculation are performed. Supply to the circuit 8.

The current position measuring circuit 7 is composed of a GPS receiver or the like which receives radio waves from each GPS satellite orbiting the earth orbit and generates current position information of the vehicle. Map matching processing of the road shape information output from 6 and the own vehicle position information obtained by the GPS receiver is performed to calculate the current position information indicating the current position of the own vehicle, and the correction coefficient calculation circuit 8 Supply to.

The correction coefficient calculation circuit 8 is composed of a microprocessor element for performing various calculations, a hard disk storing a program for defining the operation of the microprocessor element, a memory element used as a working area of the microprocessor, and the like. Based on the current position information output from the current position measurement circuit 7 and the road shape information output from the map information storage circuit 6,
Every time the host vehicle passes through the first intersection, the second intersection, etc. while turning, the output value of the first pulse counter 3 and the output value of the second pulse counter 5 are used to determine the turning angle θ ′ of the host vehicle. However, based on the current position information output from the current position measurement circuit 7 and the road shape information output from the map information storage circuit 6, the road intersection angle θ of each road forming the first intersection, the second intersection, etc. And the correction coefficients α ₁ and α _r for the left and right wheel speed pulses are derived based on the turning angle θ ′ and the road intersection angle θ.

Next, the operation of the wheel speed pulse correction device 1 will be described with reference to the block diagram shown in FIG. 1, the flow chart shown in FIG. 2, and the schematic diagrams shown in FIGS.

First, the correction coefficient calculation circuit 8 fetches the current position information output from the current position measurement circuit 7 and the road shape information output from the map information storage circuit 6, so that the vehicle can travel on a straight road. It is checked whether or not the vehicle is traveling and has approached the intersection (STEP 1). If the vehicle has not approached the intersection, this operation is repeated until it is detected that the host vehicle is approaching the intersection.

When the correction coefficient calculation circuit 8 determines that the vehicle is traveling on a straight road and is approaching an intersection, the output values of the first pulse counter 3 and the second pulse counter 5 are output. And are taken in and output value N
_r0 and the output value N ₁₀ are stored in the memory (ST
EP2).

After that, the correction coefficient calculation circuit 8 fetches the current position information output from the current position measurement circuit 7 and the road shape information output from the map information storage circuit 6, and the own vehicle at the intersection. It is checked whether or not the vehicle has finished turning and is traveling on a straight road (STEP 3). If it is determined that the host vehicle has finished turning at the intersection and is traveling on a straight road, the first pulse counter Of the second pulse counter and the output value of the second pulse counter
_r1 and the output value N ₁₁ are stored in the memory (STE
P4).

Next, the correction coefficient calculation circuit 8 fetches the current position information output from the current position measurement circuit 7 and the road shape information output from the map information storage circuit 6, and the intersection where the vehicle turns. The road intersection angle θ is calculated (STEP 5).

At this time, if the road shape information output from the map information storage circuit 6 is composed of a link representing a road and a node representing an intersection, the road shape information is connected to a node representing an intersection where the vehicle has passed. Among the roads, the angle formed by the roads on which the vehicle travels is the road intersection angle θ.

In parallel with this operation, a correction coefficient calculation circuit 8 applies a mathematical formula based on a vehicle motion model, and the right rear wheel and the left rear wheel are respectively provided with the first formula in the procedure described below. The wheel speed pulse output from the first wheel speed sensor 2 and the second wheel speed sensor 4 and the vehicle tread are processed to calculate an angle at which the host vehicle turns (turning angle θ ′).

As shown in FIG. 3, assuming that the turning angle for each sampling time is Δθ, the rotation distance of the right wheel is ΔL _r , the rotation distance of the left wheel is ΔL _l , and the vehicle tread is W, Δθ = (ΔL _r −ΔL ₁ ) / W (1) holds. Here, the correction coefficient on the right wheel speed pulse side is α
_r , and the correction coefficient on the left wheel speed pulse side is α _l , ΔL _l = α _l · (N ₁₁ −N ₁₀ ) ... (2) ΔL _r = α _r · (N _r1 −N _r0 ) ... (3) Is obtained.

Then, θ ′ = ΣΔθ can be used to determine the turning angle θ ′ at which the vehicle has turned at the intersection, and when turning the intersection, the turning angle θ of the vehicle calculated from each wheel speed pulse. 'Becomes equal to the road intersection angle θ obtained from the road shape information. Therefore, the above equation (1), the above (2)
From equation (3), the equation θ = {α _r · (N _r1 −N _r0 ) −α ₁ · (N _l1 −N _l0 )} / W (4) is obtained and stored in the memory. To be done.

Next, the correction coefficient calculation circuit 8 fetches the current position information output from the current position measurement circuit 7 and the road shape information output from the map information storage circuit 6, so that the vehicle can travel on a straight road. While driving, it is checked whether or not the vehicle has approached the second intersection (second intersection). 2
When the vehicle makes a turn at the second intersection, the equation shown in the equation (4) for the second intersection is created by the procedure described above and stored in the memory.

Thereafter, the correction coefficient calculation circuit 8
From Mori to the equation for the first intersection, for the second intersection
Equations are read out and the simultaneous equations shown in the following equation are obtained.
And the simultaneous equations are solved,
Fast pulse correction factor α_r, Α _lThe value of is required.

Θ ₁ = {α _r · (N _r11 −N _r10 ) −α ₁ · (N ₁₁ −N ₁₁₀ )} / W (5) θ ₂ = {α _r · (N _{r 21} −N _{r 20} ) − _{α 1 · (N l21 -N l20} )} / W ... (6) where, theta _1: first intersection road crossing angle theta N _r10: first counter output value before passing through the first intersection _{N r11:} the first counter output value after passing through a crossing N _l10: second counter output value before passing through the first intersection N _l11: second counter output value after passing through the first intersection theta _2: second intersection road crossing angle theta N _r20: first counter output value before passing through the second intersection _{N r21:} first counter output value after passing through the second intersection _{N L20:} second counter output value before passing through the second intersection N ₁₂₁ : Second counter output value after passing through the second intersection That is, as shown in FIG. 4, the host vehicle travels on the first link forming the first intersection, and after turning right at the first node,
The above equation (5) is obtained based on the information when the vehicle is traveling on the second link, and similarly, the own vehicle travels on the second link which constitutes the second intersection and turns left at the second node. After that, the above equation (6) is obtained based on the information when traveling on the third link. By solving these equations (5) and (6), the first wheel speed sensor 2 It is possible to derive the correction coefficient α _r for the wheel speed pulse of the above and the correction coefficient α ₁ for the wheel speed pulse from the second wheel speed sensor 4.

As described above, in this embodiment, the output values N ₁₀ and N _{11 of} the first pulse counter 3 and the second pulse counter 5 are output every time the vehicle travels on the road and passes through each intersection. While taking in the output values N _r0 and N _r1 ,
Each time the vehicle passes through two intersections while performing the calculations shown in the equations (1) to (4) using the road intersection angle θ obtained from the road shape information, the equations (5), (6) ), The correction coefficients α _l , α of the wheel speed pulse are calculated.
_{Since r} is obtained, the wheel speed pulse can be obtained without depending on the road shape or the traveling route of the own vehicle and without performing the map matching process used for detecting the traveling distance of the straight road. The correction coefficients α _l and α _r can be obtained, and the current position measurement error that has occurred in the map matching process can be eliminated (effects of claims 1 and 5).

Further, in this embodiment, the angles are different.
At least two intersections, the vehicle is on a straight road
Turn left or right at each intersection following, and after passing the intersection, turn to the intersection
Only the information obtained when driving on the following straight road
Fast pulse correction factor α_r, Α _lCan be derived
It That is, in FIG. 4, the vehicle is traveling on the first link.
Then turn right at the 1st node and then run on the 2nd link
Information when the vehicle is on the second link
If you are traveling on the third link after turning left at the deck
It is only necessary to know the information about
White vehicle position information is unnecessary.

Further, based on the turning angle θ'of the host vehicle and the road intersection angle θ at the intersection, the correction coefficient α of the wheel speed pulse is obtained.
_{Since r 1} and α ₁ are derived, there is no dependence on the traveling route of the own vehicle in the intersection, and an error due to map matching or the like for identifying the own vehicle position on a straight road unlike the conventional method. Can be excluded.

Further, in this embodiment, the rotational distance of the left wheel is calculated as ΔL _l and the rotational distance of the right wheel is calculated as ΔL _r by using the equations (2) and (3) to which the vehicle motion model is applied. Therefore, the accurate correction coefficients α _r and α _l required to correct the traveling distance per pulse of the left and right wheel speeds corresponding to the movement of the vehicle are obtained without including the current position measurement error due to map matching. It is possible (effects of claims 3 and 4).

Further, in the above-described embodiment, the current position measuring circuit 7 and the map information storage circuit 6 are used to calculate the correction coefficients α _r and α ₁ of the wheel speed pulse so that the vehicle is at the first intersection, It is arranged to detect that the vehicle is approaching two intersections and that the vehicle has passed through these first and second intersections. Instead of such a current position measuring circuit 7 and map information storage circuit 6, for example, a gyro Uses different azimuth sensors, acceleration sensors, etc. to detect that your vehicle is approaching the first intersection and the second intersection, passing through these first intersection and second intersection, and the road tolerance angle θ at the intersection. You may do it.

Even in this case, the correction coefficients for the left and right wheels are α _r and α ₁ , respectively, the output value of the first pulse counter 3 is N _r , the output value of the second pulse counter 5 is N ₁ , and the vehicle tread is W. , Θ = (α _r · N _r −α _l · N _l ) / W, which is the road intersection angle θ obtained from the output value of the azimuth sensor, etc., and the intersection of different angles is generated twice or more. By turning, the correction coefficients α _r and α _l necessary for correcting the traveling distance per pulse of the left and right wheel speeds
It is possible to derive the correction coefficients α _r and α _l necessary for correcting the traveling distance per pulse of the left and right wheel speeds without including the current position measurement error due to the map matching. Yes (Claim 2,
6 effect).

This will be specifically described below with reference to the flowchart shown in FIG. When the correction coefficient of the wheel speed pulse is derived using the turning angle θ of the vehicle obtained from the azimuth sensor, the steering angle sensor is used to detect that the vehicle is traveling straight before and after turning right and left at two intersections. The output state of the vehicle is used as an auxiliary to detect the running state of the vehicle.

If the output signal of the steering angle sensor is within (zero point) ± (playing angle of steering) and the output of the azimuth sensor is substantially zero, it is determined that the vehicle is traveling straight. When it is determined that either the steering angle sensor output value or the azimuth angle sensor output value is other than zero output, it is determined that the vehicle has entered a turning motion, that is, is passing through an intersection. .

In this way, it is detected that the vehicle has passed through the two intersections, and the correction coefficient of the wheel speed pulse is derived using the turning angle θ of the vehicle obtained from the output of the azimuth sensor when the vehicle passes through the two intersections. In STEP 11 of FIG. 5, when it is determined that one of the output values of the steering angle sensor and the azimuth angle is other than zero output, it is determined that the vehicle has entered a turning motion, that is, is approaching an intersection. Then, STEP12
In the processing of 1., the first and second pulse counter output values N ₁₁ and N _r1 are stored. This processing is similar to the processing of STEP2 shown in FIG.

When it is determined that the vehicle has entered the turning motion, the turning angle of the vehicle is continuously derived until the turning is completed and it is determined that the vehicle is traveling on a straight road (STEP 13,
STEP 14).

Next, in STEP 15, the first and second
Pulse counter output value N_l1, N _r1Memorize ST
In EP16, it was determined that the vehicle passed two or more intersections.
In this case, the processing for calculating the wheel speed pulse correction coefficient is performed.
(STEP 17).

The wheel speed pulse correction coefficient of the front wheels is derived by detecting that the vehicle is traveling on a straight road from the road map data or the output of the steering angle sensor and the output of the azimuth sensor, and correcting the wheel speed pulse correction coefficient. The wheel speed pulse correction coefficient of the front wheel is corrected based on the moving distance calculated from the wheel speed pulse of the rear wheel. Specifically, the fact that the vehicle travel distance ΔLrear derived from the rear wheel speed pulse and the vehicle travel distance ΔLfront derived from the front wheel speed pulse are equal is used, and a wheel speed pulse correction coefficient that satisfies ΔLrear = α · ΔLfront is used. Obtain α for each of the left and right front wheels.

Thus, instead of the current position measuring circuit 7 and the map information storage circuit 6, an azimuth angle sensor such as a gyroscope and a steering angle sensor are used, and the vehicle is at the first intersection and the second intersection.
It is possible to detect approaching the intersection, passing through the first intersection and the second intersection, the road tolerance angle θ of the intersection, and the like.

[Brief description of drawings]

FIG. 1 is a block diagram showing one embodiment of a wheel speed pulse correction device and method according to the present invention.

FIG. 2 is a flowchart showing an operation example of the wheel speed pulse correction device shown in FIG.

FIG. 3 is a schematic diagram showing an operation example of the wheel speed pulse correction device shown in FIG.

FIG. 4 is a schematic diagram showing an operation example of the wheel speed pulse correction device shown in FIG.

5 is a flowchart showing a second operation example of the wheel speed pulse correction device shown in FIG.

[Explanation of symbols]

1 Wheel Speed Pulse Correction Device 2 First Wheel Speed Sensor 3 First Pulse Counter 4 Second Wheel Speed Sensor 5 Second Pulse Counter 6 Map Information Storage Circuit 7 Current Position Measurement Circuit (Turning Point Detection Section) 8 Correction Coefficient Calculation Circuit ( Correction coefficient equation creation section, correction coefficient calculation section)

Claims (6)

[Claims] 1. A wheel speed pulse correction device for correcting the output value of each wheel speed sensor provided in a vehicle, wherein the own vehicle is a road based on road map information and current position information obtained by receiving a radio signal. A turning point detection unit that detects a turning start detection signal when the vehicle passes the upper turning point and outputs a turning start detection signal after the vehicle has passed the turning point and outputs a turning end detection signal. Each time a turning start detection signal and a turning end detection signal are output from the turning point detection unit, the output values of the wheel speed sensors are fetched, and the vehicle turning angle θ ′ at the turning point and the road map information are acquired. A correction coefficient equation creating unit that creates an equation including the correction coefficients α _r and α ₁ of each of the wheel speed sensors by combining with the road intersection angle θ of the turning point obtained based on the correction coefficient equation creating unit. Obtained compound Solving a simultaneous equation in which a number of equations are combined, each correction coefficient α _l ,
A wheel speed pulse correction device, comprising: a correction coefficient calculation unit that obtains the value of α _r . 2. The wheel speed pulse correction device according to claim 1, wherein the turning point detection unit is a turning point of the host vehicle instead of the road map information and the current position information obtained by receiving a radio signal. When the own vehicle passes a turning point on the road by using the information from the azimuth detecting mechanism that detects an angle, it detects this and outputs a turning start detection signal, and the own vehicle passes the turning point. After that, it detects this and outputs a turning end detection signal, and also outputs the road intersection angle θ of the turning point, and the correction coefficient equation creating unit outputs the turning start detection signal from the turning point detection unit and the turning end. Every time a detection signal is output,
The output value of each wheel speed sensor is taken in, and the vehicle turning angle θ ′ at the turning point and the road intersection angle θ of the turning point output from the turning point detection unit are combined to obtain each wheel speed sensor. A wheel speed pulse correction device, characterized in that an equation including the correction coefficients α _r , α _l of is created. 3. The wheel speed pulse correction device according to claim 1, wherein the correction coefficient equation creation unit and the correction coefficient calculation unit use a vehicle motion model to detect each wheel speed sensor. Correction coefficient α
A wheel speed pulse correction device, characterized in that _l , α _r is obtained. 4. The wheel speed pulse correction device according to claim 1, wherein the wheel speed sensors are attached to the right rear wheel and the left rear wheel of the host vehicle, respectively. A wheel speed pulse correction device characterized by the above. 5. A wheel speed pulse correction method for correcting an output value of each wheel speed sensor provided on a vehicle, wherein the vehicle is a road based on road map information and current position information obtained by receiving a radio signal. A vehicle turning angle at the turning point by incorporating the output value of each wheel speed sensor when passing the upper turning point and the output value of each wheel speed sensor after the vehicle has passed the turning point θ ′ is obtained and the vehicle turning angle θ ′ and the road intersection angle θ of the turning point obtained based on the road map information are combined to obtain the correction coefficients α _r and α _l of the wheel speed sensors. When two or more equations are obtained by including an equation containing them, a simultaneous equation that combines these equations is created, and each correction coefficient α _l ,
A method for correcting a wheel speed pulse, characterized in that a value of α _r is obtained. 6. The wheel speed pulse correction method according to claim 5, wherein instead of the road map information and the current position information obtained by receiving a wireless signal, a direction for detecting a turning angle of the host vehicle. Using the information from the detection mechanism, when the host vehicle passes a turning point on the road and after the host vehicle passes the turning point, the road intersection angle θ of the turning point is detected while detecting these. Based on the output value of each wheel speed sensor when the host vehicle passes a turning point on the road and the output value of each wheel speed sensor after the vehicle has passed the turning point, the turning While determining the vehicle turning angle θ'at the point,
By combining this vehicle turning angle θ ′ and the road intersection angle θ of the turning point, the correction coefficient α _r of each wheel speed sensor,
A method of correcting a wheel speed pulse, characterized in that an equation including α ₁ is created.