JP2005138656A - Vehicle body speed estimating/controlling device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately estimate vehicle body speed of a vehicle on the basis of wheel speed, and to properly control the vehicle on the basis of the estimated vehicle body speed, by eliminating a bad influence due to actuation of an LSD. <P>SOLUTION: Fore-and-aft speed Vci of a vehicle body at a gravity center position of the vehicle 12 is calculated on the basis of the wheel speed Vwi of each wheel according to a traveling state of the vehicle (S20, 30). When the vehicle is in a braking state or an non-accelerating state, the maximum value of the fore-and-aft Vci of the vehicle body is made to be an estimated vehicle body speed Vb(S50, 130). When the vehicle is in a turning/accelerating state, the maximum value of the fore-and-aft speed Vci of the vehicle body is made to be the estimated vehicle body speed Vb on the basis of the wheel speed of the wheels except for a turning inside rear wheel that is a turning inside driving wheel (S120, 140 to 160). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle body speed estimation control device for a vehicle, and more specifically, to a vehicle body speed estimation control device that calculates an estimated vehicle body speed based on the wheel speed of each wheel and controls the vehicle using the estimated vehicle body speed. Related.

As one of control devices for vehicles such as automobiles, for example, as described in the following Patent Document 1 filed by the applicant of the present application, the behavior of a vehicle in a four-wheel drive vehicle equipped with a center differential gear device is described. The center differential gear unit operates to stabilize the vehicle behavior by calculating the target wheel speed of each wheel to stabilize the vehicle and controlling the braking force so that the wheel speed of each wheel becomes the target wheel speed. 2. Description of the Related Art Conventionally, a control device configured to change a calculation mode of a target wheel speed of each wheel depending on whether or not it is in a state has been known.
JP 2002-173014 A

  Generally, in a vehicle such as an automobile, a differential gear device that allows a difference in the wheel speeds of the left and right drive wheels during the turning acceleration of the vehicle is provided so that the turning acceleration of the vehicle is smoothly performed. If the wheel speed difference between the left and right drive wheels becomes excessive as in the case where the turning outer wheel is idle, the wheel speed difference between the left and right drive wheels is prevented from being increased by increasing the wheel speed of the turning inner drive wheel. A constructed limited slip differential gear device (LSD) is known.

  In the situation where the LSD is activated, the wheel speed of the turning inner drive wheel is higher than the turning speed when the LSD is not activated, so the vehicle body speed of the vehicle is estimated based on the wheel speed of each wheel. When vehicle control is performed based on the vehicle body speed, the vehicle body speed cannot be accurately estimated, and therefore vehicle control may not be performed properly.

  However, in a known document such as the above-mentioned publication, the vehicle body speed of the vehicle is estimated based on the wheel speed of each wheel in a situation where the vehicle equipped with the LSD turns and the LSD operates. In the case of performing vehicle control based on the vehicle speed, there is no mention of the problem to be solved as described above, and the conventional control device as described in the above-mentioned publication does not have this point. There is room for improvement.

  The present invention estimates the vehicle body speed of a vehicle based on the wheel speed of each wheel and controls the vehicle based on the estimated vehicle body speed in a situation where the vehicle is equipped with the LSD and the LSD operates. The present invention has been made in view of the above-mentioned problems. The main object of the present invention is to eliminate the adverse effects of LSD operation in consideration of the LSD operation state in estimating the vehicle body speed. Is accurately estimated, and vehicle control is appropriately performed based on the estimated vehicle speed.

  According to the present invention, the main problem described above is the vehicle body speed estimation control device for a vehicle that calculates the estimated vehicle body speed based on the configuration of claim 1, that is, the wheel speed, and controls the vehicle using the estimated vehicle body speed. In this case, the vehicle is a vehicle equipped with LSD, and the degree of contribution of the turning inner driving wheel to the estimated vehicle body speed when the level of LSD operation is high is larger than that when the level of LSD operation is low. This is achieved by a vehicle body speed estimation control apparatus that is smaller than the drive wheel.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 1, the degree of operation of the LSD is determined based on the acceleration state at the time of turning of the vehicle. (Constitution of Claim 2)

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claim 1 or 2, when the degree of operation of the LSD is high, the wheel speeds of the wheels other than the turning inner drive wheels. The estimated vehicle body speed is calculated on the basis of (the configuration of claim 3).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration according to claim 1 or 2, the degree of operation of the LSD is high and wheels other than the turning inner drive wheels are brake controlled. When the vehicle is in the middle, the estimated vehicle body speed is calculated based on the wheel speed of the turning outer drive wheel instead of calculating the estimated vehicle speed based on the wheel speed of the turning inner drive wheel.

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration according to claim 1 or 2, the degree of operation of the LSD is high and wheels other than the turning inner drive wheels are brake controlled. When the vehicle is in the middle, the wheel speed of the turning inner drive wheel is corrected according to the degree of operation of the LSD, and the estimated vehicle body speed is calculated based on the corrected wheel speed of the turning inner drive wheel. Configuration).

  According to the present invention, in order to effectively achieve the main problems described above, the reference wheel speed of each wheel for vehicle control is calculated on the basis of the estimated vehicle body speed in the configuration of claims 1 to 5 described above. The reference wheel speed of the turning inner drive wheel is corrected in accordance with the degree of operation of the LSD (configuration of claim 6).

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 6, the reference wheel speed of the turning inner drive wheel approaches the reference wheel speed of the turning outer drive wheel. It is comprised so that the reference | standard wheel speed of a turning inside drive wheel may be correct | amended (structure of Claim 7).

  Further, according to the present invention, in order to effectively achieve the above-mentioned main problems, in the configuration of claims 1 to 7, the LSD speed transmission rate is estimated as the degree of operation of the LSD. (Structure of Claim 8).

  According to the first aspect of the present invention, the degree of contribution of the turning inner drive wheel to the estimated vehicle body speed is smaller than that of the turning outer drive wheel when the LSD operation is high compared to when the LSD operation is low. Therefore, in a situation where the LSD operation level is high and the adverse effect of the LSD operation on the estimation of the vehicle body speed is high, the contribution degree of the turning inner drive wheel to the estimated vehicle body speed is surely greater than the turning outer drive wheel. Accordingly, the vehicle body speed can be accurately estimated as compared with the case where the contribution degree of the turning inner drive wheel is not made smaller than that of the turning outer drive wheel.

  Further, according to the configuration of the second aspect, since the degree of operation of the LSD is determined based on the acceleration state at the time of turning of the vehicle, it is possible to reliably determine the degree of operation of the LSD, and accordingly, the estimated vehicle body speed. It is possible to reliably change the degree of contribution of the turning inner drive wheel with respect to the degree of operation of the LSD.

  According to the third aspect of the present invention, when the degree of operation of the LSD is high, the estimated vehicle body speed is calculated based on the wheel speed of the wheels other than the turning inner drive wheel, so that adverse effects due to the operation of the LSD can be reliably eliminated. Thus, the estimated vehicle speed can be accurately calculated.

  In general, when the degree of operation of the LSD is high and wheels other than the turning inner drive wheel are under braking control, it is preferable to calculate the estimated vehicle body speed based on the wheel speed of the turning inner drive wheel. In general, the LSD increases the wheel speed of the turning inner drive wheel so as to approach the wheel speed of the turning outer drive wheel. Therefore, when the degree of operation of the LSD is high, the wheel speed of the turning inner drive wheel becomes the turning outer drive wheel. The wheel speed is substantially the same.

  According to the fourth aspect of the present invention, when the degree of LSD operation is high and wheels other than the turning inner drive wheel are under braking control, instead of calculating the estimated vehicle body speed based on the wheel speed of the turning inner drive wheel. Since the estimated vehicle speed is calculated based on the wheel speed of the turning outer drive wheel, the estimated vehicle speed is accurately calculated even when the level of LSD operation is high and the wheels other than the turning inner drive wheel are under braking control. be able to.

  Further, according to the configuration of the fifth aspect, the reference wheel speed of each wheel for vehicle control is calculated based on the estimated vehicle body speed, the degree of operation of the LSD is high, and the wheels other than the turning inner drive wheel are under braking control. In some cases, the wheel speed of the turning inner drive wheel is corrected according to the degree of operation of the LSD, and the estimated vehicle body speed is calculated based on the corrected wheel speed of the turning inner drive wheel, so the degree of operation of the LSD is high. In addition, even when wheels other than the turning inner drive wheel are under braking control, the estimated vehicle speed can be accurately calculated by effectively eliminating the adverse effects of wheel braking and LSD operation.

  According to the configuration of the sixth aspect, the reference wheel speed of each wheel for vehicle control is calculated based on the estimated vehicle speed, and the reference wheel speed of the turning inner drive wheel is corrected according to the degree of operation of the LSD. Therefore, even when the vehicle is in the turning acceleration state and the LSD is operating, the reference wheel speed of the turning inner drive wheel can be calculated to an appropriate value.

  According to the seventh aspect of the invention, the reference wheel speed of the turning inner drive wheel is corrected so that the reference wheel speed of the turning inner drive wheel approaches the reference wheel speed of the turning outer drive wheel. The reference wheel speed of the turning inner drive wheel is appropriately corrected according to the increase in the actual wheel speed of the inner driving wheel, and thereby vehicle control based on the actual wheel speed and the reference wheel speed of the turning inner drive wheel can be appropriately performed. it can.

  Further, according to the configuration of the eighth aspect, since the LSD speed transmission rate is estimated as the degree of LSD operation, the degree of LSD operation is reliably and accurately determined, thereby accurately estimating the vehicle speed. The reference wheel speed of the turning inner drive wheel can be accurately obtained.

[Preferred embodiment of problem solving means]
According to one preferred aspect of the present invention, in the configuration of claim 1, when the LSD is operating, the contribution of the turning inner drive wheels to the estimated vehicle body speed is greater than when the LSD is not operating. It is comprised so that a degree may be made smaller than a turning outer side drive wheel (Preferred aspect 1).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 1, the estimated vehicle body speed is calculated based on the wheel speeds of wheels other than the turning inner drive wheel when the LSD is operating. (Preferred embodiment 2).

  According to another preferred aspect of the present invention, in the configuration of claim 2, the acceleration state of the vehicle is determined based on the engine speed and the throttle opening (preferred aspect 3). ).

  According to another preferred aspect of the present invention, in the configuration of claim 3, when the degree of operation of the LSD is high, the estimated vehicle body speed is based on the highest wheel speed among the wheel speeds other than the turning inner drive wheels. (Preferred aspect 4).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 4 described above, when the vehicle is not braked by the driver and the degree of operation of the LSD is high, wheels other than the turning inner drive wheels are provided. The estimated vehicle body speed is calculated based on the highest wheel speed among the speeds (preferred aspect 5).

  According to another preferred embodiment of the present invention, in the configuration of claim 5, the turning speed is such that the wheel speed of the turning inner drive wheel approaches the wheel speed of the turning outer drive wheel as the degree of operation of the LSD is higher. It is comprised so that the wheel speed of an inner side drive wheel may be correct | amended (Preferable aspect 6).

  According to another preferred aspect of the present invention, in the configuration of claim 5 or 6, the wheel speed of the turning inner drive wheel is corrected based on the speed transmission rate of the LSD (preferably Aspect 7).

  According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 2, when the LSD is activated and the driven wheel is braked, the estimated vehicle body speed is calculated based on the wheel speed of the turning outer drive wheel. (Preferred aspect 8).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspects 1 to 8, the LSD is determined to be operating when the vehicle is in a turning acceleration state ( Preferred embodiment 9).

  According to another preferred aspect of the present invention, in the configuration of the above-described claim 2, it is determined that the degree of operation of the LSD is high when the acceleration state at the time of turning of the vehicle is not less than a reference value. (Preferred embodiment 10).

  According to another preferred aspect of the present invention, in the configuration of claim 1, the wheel having the highest correspondence of the wheel speed to the actual vehicle body speed is determined as the reference wheel according to the traveling state of the vehicle. The vehicle body speed is calculated based on the wheel speed of the reference wheel (preferred aspect 11).

  According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 11, the wheel having the smallest influence of braking / driving of the wheel on the wheel speed is determined as the reference wheel (preferred embodiment 12). ).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 12 described above, the priority order of the drive wheels when determining the reference wheel when the vehicle is in an accelerating state is lower than the driven wheels. Constructed (preferred embodiment 13).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 12 described above, the priority order of the drive wheels when determining the reference wheel when the vehicle is in the turning acceleration state is lower than that of the driven wheels. The priority order of the turning inner drive wheel is configured to be lower than that of the turning outer drive wheel (preferred aspect 14).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 12, the vehicle is in a turning non-acceleration state, the turning outer drive wheel is under braking control, and the turning inner drive wheel is not braked. When the vehicle is under control, the turning inner drive wheel is determined as the reference wheel (preferred aspect 15).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 14, when the vehicle is in a turning acceleration state and the turning inner drive wheel is a reference wheel, the wheel speed of the turning outer drive wheel is adjusted. The vehicle body speed estimated on the basis of the estimated vehicle body speed is configured (preferred aspect 16).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 14, when the turning inner drive wheel is a reference wheel, the wheel speed of the turning inner drive wheel is set according to the degree of operation of the LSD. It correct | amends and it is comprised so that an estimated vehicle body speed may be calculated based on the wheel speed of the inside driving wheel after a correction | amendment (Preferable aspect 17).

  According to another preferred aspect of the present invention, in the configuration of claim 6, the LSD speed transmission rate is estimated based on the acceleration / deceleration state of the vehicle when the vehicle is turning, and the LSD speed transmission is performed. The reference wheel speed of the turning inner drive wheel is corrected based on the rate (preferred aspect 18).

  According to another preferred aspect of the present invention, in the configuration of claim 7, the higher the degree of operation of the LSD, the larger the correction amount with respect to the reference wheel speed of the turning inner drive wheel, thereby When the degree of operation is high, the reference wheel speed of the turning inner drive wheel is set to the same value as the reference wheel speed of the turning outer drive wheel (preferred aspect 19).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 18, the speed transmission rate of the LSD is estimated to be 1 when the acceleration state of the vehicle is high when the vehicle is turning. (Preferred embodiment 20).

  According to another preferred aspect of the present invention, in the configuration according to any one of claims 6 to 8, the slip ratio or the slip amount of each wheel is calculated based on the reference wheel speed and the actual wheel speed of each wheel. (Preferred embodiment 21).

  According to another preferred aspect of the present invention, in the structure of the first to eighth aspects, the vehicle is configured to be a rear wheel drive vehicle (preferred aspect 22).

  According to another preferred embodiment of the present invention, in the construction of the first to eighth aspects, the vehicle is configured to be a front-wheel drive vehicle (preferred embodiment 23).

  The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram showing Embodiment 1 of a vehicle body speed estimation control apparatus according to the present invention applied to a rear wheel drive vehicle.

  In FIG. 1, 10FL and 10FR indicate the left and right front wheels of the vehicle 12, respectively, and 10RL and 10RR indicate the left and right rear wheels of the vehicle 12, respectively. The left and right front wheels 10FL and 10FR, which are both driven wheels and steering wheels, are driven via tie rods 18L and 18R by a rack and pinion type power steering device 16 driven in response to steering of the steering wheel 14 by the driver. Steered.

  In FIG. 1, reference numeral 20 denotes an engine, and the output of the engine 20 is controlled by an engine control device 22 controlling an electronically controlled throttle valve not shown. The driving force of the engine 20 is transmitted to the propeller shaft 30 via an automatic transmission 28 including a torque converter 24 and a transmission 26. The driving force of the propeller shaft 30 is a limited slip differential gear device (LSD) 32 having a well-known configuration. Is transmitted to the left rear wheel axle 34L and the right rear wheel axle 34R, whereby the left and right rear wheels 10RL and 10RR, which are drive wheels, are rotationally driven.

  Note that the LSD 32 reduces the wheel speed difference between the left and right drive wheels by bringing at least the wheel speed of the inner drive wheel closer to the wheel speed of the outer drive wheel if the wheel speed difference between the left and right drive wheels becomes excessive during the turning acceleration of the vehicle. Any configuration known in the art may be used as long as it is reduced.

  The braking force of each wheel is controlled by controlling the braking pressure of the wheel cylinders 40FL, 40FR, 40RL, and 40RR by the hydraulic circuit 38 of the braking device 36. Although not shown in the drawing, the hydraulic circuit 38 includes a reservoir, an oil pump, various valve devices, and the like, and the braking pressure of each wheel cylinder is normally driven according to the depression operation of the brake pedal 42 by the driver. It is controlled by the master cylinder 44 and, if necessary, is controlled by the electronic control unit 46 as described in detail later.

  Wheel speed sensors 50FL to 50RR that detect wheel speeds (circumferential speeds) Vwi (i = fl, fr, rl, rr) of the corresponding wheels are provided on the wheels 10FL to 10RR, respectively. The steering shaft 54 is provided with a steering angle sensor 56 for detecting the steering angle θ, and the vehicle 12 is provided with a lateral acceleration sensor 58 and a yaw rate sensor 60 for detecting the lateral acceleration Gy and yaw rate γ of the vehicle, respectively. The steering angle sensor 56, the lateral acceleration sensor 58, and the yaw rate sensor 60 detect the steering angle θ, the lateral acceleration Gy, and the yaw rate γ, respectively, assuming that the left turning direction of the vehicle is positive.

  A signal indicating the wheel speed Vwi of the wheels 10FL to 10RR detected by the wheel speed sensors 50FL to 50RR, a signal indicating the steering angle θ detected by the steering angle sensor 56, and the lateral acceleration Gy detected by the lateral acceleration sensor 58 are shown. The signal and the signal indicating the yaw rate γ detected by the yaw rate sensor 60 are input to the electronic control unit 46. The electronic controller 46 also receives a signal indicating the engine speed Ne and a signal indicating the throttle opening φ from the engine controller 22.

  Although not shown in detail in the figure, the engine control device 22 and the electronic control device 46 have, for example, a CPU, a ROM, a RAM, and an input / output port device, which are connected to each other by a bidirectional common bus. A microcomputer having a general configuration and a drive circuit are included.

  The electronic control unit 46 follows the flowchart shown in FIG. 2 as will be described later, and the longitudinal speed Vci (i = fl, fr, rl, rr) of the vehicle body at the center of gravity of the vehicle 12 based on the wheel speed Vwi of each wheel. And the value that is considered to be the closest to the actual vehicle longitudinal speed is selected from the four vehicle longitudinal velocities Vci according to the running state of the vehicle, and this value is set as the estimated vehicle vehicle speed Vb. Accurately estimate the vehicle body speed.

  The electronic control unit 46 is not shown in the flow chart, but the left and right rear wheels in the manner known in the art based on the wheel speeds Vwrl and Vwrr and the estimated vehicle body speed Vb of the left and right rear wheels as drive wheels. When the acceleration slip amount SArl or SArr becomes larger than the reference value for starting the traction control (TRC control) and the traction control start condition is satisfied, the traction control end condition is satisfied. Until then, the traction control is performed to increase or decrease the pressure in the wheel cylinders 40RL and 40RR so that the acceleration slip amount of the wheel falls within a predetermined range.

  Further, the electronic control unit 46 is not shown in the flowchart, but the spin state amount SS indicating the degree of vehicle spin based on the vehicle state amount that changes as the vehicle travels and the drift out indicating the degree of vehicle drift out. The state quantity DS is calculated, the target braking force or the target slip ratio of each wheel of the behavior control for stabilizing the behavior of the vehicle is calculated based on the spin state quantity SS and the drift-out state quantity DS, and the pressure of the high pressure source is calculated. It is used to control the braking pressure of each wheel in accordance with the target braking force or the target slip ratio regardless of the driver's braking operation, thereby applying a braking force to a predetermined wheel to stabilize the behavior of the vehicle.

  For example, when the vehicle is in a spin state, the electronic control unit 46 suppresses spin by applying a braking force to the outer front wheel to give the vehicle a yaw moment in the spin suppression direction, and when the vehicle is in a drift-out state, The braking force is applied to the left and right rear wheels to decelerate the vehicle, and the vehicle is given a yaw moment in the turning assist direction to suppress drift-out. Note that the traction control and behavior control itself do not form the gist of the present invention, and therefore these controls may be executed in any manner known in the art.

  Next, the vehicle body speed estimation control routine in the first embodiment will be described with reference to the flowchart shown in FIG. The control 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 until the ignition switch is opened.

  First, in step 10, a signal indicating the steering angle θ is read, and in step 20, the deviation of the lateral acceleration as a deviation Gy−γV between the lateral acceleration Gy and the product γV of the vehicle speed V and the yaw rate γ, That is, the side slip acceleration Vyd of the vehicle is calculated, and the side slip acceleration Vyd is integrated to calculate the side slip speed Vy of the vehicle body. Further, the vehicle slip angle β is obtained as a ratio Vy / Vb of the vehicle body side slip velocity Vy to the estimated vehicle body speed Vb. Is calculated. The actual steering angle δ of the front wheels is calculated based on the steering angle θ, and the slip angle αf of the front wheels and the slip of the rear wheels are calculated based on the slip angle β of the vehicle and the actual steering angle δ of the front wheels in a manner known in the art. The angle αr is calculated.

  In step 30, the coefficients C1f, C1r, C2f, C2r, C3f, and C3r are values represented by the following equations 5 to 10, respectively, and the tread of the vehicle is Tr, and between the front axle and the center of gravity of the vehicle. The distance between the rear wheel axle and the center of gravity of the vehicle is Lr, where Lf is the distance, and the longitudinal speed Vci of the vehicle body at the center of gravity position of the vehicle 12 is based on the wheel speed Vwi of each wheel according to the following formulas 1 to 4. Calculated.

  In step 40, it is determined whether or not the vehicle is being braked by the driver based on the master cylinder pressure, the stroke of the brake pedal 42, or the depression force on the brake pedal 42. If a negative determination is made, the process proceeds to step 60. If the determination is affirmative, the estimated vehicle body speed Vb of the vehicle is set to the maximum value among the longitudinal speeds Vci of the four vehicle bodies in step 50.

  In step 60, it is determined whether the vehicle is in a turning state and the turning direction based on the steering angle θ, the yaw rate γ of the vehicle, or the wheel speed difference between the left and right wheels, and the turning direction is determined. It is determined whether or not braking control based on behavior control is not performed on the front wheels. If a negative determination is made, the process proceeds to step 80. If an affirmative determination is performed, the estimated vehicle speed of the vehicle is determined in step 70. Vb is set to the longitudinal speed Vcfl or Vcfr of the vehicle body based on the wheel speed of the turning outer front wheel.

  In step 80, it is determined whether or not the vehicle is in a turning state and braking control by behavior control is not performed for the front wheels on the inside of the turn. If a negative determination is made, the process proceeds to step 100, and an affirmative determination is made. In step 90, the estimated vehicle body speed Vb of the vehicle is set to the vehicle body longitudinal speed Vcfl or Vcfr based on the wheel speed of the front wheel on the inside of the turn.

  In step 100, it is determined whether or not the vehicle is in a turning state and braking control by behavior control or traction control is not performed on the rear rear wheel, and if a negative determination is made, the process proceeds to step 120. If the determination is affirmative, the estimated vehicle body speed Vb of the vehicle is set to the vehicle body longitudinal speed Vcrl or Vcrr based on the wheel speed of the rear outer wheel at step 110.

  In step 120, it is determined whether or not the vehicle is in an accelerating state, that is, whether or not the left and right rear wheels are in a driving state. If an affirmative determination is made, the process proceeds to step 140 and a negative determination is made. In step 130, the estimated vehicle body speed Vb of the vehicle is set to the maximum value among the longitudinal speeds Vci of the four vehicle bodies. Whether the vehicle is in an accelerating state is determined based on the relationship between the throttle opening φ and the engine speed Ne.

  In general, since a vehicle such as an automobile is provided with a sensor for detecting the throttle opening φ and the engine speed Ne, whether or not the vehicle is in an acceleration state is determined by the throttle opening φ and the engine speed Ne. Therefore, it is not necessary to add a special sensor for determining the acceleration state of the vehicle.

  In step 140, for example, it is determined whether or not the vehicle is in a left turn state based on the sign of the yaw rate γ of the vehicle. If an affirmative determination is made, in step 150, the estimated vehicle body speed Vb of the vehicle is determined. When the vehicle body front-rear speed Vci based on the wheel speeds of the wheels other than the left rear wheel which is the turning inner drive wheel is set to the maximum value and a negative determination is made, in step 160, the estimated vehicle body speed Vb of the vehicle is It is set to the maximum value among the longitudinal speeds Vci of the vehicle body based on the wheel speeds of the wheels other than the right rear wheel that is the turning inner drive wheel.

  Thus, according to the illustrated first embodiment, in steps 20 and 30, the longitudinal speed Vci of the vehicle body at the center of gravity of the vehicle 12 is calculated based on the wheel speed Vwi of each wheel according to the running state of the vehicle, and the vehicle When the vehicle is in the accelerating state and in the turning state, the maximum value of the longitudinal speed Vci of the vehicle body based on the wheel speeds of the wheels excluding the turning inner rear wheel which is the turning inner driving wheel in step 120 and steps 140 to 160 is the estimated vehicle body. Since the vehicle speed is Vb and the vehicle is in a turning acceleration state and the LSD 32 is operating, the estimated vehicle body speed Vb is not adversely affected even if the wheel speed of the rear inner wheel is increased by the action of the LSD 32. Thus, behavior control and traction control using the estimated vehicle speed Vb can be accurately performed.

  In particular, according to the first embodiment shown in the drawing, each of the braking determinations in steps 40, 60, 80, and 100 is performed prior to the vehicle acceleration determination in step 120. In step 40, it is determined that the vehicle is in a braking state. In step 50, the estimated vehicle body speed Vb of the vehicle is set to the maximum value among the four vehicle body longitudinal speeds Vci, and in step 60, braking control based on behavior control is not performed on the outer front wheels. When it is determined, in step 70, the estimated vehicle body speed Vb of the vehicle is set to the vehicle body longitudinal speed Vcfl or Vcfr based on the wheel speed of the turning outer front wheel. In step 80, the braking control by behavior control is performed on the turning inner front wheel. If it is determined that the vehicle has not been operated, the estimated vehicle body speed Vb of the vehicle is determined in step 90 based on the wheel speed of the front wheels on the inside of the turn. Vcfl or Vcfr is set, and if it is determined in step 100 that braking control by behavior control or traction control is not performed on the rear rear wheel, the estimated vehicle speed Vb of the vehicle is The vehicle body longitudinal speed Vcrl or Vcrr based on the wheel speed of the wheel is set.

  Therefore, even when one of the wheels is brake controlled by behavior control or traction control and the wheel speed of the wheel is decreasing, the estimated vehicle speed Vb is accurately determined by reliably eliminating the adverse effects of the braking control. Can be calculated.

  In the illustrated first embodiment, when the vehicle is in a turning acceleration state, the vehicle body's estimated vehicle body speed Vb is based on the wheel speeds of the wheels other than the turning inner drive wheels in step 150 or 160. Although it is set to the maximum value of Vci, it may be set to the second largest value among the longitudinal speeds Vci of the vehicle body based on the wheel speeds of the wheels other than the turning inner drive wheel. You may set to the average value of the maximum value and the 2nd largest value among the longitudinal speed Vci of the vehicle body based on the wheel speed of wheels other than an inner side drive wheel.

  FIG. 3 is a flowchart showing a main routine of vehicle body speed estimation control in Embodiment 2 of the vehicle body speed estimation control apparatus according to the present invention applied to a rear wheel drive vehicle, and FIGS. 4 to 7 are respectively shown in FIG. 7 is a flowchart showing a subroutine of a fastest wheel determination process, a reference wheel determination process, a temporary vehicle body speed temporary estimated value calculation, and a vehicle body speed temporary estimated value calculation for a turning inner drive wheel. The control according to the flowchart shown in FIG. 3 is also started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals until the ignition switch is opened.

  In step 210 of the main routine of vehicle speed estimation control shown in FIG. 3, a signal indicating the steering angle θ is read, and in step 220, the fastest wheel is determined according to the routine shown in FIG. In step 240, reference wheel determination processing (processing for determining a wheel for calculating the estimated vehicle body speed Vb as a reference wheel) is performed in accordance with the routine shown in FIG.

  In step 280, it is determined whether or not the vehicle is in an acceleration state in the same manner as in step 120 in the first embodiment, that is, whether or not the left and right rear wheels are in a driving state. When a negative determination is made, the process proceeds to step 310, and when an affirmative determination is made, the process proceeds to step 290.

  In step 290, the reference value for turning determination is γo (a positive constant), and it is determined whether the reference wheel is the right rear wheel and the vehicle yaw rate γ is less than −γo, that is, the reference wheel is to the right. It is determined whether or not the rear wheel and the right rear wheel are turning inner drive wheels. If an affirmative determination is made, the process proceeds to step 340, and if a negative determination is made, the process proceeds to step 300.

  In step 300, it is determined whether or not the reference wheel is the left rear wheel and the yaw rate γ of the vehicle exceeds the reference value γo, that is, the reference wheel is the left rear wheel and the left rear wheel is the turning inner drive wheel. If the determination is affirmative, the process proceeds to step 340. If the determination is negative, the process proceeds to step 310.

  In step 310, a temporary estimated value Vbtemp of the vehicle body speed is calculated in accordance with the temporary estimated value calculation routine for the normal vehicle speed shown in FIG. 6, and in step 340, the inside of the turn shown in FIG. A temporary estimated value Vbtemp of the vehicle body speed for the turning inner drive wheel is calculated in accordance with a temporary estimated value calculation routine for the vehicle speed for the drive wheel.

  In step 400, it is determined whether or not the provisional estimated value Vbtemp of the vehicle body speed is larger than the previous value Vbf of the estimated vehicle body speed Vb, that is, whether or not the estimated vehicle body speed Vb is in an increasing process. When an affirmative determination is made, in step 410, the increase suppression guard value of the estimated vehicle speed Vb is set to Vbinc (a positive constant), and the estimated vehicle speed Vb of this time is the smaller of the temporary estimated values Vbtemp and Vbf + Vbinc of the vehicle speed. When the negative determination is made, the decrease suppression guard value of the estimated vehicle speed Vb is set to Vbdec (positive constant) in step 420, and the current estimated vehicle speed Vb is a temporary estimated value of the vehicle speed. The larger value of Vbtemp and Vbf−Vbdec is set.

  In step 222 of the fastest wheel determination process routine shown in FIG. 4, it is determined whether or not the wheel speed Vwfr of the right front wheel is equal to or higher than the wheel speed Vwfl of the left front wheel, and an affirmative determination is made. Sometimes, at step 224, the provisional maximum value Vwtempmax of the wheel speed is set to the wheel speed Vwfr of the right front wheel, the provisional maximum speed wheel is set to the right front wheel, and when a negative determination is made, the wheel speed is set at step 226. Is set to the wheel speed Vwfl of the left front wheel, and the temporary maximum speed wheel is set to the left front wheel.

  In step 228, it is determined whether or not the provisional maximum value Vwtempmax of the wheel speed is equal to or higher than the wheel speed Vwrr of the right rear wheel. If an affirmative determination is made, the process proceeds to step 232 and a negative determination is made. In step 230, the temporary maximum wheel speed Vwtempmax is set to the right rear wheel speed Vwrr, and the temporary maximum wheel is set to the right rear wheel.

  In step 232, it is determined whether or not the temporary maximum wheel speed Vwtempmax is equal to or higher than the wheel speed Vwrl of the left rear wheel. If an affirmative determination is made, the process proceeds to step 236, where a negative determination is made. In step 234, the temporary maximum wheel speed Vwtempmax is set to the wheel speed Vwrl of the left rear wheel, and the temporary fastest wheel is set to the left rear wheel.

  In step 236, the fastest wheel is set in any of steps 224, 226, 230, and 234 to be set as the provisional fastest wheel, and then the process proceeds to step 240 shown in FIG.

  In step 242 of the reference wheel determination processing routine shown in FIG. 5, it is determined whether or not the yaw rate γ of the vehicle is 0 or more, that is, whether or not the vehicle is in a left turn state or a straight travel state. When a negative determination is made, the process proceeds to step 262, and when an affirmative determination is made, the process proceeds to step 244.

  In step 244, it is determined whether or not the right front wheel is under braking control. If an affirmative determination is made, the process proceeds to step 248. If a negative determination is made, the estimated vehicle body speed is determined in step 246. The reference wheel for calculating Vb is set as the right front wheel.

  In step 248, it is determined whether or not the left front wheel is under braking control. If an affirmative determination is made, the process proceeds to step 252. If a negative determination is made, the estimated vehicle body speed is determined in step 250. The reference wheel for calculating Vb is set to the left front wheel.

  In step 252, it is determined whether the value of the wheel speed Vwrr of the right rear wheel is invalid or whether the right rear wheel is under braking control. If an affirmative determination is made, the process proceeds to step 256. When a negative determination is made, in step 254, the reference wheel for calculating the estimated vehicle speed Vb is set as the right rear wheel.

  In step 256, it is determined whether or not the left rear wheel is under braking control. If a negative determination is made, in step 258, the reference wheel for calculating the estimated vehicle speed Vb is left rear. When a positive determination is made, the reference wheel is set to the fastest wheel set in the fastest wheel determination processing routine shown in FIG.

  Steps 262, 266, 270, and 274 are executed in the same manner as steps 248, 244, 256, and 252 described above, and steps 264, 268, 272, 276, and 278 are executed as steps 250, 246, 258, 254, and The process is executed in the same manner as 260, and when any one of steps 258, 260, 276, and 278 is completed, the process proceeds to step 280 shown in FIG.

  In step 312 of the temporary estimated vehicle speed calculation routine shown in FIG. 6, the vehicle slip angle β and the like are the same as in steps 20 and 30 of the first embodiment. Is calculated, and the longitudinal speed Vci of the vehicle body at the center of gravity of the vehicle 12 is calculated based on the wheel speed Vwi of each wheel according to the above formulas 1 to 4.

  In step 314, it is determined whether or not the reference wheel is the fastest wheel. If a negative determination is made, the process proceeds to step 318. If an affirmative determination is made, the vehicle speed of the vehicle body is temporarily determined in step 316. The estimated value Vbtemp is set to the maximum value among the four vehicle body longitudinal speeds Vci calculated in step 312.

  In step 318, it is determined whether or not the reference wheel is the right front wheel. If a negative determination is made, the process proceeds to step 322. If an affirmative determination is made, the temporary vehicle speed is determined in step 320. The estimated value Vbtemp is set to the vehicle body longitudinal speed Vcfr based on the wheel speed Vwfr of the right front wheel.

  In step 322, it is determined whether or not the reference wheel is the left front wheel. If a negative determination is made, the process proceeds to step 326. If an affirmative determination is made, the vehicle speed of the vehicle body is temporarily determined in step 324. The estimated value Vbtemp is set to the longitudinal speed Vcfl of the vehicle body based on the wheel speed Vwfl of the left front wheel.

  In step 326, it is determined whether or not the reference wheel is the right rear wheel. If an affirmative determination is made, in step 328, the provisional estimated value Vbtemp of the vehicle body speed becomes the wheel speed Vwrr of the right rear wheel. Is set to the vehicle body longitudinal speed Vcrr. If a negative determination is made, in step 330, the vehicle body speed provisional estimated value Vbtemp is set to the vehicle body longitudinal speed Vcrl based on the wheel speed Vwrl of the left rear wheel. When any one of steps 316, 320, 324, 328, 330 is completed, the process proceeds to step 400 shown in FIG.

  In step 342 of the temporary estimated value calculation routine for the vehicle body speed for the turning inner drive wheel shown in FIG. 7, it is determined whether or not the yaw rate γ of the vehicle is positive, that is, the vehicle is in a left turn state. When a positive determination is made, in step 344, the longitudinal speed Vcrr of the vehicle body is calculated based on the wheel speed Vwrr of the right rear wheel that is the turning outer drive wheel in accordance with the above equation 4. When the provisional estimated value Vbtemp of the vehicle body speed is set to the vehicle body front-rear speed Vcrr based on the wheel speed Vwrr of the right rear wheel and a negative determination is made, that is, when it is determined that the vehicle is in a right turn state, In 346, the longitudinal speed Vcrl of the vehicle body is calculated based on the wheel speed Vwrl of the left rear wheel that is the turning outer drive wheel according to the above equation 3, and the provisional estimated value Vbtemp of the vehicle body speed becomes the wheel speed Vwrl of the left rear wheel. Car based It is set before and after speed Vcrl of. When step 344 or 346 is completed, the process proceeds to step 400 shown in FIG.

  Thus, according to the illustrated embodiment 2, the fastest wheel determination process for determining the wheel having the highest wheel speed among the four wheels is performed in step 220, and the estimated vehicle speed Vb is calculated in step 240. When a reference wheel determination process for determining a reference wheel, which is a wheel, is performed and the vehicle is in a turning acceleration state and the reference wheel is a turning inner drive wheel, in step 340, the turning is performed based on the wheel speed of the turning outer drive wheel. A temporary estimated value Vbtemp of the vehicle speed for the inner drive wheel is calculated, and in a situation other than the situation where the vehicle is in the turning acceleration state and the reference wheel is the turning inner drive wheel, in step 310 the normal speed value is used. A temporary estimated value Vbtemp of the vehicle body speed is calculated according to a temporary estimated value calculation routine of the vehicle speed, and an estimated vehicle speed Vb is calculated based on the temporary estimated value Vbtemp in steps 4400 to 420. .

  The calculation outline of the estimated vehicle body speed Vb in the second embodiment is as described above. However, if the speed transmission rate of the LSD 32 is Kdiff to eliminate the influence of the action of the LSD 32, the left rear wheel is the turning inner drive wheel. The vehicle body front-rear speed Vcrl2 based on the wheel speed Vwrl of the left rear wheel is expressed by the following formula 11, and the wheel speed Vwrr of the right rear wheel when the right rear wheel is a turning inner drive wheel. The vehicle body front-rear speed Vcrr2 is expressed by the following equation (12).

  When the vehicle is in a turning acceleration state and the LSD 32 is operating, the speed transmission rate Kdiff is 1. Therefore, if Kdiff in the above formulas 11 and 12 is 1, the above formulas 11 and 12 can be expressed by the following formulas, respectively. 13 and 14 as follows. When the LSD 32 is activated and the speed transmission rate Kdiff is 1, the wheel speed of the turning inner drive wheel is substantially the same as the wheel speed of the turning outer drive wheel. In the situation where the right side of Equations 4 and 3 is the same, and the vehicle is in a turning state and the LSD 32 is operating, the estimated vehicle body speed Vb must be calculated based on the wheel speed of the turning inner drive wheel. Sometimes, it is understood that the estimated vehicle body speed Vb may be calculated based on the wheel speed of the turning outer drive wheel.

  According to the illustrated embodiment 2, if it is determined in steps 280 to 300 that the vehicle is in a turning acceleration state and the reference wheel is a turning inner drive wheel, in other words, the LSD 32 is activated and the influence thereof is large. However, when the estimated vehicle body speed Vb must be calculated based on the wheel speed of the turning inner driving wheel, in step 340, that is, in steps 342 to 346 in FIG. Since the vehicle longitudinal speed Vcrr or Vcrl calculated based on the wheel speed of the turning outer drive wheel is set, the estimated vehicle speed Vb can be accurately calculated without being adversely affected by the action of the LSD 32. .

  In particular, according to the illustrated embodiment 2, the wheel having the highest wheel speed among the four wheels is determined as the fastest wheel in step 220, and during non-braking in step 240 according to the routine shown in FIG. The reference wheel is determined in the priority order of the turning outer driven wheel, the turning inner driven wheel, the turning outer drive wheel, and the turning inner drive wheel, and when all the wheels are being braked, the fastest wheel is determined as the reference wheel. A reference wheel, which is a wheel for calculating the estimated vehicle body speed Vb, can be determined as an optimum wheel.

  Further, according to the illustrated embodiment 2, if the reference wheel is not the turning inner driving wheel even if the vehicle is in the turning acceleration state according to the determination in steps 280 to 300, in step 310, the vehicle speed for the normal time is set. Since the temporary estimated value Vbtemp of the vehicle body speed is calculated according to the temporary estimated value calculation routine, it is ensured that the estimated vehicle speed Vb is calculated inaccurately based on the wheel speed of the turning inner drive wheel that is adversely affected by the action of the LSD 32. Can be prevented.

  FIG. 8 is a flowchart showing a main part of a vehicle body speed estimation control routine in Embodiment 3 of the vehicle body speed estimation control apparatus according to the present invention applied to a rear wheel drive vehicle and configured as a modification of Embodiment 2. . In FIG. 8, the same step numbers as those shown in FIG. 3 are assigned to the same steps as those shown in FIG.

  In the third embodiment, when step 240 is completed, in step 245, for example, the relationship between the engine speed Ne and the output speed Nc of the torque converter 24 or the input torque of the torque converter 24 (the output torque of the engine 20). And the output torque of the torque converter 24, the vehicle acceleration / deceleration state (right and left rear wheel drive or braking state) is determined, and the vehicle acceleration / deceleration state is applied to correspond to the graph shown in FIG. The speed transmission rate Kdiff of the LSD 32 is calculated from the map.

  Steps 290 to 310 are executed in the same manner as in the second embodiment. When an affirmative determination is made in step 290, that is, the reference wheel is the right rear wheel and the right rear wheel is the turning inner drive wheel. In step 350, the provisional estimated value Vbtemp of the vehicle body speed for the right rear wheel is calculated according to the following equation 15 corresponding to the above equation 12, and then the process proceeds to step 400.

  Similarly, when an affirmative determination is made in step 300, that is, when it is determined that the reference wheel is the left rear wheel and the left rear wheel is the turning inner drive wheel, the left rear wheel is determined in step 360. A temporary estimated value Vbtemp of the vehicle body speed is calculated according to the following equation 16 corresponding to the above equation 11, and then the process proceeds to step 400.

  Thus, according to the illustrated third embodiment, in step 245, the speed transmission rate Kdiff of the LSD 32 is calculated based on the vehicle acceleration / deceleration state, the reference wheel is the right rear wheel, and the right rear wheel is the turning inner drive wheel. In some cases, in steps 290 and 350, a temporary estimated value Vbtemp of the vehicle body speed for the right rear wheel is calculated according to the above equation 15 so that the influence of the action of the LSD 32 is reduced or eliminated, and the reference wheel is the left rear wheel and When the left rear wheel is a turning inner drive wheel, a provisional estimated value Vbtemp of the vehicle body speed for the left rear wheel is calculated according to the above equation 16 so as to reduce or eliminate the influence of the action of the LSD 32 in steps 300 and 360. .

  Therefore, when the vehicle is in a turning state and the LSD 32 is operating, the estimated vehicle body speed Vb must be calculated based on the wheel speed of the turning inner drive wheel. Since the estimated vehicle speed based on the speed is calculated based on the speed transmission rate Kdiff of the LSD 32, the provisional estimated value Vbtemp of the vehicle speed is calculated, so that the estimated vehicle speed can be accurately estimated without being adversely affected by the action of the LSD 32. Vb can be calculated.

  In particular, according to the illustrated embodiment 3, the speed transmission rate Kdiff of the LSD 32 is not set alternatively to 1 or 0 so that it is 1 when the vehicle is turning acceleration and 0 when the vehicle is not turning acceleration. As described above, it is calculated from the map corresponding to the graph shown in FIG. 9 based on the acceleration / deceleration state of the vehicle, so that it continuously changes according to the acceleration / deceleration state of the vehicle. Based on this, it is possible to reliably prevent a sudden change in the estimated vehicle speed Vb caused by a change in the speed transmission rate Kdiff in a situation where the estimated vehicle speed Vb must be calculated.

  According to the illustrated embodiments 2 and 3, in steps 400 to 420, in the process of increasing the estimated vehicle speed Vb, the increase amount of the estimated vehicle speed Vb for each cycle is limited to the increase suppression guard value Vbinc or less. In the process of decreasing the estimated vehicle speed Vb, the amount of decrease in the estimated vehicle speed Vb for each cycle is limited to the decrease suppression guard value Vbdec or less. Therefore, it is possible to reliably prevent the estimated vehicle body speed Vb from changing suddenly, and the amount of vehicle behavior control and traction control is rapidly increased due to the sudden change in the estimated vehicle body speed Vb. It is possible to reliably prevent the change.

  FIG. 10 is a flowchart showing a reference wheel speed calculation control routine in the embodiment 4 of the vehicle body speed estimation control apparatus according to the present invention applied to the rear wheel drive vehicle. The control according to the flowchart shown in FIG. 10 is also started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals until the ignition switch is opened. Further, the fourth embodiment may be applied to a vehicle in combination with any of the first to third embodiments described above.

  In step 450, the reference wheel speed Vrfl for the left front wheel and the reference wheel speed Vrfr for the right front wheel are calculated according to the following equations 17 and 18 based on the estimated vehicle body speed Vb of the vehicle 12, respectively.

  In step 460, the temporary reference wheel speeds Vrrl1 and Vrrr1 at the normal time (at the time of non-turn acceleration) are calculated for the left rear wheel and the right rear wheel based on the estimated vehicle body speed Vb of the vehicle 12 according to the following equations 19 and 20, respectively. The

  In step 470, it is determined whether or not the vehicle is in an accelerating state in the same manner as in step 120 in the first embodiment, that is, whether or not the left and right rear wheels are in a driving state. If a negative determination is made, the process proceeds to step 510. If an affirmative determination is made, the process proceeds to step 480.

  In step 480, the reference value for turning determination is set to γo (positive constant), and it is determined whether the yaw rate γ of the vehicle is less than -γo, that is, whether the right rear wheel is a turning inner drive wheel. When a negative determination is made, the routine proceeds to step 500. When an affirmative determination is made, the reference wheel speed Vrrl of the left rear wheel is set to the temporary reference wheel speed Vrrl1 at step 490, and A value Vrrr2 in which the provisional reference wheel speed Vrrr1 is corrected based on the speed transmission rate Kdiff of the LSD 32 is calculated according to the following equation 21, and the reference wheel speed Vrrr of the right rear wheel is set to Vrrr2.

  In step 500, it is determined whether or not the yaw rate γ of the vehicle exceeds the reference value γo, that is, whether or not the left rear wheel is a turning inner drive wheel. In step 510, the reference wheel speed Vrrl for the left rear wheel and the reference wheel speed Vrrr for the right rear wheel are set to the provisional reference wheel speeds Vrrl1 and Vrrr1, respectively. 22, a value Vrrl2 obtained by correcting the provisional reference wheel speed Vrrl1 based on the speed transmission rate Kdiff of the LSD 32 is calculated, the reference wheel speed Vrrl of the left rear wheel is set to Vrrl2, and the reference wheel speed Vrrr of the right rear wheel is set. Is set to the provisional reference wheel speed Vrrr1.

  In the above steps 490 and 520, when this embodiment is combined with the above embodiment 1 or 2, the speed transmission rate Kdiff of the LSD 32 in the above equation 21 or 22 is set to 1 when the vehicle is accelerated. When the vehicle is not accelerated, it is set to 0. When this embodiment is combined with the third embodiment, the speed transmission rate Kdiff of the LSD 32 is set to the value calculated in step 350.

  Thus, according to the illustrated embodiment 4, in step 460, the temporary reference wheel speeds Vrrl1 and Vrrr1 at the normal time (at the time of non-turn acceleration) are calculated for the left rear wheel and the right rear wheel based on the estimated vehicle body speed Vb of the vehicle 12. When the vehicle is in a right turn acceleration state, an affirmative determination is made in steps 470 and 480, and in step 490, the provisional reference wheel speed Vrrr1 is corrected based on the speed transmission rate Kdiff of the LSD 32. The reference wheel speed of the right rear wheel that is the turning inner drive wheel is calculated, and when the vehicle is in the left turning acceleration state, an affirmative determination is made in steps 470 and 500, and in step 520, the speed transmission rate Kdiff of the LSD 32 is determined. Based on this, the provisional reference wheel speed Vrrl1 is corrected to calculate the reference wheel speed of the left rear wheel that is the turning inner drive wheel.

  Therefore, when the vehicle is in the turning acceleration state and the LSD 32 is operating, the reference wheel speed of the turning inner drive wheel can be calculated in response to the increase in the actual wheel speed of the turning inner drive wheel due to the action of the LSD 32. Even when the vehicle is in a turning acceleration state, the behavior control based on the relationship between the actual wheel speed Vwi and the reference wheel speed Vri (i = fl, fr, rl, rr) such as the driving slip ratio and the driving slip amount of the wheel Traction control can be performed accurately.

  In particular, when the illustrated embodiment 4 is combined with any of the above-described embodiments 1 to 3, the estimated vehicle body speed Vb of the vehicle 12 that is the basis of the calculation of the reference wheel speed Vri of each wheel is that the vehicle is in a turning acceleration state. Even in this case, since the calculation is accurately performed according to any one of the above-described first to third embodiments, the reference wheel speed of the turning inner drive wheel can be accurately calculated.

  Further, when the fourth embodiment is combined with the third embodiment described above, the speed transmission rate Kdiff of the LSD 32 is calculated based on the acceleration / deceleration state of the vehicle. Therefore, the estimated vehicle body is estimated based on the wheel speed of the turning inner drive wheel. In a situation where the speed Vb must be calculated, the reference wheel speed of the turning inner drive wheel can be accurately calculated according to the degree of operation of the LSD 32, and the turning inside caused by the change in the speed transmission rate Kdiff. A sudden change in the reference wheel speed of the drive wheel can be reliably prevented.

  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 are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, the LSD 32 mechanically brings the wheel speed difference between the left and right drive wheels closer to the wheel speed of the turn outer drive wheel by mechanically bringing the wheel speed of the turn inner drive wheel closer to the wheel speed of the turn outer drive wheel if the wheel speed difference between the left and right drive wheels becomes excessive during vehicle turning acceleration. The control LSD is not limited to the one to be reduced, and may be a control LSD that operates according to the situation of the vehicle. In this case, the speed transmission rate Kdiff of the LSD 32 may be estimated based on a command for the control LSD.

  In each of the embodiments described above, the vehicle is a rear wheel drive vehicle, but the vehicle may be a front wheel drive vehicle. In this case, the turning inner drive wheel is the turning inner front wheel, and the turning outer drive is performed. The estimated vehicle body speed Vb and the reference wheel speed Vri of each wheel are calculated in the same manner as in the first to fourth embodiments, except that the wheel is a turning outer front wheel.

  Further, in each of the above-described embodiments, the determination of the acceleration state and the turning state of the vehicle is performed in a specific manner, but these determinations may be performed by any arbitrary known in the art. It may be executed in a manner.

  Further, in the second and third embodiments described above, the increase / decrease change gradient of the estimated vehicle speed Vb is limited, but the increase / decrease change gradient of the estimated vehicle speed Vb may be omitted. In Example 1, it may be modified so that the increase / decrease change gradient of the estimated vehicle body speed Vb is limited.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration diagram showing a first embodiment of a vehicle body speed estimation control apparatus according to the present invention applied to a rear wheel drive vehicle. (Example 1) 3 is a flowchart showing a vehicle body speed estimation control routine in the first embodiment. (Example 1) 7 is a flowchart showing a main routine of vehicle body speed estimation control in Embodiment 2 of a vehicle body speed estimation control apparatus according to the present invention applied to a rear wheel drive vehicle. (Example 2) It is a flowchart which shows the subroutine of the fastest wheel selection process shown by FIG. (Example 2) It is a flowchart which shows the subroutine of the reference | standard wheel selection process shown by FIG. (Example 2) FIG. 4 is a flowchart illustrating a subroutine for calculating a temporary estimated value of a vehicle speed for normal time shown in FIG. 3. FIG. (Example 2) FIG. 4 is a flowchart showing a subroutine for calculating a temporary estimated value of a vehicle body speed for a turning inner drive wheel shown in FIG. 3. (Example 2) 10 is a flowchart showing a main part of a vehicle body speed estimation control routine in Embodiment 3 of a vehicle body speed estimation control apparatus according to the present invention, which is applied to a rear wheel drive vehicle and configured as a modification of Embodiment 2. Example 3 It is a graph which shows the relationship between the acceleration / deceleration state of a vehicle, and the speed transmission rate Kdiff of LSD. Example 3 10 is a flowchart showing a reference wheel speed calculation control routine in Embodiment 4 of the vehicle body speed estimation control apparatus according to the present invention applied to a rear wheel drive vehicle. (Example 4)

Explanation of symbols

DESCRIPTION OF SYMBOLS 14 Steering wheel 16 Power steering apparatus 20 Engine 22 Engine control apparatus 36 Braking apparatus 46 Electronic control apparatus 50FL-50RR Wheel speed sensor 56 Steering angle sensor 58 Lateral acceleration sensor 60 Yaw rate sensor

Claims (8)

  In a vehicle body speed estimation control apparatus that calculates an estimated vehicle body speed based on a wheel speed and controls the vehicle using the estimated vehicle body speed, the vehicle is a vehicle equipped with an LSD, and the degree of operation of the LSD A vehicle body speed estimation control apparatus for a vehicle, characterized in that the degree of contribution of the turning inner drive wheel to the estimated vehicle body speed is smaller than that of the turning outer drive wheel when the degree of operation of the LSD is low when is high.   The vehicle body speed estimation control apparatus according to claim 1, wherein the degree of operation of the LSD is determined based on an acceleration state at the time of turning of the vehicle.   The vehicle body speed estimation control apparatus for a vehicle according to claim 1 or 2, wherein the estimated vehicle body speed is calculated based on the wheel speeds of wheels other than the turning inner drive wheel when the degree of operation of the LSD is high.   When the level of LSD operation is high and wheels other than the turning inner drive wheel are under braking control, the estimation is based on the wheel speed of the turning outer drive wheel instead of calculating the estimated vehicle body speed based on the wheel speed of the turning inner drive wheel. The vehicle body speed estimation control apparatus according to claim 1, wherein the vehicle body speed is calculated.   When the level of LSD operation is high and wheels other than the turning inner drive wheel are under braking control, the wheel speed of the turning inner drive wheel is corrected according to the degree of LSD operation, and the corrected turning inner drive wheel The vehicle body speed estimation control apparatus for a vehicle according to claim 1, wherein the estimated vehicle body speed is calculated based on the wheel speed.   6. The reference wheel speed of each wheel for vehicle control is calculated based on the estimated vehicle body speed, and the reference wheel speed of the turning inner drive wheel is corrected according to the degree of operation of the LSD. Vehicle body speed estimation control device.   The vehicle body speed estimation control device for a vehicle according to claim 6, wherein the reference wheel speed of the inner turning wheel is corrected so that the reference wheel speed of the inner turning wheel approaches the reference wheel speed of the outer turning drive wheel. 8. The vehicle body speed estimation control apparatus according to claim 1, wherein the LSD speed transmission rate is estimated as a degree of operation of the LSD.

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