JP2009067377A - Vehicle determination device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle determination device capable of reducing possibility of malfunction with respect to output from an angular velocity sensor. <P>SOLUTION: It is determined whether or not the angular velocity of a vehicle acquired by the angular velocity sensor exceeds an angular speed threshold with regard to a relation with a vehicle speed by using an angular velocity threshold map varying according to the vehicle speed. In this case, if the angular velocity does not exceed the angular velocity threshold, the angular velocity is regarded as an effective value and vehicle sideslip is determined using the angular velocity. If it is determined that the vehicle skids, control such as ABS is performed. On the other hand, if the angular velocity exceeds the angular velocity threshold, the acquired angular velocity is determined as an invalid value and is not used for determining the vehicle sideslip. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle determination device that performs control for preventing side skid of a vehicle.

  Conventionally, a vehicle control system including an angular velocity sensor and an abnormality detection device that detects an abnormal state of the angular velocity sensor has been proposed in Patent Document 1, for example. Specifically, in Patent Document 1, an inertia sensor including an angular velocity sensor and an acceleration sensor, a vehicle stability control device that controls a vehicle brake based on a signal input from the inertia sensor, and a vehicle stability control device are disclosed. There has been proposed a vehicle control system including an actuator that performs braking driving of a wheel based on a command.

  Further, the inertia sensor includes a determination circuit that detects a case where a frequency band that may cause an erroneous output of the angular velocity sensor due to the influence of vehicle vibration or the like is added to the angular velocity sensor and outputs the detection result as a diagnostic signal. ing. This determination circuit compares the level of the frequency component extracted from the acceleration detection signal detected by the acceleration sensor and the frequency component level at which the angular velocity sensor may generate an erroneous output with a certain threshold, and the level of the frequency component is When it is larger than a certain threshold value, a signal for notifying that the angular velocity is in an abnormal state is output.

As a result, when the diagnosis signal is input from the determination circuit, the vehicle stability control device may cause an erroneous output of the angular velocity sensor, so that the signal input from the angular velocity sensor is invalidated for vehicle control. It is not used. On the other hand, when the diagnosis signal is not input from the determination circuit, the vehicle stability control device validates the signal input from the angular velocity sensor and uses it for vehicle control.
JP 2004-294335 A

  However, in the above conventional technique, the determination circuit determines whether or not the angular velocity sensor is malfunctioning depending on whether or not the level of the frequency component extracted from the acceleration detection signal exceeds a certain threshold value. . For this reason, for example, when the vehicle turns at a low speed, even if the angular velocity sensor malfunctions and a larger angular velocity signal than normal is output from the angular velocity sensor, the level of the frequency component is compared with a certain threshold value. If it is small, the diagnosis signal is not output from the determination circuit, and the output of the angular velocity sensor is determined to be effective by the vehicle stability control device. Accordingly, there is a possibility that normal vehicle control may not be performed by the vehicle stability control device.

  The present invention has been made in view of the above points, and an object thereof is to provide a vehicle determination device that can reduce the possibility of malfunction of the output of an angular velocity sensor.

  In order to achieve the above object, according to the first aspect of the present invention, an angular velocity threshold map configured by a vehicle velocity and an angular velocity threshold value set according to the vehicle velocity, and an angular velocity detection means for detecting the angular velocity of the vehicle. An angular velocity input means for inputting an angular velocity signal indicating the angular velocity of the vehicle from (11), and an acceleration detection means (12) for detecting an acceleration component in the longitudinal direction of the vehicle and an acceleration component in the lateral direction of the vehicle as vehicle acceleration. The vehicle speed is obtained by integrating the acceleration component in the longitudinal direction of the vehicle acquired by the acceleration input means for inputting an acceleration signal indicating acceleration and the acceleration detection means (12) for a certain period of time, and an angular velocity threshold map is used. And determining whether the angular velocity of the vehicle acquired by the angular velocity detecting means (11) exceeds an angular velocity threshold set according to the vehicle speed. The angular velocity obtained by the angular velocity detection means (11) is valid, and when the angular velocity exceeds the angular velocity threshold, the angular velocity detection means. Signal processing means (13) for determining that the angular velocity acquired in (11) is invalid is provided.

  According to this, the angular velocity threshold value is not constant according to the vehicle speed as in the prior art, but an angular velocity threshold value set according to the vehicle speed is used. For this reason, if the angular velocity of the vehicle acquired according to the turning of the vehicle exceeds the angular velocity value corresponding to the velocity of the vehicle, it can be determined that the angular velocity value is not effective. By performing the side slip control using the angular velocity thus determined, the possibility of malfunction of the side slip control means (20) with respect to the output of the angular velocity detection means (11) can be eliminated.

  According to the second aspect of the present invention, the determination result of the signal processing means (13) is input as a determination signal, and in the case of the determination result that the angular velocity is valid, the angular velocity of the vehicle acquired by the angular velocity detection means (11). Is used to determine whether to perform side skid prevention control of the vehicle, and in the case of the determination result that the angular velocity is invalid, the side skid prevention control of the vehicle using the angular velocity of the vehicle acquired by the angular velocity detecting means (11). And a skid control means (20) that does not perform the above.

  Thereby, when it is determined that the angular velocity is invalid, the vehicle skid prevention control can be prevented from being performed. On the other hand, when it is determined that the angular velocity is effective, the side slip prevention control can be performed using the angular velocity determined to be effective, or the side slip prevention control can be omitted.

  Then, as in the invention described in claim 3, when the side slip control means (20) determines to perform the vehicle side slip prevention control, the vehicle side slip prevention control can be performed.

  According to a fourth aspect of the present invention, the signal processing means (13) has vehicle speed input means for inputting a vehicle speed signal indicating the speed of the vehicle from the vehicle speed detection means (40) for detecting the speed of the vehicle. And determining means for determining whether or not the angular velocity acquired by the angular velocity detecting means (11) exceeds an angular velocity threshold set in accordance with the vehicle speed.

  Thus, the effective angular velocity value can be obtained using the vehicle speed directly obtained by the vehicle speed detecting means (40) without calculating the vehicle speed from the acceleration obtained by the acceleration detecting means (12). / Invalidity determination can be performed.

  In the invention according to claim 5, the signal processing means (13) has a steering angle input means for inputting a steering angle signal indicating the steering angle of the vehicle from the steering angle detection means (50) for detecting the steering angle of the vehicle. The vehicle angular velocity is calculated by using the vehicle steering angle, the vehicle speed, and the lateral acceleration component of the vehicle, and the angular velocity is set according to the vehicle speed using the calculated angular velocity. It has the determination means which determines whether it exceeds a threshold value, It is characterized by the above-mentioned.

  In this way, the angular velocity of the vehicle can also be obtained by calculation. For example, even when the angular velocity detecting means (11) is out of order or when the angular velocity detecting means (11) is not mounted on the vehicle, the angular velocity using the steering angle, acceleration, and vehicle speed as described above. Therefore, it is possible to determine whether the angular velocity is valid / invalid and to prevent the vehicle from slipping.

  As in the sixth aspect of the invention, a configuration having two or more angular velocity detection means (11) may be employed.

  Thereby, the average value of the angular velocities obtained by all the angular velocity detecting means (11) can be acquired, and the accuracy of the angular velocities can be improved. Moreover, since the detection range of each angular velocity detection means (11) can be made into a different range, the detection accuracy of one angular velocity detection means (11) can be improved. Further, even if one of the angular velocity detection means (11) breaks down, the angular velocity can be continuously detected by the remaining angular velocity detection means (11).

  In the above description, the case where the valid / invalid determination of the angular velocity is performed by the signal processing means (13) has been described. However, the validity / invalidity determination of the angular velocity may be performed by the skid control means (20). That is, in the invention described in claim 7, the angular velocity input means for inputting the angular velocity signal indicating the angular velocity of the vehicle from the angular velocity detecting means (11) for detecting the angular velocity of the vehicle, the acceleration component in the longitudinal direction of the vehicle, and the lateral direction of the vehicle. A signal processing means (13) including an acceleration input means for inputting an acceleration signal indicating the acceleration of the vehicle from an acceleration detection means (12) for detecting the acceleration component of the direction as the acceleration of the vehicle, and the vehicle speed and the vehicle speed. An angular velocity threshold map constituted by an angular velocity threshold set in accordance with the above and an angular velocity signal and an acceleration signal from the signal processing means (13) and integrating the acceleration component in the longitudinal direction of the vehicle for a certain time to integrate the vehicle. Obtain the speed and use the angular velocity threshold map to determine whether the angular velocity of the vehicle exceeds the angular velocity threshold set according to the vehicle speed And when the angular velocity does not exceed the angular velocity threshold, the angular velocity acquired by the angular velocity detecting means (11) is determined to be valid and acquired by the angular velocity detecting means (11). When the angular velocity of the vehicle is controlled using the angular velocity of the vehicle and the angular velocity exceeds the angular velocity threshold, it is determined that the angular velocity acquired by the angular velocity detecting means (11) is invalid and acquired by the angular velocity detecting means (11). And a skid control means (20) that does not perform the skid prevention control of the vehicle using the angular velocity of the vehicle.

  Thus, the side slip control means (20) can determine whether the angular velocity is valid / invalid, and the side slip control means (20) can also perform vehicle skid prevention control.

  In the invention according to claim 8, the signal processing means (13) inputs a vehicle speed signal indicating the speed of the vehicle from the vehicle speed detecting means (40) for detecting the speed of the vehicle, and the skid control means (20) Using the vehicle speed indicated by the vehicle speed signal input from the processing means (13), it is determined whether or not the angular speed acquired by the angular speed detection means (11) exceeds an angular speed threshold set in accordance with the vehicle speed. It has the determination means to do, It is characterized by the above-mentioned.

  As described above, the side slip control means (20) can perform the validity / invalidity determination of the angular velocity and the vehicle skid prevention control using the vehicle speed directly measured by the vehicle speed detection means (40).

  In the invention according to claim 9, the signal processing means (13) inputs a steering angle signal indicating the steering angle of the vehicle from the steering angle detection means (50) for detecting the steering angle of the vehicle, and the skid control means (20 ) Calculates the angular velocity of the vehicle by calculation using the steering angle of the vehicle indicated by the steering angle signal input from the signal processing means (13), the vehicle speed, and the lateral acceleration component of the vehicle, and calculates the calculated angular velocity. And determining means for determining whether or not the angular velocity exceeds an angular velocity threshold value set in accordance with the vehicle speed.

  In this way, the side slip control means (20) can calculate the angular velocity by calculation, and the validity / invalidity determination of the calculated angular velocity and the side slip prevention control of the vehicle can be performed.

  As in the tenth aspect of the present invention, a configuration having two or more angular velocity detecting means (11) can be provided, and the same effect as in the fifth aspect can be obtained.

  In the invention according to claim 11, the acceleration input for inputting the acceleration signal indicating the acceleration of the vehicle from the acceleration detecting means (12) for detecting the acceleration component in the longitudinal direction of the vehicle and the acceleration component in the lateral direction of the vehicle as the acceleration of the vehicle. Means, steering angle input means for inputting a steering angle signal indicating the steering angle of the vehicle from steering angle detection means (50) for detecting the steering angle of the vehicle, and vehicle speed detection means (40) for detecting the speed of the vehicle. An angular speed threshold map comprising vehicle speed input means for inputting a vehicle speed signal indicating the speed of the vehicle, a vehicle speed and an angular speed threshold value set according to the vehicle speed, a steering angle of the vehicle, a vehicle speed, and a vehicle Calculating means for calculating the angular velocity of the vehicle using the lateral acceleration component of the vehicle, and the angular velocity using the calculated angular velocity exceeds an angular velocity threshold set in accordance with the vehicle velocity Determining means using an angular velocity threshold map, and when the angular velocity does not exceed the angular velocity threshold by the determining means, the calculated angular velocity is determined to be valid, and the calculated angular velocity is used. If the calculated angular velocity exceeds the angular velocity threshold, it is determined that the calculated angular velocity is invalid, and the vehicle does not perform the anti-skid control using the calculated angular velocity. (20).

  According to this, even if the angular velocity detection means (11) is not mounted on the vehicle, the side slip control means (20) can calculate the angular velocity. Then, the validity / invalidity determination of the calculated angular velocity can be performed, and the vehicle skid prevention control can also be performed from the result. It can also be set as the vehicle behavior control apparatus of such a structure.

  As in the invention described in claim 12, as the angular velocity threshold map, the vehicle speed increases as the vehicle speed increases from 0, and the vehicle speed peaks at a constant speed. What is comprised by the angular velocity threshold value which decreases when becomes large can be used (refer FIG. 2).

  Further, as in the invention described in claim 13, as the angular velocity threshold map, when the vehicle speed increases from 0 to a constant speed, the vehicle speed increases as the vehicle speed increases, and when the vehicle speed exceeds a certain speed, a constant value is obtained. What is comprised by the angular velocity threshold which becomes can be used (refer FIG. 4).

  Further, as in the invention according to claim 14, the angular velocity threshold map has an angular velocity threshold that is constant from 0 to a constant speed and decreases with the vehicle speed when the vehicle speed exceeds the constant speed. What has been configured can be used (see FIG. 4).

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. The vehicle behavior control device shown in the present embodiment is mounted on a vehicle, and is used to detect a side slip of the vehicle and perform control for preventing a side slip.

  FIG. 1 is a block diagram of a vehicle behavior control apparatus according to the first embodiment of the present invention. As shown in this figure, the vehicle behavior control device includes a sensor device 10 and an ECU 20. Among these, the sensor device 10 detects a physical quantity related to the speed and rotation (turning) of the vehicle, and includes an angular velocity sensor 11, an acceleration sensor 12, a microcomputer 13 (hereinafter referred to as a microcomputer), and a communication driver 14.

  The angular velocity sensor 11 detects an angular velocity resulting from turning of the vehicle. In the present embodiment, a vibration type that detects the angular velocity received by the angular velocity sensor 11 by detecting the vibration of the weight is employed. In such a vibration type angular velocity sensor 11, when an angular velocity is applied to a weight that vibrates in one direction (primary vibration), a so-called Coriolis force is generated in the weight, but the Coriolis force causes the weight to be orthogonal to the weight. Vibration (secondary vibration) also occurs. Therefore, the secondary vibration is detected by the piezoelectric element and converted into an electric signal, and this electric signal is output to the microcomputer 13 as an angular velocity signal.

  The acceleration sensor 12 detects the acceleration of the vehicle. Specifically, the acceleration sensor 12 acquires a value obtained by synthesizing the longitudinal acceleration component of the vehicle and the lateral acceleration component of the vehicle. The lateral direction of the vehicle refers to a direction perpendicular to the longitudinal direction of the vehicle.

  In this embodiment, what detects the acceleration which the acceleration sensor 12 receives by detecting the change of an electrostatic capacitance is employ | adopted. In such an acceleration sensor 12, for example, a beam structure having a generally known comb-tooth structure is formed on a silicon substrate or the like, and an electrostatic capacitance between the movable electrode and the fixed electrode corresponding to the applied acceleration is formed. Capacitance change (electrical signal) is detected. Then, the electric signal is output to the microcomputer 13 as an acceleration signal. This acceleration signal includes acceleration components in the longitudinal direction and the lateral direction of the vehicle.

  Note that the angular velocity sensor 11 is not limited to the vibration type but may be a detection type such as a tuning fork type. Further, as the acceleration sensor 12, a sensor that detects a change in electric resistance due to a piezoresistance effect can be employed in addition to a sensor that detects a change in capacitance. And as these angular velocity sensor 11 and acceleration sensor 12, what was manufactured by MEMS technology can be used. The angular velocity sensor 11 corresponds to the angular velocity detecting means of the present invention, and the acceleration sensor 12 corresponds to the acceleration detecting means of the present invention.

  The microcomputer 13 is a control unit having a function of performing A / D conversion processing, calculation processing, amplification processing, and the like on the signals of the sensors 11 and 12 and a function of outputting processed signals to the outside. The microcomputer 13 has a function of determining whether or not an angular velocity signal indicating the angular velocity input from the angular velocity sensor 11 can be used to prevent the vehicle from skidding. In other words, the microcomputer 13 has a determination unit that determines whether the angular velocity signal is a valid signal that can be used to prevent the skidding of the vehicle or an invalid signal that cannot be used to prevent the skidding. Is output as a determination signal. For this reason, the microcomputer 13 includes an angular velocity threshold map serving as a reference for the determination. The angular velocity threshold map will be described later.

  In order to perform the validity / invalidity determination of the angular velocity signal, the microcomputer 13 also has a function of calculating the vehicle speed by integrating the acceleration component in the longitudinal direction of the vehicle input from the acceleration sensor 12 for a certain period of time. . The microcomputer 13 corresponds to the signal processing means of the present invention.

  The communication driver 14 is a communication means for inputting the angular velocity signal, the acceleration signal, and the determination signal input from the microcomputer 13 to the ECU 20 through, for example, an in-vehicle LAN. Therefore, the communication driver 14 has a function of performing serial communication such as CAN.

  The sensor device 10 having the above configuration is configured such that an angular velocity sensor 11, an acceleration sensor 12, a microcomputer 13, and a communication driver 14 are mounted on a circuit board, and the circuit board is housed in a case. And the case of the sensor apparatus 10 is attached to a vehicle, and the sensor apparatus 10 and ECU20 are connected by in-vehicle LAN.

  The ECU 20 determines a side slip of the vehicle based on an angular velocity signal, an acceleration signal, and a determination signal input from the sensor device 10, and includes a known microcomputer including a CPU, a ROM, an EEPROM, a RAM, and the like (not shown). The arithmetic processing is performed according to the program stored in the microcomputer. Specifically, the ECU 20 uses the angular velocity signal for the skid control when the determination signal input from the sensor device 10 indicates that the angular velocity signal is valid, while the angular velocity signal is invalid when the angular velocity signal is an invalid signal. Is not used for skidding control.

  When the angular velocity signal is a valid signal, the ECU 20 inputs a steering angle signal from a steering angle sensor (not shown) that is mounted on the vehicle and measures the steering angle, and based on the steering angle signal, the angular velocity signal, and the acceleration signal. In addition, the vehicle has a function of acquiring the target traveling trajectory of the vehicle by calculation. Therefore, the ECU 20 compares the acquired steering angle in the target traveling trajectory of the vehicle with the actual steering angle obtained by the steering angle sensor, and when the determination result that the vehicle is skidding is obtained, A command signal for controlling braking of the tire is generated so as to be a traveling track. Then, the ECU 20 outputs this command signal to the ECU of the brake system that realizes ABS or TCS.

  On the other hand, if the angular velocity signal is an invalid signal, the angular velocity sensor 11 may have malfunctioned. For this reason, the ECU 20 does not use the angular velocity signal input from the sensor device 10 for vehicle skid determination. The ECU 20 corresponds to the skid control means of the present invention. The above is the overall configuration of the vehicle behavior control device according to the present embodiment.

  Next, the angular velocity threshold map that the microcomputer 13 has will be described. FIG. 2 is a diagram showing an angular velocity threshold map. This angular velocity threshold map shows the correlation between the vehicle speed and the angular velocity threshold. The angular velocity threshold is a value of an angular velocity at which the vehicle does not skid at least. For example, an angular velocity value that is twice the angular velocity at which the vehicle actually skids can be used as the angular velocity threshold.

  The angular velocity threshold is set according to the vehicle speed. Here, the vehicle speed is an integrated value of acceleration components in the longitudinal direction of the vehicle acquired by the acceleration sensor 12, or a vehicle speed obtained by a wheel speed sensor or a vehicle speed sensor (not shown).

  Specifically, as shown in FIG. 2, the angular velocity threshold is not constant with respect to the velocity, and has an upwardly convex waveform. That is, as the vehicle speed increases from 0, the angular velocity threshold increases and the vehicle velocity peaks at a constant speed. When the vehicle speed increases beyond this constant velocity, the angular velocity threshold decreases.

  This also suits the experience. For example, it is very dangerous to turn (angular velocity: high) on a sharply curved (radius of curvature: small) road at high speed. That is, high speed and high angular speed are dangerous. Therefore, if the angular velocity threshold is also high, it is better that the angular velocity threshold is small. In addition, when turning at a low speed, the angular speed is small in principle. That is, at the time of low speed, the angular speed threshold value may be small.

  FIG. 3 is a diagram showing a situation when the vehicle turns on a curve, (a) shows a traveling trajectory of the turning vehicle 30, and (b) shows an angular velocity threshold map. As shown in FIG. 3A, when a vehicle 30 having a mass m turns left on a trajectory having a radius of curvature r at a velocity V (an integrated value of acceleration components in the longitudinal direction of the vehicle 30), the vehicle 30 has an angular velocity Ω and a lateral velocity. Directional acceleration G and Coriolis force are generated.

  In this case, using the acceleration signal in the lateral direction obtained by the acceleration sensor 12 in the sensor device 10 as a parameter, the velocity V V is determined from the relationship between the integrated value (corresponding to the velocity) of the acceleration component in the longitudinal direction of the vehicle 30 and the angular velocity output. 3 is selected as a place where the tire grip force sufficiently works, an angular velocity threshold map shown in FIG. 3B is obtained. In addition, the angular velocity threshold is increased as the acceleration (G1 <G2 <G3) of the vehicle 30 increases.

  In such an angular velocity threshold waveform, an angular velocity region smaller than the waveform is an angular velocity effective region, and angular velocity regions A, B, and C larger than the angular velocity threshold are angular velocity invalid regions. In other words, the microcomputer 13 has a relationship between the velocity acquired by integrating the acceleration signal (acceleration component in the longitudinal direction of the vehicle) input from the acceleration sensor 12 for a certain time and the angular velocity indicated by the angular velocity signal input from the angular velocity sensor 11. 2, if it is within the range of the effective angular velocity region shown in FIG. 2, a determination signal that the angular velocity signal input from the angular velocity sensor 11 is an effective signal is output to the ECU 20 via the communication driver 14.

  On the other hand, when the relationship between the acquired vehicle speed and angular velocity is within the range of the angular velocity invalid region, the microcomputer 13 sends a determination signal that the angular velocity signal input from the angular velocity sensor 11 is an invalid signal via the communication driver 14. To the ECU 20.

  Next, a method for creating the angular velocity threshold map shown in FIG. 2 will be described. First, the sensor device 10 shown in FIG. 1 is manufactured, and the sensor device 10 is mounted on a general vehicle. The microcomputer 13 of the sensor device 10 does not store an angular velocity threshold map, and the sensor device 10 is used exclusively for measuring the angular velocity of a general vehicle.

  And a general vehicle is made to drive | work in various states. That is, the angular velocity data is acquired while the vehicle is running normally or by skidding by changing the speed of the general vehicle or changing the turning angle.

  Thereafter, from the angular velocity data acquired as described above, the angular velocity threshold is set to twice the angular velocity at which the vehicle skids, taking into consideration the safety of the vehicle and providing a margin. This angular velocity threshold is obtained for the angular velocity, and the angular velocity threshold map shown in FIG. 2 is acquired. Here, the angular velocity threshold is set to twice the angular velocity at which the vehicle skids, but this is an example. Therefore, the angular velocity threshold value may be set according to the degree of skidding determination.

  Subsequently, when the sensor device 10 shown in FIG. 1 is manufactured, the angular velocity threshold map acquired as described above is stored in the microcomputer 13. Further, by preparing the ECU 20 that performs the skid prevention control, the vehicle behavior control device shown in FIG. 1 is completed.

  Next, the operation of the vehicle behavior control device shown in FIG. 1 will be described. When this vehicle behavior control device is mounted on a general vehicle and the ignition is turned on, power is supplied to the vehicle behavior control device. When the vehicle starts running, the angular velocity sensor 11 and the acceleration sensor 12 of the sensor device 10 measure the angular velocity of the vehicle and the longitudinal and lateral accelerations of the vehicle, and input them to the microcomputer 13 as angular velocity signals and acceleration signals. The

  The angular velocity signal and the acceleration signal are A / D converted, amplified and calculated by the microcomputer 13. Further, in the microcomputer 13, the acceleration component in the front-rear direction of the vehicle is integrated for a certain period of time to acquire the vehicle speed. Accordingly, it is determined by the angular velocity threshold map shown in FIG. 2 whether the relationship between the vehicle speed and the angular velocity is within the range of the angular velocity effective region or the range of the angular velocity invalid region.

  As a result of the determination, the angular velocity signal and the acceleration signal are input from the microcomputer 13 to the ECU 20 via the communication driver 14. In the ECU 20, when the input determination result indicates that the acceleration signal is a valid signal, a side skid determination of the vehicle is performed, and when it is determined that the vehicle is skidding, the microcomputer 13 sends a brake system to the vehicle brake system. Command signal is input. Thereby, braking control of the tires of the vehicle is performed, and a side slip of the vehicle is avoided. When it is determined that the vehicle is not skidding, the ECU 20 continuously monitors the determination result input from the sensor device 10.

  On the other hand, when the determination result input from the sensor device 10 to the ECU 20 indicates that the acceleration signal is an invalid signal, the ECU 20 does not perform the side slip determination and continuously monitors the determination result input from the sensor device 10.

  In addition, for example, when the vehicle speed drops due to ABS control or the like and the vehicle is in a safe driving state, the angular speed becomes lower than the angular speed threshold value at the reduced speed, and within the range of the effective angular speed range. If it determines with it, side slip control is performed in ECU20.

  As described above, in the present embodiment, the angular velocity threshold that changes depending on the vehicle speed is used to determine whether the angular velocity signal acquired by the angular velocity sensor 11 is a valid signal or an invalid signal. It is characterized by judging.

  According to this, for example, even when the vehicle turns at a low speed and a malfunction occurs in which a larger angular speed signal than normal is output from the angular speed sensor 11, as shown in FIG. Since the angular velocity threshold at is set low, the microcomputer 13 can determine that the angular velocity signal is an invalid signal. As described above, even when the angular velocity according to the vehicle speed cannot be accurately detected, the angular velocity can be prevented from being used for the side slip determination. The possibility of operation can be reduced.

  As described above, since the conventional angular velocity threshold value is not constant according to the speed, the possibility of malfunction of the ECU 20 with respect to the output of the angular velocity sensor 11 can be eliminated even if the vehicle turns at any speed.

(Second Embodiment)
In the present embodiment, only different parts from the first embodiment will be described. In the first embodiment, the angular velocity threshold is a waveform convex upward with respect to the vehicle speed. However, the angular velocity threshold corresponding to the vehicle speed can be set only in a specific speed range.

  FIG. 4 is a diagram showing an angular velocity threshold map according to the present embodiment. As shown in this figure, when the vehicle speed is from 0 to a constant speed, the angular speed threshold value increases as the speed increases. When the vehicle speed exceeds the constant speed, the angular speed threshold value becomes a constant value. In such an angular velocity threshold map, an angular velocity region smaller than the angular velocity threshold is an angular velocity effective region, and angular velocity regions A and B larger than the angular velocity threshold are angular velocity invalid regions.

  The angular velocity threshold as described above is effective when the vehicle travels at a low speed or travels only at a low speed. As described above, the angular velocity threshold does not have to be different in the entire vehicle speed range, and an angular velocity threshold map corresponding to the use state of the vehicle can be used.

(Third embodiment)
In the present embodiment, only different parts from the second embodiment will be described. In the second embodiment, the vehicle speed is set so that the angular velocity threshold in the low speed range changes with respect to the speed. However, in this embodiment, the angular velocity threshold in the high speed range changes with respect to the speed. It is a feature that it is set to do.

  FIG. 5 is a diagram showing an angular velocity threshold map according to the present embodiment. As shown in this figure, the angular velocity threshold is constant when the vehicle speed is from 0 to a constant speed, and when the vehicle speed exceeds the constant speed, the angular velocity threshold decreases as the vehicle speed increases. In such an angular velocity threshold map, an angular velocity region smaller than the angular velocity threshold is an angular velocity effective region, and angular velocity regions B and C larger than the angular velocity threshold are angular velocity invalid regions.

  The angular velocity threshold as described above is effective for a vehicle that travels at a high speed. In this way, the angular velocity threshold can be set only in the high speed region.

(Fourth embodiment)
In the present embodiment, only different portions from the above embodiments will be described. In each of the above embodiments, the sensor device 10 acquires the vehicle speed by integrating the acceleration component in the longitudinal direction of the vehicle input from the acceleration sensor 12 for a certain period of time. It is characterized by directly measuring the vehicle speed.

  FIG. 6 is a block diagram of the vehicle behavior control apparatus according to the present embodiment. As shown in this figure, in the vehicle behavior control device, a signal from the wheel speed sensor 40 is input to the microcomputer 13 of the sensor device 10.

  The wheel speed sensor 40 detects the rotational speed of the wheel and is provided in each wheel. The wheel speed sensor 40 includes a magnet and is disposed, for example, at a location facing the teeth of the gear, and detects electromagnetic induction generated in the magnet as the vehicle rotates as a vehicle speed signal. A vehicle speed signal detected by the wheel speed sensor 40 is input to the microcomputer 13 and converted into a vehicle speed by the microcomputer 13.

  That is, the microcomputer 13 has a vehicle speed input means for inputting a vehicle speed signal from the wheel speed sensor 40 to the vehicle speed, and determines whether the angular speed signal is valid or invalid by using the vehicle speed and angular velocity threshold map directly acquired from the wheel speed sensor 40. It has the determination means which performs.

  In addition to the wheel speed sensor 40, a vehicle speed sensor can also be used as a means for directly measuring the vehicle speed. This vehicle speed sensor detects the speed of the vehicle from the output side shaft of the transmission, and outputs the detected vehicle speed signal to the microcomputer 13. That is, both the wheel speed sensor 40 and the vehicle speed sensor are equivalent to directly measure the speed of the vehicle, and any of them may be used. These wheel speed sensor 40 and vehicle speed sensor correspond to the vehicle speed detection means of the present invention.

  As described above, when the microcomputer 13 determines the validity / invalidity of the angular velocity signal, the determination can be performed using the vehicle speed directly measured by the wheel speed sensor 40.

(Fifth embodiment)
In the present embodiment, only different portions from the above embodiments will be described. In each of the above embodiments, the angular velocity sensor 11 provided in the sensor device 10 detects the angular velocity of the vehicle. However, when the angular velocity sensor 11 does not function for some reason, the sensor device 10 is provided with the angular velocity sensor 11. If not, the vehicle is characterized in that the angular velocity of the vehicle is obtained by calculation using the acceleration sensor 12 or the like.

  FIG. 7 is a block diagram of the vehicle behavior control apparatus according to the present embodiment. As shown in this figure, in the vehicle behavior control device, signals are inputted to the microcomputer 13 from the wheel speed sensor 40 and the steering angle sensor 50, respectively. The steering angle sensor 50 is mounted in advance in the vehicle and measures the steering angle, and outputs a steering angle signal to the microcomputer 13 as described above.

  In the vehicle behavior control device shown in FIG. 7, the sensor device 10 may not include the angular velocity sensor 11. The rudder angle sensor 50 corresponds to the rudder angle detection means of the present invention.

  That is, the microcomputer 13 has a steering angle input means for inputting a steering angle signal from the steering angle sensor 50, and further calculates the angular velocity of the vehicle using the steering angle of the vehicle, the vehicle speed, and the lateral acceleration component of the vehicle. And determining means for determining whether the angular velocity exceeds the angular velocity threshold set according to the vehicle speed using the calculated angular velocity.

  Then, the microcomputer 13 calculates the angular velocity as follows.

According to "Motor's kinematic performance (automotive engineering basic series: Shinichiro Horiuchi, Nihon University, Faculty of Science and Technology)"
(1) Mass × lateral acceleration = lateral external force (2) moment of inertia × angular velocity = moment about the center of gravity due to external force That is,

で示される。

Indicated by

Here, m is the mass of the vehicle, dv / dt is the differential value of the lateral speed v (the lateral component of the vehicle speed V), u is the longitudinal speed (the longitudinal component of the vehicle speed V), and Ω is the vehicle from above. Angular velocity (yaw rate) relating to rotation when viewed from the ground side, F _f and F _r are lateral forces generated from the front and rear tires of the vehicle, and l _f and l _r are respectively the front tire and the center of gravity of the vehicle. The distance, the distance between the rear tire and the center of gravity, and I is the moment of inertia.

  The term in the parentheses in Equation 1 is the acceleration in the lateral direction of the vehicle, and is represented by the sum of the differential value dv / dt of the lateral velocity and the centripetal acceleration uΩ by performing circular motion. In Equations 1 and 2, assuming that the steering angle δ is constant and solving the angular velocity Ω and the side slip angle β, Equations 3, 4, and 5 are obtained below.

Ｋ_ｆ、Ｋ_ｒはコーナリングパワー（横滑り角の増加と共に増すコーナリング・フォース（いわゆる路面グリップ力）の割合）、ｌ＝ｌ_ｆ＋ｌ_ｒである。またＫ_ｆ、Ｋ_ｒは、横滑り角βと関係がある（「車体横すべり角推定法の開発」：豊田中央研究所Ｒ＆Ｄレビュー ｖｏｌ．３６ Ｎｏ．１ （２００１．３）参照）。

K _f and K _r are cornering power (a ratio of cornering force (so-called road surface grip force) that increases with an increase in the side slip angle), and l = l _f + l _r . K _f and K _r are related to the skid angle β (see “Development of vehicle slip angle estimation method”: Toyota Central R & D Review vol. 36 No. 1 (2001.3)).

That is, the angular velocity Ω depends on cornering power (lateral grip force: K _f , K _r ), vehicle speed V (lateral acceleration (lateral G)), and steering angle δ. When the lateral grip force of the tire is smaller than the lateral G, the vehicle drifts without the grip force being effective, so the value of the angular velocity Ω should be invalidated.

The term in parentheses in Equation 1 is the acceleration in the lateral direction, and is represented by the sum of the differential value dv / dt of the lateral velocity and the centripetal acceleration uΩ by performing circular motion. Here, since u = (curvature radius r during turning) × (angular velocity Ω), uΩ = (curvature radius r during turning) × (angular velocity Ω) ² , so that the lateral acceleration (lateral G) is as a result. Depends on the vehicle speed V and the radius of curvature r during turning (related to the steering angle δ).

  Since the lateral grip depends on the frictional force between the tire and the ground, it is affected by the tire contact area (tire size / load), tire viscosity, and road friction coefficient μ. Therefore, in the configuration shown in FIG. 7, the lateral G (detectable by the acceleration sensor 12), the vehicle speed V (detectable by the wheel speed sensor 40), the steering angle δ (detectable by the steering angle sensor 50), cornering power ( If the lateral grip force) is detected, the angular velocity Ω can be obtained from Equations 3, 4, and 5.

  That is, by storing the above equations in the microcomputer 13, the angular velocity Ω can be obtained for each vehicle speed V even when the vehicle behavior control device is not equipped with the angular velocity sensor 11 or when the vehicle malfunctions. it can. That is, the output of the rudder angle sensor 50, the output of the wheel speed sensor 40, and the output of the acceleration sensor 12 are respectively input to the microcomputer 13, and the microcomputer 13 acquires the angular velocity Ω from the above equations.

  The microcomputer 13 determines whether the angular velocity is valid / invalid using the angular velocity Ω acquired as described above, and outputs the determination result to the ECU 20.

  As described above, even if the angular velocity sensor 11 cannot directly measure the angular velocity of the vehicle, the angular velocity is obtained by calculation using the outputs of the steering angle sensor 50, the wheel speed sensor 40, and the acceleration sensor 12. In addition, the validity / invalidity of the angular velocity can be determined.

(Sixth embodiment)
In the present embodiment, only different portions from the above embodiments will be described. In each of the embodiments described above, the microcomputer 13 of the sensor device 10 stores the angular velocity threshold map, and the microcomputer 13 determines whether the angular velocity signal acquired by the angular velocity sensor 11 is valid or invalid. The present embodiment is characterized in that the ECU 20 that performs the side slip determination performs validity / invalidity determination of the angular velocity signal.

  That is, the ECU 20 receives the angular velocity signal and the acceleration signal from the microcomputer 13, acquires the vehicle speed by integrating the acceleration component in the longitudinal direction of the vehicle for a certain period of time, and uses the angular velocity threshold map to determine the vehicle angular velocity. Determination means for determining whether or not an angular velocity threshold set in accordance with the velocity of the vehicle is exceeded. For this reason, ECU20 is provided with the angular velocity threshold value map shown by FIG. 2, for example.

  The signals output from the wheel speed sensor 40 and the steering angle sensor 50 shown in FIGS. 6 and 7 are input to the sensor device 10 and input to the ECU 20 via the sensor device 10, or directly to the ECU 20. Any of the input forms may be used.

  For example, the ECU 20 uses the vehicle speed indicated by the vehicle speed signal input from the microcomputer 13 to determine whether the angular velocity acquired by the angular velocity sensor 11 exceeds an angular velocity threshold set in accordance with the vehicle velocity. The angular velocity of the vehicle is calculated by calculation using the vehicle steering angle, the vehicle speed, and the lateral acceleration component of the vehicle indicated by the means and the steering angle signal input from the microcomputer 13, and the angular velocity is calculated using the calculated angular velocity. Has a determination means for determining whether or not exceeds an angular velocity threshold set in accordance with the vehicle speed.

  As described above, the ECU 20 can store the angular velocity threshold map, and the ECU 20 can perform the validity / invalidity determination of the angular velocity signal and the side slip determination using the determination result.

(Seventh embodiment)
In the present embodiment, only different portions from the above embodiments will be described. In each of the embodiments described above, the vehicle behavior control device includes the sensor device 10, but the vehicle behavior control device may not include the sensor device 10.

  FIG. 8 is a block diagram of the vehicle behavior control apparatus according to the present embodiment. As shown in this figure, the vehicle behavior control device includes an acceleration sensor 12, a rudder angle sensor 50, a wheel speed sensor 40, and an ECU 20. For example, an angular velocity threshold map shown in FIG. 2 is stored in the ECU 20.

  In such a configuration, as shown in the fifth embodiment, the ECU 20 calculates the angular velocity based on the outputs of the acceleration sensor 12, the steering angle sensor 50, and the wheel speed sensor 40, and the validity / invalidity of the angular velocity. It has a judgment means for making a judgment, and performs skid control when the judgment result of the judgment means shows valid.

  As described above, by inputting a signal to the ECU 20 from each sensor that detects a physical quantity necessary for obtaining the angular velocity, the ECU 20 makes a side slip determination even if the sensor device 10 is not provided in the vehicle behavior control device. It can be carried out.

(Other embodiments)
In each of the above embodiments, only one angular velocity threshold map is stored in the microcomputer 13 or the ECU 20, but for example, all the maps of FIGS. 2, 4, and 5 may be stored in the microcomputer 13 or the ECU 20. In addition to FIGS. 2, 4, and 5, a plurality of angular velocity threshold maps that differ depending on the selection of the vehicle type, tire, and the like may be stored in the microcomputer 13 or the ECU 20. In this case, the microcomputer 13 or the ECU 20 may select which map is used.

  In FIG. 1, the sensor device 10 is provided with one angular velocity sensor 11, but the number of angular velocity sensors 11 provided in the sensor device 10 is not limited to one, and may be two or more. good. FIG. 9 is a diagram illustrating an example in which the sensor device 10 includes two angular velocity sensors 11. Thus, by providing the sensor device 10 with the plurality of angular velocity sensors 11, the microcomputer 13 inputs an angular velocity signal from each angular velocity sensor 11, thereby obtaining an average value of angular velocities obtained by each angular velocity sensor 11. be able to. Therefore, the accuracy of the angular velocity obtained by the microcomputer 13 can be improved. Further, by making the detection range of each angular velocity sensor 11 different, the detection range of one angular velocity sensor 11 can be narrowed, and the detection accuracy of each angular velocity sensor 11 can be improved. Furthermore, by providing a plurality of angular velocity sensors 11, even if one angular velocity sensor 11 cannot input an angular velocity signal to the microcomputer 13 due to a failure or the like, the angular velocity sensor 11 can continue to detect the angular velocity.

  Similarly, for the sensor device 10 shown in FIG. 6, for example, two angular velocity sensors 11 can be provided as shown in FIG. 10. Further, for the sensor device 10 shown in FIG. 7, for example, two angular velocity sensors 11 can be provided as shown in FIG. 11.

  Of course, as for the configuration including the plurality of angular velocity sensors 11 as described above, as described in the sixth embodiment, the ECU 20 has an angular velocity threshold map, and the ECU 20 determines whether the angular velocity signal is valid / invalid. Can be adopted.

  In the first embodiment, when the microcomputer 13 determines that the value of the angular velocity is valid, the ECU 20 performs the vehicle skid prevention control using the angular velocity acquired by the angular velocity sensor 11, but the ECU 20 Even if the value of the angular velocity is valid, it is not always necessary to perform the vehicle skid prevention control. That is, the ECU 20 inputs the determination result of the microcomputer 13 as a determination signal, and in the case of the determination result that the angular velocity is valid, whether to perform the vehicle skid prevention control using the angular velocity of the vehicle acquired by the angular velocity sensor 11. Decide whether or not. For example, if the user makes a setting not to perform the skid prevention control, the ECU 20 does not perform the skid prevention control even if an effective angular velocity is input from the sensor device 10. As described above, the ECU 20 can determine whether or not to perform the vehicle skid prevention control.

  In the first to fifth embodiments, the configuration including the sensor device 10 and the ECU 20 is used as the vehicle behavior control device. Among these, the sensor device 10 performs the validity / invalidity determination of the angular velocity signal as described above. Therefore, it can be said that the sensor device 10 is a vehicle determination device. On the other hand, as in the sixth and seventh embodiments, in the vehicle behavior control device in which the ECU 20 determines whether the angular velocity signal is valid / invalid, the vehicle behavior control device itself determines whether the angular velocity signal is valid / invalid. It can be said that the vehicle behavior control device is a vehicle determination device.

1 is a block diagram of a vehicle behavior control device according to a first embodiment of the present invention. It is the figure which showed the angular velocity threshold value map with which the microcomputer shown in FIG. 1 was equipped. It is the figure which showed the condition at the time of a vehicle turning in a curve, (a) is the figure which showed the advancing track | orbit of the vehicle which turns, (b) is the figure which showed the angular velocity threshold value map. It is the figure which showed the angular velocity threshold value map which concerns on 2nd Embodiment. It is the figure which showed the angular velocity threshold value map which concerns on 3rd Embodiment. It is a block diagram of the vehicle behavior control apparatus which concerns on 4th Embodiment of this invention. It is a block diagram of the vehicle behavior control apparatus which concerns on 5th Embodiment of this invention. It is a block diagram of the vehicle behavior control apparatus which concerns on 7th Embodiment of this invention. It is a block diagram of the vehicle behavior control apparatus which concerns on other embodiment. It is a block diagram of the vehicle behavior control apparatus which concerns on other embodiment. It is a block diagram of the vehicle behavior control apparatus which concerns on other embodiment.

Explanation of symbols

11 Angular velocity sensor 12 Acceleration sensor 13 Microcomputer 20 ECU
40 Wheel speed sensor 50 Rudder angle sensor

Claims (14)

An angular velocity threshold map configured by a vehicle speed and an angular velocity threshold set in accordance with the vehicle speed;
Angular velocity input means for inputting an angular velocity signal indicating the angular velocity of the vehicle from angular velocity detection means (11) for detecting the angular velocity of the vehicle;
Acceleration input means for inputting an acceleration signal indicating the acceleration of the vehicle from an acceleration detection means (12) for detecting an acceleration component in the longitudinal direction of the vehicle and an acceleration component in the lateral direction of the vehicle as the acceleration of the vehicle;
The vehicle speed is acquired by integrating the acceleration component in the longitudinal direction of the vehicle acquired by the acceleration detection means (12) for a certain time, and the angular velocity detection means (11) is obtained using the angular velocity threshold map. Determination means for determining whether or not the angular velocity of the vehicle acquired in (1) exceeds an angular velocity threshold set in accordance with the velocity of the vehicle;
If the angular velocity does not exceed the angular velocity threshold by the determining means, it is determined that the angular velocity acquired by the angular velocity detecting means (11) is valid, and if the angular velocity exceeds the angular velocity threshold, the angular velocity detection A vehicle determination apparatus comprising signal processing means (13) for determining that the angular velocity acquired by the means (11) is invalid.   The determination result of the signal processing means (13) is inputted as a determination signal, and in the case of the determination result that the angular velocity is valid, the vehicle is obtained using the angular velocity of the vehicle acquired by the angular velocity detection means (11). Whether or not to perform the side slip prevention control of the vehicle, and in the case of the determination result that the angular velocity is invalid, the side slip prevention control of the vehicle using the angular velocity of the vehicle acquired by the angular velocity detecting means (11) The vehicle determination apparatus according to claim 1, further comprising a skid control means (20) that does not perform the above-described operation.   The vehicle determination device according to claim 2, wherein the skid control means (20) performs the skid prevention control of the vehicle when the vehicle skid prevention control is determined to be performed.   The signal processing means (13) has vehicle speed input means for inputting a vehicle speed signal indicating the speed of the vehicle from a vehicle speed detection means (40) for detecting the speed of the vehicle, and using the vehicle speed, 4. The apparatus according to claim 1, further comprising determination means for determining whether or not the angular velocity acquired by the angular velocity detecting means (11) exceeds an angular velocity threshold value set in accordance with the vehicle speed. The vehicle determination device according to any one of the above.   The signal processing means (13) has steering angle input means for inputting a steering angle signal indicating the steering angle of the vehicle from a steering angle detection means (50) for detecting the steering angle of the vehicle, and the steering of the vehicle An angular velocity threshold in which the angular velocity of the vehicle is calculated by calculation using an angle, the velocity of the vehicle, and the lateral acceleration component of the vehicle, and the angular velocity is set according to the velocity of the vehicle using the calculated angular velocity The vehicle determination device according to claim 4, further comprising a determination unit that determines whether or not the vehicle exceeds the threshold.   The vehicle determination device according to any one of claims 1 to 5, further comprising two or more angular velocity detection means (11). Angular velocity input means for inputting an angular velocity signal indicating the angular velocity of the vehicle from angular velocity detection means (11) for detecting the angular velocity of the vehicle;
Acceleration input means for inputting an acceleration signal indicating the acceleration of the vehicle from acceleration detection means (12) for detecting an acceleration component in the longitudinal direction of the vehicle and an acceleration component in the lateral direction of the vehicle as the acceleration of the vehicle. Signal processing means (13);
An angular velocity threshold map configured by the velocity of the vehicle and an angular velocity threshold set in accordance with the velocity of the vehicle;
The angular velocity signal and the acceleration signal are input from the signal processing means (13), the vehicle velocity is obtained by integrating the acceleration component in the longitudinal direction of the vehicle for a certain time, and the angular velocity threshold map is used. Determining means for determining whether the angular velocity of the vehicle exceeds an angular velocity threshold set according to the velocity of the vehicle;
When the angular velocity does not exceed the angular velocity threshold by the determining means, the angular velocity acquired by the angular velocity detecting means (11) is determined to be valid, and the vehicle acquired by the angular velocity detecting means (11) When the angular velocity exceeds the angular velocity threshold, it is determined that the angular velocity acquired by the angular velocity detecting means (11) is invalid, and the angular velocity detecting means ( A vehicle determination apparatus comprising: a skid control means (20) that does not perform the skid prevention control of the vehicle using the angular velocity of the vehicle acquired in 11). The signal processing means (13) inputs a vehicle speed signal indicating the speed of the vehicle from a vehicle speed detection means (40) for detecting the speed of the vehicle,
The skid control means (20) uses the vehicle speed indicated by the vehicle speed signal input from the signal processing means (13), and the angular speed acquired by the angular speed detection means (11) is the speed of the vehicle. The vehicle determination device according to claim 7, further comprising determination means for determining whether or not an angular velocity threshold set in accordance with the vehicle speed is exceeded. The signal processing means (13) inputs a steering angle signal indicating the steering angle of the vehicle from a steering angle detection means (50) for detecting the steering angle of the vehicle,
The skid control means (20) uses the steering angle of the vehicle, the speed of the vehicle, and the lateral acceleration component of the vehicle indicated by the steering angle signal input from the signal processing means (13). And determining means for determining whether the angular velocity exceeds an angular velocity threshold set in accordance with the vehicle speed using the calculated angular velocity. Item 9. The vehicle determination device according to Item 8.   The vehicle determination device according to any one of claims 7 to 9, comprising two or more angular velocity detection means (11). An acceleration input means for inputting an acceleration signal indicating the acceleration of the vehicle from an acceleration detection means (12) for detecting an acceleration component in the longitudinal direction of the vehicle and an acceleration component in the lateral direction of the vehicle as vehicle acceleration;
Rudder angle input means for inputting a rudder angle signal indicating the rudder angle of the vehicle from rudder angle detection means (50) for detecting the rudder angle of the vehicle;
Vehicle speed input means for inputting a vehicle speed signal indicating the speed of the vehicle from vehicle speed detection means (40) for detecting the speed of the vehicle;
An angular velocity threshold map configured by the velocity of the vehicle and an angular velocity threshold set in accordance with the velocity of the vehicle;
Calculation means for calculating the angular velocity of the vehicle by calculation using the steering angle of the vehicle, the speed of the vehicle, and the lateral acceleration component of the vehicle;
Determination means for determining, using the angular velocity threshold map, whether or not the angular velocity exceeds an angular velocity threshold set according to the speed of the vehicle using the calculated angular velocity;
When the angular velocity does not exceed the angular velocity threshold by the determination means, the calculated angular velocity is determined to be effective, and the vehicle is prevented from skidding using the calculated angular velocity, and the calculated When the angular velocity exceeds the angular velocity threshold, the calculated angular velocity is determined to be invalid, and a skid control means (20) that does not perform the skid prevention control of the vehicle using the calculated angular velocity is provided. The vehicle determination apparatus characterized by the above-mentioned.   The angular velocity threshold map is an angular velocity threshold that increases as the vehicle speed increases from a state where the vehicle speed is 0, peaks at a constant speed, and decreases when the vehicle speed becomes larger than the constant speed. The vehicle determination device according to claim 1, wherein the vehicle determination device is configured as follows.   The angular velocity threshold map is configured by an angular velocity threshold that increases with an increase in the vehicle speed from 0 to a constant speed and becomes a constant value when the vehicle speed exceeds a certain speed. The vehicle determination device according to any one of claims 1 to 11, wherein:   The angular velocity threshold map is configured by an angular velocity threshold that is a constant value from 0 to a constant speed, and decreases with the vehicle speed when the vehicle speed exceeds a constant speed. The vehicle determination device according to any one of claims 1 to 11.

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