JP2010256131A - Midpoint learning method of vehicle behavior sensor and vehicle behavior detection system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a midpoint learning method of a vehicle behavior sensor which enables the vehicle behavior sensor to perform midpoint learning while evading influence of its temperature change, and to provide a vehicle behavior detection system. <P>SOLUTION: A VSA_ECU is installed in an engine room, and includes a yaw rate sensor S<SB>Y</SB>, and a temperature sensor S<SB>TY</SB>for detecting the temperature T<SB>Y</SB>of the yaw rate sensor. An intake air temperature is obtained as an outside air temperature T<SB>Air</SB>from an engine controlling ECU through a CAN communication line 50. When determining whether conditions for midpoint learning are met determines that conditions for midpoint learning are met, a part 42 for determining whether conditions for midpoint learning are met outputs a signal of midpoint learning permission to a midpoint decision part 43. When the difference between the yaw rate sensor temperature T<SB>Y</SB>and the outside air temperature T<SB>Air</SB>is lower than a predetermined threshold, the midpoint decision part 43 obtains a signal from the yaw rate sensor S<SB>Y</SB>as a midpoint value, and outputs it to a learned midpoint memory 44 for storage. When the difference is not lower than the threshold, the signal is not obtained as a midpoint value. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle behavior sensor midpoint learning method for detecting a vehicle behavior and a vehicle behavior detection system including the vehicle behavior sensor.

A vehicle equipped with an electric power steering device (EPS) that reduces a driver's steering force is known. Such a vehicle includes an EPS_ECU (Electronic Control Unit) for controlling the electric power steering device. Is equipped.
Further, when a vehicle stability Assist (VSA) function for controlling vehicle behavior is provided by combining ABS (Anti Lock Brake System) and TCS (Traction Control System), the vehicle has a VSA_ECU for controlling the behavior of the vehicle. It is equipped.

The EPS_ECU controls the electric power steering device in accordance with the behavior of the vehicle such as the vehicle running state (turning, straight traveling) and the vehicle speed, and generates steering assist force to reduce the steering force of the driver and the steering handle. Control to apply reaction force to the operation direction.
Therefore, a vehicle including an electric power steering device has a vehicle behavior detection system including a vehicle behavior sensor that detects the behavior of the vehicle. The vehicle behavior detection system includes a yaw rate sensor, a steering angle sensor, a lateral acceleration sensor, a longitudinal acceleration sensor, and the like as vehicle behavior sensors in order to detect turning of the vehicle.

As the rudder angle sensor, a sensor (for example, a rotary encoder) that uses a relative angle change amount of the steering handle as a detection value may be used. In this case, the EPS_ECU can calculate the steering angle of the steering handle based on the amount of change in angle from the reference point, for example, with the steering handle in the neutral position (hereinafter referred to as the steering angle midpoint).
Therefore, the EPS_ECU needs to learn the steering angle midpoint as the reference point. The yaw rate detected by the yaw rate sensor is used for learning the steering angle midpoint.
In order to improve the learning accuracy of the steering angle midpoint, the yaw rate sensor is required to detect the yaw rate with high accuracy.

  Some yaw rate sensors use a semiconductor element as described in Patent Document 1, and such a yaw rate sensor has a characteristic that a variation in a detected value accompanying a change in temperature is large. Since the temperature of the yaw rate sensor changes sequentially as the vehicle travels, in order to accurately detect the yaw rate of the running vehicle, the middle point of the yaw rate sensor when the vehicle is not turning and the yaw rate is 0 is appropriately learned. It is preferable to use them.

  For example, in Patent Document 2, when the ignition switch is turned on, the provisional neutral position of the steering handle is set, and further, the provisional neutral position is appropriately corrected according to the subsequent traveling state of the vehicle. A steering angle neutral learning device that learns a neutral position (steering angle midpoint) is disclosed.

JP 2000-81335 A Japanese Patent No. 3728991

  According to the technique disclosed in Patent Document 2, it is determined that the vehicle is traveling straight on the basis of the detection value of the yaw rate sensor. However, there is no description regarding learning of the middle point of the yaw rate sensor, and the temperature change of the yaw rate sensor is not described. If the detected value of the yaw rate sensor fluctuates accordingly (if the midpoint of the yaw rate sensor is incorrect), there is a possibility that the steering angle midpoint cannot be learned accurately.

The yaw rate sensor performs midpoint learning by determining the detected value when no yaw rate is generated in the vehicle as the midpoint value. Therefore, for example, the midpoint learning can be performed by determining the detected value when the vehicle is stopped as the midpoint value.
However, if the temperature of the yaw rate sensor when the vehicle is traveling is different from the temperature of the yaw rate sensor when the vehicle is stopped, the detected value when the vehicle is stopped is determined as the midpoint value. In the point-learned yaw rate sensor, the midpoint value fluctuates as the vehicle travels and the temperature of the yaw rate sensor changes, and the yaw rate generated in the traveling vehicle may not be detected accurately.

  Accordingly, an object of the present invention is to provide a vehicle behavior sensor midpoint learning method and a vehicle behavior detection system that can perform midpoint learning of a vehicle behavior sensor while avoiding the influence of temperature changes of the vehicle behavior sensor.

  In order to solve the above-mentioned problem, an invention according to claim 1 is a vehicle behavior sensor that is arranged in an engine room and that acquires and stores a signal from a vehicle behavior sensor that detects the behavior of the vehicle as a midpoint value. In the point learning method, when the vehicle behavior information including at least the vehicle speed satisfies a preset middle point learning condition of the vehicle behavior sensor, the difference between the temperature of the vehicle behavior sensor and the outside air temperature is further When less than a predetermined threshold, the signal from the vehicle behavior sensor is acquired and stored as a midpoint value, and when the difference between the temperature of the vehicle behavior sensor and the outside air temperature is equal to or greater than a predetermined threshold, A signal from the vehicle behavior sensor is not acquired as a midpoint value.

According to the first aspect of the present invention, when the midpoint learning condition is satisfied and the difference between the temperature of the vehicle behavior sensor and the outside air temperature is less than a predetermined threshold, the signal from the vehicle behavior sensor is When the difference between the temperature of the vehicle behavior sensor and the outside air temperature is equal to or greater than a predetermined threshold value, the signal from the vehicle behavior sensor is not acquired as the midpoint value.
Therefore, the midpoint learning is performed only when the temperature of the vehicle behavior sensor at the time when the midpoint learning condition is satisfied is close to the temperature in the engine room when the vehicle is traveling, that is, the outside air temperature. For example, when the temperature in the engine room rises with the passage of time after the running vehicle stops, it is possible to prevent midpoint learning in an environment where the temperature of the vehicle behavior sensor is high while the vehicle is stopped.

The invention according to claim 2 is a vehicle behavior sensor disposed in the engine room for detecting the behavior of the vehicle, and a midpoint value storage means for acquiring and storing a signal from the vehicle behavior sensor as a midpoint value; A vehicle behavior detection system comprising: correction means that corrects a signal from the vehicle behavior sensor with a stored midpoint value and outputs the signal to a vehicle behavior control device that controls the vehicle behavior;
A vehicle behavior sensor that detects the temperature of the vehicle behavior sensor, and a midpoint learning condition establishment judging means for judging that vehicle behavior information including at least the vehicle speed satisfies a preset middle behavior learning condition of the vehicle behavior sensor A vehicle temperature detection means, and an outside air temperature detection means for detecting the outside air temperature. The vehicle behavior further detected when the midpoint learning condition establishment judging means judges that the midpoint learning condition is satisfied. When the difference between the sensor temperature and the detected outside air temperature is less than a predetermined threshold value, a signal from the vehicle behavior sensor is acquired as a midpoint value, stored in the midpoint value storage means, and detected. When the difference between the detected temperature of the vehicle behavior sensor and the detected outside air temperature is equal to or greater than the threshold value, a signal is not acquired as a midpoint value from the vehicle behavior sensor.

According to the second aspect of the present invention, when the midpoint learning condition establishment determination means determines that the midpoint learning condition is satisfied, the detected temperature of the vehicle behavior sensor and the detected outside air temperature are further detected. Is less than a predetermined threshold value, the signal from the vehicle behavior sensor is acquired as a midpoint value, stored in the midpoint value storage means, and the detected temperature of the vehicle behavior sensor is detected. When the difference from the outside air temperature is equal to or greater than the threshold value, the signal is not acquired as the midpoint value from the vehicle behavior sensor.
Therefore, the midpoint learning is performed only when the temperature of the vehicle behavior sensor at the time when the midpoint learning condition is satisfied is close to the temperature in the engine room when the vehicle is traveling, that is, the outside air temperature. For example, when the temperature in the engine room rises with the passage of time after the running vehicle stops, it is possible to prevent midpoint learning in an environment where the temperature of the vehicle behavior sensor is high while the vehicle is stopped.

  According to the present invention, it is possible to provide a vehicle behavior sensor midpoint learning method and a vehicle behavior detection system that can perform midpoint learning of a vehicle behavior sensor while avoiding the influence of a temperature change of the vehicle behavior sensor.

It is a figure which shows the principal part inside a vehicle containing VSA_ECU. It is a functional block block diagram of VSA_ECU. It is a flowchart which shows the flow of control of a yaw rate midpoint learning.

Hereinafter, a VSA_ECU to which a vehicle behavior detection system according to an embodiment of the present invention is applied will be described with reference to the drawings as appropriate.
First, with reference to FIG. 1 and with reference to FIG. 2 as appropriate, main parts inside the vehicle 1 including the VSA_ECU 30 will be described.

As shown in FIG. 1, the vehicle 1 includes a steering mechanism, an electric power steering device 5, an engine control ECU 13 that controls an engine (not shown), and an EPS_ECU (vehicle behavior control device) that is a control function unit of the electric power steering device 5. 20) A VSA_ECU 30 for controlling the vehicle behavior by combining the ABS function including the braking control and the TCS function is provided.
The steering mechanism of the vehicle 1 is a pinion that rotates integrally with a pinion gear (not shown) that meshes with a rack tooth (not shown) of a rack shaft (not shown) of a rack and pinion mechanism (not shown). A steering shaft 12 is connected to the shaft 11 via a universal joint, and a steering handle 21 is attached to the steering shaft 12.
Then, when the driver operates to rotate the steering handle 21, to move the rack shaft in the lateral direction to rotate the pinion gear, the front wheels 2 _FL is a steered wheel that is coupled to the rack shaft, 2 _FR translocations Rudder.

The electric power steering device 5 includes an electric motor 23 that generates a steering assist force (auxiliary steering torque) that reduces the steering force when the driver rotates the steering handle 21 and applies the steering assist force to the steering mechanism. .
The gear directly connected to the output shaft of the electric motor 23 meshes with the worm wheel gear provided on the pinion shaft 11, and when the driver rotates the steering handle 21, the pinion is rotated by the rotation of the output shaft of the electric motor 23. An auxiliary steering torque for the shaft 11 is generated to reduce the steering force.

The EPS_ECU 20, which is a control unit of the electric power steering apparatus 5, includes a microcomputer (not shown), a ROM (Read Only Memory), a RAM (Random Access Memory), a microcomputer including an input / output interface, peripheral circuits, and the like. For example, the CPU executes a program stored in the ROM and controls driving of the electric motor 23 via the electric motor driving circuit 22.
Incidentally, the electric motor drive circuit 22 is a power supply circuit including a switching element for supplying electric power to the electric motor 23 that is a brushless motor.
The electric motor 23 is provided with a rotation angle sensor 25 that detects the rotation angle of the electric motor 23, and the signal is input to the EPS_ECU 20. For example, a resolver is used as the rotation angle sensor 25.

A torque sensor S _Trq is attached to the pinion shaft 11 described above, a steering torque when the driver rotates the steering handle 21 is detected, and a torque signal is input to the EPS_ECU 20.
Then, as will be described later, the EPS_ECU 20 acquires information such as the steering angle δ, the corrected yaw rate γ ^* , the lateral acceleration α _X , and the vehicle speed VS from the VSA_ECU 30 via a CAN (Controller Area Network) communication line 50. Further, the information on the rotation angle and steering torque of the motor 23 is also used to control the motor 23 according to the behavior of the vehicle, such as the running state of the vehicle (turning, straight traveling) and the vehicle speed, thereby generating a steering assist force and the driver. The steering force of the steering handle 21 is controlled and a reaction force with respect to the turning operation direction of the steering handle 21 is applied.
In the control for applying the reaction force, the EPS_ECU 20 uses the actual yaw rate (the yaw rate γ ^* corrected by correcting the yaw rate midpoint described later).

The engine control ECU 13 includes a microcomputer (not shown) including a CPU, a ROM, a RAM, an input / output interface, a peripheral circuit, an FI drive circuit for driving a fuel injector, and the like. Various sensor signals such as sensors required for engine control are input. Among them, an intake air temperature sensor (outside air temperature detecting means) S _TAir (see FIG. 1) for detecting an intake air temperature (hereinafter referred to as “outside air temperature”) is also included. Then, the program stored in the ROM CPU executes will be described later to control the output of the engine, the information required by other ECU, for example, and the engine rotational speed and the outside air temperature T _Air (see FIG. 2) CAN Or output via communication.

  As shown in FIG. 2, the VSA_ECU 30 includes a microcomputer including a CPU 30a, a ROM 30c, a RAM 30d, a rewritable nonvolatile memory (midpoint value storage means) 30f, an input / output interface (not shown), a bus 30b for connecting them, and the like. The CPU 30a executes peripheral programs (in FIG. 2, “input / output interface circuit 30g”) and the like, and executes a program stored in the ROM to control the vehicle behavior. For example, the VSA_ECU 30 is disposed in the engine room 3.

As shown in FIG. 1, the VSA_ECU 30 includes a signal from a steering angle sensor S _HA that detects the steering angle δ (see FIG. 2) of the front wheels 2 _FL and 2 _{FR that} are steered wheels, and each wheel 2 _{FL of the} vehicle 1. , 2 _FR , 2 _RL , 2 _RR Wheel speed sensors S _VWFL , S _VWFR , S _VWRL , S _VWRR from each wheel speed sensor to detect the wheel speed V _W (see FIG. 2), in the engine room 3 A signal indicating the detected yaw rate γ (see FIG. 2) from the arranged yaw rate sensor (vehicle behavior sensor) S _Y, from a temperature sensor (vehicle behavior sensor temperature detection means) S _TY for detecting the temperature of the yaw rate sensor S _Y A signal indicating the yaw rate sensor temperature T _Y (see FIG. 2), a signal indicating the lateral acceleration α _X (see FIG. 2) from the lateral acceleration sensor Sα _X for detecting the lateral acceleration of the vehicle 1 and the like are input. .

Here, the yaw rate sensor temperature T _Y corresponds to "a temperature of the vehicle behavior sensor" described in the appended claims.
Hereinafter, the wheel _{2 FL, 2 FR, 2 RL} , 2 RR, wheel speed sensors _{S VWFL, S VWFR, S VWRL} , S VWRR and below which brake device _{B FL, B FR, B RL} , B RR is necessary to distinguish Unless otherwise, they are simply referred to as “wheel 2”, “wheel speed sensor S _VW ”, and “brake device B”.
Incidentally, the wheel speed sensor S _VW is a sensor that detects the rotational speed of the wheel 2 as the number of pulses per unit time.
Also, as a typical peripheral circuit, the input / output interface circuit 30g typically includes a sensor signal signal processing circuit such as a filter circuit and a CAN communication signal processing unit.

Note that the yaw rate sensor S _Y and the temperature sensor S _TY are incorporated in the VSA_ECU 30, for example. The yaw rate sensor S _Y uses, for example, a semiconductor element, and the detected value may vary with a change in temperature of the yaw rate sensor S _Y.

The VSA_ECU 30 hydraulically controls each brake device B (shown as “B _FL , B _FR , B _RL , B _RR ” in FIG. 1) provided on each wheel 2 _FL , 2 _FR , 2 _RL , 2 _RR individually. Is connected to a hydraulic circuit control unit 31a that drives a control valve (not shown) included in the hydraulic circuit 31 for brake control and outputs a control signal to the hydraulic circuit control unit 31a. The brake device B _FL , B _FR , B _RL , B _RR is controlled via the hydraulic circuit control unit 31 a by receiving a hydraulic signal from the control unit 31 a.
The VSA_ECU 30 is connected to the EPS_ECU 20 via the CAN communication line 50 and configured to be able to exchange data with each other. The VSA_ECU 30 outputs information such as the steering angle δ, the corrected yaw rate γ ^* , the lateral acceleration α _X , the vehicle speed VS, and the like to the EPS_ECU 20 via the CAN communication line 50, and via the CAN communication line 50 as necessary. Output control instruction information to the engine control ECU 13. Conversely, the VSA_ECU 30 acquires information on steering torque from the EPS_ECU 20 via the CAN communication line 50.

Next, referring to FIGS. 2 and 3, the midpoint value of the signal from the yaw rate sensor S _{Y in the} VSA_ECU 30, that is, the detection value from the yaw rate sensor S _Y when the yaw rate γ of the vehicle 1 is 0 is being learned. A point learning method will be described.
The CPU 30a of the VSA_ECU 30 includes a vehicle speed calculation unit 41, a midpoint learning condition establishment determination unit (a midpoint learning condition establishment determination unit) 42, a midpoint as a functional configuration unit realized by executing a program stored in the ROM 30c. A determination unit 43, a learning midpoint storage unit (middle point value storage unit) 44, a yaw rate correction unit (correction unit) 45, and a VSA control unit (vehicle behavior control device) 46 are included.
Here, the yaw rate sensor S _Y and midpoint learning condition establishment determining portion 42 in VSA_ECU30, midpoint determination unit 43, the learning midpoint storage unit 44, a yaw rate correcting unit 45, a nonvolatile memory 30f is described in the appended claims " This corresponds to the “vehicle behavior detection system”.

The vehicle speed calculation unit 41 reads a signal indicating the wheel speed V _W from each wheel speed sensor S _VW , calculates the vehicle speed VS of the vehicle 1, and outputs it to the midpoint learning condition establishment determination unit 42 and the VSA control unit 46.
Midpoint learning condition establishment determining unit 42 has a pre-stored midpoint learning condition data 42a in ROM 30c, the current vehicle speed VS, steering angle [delta], on the basis of the yaw rate γ is the steering torque T _rq and the detected value, It is determined whether or not the midpoint learning condition of the yaw rate sensor S _Y is satisfied, and if it is satisfied, a midpoint learning permission signal is output to the midpoint determination unit 43. Otherwise, a midpoint learning permission signal is not output to the midpoint determination unit 43.
Here, the current vehicle speed VS, steering angle [delta], the yaw rate γ is the steering torque T _rq and detection values, corresponding to "the behavior information of the vehicle" recited in the claims.

As for the midpoint learning condition, when any one of the following conditions A and B is satisfied, the midpoint learning condition establishment determining unit 42 determines that the midpoint learning condition is established.
<< Condition A >>
When the vehicle 1 has stopped for a predetermined time ΔTst and a predetermined time ΔTyaw shorter than the predetermined time ΔTst has elapsed since the vehicle 1 stopped.
<< Condition B >>
1. The fluctuation range of the yaw rate γ is within a predetermined value ΔYAW1.
2. Steering torque T _rq is within a predetermined value TRQ1.
3. The fluctuation range of the steering angle δ is within a predetermined value Δθ1.
4). The vehicle speed VS is equal to or higher than a predetermined value VEL1.
5.1. ~ 4. The state continues for time ΔT1.

The predetermined times ΔTst and ΔTyaw when the vehicle 1 of the condition A is stopped and the predetermined values of the condition B (ΔYAW1, TRQ1, Δθ1, VEL1, ΔT1) are the performance required for the vehicle 1, the steering angle sensor it may be set as appropriate based on such a sensitivity S _HA and the yaw rate sensor S _Y.

Midpoint determination unit 43, when receiving the signal of the midpoint learning permission from the midpoint learning condition establishment determining unit 42 compares the outside air temperature T _Air and yaw rate sensor temperature T _Y, outside air temperature T _Air and yaw rate sensor temperature If the difference in T _Y is smaller than the threshold value ε _TY , the current yaw rate γ that is the detected value is output to the learning midpoint storage unit 44 as the yaw rate midpoint value γ ₀ . Learning midpoint storing unit 44 stores the yaw rate midpoint gamma ₀ output from the midpoint determination unit 43 to the intermediate point data portion 44a of the nonvolatile memory 30f. The yaw rate correction unit 45 outputs the yaw rate γ ^* corrected by performing the midpoint correction to the current yaw rate γ that is the detected value to the VSA control unit 46. Furthermore, yaw rate correcting unit 45, the mid-point corrected yaw rate gamma ^*, and outputs the EPS_ECU20 via CAN communication.

The VSA control unit 46 controls the brake device B of each wheel 2 via the hydraulic circuit 31 based on the vehicle speed VS, the midpoint corrected yaw rate γ ^* , the steering angle δ, and the lateral acceleration α _X , 1 or when the driver operates the brake pedal P _B (see FIG. 1), the braking control is performed via the hydraulic circuit 31, and the wheel speed V _W of each wheel 2 is monitored at that time. ABS control is performed to prevent the wheel 2 from being locked.

Next, according to FIG. 3, illustrating a mid-point learning method of the yaw rate sensor S _Y.
In step S01, based on the current vehicle speed VS, steering angle δ, steering torque _Trq, and detected yaw rate γ, it is checked whether the midpoint learning condition of the yaw rate sensor S _Y is satisfied. If the midpoint learning condition is satisfied (Yes), the process proceeds to step S02, and if the midpoint learning condition is not satisfied (No), step S01 is repeated. In step S02, the midpoint determination unit 43 checks whether the difference between the outside air temperature T _Air and yaw rate sensor temperature T _Y is smaller than the threshold epsilon _TY. When the difference is smaller than the threshold value ε _TY (Yes), the midpoint determination unit 43 outputs the current yaw rate γ, which is the detected value, to the learning midpoint storage unit 44 as the yaw rate midpoint value γ ₀ , and proceeds to step S03. move on. If the difference is equal to or greater than the threshold value _εTY (No), the series of midpoint learning processing ends (end), and the process returns to step S01.

In step S03, the learning midpoint storage unit 44 reads the yaw rate midpoint value γ ₀ output from the midpoint determination unit 43 (“yaw rate midpoint learning process”), and then the midpoint data unit 44a of the nonvolatile memory 30f. (Step S04, “Yaw rate midpoint value storage”).
This middle point learning control of a series of the yaw rate sensor S _Y at ends.

According to this embodiment, the vehicle 1 (see FIG. 1) is the midpoint learning of the yaw rate sensor S _Y only in the yaw rate sensor temperature T _Y close to the outside air temperature T _Air is made, in the running state, that is, the engine external air room 3, and a highly accurate corrected yaw rate γ ^* can be obtained as the actual yaw rate of the vehicle 1 in a state where the temperature in the engine room 3 (see FIG. 1) is close to the outside air temperature T _Air . For example, when the vehicle 1 running state temperature in the engine room 3 is increased with time from when stopped, the temperature of the yaw rate sensor S _Y in stopped state by the high environment in the yaw rate sensor S _Y Point learning can be prevented.
If the yaw rate with high accuracy can be obtained, the EPS_ECU 20 can improve the accuracy of the reaction force control of the steering handle 21, and the behavior of the vehicle 1 felt by the driver and the rotation of the steering handle 21 of the driver. It can be suitably controlled without giving a sense of incongruity to the amount of dynamic operation.

In the present embodiment, the VSA_ECU 30 performs the midpoint learning of the yaw rate sensor S _Y , but is not limited thereto. The VSA_ECU 30 transmits the detected yaw rate γ to the EPS_ECU 20 via the CAN communication line 50, the midpoint learning is performed on the EPS_ECU 20 side as described above, and the midpoint corrected yaw rate γ ^* is converted to the CAN communication line. 50 may be transmitted to another ECU, for example, VSA_ECU 30, and used for VSA control. Further, the yaw rate γ, which is the detected value of the yaw rate sensor S _Y , is directly input to the EPS_ECU 20, the midpoint learning is performed by the EPS_ECU 20 side as described above, and the yaw rate γ ^* whose midpoint is corrected is transmitted via the CAN communication line 50. ECU, for example, VSA_ECU 30, may be used for VSA control.

"Temperature of the vehicle behavior sensor" in the claims, in the present embodiment, a yaw rate sensor temperature T _Y, at a temperature of the yaw rate sensor S _Y itself, may be the temperature of the environment in which the yaw rate sensor S _Y is placed.

1 Vehicle 3 Engine Room 5 Electric Power Steering Device 20 EPS_ECU (Vehicle Behavior Control Device)
21 Steering handle 30 VSA_ECU
30f Non-volatile memory (midpoint value storage means)
42 Midpoint learning condition establishment determination unit (midpoint learning condition establishment determination means)
42a Midpoint learning condition data 43 Midpoint determination unit 44 Learning midpoint storage unit (midpoint value storage means)
44a Midpoint data section 45 Yaw rate correction section (correction means)
46 VSA control unit (vehicle behavior control device)
50 CAN communication line S _Y yaw rate sensor (vehicle behavior sensor)
S _HA rudder angle sensor S _TY temperature sensor (vehicle behavior sensor temperature detection means)
S _Trq torque sensor S _TAir intake air temperature sensor (outside air temperature detection means)
T _Y yaw rate sensor temperature (temperature of a vehicle behavior sensor)
T _Air outside air temperature T _rq Steering torque (vehicle behavior information)
γ Yaw rate γ (vehicle behavior information)
VS vehicle speed (vehicle behavior information)
δ Rudder angle (vehicle behavior information)

Claims (2)

A vehicle behavior sensor midpoint learning method that acquires and stores a signal from a vehicle behavior sensor that is disposed in an engine room and detects a vehicle behavior as a midpoint value,
When the vehicle behavior information including at least the vehicle speed satisfies a preset midpoint learning condition of the vehicle behavior sensor,
Furthermore, when the difference between the temperature of the vehicle behavior sensor and the outside air temperature is less than a predetermined threshold value,
Obtain and store the signal from the vehicle behavior sensor as a midpoint value,
When the difference between the temperature of the vehicle behavior sensor and the outside air temperature is equal to or greater than a predetermined threshold value,
The vehicle behavior sensor midpoint learning method, wherein a signal from the vehicle behavior sensor is not acquired as a midpoint value. A vehicle behavior sensor disposed in the engine room for detecting the behavior of the vehicle, a midpoint value storage means for acquiring and storing a signal from the vehicle behavior sensor as a midpoint value, and the stored midpoint value A vehicle behavior detection system comprising: correction means that corrects a signal from the vehicle behavior sensor and outputs it to a vehicle behavior control device that controls the vehicle behavior,
Middle point learning condition establishment determination means for determining that the vehicle behavior information including at least the vehicle speed satisfies a preset middle point learning condition of the vehicle behavior sensor;
Vehicle behavior sensor temperature detecting means for detecting the temperature of the vehicle behavior sensor;
An outside air temperature detecting means for detecting the outside air temperature,
When the midpoint learning condition establishment determining means determines that the midpoint learning condition is satisfied,
Furthermore, when the difference between the detected temperature of the vehicle behavior sensor and the detected outside air temperature is less than a predetermined threshold, a signal from the vehicle behavior sensor is acquired as the midpoint value, Memorize in the midpoint value storage means,
When the difference between the detected temperature of the vehicle behavior sensor and the detected outside air temperature is equal to or greater than the threshold value, a signal is not acquired as a midpoint value from the vehicle behavior sensor. .

Images