JP2940369B2 - Detection yaw rate correction device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a detected yaw rate correction device applied to a four-wheel steering device for providing an auxiliary steering angle by yaw rate feedback control during front wheel steering.

[0002]

2. Description of the Related Art Conventionally, as a detected yaw rate correction device applied to a four-wheel steering device for giving an auxiliary steering angle to a rear wheel by yaw rate feedback control during front wheel steering, for example, Japanese Patent Application Laid-Open No. 62-261575 discloses Devices are known.

According to this conventional source, when a vehicle stop state is detected, a value corresponding to a deviation of a set detected yaw rate from a reference value is accumulated, and the reference value is updated based on the accumulation result. Accordingly, a technique for correcting a zero point shift of a detected yaw rate has been disclosed.

[0004]

However, in the above-described conventional detected yaw rate correction device, since the detected yaw rate is corrected to a zero point when a vehicle stop state is detected, for example, the vehicle is stopped. If the zero point shift due to the temperature drift of the yaw rate sensor occurs during long running without running, the zero point shift of the detected yaw rate is not corrected until the next stop, and the yaw rate feedback matches the actual yaw rate to the target yaw rate. In the rear wheel steering angle control, since the actual yaw rate in the offset state is used as the control information, the control is directly affected, the control accuracy is reduced, and the turning performance of the vehicle is deteriorated.

That is, although the prior art can cope with the aging of the yaw rate sensor in which the zero point offset gradually occurs over a long period of time, the zero point offset occurs during a short time while the vehicle is running. Temperature drift, sensor voltage change, etc.

Accordingly, the present applicant has filed a Japanese Patent Application No. 5-5825.
No. 1 application has proposed a technique for correcting a detected yaw rate zero point, which can correct a temperature drift of a yaw rate sensor while the vehicle is running. In this prior art, the yaw rate deviation between the calculated target yaw rate and the actual yaw rate is all used as yaw rate deviation information used for zero point correction.
The more the vehicle turns sharply, the larger the offset amount due to the variation of the vehicle and tires is included in the yaw rate deviation information, and the zero point correction accuracy deteriorates.
For this reason, in order to secure the zero point correction accuracy, the correction is performed only in a straight traveling state or a substantially straight traveling state within a certain vehicle speed range as a traveling condition. In other words, there remains a problem that it is not possible to cope with a case where a zero point offset occurs due to a temperature drift during turning.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems. An object of the present invention is to provide a yaw rate correction device for detecting a yaw rate detected by a yaw rate sensor mounted on a vehicle. When a zero point shift of the yaw rate sensor occurs due to a temperature drift or the like during traveling, the correction of the zero point shift is achieved immediately by responding.

[0008]

In order to achieve the above object, a detected yaw rate correction apparatus according to the present invention comprises a yaw rate sensor a for detecting a yaw rate applied to a vehicle, a yaw rate sensor a for detecting a vehicle speed, as shown in FIG. Vehicle speed detection means b, steering angle detection means c for detecting the steering angle, target yaw rate calculation means d for calculating the target yaw rate according to the vehicle speed and the steering angle, the yaw rate sensor value and the latest yaw rate zero correction An actual yaw rate calculating means e for calculating an actual yaw rate to be used for control based on the value, and a target yaw rate calculated value from the actual yaw rate calculated value.
A yaw rate deviation calculation unit f for calculating a yaw rate deviation obtained by subtracting the rapidly offset amount due to the vehicle variation
The yaw rate deviation value for the zero point correction is set by selecting only the calculated yaw rate deviation value for the yaw rate offset value equal to or greater than the turning corresponding yaw rate offset value that becomes larger as the turning speed increases, and the yaw rate deviation for the zero point correction is set. A zero point correction yaw rate deviation setting means g for setting the deviation to zero; a yaw rate deviation average value calculation means h for calculating an average value of the zero point correction yaw rate deviation set within a set time; and a yaw rate deviation average value. A yaw rate zero correction value setting means i for making a correction to increase the yaw rate zero correction value when the value is positive, and a correction for reducing the yaw rate zero correction value when the average yaw rate deviation value is negative to set the yaw rate zero correction value; Yaw rate zero correction that updates the updated yaw rate zero correction value as the latest yaw rate zero correction value Characterized in that it comprises an updating unit j, the.

[0009]

When the vehicle is running, the target yaw rate calculating means d calculates the target yaw rate according to the vehicle speed from the vehicle speed detecting means b and the steering angle from the steering angle detecting means c, and the actual yaw rate calculating means e calculates the yaw rate. The actual yaw rate used for control is calculated from the sensor value and the latest yaw rate zero correction value, and the yaw rate deviation calculating means f calculates the target yaw rate from the actual yaw rate calculated value.
The yaw rate deviation obtained by subtracting the site calculation value is calculated.
Then, the yaw rate deviation setting means g for zero point correction makes a sharp turn with the offset amount due to the variation in the vehicle.
Then, only the calculated yaw rate deviation value equal to or larger than the turning corresponding yaw rate offset value is selected as the yaw rate deviation used for the zero point correction, the yaw rate deviation for the zero point correction is set, and the other yaw rate deviations are zero. And the yaw rate deviation average value calculating means h
In, the average value of the zero point correction yaw rate deviation set within the set time is calculated, and the yaw rate zero correction value setting means i corrects the yaw rate zero correction value to be increased when the yaw rate deviation average value is positive, When the average value of the yaw rate deviation is negative, the yaw rate zero correction value is corrected to be reduced to set the yaw rate zero correction value, and the set yaw rate zero correction value is updated by the yaw rate zero correction value updating means j. It is updated as a correction value.

That is, despite performing the yaw rate feedback control, the actual yaw rate calculated value
When the yaw rate deviation obtained by subtracting the target yaw rate calculation value continues to be positive, it is estimated that the yaw rate zero point is offset to the negative side, and when the yaw rate deviation continues to be negative, the yaw rate zero point becomes It is estimated that it is offset to the positive side.

In the zero point correction yaw rate deviation setting means g, the part of the calculated yaw rate deviation value less than the yaw rate offset value corresponding to the turn is excluded from the zero point correction information, so that the running condition from straight running to high lateral acceleration turning can be obtained. Regardless, offset effects due to variations in vehicles, tires, and the like can be eliminated in advance.

Focusing on the above points, the yaw rate zero correction value setting means i corrects the yaw rate zero correction value in a direction to reduce the offset amount, and updates the corrected value as the latest yaw rate zero correction value. If a zero point shift of the yaw rate sensor a occurs due to a temperature drift or the like during traveling of the vehicle including turning, the zero point deviation can be corrected immediately in response.

[0013]

Embodiments of the present invention will be described below with reference to the drawings.

The configuration will be described.

FIG. 2 is an overall system diagram showing a four-wheel steering vehicle to which the detected yaw rate correction device according to the embodiment of the present invention is applied.

In FIG. 2, the front wheels 1 and 2 are steered by a steering handle 3 and a mechanical link type steering mechanism 4.
Done by This includes, for example, a steering gear, a pitman arm, a relay rod, side rods 5, 6, knuckle arms 7, 8, and the like.

The steering of the rear wheels 9, 10 is performed by an electric steering device 11. This rear wheel 9,
Between 10, the rack shaft 12, the side rods 13, 1
4. The rack tube 17 in which the rack 12 is inserted and connected by the knuckle arms 15 and 16 has a speed reduction mechanism 1
8, a motor 19 and a fail-safe solenoid 20 are provided.
Indicates a vehicle speed sensor 21 (corresponding to vehicle speed detecting means b), a front wheel steering angle sensor 22 (corresponding to steering steering angle detecting means c),
Rear steering angle sub sensor 23, rear steering angle main sensor 24,
Drive control is performed by a controller 26 that inputs signals from a yaw rate sensor 25 (corresponding to a yaw rate sensor a) and the like.

FIG. 3 is a sectional view showing a specific structure of the electric steering apparatus 11.

In FIG. 3, a rack tube 17 in which the rack 12 is inserted is fixed to the vehicle body via a bracket. Side rods 13 and 14 are connected to both ends of the rack 12 via ball joints 30 and 31. The reduction mechanism 18 includes a motor pinion 32 connected to the motor shaft of the motor 19, a ring gear 33 meshing with the motor pinion 32, and a rack pinion 35 fixed to the ring gear 33 and meshing with the rack gear 12a. Have been. Therefore, when the motor shaft of the motor 19 rotates, the rotation is transmitted to the motor pinion 32 → the ring gear 33 → the rack pinion 35, and the rack shaft 12 moves in the axial direction due to the engagement between the rotating rack pinion 35 and the rack gear 12a. The rear wheels 9, 10 are steered. This rear wheel 9,10
Is proportional to the amount of movement of the rack shaft 12, that is, the amount of rotation of the motor shaft.

The rack pinion 35 is provided with a rear steering angle main sensor 24 having a potentiometer structure for detecting a rear wheel steering angle based on the rotation amount.

The fail-safe solenoid 20 includes:
The lock pin 20a is provided so as to be able to advance and retreat, and when the electronic control system or the like fails, the lock shaft 20a is fitted into a lock groove 12b formed in the rack shaft 12 so that the rack shaft 12 and the rear wheels 9, 10 can be moved. It is fixed at a position to maintain the neutral steering angle position.

The operation will be described.

[Rear Wheel Steering Angle Control Operation] FIG. 4 is a flowchart showing the flow of the rear wheel steering angle control operation performed by the controller 26. Each step will be described below.

In step 40, the vehicle speed V, the steering angle θ, the actual yaw rate ψ's, and the rear steering angle main sensor value δ
rs is read.

Here, the actual yaw rate ψ's is calculated from the yaw rate sensor value Vψ 'from the yaw rate sensor 25 and the latest yaw rate zero correction memory value Vψ'om obtained by the detected yaw rate correction processing of FIG. .

In step 41, the rear wheel steering angle feedforward target value δRFF is calculated by the following equation based on a phase inversion delay control method using the vehicle speed V and the steering angle θ.
^* (Hereinafter, * represents a target value) is calculated.

ΔRFF ^* = kθ + τθ + τ′θ In step 42, when the rear wheel steering angle feedforward target value δRFF ^* is given using the actuator model, the rear wheel steering angle actuator is the amount by which the rear wheel steering actually steers the rear wheels. A wheel steering angle estimated value ΔRFF ^# (hereinafter, # represents an estimated value) is calculated.

Here, the actuator model is given by a transmission characteristic of an actual rear wheel steering angle obtained by driving an actual actuator in response to a rear wheel steering angle command value.

In step 43, an estimated yaw rate value ψ '^# is calculated using the vehicle model, assuming that the vehicle is running with the vehicle speed V, the steering angle θ, and the estimated rear wheel angle value δRFF ^# .

Here, as the vehicle model, for example, a linear two-degree-of-freedom plane vehicle model is used.

In step 44, an estimated yaw rate ψ's ^# is calculated from the estimated yaw rate ψ '^# using a yaw rate sensor model.

Here, the yaw rate sensor model is given by a transfer function based on an experimental result of a sensor dynamic characteristic such as a frequency response of the sensor.

In step 45, the yaw rate deviation ψ'e is calculated from the difference between the actual yaw rate ψ's and the estimated yaw rate ψ's ^# .

In step 46, the high-frequency noise included in the output of the yaw rate sensor 25 is removed by the feedback compensator-1 constituting a first-order lag filter.

The input signal of the feedback compensator-1 is ψ'e, and the output signal is ψ'ec1.

In step 47, the transient response of the vehicle to the disturbance is adjusted by the feedback compensator-2 constituting a first-order / first-order filter.

The input signal of the feedback compensator-2 is ψ'ec1 and the vehicle speed V, and the output signal is ψ'ec2.

In step 48, the feedback rear wheel steering angle command value δRFBO ^{* is} obtained by the feedback proportional gain Kp ^.
Is calculated.

The input signal of the proportional gain is ψ'ec2 and the vehicle speed V, and the output signal is δRFBO ^* .

In step 49, depending on the vehicle speed V, the following feedback was smoothly limits the maximum value of the feedback rear wheel steering angle command value DerutaRFBO ^* wheel steering angle limit command value DerutaRFBL ^* is calculated.

The input signals of the steering angle limiter are δRFBO ^* and the vehicle speed V, and the output signal is δRFBL ^* .

[0042] At step 50, a hysteresis is provided in a feedback rear wheel steering angle limit command value DerutaRFBL ^*, feedback rear wheel steering angle limit command value to remove the vibration of minute yaw rate by feedback DerutaRFBH ^* is calculated.

The input signal of this minute change absorber is δRFBL ^*
And the rear wheel steering angle feedback target value ΔRFB ^* , and the output signal is ΔRFBH ^* .

In step 51, the transfer characteristic set in the actuator control system is changed to a desired transfer characteristic by the actuator phase compensator constituting the secondary / secondary filter, and the rear wheel steering angle feedback target value δRFB ^* Is calculated.

The input signal of this actuator phase compensator is δRFBH ^* , and the output signal is δRFB ^* .

In step 52, the rear wheel steering angle feed forward target value δRFF ^* and the rear wheel steering angle feedback target value δ
Based on the sum with RFB ^* , a rear wheel steering angle target value ΔR ^* is calculated.

In step 53, a command (motor control current by PWM) for obtaining the rear wheel steering angle target value δR ^* is output using the rear steering angle main sensor value δrs and the robust model matching method.

[Detected Yaw Rate Correction Processing] FIG. 5 is a flowchart showing the flow of the detected yaw rate correction processing operation performed by the controller 26. Each step will be described below.

In step 60, the vehicle speed V, the steering angle θ, the yaw rate sensor value Vψ ', and the latest yaw rate zero correction memory value Vψ'om are read.

In step 61, the estimated yaw rate ψ's ^# is calculated based on the vehicle speed V and the steering angle θ in step 4 in FIG.
It is calculated by the same processing as in Steps 2 to 44 (corresponding to the target yaw rate calculating means d).

In step 62, the yaw rate sensor value V
The actual yaw rate ψ's is calculated from ψ 'and the latest yaw rate zero correction memory value Vψ'om (corresponding to the actual yaw rate calculating means e).

In step 63, the yaw rate deviation ψ'e is calculated from the difference between the actual yaw rate ψ's and the estimated yaw rate ψ's ^# (corresponding to the yaw rate deviation calculation means f).

In step 64, it is determined whether or not the yaw rate deviation absolute value | ψ'e | based on the calculation result in step 63 is equal to or larger than the steering angle corresponding offset value | θ · K1 |.

The proportional constant K1 of the steering angle corresponding offset value | θ · K1 | is obtained by an experiment or the like to obtain the offset amount of the yaw rate in each turning state represented by the steering steering angle θ due to the variation of the vehicle, the tire, and the like. Determined based on the experimental results.

In step 65, | ψ'e in step 64
If it is determined that | ≧ | θ · K1 |, the yaw rate deviation ψ′eo for zero point correction is calculated by the following equation.

Ψ′eo = ψ′e × ｛(| ψ′e | − | θ · K1 |) / | ψ′e |｝ At step 66, at step 64, | ψ'e | <| θ · K
If it is determined to be 1 |, the yaw rate deviation ψ′eo for zero point correction is set to ψ′eo = 0.

The above steps 64 to 66 correspond to the zero point correction yaw rate deviation setting means g.

In step 67, the zero point correction yaw rate deviation ψ'eo calculated in step 65 or 66 is sequentially stored.

In step 68, the elapsed time from the start of the memory in step 65 is the set time (for example, 10 seconds).
ec) It is determined whether or not the time has elapsed.

In step 69, when the time condition in step 67 is satisfied, the average yaw rate deviation ψ'eoave of a large number of zero point correction yaw rate deviations ψ'eo stored during the set time is calculated. (Corresponding to the yaw rate deviation average value calculating means h).

However, when ψ'eoave> 8 ° / s, ψ'eoa
ve = 8 ° / s, ψ'eoa when ψ'eoave <−8 ° / s
The upper limit and the lower limit of the average yaw rate deviation ψ′eoave are determined so that ve = −8 ° / s.

In step 70, it is determined whether the average value of the yaw rate deviation ψ'eoave is a positive value, a negative value, or 0.

In step 71, when it is determined that ψ'eoave> 0, the yaw rate zero correction value Vψ'o is changed to the next 1
0 seconds, every 2 seconds, for example, 0.005
(V) Increase by one. However, the increase amount of the yaw rate zero correction value Vψ'o is, for example, the average yaw rate deviation value ψ'e
5% or less of oave.

In step 72, when it is determined that ψ'eoave = 0, the yaw rate zero correction value Vψ'o is changed to the next 10
It remains as it is for sec.

In step 73, when it is determined that ψ'eoave <0, the yaw rate zero correction value Vψ'o is changed to the next 10
For example, 0.005 (V) every 2 seconds during the second
Decrease by one. However, the yaw rate zero correction value Vψ'o
Is, for example, 5% or more of the average yaw rate deviation ψ'eoave.

Steps 70 to 73 correspond to the yaw rate zero correction value setting means i.

In step 74, steps 71, 72,
73, the yaw rate zero correction value V
ψ′o is rewritten and stored as the latest yaw rate zero correction memory value Vψ′om (corresponding to the yaw rate zero correction value updating means j).

[Detected Yaw Rate Correction Operation] First, as shown in FIG. 6, when the yaw rate sensor value Vψ ′ from the yaw rate sensor 25 is −40 ° / s, 0.5 volt, 0
It is detected by a voltage value such as 2.5 volts at ° / s and 4.5 volts at 40 ° / s.

If the yaw rate sensor value Vψ ′ is offset due to temperature drift during vehicle running, fluctuations in the sensor voltage, etc., for example, 2. When the output is 5 volts, the yaw rate is detected to be zero, or conversely, when the yaw rate is zero, it is detected that the yaw rate is occurring.

Accordingly, when the yaw rate feedback control shown in FIG. 4 is performed without correcting the detected yaw rate at all and using the yaw rate sensor value Vψ 'as it is as the actual yaw rate, the accuracy of the rear wheel steering angle control is directly affected. Therefore, the intended turning performance cannot be obtained by the rear wheel steering angle control.

As described above, when the zero point shift of the yaw rate sensor 25 occurs, it is necessary to correct the zero point shift. In addition, this correction must be performed while the vehicle is running in order to cope with the temperature drift and the fluctuation of the sensor voltage. Have to do it. However, when the vehicle is running in which the yaw rate sensor value Vψ 'constantly changes due to the turning situation or the like, even if the yaw rate sensor value Vψ' is monitored, it cannot be corrected because there is no reference. However, when the vehicle stops, the occurrence of yaw rate is zero, and this can be used as a correction reference.

Therefore, the following three points have been focused on in the present invention.

[0073] (1) despite performing yaw rate feedback control for matching the actual yaw rate [psi's for the estimated yaw rate [psi's ^#, estimated yaw rate [psi's ^#
When the yaw rate deviation の 'e of the actual yaw rate ψ's continues to be positive, it is estimated that the yaw rate zero point is offset to the negative side, and when the yaw rate deviation ψ'e continues to be negative, It is estimated that the yaw rate zero point is offset to the positive side.

(2) If all the yaw rate deviations ψ′e calculated during running are used as the zero point correction yaw rate deviations, offset effects due to variations in vehicles, tires, etc. are directly affected, and As shown by the hatched portion in FIG. 7, the greater the steering angle θ and the sharper the turning condition, the greater the influence of the variation, and the lower the zero point correction accuracy. Therefore, of the calculated yaw rate deviation ψ′e, the portion less than the steering angle corresponding offset value | θ · K1 |, that is, the hatched area in FIG. Irrespective of the running condition of the vehicle, it is possible to eliminate in advance the influence of the offset due to variations in the vehicle, tires, and the like.

(3) If the calculated yaw rate deviation ψ'e is directly used as the zero point correction yaw rate deviation ψ'eo, (2)
As will be clear from the description in the above, the deviation amount includes the variation, and the amount excluding this deviation is used as the zero-point correction yaw rate deviation ψ'eo. The point correction accuracy can be improved.

Focusing on the above points, the yaw rate deviation ψ′e and the steering angle corresponding offset value | θ · K1 are determined in step 64 of FIG.
And only the yaw rate deviation ψ′e of 分 の ′ e ≧ | θ · K1 | is selected as the zero point correction information, and step 6 is performed.
A yaw rate deviation ψ'eo for zero point correction is calculated based on the yaw rate deviation ψ'e selected in steps 5 and 66, and step 67
The yaw rate deviation ゼ ロ 'e for zero point correction within the set time at ~ 69
The yaw rate deviation average value ψ 'eoave of o is calculated. When the yaw rate deviation average value ψ' eoave is positive, correction is made to increase the yaw rate zero correction value Vψ'o in steps 70 to 73, and the yaw rate deviation average value ψ ' When eoave is negative, a correction is made to reduce the yaw rate zero correction value Vψ'o, and the corrected value is updated as the latest yaw rate zero correction memory value Vψ'om.

According to the detected yaw rate correction processing, when a zero point shift of the yaw rate sensor 25 occurs due to a temperature drift or the like during vehicle running including turning, the zero point shift can be corrected immediately to respond. Thereby, high rear wheel steering angle control accuracy that can always obtain the target turning performance can be secured.

The effect will be described.

(1) In the yaw rate correction device detected by the yaw rate sensor 25 mounted on the vehicle, the yaw rate deviation ψ′e and the steering angle offset value | θ ·
K1 |, and only the yaw rate deviation ψ'e for ψ'e ≧ | θ · K1 | is selected as the zero point correction information, and the yaw rate deviation for zero point correction is selected based on the selected yaw rate deviation ψ'e. ψ'eo is calculated, and the yaw rate deviation 点 'eoave for the zero point correction within the set time ψ'eo is calculated. When the yaw rate deviation average ψ'eoave is positive, the yaw rate zero correction value Vψ' o, the yaw rate deviation average value ψ'eoave is negative, the yaw rate zero correction value Vψ'o is corrected, and the corrected value is updated as the latest yaw rate zero correction memory value Vψ'om. Since the device is used, when the zero point shift of the yaw rate sensor occurs due to temperature drift or the like during vehicle running including turning, correction of the zero point shift can be achieved immediately by responding.

(2) The selected yaw rate deviation ψ′e is not used for zero point correction as it is, but the yaw rate for zero point correction excluding the offset due to the variation of the vehicle or the tire based on the yaw rate deviation ψ′e. Since the deviation ψ'eo is calculated, the accuracy of zero point correction during turning can be improved.

(3) When it is determined that the average value of the yaw rate deviation ψ'eoave is a positive value or a negative value, the yaw rate zero correction value Vψ'o is corrected little by little every 2 seconds during the next 10 seconds. Therefore, a change in vehicle behavior due to the execution of the yaw rate zero correction can be suppressed to a small value.

(4) The amount of increase and decrease of the yaw rate zero correction value Vψ'o in one yaw rate zero correction is limited to a predetermined ratio or less with respect to the average yaw rate deviation value ψ'eoave. Therefore, in the case of a zero point shift of the yaw rate sensor 25 due to straight running on an inclined road surface, the correction amount of the zero point shift is suppressed to be small, and the rear wheel steering angle control accuracy during the subsequent normal turning is ensured. Can be.

Although the embodiments have been described with reference to the drawings, the specific configuration is not limited to the embodiments, and any changes or additions without departing from the gist of the present invention are included in the present invention. It is.

For example, in the embodiment, an example is shown in which the detected yaw rate correction device is applied to a four-wheel steering vehicle. However, an on-vehicle control system for controlling the yaw rate of the vehicle by distributing the braking force and the driving force of the left and right wheels, etc. The present invention can be applied to those using an actual yaw rate as control information.

In the embodiment, in the detected yaw rate correction processing shown in FIG. 5, the estimated yaw rate, the actual yaw rate,
Although the example of calculating the yaw rate deviation has been described, the calculation result obtained in the rear wheel steering angle control processing shown in FIG. 4 may be taken in to perform the detected yaw rate correction processing.

In the embodiment, the yaw rate offset value corresponding to the steering angle is used as the yaw rate offset value corresponding to the turning. However, the yaw rate offset value corresponding to the lateral acceleration, the yaw rate offset value corresponding to the steering angle / vehicle speed, or the like may be used. .

[0087]

As described above, according to the present invention, the actual yaw rate calculation is performed by the detected yaw rate correction device which is detected by the yaw rate sensor mounted on the vehicle.
Yaw rate deviation from target yaw rate calculation value
Calculate the difference and use the offset amount due to vehicle
Only the calculated yaw rate deviation value that is equal to or greater than the yaw rate offset value corresponding to the turning that becomes larger as the vehicle is turning is selected as the yaw rate deviation used for the zero point correction, and the yaw rate deviation for the zero point correction is set. A zero point correction yaw rate deviation setting means for setting the yaw rate deviation to zero is provided, an average value of the zero point correction yaw rate deviation is calculated, and when the yaw rate deviation average value is positive, the yaw rate zero correction value is increased, and the yaw rate correction value is increased. When the average deviation value is negative, the yaw rate zero correction value is corrected to be reduced, and the yaw rate zero correction value setting means for setting the yaw rate zero correction value is provided. In the event of a zero shift, respond immediately to achieve the zero shift correction An effect that can be obtained.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to claims showing a detected yaw rate correction device of the present invention.

FIG. 2 is an overall system diagram showing a four-wheel steering vehicle to which the detected yaw rate correction device of the embodiment is applied.

FIG. 3 is a cross-sectional view of the electric steering device of the embodiment device.

FIG. 4 is a flowchart illustrating a flow of a rear wheel steering angle control operation performed by a controller of the embodiment device.

FIG. 5 is a flowchart illustrating a flow of a detected yaw rate correction processing operation performed by a controller of the embodiment device.

FIG. 6 is a graph showing sensor output characteristics from a yaw rate sensor.

FIG. 7 is a characteristic diagram of a yaw rate offset value corresponding to a steering angle.

[Explanation of symbols]

 a yaw rate sensor b vehicle speed detecting means c steering steering angle detecting means d target yaw rate calculating means e actual yaw rate calculating means f yaw rate deviation calculating means g yaw rate deviation setting means for zero point correction h yaw rate deviation average value calculating means i yaw rate zero correction value setting Means j Yaw rate zero correction value updating means

Continuation of front page (58) Field surveyed (Int. Cl. ⁶ , DB name) B62D 6/00 B62D 7/14

Claims (1)

(57) [Claims] 1. A yaw rate sensor for detecting a yaw rate applied to a vehicle, a vehicle speed detecting means for detecting a vehicle speed, a steering angle detecting means for detecting a steering angle, and calculating a target yaw rate according to the vehicle speed and the steering angle. Target yaw rate calculating means, real yaw rate calculating means for calculating an actual yaw rate used for control based on the yaw rate sensor value and the latest yaw rate zero correction value, and subtracting the target yaw rate calculated value from the actual yaw rate calculated value.
A yaw rate deviation calculating means for calculating a yaw rate deviation , and a sharp turn with an offset amount due to vehicle variation.
Only the calculated value of the yaw rate deviation that is greater than or equal to the yaw rate offset value corresponding to the turning that becomes larger as the yaw rate deviation is used as the yaw rate deviation used for the zero point correction, and the yaw rate deviation for the zero point correction is set. A yaw rate deviation setting means for zero point correction to be set; a yaw rate deviation average value calculating means for calculating an average value of the yaw rate deviation for zero point correction set within a set time; and a yaw rate zero correction when the average value of the yaw rate deviation is positive. A yaw rate zero correction value setting means for correcting the value to be increased, and for correcting the yaw rate zero correction value when the average yaw rate deviation value is negative, and setting the yaw rate zero correction value. Means for updating the yaw rate zero correction value to be updated as the latest yaw rate zero correction value. A detection yaw rate correction device characterized in that: