JP4719130B2 - Vehicle behavior control device - Google Patents

Description

  The present invention relates to a vehicle behavior control apparatus that controls the behavior of a vehicle using a yaw rate sensor.

As this type of vehicle behavior control device, there is one that performs zero point correction of a yaw rate sensor. For example, the following Patent Document 1 describes the following vehicle behavior control device. First, the output of the yaw rate sensor is differentiated during a period in which the vehicle is stopped, and the rotation of the vehicle is detected based on the differentiated output. Then, while the vehicle is stopped, the output of the yaw rate sensor is set to zero and zero point correction is performed, and during the rotation period of the vehicle, zero point correction of the yaw rate is not performed.
Japanese Patent Laid-Open No. 11-148828

  In the vehicle behavior control device described in Patent Document 1 described above, if the zero point of the yaw rate sensor cannot be corrected when the vehicle is continuously running and the zero point of the yaw rate sensor drifts during continuous running, appropriate behavior control is performed. There is a problem that cannot be done.

  On the other hand, if the zero point correction of the yaw rate sensor is performed while the vehicle is traveling, an error in the zero point correction becomes large depending on the traveling state, the road surface state, and the like. For this reason, an error occurs in the output of the yaw rate sensor, and there is a possibility that appropriate behavior control cannot be performed.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle behavior control device that prevents inappropriate behavior control caused by an error in zero point correction of a yaw rate sensor.

  A vehicle behavior control device according to the present invention is a vehicle behavior control device that performs vehicle behavior control using a yaw rate sensor, and calculates a zero point correction output during stop of the yaw rate sensor while the vehicle is stopped. And starting the behavior control based on the traveling zero point calculating means for calculating the traveling zero point correction output of the yaw rate sensor while the vehicle is traveling, and the stopping zero point correction output and the traveling zero point correction output. Threshold setting means for setting the start threshold value of the vehicle, and control means for starting behavior control based on the start threshold value. The difference from the point correction output exceeds the first predetermined value, and the difference between the number of calculations by the stop zero point calculation means and the number of calculations by the running zero point calculation means within a predetermined time is equal to or greater than the second predetermined value. in case of, Characterized by setting a higher start threshold value as compared with the case where the difference between traveling in zero point correction and output zero-point correction output CANCEL does not exceed the first predetermined value.

  The present invention has been made based on the following findings found by the present inventors. First, when the difference between the zero point correction output during stop and the zero point correction output during traveling of the yaw rate sensor is small, it is considered that the error between the zero point correction output during stop and the zero point correction output during traveling is small. If the difference between the stopping zero point correction output and the traveling zero point correction output is large, it is considered that either one of the stopping zero point correction output and the traveling zero point correction output has a large error.

  Therefore, if the difference between the zero point correction output during stoppage of the yaw rate sensor and the zero point correction output during running is large, the start threshold value for starting the vehicle behavior control is set high, and the behavior control is performed. It is conceivable to make the process difficult to start. However, if the difference in the zero point correction output is large due to a large error in the zero point correction output during driving, setting the start threshold value for starting the vehicle behavior control to stabilize the vehicle behavior It becomes difficult to start the control to be unnecessary.

There, it exceeds a predetermined value the difference between traveling in zero point correction output and stop in zero point correction output, and, when the error of traveling in the zero point correction output is determined to be small, the zero point correction is stopped The start threshold value is set higher than when the difference between the output and the running zero point correction output exceeds a predetermined value and the error of the running zero point correction output is large. As a result, when the difference between the running zero point correction output determined to have a small error and the stopping zero point correction output exceeds the first predetermined value, the start threshold value is set large, and the behavior control is appropriately performed. It becomes difficult to start. Accordingly, it is possible to prevent inappropriate behavior stabilization control due to an error in the zero point correction of the yaw rate sensor.

  The present inventors have further studied and devised a method for determining that the error of the zero point correction output during traveling is large. That is, while the difference between the number of times of calculation of the zero point correction output during stoppage within the predetermined time and the number of times of calculation of the zero point correction output during travel is substantially equal, When the difference between the two becomes large, it can be determined that the error of the zero point correction output during traveling is large.

  Therefore, in the present invention, when setting the threshold value for starting behavior control by the threshold value setting means, the difference between the zero point correction output during stop and the zero point correction output during traveling exceeds the first predetermined value, and When the difference between the number of times of calculation of the zero point correction output during stoppage and the number of times of calculation of the zero point correction output during traveling exceeds the second predetermined value within a predetermined time, the threshold value for starting behavior control is set high. As a result, the running zero point correction output, which is considered to be relatively accurate, is compared with the stopping zero point correction output, and when the difference exceeds the first predetermined value, the start threshold value is set large. This makes it difficult for behavior control to be started properly. Accordingly, it is possible to prevent inappropriate behavior stabilization control due to an error in the zero point correction of the yaw rate sensor.

  Preferably, the threshold value setting means sets the start threshold value higher as the difference between the stopping zero point correction output and the running zero point correction output is larger. In this case, inappropriate behavior stabilization control can be more effectively prevented.

  Preferably, the second predetermined value is 1. In this case, the fact that the difference between the number of times of calculation of the zero point correction output during stoppage within the predetermined time and the number of times of calculation of the zero point correction output during travel is smaller than the second predetermined value means This means that the number of times calculated by and the number of times calculated by the traveling zero point calculating means are the same. By setting in this way, it is possible to more accurately determine the magnitude of the error in the zero point correction output during traveling and prevent the start threshold from being set unnecessarily high, and improper behavior stabilization control. Further, it can be effectively prevented.

  According to the vehicle behavior control device of the present invention, it is possible to prevent inappropriate behavior control caused by an error in the zero point correction of the yaw rate sensor.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram of a vehicle behavior control apparatus according to an embodiment of the present invention. As shown in FIG. 1, the vehicle behavior control device C according to the present embodiment is a device that detects the behavior state of the vehicle and performs control so as to stabilize the behavior of the vehicle.

The vehicle behavior control device C is provided with an ECU (Electronic Control Unit) 1. E
The CU 1 is an electronic control unit that controls the entire apparatus, and includes, for example, a CPU, a ROM, a RAM, an input signal circuit, an output signal circuit, a power supply circuit, and the like.

  The vehicle behavior control device C is provided with a master cylinder pressure sensor 2, a throttle opening sensor 3, and a wheel speed sensor 4. Detection signals of the master cylinder pressure sensor 2, the throttle opening sensor 3, and the wheel speed sensor 4 are output to the ECU 1. The master cylinder pressure sensor 2 is a sensor that detects the pressure of the master cylinder. The throttle opening sensor 3 is a sensor that detects the throttle opening of the throttle valve. The wheel speed sensor 4 is a sensor that detects the wheel speed of each vehicle.

  Further, the vehicle behavior control device C is provided with a yaw rate sensor 5, a lateral acceleration sensor 6, a longitudinal acceleration sensor 7, and a steering angle sensor 8. The detection signals of the yaw rate sensor 5, the lateral acceleration sensor 6, the longitudinal acceleration sensor 7, and the steering angle sensor 8 are output to the ECU 1. The yaw rate sensor 5 is a sensor that detects the yaw rate of the vehicle. The lateral acceleration sensor 6 is a sensor that detects lateral acceleration of the vehicle. The longitudinal acceleration sensor 7 is a sensor that detects the longitudinal acceleration of the vehicle. The steering angle sensor 8 is a sensor that detects the steering angle of the steering wheel.

  The vehicle behavior control device C is provided with a brake actuator 10 and a throttle actuator 20. The brake actuator 10 and the throttle actuator 20 operate based on a control signal output from the ECU 1. The brake actuator 10 is an actuator that adjusts the brake hydraulic pressure, and is installed in the middle of the hydraulic piping connecting the master cylinder and the wheel cylinder. The throttle actuator 20 is an actuator that opens and closes a throttle valve.

  Next, operation | movement of the vehicle behavior control apparatus C of this embodiment is demonstrated.

  The vehicle behavior control device C according to the present embodiment detects the vehicle state, determines whether or not the behavior control start condition is satisfied based on the vehicle state, and determines that the behavior control start condition is satisfied. Starts behavior stabilization control. For example, information on steering angle, vehicle speed, vehicle yaw rate, and vehicle lateral acceleration is acquired based on detection signals from various sensors, and the vehicle state is detected based on the steering angle, vehicle speed, vehicle yaw rate, and vehicle lateral acceleration. To do. When it is determined that the vehicle state has become a predetermined skidding state, behavior stabilization control is performed to reduce the driving force of the vehicle and to apply a predetermined braking force to the vehicle to suppress the skidding of the vehicle.

  In general, the output of the yaw rate sensor 5 drifts due to a change in ambient temperature, a change with time, etc., so the vehicle behavior control device C executes a zero point correction process for the yaw rate sensor 5. For example, when the vehicle is stopped or running and a predetermined condition is satisfied, the zero point correction output YR0S during stoppage or the zero point correction output YR0M during run of the yaw rate sensor 5 is calculated, and the value Is the zero point of the yaw rate sensor 5. However, the traveling zero point correction output YR0M of the yaw rate sensor 5 calculated during traveling of the vehicle has a large error depending on the traveling state, the road surface state, and the like. As a result, an error occurs in the output of the yaw rate sensor 5, and there is a possibility that appropriate behavior control cannot be performed.

  Therefore, the vehicle behavior control apparatus C sets a start threshold Th for starting behavior stabilization control in the procedure shown in FIG. FIG. 2 is a schematic flowchart of a start threshold setting process in the vehicle behavior control apparatus according to the present embodiment.

  When the difference between the zero point correction output YR0S during stoppage of the yaw rate sensor and the zero point correction output YR0M during travel is equal to or less than the first predetermined value A (No in step S1), the zero point correction output YR0S during stoppage and travel It is considered that both errors of the zero point correction output YR0M are small and the zero point correction of the yaw rate sensor 5 is appropriately performed. Therefore, in this case, the first threshold value Th1 is set as the start threshold value Th (step S2). The first threshold value Th1 is a positive numerical value.

  When the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M is larger than the first predetermined value A (Yes in step S1), the error of the traveling zero point correction output YR0M is small ( If it is determined that the accuracy is high) (Yes in step S3), the zero point correction of the yaw rate sensor 5 may not be appropriately performed. Therefore, in this case, the sum (Th1 + Th2) of the first threshold value Th1 and the second threshold value Th2 is set as the start threshold value Th (step S4). That is, the start threshold value Th is expanded. The second threshold value Th2 is a positive numerical value. Therefore, the start threshold value Th is set high. Therefore, it is difficult to enter the behavior stabilization control, and it is possible to prevent the behavior stabilization control from being performed inappropriately.

  Further, when the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M is larger than the first predetermined value A (Yes in step S1), the error of the traveling zero point correction output YR0M is If it is determined that it is large (No in step S3), the error between the running zero point correction output YR0M is large, so the difference between the stopping zero point correction output YR0S and the running zero point correction output YR0M is the first difference. It is thought that it became larger than the predetermined value A. Therefore, the first threshold value Th1 is set as the start threshold value Th (step S2).

  As described above, when it is determined that the error of the traveling zero point correction output YR0M is large, the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M is larger than the first predetermined value A. Even in this case, the start threshold value Th is not enlarged. The error of the running zero point correction output YR0M is that the difference between the stopping zero point correction output and the running zero point correction output exceeds the first predetermined value A, and the stopping zero point correction output within the predetermined time Tht. When the difference between the number of times of calculation of YR0S and the number of times of calculation of the running zero point correction output YR0M is smaller than the second predetermined value, it is determined to be large. The second predetermined value is set to “1”, for example.

  A behavior control start threshold setting method in the vehicle behavior control apparatus C will be specifically described. FIG. 3 is a timing chart when the start threshold value Th is not expanded in the vehicle behavior control apparatus according to the present invention. The horizontal axis of each graph in FIG.

  The vertical axis of the graph in FIG. 3A indicates the value YR of the yaw rate sensor within the predetermined time Tht. Point P1 indicates the timing when the vehicle is stopped, the calculation condition of the zero point correction output YR0S during stop is satisfied, and the zero point correction output YR0S during stop is calculated. That the vehicle is stopped is determined to be stopped when the MAX value in the wheel speed sensor 4 of each wheel is zero, for example. Alternatively, it may be determined that the vehicle is stopped by detecting that the shift lever of the transmission is in the P (parking) range.

  The calculation conditions of the zero point correction output YR0S during the stop are, for example, that the yaw rate sensor 5 has not failed and that the output value of the yaw rate sensor 5 is not greater than a predetermined output value. The calculation process of the zero point correction output YR0S during stop is a process of setting the output value of the yaw rate sensor 5 while the vehicle is stopped as a zero output value. For example, the output value of the yaw rate sensor 5 is read a plurality of times at predetermined time intervals, and the average value of the output values is calculated and set as a zero output value.

  Point P2 indicates a timing at which the calculation condition of the traveling zero point correction output YR0M is satisfied and the traveling zero point correction output YR0M is calculated. The calculation condition of the traveling zero point correction output YR0M is, for example, that the output of the yaw rate sensor 5 is not larger than a predetermined output value and the steering angle is not larger than the predetermined steering angle value. Further, it may be added to the calculation conditions that the lateral acceleration is larger than a predetermined lateral acceleration value and that the difference between the left and right wheel speeds is not larger than a predetermined value.

  The calculation process of the zero point correction output YR0M during traveling is a process of setting the output value of the yaw rate sensor 5 while the vehicle is traveling as a zero output value. For example, the output value of the yaw rate sensor 5 is read a plurality of times at predetermined time intervals, and the average value of the output values is calculated and set as a zero output value.

  The vertical axis of the graph of FIG. 3B indicates the number of times CT1 in which the stopped zero point correction output YR0S is calculated within the predetermined time Tht. The number of computations CT1 of the stopping zero point correction output YR0S is counted each time the stopping zero point correction output YR0S is calculated.

  The vertical axis of the graph of FIG. 3C indicates the number of times of calculation CT2 in which the traveling zero point correction output YR0M is calculated within the predetermined time Tht. The calculation count CT2 of the traveling zero point correction output YR0M is counted each time the traveling zero point correction output YR0M is calculated.

  The vertical axis of the graph in FIG. 3D indicates the time T within the predetermined time Tht. The vertical axis of the graph in FIG. 3 (e) indicates the vehicle speed. The vertical axis of the graph in FIG. 3F indicates the value of the permission flag F. The permission flag F is a flag indicating whether to permit or prohibit the enlargement of the vehicle control start threshold value. “0” indicates prohibition, and “1” indicates permission. The initial value is set to “0” until the predetermined time Tht is reached.

  The vertical axis of the graph of FIG. 3G indicates whether or not the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M exceeds the first predetermined value A. The vertical axis of the graph of FIG. 3 (h) indicates that the start threshold value is set to the first threshold value Th1, or is expanded and set to the sum of the first and second threshold values (Th1 + Th2). Indicates whether or not

  When the time T is the predetermined time Tht, the magnitude of the error of the traveling zero point correction output YR0M is determined. In FIG. 3, when the time T is the predetermined time Tht, the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M exceeds the first predetermined value A, and the stopping zero point correction Since the difference between the calculation number CT1 (= 4 times) of the output YR0S and the calculation number CT2 (= 4 times) of the running zero point correction output YR0M is zero, it is smaller than the second predetermined value “1”. Therefore, in this case, it is determined that the error of the traveling zero point correction output YR0M is large. Therefore, according to the flowchart shown in FIG. 2, the permission flag F is set to “0” at the timing when the time T becomes the predetermined time Tht, and the start threshold Th is set to the first threshold Th1. The

  FIG. 4 is a timing chart when the start threshold value Th is expanded in the vehicle behavior control apparatus according to the present invention. The horizontal and vertical axes in FIGS. 4A to 4H correspond to FIGS. 3A to 3H, respectively.

  In FIG. 4, when the time T is the predetermined time Tht, the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M exceeds the first predetermined value A, and the stopping zero point correction The difference between the calculation number CT1 (= 4 times) of the output YR0S and the calculation number CT2 (= 3 times) of the running zero point correction output YR0M is 1, which is equal to or greater than the second predetermined value “1”. Therefore, in this case, it is determined that the error of the traveling zero point correction output YR0M is small. Therefore, according to the flowchart shown in FIG. 2, the permission flag F is set to “1” at the timing when the time T becomes the predetermined time Tht, and the start threshold value Th is the first and second threshold values. The sum (Th1 + Th2) is set.

  Subsequently, the behavior control start threshold setting process in the vehicle behavior control device C will be described in detail including a determination procedure of the error magnitude of the traveling zero point correction output YR0M. 5 and 6 are detailed flowcharts of the behavior control start threshold setting process in the vehicle behavior control apparatus according to the present embodiment. The control process of FIGS. 5 and 6 is repeatedly executed at predetermined time intervals by the ECU 1 from the time of ignition on, for example. Note that the calculation times CT1, CT2 and time T are set to 0 as initial conditions of this process.

  First, it is determined whether or not the vehicle is stopped (step S11). If it is determined that the vehicle is not stopped (No in step S11), it is determined whether or not a calculation condition for the running zero point correction output YR0M is satisfied (step S12). When it is determined that the calculation condition for the traveling zero point correction output YR0M is satisfied (Yes in step S12), the traveling zero point correction output YR0M is calculated (S13). Then, the calculation count CT2 within the predetermined time Tht of the traveling zero point correction output YR0M is incremented by 1 (step S14).

  On the other hand, when it is determined that the calculation condition for the traveling zero point correction output YR0M is not satisfied (No in step S12), the previous value holding process for the traveling zero point correction output YR0M is performed (step S15). The previous value holding process of the running zero point correction output YR0M is a process of holding the previously calculated running zero point correction output YR0M without updating it. Then, the process proceeds to step S20.

  If it is determined in step S11 that the vehicle is stopped (Yes in step S11), it is determined whether or not the calculation condition for the stopping zero point correction output YR0S is satisfied (step S16). When it is determined that the calculation condition for the stopping zero point correction output YR0S is satisfied (Yes in step S16), the calculation processing for the stopping zero point correction output YR0S is performed (S17). Then, the calculation count CT1 within the predetermined time Tht of the stopping zero point correction output YR0S is incremented by 1 (step S18).

  On the other hand, when it is determined that the calculation condition of the stopping zero point correction output YR0S is not satisfied (No in step S16), the previous value holding process of the stopping zero point correction output YR0S is performed (step S19). The previous value holding process of the stopping zero point correction output YR0S is a process of holding the previously calculated stopping zero point correction output YR0S without updating it.

  Subsequently, it is determined whether or not the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M exceeds a first predetermined value A (step S20). When it is determined that the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M is equal to or less than the first predetermined value A (No in step S20), the permission flag F is set to 0 ( Step S21). That is, here, it is determined that the errors in both the stopping zero point correction output YR0S and the traveling zero point correction output YR0M are small, and that the zero point correction of the yaw rate sensor 5 is appropriately performed, and vehicle control starts. It is set not to enlarge the threshold.

  If it is determined that the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M exceeds the predetermined value A (Yes in step S20), it is determined whether or not the time T is the predetermined time Tht. (Step S22). If the time T is not the predetermined time Tht (No in step S22), the process proceeds to step S28. Thereby, the permission flag F becomes a value set last time. If the time T is the predetermined time Tht (Yes in step S22), the difference between the number of times CT1 calculated for the stopping zero point correction output YR0S and the number of times CT2 calculated for the running zero point correction output YR0M is the second predetermined value Thct ( = 1) It is determined whether it is smaller (step S23).

  When the difference between the calculation number CT1 of the zero point correction output YR0S during stoppage and the calculation number CT2 of the zero point correction output YR0M during travel is equal to or greater than the second predetermined value Thct (= 1) (No in step S23), the vehicle is traveling It is determined that the error of the zero point correction output YR0M is small (step S24), and the permission flag F is set to “1” (step S25). When the difference between the number of times of calculation CT1 of the zero point correction output YR0S during stoppage and the number of times of calculation CT2 of the zero point correction output YR0M during traveling is smaller than the second predetermined value Thct (= 1) (Yes in step S23), zero during traveling It is determined that the error of the point correction output YR0M is large (step S26), and the permission flag F is set to “0” (step S27).

  Then, it is determined whether or not the permission flag F is “1” (step S28). When the permission flag F is “0” (No in step S28), the start threshold Th is set to the first threshold Th1 (step S29). When the permission flag F is “1” (Yes in Step S28), the start threshold Th is set to the sum (Th1 + Th2) of the first and second thresholds (Step S30). In this case, since the start threshold value for behavior stabilization control is set high, it becomes difficult to enter behavior stabilization control.

  Subsequently, when the time T is greater than Tht (No in step S31), the number of times CT1 of the stopping zero point correction output YR0S, the running zero point correction output YR0M, and the time T are cleared to 0 (step) S32). When the time T is equal to or less than Tht (Yes in step S31), 1 is added to the time T (step S33).

  Then, stabilization behavior control of the vehicle is performed (step S34). The behavior stabilization control is processing for controlling the behavior state of the vehicle when the behavior state of the vehicle exceeds the behavior control start threshold Th. For example, the braking / driving force of the vehicle is controlled when the difference between the estimated yaw rate of the vehicle estimated from the vehicle speed and the steering angle and the actual yaw rate detected by the yaw rate sensor 5 exceeds the behavior control start threshold Th. This stabilizes the vehicle behavior.

  In the above, step S13 shown in FIG. 5 constitutes a traveling zero point calculating means for calculating the traveling zero point correction output YR0M of the yaw rate sensor 5 while the vehicle is traveling. Step S17 shown in FIG. 5 constitutes a stop zero point calculation means for calculating the stop zero point correction output YR0S of the yaw rate sensor 5 while the vehicle is stopped. Steps S20 to S30 shown in FIGS. 5 and 6 are performed when the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M exceeds the first predetermined value A, and the stopping is performed within the predetermined time Tht. When the difference between the number of calculations by the zero point calculation means and the number of calculations by the travel zero point calculation means is equal to or greater than the second predetermined value Thct, the stop zero point correction output YR0S and the travel zero point correction output YR0M Threshold setting means for setting the start threshold value higher than when the difference does not exceed the first predetermined value A is configured. Step S34 shown in FIG. 6 constitutes control means for starting behavior control based on the start threshold value.

  As described above, in the vehicle behavior control apparatus C according to the present embodiment, the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M exceeds the first predetermined value A, and the predetermined time Tht. If the difference between the number of times of calculation CT1 of the zero point correction output YR0S during stop and the number of times CT2 of calculation of the zero point correction output YR0M during running is equal to or greater than the second predetermined value “1”, the zero point correction output during stop The start threshold value is set higher than the start threshold value Th1 when the difference between YR0S and the running zero point correction output YR0M does not exceed the first predetermined value A. As a result, the running zero point correction output YR0M, which has been determined to be relatively accurate, is compared with the stopping zero point correction output YR0S, and when the difference exceeds the first predetermined value A, the start threshold is reached. A large value is set, and behavior control becomes difficult to start. Therefore, inappropriate behavior stabilization control caused by an error in the zero point correction of the yaw rate sensor can be prevented.

  Further, even when the vehicle is traveling, if a predetermined calculation condition is satisfied, a zero point correction output during traveling of the yaw rate sensor 5 is calculated, and zero point correction is performed. For this reason, the zero output value of the yaw rate sensor 5 can be frequently corrected, and even when the output of the yaw rate sensor 5 drifts abruptly, it is possible to cope with it, and appropriate behavior control can be ensured.

  In the present embodiment, the behavior control start threshold Th may be set according to the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M. For example, as shown in FIG. 7, a control map is set in which the second threshold Th2 is increased as the difference (| YR0S−YR0M |) between the zero point correction output YR0S during stoppage and the zero point correction output YR0M during travel increases. In addition, the behavior control start threshold Th is set by setting the second threshold Th2 using this control map. In this case, the greater the difference between the zero point output during stoppage and the zero point output during travel, the higher the behavior control start threshold is set, and the more difficult it is to enter behavior control. As a result, it is possible to prevent inappropriate behavior control.

  The determination of the error of the traveling zero point correction output YR0M may be performed as follows. That is, the difference between the stopping zero point correction output YR0S and the traveling zero point correction output YR0M exceeds the first predetermined value A, and the traveling zero point correction output YR0M is calculated from the calculation count CT2 within the predetermined time Tht. When the value obtained by subtracting the number of operations CT1 of the middle zero point correction output YR0S is smaller than the third predetermined value, it is determined that the error of the traveling zero point correction output YR0M is large. This is because the error of the zero point correction output YR0S during stoppage is small compared with the error of the zero point correction output YR0M during travel, so that when CT2−CT1 <Thct, the error of the zero point correction output during travel is large. It is possible.

1 is a schematic configuration diagram of a vehicle behavior control device according to an embodiment of the present invention. It is a schematic flowchart of the start threshold setting process in the vehicle behavior control apparatus according to the present embodiment. It is a timing chart in case the start threshold value is not expanded in the vehicle behavior control apparatus according to the present invention. It is a timing chart in case the start threshold value is expanded in the vehicle behavior control apparatus according to the present invention. It is a detailed flowchart of the start threshold setting process in the vehicle behavior control apparatus according to the present embodiment. It is a detailed flowchart of the start threshold setting process in the vehicle behavior control apparatus according to the present embodiment. It is a graph which shows the 2nd threshold value in the vehicle behavior control apparatus which concerns on this embodiment.

Explanation of symbols

  C: Vehicle behavior control device, 5: Yaw rate sensor, CT1: Number of times of calculation of zero point correction output during stop, CT2: Number of times of calculation of zero point correction output during running, A: First predetermined value, Thct: Second predetermined value Value, Th ... start threshold, Tht ... predetermined time, YR0M ... running zero point correction output, YR0S ... stop zero point correction output.

Claims (3)

A vehicle behavior control device for controlling vehicle behavior using a yaw rate sensor,
Stop zero point calculating means for calculating a zero point correction output during stop of the yaw rate sensor while the vehicle is stopped;
Traveling zero point calculating means for calculating a zero point correction output during traveling of the yaw rate sensor during traveling of the vehicle;
Threshold setting means for setting a start threshold value for starting the behavior control based on the stopping zero point correction output and the running zero point correction output;
Control means for starting the behavior control based on the start threshold,
The threshold value setting means is configured such that a difference between the stopping zero point correction output and the running zero point correction output exceeds a first predetermined value, and the number of calculation times by the stopping zero point calculation means within a predetermined time. And the number of times of calculation by the travel zero point calculation means is equal to or greater than a second predetermined value, the difference between the zero point correction output during stop and the zero point correction output during travel is the first predetermined value. The vehicle behavior control device characterized in that the start threshold value is set higher than in a case where the value is not exceeded. Said threshold setting means, the greater the difference between the stop in zero point correction output and the running-zero point correction output is large, No placement claim 1 Symbol wherein the set high the start threshold value Vehicle behavior control device. The vehicle behavior control device according to claim 1 or 2, wherein the second predetermined value is 1.

Images