JPH07172333A - Detected yaw rate correction device - Google Patents

Abstract

PURPOSE:To attain the correction of zero point deviation by responding immediately in the case where the zero point deviation of a yaw rate sensor is generated due to temperature drift or the like during vehicle travel including turning travel, in the correction device of a detected yaw rate to be detected by a yaw rate sensor equipped on a vehicle. CONSTITUTION:Yaw rate deviation for zero point correction is set by selecting as yaw rate deviation to be used for zero point correction a yaw rate deviation calculation value alone which is the excessive portion of a turning opposition yaw rate offset value that can be generated due to the unevenness of a vehicle and tires or the like, and a zero point correction yaw rate deviation setting means (g) to set yaw rate deviation other than it at zero, and a yaw rate deviation means value calculating means (h) to calculate the mean value of zero point correction yaw rate deviation set within a setting time are provided, and at the same time a yaw rate zero correction value setting means (i) to set a yaw rate zero correction value according to the positive and negative of the yaw rate deviation mean value is provided.

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 system or the like which gives an auxiliary steering angle by yaw rate feedback control when steering front wheels.

[0002]

2. Description of the Related Art Conventionally, as a detected yaw rate correction device applied to a four-wheel steering system that gives an auxiliary steering angle to rear wheels by yaw rate feedback control at the time of steering front wheels, for example, Japanese Patent Application Laid-Open No. 62-261575 has been disclosed. The device is known.

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

[0004]

However, the above-mentioned conventional detected yaw rate correction device is a device for correcting the zero point of the detected yaw rate when the vehicle stop state is detected, and therefore, for example, stops. If the zero point shift occurs due to the temperature drift of the yaw rate sensor during long-term driving without any problem, the zero point shift of the detected yaw rate is not corrected until the next stop, and the actual yaw rate matches the target yaw rate. In the rear wheel steering angle control, the actual yaw rate that is still offset is used as the control information, which directly affects the control, lowers the control accuracy, and deteriorates the turning performance of the vehicle.

That is, although the conventional technique can cope with the change over time of the yaw rate sensor in which the zero point offset is gradually generated over a long period of time, the zero point offset is generated in a short time while the vehicle is traveling. It cannot cope with such temperature drift and sensor voltage change.

Therefore, the present applicant has filed Japanese Patent Application No. 5-8825.
No. 1 application proposes a zero point correction technique for the detected yaw rate, which can correct the temperature drift of the yaw rate sensor while the vehicle is traveling. In this prior art, since the yaw rate deviation between the calculated target yaw rate and the actual yaw rate is all used as the yaw rate deviation information used for the zero point correction,
The sharper the vehicle is turning, the larger the offset amount due to variations in the vehicle, tires, etc. is included in the yaw rate deviation information, and the zero-point correction accuracy deteriorates.
For this reason, in order to ensure the zero point correction accuracy, it is performed only in a straight traveling state or a substantially straight traveling state within a vehicle speed range as a traveling condition. That is, when the zero point offset occurs due to the temperature drift during turning, it is not possible to cope with this.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a detection yaw rate correction device which is detected by a yaw rate sensor mounted on a vehicle, including a vehicle including turning. When the zero point shift of the yaw rate sensor occurs due to temperature drift or the like during traveling, it is necessary to immediately respond to achieve the correction of the zero point shift.

[0008]

In order to achieve the above object, in the detection yaw rate correction device of the present invention, as shown in the claim correspondence diagram of FIG. 1, a yaw rate sensor a for detecting the yaw rate applied to the vehicle and the vehicle speed are detected. Vehicle speed detecting means b, steering steering angle detecting means c for detecting steering steering angle, target yaw rate calculating means d for calculating target yaw rate according to vehicle speed and steering steering angle, yaw rate sensor value and latest yaw rate zero correction The actual yaw rate calculating means e for calculating the actual yaw rate used for the control based on the value, the yaw rate deviation calculating means f for calculating the yaw rate deviation between the target yaw rate and the actual yaw rate, and the yaw rate offset value for turning that may occur due to variations in the vehicle, tires, etc. Only the yaw rate deviation calculation value for the above amount is used for zero point correction. A yaw rate deviation for zero point correction, which is selected as a rate deviation, sets a yaw rate deviation for zero point correction, and sets the yaw rate deviation for other points to zero, and a yaw rate deviation for zero point correction set within a set time. A yaw rate deviation average value calculating means h for calculating the average value of the yaw rate deviation, and a correction for increasing the yaw rate zero correction value when the yaw rate deviation average value is positive, and a correction for decreasing the yaw rate zero correction value when the yaw rate deviation average value is negative. And a yaw rate zero correction value setting means i for setting the yaw rate zero correction value and updating the set yaw rate zero correction value as the latest yaw rate zero correction value. Is characterized by.

[0009]

When the vehicle is traveling, 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 steering angle from the steering steering angle detecting means c, and the actual yaw rate calculating means e calculates the yaw rate. The actual yaw rate used for the 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 yaw rate deviation between the target yaw rate and the actual yaw rate. Then, in the zero point correction yaw rate deviation setting means g, only the yaw rate deviation calculated value equal to or larger than the yaw rate offset value corresponding to the turning that may occur due to variations in the vehicle, tires, etc. is selected as the yaw rate deviation used for the zero point correction, and the zero point is corrected. The yaw rate deviation for correction is set, the other yaw rate deviations other than that are set to zero, and the yaw rate deviation average value calculation means h calculates the average value of the zero point correction yaw rate deviations set within the set time, and the yaw rate zero. In the correction value setting means i, the yaw rate zero correction value is corrected to increase when the yaw rate deviation average value is positive, and the yaw rate zero correction value is decreased to correct when the yaw rate deviation average value is negative. The value is set and set in the yaw rate zero correction value updating means j. Was Yoreitozero correction value is updated as the latest Yoreitozero correction value.

That is, when the yaw rate deviation between the target yaw rate and the actual yaw rate continues to be positive despite the yaw rate feedback control,
It is estimated that the yaw rate zero point is offset to the negative side, and when the state in which the yaw rate deviation is negative continues, the yaw rate zero point is estimated to be offset to the positive side.

Further, in the zero-point correction yaw rate deviation setting means g, a portion of the calculated yaw rate deviation value that is less than the yaw rate offset value corresponding to the turning is excluded from the zero point correction information, so that the running condition of straight running to high lateral acceleration turning can be obtained. Regardless, it is possible to eliminate in advance the influence of offset due to variations in vehicles, tires, and the like.

Focusing on the above points, the yaw rate zero correction value setting means i corrects the yaw rate zero correction value in the direction of decreasing the offset amount, and the corrected value is updated as the latest yaw rate zero correction value. When the zero point shift of the yaw rate sensor a occurs due to temperature drift or the like during vehicle traveling including turning traveling, it is possible to immediately respond to correct the zero point shift.

[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 detection yaw rate correction device of the embodiment of the present invention is applied.

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

Steering of the rear wheels 9 and 10 is performed by an electric steering device 11. This rear wheel 9,
Between 10 is a rack shaft 12, side rods 13, 1.
4, the knuckle arms 15 and 16 are connected to the rack tube 17 in which the rack 12 is inserted.
8, a motor 19 and a fail-safe solenoid 20 are provided, and the motor 19 and the fail-safe solenoid 20 are provided.
Is 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 rudder angle sub sensor 23, rear rudder angle main sensor 24,
The drive is controlled by a controller 26 which inputs a signal from a yaw rate sensor 25 (corresponding to the yaw rate sensor a) or the like.

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

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

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

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

The operation will be described.

[Rear Wheel Steering Angle Control Operation] FIG. 4 is a flow chart 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 steering angle θ, the actual yaw rate ψ's, and the rear steering angle main sensor value δ.
rs and are 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 the phase inversion delay control system using the vehicle speed V and the steering 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 that actually steers the rear wheels. An estimated wheel steering angle value ΔRFF ^# (hereinafter, # represents an estimated value) is calculated.

Here, the actuator model is given by the transfer characteristic of the actual rear wheel steering angle obtained by driving the actual actuator with respect to the rear wheel steering angle command value.

In step 43, the vehicle model is used to calculate the yaw rate estimated value ψ '^# when the vehicle is assumed to travel with the vehicle speed V, the steering steering angle θ, and the rear wheel steering angle estimated value δRFF ^# .

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

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

Here, the yaw rate sensor model is given by a transfer function based on experimental results of sensor dynamic characteristics such as 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 ^# .

At step 46, the high frequency noise contained in the output of the yaw rate sensor 25 is removed by the feedback compensator-1 which constitutes a first-order lag filter.

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

In step 47, the feedback compensator-2 forming a first-order / first-order filter adjusts the transient response of the vehicle to the disturbance.

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

In step 48, the feedback proportional gain Kp is used to feed back the rear wheel steering angle command value δRFBO ^*.
Is calculated.

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

In step 50, the feedback rear wheel steering angle limit command value δRFBL ^* is provided with hysteresis to calculate the feedback rear wheel steering angle limit command value δRFBH ^{* from} which the slight yaw rate vibration due to the feedback is removed.

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 forming the secondary / secondary filter to change the rear wheel steering angle feedback target value δRFB. ^* Is calculated.

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

At step 52, the rear wheel steering angle feedforward target value δRFF ^* and the rear wheel steering angle feedback target value δ
The rear wheel steering angle target value ΔR ^* is calculated by the sum with RFB ^* .

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

[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 from the vehicle speed V and the steering angle θ in step 4 of 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 calculating means f).

At step 64, it is judged if the absolute yaw rate deviation value | ψ'e | based on the calculation result at step 63 is greater than or equal to the steering angle corresponding offset value | θ · K1 |.

The proportional constant K1 of the steering angle-corresponding offset value | θ · K1 | is determined by experiments or the like for the yaw rate offset amount in each turning state represented by the steering steering angle θ due to variations in the vehicle and tires. Determined by the experimental results.

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

Ψ′eo = ψ′e × {(| ψ′e | − | θ · K1 |) / | ψ′e |} In step 66, in step 64, | ψ′e | <| θ · K
When it is determined that 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 step 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 more than one has passed.

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

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

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

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

In step 72, when it is judged that ψ'eoave = 0, the yaw rate zero correction value Vψ'o is changed to the next 10
Leave 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 set to the next 10
For example, 0.005 (V) for every 2 sec between sec
Decrease one by one. However, the yaw rate zero correction value Vψ'o
For example, the decrease amount of is equal to or more than 5% of the yaw rate deviation average value ψ'eoave.

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

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

[Detection Yaw Rate Correction Operation] First, as shown in FIG. 6, the yaw rate sensor value Vψ ′ from the yaw rate sensor 25 is 0.5 V, 0 when -40 ° / s.
The voltage value is detected 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 or fluctuation of the sensor voltage while the vehicle is traveling, for example, the yaw rate sensor value Vψ' has an offset characteristic of 2. When there is an output of 5 volts, it is detected that the yaw rate is zero, and conversely, when the yaw rate is zero, it is detected that the yaw rate is occurring.

Therefore, when the yaw rate sensor value Vψ 'is directly used as the actual yaw rate and the yaw rate feedback control shown in FIG. 4 is performed without correcting the detected yaw rate at all, the rear wheel steering angle control accuracy is directly affected. As a result, the desired 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 becomes necessary to correct it. In addition, this correction is required to cope with temperature drift, fluctuation of sensor voltage, etc. while the vehicle is running. Must be done. However, while the yaw rate sensor value Vψ ′ is constantly changing depending on the turning situation and the like, even if the yaw rate sensor value Vψ ′ is monitored, it cannot be corrected because there is no reference. However, the yaw rate is zero when the vehicle is stopped, and this can be used as a correction reference.

Therefore, the following points are the points of interest 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 ^#
And when the yaw rate deviation ψ'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 state where the yaw rate deviation ψ'e is negative continues, It is estimated that the yaw rate zero point is offset to the positive side.

(2) When all the yaw rate deviations ψ'e calculated during traveling are used as the zero point correction yaw rate deviations, the offset effect due to variations in the vehicle, tires, etc. is directly affected, and As shown by the hatched portion in FIG. 7, the larger the steering angle θ is and the steeper the turning situation is, the greater the influence of the variation is, and the zero-point correction accuracy is deteriorated. Therefore, by removing the portion of the calculated yaw rate deviation ψ'e that is less than the steering angle corresponding offset value | θ · K1 |, that is, the hatched area of FIG. It is possible to eliminate in advance the influence of offset due to variations in the vehicle, tires, etc.

(3) If the calculated yaw rate deviation ψ'e is directly used as the zero point correction yaw rate deviation ψ'eo, then (2)
As is clear from the explanation in Section 1, the deviation amount includes variations, and the zero point correction yaw rate deviation ψ'eo is used to eliminate the deviation, and it is The point correction accuracy can be improved.

Focusing on the above points, in step 64 of FIG. 5, the yaw rate deviation ψ'e and the steering angle corresponding offset value | θ · K1
|, And only the yaw rate deviation ψ′e corresponding to ψ′e ≧ | θ · K1 | is selected as the zero point correction information, and step 6
The 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
~ 69 for yaw rate deviation ψ'e for zero point correction within the set time
The yaw rate deviation average value ψ′eoave of o is calculated, and in steps 70 to 73, when the yaw rate deviation average value ψ′eoave is positive, the yaw rate zero correction value Vψ′o is corrected to be increased, and the yaw rate deviation average value ψ ′ is corrected. When eoave is negative, the yaw rate zero correction value Vψ'o is corrected so that the corrected value is updated as the latest yaw rate zero correction memory value Vψ'om.

By this detected yaw rate correction processing, when the zero point shift of the yaw rate sensor 25 occurs due to temperature drift during traveling of the vehicle including turning traveling, the zero point shift can be immediately corrected and corrected. As a result, it is possible to ensure high rear wheel steering angle control accuracy that always provides the target turning performance.

The effect will be described.

(1) In the detected 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 corresponding offset value | θ ·
In contrast with K1 |, only the yaw rate deviation ψ'e corresponding to 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 average value ψ′eoave of the zero point correction yaw rate deviation ψ′eo within the set time is calculated. When this yaw rate deviation average value ψ′eoave is positive, the yaw rate zero correction value Vψ ′ is calculated. When the yaw rate deviation average value ψ'eoave is negative, the yaw rate zero correction value Vψ'o is decreased, 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 traveling including turning traveling, it is possible to immediately respond to achieve the correction of the zero point displacement.

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

(3) When the yaw rate deviation average value ψ'eoave is judged to be 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, the change in the vehicle behavior due to the execution of the yaw rate zero correction can be suppressed to be small.

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

Although the embodiments have been described above with reference to the drawings, the specific structure is not limited to the embodiments, and modifications and additions within the scope of the present invention are included in the present invention. Be done.

For example, although the example in which the detection yaw rate correction device is applied to a four-wheel steering vehicle is shown in the embodiment, it is an in-vehicle control system for controlling the yaw rate of the vehicle by the braking force distribution and the driving force distribution of the left and right wheels. It can be applied to the one using the actual yaw rate as the control information.

Further, 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 in which the yaw rate deviation is calculated is shown, the detected yaw rate correction process may be performed by incorporating these calculation results performed in the rear wheel steering angle control process shown in FIG.

In the embodiment, the example in which the steering angle corresponding yaw rate offset value is used as the turning corresponding yaw rate offset value is shown, but the lateral acceleration corresponding yaw rate offset value or the steering angle / vehicle speed corresponding yaw rate offset value may be used. .

[0087]

As described above, according to the present invention, in the detected yaw rate correction device detected by the yaw rate sensor mounted on the vehicle, the yaw rate offset value corresponding to the turning that may occur due to variations in the vehicle, tires, etc. A yaw rate deviation setting means for zero point correction is provided that selects only the calculated yaw rate deviation for that point as the yaw rate deviation used for zero point correction, sets the yaw rate deviation for zero point correction, and sets the other yaw rate deviations to zero. , Calculate the average value of the yaw rate deviation for zero point correction, modify it to increase the yaw rate zero correction value when this yaw rate deviation average value is positive, and modify it to decrease the yaw rate zero correction value when the yaw rate deviation average value is negative. The yaw rate zero correction value setting means for setting the yaw rate zero correction value is provided. If the zero point deviation of the yaw rate sensor due to temperature drift during the vehicle traveling, including turning occurs, there is an advantage that it is possible to achieve the correction of the zero point deviation in response immediately.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram showing a detection yaw rate correction device of the present invention.

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

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

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

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

FIG. 6 is a sensor output characteristic diagram 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 detection means c steering steering angle detection means d target yaw rate calculation means e actual yaw rate calculation means f yaw rate deviation calculation means g zero point correction yaw rate deviation setting means h yaw rate deviation average value calculation method i yaw rate zero correction value setting Means j Yaw rate zero correction value updating means

Claims (1)

[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 steering angle detecting means for detecting a steering steering angle, and a target yaw rate according to the vehicle speed and the steering steering angle. Target yaw rate calculation means, a real yaw rate calculation means for calculating a real yaw rate used for control based on the yaw rate sensor value and the latest yaw rate zero correction value, and a yaw rate deviation calculation means for calculating a yaw rate deviation between the target yaw rate and the real yaw rate, Set the yaw rate deviation for zero point correction by selecting only the yaw rate deviation calculated value that is equal to or greater than the yaw rate offset value for turning that can occur due to variations in vehicles, tires, etc. as the yaw rate deviation used for zero point correction, and set the yaw rate deviation for other points. For zero point correction. -Rate deviation setting means, yaw rate deviation average value calculation means for calculating the average value of the yaw rate deviation for zero point correction set within the set time, and correction to increase the yaw rate zero correction value when the yaw rate deviation average value is positive. However, when the average yaw rate deviation value is negative, the yaw rate zero correction value is corrected to set the yaw rate zero correction value, and the set yaw rate zero correction value is set to the latest yaw rate zero correction value. And a yaw rate correction value updating unit for updating the yaw rate correction value.