JPH09226548A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of ensuring freedom from the effect of a noise resulting from magnetic field generated due to the heater current or the like of a load heater, upon the superposition of the noise on the wheel speed signal of a speed sensor. SOLUTION: Regarding the vehicle control device equipped with an electromagnetic induction speed sensor laid for each wheel so as to make traction control on the basis of a wheel rotational speed signal outputted from the electromagnetic induction speed sensor, a noise superposition judgement means judges whether an external noise due to magnetic field is superposed on the wheel rotational speed signal outputted the electromagnetic induction speed sensor at steps 2 to 5. In addition, when the superposition of the noise is identified with the judgement means, a vehicular control change means changes at least a part of the traction control at a step 7.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device for controlling a vehicle based on a wheel rotation speed signal output from a speed sensor arranged on each wheel.

[0002]

2. Description of the Related Art Various devices have been proposed as a vehicle control device for controlling a vehicle on the basis of a wheel rotation speed signal output from a speed sensor arranged on each wheel. Traction control (T
RC) device is present.

The traction control device suppresses the rotation of the drive wheel when acceleration slip occurs in order to prevent the acceleration slip of the drive wheel that occurs during vehicle acceleration. The traction control device controls the throttle opening and the brake to control the drive wheel. A device that suppresses rotation (Japanese Unexamined Patent Publication No. 62-322231, etc.), a device that suppresses rotation of the drive wheels by controlling throttle opening (Japanese Unexamined Patent Publication No. 61-157738, etc.)
In addition to throttle opening control and brake control, control of ignition timing and fuel injection amount to suppress rotation of drive wheels has been proposed in the past.

Here, a conventional traction control device will be described by taking as an example a traction control device for suppressing the rotation of drive wheels by controlling the throttle opening and controlling the brake. In this traction control device, when it is determined that the vehicle is in an accelerating state, first, the drive wheel speed is calculated based on the rotation speed signal of the wheel output from the speed sensor arranged on the drive wheel, A standard for calculating the vehicle body speed based on the wheel rotation speed signal output from the speed sensor arranged on the driven wheel, and for determining whether or not an acceleration slip has occurred based on the calculated vehicle body speed. Calculate speed. Then, based on the calculated driving wheel speed and the reference speed, it is determined whether or not an acceleration slip has occurred, and if it is determined that an acceleration slip has occurred, control of the throttle opening and brake, That is, the rotation of the drive wheels is suppressed by the control for closing the auxiliary throttle valve and the control for increasing the brake pressure.

An electromagnetic induction type speed sensor is generally used for detecting the rotational speed of the wheel in such a traction control device. The electromagnetic induction type speed sensor is a sensor when a gear-shaped sensor rotor rotates. It utilizes that the magnetic flux passing through the coil provided in the above changes temporally and an AC voltage having a frequency proportional to the rotation speed of the sensor rotor is generated.

[0006]

By the way, in a cold region, a road heater for snow melting is embedded in a road surface such as a slope to prevent wheel slip. That is, as shown in FIG. 6, a road heater 64 for snow melting is buried under the road surface 60 which is an uphill road and a road surface 62 which is a downhill road, and the heat generated by the road heater 64 causes the road surface to be melted. The snow on the top is thawed and the road surface is prevented from freezing to prevent wheel slippage.

However, since the heater current (AC current of 60 Hz) is passed through the load heater 64,
When the vehicle is located on the road heater 64, the magnetic flux passing through the electromagnetic induction type speed sensor changes due to the AC magnetic field generated by the heater current, and the magnetic flux changes even though the vehicle is stopped. May be detected and it may be determined that there is a vehicle speed.

FIG. 7 shows a sensor signal of an electromagnetic induction type speed sensor arranged on each wheel when the vehicle (rear wheel drive vehicle) is stopped and the vehicle is located on the road heater 64. 3 shows the output waveform of the. here,
The driven wheels, which are the front left wheel and the front right wheel in this vehicle, have electromagnetic induction type speed sensors that are not easily affected by external noise. As shown in, the amplitude of the output waveform of the sensor signal is small, and the speed is not detected.

On the other hand, the electromagnetic induction type speed sensor provided for the drive wheels, that is, the left rear wheel (Rear Left) and the right rear wheel (Rear Right) in this vehicle, has a structure that is easily affected by external noise. Therefore, as shown in FIG. 7, the amplitude of the output waveform of the sensor signal is large, and the speed corresponding to 7 to 8 km / h, that is, the AC magnetic field of 60 Hz is detected.

As described above, when it is determined from the sensor signals of the speed sensors arranged on the wheels that the driven wheels are stopped but the driving wheels are rotating, an acceleration slip has occurred. Therefore, the traction control is performed, and the increase in the vehicle speed may be slowed down.

An object of the present invention is to provide a vehicle control device which is not influenced by heater noise due to a road heater, which is superposed on a rotation speed signal of a wheel of a speed sensor.

[0012]

According to a first aspect of the present invention, there is provided a vehicle control device in which a magnetic rotation speed sensor is arranged on each wheel, and a vehicle rotation speed signal based on a wheel rotation speed signal output from the magnetic rotation speed sensor is output. In a vehicle control device including vehicle control means for performing control, noise superimposition determining means for determining whether or not extraneous noise due to a magnetic field is superposed on the wheel rotation speed signal, and noise superimposing determination means for superimposing noise. Vehicle control changing means for changing at least a part of vehicle control by the vehicle control means when it is determined that the vehicle control means is operating.

Therefore, according to the vehicle control device of the first aspect, it is determined by the noise superposition determination means that the external noise due to the magnetic field is superposed on the wheel rotation speed signal output from the magnetic rotation speed sensor. In such a case, the vehicle control changing means prohibits at least a part of the vehicle control by the vehicle control means or completely prohibits the vehicle control, that is, the vehicle control is changed. Therefore, external noise due to the magnetic field is superimposed on the wheel rotation speed signal. By doing so, it is possible to prevent erroneous vehicle control.

According to a second aspect of the present invention, there is provided the vehicle control device according to the first aspect, wherein the vehicle control performed by the vehicle control means is drive slip control for suppressing wheel rotation slip. To do. Therefore, according to the vehicle control device of the second aspect, it is possible to prevent the drive slip control from being erroneously performed due to the external noise due to the magnetic field being superimposed on the wheel rotation speed signal.

According to a third aspect of the present invention, there is provided a vehicle control device, wherein the noise superimposition determining means of the vehicle control device according to the first or second aspect of the present invention is applied to the wheel with respect to a change in output of a power source mounted on the vehicle. It is characterized in that the superposition of noise is determined based on the change in the rotation speed.

Therefore, according to the vehicle control device of the third aspect, since the rotation speed of the wheel detected by the noise is constant, the wheel does not rotate even if the output of the power source mounted on the vehicle changes. It can be determined that the noise is superposed when the rotation speed of 1 does not change.

According to a fourth aspect of the present invention, there is provided a vehicle control device in which the noise superposition determining means of the vehicle control device according to the first or second aspect is used to output a wheel rotation speed signal output from the magnetic rotation speed sensor. And the vehicle speed calculated based on the output signal output from the sensor that is less likely to be affected by the external magnetic field than the magnetic rotation speed sensor that is further mounted on the vehicle. It is characterized in that whether or not noise is superimposed is determined based on this.

Therefore, according to the vehicle control device of the fourth aspect, when there is no influence of noise, the vehicle speed calculated based on the wheel rotation speed signal output from the magnetic rotation speed sensor and the external speed. Since there should be no difference with the vehicle speed calculated based on the output signal output from the sensor that is not easily affected by the magnetic field, it is calculated based on the wheel rotation speed signal output from the magnetic rotation speed sensor. It is possible to determine that noise is superimposed when there is a difference of a predetermined range or more between the vehicle speed and the vehicle speed calculated based on the output signal output from the sensor that is not easily affected by the external magnetic field. .

According to a fifth aspect of the present invention, there is provided a vehicle control device according to the fourth aspect, wherein a sensor that is not easily affected by a magnetic field from the outside of the vehicle control device is provided in each of the magnetic type rotational speed sensors. It is characterized in that the rotation speed sensor is arranged in a portion on the vehicle different from the attachment portion and is not easily affected by magnetism from the road surface.

Therefore, according to the vehicle control device of the fifth aspect, the rotation speed provided with the sensor that is not easily influenced by the external magnetic field is provided on the portion that is not easily influenced by the magnetism from the road surface, for example, the output shaft of the transmission. Since the sensor is used, the superposition of noise can be reliably determined based on the wheel rotation speed signals output from the rotation speed sensor and the magnetic rotation speed sensor.

Further, a vehicle control device according to a sixth aspect of the invention is characterized in that the noise superposition determination means of the vehicle control device according to the first or second aspect is adapted to rotate the wheels in response to a change in the output of a power source mounted on the vehicle. Second determining means for determining the presence or absence of noise superimposition based on a change in speed, and second determining means for determining the presence or absence of noise superposition based on the output signals of the magnetic rotation speed sensor and the sensor that is less susceptible to the magnetic field. And is provided.

Therefore, according to the vehicle control device of the sixth aspect, the noise superimposition determination means determines the noise superimposition.
Since the first determination means and the second determination means are used together, more accurate noise superposition determination can be performed.

[0023]

DETAILED DESCRIPTION OF THE INVENTION A first embodiment of the present invention will be described below with reference to FIGS.

FIG. 1 is a schematic configuration diagram of a traction control device according to a first embodiment of the present invention. In FIG. 1, reference numeral 10 is an engine, and reference numeral 12 is an air cleaner. An intake passage 14 for supplying the air filtered by the air cleaner 12 to the engine 10 is provided between the engine 10 and the air cleaner 12.

On the air cleaner 12 side of the intake passage 14, there is provided a main throttle valve 15 which adjusts the intake air amount in conjunction with an accelerator pedal (not shown), and the main throttle valve 15 has a main throttle valve 15. Main throttle sensor 18 for detecting the opening V _TH of the throttle valve 15
Is provided.

Further, on the engine 10 side of the intake passage 14, a sub-throttle valve 16 for adjusting the amount of intake air is provided like the main throttle valve 15, and this sub-throttle valve 16 has a sub-throttle valve 16 of the sub-throttle valve 16. An auxiliary throttle sensor 18 for detecting the opening V _SH is provided.

The reference numeral 20 designates a transmission, and the driving force of the engine 10 is the transmission 20, the propeller shaft 22 and the rear wheel axle 2.
4 is transmitted to a left rear wheel 26 and a right rear wheel 28, which are drive wheels, via a differential (not shown) provided on the No. 4 vehicle. The reference numerals 30 and 32 are the left front wheel 30 and the right front wheel 32, which are driven wheels.

Here, the left rear wheel 26 and the right rear wheel 28, which are the driving wheels, are provided with electromagnetic induction type speed sensors 34 and 36 for detecting the wheel speeds V _WRL and V _WRR of the respective driving wheels. In addition, the left front wheel 30 and the right front wheel 32, which are driven wheels, are provided with electromagnetic induction type speed sensors 38 and 40 for detecting the wheel speeds of the respective driven wheels. Further, the output shaft of the transmission 20 described above is provided with a magnetoresistive element (MRE) speed sensor 42 for detecting the vehicle speed V _MRE from the rotation speed of the output shaft of the transmission 20.

A reference numeral 44 indicates a brake pedal, and the brake hydraulic pressure generated by the master cylinder 46 according to the amount of depression of the brake pedal is transmitted via the hydraulic unit 48 to the left and right drive wheels. 26,
Wheel cylinders 50, 52 provided on the respective 28
And to the wheel cylinders 54 and 56 provided on the left and right driven wheels 30 and 32, respectively.

Reference numeral 58 indicates a TRC computer, which is a central processing unit (CPU) as shown in FIG.
The CPU 58a includes a bus line 58a.
A read-only memory (ROM) 58b for storing a program for traction control and a program for prohibiting or changing at least a part of the traction control when the superposition of noise is determined via f,
Random access memory (RAM) 58c for storing output signals from the above-mentioned sensors, each of the above-mentioned throttle sensors 17, 18 and each of the speed sensors 34, 36, 3
Output signals from 8, 40 and 42 are selectively supplied to the CPU 58a.
Input unit 58 including a multiplexer and the like for outputting to
An output portion 58e for outputting a control signal is connected to the hydraulic pressure unit 48, the hydraulic pressure unit 48, and the auxiliary throttle valve 16.

Here, the CPU 58a controls the main throttle valve 1 detected by the main throttle sensor 17 described above.
The opening V _{TH of} 5 and the opening V _SH of the sub-throttle valve 16 detected by the sub-throttle sensor 18 and the sensor signals output from the electromagnetic induction type speed sensors 34, 36, 38, 40 and the MRE speed sensor 42. Input unit 58
The brake fluid pressure of the drive wheels 26 and 28 is increased by receiving an acceleration slip by detecting the acceleration slip and outputting a control signal to the hydraulic unit 48 via the output section 58e. By outputting a control signal for controlling opening / closing of the valve 16, the engine 1
The control for reducing the output of 0 and reducing the rotational force of the drive wheels 26, 28 is performed.

Further, the CPU 58a controls the opening V _TH of the main throttle valve 15 and the speed sensors 34, 3 described above.
Based on the sensor signals output from 6, 38, 40 and 42, it is confirmed that the heater noise is superimposed on the sensor signals output from the electromagnetic induction type speed sensors 34 and 36 arranged on the drive wheels 26 and 28. If detected, control that prohibits at least part of the traction control, that is,
The traction control by the brake control is prohibited, and the traction control only by controlling the opening V _SH of the sub-throttle valve 16 or the control for completely prohibiting the traction control is performed.

Next, referring to the flowchart of FIG.
The process of determining the weight of the heater noise and inhibiting or changing the traction control, which is performed in the TRC computer, will be described.

First, the traction control device is permitted to perform traction control (step 1). That is, when a part of the traction control is prohibited or the traction control is completely prohibited, if the condition for canceling the prohibition of the traction control and performing the traction control is satisfied, the traction control is performed. State (traction control permission state).

Next, the wheel speed V of the right drive wheel for a certain period of time.
_{W * R} (* indicates a drive wheel. Therefore, in the case of a rear-wheel drive vehicle, * means R (rear or rear wheel).) And the wheel speed V _{W * L of the} left drive wheel. It is determined whether they are equal (step 2). That is, the right rear wheel 2 detected by the electromagnetic induction type speed sensor 36 provided in the right rear wheel 28.
8 wheel speed V _WRR and left rear wheel 26 detected by an electromagnetic induction type speed sensor 34 provided on the left rear wheel 26
It is determined whether or not the wheel speed V _WRL of the vehicle has a predetermined speed (for example, 7 to 8 km / h) for a fixed time (for example, 500 ms). That is, it is determined whether or not external noise is superimposed on each wheel speed while the vehicle is stopped.

If the wheel speed V _WRR of the right rear wheel 28 and the wheel speed V _WRL of the left rear wheel 26 are not equal for a certain period of time, that is, if different wheel speeds are detected during the certain period of time. , Right rear wheel speed V _WRR and left rear wheel speed V
_The heater noise is not superimposed on the _WRL, and the process returns to step 1.

On the other hand, if it is determined in step 2 that the wheel speed V _WRR of the right rear wheel and the wheel speed V _WRL of the left rear wheel are equal for a certain period of time, the process proceeds to step 3. In the process of step 3, the wheel speeds of the left and right drive wheels are averaged, that is, the wheel speed V _WRR of the right drive wheel and the wheel speed V _WRL of the left drive wheel are averaged. Vehicle speed and MRE speed sensor 42
It is determined whether or not the difference from the vehicle speed V _MRE detected by is above a predetermined range. That is, the speed of the MRE speed sensor 42 and the speed of the drive wheels match in a state where no external noise is superimposed on the speed of each wheel.

Here, if it is determined that the difference between the average vehicle speed of the driving wheels and the vehicle speed V _MRE detected by the MRE speed sensor 42 is not within the predetermined range, the wheel speed V _WRR of the right rear wheel and the left wheel speed V _WRR. It is assumed that heater noise is not superimposed on the wheel speed V _{WRL of the} rear wheels, and the process returns to step 1.

On the other hand, in the processing of step 3, when it is determined that the difference between the average vehicle speed of the driving wheels and the vehicle speed V _MRE detected by the MRE speed sensor 42 is within the predetermined range, the process proceeds to step 4. . In the processing of step 4, whether or not there is a change in the opening V _TH of the main throttle valve 15 detected by the main throttle sensor 17 provided in the main throttle valve 15, that is, whether or not the accelerator is operated. The decision is made. If it is determined that the opening degree V _TH of the main throttle valve 15 has not changed, the process returns to step 1.

On the other hand, if it is determined in step 4 that the opening V _TH of the main throttle valve 15 has changed, the process proceeds to step 5 to determine whether the wheel acceleration has changed. To do. That is, when there is a change in the wheel acceleration with respect to the amount of change in the opening V _TH of the main throttle valve 15, the wheel acceleration is changing based on the operation of the accelerator, so the wheel speed V _WRR of the right rear wheel and the left wheel speed V _WRR. It is determined that the heater noise is not superimposed on the wheel speed V _{WRL of the} rear wheels, and the process returns to step 1.

On the other hand, the opening V _TH of the main throttle valve 15
When there is no change in the wheel acceleration with respect to the amount of change in the vehicle speed, that is, when the vehicle speed does not increase even though the accelerator pedal is depressed, the wheel speed V _WRR of the right rear wheel and the wheel speed V _WRL of the left rear wheel are set. It is determined that heater noise is superimposed (step 6).

In the processing of step 6, when it is determined that the heater noise is superimposed on the wheel speed V _WRR of the right rear wheel and the wheel speed V _WRL of the left rear wheel, at least part of the traction control is performed. Prohibition, that is, prohibition of traction control by brake control, and the auxiliary throttle valve 16
Either the traction control is performed only by controlling the opening degree V _SH or the control for completely inhibiting the traction control is performed.

Here, the opening V of the sub-throttle valve 16
_SHThe traction control is performed only by the control of
Is the opening V of the main throttle valve 15._THIn case of
Yes, and the main reason that traction control is totally prohibited
Opening V of the throttle valve 15 _THIs a small case.
That is, the opening V of the main throttle valve 15_THIs small
The auxiliary throttle valve 16 control and fuel
Traction control so that it is not affected by
Ban.

When the traction control by the brake control is prohibited and the traction control is performed only by controlling the opening V _SH of the sub-throttle valve 16, the CPU 58
A control signal for reducing the opening degree V _SH of the sub-throttle valve 16 is output from a to the sub-throttle valve 16 via the output unit 58e. On the other hand, when the traction control is totally prohibited, the control signal for performing the traction control is not output.

Therefore, since heater noise is superimposed on the wheel speed V _WRR of the right rear wheel and the wheel speed V _WRL of the left rear wheel, traction control is erroneously performed, and the vehicle speed does not increase even when the accelerator is depressed. Can be prevented.

Next, with reference to FIG. 4, a description will be given of a process of releasing the prohibition when the traction control is prohibited in the process shown in FIG.

First, it is determined whether or not the acceleration of the driving wheels has changed (step 10). That is, it is determined whether or not there is a change in the acceleration of the driving wheels based on the change in the wheel speed V _WRR of the right rear wheel and the change in the wheel speed V _WRL of the left rear wheel. Here, when it is determined that the acceleration of the drive wheels has changed, it is determined that the condition for canceling the prohibition of the traction control is satisfied.

On the other hand, if it is determined that the acceleration of the drive wheels has not changed, the process proceeds to step 11 and the drive wheel speed of the drive wheels, that is, the wheel speed V _WRR of the right drive wheel and the left drive wheel. Whether or not both the wheel speeds V _WRL have become 0 km / h, or the wheel speed V _WRR of the right driving wheel and the wheel speed V _WRL of the left driving wheel are both above a predetermined speed (for example, 10 km / h).
h or more) is determined.

If the wheel speed V _WRR of the right driving wheel and the wheel speed V _WRL of the left driving wheel are both greater than 0 km / h and less than 10 km / h, step 10
The process is returned to step S10 and step S11, and this process is repeated until it is determined that the condition for canceling the inhibition of the traction control is satisfied.

On the other hand, when the wheel speed V _WRR of the right driving wheel and the wheel speed V _WRL of the left driving wheel are both determined to be 0 km / h, or the wheel speed V _WRR of the right driving wheel and the left driving wheel When it is determined that both wheel speeds V _WRL of 10 km / h or more are satisfied, it is determined that the condition for canceling the prohibition of the traction control is satisfied.

Here, when the wheel speed of the driving wheels becomes 0 km / h, it can be judged that the superposition of the heater noise has disappeared, and therefore it can be judged that the condition for canceling the inhibition of the traction control is satisfied. Further, when the wheel speed of the drive wheels is equal to or higher than a predetermined speed, an output based on the actual wheel speed is output from the sensor, and the influence of superposition of heater noise is reduced. It can be judged that it is satisfied.

In the processing of step 10 or step 11 described above, when it is determined that the condition for releasing the inhibition of the traction control is satisfied, the process returns to the processing of step 1 in FIG. 3 and the inhibition state of the traction control is released. Then, when the condition for performing the traction control is satisfied, the traction control is permitted to be performed, and the subsequent processing is continued.

Next, the second embodiment of the present invention, that is, the invention of the present application, is applied to an antilock brake system (AB
The case of adapting to S) will be described.

AB according to the second embodiment of the present invention
The schematic configuration diagram of S is almost the same as the schematic configuration diagram of the traction control device shown in FIG.
The difference is that the computer is changed to an ABS computer and that the brake pedal 44 is provided with a brake switch for detecting the depression of the brake.

FIG. 5 illustrates the process of determining the weight of noise and prohibiting the control in the ABS, which is performed in the ABS computer.

First, the ABS control is permitted (step 20). That is, when the ABS control is prohibited, the prohibition of the ABS control is released, and when the condition for performing the ABS control is satisfied, the ABS control is performed (the ABS control permission state).

Next, it is judged whether or not the brake is depressed, that is, whether or not the brake switch is turned on (step 21). If the brake switch is not turned on here, the process returns to step 20 without determining the noise weight.

On the other hand, the brake switch is turned on.
In this case, the acceleration of the left and right drive wheels does not change for a certain period of time.
It is determined whether or not it is (step 22). That is, right rear
Wheel speed V of the wheel_WRRAnd the wheel speed V of the left rear wheel_WRLof
Whether or not there is a change in the acceleration of the drive wheels based on the change
Make a decision. In the processing of this step 22, left
If it is determined that the acceleration of the right drive wheel has changed
Is the wheel speed V of the right rear wheel _WRRAnd the wheel speed V of the left rear wheel_WRL
Assuming that heater noise is not superimposed on the
The process returns to 0.

On the other hand, in the processing of step 22, when it is determined that the accelerations of the left and right driving wheels have not changed for a certain period of time, that is, the vehicle speed has not changed even though the brake is depressed. , the process proceeds to the step 23, the wheel speed V _WRL of the wheel speed velocity V _{WR R} and the left rear wheel of the right rear wheel
It is determined that the heater noise is superimposed on. In this case, ABS control is prohibited (step 24). That is, a control signal for ABS control is not output from the ABS computer to the hydraulic unit 48,
The brake fluid pressure generated by the master cylinder 46 according to the amount of depression of the brake pedal 44 is a wheel cylinder 50 provided on the left and right drive wheels 26, 28 and the left and right driven wheels 30, 32 via the fluid pressure unit 48. 5,
2, 54, 56.

Therefore, it is determined whether or not ABS control is performed.
Wheel speed V for the right rear wheel _WRRAnd left rear wheel car
Wheel speed V_WRLWhen heater noise is superimposed on the
The ABS is controlled and the braking distance is extended.
Can be prevented.

When the ABS control is prohibited, the prohibition is released based on the same process as the process shown in FIG. 4, which is a process for releasing the prohibition of the traction control. Therefore, in the processing of step 10 or step 11 of FIG. 4, when it is determined that the condition for canceling the prohibition of the ABS control is satisfied, the process returns to the processing of step 20 of FIG. When the condition for ABS control is satisfied, the ABS control is permitted and the subsequent processing is continued.

In the above first embodiment, the invention of the present application is applied to the traction control device, and in the second embodiment, the invention of the present application is applied to the ABS. However, it is also possible to increase the accuracy of the meter display of the vehicle speed by detecting the superposition of the heater noise.

That is, the vehicle speed calculated as the average speed of the driving wheels by the TRC computer or the ABS computer is output and displayed on the meter, and the superposition of the heater noise for prohibiting the above-mentioned traction control is determined. (FIG. 3) Or in the process of determining the superposition of heater noise for prohibiting ABS control (FIG. 5),
When it was determined that the heater noise was superimposed, the output of the vehicle speed, which was calculated as the average speed of the driving wheels, to the meter was stopped, and the lowest wheel speed of the left and right driving wheels and the left and right driven wheels was detected. The vehicle speed calculated based on the wheel speed of the existing wheels is output to the meter.

The wheel speed of the wheel whose lowest wheel speed is detected is the least likely to have heater noise superimposed on it, so that the accuracy of the meter display can be increased and the vehicle speed can be reduced when the vehicle is stopped. When heater noise is superimposed on the sensor, it is possible to reduce the possibility that the meter indicates that the vehicle speed is present. When the vehicle speed calculated by the TRC computer or the ABS computer is output to the meter in this way, the MRE speed sensor provided on the output shaft of the transmission becomes unnecessary.

Further, in the above-mentioned first embodiment, the MRE speed sensor is provided on the output shaft of the transmission, but a photocoupler type speed sensor or a hairspring type speed sensor may be provided. .

Further, in the above-described first embodiment, the traction control is performed by controlling the opening / closing of the sub slot valve based on the opening of the main throttle valve, but the present invention is not limited to this, and the main throttle valve is not limited to this. Traction control may be performed by controlling the opening degree of the main throttle valve based on the opening degree.

Further, in the above-described first embodiment, in order to determine whether or not the heater noise is superimposed, the average speed of the drive wheels and the vehicle speed V _MRE detected by the MRE speed sensor are compared. However, instead of this, heater noise is superimposed by comparing the estimated vehicle speed V _SO and the vehicle speed V _MRE obtained from the average speed of the left and right driven wheels. It is also possible to judge whether or not it is present.

Further, as shown in FIG. 7, when the influence of the heater noise is hard to be superimposed on the speed of the driven wheel, the driven wheel speed may be used instead of the MRE speed sensor in the first embodiment. .

Further, in the first embodiment, FIG.
Only when the conditions of steps 2, 3, 4, and 5 are met,
Although it is determined that the heater noise is superimposed, the present invention is not limited to this. For example, it may be determined that the heater noise is superimposed when the condition of at least one of the above steps is satisfied. .

Further, in each of the above-mentioned embodiments, an electromagnetic induction type speed sensor is used as the magnetic type rotational speed sensor, but the present invention is not limited to this, and a sensor using a magnetic resistance element (MR element) or the like may be used. You may use.

[0071]

According to the present invention, when the noise superposition determining means determines that the external noise due to the magnetic field is superposed on the wheel rotation speed signal output from the magnetic rotation speed sensor, the vehicle control is performed. Since at least a part of the vehicle control by the vehicle control means is changed by the changing means, it is possible to prevent erroneous vehicle control by superimposing external noise due to the magnetic field on the wheel rotation speed signal, Precise vehicle control can be performed, and safety can be further improved.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a traction control device according to a first embodiment of the present invention.

FIG. 2 is a block diagram showing a configuration of a TRC computer.

FIG. 3 is a flowchart for explaining a process of determining the weight of noise and prohibiting traction control.

FIG. 4 is a flowchart illustrating a process of releasing the prohibition when the traction control is prohibited.

FIG. 5 is a flow chart for explaining a process for determining the weight of noise and prohibiting control at the ABS according to the second embodiment of the present invention.

FIG. 6 is a diagram for explaining a buried state of a load heater.

FIG. 7 is a diagram showing an output waveform of a sensor signal of an electromagnetic induction type speed sensor arranged on each wheel.

[Explanation of symbols]

10 ... Engine, 15 ... Main throttle valve, 16 ... Sub throttle valve, 17 ... Main throttle sensor, 18 ...
Sub-throttle sensor, 20 ... Transmission, 3
4, 36, 38, 40 ... Electromagnetic induction type speed sensor, 4
2 ... MRE speed sensor, 46 ... Master cylinder, 4
8 ... Hydraulic unit, 50, 52, 54, 56 ... Wheel cylinder, 58 ... TRC computer.

Claims (6)

[Claims] 1. A vehicle control device comprising vehicle control means for arranging a magnetic rotation speed sensor on each wheel and controlling a vehicle based on a rotation speed signal of the wheel output from the magnetic rotation speed sensor, Noise superimposition determining means for determining whether or not external noise due to a magnetic field is superposed on the wheel rotation speed signal, and the vehicle control means when the noise superimposition determining means determines that noise is superposed. And a vehicle control changing means for changing at least a part of the vehicle control by the vehicle control apparatus. 2. The vehicle control performed by the vehicle control means includes:
The vehicle control device according to claim 1, wherein the vehicle control device is a drive slip control that suppresses a wheel rotation slip. 3. The noise superimposition determining unit determines superimposition of noise based on a change in a rotation speed of the wheel with respect to a change in an output of a power source mounted on a vehicle. Item 2. The vehicle control device according to item 2. 4. The noise superposition determination means compares the vehicle speed calculated based on the wheel rotation speed signal output from the magnetic rotation speed sensor with the magnetic rotation speed sensor further mounted on the vehicle. The method according to claim 1 or 2, wherein it is determined whether noise is superimposed on the basis of a vehicle speed calculated based on an output signal output from a sensor that is less likely to be affected by a magnetic field from the outside. 2. The vehicle control device described in 2. 5. The sensor, which is not easily affected by a magnetic field from the outside, is a part on a vehicle different from a mounting part of the magnetic type rotational speed sensor arranged on each wheel, and is influenced by magnetism from a road surface. The vehicle control device according to claim 4, wherein the rotation speed sensor is arranged in a portion that is hard to receive. 6. The noise superimposition determining means includes a first determining means for determining the presence or absence of noise superimposition based on a change in the rotation speed of the wheels with respect to a change in the output of a power source mounted on the vehicle, and the magnetic rotation speed. The vehicle control device according to claim 1 or 2, further comprising: a second determination unit that determines the presence or absence of noise superposition based on output signals of the sensor and a sensor that is less likely to be affected by the magnetic field.