WO2012140763A1 - 前後加速度センサの異常判定装置及び方法 - Google Patents
前後加速度センサの異常判定装置及び方法 Download PDFInfo
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- WO2012140763A1 WO2012140763A1 PCT/JP2011/059262 JP2011059262W WO2012140763A1 WO 2012140763 A1 WO2012140763 A1 WO 2012140763A1 JP 2011059262 W JP2011059262 W JP 2011059262W WO 2012140763 A1 WO2012140763 A1 WO 2012140763A1
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- WIPO (PCT)
- Prior art keywords
- vehicle
- longitudinal acceleration
- acceleration sensor
- wheel
- abnormality determination
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- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/0205—Diagnosing or detecting failures; Failure detection models
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P21/00—Testing or calibrating of apparatus or devices covered by the preceding groups
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P7/00—Measuring speed by integrating acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/406—Test-mode; Self-diagnosis
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/107—Longitudinal acceleration
Definitions
- the present invention relates to a longitudinal acceleration sensor for detecting longitudinal acceleration of a vehicle used for vehicle travel control, and more particularly to an abnormality determination apparatus and method for a longitudinal acceleration sensor.
- a longitudinal acceleration sensor can detect very little longitudinal acceleration, whereas a wheel speed sensor cannot detect extremely low wheel speeds. Therefore, in a conventional longitudinal acceleration sensor abnormality determination device, the integration calculation of the longitudinal acceleration and the like is started after the wheel speed rises to a value higher than the value that can be detected by the wheel speed sensor. .
- the longitudinal acceleration of the vehicle increases even in a very low speed range where the wheel speed sensor cannot detect the wheel speed. Therefore, if the integration calculation of the longitudinal acceleration is started after the wheel speed rises to a value higher than the value that can be detected by the wheel speed sensor, the integration value of the longitudinal acceleration becomes the integration calculation after the longitudinal acceleration starts to increase. It is a value that does not include the longitudinal acceleration until is started. Therefore, since the vehicle speed based on the longitudinal acceleration includes an error corresponding to an unintegrated value, it is determined that the longitudinal acceleration sensor is normal although it is normal or the longitudinal acceleration sensor is abnormal. May be determined to be normal.
- the unstable output value of the longitudinal acceleration sensor in the unstable operation situation immediately after the operation of the longitudinal acceleration sensor is started Will be integrated. Accordingly, since the vehicle speed based on the longitudinal acceleration includes an error due to an unstable output value, it may be erroneously determined whether or not the longitudinal acceleration sensor is abnormal.
- the main object of the present invention is to reduce the error included in the vehicle speed based on the longitudinal acceleration of the vehicle detected by the longitudinal acceleration sensor, so that it may be erroneously determined whether the longitudinal acceleration sensor is abnormal. It is to reduce this.
- an abnormality determination device for a longitudinal acceleration sensor for detecting longitudinal acceleration of a vehicle used for vehicle traveling control, wherein an integrated value of longitudinal acceleration of the vehicle detected by the longitudinal acceleration sensor is calculated
- An abnormality determination device for a longitudinal acceleration sensor that performs an abnormality determination of a longitudinal acceleration sensor based on an integrated value and a vehicle speed based on a wheel speed, wherein an increase change rate of the detected longitudinal acceleration of the vehicle is less than an increase change rate reference value
- An abnormality determination device for a longitudinal acceleration sensor is provided, which starts calculating an integrated value when a certain state has exceeded a calculation start reference time.
- an abnormality determination method for a longitudinal acceleration sensor for detecting longitudinal acceleration of a vehicle used for vehicle travel control, wherein an integrated value of the longitudinal acceleration of the vehicle detected by the longitudinal acceleration sensor is calculated.
- the increase change rate of the detected longitudinal acceleration of the vehicle is less than the increase change rate reference value.
- the calculation of the integrated value of the longitudinal acceleration is started when the detected change rate of the longitudinal acceleration of the vehicle is equal to or less than the increase change rate reference value after the calculation start reference time has elapsed.
- the calculation start reference time may be shorter than the time required for the vehicle to start running after the operation of the longitudinal acceleration sensor or the abnormality determination device is started by closing the ignition switch, for example.
- the longitudinal acceleration sensor when the vehicle speed based on the wheel speed is less than the determination start vehicle speed reference value with a value equal to or higher than the vehicle speed corresponding to the minimum detectable wheel speed as a determination start vehicle speed reference value, the longitudinal acceleration sensor is It may not be determined that it is abnormal.
- the abnormality determination of the longitudinal acceleration sensor is performed based on whether or not the deviation between the integrated value and the vehicle speed based on the wheel speed is equal to or greater than the abnormality determination reference value, and the vehicle speed based on the wheel speed is determined based on the vehicle speed reference for determination start.
- the abnormality determination reference value may be set to a value at which it is not determined that the longitudinal acceleration sensor is abnormal.
- the longitudinal acceleration sensor is abnormal until the vehicle speed based on the wheel speed becomes equal to or higher than the determination start vehicle speed reference value, in other words, until the vehicle speed based on the wheel speed can be accurately obtained. Judgment is prevented. Therefore, in a situation where the vehicle speed based on the wheel speed is less than the determination start vehicle speed reference value, the longitudinal acceleration sensor is erroneously determined to be abnormal because the vehicle speed based on the wheel speed cannot be obtained accurately. This can be effectively prevented.
- the determination that the longitudinal acceleration sensor is abnormal may not be performed until the determination start reference time elapses from the time when the integrated value starts to increase.
- the longitudinal acceleration sensor is abnormal until the determination start reference time elapses from the time when the integrated value starts to increase. Therefore, by appropriately setting the judgment start reference time, the vehicle speed based on the wheel speed cannot be accurately obtained in a situation where the wheel speed is lower than the minimum detectable wheel speed. The possibility that the acceleration sensor is erroneously determined to be abnormal can be reduced.
- the abnormality determination of the longitudinal acceleration sensor is performed based on whether or not the deviation between the integrated value and the vehicle speed based on the wheel speed is equal to or greater than the abnormality determination reference value, and the determination starts when the integrated value starts to increase.
- the abnormality determination reference value may be set to a value at which it is not determined that the longitudinal acceleration sensor is abnormal.
- the longitudinal acceleration sensor is determined to be abnormal until the determination start reference time elapses from the time when the integrated value starts to increase. Therefore, in the situation where the wheel speed is less than the minimum detectable value, the effect is that the longitudinal acceleration sensor is erroneously determined to be abnormal due to the fact that the vehicle speed based on the wheel speed cannot be obtained accurately. Can be prevented.
- the vehicle longitudinal acceleration detected by the longitudinal acceleration sensor is filtered in a specific passing frequency band, and the integrated value of the vehicle longitudinal acceleration after the filter processing is calculated. It's okay.
- the integrated value of the longitudinal acceleration of the vehicle can be accurately calculated as compared with the case where the filtering process is not performed, and thereby it is possible to accurately determine whether or not the longitudinal acceleration sensor is abnormal.
- the vehicle travel control is executed when the vehicle speed based on the wheel speed is equal to or higher than the travel control start vehicle speed reference value, and the travel control start vehicle speed reference value may be higher than the determination start vehicle speed reference value.
- the longitudinal acceleration sensor it is possible to determine whether or not the longitudinal acceleration sensor is abnormal before the vehicle travel control is started. Therefore, even if an abnormality occurs in the longitudinal acceleration sensor, the longitudinal acceleration detected by the abnormal longitudinal acceleration sensor is prevented from being used for vehicle traveling control, and thus the vehicle traveling control is improperly executed. Can be prevented.
- the calculation of the integrated value and the abnormality determination of the longitudinal acceleration sensor are terminated when the vehicle speed based on the wheel speed is equal to or higher than the determination end vehicle speed reference value lower than the travel control start vehicle speed reference value. Good.
- the calculation of the integrated value and the abnormality determination of the longitudinal acceleration sensor are ended. Therefore, the calculation of the integrated value and the abnormality determination of the longitudinal acceleration sensor can be terminated before the vehicle travel control is started. Therefore, the load of the abnormality determination device can be reduced as compared with the case where the calculation of the integrated value and the abnormality determination of the longitudinal acceleration sensor are continued even after the vehicle traveling control is started.
- the vehicle is a four-wheel drive vehicle
- the vehicle speed based on the wheel speed is an average value of three wheel speeds excluding an average value of four wheel speeds and a maximum value of the four wheel speeds.
- the average value of two wheel speeds excluding the maximum value and the minimum value of the value and the wheel speed of the four wheels may be used.
- the vehicle speed based on the wheel speed is a value based on a plurality of wheel speeds. Therefore, for example, compared with the case where the vehicle speed based on the wheel speed is a value based on any one of the wheel speeds, the vehicle speed based on the wheel speed can be set to an accurate value, and thus whether the longitudinal acceleration sensor is abnormal. It is possible to accurately determine whether or not.
- the vehicle driving control is performed by controlling the driving force of the driving wheel, and the vehicle driving control is performed when it is determined that the driving wheel is in the slip state based on the wheel speed and the longitudinal acceleration of the vehicle.
- Control device for a vehicle that has an abnormality determination device for any one of the above-described longitudinal acceleration sensors, the vehicle is a four-wheel drive vehicle, and the abnormality determination device determines that the longitudinal acceleration sensor is abnormal
- a vehicle travel control device is provided that stops vehicle travel control regardless of whether or not the drive wheels are in a slip state.
- the vehicle driving control is performed by controlling the driving force of the driving wheel, and the vehicle driving control is performed when it is determined that the driving wheel is in the slip state based on the wheel speed and the longitudinal acceleration of the vehicle.
- Control method for a vehicle that includes any one of the above-described abnormality determination devices for the longitudinal acceleration sensor, the vehicle is a four-wheel drive vehicle, and the abnormality determination device determines that the longitudinal acceleration sensor is abnormal
- a vehicle running control method is provided that stops running control of the vehicle regardless of whether or not the drive wheels are in a slip state.
- the vehicle traveling control is performed. Can be canceled. Therefore, it is possible to prevent the vehicle travel control from being performed inappropriately in a situation where the longitudinal acceleration sensor is determined to be abnormal.
- the vehicle is a four-wheel drive vehicle that switches between a four-wheel drive state and a two-wheel drive state.
- abnormality determination of the longitudinal acceleration sensor is not performed. It's okay.
- the vehicle When the vehicle is in a two-wheel drive state, it can be determined whether the drive wheel is in a slip state based on the wheel speed of the non-drive wheel and the wheel speed of the drive wheel without requiring longitudinal acceleration of the vehicle, It is not necessary to determine whether the longitudinal acceleration sensor is abnormal.
- the abnormality determination of the longitudinal acceleration sensor that detects the longitudinal acceleration is not performed, so that it is possible to prevent the abnormality determination of the longitudinal acceleration sensor from being performed unnecessarily. it can.
- the wheel speed of the non-driving wheel corresponds to the vehicle body speed, so that the driving wheel slips based on the wheel speed of the non-driving wheel and the wheel speed of the driving wheel. It can be determined whether or not it is in a state.
- the vehicle travel control may be sprung mass damping control that suppresses resonance vibration on the spring accompanying acceleration / deceleration of the vehicle.
- the sprung mass damping control is performed. Can be canceled. Therefore, it is possible to prevent the sprung mass damping control from being improperly executed in a situation where it is determined that the longitudinal acceleration sensor is abnormal.
- the calculation of the integrated value may be started.
- the abnormality determination of the longitudinal acceleration sensor may be performed when the vehicle speed based on the wheel speed is equal to or higher than the determination start vehicle speed reference value.
- the abnormality determination of the longitudinal acceleration sensor may be performed when the elapsed time from the time when the integrated value starts to increase is equal to or greater than the determination start reference time.
- the time required for the wheel speed to reach the minimum detectable wheel speed from the time when the integrated value starts to increase is set as the minimum standby time, and the determination start reference time is equal to or greater than the minimum standby time. May be set to a value.
- FIG. 1 is a schematic configuration diagram illustrating a travel control device for a four-wheel drive vehicle to which a first embodiment of an abnormality determination device for a longitudinal acceleration sensor according to the present invention is applied. It is a block diagram which shows the sprung mass damping controller which performs sprung mass damping control as driving control of a vehicle. It is a flowchart which shows the routine of abnormality determination of the longitudinal acceleration sensor in 1st embodiment. It is a flowchart which shows the routine of abnormality determination of the longitudinal acceleration sensor in 2nd embodiment of the abnormality determination apparatus of the longitudinal acceleration sensor by this invention.
- FIG. 6 is a graph showing an example of changes in a vehicle speed Vw based on a wheel speed Vi, an actual vehicle speed Va, a longitudinal acceleration Gx of the vehicle, and an integrated value Vx of the longitudinal acceleration Gx when the vehicle starts traveling in a four-wheel drive state. is there. Another example of changes in vehicle speed Vw based on wheel speed Vi, actual vehicle speed Va, vehicle longitudinal acceleration Gx, and integrated value Vx of longitudinal acceleration Gx when the vehicle starts traveling in a four-wheel drive state is shown. It is a graph.
- FIG. 1 is a schematic configuration diagram showing a travel control device for a four-wheel drive vehicle to which a first embodiment of an abnormality determination device for a longitudinal acceleration sensor according to the present invention is applied.
- reference numeral 100 denotes an overall travel control device mounted on the vehicle 102.
- Reference numeral 10 denotes an engine, and the driving force of the engine 10 is transmitted to the output shaft 16 via the torque converter 12 and the transmission 14.
- the driving force of the output shaft 16 is transmitted to the front wheel driving shaft 20 or the rear wheel driving shaft 22 by the transfer 18 for switching the driving state.
- the output of the engine 10 is controlled by the engine control device 24 in accordance with the depression amount of the accelerator pedal 23 operated by the driver.
- the transfer 18 includes an actuator that switches the drive state between a four-wheel drive (4WD) state and a two-wheel drive (2WD) state.
- This actuator is controlled by a 4WD controller 28 in response to a selection switch (SW) 26 operated by the driver.
- SW selection switch
- the selection switch 26 can be switched to the H4 position, the H2 position, the N position, and the L4 position.
- the transfer 18 When the selection switch 26 is in the H4 position, the transfer 18 is set to the 4WD position for transmitting the driving force of the output shaft 16 to the front wheel driving shaft 20 and the rear wheel driving shaft 22. On the other hand, when the selection switch 26 is in the H2 position, the transfer 18 is set to the 2WD position where the driving force of the output shaft 16 is transmitted only to the rear wheel driving shaft 22. When the selection switch 26 is in the N position, the transfer 18 is set to a position where the driving force of the output shaft 16 is not transmitted to either the front wheel driving shaft 20 or the rear wheel driving shaft 22.
- the transfer 18 transmits the driving force of the output shaft 16 to the front wheel driving shaft 20 and the rear wheel driving shaft 22 as a driving force for lower vehicle speed and higher torque than in the H4 position. To 4WD position.
- the 4WD control device 28 generates a signal indicating whether the command position of the 4WD control device 28 for the transfer 18 is the 2WD position or the 4WD position based on the command signal input from the selection switch 26. Output to the engine controller 24.
- the engine control device 24 controls the output of the engine 10 according to the command position of the 4WD control device 28.
- the driving force of the front wheel drive shaft 20 is transmitted to the left front wheel axle 32L and the right front wheel axle 32R by the front wheel differential 30, thereby rotating the left and right front wheels 34FL and 34FR.
- the driving force of the rear wheel drive shaft 22 is transmitted to the left rear wheel axle 38L and the right rear wheel axle 38R by the rear wheel differential 36, whereby the left and right rear wheels 40RL and 40RR are rotationally driven.
- the braking force of the left and right front wheels 34FL, 34FR and the left and right rear wheels 40RL, 40RR is controlled by controlling the braking pressure of the corresponding wheel cylinders 46FL, 46FR, 46RL, 46RR by the hydraulic circuit 44 of the braking device 42.
- the hydraulic circuit 44 includes a reservoir, an oil pump, various valve devices, and the like.
- the braking pressure of each wheel cylinder is normally controlled by a master cylinder 48 that is driven in response to the driver's depressing operation of the brake pedal 47, and if necessary, by a traveling control electronic control unit 50 as will be described in detail later. Be controlled.
- a signal indicating the longitudinal acceleration Gx of the vehicle is input to the electronic control device 50 from the longitudinal acceleration sensor 54, and a signal indicating the position of the transfer 18 is input from the selection switch 26.
- the longitudinal acceleration sensor 54 detects the longitudinal acceleration Gx of the vehicle with the vehicle acceleration direction being positive. Further, a signal indicating the master cylinder pressure Pm, which is the pressure in the master cylinder 48, is input from the pressure sensor 56 to the electronic control unit 50.
- a signal indicating the accelerator opening Acc is input to the engine control device 24 from an accelerator opening sensor 58 provided in the accelerator pedal 23.
- the engine control device 24, 4WD control device 28, and electronic control device 50 may actually be constituted by, for example, a single microcomputer including a CPU, a ROM, a RAM, and an input / output device and a drive circuit.
- the electronic control unit 50 suppresses the resonance vibration on the spring accompanying the acceleration / deceleration of the vehicle as the vehicle running control.
- the sprung mass damping control is performed by the control of the sprung mass damping controller 56 shown in FIG.
- the sprung mass damping controller 56 includes a correction amount calculation block 58, a four-wheel drive slip determination block 60, a two-wheel drive slip determination block 62, an abnormality determination block 64, and a control stop determination block 66. have.
- the sprung mass damping controller 56 calculates a target torque correction amount ⁇ Te of the engine 10 for suppressing the resonance vibration on the spring accompanying acceleration / deceleration of the vehicle, and outputs a signal indicating the target torque correction amount ⁇ Te to the engine control device 24. To do.
- the correction amount calculation block 58 calculates the vehicle speed V based on the wheel speed Vi. When the vehicle speed V is equal to or greater than the control execution reference value Vdcs, the correction amount calculation block 58 calculates the target torque correction amount ⁇ Te based on the accelerator opening Acc and the wheel speed Vi, and controls a signal indicating the target torque correction amount ⁇ Te. Output to the stop determination block 66.
- the calculation of the target torque correction amount ⁇ Te does not form the gist of the present invention, and may be performed, for example, as described in Japanese Patent Application Laid-Open No. 2010-106817 relating to the application of the present applicant. That is, the feedforward correction amount ⁇ Teff may be calculated based on the accelerator opening Acc, the feedback correction amount ⁇ Tefb may be calculated based on the wheel speed Vi, and the target torque correction amount ⁇ Te may be calculated based on the correction amounts ⁇ Teff and ⁇ Tefb.
- the engine control device 24 calculates the target torque Tet of the engine 10 based on the accelerator opening Acc and the like. When the engine control device 24 has not received a signal indicating the target torque correction amount ⁇ Te, the engine control device 24 controls the output torque of the engine 10 based on the target torque Tet. When the engine control device 24 receives a signal indicating the target torque correction amount ⁇ Te, the output of the engine 10 is based on the corrected target torque Teta obtained by correcting the target torque Tet of the engine 10 with the target torque correction amount ⁇ Te. Control torque.
- a signal indicating that the vehicle is in a four-wheel drive state is input from the 4WD control device 28 to the four-wheel drive slip determination block 60.
- the slip determination block 60 calculates an estimated vehicle body speed Vb based on the wheel speed Vi of the four wheels and the longitudinal acceleration Gx of the vehicle.
- the slip determination block 60 determines whether a drive slip has occurred in any of the drive wheels based on the wheel speed Vi and the estimated vehicle body speed Vb, and outputs a signal indicating the determination result to the control stop determination block 66. .
- the determination of the drive slip at the time of non-braking four-wheel drive does not form the gist of the present invention, and is performed, for example, as described in JP 2011-37338 A filed by the applicant of the present application. It's okay. That is, the first estimated vehicle body speed Vb1 is obtained based on the lowest Vmin among the wheel speeds Vi of the four wheels.
- the second estimated vehicle speed Vb2 is obtained by Vbf + Gx * ⁇ t, where Vbf is the immediately preceding estimated vehicle speed and ⁇ t is the estimated time interval. Then, an estimated vehicle speed Vb is obtained based on the first estimated vehicle speed Vb1 and the second estimated vehicle speed Vb2.
- the determination as to whether or not the vehicle is in a non-braking state may be made by determining whether or not the braking force is applied to the wheels based on the master cylinder pressure Pm, for example. Even if the driving state is the four-wheel driving state, when the vehicle is in a braking state, the slip determination block 60 does not determine whether a driving slip has occurred.
- a signal indicating that the vehicle is in the two-wheel drive state is input from the 4WD control device 28 to the two-wheel drive slip determination block 62.
- the slip determination block 62 calculates the estimated vehicle speed Vb based on the wheel speed Vi of the driven wheel, and calculates the drive slip amount or the drive slip ratio of each drive wheel based on the wheel speed Vi of the drive wheel and the estimated vehicle speed Vb. .
- the slip determination block 62 determines whether or not a drive slip has occurred in any of the drive wheels by determining whether or not the drive slip amount or the drive slip ratio is equal to or greater than a reference value, and a signal indicating the determination result. Is output to the control stop determination block 66.
- the longitudinal acceleration sensor 54 is abnormal based on the wheel speed Vi and the longitudinal acceleration Gx of the vehicle according to the abnormality determination routine of the longitudinal acceleration sensor shown in FIG. It is determined whether or not there is.
- the control stop determination block 66 permits the signal indicating the target torque correction amount ⁇ Te to be output to the engine control device 24.
- the control stop determination block 66 prevents the signal indicating the target torque correction amount ⁇ Te from being output to the engine control device 24. Accordingly, the sprung mass damping control is stopped.
- A1 In the four-wheel drive state, it is determined by the slip determination block 60 that a drive slip has occurred on any of the wheels.
- A2 In the two-wheel drive state, it is determined by the slip determination block 62 that a drive slip has occurred in any of the drive wheels.
- the abnormality determination block 64 determines that the longitudinal acceleration sensor 54 is abnormal.
- the control according to the flowchart shown in FIG. 3 is started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals. The same applies to other embodiments described later.
- step 10 it is determined whether or not the flag F is 1, that is, whether or not it has already been determined that the calculation start condition for the integrated value Vx of the longitudinal acceleration Gx of the vehicle is satisfied.
- the control proceeds to step 40, and when a negative determination is made, the control proceeds to step 20.
- step 20 it is determined whether the calculation start condition for the integrated value Vx of the longitudinal acceleration Gx of the vehicle is satisfied. When a negative determination is made, the control returns to step 10, and when an affirmative determination is made, the flag F is set to 1 in step 30 and then the control advances to step 60.
- the calculation start condition for the integrated value Vx is satisfied when the following (b1) and (b2) are satisfied.
- “all wheel speeds Vi must be 0” may be excluded from the condition items.
- (B1) The vehicle is not in a braking state.
- (B2) The situation in which all the wheel speeds Vi are 0 and the rate of change Rgx of the longitudinal acceleration Gx is equal to or less than the reference value of increase rate Rgx0 (positive constant) has passed the calculation start reference time Tgcs (positive constant) is doing.
- step 40 when the vehicle is in an accelerating state, the minimum value Vmin of the four-wheel wheel speed Vi is set to the vehicle speed V, and when the vehicle is in a decelerating state by the engine brake, of the four-wheel wheel speed Vi. Is set to the vehicle speed V.
- step 50 it is determined whether or not an end condition for calculating the integrated value Vx of the longitudinal acceleration Gx of the vehicle and the abnormality determination of the longitudinal acceleration sensor 54 is satisfied. If an affirmative determination is made, control proceeds to step 70, and if a negative determination is made, control proceeds to step 60.
- the end condition is satisfied when any of the following (c1) and (c2) is satisfied.
- (C1) The vehicle is in a braking state.
- (C2) The vehicle speed V is equal to or higher than the end reference value Ve (a positive constant lower than the execution reference value Vdcs of the sprung mass damping control).
- step 60 it is determined whether or not the vehicle is in a four-wheel drive state based on a signal indicating the drive state input from the 4WD control device 28. If an affirmative determination is made, control proceeds to step 80. On the other hand, if a negative determination is made, the flag F is reset to 0 in step 70, and the calculation of the integrated value Vx of the longitudinal acceleration Gx and the abnormality determination of the longitudinal acceleration sensor 54 are ended.
- a bandpass filter process is performed on the longitudinal acceleration Gx of the vehicle, and an integrated value Vx of the longitudinal acceleration Gx of the vehicle after the bandpass filter process is calculated as a vehicle speed based on the longitudinal acceleration Gx.
- the pass band of the band pass filter process is a band that removes the low frequency component caused by temperature drift and road surface gradient and the high frequency component caused by noise, but allows the longitudinal acceleration in the frequency band accompanying the acceleration / deceleration of the vehicle to pass. Is set.
- step 90 the average value of the higher wheel speed Vmedh and the lower wheel speed Vmedl excluding the maximum value Vmax and the minimum value Vmin among the wheel speeds Vi of the four wheels is calculated as the vehicle speed Vw based on the wheel speed Vi.
- step 100 it is determined whether or not the vehicle speed Vw is equal to or higher than the start reference value Vws (positive constant) for determining the abnormality of the longitudinal acceleration sensor.
- the abnormality determination start reference value Vws is a value equal to or higher than the vehicle speed Vw0 corresponding to the wheel speed at which the wheel speed can be detected by the wheel speed sensors 52FL to 52RR, and preferably higher than the vehicle speed Vw0.
- step 150 it is determined whether or not the absolute value of the deviation between the integrated value Vx of the longitudinal acceleration Gx and the vehicle speed Vw based on the wheel speed Vi is equal to or greater than the abnormality determination reference value ⁇ Vs (positive constant).
- ⁇ Vs abnormality determination reference value
- step 20 when the calculation start conditions (b1) and (b2) of the integrated value Vx of the longitudinal acceleration Gx of the vehicle are satisfied, an affirmative determination is made in step 20. Then, until the end condition (c1) or (c2) is satisfied and an affirmative determination is made in step 50, the steps after step 80 are executed as long as the drive state is the four-wheel drive state.
- step 100 When the vehicle speed Vw becomes equal to or higher than the start reference value Vws for determining the abnormality of the longitudinal acceleration sensor, an affirmative determination is made in step 100, and whether or not the longitudinal acceleration sensor 54 is abnormal is determined in steps 150 to 170. That is, whether or not the longitudinal acceleration sensor 54 is abnormal is determined by determining whether or not the absolute value of the deviation between the integrated value Vx of the longitudinal acceleration Gx and the vehicle speed Vw based on the wheel speed Vi is equal to or greater than the abnormality determination reference value ⁇ Vs. Is done.
- FIG. 7 shows vehicle speed Vw (solid line), actual vehicle speed Va (dashed line), vehicle longitudinal acceleration Gx (dashed line), longitudinal acceleration when the vehicle starts traveling in a four-wheel drive state. It is a graph which shows an example of change of integrated value Vx (two-dot chain line) of Gx.
- step 80 calculation of the integrated value Vx of the longitudinal acceleration Gx of the vehicle in step 80 and calculation of the vehicle speed Vw based on the wheel speed Vi in step 90 are started. If the vehicle starts to move at time t2, the actual vehicle speed Va and the longitudinal acceleration Gx of the vehicle begin to increase at time t2, and the integrated value Vx of the longitudinal acceleration Gx is slightly behind the time t2. It begins to rise.
- the vehicle speed Vw based on the wheel speed Vi is 0. Assuming that the actual wheel speed becomes a value at which the wheel speed can be detected by the wheel speed sensors 52FL to 52RR at the time t3, the vehicle speed Vw based on the wheel speed Vi at the time t3 instantaneously becomes Vw0 from zero. Increase. It is assumed that the vehicle speed Vw based on the wheel speed Vi continues to increase and becomes equal to or higher than the start reference value Vws of the front / rear acceleration sensor abnormality determination at time t4, and becomes equal to or higher than the end reference value Ve at time t5.
- the vehicle speed Vw based on the integrated value Vx of the longitudinal acceleration Gx of the vehicle and the wheel speed Vi is calculated, but abnormality determination of the longitudinal acceleration sensor is not performed.
- the abnormality determination of the longitudinal acceleration sensor starts at time t4 and ends at time t5. If the vehicle speed Vw becomes equal to or higher than the control execution reference value Vdcs at time t6, sprung mass damping control is started at this time.
- the calculation start reference time Tgcs has elapsed. Then, calculation of the integrated value Vx of the longitudinal acceleration Gx is started. Accordingly, it is possible to eliminate the influence of the detected value in a situation where the detection immediately after the operation of the longitudinal acceleration sensor 54 is not stable.
- the longitudinal acceleration Gx up to is reliably integrated. Therefore, it is possible to prevent the abnormality determination of the longitudinal acceleration sensor 54 in step 150 from being performed inappropriately due to the fact that the integrated value Vx of the longitudinal acceleration Gx is not properly calculated. This effect can also be obtained in other embodiments described later.
- the longitudinal acceleration sensor 54 when the vehicle speed Vw is equal to or higher than the start reference value Vws (the value of Vw0 or higher) for determining the abnormality of the longitudinal acceleration sensor, the longitudinal acceleration sensor 54 is abnormal in steps 150 to 170. A determination is made whether or not. Therefore, it is possible to prevent the determination as to whether or not the longitudinal acceleration sensor 54 is abnormal in a situation where the actual wheel speed is very low and the wheel speed sensors 52FL to 52RR cannot detect the wheel speed. be able to. In other words, it can be prevented that the wheel speed sensors 52FL to 52RR cannot detect the wheel speed but are determined to be abnormal although the longitudinal acceleration sensor 54 is normal. .
- the abnormality determination of the longitudinal acceleration sensor itself is not performed. Therefore, the number of executions of step 150, that is, the number of executions of the abnormality determination step of the longitudinal acceleration sensor can be reduced as compared with the case of the third embodiment described later.
- step 100 determines whether or not the vehicle speed Vw is equal to or higher than the abnormality determination start reference value Vws. It should be noted that the determination in step 100, that is, whether or not the vehicle speed Vw is equal to or higher than the abnormality determination start reference value Vws is performed prior to step 80, and the control proceeds to step 80 when an affirmative determination is made. May be.
- step 100 is not performed prior to step 150 but is performed prior to step 170. In this case, when the determination at step 100 is affirmative determination, the control proceeds to step 170, and when the determination is negative determination, the control proceeds to step 160.
- FIG. 4 is a flowchart showing a routine for determining the abnormality of the longitudinal acceleration sensor in the second embodiment of the abnormality determining device for the longitudinal acceleration sensor according to the present invention.
- the same steps as those shown in FIG. 3 are assigned the same step numbers as the steps shown in FIG. The same applies to FIGS. 5 and 6 described later.
- step 100 is not executed, and when step 90 is completed, control proceeds to step 110.
- step 110 it is determined whether or not the elapsed time Tc from when the integrated value Vx of the longitudinal acceleration Gx starts to increase is equal to or greater than the determination start reference value Tcs (positive value).
- the routine proceeds to step 150.
- a negative determination the control according to the flowchart shown in FIG. Steps 150 to 170 are executed in the same manner as in the first embodiment.
- the magnitude of the longitudinal acceleration Gx or the increase in the integrated value Vx is such that the determination start reference value Tcs decreases as the magnitude of the longitudinal acceleration Gx increases, in other words, as the increase rate of the integrated value Vx of the longitudinal acceleration Gx increases. It is variably set according to the rate of change. Further, as shown in FIG. 8, when the elapsed time Tc from the point when the integrated value Vx of the longitudinal acceleration Gx starts to increase becomes the determination start reference value Tcs, the determination start reference value Tcs is the time t4 ′. t4 'is set to be after time t3.
- the longitudinal acceleration sensor 54 is abnormal in a situation where the elapsed time Tc from the time when the integrated value Vx of the longitudinal acceleration Gx starts to increase is equal to or greater than the determination start reference value Tcs. A determination is made whether or not. Therefore, as in the first embodiment, the actual wheel speed is very low, and the wheel speed sensor cannot detect the wheel speed. It can be determined that there is.
- the abnormality determination of the longitudinal acceleration sensor itself is not performed. Therefore, the number of executions of step 150, that is, the number of executions of the abnormality determination step of the longitudinal acceleration sensor can be reduced as compared with the case of the fourth embodiment described later.
- step 110 that is, whether or not the elapsed time Tc is equal to or greater than the determination start reference value Tcs is performed prior to step 80, and the control proceeds to step 80 when an affirmative determination is made. May be.
- step 110 may be corrected to be performed prior to step 170 instead of being performed prior to step 150. In this case, when the determination at step 110 is affirmative determination, the control proceeds to step 170, and when the determination is negative determination, the control proceeds to step 160.
- Third embodiment Third embodiment
- FIG. 5 is a flowchart showing an abnormality determination routine for the longitudinal acceleration sensor in the third embodiment of the abnormality determination device for the longitudinal acceleration sensor according to the present invention, which is configured as a modification of the first embodiment.
- the abnormality determination reference value ⁇ Vs in step 150 is set to a standard value ⁇ Vsn (a positive constant) in step 120.
- a value ⁇ Vsi that prevents the abnormality determination reference value ⁇ Vs from being larger than the standard value ⁇ Vsn in step 130 and determining that the longitudinal acceleration sensor 54 is abnormal Set to (positive constant). Steps 150 to 170 are executed in the same manner as in the first embodiment.
- the longitudinal acceleration sensor 54 it is determined whether or not the longitudinal acceleration sensor 54 is abnormal even if the vehicle speed Vw is less than the abnormality determination start reference value Vws, but the longitudinal acceleration sensor is abnormal. It is prevented from being determined to be. Therefore, as in the first and second embodiments, although the actual wheel speed is very low and the wheel speed sensor cannot detect the wheel speed, the longitudinal acceleration sensor 54 is normal. It is possible to prevent the abnormality from being determined.
- steps 100, 120, and 130 need only be executed prior to step 150, steps 100, 120, and 130 may be modified to be performed prior to step 80 or 90.
- steps 100, 120, and 130 may be modified to be performed prior to step 80 or 90.
- FIG. 6 is a flowchart showing an abnormality determination routine of the longitudinal acceleration sensor in the fourth embodiment of the abnormality determination device for the longitudinal acceleration sensor according to the present invention configured as a modification of the second embodiment.
- step 90 when step 90 is completed, the control proceeds to step 110.
- step 110 When an affirmative determination is made in step 110, the control proceeds to step 120, and when a negative determination is made, the control proceeds to step 130.
- Steps 150 to 170 are executed in the same manner as in the first embodiment.
- the longitudinal acceleration sensor 54 it is determined whether or not the longitudinal acceleration sensor 54 is abnormal even if the elapsed time Tc is less than the determination start reference value Tcs, but the longitudinal acceleration sensor is abnormal. Is prevented from being determined. Therefore, as in the first to third embodiments, the actual wheel speed is very low, and the wheel speed sensor cannot detect the wheel speed, but the longitudinal acceleration sensor 54 is normal. It is possible to prevent the abnormality from being determined.
- steps 110 to 130 may be executed prior to step 150, steps 110 to 130 may be modified to be performed prior to steps 80 or 90.
- the bandpass filter process is performed on the longitudinal acceleration Gx of the vehicle in step 80, and the integrated value Vx of the longitudinal acceleration Gx of the vehicle after the bandpass filter process becomes the longitudinal acceleration Gx. Calculated as the vehicle speed based. Therefore, compared to the case where the bandpass filter processing is not performed on the longitudinal acceleration Gx, the influence of the low frequency component caused by temperature drift and road surface gradient and the high frequency component caused by noise is reduced, and the integrated value of the longitudinal acceleration Gx. Vx can be calculated accurately.
- the end reference value Ve is a value lower than the execution reference value Vdcs of the sprung mass damping control. Accordingly, since it is possible to determine whether or not the longitudinal acceleration sensor 54 is abnormal before the sprung mass damping control is started, the sprung mass damping control is started in a situation where the longitudinal acceleration sensor 54 is abnormal. Can be prevented.
- the calculation of the integrated value Vx of the longitudinal acceleration Gx and the abnormality determination of the longitudinal acceleration sensor 54 can be ended before the sprung mass damping control is started. Therefore, the load on the electronic control unit 50 and the like can be reduced as compared with the case where the determination as to whether or not the longitudinal acceleration sensor 54 is abnormal continues after the sprung mass damping control is started.
- the control stop determination block 66 prevents the output of a signal indicating the target torque correction amount ⁇ Te. . Therefore, when the rear acceleration sensor 54 is abnormal, the sprung mass damping control is stopped regardless of whether the driving wheel is in the driving slip state or not. Therefore, it is possible to prevent the sprung mass damping control from being executed in a situation where it is impossible to accurately determine whether or not the driving wheel is in the driving slip state due to the abnormality of the longitudinal acceleration sensor 54. it can.
- step 60 when the vehicle is in the two-wheel drive state, an affirmative determination is made in step 60, whereby the calculation of the integrated value Vx of the longitudinal acceleration Gx and the longitudinal acceleration sensor 54 are performed in step 70.
- the abnormality determination is terminated. Therefore, in the situation where the vehicle is in the two-wheel drive state and the information on the longitudinal acceleration Gx is not required to determine whether or not the driving wheel is in the driving slip state, the abnormality determination of the longitudinal acceleration sensor 54 is performed unnecessarily. Can be reliably prevented.
- the control stop determination block 66 prevents the output of a signal indicating the target torque correction amount ⁇ Te. Therefore, in a situation where the vehicle is in a two-wheel drive state, it is possible to prevent the sprung mass damping control from being improperly executed due to a drive slip occurring on any of the drive wheels. .
- the vehicle speed Vw based on the wheel speed Vi when the vehicle is in the four-wheel drive state is the wheel speed Vmedh excluding the maximum value Vmax and the minimum value Vmin among the wheel speeds Vi of the four wheels. Calculated as the average value of Vmedl. Therefore, compared with the case where the vehicle speed Vw is calculated as the average value of the wheel speeds Vi of the four wheels, for example, the influence of the wheel speed that has become a unique value due to, for example, a protrusion or a step on the road surface is reduced to reduce the vehicle speed Vw. Can be calculated accurately.
- the drive mode of the vehicle is controlled by the 4WD control device 28 in response to the selection switch (SW) 26 operated by the driver.
- the vehicle to which the abnormality determination device or the travel control device of the longitudinal acceleration sensor of the present invention is applied may be a vehicle in which the drive mode is automatically switched, for example, or a switching lever in which the drive mode is operated by the driver. It may be a vehicle switched by.
- the vehicle speed Vw based on the wheel speed Vi when the vehicle is in the four-wheel drive state is the wheel speed Vmedh excluding the maximum value Vmax and the minimum value Vmin among the wheel speeds Vi of the four wheels. And the average value of Vmedl.
- the vehicle speed Vw based on the wheel speed Vi may be calculated as an average value of the four wheel speeds Vi or an average value of three wheel speeds Vi excluding the maximum value Vmax among the four wheel speeds Vi.
- the end reference value Ve for determining whether the end condition is satisfied in step 50 is a positive constant lower than the execution reference value Vdcs for the sprung mass damping control.
- the end reference value Ve may be set to a value equal to or greater than the execution reference value Vdcs of the sprung mass damping control, and the abnormality determination of the longitudinal acceleration sensor may be continued even after the sprung mass damping control is started. .
- the vehicle traveling control is sprung mass damping control, but traveling control other than sprung mass damping control may be used. That is, the abnormality determination device of the present invention may be applied to abnormality determination of a longitudinal acceleration sensor whose detection value is used for travel control other than sprung mass damping control.
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Abstract
Description
当技術分野に於いてよく知られている如く、前後加速度センサは極僅かな前後加速度をも検出することができるのに対し、車輪速度センサは極低速の車輪速度を検出することができない。そのため従来の前後加速度センサの異常判定装置においては、車輪速度が車輪速度センサによる検出が可能になる値よりも高い値に上昇してから前後加速度の積分演算等が開始されるようになっている。
〔課題を解決するための手段及び発明の効果〕
第一の実施形態
(a1)四輪駆動状態に於いてスリップ判定ブロック60により何れかの車輪に駆動スリップが発生していると判定されている。
(a2)二輪駆動状態に於いてスリップ判定ブロック62により何れかの駆動輪に駆動スリップが発生していると判定されている。
(a3)四輪駆動状態に於いて異常判定ブロック64により前後加速度センサ54が異常であると判定されている。
(b1)車両が制動状態にない。
(b2)全ての車輪速度Viが0であり且つ前後加速度Gxの増加変化率Rgxが増加変化率基準値Rgx0(正の定数)以下である状況が演算開始基準時間Tgcs(正の定数)以上経過している。
(c1)車両が制動状態にある。
(c2)車速Vが終了基準値Ve(ばね上制振制御の実行基準値Vdcsよりも低い正の定数)以上である。
第二の実施形態
第三の実施形態
第四の実施形態
Claims (15)
- 車両の走行制御に使用される車両の前後加速度を検出する前後加速度センサの異常判定装置であって、前後加速度センサにより検出された車両の前後加速度の積算値を演算し、前記積算値と車輪速度に基づく車速とに基づいて前後加速度センサの異常判定を行う前後加速度センサの異常判定装置に於いて、検出された車両の前後加速度の増加変化率が増加変化率基準値以下である状態が、演算開始基準時間以上経過したときに、積算値の演算を開始することを特徴とする前後加速度センサの異常判定装置。
- 検出可能な車輪速度の最小値に対応する車速以上の値を判定開始車速基準値として、車輪速度に基づく車速が前記判定開始車速基準値未満であるときには、前記前後加速度センサが異常であるとの判定が行われないことを特徴とする請求項1に記載の前後加速度センサの異常判定装置。
- 前記前後加速度センサの異常判定は前記積算値と車輪速度に基づく車速との偏差が異常判定基準値以上であるか否かによって行われ、車輪速度に基づく車速が前記判定開始車速基準値以上になるまで、前記異常判定基準値は前記前後加速度センサが異常であると判定されない値に設定されることを特徴とする請求項2に記載の前後加速度センサの異常判定装置。
- 前記積算値が増大し始めた時点より判定開始基準時間が経過するまでは、前記前後加速度センサが異常であるとの判定が行われないことを特徴とする請求項1に記載の前後加速度センサの異常判定装置。
- 前記前後加速度センサの異常判定は前記積算値と車輪速度に基づく車速との偏差が異常判定基準値以上であるか否かによって行われ、前記積算値が増大し始めた時点より前記判定開始基準時間が経過するまで、前記異常判定基準値は前記前後加速度センサが異常であると判定されない値に設定されることを特徴とする請求項4に記載の前後加速度センサの異常判定装置。
- 前後加速度センサにより検出された車両の前後加速度に対し特定の通過周波数帯域にてフィルタ処理を行い、フィルタ処理後の車両の前後加速度の積算値を演算することを特徴とする請求項1乃至5の何れか一つに記載の前後加速度センサの異常判定装置。
- 前記車両の走行制御は車輪速度に基づく車速が走行制御開始車速基準値以上であるときに実行され、前記走行制御開始車速基準値は前記判定開始車速基準値よりも高いことを特徴とする請求項1乃至6の何れか一つに記載の前後加速度センサの異常判定装置。
- 前記積算値の演算及び前記前後加速度センサの異常判定は車輪速度に基づく車速が前記走行制御開始車速基準値よりも低い判定終了車速基準値以上になると終了されることを特徴とする請求項1乃至7の何れか一つに記載の前後加速度センサの異常判定装置。
- 車両は四輪駆動車であり、前記車輪速度に基づく車速は、四輪の車輪速度の平均値、四輪の車輪速度のうちの最大値を除く三つの車輪速度の平均値、及び四輪の車輪速度のうちの最大値及び最小値を除く二つの車輪速度の平均値の何れかであることを特徴とする請求項1乃至8の何れか一つに記載の前後加速度センサの異常判定装置。
- 駆動輪の駆動力を制御することにより前記車両の走行制御を行い、車輪速度及び車両の前後加速度に基づいて駆動輪がスリップ状態にあると判定されるときには前記車両の走行制御を中止する車両の走行制御装置であって、請求項1乃至9の何れか一つに記載の前後加速度センサの異常判定装置を有し、車両は四輪駆動車であり、前記異常判定装置により前後加速度センサが異常であると判定されているときには、駆動輪がスリップ状態にあるか否かに関係なく前記車両の走行制御を中止することを特徴とする車両の走行制御装置。
- 車両は四輪駆動状態と二輪駆動状態とに切り替わる四輪駆動車であり、車両が二輪駆動状態にあるときには、前記異常判定装置は前記前後加速度センサの異常判定を行わないことを特徴とする請求項10に記載の車両の走行制御装置。
- 車両が二輪駆動状態にあるときには、非駆動輪の車輪速度及び駆動輪の車輪速度に基づいて駆動輪がスリップ状態にあるか否かが判定されることを特徴とする請求項11に記載の車両の走行制御装置。
- 前記車両の走行制御は車両の加減速に伴うばね上の共振振動を抑制するばね上制振制御であることを特徴とする請求項10乃至12の何れか一つに記載の車両の走行制御装置。
- 車両の走行制御に使用される車両の前後加速度を検出する前後加速度センサの異常判定方法であって、前後加速度センサにより検出された車両の前後加速度の積算値を演算し、前記積算値と車輪速度に基づく車速とに基づいて前後加速度センサの異常判定を行う前後加速度センサの異常判定方法に於いて、検出された車両の前後加速度の増加変化率が増加変化率基準値以下である状態が、演算開始基準時間以上経過したときに、積算値の演算を開始することを特徴とする前後加速度センサの異常判定方法。
- 駆動輪の駆動力を制御することにより前記車両の走行制御を行い、車輪速度及び車両の前後加速度に基づいて駆動輪がスリップ状態にあると判定されるときには前記車両の走行制御を中止する車両の走行制御方法であって、請求項1乃至9の何れか一つに記載の前後加速度センサの異常判定装置を有し、車両は四輪駆動車であり、前記異常判定装置により前後加速度センサが異常であると判定されているときには、駆動輪がスリップ状態にあるか否かに関係なく前記車両の走行制御を中止することを特徴とする車両の走行制御方法。
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JP2011538752A JP5146608B2 (ja) | 2011-04-14 | 2011-04-14 | 前後加速度センサの異常判定装置及び方法 |
DE112011105146.8T DE112011105146T5 (de) | 2011-04-14 | 2011-04-14 | Abnormitätsbestimmungsvorrichtung und -verfahren für einen längsbeschleunigungssensor |
US13/637,407 US8831819B2 (en) | 2011-04-14 | 2011-04-14 | Abnormality determination device and method of longitudinal acceleration sensor |
CN201180011423.8A CN102858607B (zh) | 2011-04-14 | 2011-04-14 | 纵向加速度传感器的异常判定装置及方法 |
PCT/JP2011/059262 WO2012140763A1 (ja) | 2011-04-14 | 2011-04-14 | 前後加速度センサの異常判定装置及び方法 |
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CN108099878A (zh) * | 2013-06-03 | 2018-06-01 | E-Aam 传动系统公司 | 用于确定车速参数的方法 |
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JP5966994B2 (ja) * | 2013-03-27 | 2016-08-10 | 株式会社アドヴィックス | 車両用ブレーキ制御装置 |
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- 2011-04-14 DE DE112011105146.8T patent/DE112011105146T5/de not_active Ceased
- 2011-04-14 WO PCT/JP2011/059262 patent/WO2012140763A1/ja active Application Filing
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Also Published As
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CN102858607A (zh) | 2013-01-02 |
US20140046532A1 (en) | 2014-02-13 |
CN102858607B (zh) | 2015-04-01 |
DE112011105146T5 (de) | 2014-01-23 |
JPWO2012140763A1 (ja) | 2014-07-28 |
US8831819B2 (en) | 2014-09-09 |
JP5146608B2 (ja) | 2013-02-20 |
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