Vehicle body slip angle-estimating device and method and engine control unit

• US 8,255,119 B2
• Filed: 04/17/2008
• Issued: 08/28/2012
• Est. Priority Date: 04/18/2007
• Status: Expired due to Fees

• Current Assignee: Honda Motor Co., Ltd. (Honda Motor Company)
• Original Assignee: Honda Motor Co., Ltd. (Honda Motor Company)
• Inventors: Komori, Takafumi, Akazaki, Shusuke, Mizuno, Takahide
• Primary Examiner(s): Tran, Khoi
• Assistant Examiner(s): Sample, Jonathan L
• Application Number:
  US12/081,550
• Publication Number:
  US 20080262677A1
• Time in Patent Office: 1,594 Days
• Field of Search: None
• US Class Current: 701/38
• CPC Class Codes: B60T 2230/02 Side slip angle, attitude angle, floating angle, drift angle
• CPC Class Codes: B60T 8/172 Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters B60T8/17551 takes precedence
• CPC Class Codes: B60T 8/174 characterised by using special control logic, e.g. fuzzy logic , neural computing
• CPC Class Codes: B60W 2050/0037 Mathematical models of vehicle sub-units
• CPC Class Codes: B60W 2520/14 Yaw
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 40/103 Side slip angle of vehicle body

Abstract

A vehicle body slip angle-estimating device which, in estimating a vehicle body slip angle with an algorithm using a nonlinear model, is capable of accurately estimating a vehicle body slip angle irrespective of whether the frequency of occurrence of a state during traveling of the vehicle. A basic value-calculating section calculates a basic value of a vehicle body slip angle with an algorithm using a neural network model. A turning state-determining section determines whether the vehicle is in a predetermined limit turning traveling state. A correction value-calculating section calculates a correction value with an algorithm using a predetermined linear model when the vehicle is in the predetermined state. In the other cases, the correction value is set to 0. A straight traveling-determining section sets the angle to the sum of the basic value and the correction value when the vehicle is in a turning traveling state.

Claims

1. A vehicle body slip angle-estimating device comprising:

vehicle speed-detecting means for detecting a speed of a vehicle as a vehicle speed;

lateral acceleration-detecting means for detecting a lateral acceleration of the vehicle as a lateral acceleration;

yaw rate-detecting means for detecting a yaw rate of the vehicle;

estimated value-calculating means for calculating an estimated value of a vehicle body slip angle with an algorithm that uses a predetermined nonlinear model indicative of a relationship between the vehicle speed, the lateral acceleration, the yaw rate, and the vehicle body slip angle;

correction means for calculating a correction value with an algorithm that uses a predetermined linear model indicative of the relationship between the vehicle speed, the lateral acceleration, the yaw rate, and the vehicle body slip angle, and correcting the estimated value by the calculated correction value;

determination means for determining whether or not the vehicle is in a predetermined limit turning traveling state but not in a normal turning traveling state, wherein the normal turning traveling state is a turning traveling state in which the absolute value of a vehicle body slip angle, if it is generated, is relatively small to fall within a predetermined range, and the predetermined limit turning traveling state is a state in which the vehicle is not in the normal turning traveling state but in a state in which a vehicle body slip angle exceeding the predetermined range is temporarily generated during turning traveling; and

selection means for selecting the estimated value as the vehicle body slip angle when said determination means has determined that the vehicle is in the normal turning traveling state, and selecting the estimated value corrected by the correction value as the vehicle body slip angle when said determination means has determined that the vehicle is in the predetermined limit turning traveling state.

2. A vehicle body slip angle-estimating device as claimed in claim 1, wherein the predetermined nonlinear model is a predetermined neural network model, and

wherein the algorithm using the predetermined linear model is an algorithm including a pseudo-integration method.

3. A vehicle body slip angle-estimating device as claimed in claim 2, wherein said correction means calculates the correction value by multiplying a value calculated by the pseudo-integration method by a predetermined gain.

4. A vehicle body slip angle-estimating device as claimed in claim 1, further comprising:

straight traveling-determining means for determining whether or not the vehicle is in a straight traveling state; and

setting means for setting the vehicle body slip angle to a value selected by said selection means when said straight traveling-determining means has determined that the vehicle is not in the straight traveling state, and setting the vehicle body slip angle to 0 when said straight traveling-determining means has determined that the vehicle is in the straight traveling state.

5. A vehicle body slip angle-estimating device as claimed in claim 4, further comprising:

accelerator pedal opening-detecting means for detecting an accelerator pedal opening indicative of an operation amount of an accelerator pedal of the vehicle; and

steering angle-detecting means for detecting a steering angle of a steering wheel of the vehicle, and

wherein said straight traveling-determining means determines whether or not the vehicle is in the straight traveling state, based on results of comparison of the accelerator pedal opening and the steering angle with respective predetermined reference values thereof.

6. A vehicle body slip angle-estimating device comprising:

vehicle speed-detecting means for detecting a speed of a vehicle as a vehicle speed;

lateral acceleration-detecting means for detecting a lateral acceleration of the vehicle as a lateral acceleration;

yaw rate-detecting means for detecting a yaw rate of the vehicle;

first estimation means for estimating a first vehicle body slip angle with an algorithm that uses a first predetermined nonlinear model of which system identification is performed when the vehicle is in a normal turning traveling state and which is indicative of a relationship between the vehicle speed, the lateral acceleration, the yaw rate, and a vehicle body slip angle, wherein the normal turning traveling state is a turning traveling state in which the absolute value of a vehicle body slip angle, if it is generated, is relatively small to fall within a predetermined range;

second estimation means for estimating a second vehicle body slip angle with an algorithm that uses a second predetermined nonlinear model of which system identification is performed when the vehicle is in a predetermined limit turning traveling state and which is indicative of the relationship between the vehicle speed, the lateral acceleration, the yaw rate, and the vehicle body slip angle, wherein the predetermined limit turning traveling state is a state in which the vehicle is not in the normal turning traveling state but in a state in which a vehicle body slip angle exceeding the predetermined range is temporarily generated during turning traveling;

determination means for determining whether or not the vehicle is in the predetermined limit turning traveling state; and

selection means for selecting the first vehicle body slip angle as the vehicle body slip angle when said determination means has determined that the vehicle is in the normal turning traveling state, and selecting the second vehicle body slip angle as the vehicle body slip angle when said determination means has determined that the vehicle is in the predetermined limit turning traveling state.

7. A vehicle body slip angle-estimating device as claimed in claim 6, wherein said first predetermined nonlinear model is a first predetermined neural network model that uses weights learned when the vehicle is in the normal turning traveling state, and

wherein said second predetermined nonlinear model is a second predetermined neural network model that uses weights learned when the vehicle is in the predetermined limit turning traveling state.

8. A vehicle body slip angle-estimating device as claimed in claim 6, wherein said determination means determines whether or not the vehicle is in the predetermined limit turning traveling state, based on one of a relative difference and a ratio between the first vehicle body slip angle and the second vehicle body slip angle.

9. A vehicle body slip angle-estimating device as claimed in claim 6, further comprising:

straight traveling-determining means for determining whether or not the vehicle is in a straight traveling state; and

setting means for setting the vehicle body slip angle to a value selected by said selection means when said straight traveling-determining means has determined that the vehicle is not in the straight traveling state, and setting the vehicle body slip angle to 0 when said straight traveling-determining means has determined that the vehicle is in the straight traveling state.

10. A vehicle body slip angle-estimating device as claimed in claim 9, further comprising:

accelerator pedal opening-detecting means for detecting an accelerator pedal opening indicative of an operation amount of an accelerator pedal of the vehicle; and

steering angle-detecting means for detecting a steering angle of a steering wheel of the vehicle, and

wherein said straight traveling-determining means determines whether or not the vehicle is in the straight traveling state, based on results of comparison of the accelerator pedal opening and the steering angle with respective predetermined reference values thereof.

11. A vehicle body slip angle-estimating method comprising:

a vehicle speed-detecting step of detecting a speed of a vehicle as a vehicle speed;

a lateral acceleration-detecting step of detecting a lateral acceleration of the vehicle as a lateral acceleration;

a yaw rate-detecting step of detecting a yaw rate of the vehicle;

an estimated value-calculating step of calculating an estimated value of a vehicle body slip angle with an algorithm that uses a predetermined nonlinear model indicative of a relationship between the vehicle speed, the lateral acceleration, the yaw rate, and the vehicle body slip angle;

a correction step of calculating a correction value with an algorithm that uses a predetermined linear model indicative of the relationship between the vehicle speed, the lateral acceleration, the yaw rate, and the vehicle body slip angle, and correcting the estimated value by the calculated correction value;

a determination step of determining whether or not the vehicle is in a predetermined limit turning traveling state but not in a normal turning traveling state, wherein the normal turning traveling state is a turning traveling state in which the absolute value of a vehicle body slip angle, if it is generated, is relatively small to fall within a predetermined range, and the predetermined limit turning traveling state is a state in which the vehicle is not in the normal turning traveling state but in a state in which a vehicle body slip angle exceeding the predetermined range is temporarily generated during turning traveling; and

a selection step of selecting the estimated value as the vehicle body slip angle when it is determined in said determination step that the vehicle is in the normal turning traveling state, and selecting the estimated value corrected by the correction value as the vehicle body slip angle when it is determined in said determination step that the vehicle is in the predetermined limit turning traveling state.

12. A vehicle body slip angle-estimating method as claimed in claim 11, wherein the predetermined nonlinear model is a predetermined neural network model, and

wherein the algorithm using the predetermined linear model is an algorithm including a pseudo-integration method.

13. A vehicle body slip angle-estimating method as claimed in claim 12, wherein said correction step includes calculating the correction value by multiplying a value calculated by the pseudo-integration method by a predetermined gain.

14. A vehicle body slip angle-estimating method as claimed in claim 11, further comprising:

a straight traveling-determining step of determining whether or not the vehicle is in a straight traveling state; and

a setting step of setting the vehicle body slip angle to a value selected in said selection step when it is determined in said straight traveling-determining step that the vehicle is not in the straight traveling state, and setting the vehicle body slip angle to 0 when it is determined in said straight traveling-determining step that the vehicle is in the straight traveling state.

15. A vehicle body slip angle-estimating method as claimed in claim 14, further comprising:

an accelerator pedal opening-detecting step of detecting an accelerator pedal opening indicative of an operation amount of an accelerator pedal of the vehicle; and

a steering angle-detecting step of detecting a steering angle of a steering wheel of the vehicle, and

wherein said straight traveling-determining step includes determining whether or not the vehicle is in the straight traveling state, based on results of comparison of the accelerator pedal opening and the steering angle with respective predetermined reference values thereof.

16. A vehicle body slip angle-estimating method comprising:

a vehicle speed-detecting step of detecting a speed of a vehicle as a vehicle speed;

a lateral acceleration-detecting step of detecting a lateral acceleration of the vehicle as a lateral acceleration;

a yaw rate-detecting step of detecting a yaw rate of the vehicle;

a first estimation step of estimating a first vehicle body slip angle with an algorithm that uses a first predetermined nonlinear model of which system identification is performed when the vehicle is in a normal turning traveling state and which is indicative of a relationship between the vehicle speed, the lateral acceleration, the yaw rate, and a vehicle body slip angle, wherein the normal turning traveling state is a turning traveling state in which the absolute value of a vehicle body slip angle, if it is generated, is relatively small to fall within a predetermined range;

a second estimation step of estimating a second vehicle body slip angle with an algorithm that uses a second predetermined nonlinear model of which system identification is performed when the vehicle is in a predetermined limit turning traveling state and which is indicative of the relationship between the vehicle speed, the lateral acceleration, the yaw rate, and the vehicle body slip angle, wherein the predetermined limit turning traveling state is a state in which the vehicle is not in the normal turning traveling state but in a state in which a vehicle body slip angle exceeding the predetermined range is temporarily generated during turning traveling;

a determination step of determining whether or not the vehicle is in the predetermined limit turning traveling state; and

a selection step of selecting the first vehicle body slip angle as the vehicle body slip angle when it is determined in said determination step that the vehicle is in the normal turning traveling state, and selecting the second vehicle body slip angle as the vehicle body slip angle when it is determined in said determination step that the vehicle is in the predetermined limit turning traveling state.

17. A vehicle body slip angle-estimating method as claimed in claim 16, wherein the first predetermined nonlinear model is a first predetermined neural network model that uses weights learned when the vehicle is in the normal turning traveling state, and

wherein the second predetermined nonlinear model is a second predetermined neural network model that uses weights learned when the vehicle is in the predetermined limit turning traveling state.

18. A vehicle body slip angle-estimating method as claimed in claim 16, wherein said determination step includes determining whether or not the vehicle is in the predetermined limit turning traveling state, based on one of a relative difference and a ratio between the first vehicle body slip angle and the second vehicle body slip angle.

19. A vehicle body slip angle-estimating method as claimed in claim 16, further comprising:

a straight traveling-determining step of determining whether or not the vehicle is in a straight traveling state; and

a setting step of setting the vehicle body slip angle to a value selected in said selection step when it is determined in said straight traveling-determining step that the vehicle is not in the straight traveling state, and setting the vehicle body slip angle to 0 when it is determined in said straight traveling-determining step that the vehicle is in the straight traveling state.

20. A vehicle body slip angle-estimating method as claimed in claim 19, further comprising:

an accelerator pedal opening-detecting step of detecting an accelerator pedal opening indicative of an operation amount of an accelerator pedal of the vehicle; and

a steering angle-detecting step of detecting a steering angle of a steering wheel of the vehicle, and

wherein said straight traveling-determining step includes determining whether or not the vehicle is in the straight traveling state, based on results of comparison of the accelerator pedal opening and the steering angle with respective predetermined reference values thereof.

21. An engine control unit including a control program for causing a computer to execute a vehicle body slip angle-estimating method,

wherein the vehicle body slip angle-estimating method comprises:

a vehicle speed-detecting step of detecting a speed of a vehicle as a vehicle speed;

a lateral acceleration-detecting step of detecting a lateral acceleration of the vehicle as a lateral acceleration;

a yaw rate-detecting step of detecting a yaw rate of the vehicle;

an estimated value-calculating step of calculating an estimated value of a vehicle body slip angle with an algorithm that uses a predetermined nonlinear model indicative of a relationship between the vehicle speed, the lateral acceleration, the yaw rate, and the vehicle body slip angle;

a correction step of calculating a correction value with an algorithm that uses a predetermined linear model indicative of the relationship between the vehicle speed, the lateral acceleration, the yaw rate, and the vehicle body slip angle, and correcting the estimated value by the calculated correction value;

a determination step of determining whether or not the vehicle is in a predetermined limit turning traveling state but not in a normal turning traveling state, wherein the normal turning traveling state is a turning traveling state in which the absolute value of a vehicle body slip angle, if it is generated, is relatively small to fall within a predetermined range, and the predetermined limit turning traveling state is a state in which the vehicle is not in the normal turning traveling state but in a state in which a vehicle body slip angle exceeding the predetermined range is temporarily generated during turning traveling; and

a selection step of selecting the estimated value as the vehicle body slip angle when it is determined in said determination step that the vehicle is in the normal turning traveling state, and selecting the estimated value corrected by the correction value as the vehicle body slip angle when it is determined in said determination step that the vehicle is in the predetermined limit turning traveling state.

22. An engine control unit as claimed in claim 21, wherein the predetermined nonlinear model is a predetermined neural network model, and

wherein the algorithm using the predetermined linear model is an algorithm including a pseudo-integration method.

23. An engine control unit as claimed in claim 22, wherein said correction step includes calculating the correction value by multiplying a value calculated by the pseudo-integration method by a predetermined gain.

24. An engine control unit as claimed in claim 21, wherein the vehicle body slip angle-estimating method further comprises:

a straight traveling-determining step of determining whether or not the vehicle is in a straight traveling state; and

a setting step of setting the vehicle body slip angle to a value selected in said selection step when it is determined in said straight traveling-determining step that the vehicle is not in the straight traveling state, and setting the vehicle body slip angle to 0 when it is determined in said straight traveling-determining step that the vehicle is in the straight traveling state.

25. An engine control unit as claimed in claim 24, wherein the vehicle body slip angle-estimating method further comprises:

an accelerator pedal opening-detecting step of detecting an accelerator pedal opening indicative of an operation amount of an accelerator pedal of the vehicle; and

a steering angle-detecting step of detecting a steering angle of a steering wheel of the vehicle, and

wherein said straight traveling-determining step includes determining whether or not the vehicle is in the straight traveling state, based on results of comparison of the accelerator pedal opening and the steering angle with respective predetermined reference values thereof.

26. An engine control unit including a control program for causing a computer to execute a vehicle body slip angle-estimating method,

wherein the vehicle body slip angle-estimating method comprises:

a vehicle speed-detecting step of detecting a speed of a vehicle as a vehicle speed;

a lateral acceleration-detecting step of detecting a lateral acceleration of the vehicle as a lateral acceleration;

a yaw rate-detecting step of detecting a yaw rate of the vehicle;

a first estimation step of estimating a first vehicle body slip angle with an algorithm that uses a first predetermined nonlinear model of which system identification is performed when the vehicle is in a normal turning traveling state and which is indicative of a relationship between the vehicle speed, the lateral acceleration, the yaw rate, and a vehicle body slip angle, wherein the normal turning traveling state is a turning traveling state in which the absolute value of a vehicle body slip angle, if it is generated, is relatively small to fall within a predetermined range;

a second estimation step of estimating a second vehicle body slip angle with an algorithm that uses a second predetermined nonlinear model of which system identification is performed when the vehicle is in a predetermined limit turning traveling state and which is indicative of the relationship between the vehicle speed, the lateral acceleration, the yaw rate, and the vehicle body slip angle, wherein the predetermined limit turning traveling state is a state in which the vehicle is not in the normal turning traveling state but in a state in which a vehicle body slip angle exceeding the predetermined range is temporarily generated during turning traveling;

a determination step of determining whether or not the vehicle is in the predetermined limit turning traveling state; and

a selection step of selecting the first vehicle body slip angle as the vehicle body slip angle when it is determined in said determination step that the vehicle is in the normal turning traveling state, and selecting the second vehicle body slip angle as the vehicle body slip angle when it is determined in said determination step that the vehicle is in the predetermined limit turning traveling state.

27. An engine control unit as claimed in claim 26, wherein said first predetermined nonlinear model is a first predetermined neural network model that uses weights learned when the vehicle is in the normal turning traveling state, and

wherein said second predetermined nonlinear model is a second predetermined neural network model that uses weights learned when the vehicle is in the predetermined limit turning traveling state.

28. An engine control unit as claimed in claim 26, wherein said determination step includes determining whether or not the vehicle is in the predetermined limit turning traveling state, based on one of a relative difference and a ratio between the first vehicle body slip angle and the second vehicle body slip angle.

29. An engine control unit as claimed in claim 26, wherein the vehicle body slip angle-estimating method further comprises:

a straight traveling-determining step of determining whether or not the vehicle is in a straight traveling state; and

a setting step of setting the vehicle body slip angle to a value selected in said selection step when it is determined in said straight traveling-determining step that the vehicle is not in the straight traveling state, and setting the vehicle body slip angle to 0 when it is determined in said straight traveling-determining step that the vehicle is in the straight traveling state.

30. An engine control unit as claimed in claim 29, wherein the vehicle body slip angle-estimating method further comprises:

an accelerator pedal opening-detecting step of detecting an accelerator pedal opening indicative of an operation amount of an accelerator pedal of the vehicle; and

a steering angle-detecting step of detecting a steering angle of a steering wheel of the vehicle, and

wherein said straight traveling-determining step includes determining whether or not the vehicle is in the straight traveling state, based on results of comparison of the accelerator pedal opening and the steering angle with respective predetermined reference values thereof.