JPH07174774A - Vehicle speed and the like operator and vehicle running control system with using the operator - Google Patents

Abstract

PURPOSE:To make it possible to exactly obtain the actual speed by avoiding the speed detection error accompanying skidding and sliding phenomena of wheel during vehicle running. CONSTITUTION:The system is constituted of a skid and slide judgement part 21 which obtains the skid and slide degree by applying fuzzy inference to every wheel axis based on the speed data obtained from the speed and the like measuring part 3 provided in the vicinity of a plurality of wheel axes 2 and running environment data and the like preserved in advance in a running condition data memory 4, a correction operation part 22 to calculate a corrected speed based on those slip and run degree, speed etc., a speed and the like synthesizing part 23 to collect the corrected speeds calculated for every wheel axis and obtain the actual vehicle running velocity. It controls the drive mechanism of the vehicle based on the obtained velocity.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle speed calculation device and a vehicle traveling control system using this device, and in particular, it eliminates calculation errors caused by wheel wear and idling / sliding in various operating situations. The present invention relates to a vehicle travel control system that obtains an accurate speed and the like and controls the travel of the vehicle based on the speed and the like.

[0002]

2. Description of the Related Art The running speed and running acceleration of a vehicle are calculated by measuring the rotational speed of the wheel by using a speed sensor and an acceleration calculator provided in the vicinity of the wheel axis and based on the detected value. be able to.

However, in a running vehicle,
A so-called idling phenomenon, in which the wheels idle on the rail surface, mainly during acceleration, and a so-called sliding phenomenon, in which the wheels slide on the rail surface without being rotated due to the wheels being locked, may occur mainly during deceleration. . Therefore,
When such a slipping / sliding phenomenon occurs, as shown in FIG. 15, the measured traveling speed and traveling acceleration (hereinafter,
"Measurement speed" and "measurement acceleration" will include an error.

Therefore, conventionally, in order to eliminate the error of the measurement speed and the measurement acceleration based on the above-mentioned slipping / sliding phenomenon,
There is known a method of detecting idling / sliding of a wheel from the measured velocity or measured acceleration obtained by a velocity sensor or an acceleration calculator, and correcting the measured velocity or measured acceleration during the idling / sliding. (1) In order to detect slipping / sliding of a wheel, a region in which acceleration can be taken during normal running is set in advance as a reference acceleration region, and when the measured acceleration becomes larger than this reference acceleration region, the wheel slips. There is a method of detecting the occurrence of slippage, and conversely detecting the occurrence of gliding when it becomes smaller than the reference acceleration region (JP-A-51-41830, JP-A-62-77803 and JP-A-64). −
No. 12801). (2) Measurement speeds obtained from speed sensors provided on a plurality of wheel shafts are compared with each other, and this measurement is performed when a certain measurement speed exceeds a preset reference value as compared with other measurement speeds. There is a method of detecting by detecting that the speed has slipped on the corresponding wheel, and conversely, when it has become smaller than the reference value compared to the other measured speeds, it has been judged that sliding has occurred (Japanese Patent Laid-Open No. 63-262003). Gazette). (3) Since the non-driving wheel is less likely to idle and slide than the driving wheel, a speed sensor is also provided on the non-driving wheel, and the measurement speed obtained by the speed sensor of the driving wheel is obtained by the speed sensor of the non-driving wheel. By considering that the drive wheel has slipped when it becomes larger than the preset reference value compared with the speed, and conversely, when it becomes smaller than the reference value, it is considered that the drive wheel has slipped. There is a detection method (Japanese Patent Laid-Open Nos. 50-54029 and 63-184556). (4) There is a method of measuring the drive torque at the drive wheels and detecting that the idling / sliding has occurred when the rate of decrease of the drive torque exceeds a preset reference value. No. 101851).

However, in the above-described conventional slip / sliding detection method, it is necessary to set a reference value for the measurement acceleration, the deviation of the measurement speed between the wheel shafts, and the reduction rate of the driving torque, but this reference value is fixed. Therefore, depending on the situation, there is a possibility that the detection cannot be performed or the detection may be delayed even if slipping or sliding occurs.

Specifically, in the method of detecting the idling by comparing the measured acceleration with the reference value, as shown in FIG. 16, when the vehicle is running at a low acceleration, the measured acceleration is generated even if the idling occurs. Does not reach the reference value or it takes time to reach the reference value, so there is a possibility that it cannot be detected (hollow roller 2 in the figure).

Therefore, the reference value is determined based on only partial data such that the reference value is automatically changed according to the measurement speed, or automatically changed according to the gradient of the road surface. A method has been proposed (Japanese Patent Laid-Open No. 63-
No. 249402 and Japanese Patent Laid-Open No. 1-255402.

However, in order to detect slipping / sliding caused by various factors such as speed, acceleration, or road surface condition, it is necessary to comprehensively judge these various factors to detect slipping / sliding. No, nothing has been done so far to date.

On the other hand, as a method for correcting the measured speed and the measured acceleration during idling / sliding, constant acceleration running is performed while the idling / sliding occurs while maintaining the acceleration immediately before the idling / sliding occurs. Assuming that the measured speed and the measured acceleration are corrected, the minimum value among the measured speeds obtained from the speed sensors provided on each wheel shaft during acceleration is used as the speed correction value. In other cases, there is a method in which the maximum value is used as the speed correction value (Japanese Patent Laid-Open No. 63-63).
-262003).

However, in the above-mentioned conventional correction method, the measured speed and the measured acceleration obtained from the wheel which is detected as causing the idling / sliding are added to the finally determined actual traveling speed / actual traveling acceleration. Was not done.

Specifically, in general, the traveling speed and the traveling acceleration of the vehicle itself fluctuate even during the idling / sliding, in other words, even when the wheels are idling, the traveling speed of the vehicle is slightly increased. Because of the involvement, it is rare that the wheels are only "fully" spinning / sliding. Therefore, in order to make a more accurate measurement, the measured speed and the measured acceleration obtained from the wheel detected to be spinning / sliding are also determined according to the degree of certainty of slip / sliding of the wheel shaft. It is necessary to take into account the actual traveling speed and actual traveling acceleration.

[0012]

As described above, in order to detect slipping / sliding caused by various factors such as speed, acceleration or road surface condition, etc., these various factors are comprehensively judged and slipping / sliding is performed. In spite of the need to detect, nothing so far has been done.

Further, in the method of correcting the speed and the like, the measured speed and the measured acceleration obtained from the wheel which is detected as causing the idling / sliding are
It was not added to the actual running acceleration.

Therefore, according to the present invention, various factors are comprehensively judged to determine slipping / sliding, and the measured speed or acceleration obtained from each wheel shaft is determined according to the degree of slipping / sliding of the wheel. The purpose is to calculate actual traveling speed, actual traveling acceleration, and actual traveling distance.

[0015]

The invention according to claim 1 is
In the vehicle speed calculating device for calculating the actual traveling speed of the vehicle, the traveling speed of the vehicle is calculated from the predetermined data collected as the vehicle travels, and the predetermined traveling speed is calculated. Using the fuzzy rule group with the antecedent concerning the data of (1) as the antecedent and the proposition regarding the slipping state of the wheel as the antecedent, the idling gliding degree calculating means for calculating the idling gliding degree by fuzzy inference, and this means Corrected speed calculation means for calculating a corrected speed by fuzzy inference using a fuzzy rule group provided with a proposition regarding the calculated slipping gliding degree and the predetermined data in the antecedent part and a proposition regarding the speed correction amount in the consequent part. And an actual speed calculating means for collecting the calculated idling gliding degree and the corrected speed to calculate an actual speed.

According to the invention of claim 2, the traveling speed of the vehicle is calculated from the predetermined data collected as the vehicle travels, and the calculated traveling speed is corrected to calculate the actual traveling of the vehicle. In a vehicle speed calculating device for calculating a speed, the predetermined data includes data on a vehicle traveling environment and data on a vehicle, the proposition regarding the predetermined data is the antecedent part, and the proposition regarding the wheel slipping condition is the consequent. Using the fuzzy rule group provided in the section, the slipping gliding degree calculation means for calculating the slipping gliding degree by fuzzy inference, the slipping gliding degree calculated by this means, and the proposition regarding the above-mentioned predetermined data in the antecedent part, the speed Correction speed calculation means for calculating a correction speed by fuzzy inference using a fuzzy rule group provided in the consequent part with a proposition regarding the correction amount; Idle sliding degree and the vehicle speed and the like arithmetic apparatus characterized by comprising a real speed calculating means for calculating a collect and actual speed correction speed.

Here, the predetermined data is at least one of a ground speed of the vehicle, an acceleration calculated based on the ground speed, and an acceleration deviation, or a drive for driving the wheels. It is characterized in that it is a control current voltage or a drive torque value of the mechanism.

In order to calculate a vehicle speed or the like having a smaller error, the invention according to claim 5 is a means for determining whether or not the vehicle is traveling within a wheel diameter correction section whose distance is known. And a wheel diameter calculating means for calculating the wheel diameter of the wheel based on the number of rotations detected from the wheel of the vehicle while the vehicle is traveling in the wheel diameter correction section, and the wheel diameter is calculated. In this case, the vehicle speed calculating device is characterized in that when the idling gliding degree is larger than a predetermined threshold value, the calculation of the wheel diameter by the wheel diameter calculating means corresponding to the wheel is stopped.

Further, the invention according to claim 6 is constructed by setting at least one of the idling gliding degree calculating means and the correction speed calculating means in the vehicle speed calculating device by setting a weight value of coupling between neurons. It is a neural network, The vehicle speed etc. arithmetic device characterized by performing the said weight value adjustment based on the output result of the said neural network, and learning the said neural network.

The invention according to claim 7 calculates the traveling speed of the vehicle from the rotational speeds of the wheels collected as the vehicle travels, and corrects the calculated traveling speed to obtain an actual vehicle. In a vehicle speed calculation device for calculating a traveling speed, a traveling condition data storage means for storing data relating to a vehicle traveling environment and data relating to a vehicle, and a proposition relating to the predetermined data including various data stored in this means are antecedent. Section, using a fuzzy rule group with the consequent part of the proposition regarding the slipping state of the wheels, the slipping slip rate calculation means for calculating the slipping slippage degree by fuzzy reasoning, and the slipping slippage degree calculated by this means and Using the fuzzy rule group with the antecedent for the predetermined data in the antecedent part and the proposition for the speed correction amount in the antecedent part, the corrected speed is obtained by fuzzy inference Corrected speed calculation means for calculating, actual speed calculation means for calculating the actual speed by collecting the calculated idling gliding degree and the corrected speed, and the running condition data storage means based on the actual speed calculated by this means And a means for updating the data relating to the vehicle traveling environment stored in the vehicle speed computing device.

On the other hand, the invention according to claim 8 is a vehicle traveling control system for controlling traveling of a vehicle by giving a predetermined command value to a wheel driving mechanism for driving wheels, and the vehicle measured for each of a plurality of wheels. Using a fuzzy rule group equipped with a proposition regarding running speed and predetermined data in the antecedent part and a proposition regarding the wheel slipping state in the consequent part, a slipping running degree calculation means for calculating a slipping running degree by fuzzy inference. ,
Correcting by fuzzy inference, using the fuzzy rule group with the antecedent part concerning the slipping gliding degree each calculated by this means and the vehicle traveling speed measured above and the consequent part regarding the speed correction amount. A corrected speed calculation means for calculating a speed, and an actual speed calculation means for calculating the actual speed by collecting the idling gliding degree and the corrected speed calculated respectively,
A vehicle traveling control system using a vehicle speed computing device, characterized in that a command value to be given to the wheel drive mechanism is determined based on the actual speed calculated by this means.

Further, in order to obtain travel data with less error, the invention according to claim 9 calculates the traveling speed of the vehicle from the rotational speeds of the wheels collected along with the traveling of the vehicle, and the calculated traveling In a vehicle speed etc. calculating device for calculating an actual vehicle running speed and a vehicle running position by performing a correction calculation for speed, a proposition relating to the calculated running speed and predetermined data is given in the antecedent part, and a slipping state of wheels is concerned. Using a fuzzy rule group equipped with a proposition in the consequent part, a slipping gliding degree calculation means for calculating a slipping gliding degree by fuzzy inference, a slipping gliding degree calculated by this means, the calculated running speed and the predetermined Using the fuzzy rule group with the antecedents regarding the data of the above as the antecedent part and the propositions regarding the speed correction amount as the antecedent part, the corrected speed and the corrected position by fuzzy inference. Real-time correction means for calculating at any time, vehicle speed history information storage means for accumulating and storing the correction speed and the corrected position calculated by this means, and the predetermined data as vehicle travel history information, and the data stored in this means. Based on the above, the vehicle speed calculating device is characterized in that it comprises position recorrecting means for correcting again the corrected position calculated by the real time correcting means.

Here, the position recorrection means recorrects the measurement position in consideration of the target traveling speed and the target traveling position given to the vehicle. Further, the vehicle traveling history information to be stored in the vehicle traveling history information is selected based on the slipping running degree.

[0024]

The road condition data, the vehicle data and the like are stored in the traveling condition data storage section. Here, the road surface data is data such as road gradients and curves, and data relating to the amount of precipitation during traveling. The current vehicle traveling distance (current vehicle position calculated by the vehicle speed calculation device during traveling). ) Is input, the road surface data at that point is read. Further, the vehicle data is data of the vehicle itself such as a vehicle load during traveling and is updated as appropriate. Further, this vehicle data is output in a fixed time cycle.

While the vehicle is traveling, the speed sensors provided on the plurality of wheel shafts generate pulses in accordance with the rotation of the wheel shafts and output them to the wheel diameter correction unit, and also determine the number of pulses generated per unit time. Based on this, the measured speed is calculated and output.

The wheel diameter correction unit corrects the value of the wheel diameter used for the calculation of the measured speed in the speed sensor based on the input pulse. The acceleration calculator provided for each speed sensor calculates and outputs the measured acceleration based on the measured speed output from the speed sensor, and the acceleration deviation calculator outputs from each acceleration calculator. All the measured accelerations are input, their average value is calculated, the deviation between each measured acceleration and the average value is calculated as the acceleration deviation, and this is output.

The slipping determination unit provided for each wheel shaft is provided on the same wheel shaft as the road surface data storage unit and the road surface data and vehicle data output from the vehicle data storage unit. Input the measured velocity and measured acceleration output from the speed sensor and acceleration calculator, and the acceleration deviation output from the acceleration deviation calculator, and perform fuzzy inference based on the preset slip / sliding judgment fuzzy rules. -The degree of idling and the degree of gliding are calculated and output as an index that indicates how reliably the wheel corresponding to the gliding determination section is idling / sliding.

The correction calculation unit provided for each wheel shaft is a speed sensor provided for the same wheel shaft, an acceleration calculator, and a measured speed output from the slip / sliding determination unit. The measured acceleration, idling degree, and gliding degree are input, and fuzzy inference is performed using preset speed / acceleration correction fuzzy rules to obtain and output the corrected speed and corrected acceleration.

The speed etc. synthesis section inputs the slip rate, gliding degree, corrected speed, and corrected acceleration output from all the slip / sliding determination sections and the speed / acceleration correction section, and based on the slip rate and the gliding rate, The correction value and the acceleration correction value are combined to obtain and output the actual speed and the like.

The distance calculator obtains and outputs the running distance (actual distance) of the vehicle based on the actual velocity output from the velocity / acceleration combining unit. The actual distance, the actual speed, the actual acceleration, the idling degree, and the gliding degree obtained as described above are sent to the instrument for displaying to the operator or the drive control section for controlling the drive of the wheel axle. .

[0031]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. [First Embodiment] FIG. 1 is a diagram showing a configuration of a vehicle traveling control system using a vehicle speed calculation device according to an embodiment of the present invention. In FIG. 1, the vehicle speed calculation device 1 is based on the traveling environment data stored in the traveling condition data storage unit 4 and the measured speeds obtained from the traveling speed measurement unit 3 provided near the plurality of wheel shafts 2. The correction speed and the like are calculated for each wheel shaft 2 by appropriately performing the correction calculation, and the correction speed and the like calculated for each wheel shaft 2 are collected to calculate the actual speed and the like. Instrument 6 installed in the driver's seat
Send to. The running condition data storage unit 4 stores a road surface data storage unit that stores data related to the road surface environment such as a road surface slope and precipitation at each point, and vehicle data that stores data related to the traveling vehicle itself such as a vehicle load. It is composed of a storage unit, and these data are updated appropriately. Further, the drive mechanism control unit 5 sends the control current voltage, the torque command value and the like to the wheel drive mechanism 7 based on the corrected speed and the like obtained from the vehicle speed calculation device 1 to control the wheel drive mechanism 7.

FIG. 2 is a schematic configuration diagram for explaining the vehicle speed computing device 1 according to this embodiment. Wheel axis 2 ₁ to 2
such measurement unit _n respectively provided corresponding to the rate at which the 3 ₁ to 3 _n
Represents the measured speed and the acceleration and acceleration deviation (hereinafter referred to as “measured speed or the like”) calculated based on the measured speed, based on the slipping determination sections 21 _{1 to} 21 _n and the correction calculation sections 22 _{1 to} 22.
_Send each to _n . Based on the measured speed and the traveling environment data stored in the traveling condition data storage unit 4, the idling / sliding determination units 21 _{1 to} 21 _{n use} a fuzzy rule to be described later to determine the idling degrees σ _{1 to} σ _n and the sliding degree ρ ₁ each calculates ~ρ _n, and sends the correction calculating unit 22 ₁ through 22 _n and the aforementioned speed, etc. measuring unit 3 ₁ to 3 _n. Correction calculation unit 22 _{1 to} 22
In _n, based on the measured speed and the like from the idle degree σ ₁ ~σ _n and planing of ρ ₁ ~ρ _n and speed, etc. measuring unit, calculates a correction rate and the correction acceleration (hereinafter referred to as "corrected speed, etc.") , And the like to the speed combining unit 23. The speed etc. synthesis unit 23 collects the corrected speed etc. and performs weighted addition according to the idling degrees σ _{1 to} σ _n and the gliding degrees ρ _{1 to} ρ _n to obtain the actual traveling speed and acceleration of the vehicle (hereinafter referred to as “actual speed”). Etc.)) is calculated. The actual speed etc. finally obtained in this way is
It is sent to the drive mechanism controller 5 and the instrument 6.

Next, the operation of the vehicle speed computing device will be described while explaining the details of each part. FIG. 3 is a diagram showing details of the speed measuring unit 3. Here, it is assumed that describe speed, etc. measuring unit 3 _i provided on the wheel shaft 2 _i. In the figure, the pulse generator 31 in the speed sensor 3a
Generates a pulse signal in accordance with the rotation of the wheel shaft, and the speed calculator 32 obtains the measured speed vi according to the following equation based on this pulse signal.

[0034]

[Equation 1] On the other hand, the wheel diameter correction section detector 33 in the wheel diameter correction section 3b sends a wheel diameter measurement start signal to the wheel diameter calculator 34 when the running vehicle enters a preset wheel diameter correction section on the road surface. When a wheel diameter correction section is left, a wheel diameter measurement end signal is sent. Here, in the wheel diameter correction section, the wheel diameter measuring operation is stopped for the wheel in which at least one of the idling degree σ _{i and the} sliding degree ρ _i described later exceeds a preset reference value. The wheel diameter calculator, which has received the wheel diameter measurement end signal, obtains the wheel diameter correction value D * i by the following equation.

[0035]

[Equation 2]

The D * i obtained here is sent to the speed calculator 32 as a new value of D _i used in the equation 1. Further, the acceleration calculator 35 _i obtains the measured acceleration α _i by differentiating the measured speed V _i obtained by the speed sensor 3 a. That is,

[0037]

[Equation 3]

The measured acceleration α _i obtained by the acceleration calculator 35 is sent to the acceleration deviation calculator 36. The acceleration deviation calculator 36 is provided in each of the acceleration calculators 35 _{1 to} 35 _1.
All the measured accelerations obtained by _n are input, the average value and the acceleration deviation are obtained by the following equation, and the slipping determination section 21 _{i is} sent.

[0039]

[Equation 4]

The idling / sliding determination unit 21 _i is the data relating to the position of the vehicle stored in the traveling condition data storage unit 4,
Data about the current vehicle and measured speed etc. obtained from the speed measurement unit 3 _i are evaluated by fuzzy inference based on preset slipping judgment fuzzy rules, and how much reliability the corresponding wheels are slipping. The slip rate σ _i and the gliding degree ρ _i are calculated.

FIG. 4 is a diagram showing an example of a slipping determination fuzzy rule. The figure (a) shows an example of the rule which evaluates the measured speed and the measured acceleration to judge the idling / sliding, and the figure (b) evaluates the measured speed and the acceleration deviation to show the idling of the wheel axle. It is a figure which shows an example of the rule to determine. For example, the rule 41 in FIG. 4A indicates the following.

[0042]

[Equation 5]

In addition, B in FIGS.
(Big), M (Medium), S (Small), PB (Positi)
ve Big), PM (Positive Medium), PS (Positive
Small), NS (Negative Small), NM (Negative M)
edium) and NB (Negative Big) are fuzzy labels that evaluate the magnitude of measurement speed, measurement acceleration, or acceleration deviation. This fuzzy label, as shown in FIG.
It is defined by a membership function that takes a value of [0,1], and this function evaluates how well the measured velocity, measured acceleration, or acceleration deviation value matches each fuzzy label, and performs fuzzy inference. The suitability of “idling” and “sliding” of the subject part (THEN part) is determined, and this is output as the idling degree σ _i and the gliding degree ρ _i for the i-th wheel. Although various inference methods are known for fuzzy inference, any inference method may be used in this embodiment.

The correction calculation unit 22 _i presets the measured speed and the like obtained by the speed etc. measuring unit 3 _i and the idling degree σ _i and the sliding degree ρ _i obtained by the slipping judgment unit 21 _i. Evaluated by inference based on the corrected fuzzy rules such as speed, corrected speed v * i and corrected acceleration α * i with respect to the measured speed
(Hereinafter referred to as “correction speed etc.”) is calculated. FIG. 6 is a diagram showing an example of the speed correction fuzzy rule, and the correspondence with the rule is the same as in the case of the slipping determination fuzzy rule described above. In the rule of FIG. 9A, the speed correction amount Δv _i , and in the rule of FIG.
Find α _i . Although only the rule for evaluating the idling degree σ _i is shown in the figure, the rule for evaluating the gliding degree ρ _i is also defined in the same manner. FIG. 7 is a diagram showing an example of the membership function with respect to the speed correction amount Δv _i . The membership function for Δα _i is similarly defined. This fuzzy reasoning may use any reasoning method. Thereby, the correction speed v * i and the correction acceleration α * i are calculated by the following equations.

[0045]

[Equation 6]

The speed synthesis section 23 is provided with a slipping judgment section 21.
₁ to 21 idling degree obtained by _{n σ 1 ~σ n} and planing of ρ ₁ ~ρ _n, on the basis of the correction calculation unit unit 22 ₁ through 22 _n correction speed, etc. obtained by the actual speed v according to the following equation * Calculate the actual acceleration α *.

[0047]

[Equation 7]

That is, in the above equation 7, as the idling degree σ _i and the gliding degree ρ _i are smaller, the correction speed and the like obtained from the corresponding wheel shaft are more important, and the actual speed v * and the actual acceleration α
It means that * is calculated. Further, using the actual velocity v * obtained by the velocity combining unit 23, a distance calculator (not shown) performs integral calculation to obtain the actual distance L.

[0049]

[Equation 8]

The idling degree σ _i and the gliding degree ρ _{i of} each wheel and the actual speeds (actual speeds, actual accelerations, actual distances, etc.) obtained as described above are stored in the drive mechanism controller 5 or the measuring instrument 6 or the like. It is sent out and used for controlling the drive mechanism and displaying it to the operator.

Next, the operation of the vehicle traveling control system according to this embodiment will be described with reference to FIG. In this embodiment, the wheel diameter correction calculation (STEP 4 to STEP 9) and the actual vehicle speed (STEP 10 to 10) are calculated.
It shall operate independently of STEP 16).

After the vehicle departs (STEP 1), it is checked whether or not the vehicle has arrived at the station (STEP 2), and if the vehicle arrives at the station, all the operations are finished (STEP 17). While the vehicle is running, the pulse generator 31 continues to generate pulses as the wheel shaft 2 rotates, and the running condition data storage unit 4 continues to output road surface data, vehicle data, etc. at fixed time intervals (STEP 3). .

It is checked whether the wheel diameter correction section detector 33 has output a wheel diameter measurement start signal, that is, whether the vehicle has entered the wheel diameter correction section (STEP 4), and is running in the wheel diameter correction section. If not, return to STEP 4. If it is within the wheel diameter correction section, the wheel diameter calculation unit 34 starts counting pulses (STEP 5). It is checked whether at least one of the idling degree and the sliding degree of a certain wheel exceeds a preset threshold value (STEP 6), and if the threshold value is exceeded, the wheel provided on the wheel shaft that is determined to have exceeded the threshold value. Stop the processing in the diameter correction section and return to STEP 4. On the contrary, if the threshold value is not exceeded, it is checked whether the wheel diameter correction section detector 33 outputs the wheel diameter correction measurement end signal, in other words, whether or not the wheel diameter correction section has exited (STEP 7). . When leaving this section, pulse counting is terminated and the count value is set to P
(STEP 8), and if the section is not left, return to STEP 5. Then, the wheel diameter calculator 34 obtains the wheel diameter, and the value set in the speed calculator 32 is updated (ST
EP 9).

On the other hand, in calculating the traveling speed of the vehicle,
First, the speed calculator 32 calculates the measured speed (STEP 10
), The acceleration calculator 35 calculates the measured acceleration (STEP
11). Further, the acceleration deviation calculator 36 calculates the acceleration deviation based on the measured accelerations of the acceleration calculators 351 to 35n (STEP 12). Next, the slipping determination section determines the degree of slipping,
The gliding degree is calculated (STEP 13), and the speed / acceleration correction unit calculates the speed correction value and the acceleration correction value (STEP 14). The speed / acceleration combination unit determines the actual speed and the actual acceleration (STEP
15). The distance calculator determines the actual distance (STEP 16).

As described above, according to the speed / distance calculating device of the present embodiment, the inference by the fuzzy rule is used to detect the fine slip / sliding of the wood according to the running condition and to correct the speed of each wheel shaft. The actual speed to be finally output can be determined by combining the speeds and the like corrected according to the degree of certainty of slipping / sliding of each wheel. [Second Embodiment] FIG. 9 is a diagram showing the structure of a vehicle travel control system according to a second embodiment of the present invention. In the present embodiment, in addition to the measured speed and the traveling environment data shown in the first embodiment, the output current / voltage and drive torque of the drive wheel electric motor 7 of the wheel shaft are also evaluated to evaluate the idling degree and the gliding degree. It is characterized by determining.

Specifically, as shown in FIG. 10, a fuzzy label for evaluating the output current / voltage and driving torque of the drive wheel motors 7 _{1 to} 7 _n is defined by a membership function, and the fuzzy label is used to perform idling sliding. Include a proposition for evaluating output current / voltage and drive torque in the antecedent part of the judgment fuzzy rule.

In other words, the effect of idling / sliding appears faster than the speed or acceleration in the output of the drive wheel motor or the value of the driving torque, so if these values are taken into consideration to determine the idling / sliding, it will be quicker. It is possible to judge whether the vehicle is idling or gliding. Figure 1
No. 1 shows an example in which the idling of the wheels can be quickly detected by taking into consideration the decrease in the output current of the drive mechanism. In the figure, v represents the measured speed, α represents the measured acceleration, I represents the output current of the drive mechanism, and idling detection of the wheel is performed at the position where the output current I changes. [Third Embodiment] FIG. 12 is a block diagram showing the arrangement of a vehicle speed calculating apparatus according to the third embodiment of the present invention. The present embodiment is characterized in that at least one of the fuzzy rule for slipping determination and the fuzzy rule for correcting velocity etc. is inferred by a fuzzy associative memory which is an associative memory which is one of neural networks.

More specifically, in the figure, each data such as the input measurement speed is first input to the membership function calculator 121 corresponding to each data, where the membership function value for each fuzzy label is given. Is calculated and sent to the associative memory 122. Associative memory 122
13, as shown in FIG. 13, the antecedent part layer 131, the rule layer 1
32 and a slipping determination layer 133. Antecedent unit 131 ₁ , 13 in the antecedent layer 131
1 ₂ , ..., 131 _n correspond to each fuzzy label, and the rule units 132 ₁ , 132 ₂ ,
.., 132 _n corresponds to each rule, and the slipping determination units 133a and 133b correspond to two propositions of “idling” and “sliding”. In addition, the units of each layer are coupled with different load values. The connection of each proposition (“vi is B”, etc.) of the antecedent part (IF part) of the slipping judgment fuzzy rule and each rule, and the consequent part of each rule and the slipping / sliding judgment fuzzy rule to this combined load value ( Then part) Proposition ("idling")
The strength of the connection with the "sliding") is stored, fuzzy inference is performed by the associative operation of the associative memory 122, and the slipping determination units 133 ₁ and 133 are performed.
₂ , ..., 133 _n will output the idling degree σ and the gliding degree ρ.

FIG. 14 is a diagram showing an example of the correction calculation unit 22 using a fuzzy associative memory. in this case,
The consequent part of the fuzzy rule for correcting velocity etc. is described by the following correction formulas for the measured velocity and measured acceleration.

[0060]

[Equation 9]

The membership function calculator 141 and the associative memory 142 are almost the same as in the case of the slipping determination fuzzy rule described above, but as shown in FIG. 15, the correction formula selection units 153 ₁ , 153 ₂ , ... , 153 _n
Corresponds to each correction formula of the consequent part of the fuzzy rule for correcting velocity, etc., and the associative operation of the associative memory outputs a load value for synthesizing each correction formula from this unit.

Returning to FIG. 14, the correction formula calculator 143 calculates each correction formula of the consequent part of the velocity / acceleration correction fuzzy rule, and the correction value synthesizer 144 calculates the correction velocity v * i and the correction velocity by the following formulas. Calculate the acceleration α * i.

[0063]

[Equation 10]

FIG. 16 is a diagram for explaining that the correction value x ** is calculated as a position more accurate than the real-time correction x * based on the past measured speed. In other words, in the real-time correction x *, the position is corrected based on the detection of slipping in real time, so a large correction error will occur due to delay in slipping, etc., but it will be corrected based on the past measured speed. By doing so, such an error does not occur. In the figure, v is a measurement speed, x * is a corrected position obtained by real-time correction, and x ** is a corrected position obtained by re-correction based on past history data.

In the fuzzy inference utilizing the associative operation of the associative memory as described above, the matching degree of the most suitable fuzzy rule stored in the fuzzy associative memory is strengthened with respect to each input data. Since there is a characteristic, there is no inconvenience that the inference result becomes indefinite when the conformity of any rule is low, which is seen in normal fuzzy inference. In addition, by configuring the fuzzy reasoner with a fuzzy associative memory, the fuzzy rules can be refined by using the learning function of the associative memory, and the slipping slip and speed correction that suit the expert's intention can be performed. it can.

In this embodiment, it is not necessary to pay attention to the fuzzy associative memory, and any neural network may be used. In addition to the correction of the measured speed in real time, as shown in the above embodiments, for example, running data when idling or gliding (idling degree or gliding degree is large to some extent), idling Degree and gliding degree are stored as time series data, and after slipping or gliding is completed (idling degree / sliding degree becomes small), the traveling data is recorrected again based on the entire time series data. May be.

As a result, a more accurate correction can be performed as compared with the case where only the correction is made in real time. [Fourth Embodiment] In the above-described embodiment, there is a possibility that a time delay may occur in detection of idling / sliding, or the detection may fail. Further, it is difficult to accurately grasp the running speed during idling / sliding when correcting the measuring speed and the measuring position.

Furthermore, in a vehicle traveling system for controlling the traveling speed and traveling position to follow the traveling speed and traveling position, when a large correction is suddenly made to the measurement position, points A and B shown in FIG. As described above, since the target traveling speed and the target traveling position to be referred to change drastically, a sudden control operation is performed, which may adversely affect the riding comfort. That is, this figure is a diagram showing the target speed that is referred to when a large position correction is performed in one control cycle Δt. Point A is a positive correction amount Δx, and point B is a negative correction amount. The case of the amount Δx ′ is shown. If the target speed changes drastically in this way, rapid control is required to follow it, which affects the riding comfort.

Therefore, in the present embodiment, while the vehicle is traveling, the speed and the like described above are corrected at any time, and the measurement position is corrected again based on the data measured in the past, thereby eliminating the above-mentioned adverse effects. There is.

FIG. 20 is a schematic configuration diagram for explaining the vehicle speed computing device 1 according to this embodiment. The speed etc. measuring unit 3 measures the measured speed of the vehicle based on the rotation speed of the wheel shaft 2 and the measured acceleration / measurement position calculated based on the measured speed by slipping / sliding determination unit 21 and real-time correction calculation unit 20.
1 for each. The idling / sliding determination unit 21 calculates the idling degree σ and the sliding degree ρ by a fuzzy rule described later based on the measured speed and the traveling condition data stored in the traveling condition data storage unit 4, and corrects them in real time. It is sent to the arithmetic unit 201. The real-time correction calculation unit 201 calculates a correction speed and a correction position based on the idling degree, the sliding degree, the speed measured by the speed measuring unit, and the like. This corrected speed is output as a speed output value from the vehicle position / speed calculation device, and the corrected position is sent to the position recorrection unit 202. The measurement traveling data storage unit 203 stores the data determined to be taken into consideration when re-correcting the measurement position in the time series of data such as the measurement speed. This data will be referred to by the position recorrection unit 202 described later. The position recorrection unit 202 recorrects the current corrected position based on the input data such as the measured speed to calculate a position recorrection value, and outputs this as a position output value from the vehicle speed calculation device. To do. On the other hand, the correction scheduler 204 determines and outputs the correction parameter used for the correction operation of the position recorrection unit based on the target travel position / target travel speed and the correction speed / correction position output from the real-time correction calculation unit. . The speed output value / position output value from the vehicle position / speed calculation device is
It is sent to the drive mechanism controller 5 and the instrument 6.

The speed measuring unit 3 is composed of a speed pulse generator 31 and a speed calculating unit, as in the above-described embodiment, and can obtain the measured speed v 1, the measured acceleration α 1, and the measured position x.

The idling / sliding determination unit 21 sets the preset slipping conditions based on the data relating to the road surface environment stored in the running condition data storage unit 4, the data relating to the vehicle, the measured speed obtained from the speed measuring unit 3, and the like. Evaluation is performed by fuzzy inference based on the judgment fuzzy rule, and the degree of slipping σ and the degree of sliding ρ, which indicate how much the wheel is slipping, are calculated. As the slip / sliding determination fuzzy rule, the same one as in the above-described embodiment can be used.

The real-time correction calculation unit 201, like the correction calculation unit of the above-described embodiment, measures the speed measured by the speed measurement unit 3 and the slip rate σ obtained by the slip / sliding determination unit.
And gliding degree ρ are evaluated by inference based on a preset real-time correction fuzzy rule, and a correction amount Δv for the measurement speed and a correction amount Δα for the measurement acceleration are obtained by Expressions 9 and 10. The real-time correction fuzzy rule may be the same as that used in the above embodiment. Then, according to Equation 8 and Equation 10,
The correction speed v *, the correction acceleration α *, and the correction position x * are calculated.

The corrected speed and the corrected acceleration are directly output from the vehicle speed calculating device as the speed output value / acceleration output value. The measured traveling data storage unit 203 is
Among the time-series data such as the measurement speed obtained from the speed measurement unit 3, the time-series data during the period when the idling or gliding is large is regarded as the data that should be considered when re-correcting the measurement position. It is stored and sent to the position recorrection unit.

The position recorrection unit 202 obtains the position recorrection amount Δx based on the time series data input from the measured traveling data storage unit and the corrected position input from the real time correction calculation unit 201.

FIG. 21 is a diagram showing the structure of the position recorrection unit 202. As shown in the figure, the position recorrection unit 202
Is composed of a neural network, and the position recorrection amount is obtained from this. Specifically, a neural network that has been learned in advance is used so that when the time series data is input to each unit of the input layer, the value of the correction amount for the measurement position x is output to the unit of the output layer.
This is converted into a position recorrection amount Δx for the corrected position x *. Next, correction upper / lower limit values Δy _max , Δy _min (limit of correction amount allowed in one correction cycle) and correction distance L (distance to completion of correction) obtained from the correction scheduler 204.
Alternatively, the position re-correction is performed by the following equation using a correction parameter such as the correction time T (time until the completion of correction) and the position output value x ** is determined.

[0077]

[Equation 11] Here, ΔZ is the following equation.

[0078]

[Equation 12] In addition, f () is calculated using the correction distance L,

[0079]

[Equation 13] When using the correction time T,

[0080]

[Equation 14] And

FIG. 22 is a diagram showing the displacement of the correction amount used in the position recorrecting unit 202. Here, the thick line in the figure indicates the displacement of the correction amount actually used for the position re-correction, and d is the maximum correction amount Δ allowed in one correction cycle.
It shows y _max (t _p + nΔt). As shown in the figure, the correction amount in one correction cycle is the correction upper / lower limit value Δy.
_When limited by _max and Δy _min , it takes longer than the correction distance L or longer than the correction time T until the correction is actually completed.

The correction scheduler 204 determines the correction upper / lower limit values Δy _max and Δy _min based on the target traveling speed and the target traveling position for each correction cycle, as shown in FIG. In the figure, α _max and α _min are the maximum acceleration and the minimum acceleration that are allowed when the traveling speed follow-up control with respect to the target speed vr is performed, and Δt is the control cycle and the correction cycle at the same time. Also, the current correction position is x1 *,
Assuming that the correction speed is v1 * and the correction acceleration is α1 *, the maximum of Δy that satisfies the following equation is Δy _max ,
The smallest one is Δy _min . That is, the range indicated by the arrow parallel to the x axis is the correctable range at this point.

[0083]

[Equation 15] That is, if it is assumed that the traveling speed after Δt time matches the reference target traveling speed, the traveling acceleration during this period is set to fall between α _max and α _min . To obtain such Δy _max and Δy _min , the target speed function v
A method using an inverse function of r (x) and a method of performing a straight line search from the point of x ₁ can be easily considered.

The idling degree σ, the gliding degree ρ, the position output value x **, and the speed output value v * obtained as described above are sent to the drive mechanism control unit 5 or the instrument 6, etc. It is provided for control and display to the operator.

Next, the operation of the vehicle travel control system according to this embodiment will be described with reference to FIG. In this embodiment, the real-time correction (STEP 5) and the position re-correction (STEP 6 to STEP 8) operate independently.

After the departure of the vehicle (STEP 1), it is checked whether or not the vehicle arrives at the station (STEP 2), and if the vehicle arrives at the station, all the operations are finished (STEP 8). Driving condition data storage unit 4
Outputs driving condition data such as road surface data and vehicle data at a constant time cycle, and the speed measuring unit 3 measures the running speed / acceleration /
Measure the position (STEP 3). The idling / sliding determination unit 11 calculates the idling degree and the sliding degree (STEP 4), and the real-time correction calculation unit 12
Calculates the corrected speed, corrected position, and corrected acceleration (STEP
Five).

On the other hand, the measured travel data storage unit 13 stores the data of the measurement speed and the measured position (step 6), and the correction scheduler 15 determines the correction parameter used for the position recorrection based on the target travel data (STEP 7). ). Position recorrection unit 1
4 re-corrects the corrected position based on these and outputs the position output value.

As described above, according to the vehicle speed / position calculating device of the present embodiment, in order to recorrect the position based on the past data such as the measured speed, the correction of the measured position during idling / sliding is performed. The error can be reduced.

Further, at that time, by selecting the data used for the re-correction of the position in consideration of the idling degree and the gliding degree,
It is possible to save the stored contents of the measured traveling data and improve the performance of the neural network used for the position recorrection unit by learning with a relatively small amount of learning data.

By changing the maximum / minimum accelerations α _max , α _min and the correction distance L set in the correction scheduler according to the traveling position, for example, when the vehicle is far from the stop position, the width of the maximum / minimum acceleration is narrowed. Take a long correction distance to perform a gentle position correction to prevent the ride quality from deteriorating, and when approaching a stop position, set it in the opposite direction to focus on accurate position correction. It is also possible.

Further, in a vehicle traveling system which performs traveling control in which the traveling speed and the traveling acceleration are made to follow the target traveling speed and the target traveling position, the correction of the position recorrection is performed smoothly and within a predetermined limit. As a result, it is possible to avoid a sudden control operation associated with a sudden change in the target traveling speed and the target traveling position, and reduce the influence on the riding comfort.

[0092]

As described above, according to the present invention, the following effects can be obtained. That is, since the reasoning based on the fuzzy rule is used to detect the slipping / sliding, it is possible to judge the slipping / sliding by utilizing the a priori knowledge of the expert in various situations. Further, it is not necessary to set a threshold value for judging slipping / sliding, and it is possible to judge slipping / sliding by comprehensively judging various data. Furthermore, taking advantage of the feature of fuzzy inference that it is possible to obtain inference results with ambiguity, it is not a binary conclusion of "whether each wheel is idling / sliding", but "how much certainty Since the idling degree and the gliding degree, which are indices indicating the degree of "idling / sliding", are obtained, it is possible to represent the occurrence state of the idling / sliding of each wheel in more detail.

Further, also in the correction of the measurement speed and the measurement acceleration during the idling / sliding, similarly to the detection of the idling / sliding, it is possible to make the correction by utilizing the a priori knowledge by using the fuzzy inference.

Further, since the speed and the like are corrected in consideration of the above-mentioned idling degree and gliding degree, it is possible to make a correction in consideration of fluctuations in the vehicle running speed during idling / sliding. Also, when determining the actual speed and actual acceleration values that are finally output by synthesizing the correction values of the running data obtained from each wheel shaft, the idling and slippage of each wheel are taken into consideration. The vehicle traveling speed and the like can be calculated by also taking into account the data of the wheels that are spinning / sliding.

Further, according to the vehicle speed calculating device of the present invention, since the position is corrected again based on the past data such as the measured speed, the correction error of the measured position during idling / sliding can be reduced. it can.

Further, in the vehicle traveling system for performing traveling control in which the traveling speed and traveling acceleration follow the target traveling speed and target traveling position, a sudden control operation accompanying a sudden change in the target traveling speed and target traveling position is performed. It can be avoided, and the influence on the riding comfort can be reduced.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of a vehicle travel control system using a vehicle speed calculation device according to an embodiment of the present invention.

FIG. 2 is a schematic configuration diagram for explaining a vehicle speed calculation device 1 according to a first embodiment of the present invention.

FIG. 3 is a diagram showing details of a speed measuring unit 3;

FIG. 4 is a diagram showing an example of a slipping determination fuzzy rule.

FIG. 5 is a diagram showing an example of a membership function for a slipping fuzzy rule.

FIG. 6 is a diagram showing an example of a fuzzy rule for correction of speed and the like.

FIG. 7 is a diagram showing an example of a membership function with respect to a velocity-correcting fuzzy rule.

FIG. 8 is a diagram for explaining the operation of the vehicle travel control system.

FIG. 9 is a diagram showing a configuration of a vehicle travel control system using a vehicle speed calculation device according to a second embodiment of the present invention.

FIG. 10 is a schematic configuration diagram for explaining a vehicle speed calculation device 1 according to a second embodiment of the present invention.

FIG. 11 is a diagram for explaining the effect of the second embodiment.

FIG. 12 is a diagram showing a configuration of a slipping / sliding determination unit according to a third embodiment of the present invention.

13 is a diagram showing details of an associative memory in FIG.

FIG. 14 is a diagram showing a configuration of a slipping determination part according to a third embodiment of the present invention.

FIG. 15 is a diagram showing details of an associative memory in FIG.

FIG. 16 is a diagram for explaining the effect of the third embodiment.

FIG. 17 is a diagram showing an example of a measurement speed during slipping.

FIG. 18 is a diagram for explaining a failure in detecting a slipping phenomenon.

FIG. 19 is a diagram for explaining a state in which the target traveling speed suddenly changes due to a large position correction.

FIG. 20 is a diagram showing details of a speed measuring unit.

FIG. 21 is a diagram showing an example of a configuration of a position recorrection unit.

FIG. 22 is a diagram showing the displacement of the correction amount used in the position recorrection unit.

FIG. 23 is a diagram for explaining a method of setting upper and lower limits when re-correcting.

FIG. 24 is a diagram showing an operation of the vehicle travel control system.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Vehicle speed calculation device 2 ... Wheel shaft 3 ... Speed etc. measurement part 4 ... Running condition data storage part 5 ... Drive mechanism control part 6 ... Instrument 7 ... Wheel drive mechanism 21 ... Idling / sliding determination part 22 ... Correction calculation part 23 ... Speed combining section 31 ... Pulse generator 32 ... Speed calculator 33 ... Wheel diameter correction section detector 34 ... Wheel diameter calculator 35 ... Acceleration calculator 201 ... Real-time correction calculator 202 ... Measured traveling data storage 203 ... Position recorrection calculation unit 204 ... Correction scheduler

Claims (11)

[Claims] 1. A vehicle speed for calculating an actual vehicle traveling speed or the like by calculating a traveling speed of the vehicle from the number of rotations of wheels collected as the vehicle travels, and performing a correction calculation on the calculated traveling speed. In the arithmetic unit, using the fuzzy rule group with the antecedent part regarding the calculated running speed and the predetermined data and the consequent part regarding the slipping state of the wheels, the idling gliding degree by fuzzy inference. The slip slip calculation means for calculating, the slip slip calculated by this means, the calculated running speed and the proposition regarding the predetermined data are provided in the antecedent part, and the proposition regarding the speed correction amount is provided in the consequent part. Using the fuzzy rule group, a corrected speed calculation means for calculating a corrected speed by fuzzy inference, and a calculated actual speed etc. by collecting the calculated idling gliding degree and corrected speed A vehicle speed calculating device, comprising: an actual speed calculating device. 2. A vehicle speed or the like for calculating an actual vehicle traveling speed by calculating a traveling speed of the vehicle from the rotational speeds of wheels collected as the vehicle travels and performing a correction calculation on the calculated traveling speed. In the arithmetic unit, the running condition data storage means for storing the data on the vehicle running environment and the data on the vehicle, the various data stored in this means and the proposition on the predetermined data are taken as the antecedent part, and the slipping state of the wheels is Using the fuzzy rule group that has a proposition in the consequent part, the slipping gliding degree calculation means for calculating the slipping gliding degree by fuzzy inference, and the proposition regarding the slipping gliding degree calculated by this means and the predetermined data And a correction speed calculation means for calculating a correction speed by fuzzy inference using a fuzzy rule group provided with a consequent part regarding a speed correction amount as a part. A vehicle speed calculating device, comprising: an actual speed calculating means for collecting the calculated idling gliding degree and the corrected speed to calculate an actual speed. 3. The vehicle speed according to claim 1, wherein the predetermined data includes at least one of a ground speed of the vehicle, an acceleration calculated based on the ground speed, and an acceleration deviation. Arithmetic unit. 4. The vehicle speed computing device according to claim 1, wherein the predetermined data includes a control current voltage or a drive torque value of a drive mechanism that drives the wheels. 5. A means for determining whether or not the vehicle is traveling in a wheel diameter correction section having a known distance, and a wheel of the vehicle while the vehicle is traveling in the wheel diameter correction section. A wheel diameter calculating means for calculating the wheel diameter of the wheel based on the detected rotation speed, and in the case of calculating the wheel diameter, when the idling gliding degree is larger than a predetermined threshold value, the wheel is supported. 5. The vehicle speed calculating device according to claim 1, wherein the calculation of the wheel diameter by the wheel diameter calculating means is stopped. 6. At least one of the idling gliding degree calculating means and the correction speed calculating means is a neural network constructed by setting a weight value of coupling between neurons, and based on an output result of the neural network. 6. The vehicle speed calculating device according to claim 1, wherein the weight value adjustment is performed to learn the neural network. 7. A vehicle speed calculation for calculating an actual vehicle traveling speed by calculating a traveling speed of the vehicle from predetermined data collected as the vehicle travels, and performing a correction operation on the calculated traveling speed. In the device, a running condition data storage means for storing data on a vehicle running environment and data on a vehicle, and a proposition regarding the predetermined data including various data stored in the means are used as antecedents, and a slipping state of wheels is concerned. Using the fuzzy rule group that has a proposition in the consequent part, the slipping gliding degree calculation means for calculating the slipping gliding degree by fuzzy inference, and the proposition regarding the slipping gliding degree calculated by this means and the predetermined data A correction speed calculation means for calculating a correction speed by fuzzy inference, using a fuzzy rule group provided in the consequent part with a proposition regarding a speed correction amount An actual speed calculation means for calculating the actual speed by collecting the calculated idling gliding degree and the corrected speed, and the vehicle stored in the traveling condition data storage means based on the actual speed calculated by this means. A vehicle speed calculating device, comprising: means for updating data relating to a traveling environment. 8. A vehicle traveling control system for controlling traveling of a vehicle by giving a predetermined command value to a wheel driving mechanism for driving wheels, the proposition regarding vehicle traveling speed measured for each of a plurality of wheels and predetermined data. Using the fuzzy rule group with the antecedent part as the antecedent and the consequent part as to the condition of the wheel slipping condition in the consequent part, the idling gliding degree calculating means for calculating the idling gliding degree by fuzzy inference, and the means respectively calculated by this means Calculate the corrected speed by fuzzy inference using the fuzzy rule group that has the antecedents regarding the slipping run and the measured vehicle running speed in the antecedent part, and the propositions regarding the speed correction amount in the antecedent part. Means, an actual speed calculating means for calculating the actual speed by collecting the idling gliding degree and the corrected speed calculated respectively, based on the actual speed calculated by this means Vehicle travel control system using the vehicle speed and the like arithmetic apparatus characterized by determining a command value to be provided to the drive mechanism of the serial wheels. 9. An actual vehicle traveling speed and a vehicle traveling position are calculated by calculating a traveling speed of the vehicle from the number of rotations of wheels collected as the vehicle travels and performing a correction calculation on the calculated traveling speed. In the vehicle speed computing device to do, using the fuzzy rule group provided with a proposition regarding the calculated traveling speed and predetermined data in the antecedent part, and a proposition regarding the slipping state of the wheel in the consequent part, by fuzzy inference A slipping slip calculating means for calculating the slipping slip, a slip propulsion calculated by this means, the calculated running speed and the proposition relating to the predetermined data in the antecedent part, and a proposition regarding the speed correction amount in the consequent. Using a fuzzy rule group provided in the section, a correction speed and a correction position are calculated at any time by fuzzy inference, and a correction speed and a correction speed calculated by this means are calculated. And the correction position and the predetermined data are accumulated and stored as vehicle travel history information, and the correction position calculated by the real-time correction means is corrected again based on the data stored in this means. And a position recorrecting means for performing the vehicle speed calculation device. 10. The vehicle speed etc. calculation according to claim 9, wherein the position recorrecting means recorrects the measurement position in consideration of the target traveling speed and the target traveling position given to the vehicle. apparatus. 11. The vehicle speed calculating device according to claim 9, wherein the vehicle traveling history information to be stored in the vehicle traveling history information is selected on the basis of the idling gliding degree.