JP4601650B2 - Vehicle behavior state estimation device - Google Patents

Description

  The present invention relates to a vehicle behavior state estimation device that is applied to a vehicle control device such as an electric power steering control device and estimates the behavior of a vehicle such as an automobile.

  In general, on a slippery road surface such as a snowy road, the driver may make a steering operation error and the behavior of the vehicle may become unstable. In order to prevent such an unstable state of the vehicle behavior, it is necessary to detect the vehicle behavior state and stabilize the vehicle.

  There is provided a vehicle state detection device that detects a vehicle behavior state by a steering wheel angle detection unit that detects a road surface reaction torque generated in a vehicle by an electric power steering control device, and further detects a steering wheel angle, and a vehicle speed detection unit that detects a vehicle speed. It has been proposed (see, for example, Patent Document 1).

  However, in the above vehicle state detection device, in order to determine the unstable state of the running vehicle, only the ratio of the change rate of the reference road surface reaction torque and the road surface reaction force torque from the steering wheel angle detection unit and the vehicle speed detection unit is used. The vehicle state is detected, and it is erroneously detected as an unstable state even if the road surface reaction force torque is not completely saturated due to the influence of disturbance torque or the like.

  Further, a road surface reaction force torque detecting means for detecting a road surface reaction torque received by a tire of a running vehicle from the road surface, a yaw rate detecting means for detecting a yaw rate generated in the vehicle, a lateral acceleration detecting means for detecting a lateral acceleration, a vehicle speed The reference road surface reaction torque calculating means for calculating the reference road surface reaction torque generated in the vehicle by the vehicle speed detection means for detecting the difference between the output of the road surface reaction force torque detection means and the output of the reference road surface reaction force torque calculation means. A grip degree estimation device that estimates the grip degree of a tire has been proposed (see, for example, Patent Document 2).

  However, the above-described grip degree estimation device also requires many sensors for detecting the vehicle state, and the so-called light vehicle and small vehicle with light vehicle weight that easily causes the vehicle behavior to be in an unstable state are costly. It is difficult to add a sensor.

Japanese Patent No. 3868848 JP 2003-31465 A

  In the conventional vehicle state detection device as described above, the unstable state of the vehicle is detected only by the ratio of the change rate of the standard road surface reaction torque and the change rate of the road surface reaction force torque, and the road reaction force torque is completely There is a problem that in an unsaturated state, an unstable state is erroneously detected due to the influence of disturbance torque or the like. Further, the conventional grip degree estimation device has a problem that many sensors are required for vehicle state detection.

  The present invention has been made to solve the above-described problems, and its purpose is to detect that the road surface reaction force torque is completely saturated, and to detect the vehicle behavior in an unstable predictive state without false detection. It is possible to reliably estimate that an unstable state has occurred, and to obtain a vehicle behavior state estimation device that does not require many sensors.

A vehicle behavior state estimation device according to the present invention includes a road surface reaction force torque detection unit that detects a road surface reaction force torque that a tire of a running vehicle receives from a road surface, a steering angular velocity detection unit that detects a steering angular velocity of the vehicle, Vehicle speed detection means for detecting the vehicle speed of the vehicle, a road surface reaction force torque change rate is calculated based on the road surface reaction force torque detected by the road surface reaction force torque detection means, and the vehicle speed detected by the vehicle speed detection means, and Based on the steering angular velocity detected by the steering angular velocity detecting means, a standard road surface reaction torque change rate is calculated, and based on the road surface reaction force torque change rate and the standard road surface reaction force torque change rate, the behavior of the vehicle is calculated. and it detects that the first unstable state, and a vehicle behavior state estimating means for detecting that a second unstable state provided, the vehicle behavior state estimation means, before Based on the actual road surface reaction force torque change rate calculating means for calculating the road surface reaction force torque change rate by time differentiation of the road surface reaction force torque detected by the road surface reaction force torque detection means, and the vehicle speed detected by the vehicle speed detection means. A road surface reaction force torque gradient calculating means for calculating a road surface reaction force torque gradient, a steering angular velocity detected by the steering angular velocity detecting means, and a road surface reaction force torque gradient calculated by the road surface reaction force torque gradient calculating means. Reference road surface reaction force torque change rate calculation means for calculating reaction force torque change rate, road surface reaction force torque change rate calculated by the actual road surface reaction force torque change rate calculation means, and reference road surface reaction force torque change rate calculation First unstable state detecting means for detecting that the behavior of the vehicle is in a first unstable state from a reference road surface reaction force torque change rate calculated by the means, and the actual road Second unstable state detection means for detecting the second unstable state from the road surface reaction force torque change rate calculated by the reaction force torque change rate calculation means and the output of the first unstable state detection means; It is what you have .

  The vehicle behavior state estimation device according to the present invention detects that the road reaction force torque is completely saturated, and reliably estimates that the vehicle behavior has entered an unstable sign state or an unstable state without erroneous detection. In addition, there is an effect that many sensors are not required.

Embodiment 1 FIG.
A vehicle behavior state estimation apparatus according to Embodiment 1 of the present invention will be described with reference to FIGS. FIG. 1 is a perspective view showing a configuration of an electric power steering control device to which a vehicle behavior state estimation device according to Embodiment 1 of the present invention is applied. In the following, in each figure, the same reference numerals indicate the same or corresponding parts.

  In FIG. 1, an electric power steering control apparatus to which a vehicle behavior state estimation apparatus according to Embodiment 1 of the present invention is applied includes a steering mechanism (also referred to as a steering mechanism) 10 and a torque sensor 11 attached to a steering shaft 2 described later. In addition, an assist motor (hereinafter also simply referred to as a motor) 12 attached to the steering shaft 2 and a control unit (ECU) 100 for controlling the assist motor 12 are provided. In addition, the cable which connects these is also included. Although it includes a power supply device, it is self-explanatory and will not be described here.

  The steering mechanism 10 includes a handle 1, a steering shaft 2, a steering gear box 3, a rack and pinion mechanism 4, and a tire 5.

  FIG. 2 is a block diagram showing a configuration of the control unit (ECU) of FIG.

  A control unit (ECU) 100 includes a vehicle speed detector 101, a steering torque detector 102, a steering angular velocity detector 103, a steering angular acceleration detector 104, a road surface reaction force torque detector 105, and vehicle behavior state estimation means. 200, first control amount calculation means 106, second control amount calculation means 107, assist torque determination block 108, motor current determination unit 109, motor current comparator 110, motor driver 111, motor current A detector 112 is provided.

  The vehicle behavior state estimation device according to Embodiment 1 of the present invention includes a vehicle speed detector 101, a steering angular velocity detector 103, a road surface reaction force torque detector 105, vehicle behavior state estimation means 200, and a first control amount. The calculation unit 106 and the second control amount calculation unit 107 are configured.

  FIG. 3 is a block diagram showing the configuration of the vehicle behavior state estimating means of FIG.

  In FIG. 3, the vehicle behavior state estimation means 200 includes a road surface reaction force torque gradient calculation means 201, a standard road surface reaction force torque change rate calculation means 202, an actual road surface reaction force torque change rate calculation means 203, and a first unstable State detection means 204 and second unstable state detection means 300 are provided.

  The second unstable state detection unit 300 includes a sign change determination unit 301 and a signal holding unit 302.

  Next, the operation of the electric power steering control apparatus to which the vehicle behavior state estimation apparatus according to the first embodiment is applied will be described with reference to the drawings.

  In FIG. 1, a handle 1 is a steering handle of an automobile steered by a driver, and is connected to an upper end of a steering shaft 2. A steering torque Thdl is applied to the steering wheel 1 by the driver, and this steering torque Thdl is transmitted to the steering shaft 2.

  The torque sensor 11 is coupled to the steering shaft 2 and generates a steering torque detection signal Thdl (s) corresponding to the steering torque Thdl. The assist motor 12 is an electric motor, which is also coupled to the steering shaft 2 via a reduction gear (not shown), and applies an assist torque Tassist that assists the steering torque Thdl to the steering shaft 2.

  The steering gear box 3 is provided at the lower end of the steering shaft 2. The combined torque obtained by adding the steering torque Thdl applied to the steering shaft 2 and the assist torque Tassist is multiplied several times through the steering gear box 3, and the tire 5 is operated through the rack and the pinion mechanism 4.

  The electric power steering control device of FIG. 1 includes an EPS (Electric Power Steering) control unit 100 that is electrically combined with the steering mechanism 10. The control unit 100 receives a steering torque detection signal Thdl (s) from the torque sensor 11, a motor drive current detection signal Imtr (s) from the assist motor 12, and a motor drive voltage detection signal Vmtr (s). Is done. The control unit 100 supplies a control signal Imtr (t) to the assist motor 12. This control signal Imtr (t) is a drive target current for the assist motor 12.

  In FIG. 1, a road surface reaction force torque Talign is applied to the tire 5, and a steering shaft reaction force torque Ttran acts on the steering shaft 2 based on the road surface reaction force torque Talign. Further, the steering shaft reaction force torque Ttran is a road surface reaction force torque converted to the steering shaft 2. The friction torque Tfrp of the steering mechanism 10 is obtained by removing the friction torque Tmfric of the assist motor 12.

  The electric power steering control device shown in FIG. 1 detects the steering torque Thdl when the driver turns the steering wheel 1 as a steering torque detection signal Thdl (s) by the torque sensor 11, and the steering torque detection signal Thdl (s). Accordingly, the main function is to generate an assist torque Tassist that assists the steering torque Thdl.

  The control unit 100 detects a detection signal Imtr (s) that detects the drive current Imtr of the assist motor 12, a detection signal Vmtr (s) that detects the drive voltage Vmtr of the assist motor 12, and a steering torque detection signal Thdl (s). Based on the control signal, the control signal Imtr (t) for generating the assist torque Tassist is calculated, and the control signal Imtr (t) is supplied to the assist motor 12.

  Mechanically, the sum of the steering torque Thdl and the assist torque Tassist rotates the steering shaft 2 against the steering shaft reaction torque Ttran. When the handle 1 is rotated, the inertia term of the assist motor 12 also acts, so that the steering shaft reaction torque Ttran is given by the following equation (1).

  Ttran = Thdl + Tassist−J · d / dt (1)

  However, the inertia torque of the assist motor 12 is J · d / dt.

  The assist torque Tassist by the assist motor 12 is given by the following equation (2).

  Tassist = Ggear · Kt · Imtr (2)

  Where Ggear is a reduction gear ratio of the reduction gear between the assist motor 12 and the steering shaft 2. Kt is a torque constant of the assist motor 12.

  The steering shaft reaction force torque Ttran is the sum of the road surface reaction force torque Talign and the friction torque Tfric in the steering mechanism 10 and is given by the following equation (3).

Ttran = Talign + Tfric
= Talign + (Ggear · Tmfric + Tfrp) (3)

  However, Tmfric is a friction torque in the assist motor 12. Tfrp is the friction torque of the steering mechanism 10 excluding the friction torque Tmfric in the assist motor 12, and Tmfric · Ggear + Tfrp = Tfric.

  A control unit (ECU) 100 of the electric power steering control device calculates a target value for the drive current Imtr of the assist motor 12 and generates a control signal Imtr (t). Current control is performed so that the actual drive current Imtr of the assist motor 12 matches the control signal Imtr (t), and the assist motor 12 has a torque constant and a gear ratio (assist motor 12, steering). A predetermined torque multiplied by (between the shafts 2) is generated to assist the steering torque Thdl when the driver steers.

  In the first embodiment, the control unit 100 has not only a function of controlling the assist torque at the time of steering by the driver but also a function of estimating the vehicle behavior state (vehicle behavior state estimation device).

  In FIG. 2, a road surface reaction force torque detector 105 detects road surface reaction force torque applied to the tire 5 during vehicle travel. This road surface reaction torque can be transformed from the equation (3) as the following equation (4).

  Talign = Ttran−Tfric (4)

  Substituting Equations (1) and (2) into Equation (4) and rearranging results in the following Equation (5), and the road surface reaction torque Talign can be expressed in Equation (5).

Talign = Thdl + Ggear · Kt · Imtr−J · d / dt−Tfric
(5)

  However, since it is generally difficult to directly remove the influence of Tfric, which is a friction term, in the equation (5), the road surface reaction force torque detector 105 uses, for example, the function of the electric power steering control device. This can be obtained by calculating the estimated road surface reaction torque Talign_est using means such as estimation using a low-pass filter, which is a publicly known technique in Japanese Patent Laid-Open No. 2003-312521. In the following embodiments, a known technique for deriving road reaction torque using the function of the electric power steering control device is applied unless otherwise specified.

  Next, the vehicle behavior state estimation means 200 will be described with reference to FIG. The vehicle behavior state estimation means 200 includes a vehicle speed signal V (s) output from the vehicle speed detector 101, a steering angular speed signal Smtr (s) output from the steering angular speed detector 103, and a road surface reaction force torque detector 105. The road surface reaction force torque Talign_act (s) to be output is input.

  The road surface reaction force torque gradient calculation means 201 calculates a road surface reaction force torque gradient signal Kalign (s) from the vehicle speed signal V (s). The reference road surface reaction force torque change rate calculating means 202 calculates the change rate dTalign_ref / dt (s) of the reference road surface reaction force torque from the road surface reaction force torque gradient signal Kalign (s) and the steering angular velocity signal Smtr (s). Here, when the standard road surface reaction torque is expressed by using the steering wheel angle θ and the road surface reaction torque gradient signal Kalign (s), the following equation (6) is obtained.

  Talign_ref = Kalign (s) × θ (6)

  That is, the rate of change of the standard road surface reaction torque can be expressed by the following equation (7).

dTalign_ref / dt = Kalign × dθ / dt
= Kalign (s) x Smtr (s) (7)

  From this equation (7), it can be seen that the rate of change of the reference road surface reaction torque is obtained from the road surface reaction torque gradient signal Kalign (s) and the steering angular velocity signal Smtr (s). Note that the road surface reaction force torque gradient signal Kalign (s) with respect to the steering wheel angle is a parameter that changes according to the vehicle speed, and may be stored in a memory as a map or may be an arithmetic expression for the vehicle speed.

  The actual road surface reaction force torque change rate calculating means 203 receives the road surface reaction force torque Talign_act (s) and calculates the road surface reaction force torque change rate dTalign_act / dt (s) obtained by time differentiation. The first unstable state detection unit 204 includes a reference road surface reaction force torque change rate dTalign_ref / dt (s), which is an output of the reference road surface reaction force torque change rate calculation unit 202, and an actual road surface reaction force torque change rate calculation unit 203. A ratio α with the road surface reaction force torque change rate dTalign_act / dt (s) as an output is calculated. This ratio α can be expressed by the following equation (8).

  α = {dTalign_ref / dt (s)} / {dTalign_act / dt (s)} (8)

  The first unstable state detecting means 204 outputs the first vehicle behavior state estimation signal Stability1 (s) according to the ratio value calculated by the equation (8). The ratio α may be a road surface reaction force torque change rate dTalign_act / dt (s) in the numerator term and a standard road surface reaction force torque change rate dTalign_ref / dt (s) in the denominator term.

  Here, the unstable state of the vehicle behavior is determined by calculating the ratio α between the reference road surface reaction torque change rate signal and the road surface reaction force torque change rate signal by the first unstable state detection means 204. The same effect can be obtained by the difference between the road surface reaction force torque change rate signal and the road surface reaction force torque change rate signal. Moreover, you may determine by combining a difference signal and a ratio signal.

  The second unstable state detection means 300 shown in FIG. 3 includes the first vehicle behavior state estimation signal Stability1 (s) that is the output of the first unstable state detection means 204 and the actual road surface reaction force torque change rate calculation means 203. Based on the road surface reaction force torque change rate dTalign_act / dt (s), which is an output, the second vehicle behavior state estimation signal Stability2 (s) is output.

  The sign change determination means 301 receives the road surface reaction force torque change rate signal dTalign_act / dt (s), detects the sign change of the road surface reaction force torque change rate signal, and changes the road surface reaction force torque change rate when the sign changes. Output a signal. Based on the output of the sign change determination means 301 and the first vehicle behavior state estimation signal Stability1 (s), the signal holding means 302 is established when the sign change determination means 301 is established and the first vehicle behavior state estimation signal Stability1 (s) is established. The second vehicle behavior state estimation signal Stability2 (s) is output, and when the first vehicle behavior state estimation signal Stability1 (s) is not established, the output of the second vehicle behavior state estimation signal Stability2 (s) is stopped.

  Next, a method for estimating that the running state (behavioral state) of the vehicle is a stable state, an unstable sign state, or an unstable state will be described with reference to FIG. FIG. 4 is a timing chart showing the operation of the vehicle behavior state estimation apparatus according to Embodiment 1 of the present invention.

  As shown in FIG. 4B, it is assumed that a road surface reaction force torque change rate signal dTalign_act / dt (s) and a reference road surface reaction force torque change rate signal dTalignn_ref / dt (s) are detected. At this time, the standard road surface reaction torque that can be calculated by Expression (6) and the output of the road surface reaction torque detector 105 are as shown in FIG. The road surface reaction force torque change rate signal dTalign_act / dt (s) is obtained by converting the road surface reaction force torque signal output from the road surface reaction force torque detector 105 to the actual road surface reaction force torque change rate calculation means 203 shown in FIG. Obtained by time differentiation. Further, the reference road surface reaction force torque change rate signal dTalignn_ref / dt (s) is inputted with the vehicle speed signal V (s), and is obtained from the road surface reaction force torque gradient signal Kalign (s). This is a calculation result of the reference road surface reaction force torque change rate calculation means 202 with the steering angular velocity signal Smtr (s) as an input.

  In the section from time t1 to t2, as shown in FIG. 4B, the road surface reaction force torque change rate signal and the reference road surface reaction force torque change rate signal coincide with each other, and the ratio calculated by equation (8) α is 1, indicating that the vehicle is in a stable state.

  Next, in the section from time t2 to t3, as shown in FIG. 4 (a), the road surface reaction force torque reaches saturation, so as shown in FIG. 4 (b), the road surface reaction force torque change rate signal is As shown in FIG. 4 (c), the ratio α is 1 or more, indicating that the vehicle is in an unstable predictive state, as shown in FIG. The first vehicle behavior state estimation signal Stability1 (s) is output.

  Next, since the road surface reaction force torque decreases after saturation at time t3 as shown in FIG. 4 (a), the road surface reaction is shown in FIG. 4 (b). The direction of the force torque change rate signal dTalignn_act / dt (s) is opposite to the direction of the reference road surface reaction force torque change rate signal dTalign_ref / dt (s), indicating that the vehicle is in an unstable state. As shown in FIG. 4 (c), the second vehicle behavior state estimation signal 1st vehicle behavior state estimation signal Stability1 (s) and the road surface reaction force torque change rate signal dTalign_act / dt (s) are changed. Output Stability2 (s).

  Here, although the ratio calculation is performed by the equation (8), in order to actually prevent the zero percent, the road surface reaction force torque change rate signal dTalign_act / dt (s) and the reference road surface reaction force torque change rate dTalignn_ref / dt Since (s) takes each absolute value and provides a lower limit value, the value of the ratio is as shown in FIG.

  The first control amount calculation means 106 shown in FIG. 2 corrects the assist torque of the electric power steering control device based on the first vehicle behavior state estimation signal Stability1 (s) that is the output of the vehicle behavior state estimation means 200. Further, the second control amount calculation means 107 corrects the assist torque of the electric power steering control device based on the second vehicle behavior state estimation signal Stability2 (s) that is the output of the vehicle behavior state estimation means 200. More specifically, the steering wheel return controller, which is one of the controllers of the electric power steering control device, determines the compensation amount of the driver's steering wheel return torque control from the output of the first control amount calculation means 106 and the second control amount. By changing according to the output of the computing means 107, the driver can assist the operation for stabilizing the vehicle.

  Next, the operation of the electric power steering control device to which the vehicle behavior state estimation device is applied will be described based on the flowchart of FIG. FIG. 5 is a flowchart showing the operation of the vehicle behavior state estimation apparatus according to Embodiment 1 of the present invention. FIG. 5 includes steps S101 to S110 between the start (START) and the end (END).

  First, in step S <b> 101, the vehicle behavior state estimation unit 200 receives the vehicle speed signal V (s), the steering angular speed signal Smtr (s), and the road surface reaction force torque signal Talign_act (s) to configure the control unit 100. Store in a microcomputer memory (not shown).

  Next, in step S102, the standard road surface reaction force torque change rate signal dTalign_ref / dt (s) is calculated from the vehicle speed signal V (s) and the steering angular speed signal Smtr (s) and stored in the memory.

  Next, in step S103, a road surface reaction force torque change rate dTalign_act / dt (s), which is a time differential value signal of the road surface reaction force torque signal Talign_act (s), is calculated and stored in the memory.

  Next, in step S104, a ratio signal α (s), which is a ratio of the road surface reaction force torque change rate signal dTalign_act / dt (s) and the standard road surface reaction force torque change rate signal dTalign_ref / dt (s), is calculated and stored. To remember.

  Next, in step S105, the vehicle behavior state estimation means 200 performs vehicle behavior state estimation based on the ratio signal α (s), and outputs a first vehicle behavior state estimation signal Stability1 (s) representing an unstable predictor state. To do.

  Next, in step S106, the vehicle behavior state estimation unit 200 determines whether or not the first vehicle behavior state estimation signal Stability1 (s) represents an unstable sign state by the second unstable state detection unit 300. If not, the process proceeds to step S109, and if it represents, the process proceeds to the next step S107.

  Next, in step S107, the second unstable state detection means 300 determines whether or not the sign of the road surface reaction force torque change rate signal dTalign_act / dt (s) has changed. The process proceeds to S109, and if there is a change, the process proceeds to the next step S108.

  Next, in step S <b> 108, the vehicle behavior state estimation unit 200 outputs the second vehicle behavior state estimation signal Stability 2 (s) indicating the unstable state by the second unstable state detection unit 300.

  Next, in step S109, the first control amount calculation means 106 calculates the first control amount Trq_comp1 (s) based on the first vehicle behavior state estimation signal Stableity1 (s).

  In step S110, the second control amount calculation unit 107 calculates the second control amount Trq_comp2 (s) based on the second vehicle behavior state estimation signal Stable2 (s).

  In this way, the electric power steering control apparatus to which the vehicle behavior state estimation device according to the first embodiment is applied is based on the first vehicle behavior state based on the ratio based on the standard road surface reaction force torque change rate and the road surface reaction force torque change rate. And the second vehicle behavior state is estimated based on the change in the sign of the first vehicle behavior state estimation signal and the road surface reaction force torque change rate, thereby detecting the unstable state of the vehicle more accurately, It is possible to further stabilize the vehicle by calculating the first control amount based on the 1 vehicle behavior state estimation signal and the second control amount based on the second vehicle behavior state estimation signal and adding assist torque so as to stabilize the vehicle. Is possible.

  Here, in the first embodiment, the steering angular velocity detector 103 may use a sensor such as a resolver for the brushless electric power steering control device. In the electric power steering control device with a brush, the voltage signal between the terminals of the motor and the motor This can also be realized by calculating the motor speed from the current generated in the motor.

  In the first embodiment, the configuration of the vehicle behavior state estimating means 200 is shown in FIG. 3, but when the road reaction force torque is vibrated due to the influence of electric noise or the like, a known identification such as a low pass filter is used. It is good also as a structure using a frequency removal means. This has the effect of improving the high-frequency disturbance characteristics of the first embodiment.

Embodiment 2. FIG.
A vehicle behavior state estimation apparatus according to Embodiment 2 of the present invention will be described with reference to FIGS. FIG. 6 is a block diagram showing the configuration of the second unstable state detection means of the vehicle behavior state estimation means of the vehicle behavior state estimation apparatus according to Embodiment 2 of the present invention. The configuration other than the second unstable state detection means of the vehicle behavior state estimation apparatus according to Embodiment 2 of the present invention is the same as that of Embodiment 1 above.

  In FIG. 6, the second unstable state detection means 300A of the vehicle behavior state estimation device according to Embodiment 2 of the present invention includes an absolute value calculation means 303, a threshold value 304, a comparator 305, and a signal holding means 302. Is provided.

  In the second embodiment, the configuration of the second unstable state detection means 300A is changed as shown in FIG. 6 with respect to the first embodiment.

  Next, the operation of the vehicle behavior state estimation apparatus according to the second embodiment will be described with reference to the drawings.

  As shown in FIG. 6, the absolute value calculation means 303 calculates the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt. The comparator 305 compares the output of the absolute value calculation unit 303 with the threshold value 304. Based on the first vehicle behavior state estimation signal Stability1 (s) and the output of the comparator 305, the signal holding means 302 determines whether the second vehicle is in a state where the comparator 305 is established and the first vehicle behavior state estimation signal Stability1 (s) is established. The behavior state estimation signal Stability2 (s) is output, and when the first vehicle behavior state estimation signal Stability1 (s) is not established, the output of the second vehicle behavior state estimation signal Stability2 (s) is stopped.

  Next, a method for estimating whether the running state (behavioral state) of the vehicle is a stable state, an unstable sign state, or an unstable state will be described with reference to FIG. FIG. 7 is a timing chart showing the operation of the vehicle behavior state estimation apparatus according to Embodiment 2 of the present invention.

  Assume that a road surface reaction force torque change rate signal dTalign_act / dt (s) and a reference road surface reaction force torque change rate signal dTalign_ref / dt (s) are detected as shown in FIG. At this time, the standard road surface reaction torque that can be calculated by Expression (6) and the output of the road surface reaction torque detector 105 are as shown in FIG. The road surface reaction force torque change rate signal dTalign_act / dt (s) is obtained by converting the road surface reaction force torque signal output from the road surface reaction force torque detector 105 to the actual road surface reaction force torque change rate calculation means 203 shown in FIG. Obtained by time differentiation. Further, the reference road surface reaction force torque change rate signal dTalignn_ref / dt (s) is inputted with the vehicle speed signal V (s), and is obtained from the road surface reaction force torque gradient signal Kalign (s). This is a calculation result of the reference road surface reaction force torque change rate calculation means 202 with the steering angular velocity signal Smtr (s) as an input.

  In the section from time t1 to t2, as shown in FIG. 7 (b), the road surface reaction force torque change rate signal and the reference road surface reaction force torque change rate signal coincide with each other, as shown in FIG. 7 (c). The ratio α calculated by the equation (8) is 1, indicating that the vehicle is in a stable state.

  Next, in the section from time t2 to t3, as shown in FIG. 7A, the road reaction force torque reaches saturation, so as shown in FIG. As shown in FIG. 7 (c), the ratio α is 1 or more, indicating that the vehicle is in an unstable predictive state, as shown in FIG. The first vehicle behavior state estimation signal Stability1 (s) is output.

  Next, as shown in FIG. 7 (a), the road surface reaction force torque decreases after saturation at time t3 in the section after time t3, so as shown in FIG. 7 (b). The force torque change rate signal dTalign_act / dt (s) is negative, and the absolute value of the road surface reaction force torque change rate signal is calculated. If this absolute value is smaller than the threshold value stored in advance in the memory, it indicates that the vehicle is in an unstable state, and as shown in FIG. 7C, the first vehicle behavior state estimation signal Stability1 (s). And a second vehicle behavior state estimation signal Stability2 (s) based on the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt (s).

  Here, although the ratio calculation is performed by the equation (8), in order to actually prevent the zero percent, the road surface reaction force torque change rate signal dTalign_act / dt (s) and the reference road surface reaction force torque change rate dTalignn_ref / dt Since (s) takes each absolute value and provides a lower limit value, the value of the ratio is as shown in FIG.

  The operation of the second unstable state detection means of the vehicle behavior state estimation apparatus according to Embodiment 2 of the present invention will be described with reference to FIG. FIG. 8 is a flowchart showing the operation of the second unstable state detection means of the vehicle behavior state estimation apparatus according to Embodiment 2 of the present invention.

  The flowchart of FIG. 8 describes only steps S106 to S108, which are changed portions of the flowchart of FIG. FIG. 8 includes steps S201 to S204 between the start and the end.

  First, in step S201, it is determined whether or not the first vehicle behavior state estimation signal Stability1 (s) is established. If not established, the process proceeds to the end. If established, the process proceeds to the next step S202.

  Next, in step S202, the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt (s) is calculated.

  Next, in step S203, it is determined whether or not the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt (s) is smaller than a threshold value stored in advance in the memory. If it is larger than the threshold value, the process proceeds to the end, and if it is smaller than the threshold value, the process proceeds to the next step S204.

  Next, in step S204, the second vehicle behavior state estimation signal Stability2 (s) indicating the unstable state is output, and the process proceeds to the end and ends.

  In this way, the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt (s) is compared with the threshold value stored in advance in the memory, and as shown in FIG. 7, the first vehicle behavior state estimation signal Stability 1 (s) is obtained. In the output state, if the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt (s) is smaller than the threshold value, the second vehicle behavior state estimation signal Stability2 (s) is output, so that The same effect as in the first mode can be obtained.

Embodiment 3 FIG.
A vehicle behavior state estimation apparatus according to Embodiment 3 of the present invention will be described with reference to FIGS. FIG. 9 is a block diagram showing the configuration of the second unstable state detection means of the vehicle behavior state estimation means of the vehicle behavior state estimation device according to Embodiment 3 of the present invention. The configuration other than the second unstable state detection means of the vehicle behavior state estimation apparatus according to Embodiment 3 of the present invention is the same as that of Embodiment 1 above.

  In FIG. 9, the second unstable state detection means 300B of the vehicle behavior state estimation apparatus according to Embodiment 3 of the present invention includes an absolute value calculation means 303, a threshold value 304, a comparator 305, a counter means 306, and a signal. Holding means 302 is provided.

  In the third embodiment, the configuration of the second unstable state detecting means 300B is changed and a counter means 306 is added to the first and second embodiments as shown in FIG. It is.

  Next, the operation of the vehicle behavior state estimation apparatus according to the third embodiment will be described with reference to the drawings.

  The absolute value calculation means 303 calculates the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt. The comparator 305 compares the output of the absolute value calculation unit 303 with the threshold value 304. The counter means 306 counts a predetermined time after outputting the comparison result of the comparator 305, and delays the comparison result for a predetermined time. The signal holding unit 302 outputs the second vehicle behavior state estimation signal Stable2 (s) based on the first vehicle behavior state estimation signal Stable1 (s) and the output of the counter unit 306.

  Next, a method for estimating that the running state (behavioral state) of the vehicle is a stable state, an unstable sign state, or an unstable state will be described with reference to FIG. FIG. 10 is a timing chart showing the operation of the vehicle behavior state estimation apparatus according to Embodiment 3 of the present invention.

  As shown in FIG. 10B, it is assumed that a road surface reaction force torque change rate signal dTalign_act / dt (s) and a reference road surface reaction force torque change rate signal dTalignn_ref / dt (s) are detected. At this time, the standard road surface reaction torque that can be calculated by Expression (6) and the output of the road surface reaction torque detector 105 are as shown in FIG. The road surface reaction force torque change rate signal dTalign_act / dt (s) is obtained by converting the road surface reaction force torque signal output from the road surface reaction force torque detector 105 to the actual road surface reaction force torque change rate calculation means 203 shown in FIG. Obtained by time differentiation. Further, the reference road surface reaction force torque change rate signal dTalignn_ref / dt (s) is inputted with the vehicle speed signal V (s), and is obtained from the road surface reaction force torque gradient signal Kalign (s). This is a calculation result of the reference road surface reaction force torque change rate calculation means 202 with the steering angular velocity signal Smtr (s) as an input.

  In the section from time t1 to t2, as shown in FIG. 10 (b), the road surface reaction force torque change rate signal and the reference road surface reaction force torque change rate signal coincide with each other, as shown in FIG. 10 (c). The ratio α calculated by the equation (8) is 1, indicating that the vehicle is in a stable state.

  Next, in the section from time t2 to t3, as shown in FIG. 10 (a), the road surface reaction force torque reaches saturation, and as shown in FIG. 10 (b), the road surface reaction force torque change rate signal is Compared to the reference road surface reaction force torque change rate signal, the ratio α is 1 or more as shown in FIG. 10C, indicating that the vehicle is in an unstable predictive state, depending on the ratio value. The first vehicle behavior state estimation signal Stability1 (s) is output.

  Next, since the road surface reaction force torque decreases after saturation at time t3 as shown in FIG. 10 (a), the road surface reaction occurs as shown in FIG. 10 (b). The force torque change rate signal dTalign_act / dt (s) is negative, and the absolute value of the road surface reaction force torque change rate signal is calculated. If this absolute value is smaller than a threshold value stored in advance in the memory and a predetermined time or more has elapsed, it indicates that the running state of the vehicle is unstable, and the first vehicle behavior state estimation signal Stability1 (s) and the road surface reaction Based on the fact that the absolute value of the force torque change rate signal dTalign_act / dt (s) is not less than the predetermined time and not more than the threshold value, the second vehicle behavior state estimation signal Stability2 (s) is output.

  Here, although the ratio calculation is performed by the equation (8), in order to actually prevent zero percent, the road surface reaction force torque change rate signal dTalign_act / dt (s) and the reference road surface reaction force torque change rate dTalignn_ref / dt Since (s) takes each absolute value and provides a lower limit value, the value of the ratio is as shown in FIG.

  The operation of the second unstable state detection means of the vehicle behavior state estimation apparatus according to Embodiment 3 of the present invention will be described with reference to FIG. FIG. 11 is a flowchart showing the operation of the second unstable state detection means of the vehicle behavior state estimation apparatus according to Embodiment 3 of the present invention.

  The flowchart of FIG. 11 describes only steps S106 to S108, which are changed portions of the flowchart of FIG. FIG. 11 includes steps S301 to S305 between the start and the end.

  First, in step S301, it is determined whether or not the first vehicle behavior state estimation signal Stability1 (s) is established. If it is not established, the process proceeds to the end. If established, the process proceeds to the next step S302.

  Next, in step S302, the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt (s) is calculated.

  Next, in step S303, it is determined whether or not the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt (s) is smaller than a threshold value stored in advance in the memory. If it is larger than the threshold value, the process proceeds to the end, and if it is smaller than the threshold value, the process proceeds to the next step S304.

  Next, in step S304, it is determined whether or not a predetermined time has elapsed. If the predetermined time has elapsed, the process proceeds to the next step S305, and if it is within the predetermined time, the process returns to step S303.

  Next, in step S305, the second vehicle behavior state estimation signal Stability2 (s) is output, and the process proceeds to the end and ends.

  In this way, by comparing the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt (s) with the threshold value stored in the memory in advance and determining whether or not a predetermined time has elapsed, as shown in FIG. If the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt (s) is smaller than the threshold value and the predetermined time has elapsed in a state where the 1 vehicle behavior state estimation signal Stability1 (s) is established, the second vehicle behavior state By outputting the estimation signal Stability2 (s), the same effect as in the first embodiment can be obtained, and further, it is influenced by the fluctuation of the absolute value of the road surface reaction force torque change rate signal dTalign_act / dt (s). Therefore, the stable second vehicle behavior state estimation signal Stability2 (s) can be output.

  Although the configuration of the second embodiment has been described here, the same effect can be obtained if the counter unit 306 is provided in the output of the sign change determination unit 301 of FIG. 3 of the first embodiment. Is clear.

Embodiment 4 FIG.
A vehicle behavior state estimation apparatus according to Embodiment 4 of the present invention will be described.

  In the first to third embodiments described above, the vehicle behavior state estimation device applied to a so-called electric power steering control device in which a steering wheel and a tire are connected by a coupling mechanism has been described as the vehicle control device.

  However, this vehicle behavior state estimation device is characterized by obtaining an unstable state of a vehicle behavior or a state quantity estimated from its sign. As a vehicle control device, for example, the angle of a vehicle front wheel can be controlled. In a vehicle equipped with a so-called steer-by-wire or variable gear system, the first control amount is determined based on the first vehicle behavior state estimation signal Stability1 (s), and the front wheel steering angle is controlled so that the vehicle behavior is stabilized. Furthermore, the driving stability is improved by determining the second control amount based on the second vehicle behavior state estimation signal Stability2 (s) and controlling the front wheel steering angle.

  As described above, if the vehicle has an actuator capable of controlling the front wheel steering angle, the vehicle is stabilized based on the first vehicle behavior state estimation signal Stability1 (s) and the second vehicle behavior state estimation signal Stability2 (s). Is possible.

  Here, the first control amount calculation means 106 and the second control amount calculation means 107 of the fourth embodiment may be provided by a steer-by-wire or variable gear system, and the first vehicle behavior state estimation signal Stability1 (s) and The control amount may be determined based on the second vehicle behavior state estimation signal Stability2 (s), and the same applies to the following embodiments.

Embodiment 5 FIG.
A vehicle behavior state estimation apparatus according to Embodiment 5 of the present invention will be described.

  In the first to third embodiments described above, the vehicle behavior state estimating device applied to a so-called electric power steering control device in which a steering wheel and a tire are connected by a connecting mechanism has been described. In the fourth embodiment, the vehicle behavior state estimation device applied to a steer-by-wire system or a variable gear system capable of controlling the angle of the front wheel steering angle has been described.

  However, this vehicle behavior state estimation device is characterized by obtaining an unstable state of a vehicle behavior or a state quantity estimated from its sign, and as a vehicle control device, for example, the angle of a vehicle rear wheel can be controlled. In a vehicle equipped with a so-called rear wheel steering control device that is possible, the first control amount is determined based on the first vehicle behavior state estimation signal Stability1 (s), and the rear wheel steering angle is controlled so that the vehicle behavior is stabilized. Furthermore, the driving stability is improved by determining the second control amount based on the second vehicle behavior state estimation signal Stability2 (s) and controlling the rear wheel steering angle.

  As described above, if the vehicle has a rear wheel steering control actuator, the vehicle can be stabilized based on the first vehicle behavior state estimation signal Stability1 (s) and the second vehicle behavior state estimation signal Stability2 (s). Become.

Embodiment 6 FIG.
A vehicle behavior state estimation apparatus according to Embodiment 6 of the present invention will be described.

  In the first to third embodiments described above, the vehicle behavior state estimating device applied to a so-called electric power steering control device in which a steering wheel and a tire are connected by a connecting mechanism has been described. In the fourth embodiment, the vehicle behavior state estimation device applied to a steer-by-wire system or a variable gear system capable of controlling the angle of the front wheel steering angle has been described. Further, in the fifth embodiment, the vehicle behavior state estimation device applied to the rear wheel steering control device has been described.

  However, this vehicle behavior state estimation device is characterized by obtaining an unstable state of a vehicle behavior or a state quantity estimated from its sign. Therefore, as a vehicle control device, for example, the braking force of four wheels can be controlled. In a vehicle equipped with a so-called ESC (Electronic Stability Control) system, the first control amount is determined based on the first vehicle behavior state estimation signal Stability1 (s), and the braking force is controlled so that the vehicle behavior is stabilized. Furthermore, the driving stability is improved by determining the second control amount based on the second vehicle behavior state estimation signal Stability2 (s) and controlling the braking force.

  As described above, if the vehicle has an actuator that controls the braking force of the vehicle, the vehicle is stabilized based on the first vehicle behavior state estimation signal Stability1 (s) and the second vehicle behavior state estimation signal Stability2 (s). Is possible.

Embodiment 7 FIG.
A vehicle behavior state estimation apparatus according to Embodiment 7 of the present invention will be described.

  In the first to sixth embodiments described above, the vehicle behavior state estimation device that estimates an unstable state of a vehicle behavior or a sign thereof and applies it to a steering system or a brake system to stabilize the vehicle has been described.

  However, since this vehicle behavior state estimation device is characterized by obtaining an unstable state of a vehicle behavior or a state quantity estimated from its sign, an actuator capable of controlling a driving force, for example, as a vehicle control device In the vehicle, the first control amount is determined based on the first vehicle behavior state estimation signal Stable1 (s), the driving force is controlled so that the vehicle behavior is stabilized, and the second vehicle behavior state estimation signal The driving stability is improved by determining the second control amount based on Stability2 (s) and controlling the driving force.

  As described above, if the vehicle has an actuator that controls the driving force of the vehicle, the vehicle is stabilized based on the first vehicle behavior state estimation signal Stability1 (s) and the second vehicle behavior state estimation signal Stability2 (s). Is possible.

  In the seventh embodiment, as an implementation means, the engine output is controlled, the gear ratio of the auto-match transmission is changed, and in a vehicle driven by a motor such as an electric vehicle, the driving force and the like in the forward direction. The present invention can be applied to all vehicles that can change the driving force.

  Further, in the seventh embodiment, the driving force distribution before and after the vehicle has been described. However, if the vehicle has an actuator that controls the driving force of the left and right wheels of the vehicle, the first vehicle behavior state estimation signal Stability1 (s) and It is also possible to stabilize the vehicle based on the second vehicle behavior state estimation signal Stability2 (s).

Embodiment 8 FIG.
A vehicle behavior state estimation apparatus according to Embodiment 8 of the present invention will be described.

  In the first to seventh embodiments described above, a vehicle behavior state estimation device that detects an unstable state or a sign of vehicle behavior and stabilizes the vehicle behavior by controlling a steering system, a braking force, and a driving force. Explained.

  In this eighth embodiment, a vehicle behavior state estimation device applied to an alarm device that informs the driver of an unstable state will be described.

  In a vehicle equipped with an alarm device that informs the driver that the vehicle is in an unstable state, the first alarm means alerts the driver that the vehicle is in an unstable state based on the first vehicle behavior state estimation signal Stability1 (s). Further, based on the second vehicle behavior state estimation signal Stability2 (s), the second warning means warns the driver that the vehicle is in an unstable state. By separately alerting the first alarm means and the second alarm means, it is possible to inform the driver that the vehicle is in an unstable state, and it becomes possible to drive the vehicle more carefully.

  The first and second warning means of the eighth embodiment give a warning to the driver, and may warn the driver with light or sound, or may vibrate using a steering device. May be used as long as the driver can be warned based on the first vehicle behavior state estimation signal stability1 (s) and the second vehicle behavior state estimation signal Stability2 (s).

  According to the first embodiment, it is possible to estimate the vehicle behavior state with only the configuration of the conventional electric power steering control device without adding a new sensor such as a steering wheel angle sensor, and to the vehicle stabilization control. It is possible to reflect. Further, by using the sign of the road surface reaction torque change rate, saturation of the road surface reaction torque can be detected more accurately.

  According to the second embodiment, the same effect as in the first embodiment can be obtained by using the absolute value of the road surface reaction force torque change rate.

  According to the third embodiment, the second unstable state detection means 300B includes the counter means 306 for calculating a predetermined time, and the change in the sign of the road surface reaction force torque change rate or the absolute value of the road surface reaction force torque change rate is obtained. By calculating that a predetermined time or more has elapsed, it is possible to detect the unstable state of the vehicle more accurately.

  According to the first to eighth embodiments, the first vehicle behavior state estimation signal and the second vehicle behavior state estimation signal are calculated in accordance with the magnitudes of the standard road surface reaction force torque change rate and the road surface reaction force torque change rate. Therefore, the degree of instability of the vehicle can be calculated, and vehicle stabilization control can be appropriately performed using the result.

It is a perspective view which shows the structure of the electric power steering control apparatus to which the vehicle behavior state estimation apparatus which concerns on Embodiment 1 of this invention is applied. It is a block diagram which shows the structure of the control unit (ECU) of FIG. It is a block diagram which shows the structure of the vehicle behavior state estimation means of FIG. It is a timing chart which shows operation | movement of the vehicle behavior state estimation apparatus which concerns on Embodiment 1 of this invention. It is a flowchart which shows operation | movement of the vehicle behavior state estimation apparatus which concerns on Embodiment 1 of this invention. It is a block diagram which shows the structure of the 2nd unstable state detection means of the vehicle behavior state estimation means of the vehicle behavior state estimation apparatus which concerns on Embodiment 2 of this invention. It is a timing chart which shows operation | movement of the vehicle behavior state estimation apparatus which concerns on Embodiment 2 of this invention. It is a flowchart which shows operation | movement of the 2nd unstable state detection means of the vehicle behavior state estimation apparatus which concerns on Embodiment 2 of this invention. It is a block diagram which shows the structure of the 2nd unstable state detection means of the vehicle behavior state estimation means of the vehicle behavior state estimation apparatus which concerns on Embodiment 3 of this invention. It is a timing chart which shows operation | movement of the vehicle behavior state estimation apparatus which concerns on Embodiment 3 of this invention. It is a flowchart which shows operation | movement of the 2nd unstable state detection means of the vehicle behavior state estimation apparatus which concerns on Embodiment 3 of this invention.

Explanation of symbols

  1 steering wheel, 10 steering mechanism, 11 torque sensor, 12 assist motor, 100 control unit, 101 vehicle speed detector, 102 steering torque detector, 103 steering angular velocity detector, 104 steering angular acceleration detector, 105 road reaction force torque detector , 106 First control amount calculation means, 107 Second control amount calculation means, 108 Assist torque determination block, 109 Motor current determination unit, 110 Motor current comparator, 111 Motor driver, 112 Motor current detector, 200 Vehicle behavior state Estimating means, 201 road surface reaction force torque gradient calculating means, 202 reference road surface reaction force torque change rate calculating means, 203 actual road surface reaction force torque change rate calculating means, 204 first unstable state detecting means, 300 second unstable state detecting Means, 300A second unstable state detection means, 300B second Unstable state detecting means, 301 a sign change determination unit, 302 signal holding means, 303 absolute value calculation unit, 304 threshold, 305 comparator, 306 counter means.

Claims (6)

Road surface reaction force torque detecting means for detecting road surface reaction torque received by a tire of a traveling vehicle from the road surface;
Steering angular velocity detection means for detecting the steering angular velocity of the vehicle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
A road surface reaction force torque change rate is calculated based on the road surface reaction force torque detected by the road surface reaction force torque detection means, and the vehicle speed detected by the vehicle speed detection means and the steering angular velocity detected by the steering angular speed detection means are calculated. Based on the road surface reaction force torque change rate based on the road surface reaction force torque change rate and the reference road surface reaction torque change rate, the vehicle behavior is detected to be in a first unstable state. Vehicle behavior state estimation means for detecting the second unstable state ,
The vehicle behavior state estimation means includes
An actual road surface reaction force torque change rate calculating means for calculating a road surface reaction force torque change rate by time-differentiating the road surface reaction force torque detected by the road surface reaction force torque detection unit;
Road surface reaction force torque gradient calculation means for calculating a road surface reaction force torque gradient based on the vehicle speed detected by the vehicle speed detection means;
Reference road surface reaction force torque change rate calculation means for calculating a reference road surface reaction force torque change rate from the steering angular velocity detected by the steering angular velocity detection means and the road surface reaction force torque gradient calculated by the road surface reaction force torque gradient calculation means. When,
Based on the road surface reaction force torque change rate calculated by the actual road surface reaction force torque change rate calculating means and the reference road surface reaction force torque change rate calculated by the reference road surface reaction force torque change rate calculating means, the behavior of the vehicle is First unstable state detecting means for detecting that the state is one unstable state;
Second unstable state detection for detecting the second unstable state from the road surface reaction force torque change rate calculated by the actual road surface reaction force torque change rate calculating means and the output of the first unstable state detecting means. vehicle behavior state estimating apparatus characterized by having means. The second unstable state detecting means includes
Sign change determination means for detecting a sign change of the road surface reaction force torque change rate;
If the sign change of the road surface reaction force torque change rate signal is detected by the sign change determination means and the first unstable state is detected by the first unstable state detection means, the second unstable state The vehicle behavior state estimation device according to claim 1 , further comprising: a signal holding unit that detects The second unstable state detecting means includes
Absolute value calculating means for calculating an absolute value of the road surface reaction force torque change rate;
A comparator that compares the absolute value and threshold value of the road surface reaction force torque change rate;
When the absolute value of the road surface reaction force torque change rate is smaller than the threshold value and the first unstable state is detected by the first unstable state detection means, the second unstable state is detected. vehicle behavior state estimating apparatus according to claim 1, characterized in that it comprises a signal holding means for. The vehicle behavior according to claim 2 or 3, wherein the second unstable state detection means further includes a counter means for delaying a determination result of the sign change determination means or a comparison result of the comparator for a predetermined time. State estimation device. The first unstable state detecting means calculates a ratio of the reference road surface reaction torque torque change rate and the road surface reaction force torque change rate, and determines whether the first unstable state is in the first unstable state according to the value of the ratio. Outputting a first vehicle behavior state estimation signal representing a stable predictor state;
The said 2nd unstable state detection means outputs the 2nd vehicle behavior state estimation signal showing the unstable state which is the said 2nd unstable state, when conditions are satisfied , The vehicle behavior state estimation device according to 3 or 4. First control amount calculating means for calculating a first control amount for controlling the vehicle control device based on the first vehicle behavior state estimation signal;
6. The vehicle behavior according to claim 5 , further comprising second control amount calculation means for calculating a second control amount for controlling the vehicle control device based on the second vehicle behavior state estimation signal. State estimation device.

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