JP2020060434A - Vehicle center-of-gravity position estimation device - Google Patents

Abstract

To estimate deviations in a lateral direction of a center-of-gravity position of a vehicle at low costs.SOLUTION: An ECU (Electronic Control Unit) is configured to: estimate a load difference ΔW between right and left wheels on the basis of a wheel angular velocity difference Δω during rectilinear running of a vehicle (S02); and estimate a center-of-gravity lateral offset CGy on the basis of the load difference ΔW (S03). The ECU is configured to: when a braking request comes (S04:Yes), if a situation where the center-of-gravity lateral offset CGy is estimated stands (S05:Yes), distribute request braking force using a right and left braking force distribution ratio to be determined from the center-of-gravity lateral offset CGy and a tread T (S06); and, if the situation is a situation where the center-of-gravity lateral offset CGy is not estimated (S05:No), distribute request braking force to right and left equal allocations (S07).SELECTED DRAWING: Figure 7

Description

  The present invention relates to a vehicle center-of-gravity position estimation device that estimates a lateral shift of a center-of-gravity position of a vehicle such as an automobile.

  When the position of the center of gravity of the vehicle deviates from the central axis in the left-right direction, the vehicle is undesirably deflected during braking. For example, as shown in FIG. 8, when the center of gravity position PG of the vehicle A is displaced to the left from the central axis Lc, when the common braking force F is applied to the left and right wheels WH, the vehicle A is deflected to the right. A yaw moment YM1 (referred to as a biased yaw moment YM1) is generated. Therefore, for example, in the device proposed in Patent Document 1 (referred to as a conventional device), the shift of the center of gravity position is estimated, and an adjustment moment for canceling the biasing moment is generated with a magnitude corresponding to the shift of the center of gravity position. .

JP2012-56394A

  However, in the conventional device, in order to estimate the deviation of the position of the center of gravity, a height sensor that detects the distance between the vehicle body and the road surface at each wheel position, or a seat belt wearing detection sensor is used, which increases cost. May invite.

  The present invention has been made to solve the above problems, and an object thereof is to estimate the deviation of the center of gravity of a vehicle in the left-right direction at low cost.

In order to achieve the above object, the features of the present invention are:
A wheel speed sensor (35) for detecting the rotational angular speed (ω) of the wheel,
Wheel angular velocity difference detection means (S02) for detecting a wheel angular velocity difference (Δω) which is a difference in rotational angular velocity of the wheel speed sensor between the left and right wheels,
Data acquisition means (S02) for acquiring association data (MP) representing the relationship between the rolling radius (Re) of the tire and the ground contact load (W) of the tire;
Based on the rolling radius difference (ΔRe), which is the difference in rolling radius of the tire between the left and right wheels estimated based on the wheel angular velocity difference, and the correlation data (MP), the ground contact load between the left and right wheels is calculated. A ground contact load difference estimating means (S02) for estimating a ground contact load difference (ΔW) which is a difference,
And a center-of-gravity lateral position deviation estimating means (S03) for estimating an amount (CGy) in which the center-of-gravity position of the vehicle deviates in the left-right direction from the central axis based on the ground load difference.

  The vehicle center-of-gravity position estimation device of the present invention includes a wheel speed sensor, a wheel angular velocity difference detection means, a data acquisition means, a ground contact load difference estimation means, and a center-of-gravity lateral position deviation estimation means. The wheel speed sensor is provided on each wheel of the vehicle (automobile) and detects the rotational angular velocity of the wheel. The wheel angular velocity difference detection means detects a wheel angular velocity difference that is a difference between the rotational angular velocities of the wheel speed sensors between the left and right wheels. The wheel angular velocity difference detecting means detects, for example, a wheel angular velocity difference between the left and right front wheels and a wheel angular velocity difference between the rear left and right wheels.

  The data acquisition unit acquires the association data representing the relationship between the rolling radius of the tire and the ground contact load of the tire. For example, the association data is stored in a non-volatile storage device. The data acquisition means reads the association data stored in this storage device.

  The ground contact load difference estimating means is a rolling radius difference that is a difference between the rolling radii of the tires between the left and right wheels estimated based on the wheel angular velocity difference, and the difference in the ground load between the left and right wheels based on the correlation data. Estimate a certain ground load difference. For example, if the wheel angular velocity difference between the left and right wheels is known, the difference in rolling radius of the tire between the left and right wheels (rolling radius difference) can be estimated. Therefore, it is possible to estimate the ground contact load difference, which is the difference in the ground contact load between the left and right wheels, based on the rolling radius difference and the correlation data.

  The center-of-gravity left-right position deviation estimating means estimates the amount of deviation of the center-of-gravity position of the vehicle in the left-right direction from the central axis based on the ground contact load difference. If the ground contact load difference is known, the amount by which the center of gravity of the vehicle deviates in the left-right direction from the central axis can be estimated based on the ground contact load difference and the vehicle specifications (tread, vehicle weight, etc.).

  As a result, according to the present invention, it is possible to estimate the displacement amount of the center of gravity of the vehicle in the left-right direction by using the wheel speed sensors provided in almost all vehicles. As a result, the present invention can be implemented while suppressing an increase in cost.

  In the above description, in order to help understanding of the invention, the reference numerals used in the embodiments are attached in parentheses to the configuration requirements of the invention corresponding to the embodiment, but It is not limited to the embodiment defined by.

It is a schematic system block diagram of the braking force control apparatus which concerns on this embodiment. FIG. 6 is a plan view illustrating a lateral shift amount CGy of a center of gravity position PG. It is a graph showing the map showing the relationship between tire rolling radius Re and tire load W. It is explanatory drawing showing the method of calculating load difference (DELTA) W with the width | variety of tire rolling radius difference (DELTA) Re. FIG. 6 is a front view showing a relationship among a center of gravity lateral offset CGy, a tread T, a total load difference ΔW, and a total load W. It is a top view showing a biased yaw moment YM1 and a cancellation yaw moment YM2. It is a flowchart showing a braking force distribution control routine. FIG. 7 is a plan view showing a state in which a biased yaw moment YM1 is generated due to a shift in the center of gravity position PG in the left-right direction.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic system configuration diagram of a braking force control device including a vehicle center-of-gravity position estimation device of the present embodiment.

  The braking force control device 10 is mounted on a vehicle (automobile) 100.

  Vehicle 100 has left front wheel 60FL and right front wheel 60FR which are steered wheels, and left rear wheel 60RL and right rear wheel 60RR which are non-steered wheels. Although not shown in FIG. 1, driving force is supplied from the engine to the left front wheel 60FL and the right front wheel 60FR via the transmission. The vehicle to which the present invention is applied may be any of a front-wheel drive vehicle, a rear-wheel drive vehicle, and a four-wheel drive vehicle. Hereinafter, the left front wheel 60FL, the right front wheel 60FR, the left rear wheel 60RL, and the right rear wheel 60RR are collectively referred to as the wheel 60 unless it is necessary to specify them.

  The front left wheel 60FL and the front right wheel 60FR are steered by the steering device 50. The steering device 50 includes an electric power steering device 52 that is driven in response to a driver's operation of the steering wheel 51. The electric power steering device 52 includes an electric motor 53, and steers the left front wheel 60FL and the right front wheel 60FR by causing the electric motor 53 to generate a steering assist torque according to a steering operation of a driver.

  The braking force control device 10 includes an ECU 20, a brake pedal 71, a master cylinder 72, a brake actuator 73, a brake mechanism 74, and a hydraulic pipe 75. The ECU 20 is an electric control unit (Electric Control Unit) including a microcomputer as a main part. In this specification, the microcomputer includes a CPU, a ROM, a RAM, a non-volatile memory, an interface I / F, and the like. The CPU realizes various functions by executing instructions (programs, routines) stored in the ROM.

  The master cylinder 72 generates a hydraulic pressure according to the depression force of the brake pedal 71, and supplies the generated hydraulic pressure to the brake actuator 73. The brake actuator 73 includes a hydraulic circuit interposed between the master cylinder 72 and the brake mechanism 74. The hydraulic circuit is provided with an electric pump for increasing the brake hydraulic pressure without depending on the master cylinder pressure, a reservoir for storing the brake hydraulic fluid, and a plurality of electromagnetic valves.

  A brake mechanism 74 is connected to the brake actuator 73 via a hydraulic pipe 75. The brake mechanism 74 is provided on each wheel 60. The brake mechanism 74 includes a brake disc that rotates with the wheels and a brake caliper fixed to the vehicle body side. The brake pad is pressed against the brake disc by the hydraulic pressure of a wheel cylinder 74a provided in the brake caliper, and friction braking force is applied. To occur. Therefore, the brake mechanism 74 generates a braking force according to the brake hydraulic pressure supplied from the brake actuator 73.

  The brake actuator 73 independently controls the brake hydraulic pressure applied to each wheel 60 by controlling various electromagnetic valves provided in the hydraulic circuit. The braking force applied to each wheel 60 is determined according to the brake hydraulic pressure supplied to each wheel cylinder 74a.

  The brake actuator 73 is electrically connected to the ECU 20, and the electromagnetic valve and the pump are drive-controlled according to a control signal from the ECU 20. Therefore, the braking force of each wheel 60 can be independently controlled by the ECU 20 controlling the operation of the brake actuator 73. When the operation of the brake actuator 73 is not controlled, the hydraulic pressure of the master cylinder 72 is supplied to the wheel cylinder 74a of each wheel 60.

  The steering angle sensor 31, the vehicle speed sensor 32, the yaw rate sensor 33, the lateral acceleration sensor 34, the wheel speed sensor 35, and the pressure sensor 36 are connected to the ECU 20, and the detection signals output from them are input. The steering angle sensor 31 is provided, for example, on the steering shaft, and outputs a detection signal indicating the steering angle θh, which is the rotation angle of the steering wheel 51. As for the steering angle θh, for example, steering in the left turning direction is represented by a positive value, and steering angle in the right turning direction is represented by a negative value.

  The vehicle speed sensor 32 outputs a detection signal indicating the vehicle speed V (vehicle body speed). The vehicle speed sensor 32 may be configured to detect the vehicle speed V based on a detection signal output from a wheel speed sensor 35 for four wheels, which will be described later.

  The yaw rate sensor 33 outputs a detection signal indicating the yaw rate YR of the vehicle. The yaw rate YR is represented, for example, by a positive yaw rate when the vehicle is turning left and a negative yaw rate when the vehicle is turning right.

  The lateral acceleration sensor 34 outputs a detection signal representing a lateral acceleration Gy which is the lateral acceleration (vehicle width direction) of the vehicle. The lateral acceleration Gy is represented by, for example, a positive lateral acceleration when the vehicle is turning left and a negative lateral acceleration when the vehicle is turning right.

  The wheel speed sensor 35 is provided on each of the left and right front and rear wheels 60, and outputs a detection signal indicating a wheel angular velocity ω that is a rotational angular velocity of each wheel 60. The pressure sensor 36 outputs a detection signal indicating the master cylinder pressure Pm, which is the pressure in the master cylinder 72.

  Next, the function of the ECU 20 will be described. Focusing on its function, the ECU 20 includes a center-of-gravity position estimation unit 21 and a braking force control unit 22. The center-of-gravity position estimation unit 21 corresponds to the vehicle center-of-gravity position estimation device of the present invention.

<Calculation of lateral center of gravity offset>
As shown in FIG. 2, the center-of-gravity position estimation unit 21 is a functional unit that estimates the lateral shift amount CGy of the center-of-gravity position PG of the vehicle 100 by calculation. The lateral shift amount CGy of the center-of-gravity position PG of the vehicle 100 represents the lateral shift amount CGy of the center-of-gravity position PG with respect to the center axis Lc of the vehicle 100 facing the front-back direction, as shown in FIG. . Hereinafter, this shift amount CGy is referred to as a center-of-gravity lateral offset CGy.

  The center-of-gravity position estimation unit 21 stores a map MP as shown in FIG. 3 in advance in order to calculate the center-of-gravity lateral offset CGy. This map MP is data representing the relationship between the tire rolling radius Re and the tire load W (ground load acting on the tire). The larger the tire load W, the smaller the tire rolling radius Re.

The center-of-gravity position estimation unit 21 calculates the center-of-gravity lateral offset CGy in a situation where it is determined that the vehicle is traveling straight ahead. For example, the center-of-gravity position estimation unit 21 determines that the vehicle is in the straight traveling state when all of the following four straight traveling determination conditions are satisfied.
First straight traveling determination condition: | θh | <θhref
Second straight traveling determination condition: | YR | <YRref
Third straight traveling determination condition: | Gy | <Gyref
Fourth straight traveling determination condition: V> Vref

  The first straight traveling determination condition is satisfied when the magnitude | θh | of the steering angle θh detected by the steering angle sensor 31 is smaller than the straight traveling determination threshold θhref. The second straight traveling determination condition is satisfied when the magnitude | YR | of the yaw rate YR detected by the yaw rate sensor 33 is smaller than the straight traveling determination threshold YRref. The third straight traveling determination condition is satisfied when the magnitude | Gy | of the lateral acceleration Gy detected by the lateral acceleration sensor 34 is smaller than the straight traveling determination threshold Gyref. The fourth straight traveling determination condition is satisfied when the vehicle speed (vehicle body speed) V detected by the vehicle speed sensor 32 is larger than the straight traveling determination threshold Vref.

  The center-of-gravity position estimation unit 21 calculates the center-of-gravity lateral offset CGy as follows in a situation where it is determined that the vehicle is traveling straight ahead.

  First, the center-of-gravity position estimation unit 21 acquires the wheel angular velocity ω (rad / sec) represented by the detection signals output from the wheel speed sensors 35 of the four wheels, and calculates the wheel angular velocity ωL of the left wheel and the wheel angular velocity ωR of the right wheel. The wheel angular velocity difference Δω that is the difference is calculated. The wheel angular velocity difference Δω is calculated for both the front wheels and the rear wheels. That is, the wheel angular velocity difference ΔωF between the wheel angular velocity ωFL of the left front wheel 60FL and the wheel angular velocity ωFR of the right front wheel 60FR, the wheel angular velocity ωRL of the left rear wheel 60RL, and the wheel angular velocity ωRR of the right rear wheel 60RR. Calculated for ΔωR.

The tire rolling radius Re, the wheel speed Vx (m / sec), and the wheel angular speed ω (rad / sec) have the relationship represented by the following expression (1).
Re = Vx / ω (1)
The center-of-gravity position estimation unit 21 uses this relational expression (1) to calculate the tire rolling radius difference ΔRe corresponding to the wheel angular velocity difference Δω. The tire rolling radius difference ΔRe represents the difference in the tire rolling radius Re between the left and right wheels. The tire rolling radius difference ΔRe is calculated for both the front wheels and the rear wheels.

  The center-of-gravity position estimation unit 21 reads (acquires) the map MP and refers to this map MP to calculate the load difference ΔW corresponding to the tire rolling radius difference ΔRe. In this case, as shown in FIG. 4, the load difference ΔW is calculated with the width of the tire rolling radius difference ΔRe centered on the reference tire rolling radius Re0 which is the tire rolling radius under the standard weight condition. This load difference ΔW represents the difference in ground load between the left and right wheels. This load difference ΔW can specify the left-right direction in which the ground contact load is biased by its sign. For example, when the ground contact load is biased to the left wheel side (when the wheel angular speed ωL of the left wheel is larger than the wheel angular speed ωR of the right wheel), the load difference ΔW is represented by a positive value, and the ground load is the right wheel side. When the wheel angular velocity ωR of the right wheel is larger than the wheel angular velocity ωL of the left wheel, the load difference ΔW is represented by a negative value.

  The center-of-gravity position estimation unit 21 calculates the load difference ΔWf of the front wheels and the load difference ΔWr of the rear wheels, and sets the total value thereof as the total load difference ΔW (= ΔWf + ΔWr).

The center-of-gravity position estimation unit 21 calculates the center-of-gravity lateral offset CGy using the following balance equation (2).
(T / 2-CGy) · (W / 2 + ΔW / 2) = (T / 2 + CGy) · (W / 2−ΔW / 2)
... (2)
Here, T represents the tread of the vehicle. W represents the total load under standard weight conditions.
FIG. 5 shows the parameters used in equation (2).

By transforming the equation (2), the center-of-gravity lateral offset CGy is calculated by the following equation (3).
CGy = T · ΔW / 2W (3)

  The center-of-gravity position estimation unit 21 supplies the calculated center-of-gravity lateral offset CGy to the braking force control unit 22.

<Brake force left / right distribution>
As shown in FIG. 2, when the center of gravity position PG of the vehicle 100 is deviated from the central axis Lc in the left-right direction, the moment arm length from the center of gravity position PG and the ground load are different between the left and right wheels. Therefore, the longitudinal forces generated by the left and right wheels are different, and a yaw moment YM1 (biasing yaw moment YM1) that deflects the vehicle 100 is generated. In this case, as shown in FIG. 6, by providing a left-right braking force difference, it is possible to generate a yaw moment YM2 that cancels the biased yaw moment YM1 (cancellation yaw moment YM2).

In order to prevent the yaw moment from being generated when the vehicle is braked, the following relational expression (4) may be established.
FxL ・ (T / 2-CGy) = FxR ・ (T / 2 + CGy) (4)
Here, FxL represents the braking force of the left wheel, and FxR represents the braking force of the right wheel.

Therefore, in order to prevent the yaw moment from being generated when the vehicle is braked, the left / right braking force distribution ratio (FxL / FxR) may be calculated as shown in the following equation (5).
FxL / FxR = (T / 2 + CGy) / (T / 2-CGy) (5)

For example, as shown in FIG. 6, when the center of gravity position PG of the vehicle 100 is displaced to the left of the central axis Lc, the left wheels 60FL, 60RL are set to have a larger braking force than the right wheels 60FR, 60RR. To be done. For example, in FIG. 6, the distribution ratio between the braking force Ffr of the right front wheel 60FR and the braking force Ffl of the left front wheel 60FL, and the distribution ratio between the braking force Frr of the right rear wheel 60RR and the braking force Frl of the left rear wheel 60RL are , And the distribution ratios expressed by the following equations (6) and (7), respectively.
Ffl / Ffr = (T / 2 + CGy) / (T / 2-CGy) (6)
Frl / Frr = (T / 2 + CGy) / (T / 2-CGy) (7)
As a result, the cancellation yaw moment YM2 can be generated by the difference between the left and right braking forces.

  The braking force control unit 22 distributes the required braking force to the front, rear, left, and right, and controls the operation of the brake actuator 73 so that the distributed braking force is generated at each wheel. In this case, the above-mentioned braking force distribution ratio is used as the distribution ratio of the left and right braking forces. Further, the front and rear braking force distributions are set to a preset distribution ratio (for example, a distribution ratio set according to the required deceleration).

<Braking force control routine>
Next, the braking force distribution control process executed by the ECU 20 will be described. FIG. 7 shows a braking force distribution control routine. The ECU 20 repeatedly executes a braking force distribution control routine at a predetermined calculation cycle while the ignition switch is on.

  When the braking force distribution control routine is activated, the ECU 20 determines in step S01 whether or not the host vehicle is traveling straight ahead. In this case, the ECU 20 determines whether or not the above four straight-ahead traveling determination conditions are satisfied. When determining that the vehicle is traveling straight ahead (S01: Yes), the ECU 20 advances the process to step S02, and based on the wheel angular velocity difference Δω between the left and right wheels, the load difference indicating the difference in the ground load between the left and right wheels. Estimate ΔW. This load difference ΔW is calculated from the map MP by the method described above.

  Then, in step S03, the ECU 20 estimates the center-of-gravity lateral offset CGy based on the load difference ΔW. This center-of-gravity lateral offset CGy is calculated by the above-described equation (3).

  After calculating the center-of-gravity lateral offset CGy, the ECU 20 advances the process to step S04. If the ECU 20 determines in step S01 that the vehicle is not traveling straight ahead, it skips steps S02 and S03 and advances the process to step S04.

  The ECU 20 determines in step S04 whether a braking request is generated. For example, the braking request is generated when the depression operation of the brake pedal is detected by the pressure sensor 36 (or the brake pedal sensor), or when a request for automatic braking such as collision avoidance is output.

  When the braking request is not generated, the ECU 20 once ends the braking force distribution control routine. Then, the ECU 20 repeatedly executes the braking force distribution control routine each time a predetermined calculation cycle elapses.

  On the other hand, when the braking request is generated, the ECU 20 determines in step S05 whether the position of the center of gravity of the vehicle, that is, the lateral center of gravity offset CGy has been estimated. When the position of the center of gravity of the vehicle has been estimated (S05: Yes), the ECU 20 advances the process to step S06, and distributes the required braking force to the left and right braking force distribution ratios (FxL / FxR) described above. generate. As a result, the cancellation yaw moment YM2 corresponding to the center-of-gravity lateral offset CGy can be generated by the left-right difference in braking force.

  When the position of the center of gravity of the vehicle has not been estimated (S05: No), the ECU 20 advances the process to step S07 and distributes the required braking force evenly to the left and right to generate it.

  The ECU 20 once ends the braking force distribution control routine after performing the processing of step S06 or step S07. Then, the ECU 20 repeatedly executes the braking force distribution control routine each time a predetermined calculation cycle elapses.

  Note that the determination that the center of gravity has been estimated in step S05 is set so that the effect is lost when a predetermined period has elapsed after the center of gravity lateral offset CGy was estimated. For example, the predetermined period may be limited to a period until one trip ends (a period until the ignition switch is turned off). In this case, when one trip is completed after the center-of-gravity lateral offset CGy is estimated, the center-of-gravity lateral offset CGy is estimated by the process of step S03 after the center of gravity is not estimated and the ignition switch is turned on. Then, it is preferable to switch from "center of gravity not estimated" to "center of gravity estimated".

  Alternatively, the predetermined period may be a period until the door switch is turned off. The number of passengers may change or the boarding position may change while the ignition switch remains on. In that case, the center of gravity of the vehicle also changes. When such a passenger is changed, the door is always opened and closed, and the state of the door switch (switch for detecting the open / closed state of the vehicle door) is switched. Therefore, after the center-of-gravity lateral offset CGy is estimated, the period until the door switch is turned off is set as “center-of-gravity estimated”, and when the door switch is turned off, it is switched to “center-of-gravity unestimated”. Good.

  According to the braking force control apparatus of the present embodiment described above, the wheel angular velocity difference Δω, which is the difference between the wheel angular velocities ω detected by the wheel speed sensors 35 of the left and right wheels, is detected when the vehicle is traveling straight. The load difference ΔW between the left and right wheels is calculated based on the angular velocity difference Δω and the map MP (map representing the relationship between the ground contact load of the wheel and the tire rolling radius). Then, the center-of-gravity lateral offset CGy is calculated based on the load difference ΔW.

  Therefore, it is possible to estimate the displacement of the center of gravity of the vehicle in the left-right direction (lateral center of gravity offset CGy) using the wheel speed sensor 32 provided in almost all vehicles. As a result, the displacement of the center of gravity of the vehicle in the left-right direction can be estimated without increasing the cost.

  Further, since the braking force is laterally distributed based on the center-of-gravity lateral offset CGy, the canceling yaw moment YM2 can be generated, and an undesired deflection of the vehicle can be suppressed.

  Although the vehicle braking force control device according to the present embodiment has been described above, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the object of the present invention.

10 ... Braking force control device, 20 ... ECU, 21 ... Center of gravity position estimation unit, 22 ... Braking force control unit, 31 ... Steering angle sensor, 32 ... Vehicle speed sensor, 33 ... Yaw rate sensor, 34 ... Lateral acceleration sensor, 35 ... Wheel Speed sensor, 36 ... Pressure sensor, 50 ... Steering device, 60FL, 60RL, 60FR, 60RR ... Wheel, 73 ... Brake actuator, 74 ... Brake mechanism, 100 ... Vehicle, CGy ... Center of gravity lateral offset, Lc ... Central axis, MP ... Map, PG ... Center of gravity position, Re ... Tire rolling radius, T ... Tread, V ... Vehicle speed, W ... Tire load, YM1 ... Yaw moment, YM2 ... Yaw moment, ΔRe ... Rolling radius difference, ΔW ... Load difference, Δω ... Wheel Angular velocity difference, ω ... Wheel angular velocity.

Claims (1)

A wheel speed sensor that detects the rotational angular velocity of the wheel,
Wheel angular velocity difference detecting means for detecting a wheel angular velocity difference which is a difference in rotational angular velocity of the wheel speed sensor between the left and right wheels,
Data acquisition means for acquiring the association data representing the relationship between the rolling radius of the tire and the ground contact load of the tire,
A rolling load difference, which is a difference in rolling radius of the tire between the left and right wheels estimated based on the wheel angular velocity difference, and a ground load difference, which is a difference in ground load between the left and right wheels, based on the association data. Ground load difference estimation means for estimating
A vehicle center-of-gravity position estimation device comprising: a center-of-gravity left-right position deviation estimating means for estimating an amount of deviation of the center-of-gravity position of the vehicle from the central axis in the left-right direction based on the ground contact load difference.

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