JPH10332730A - Turning state quantity sensor monitoring device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a turning state quantity sensor monitoring device which can properly monitor a detection signal by a turning state quantity sensor even if a braking operation is taken during turning of a vehicle. SOLUTION: In addition to a turning state quantity sensor RS for measuring a turning state quantity of a vehicle, at least a steering wheel sensor SA for measuring a steering wheel angle of a wheel according to a steering operation of the vehicle and a car body speed detecting means VE for detecting a car body speed are provided. A yaw rate of the vehicle is estimated by a first yaw rate estimating means Y1 based on the car body speed and the steering wheel angle, a first estimated yaw rate is put out, a deviation between an actual yaw rate acquired based on a measurement signal of the turning state quantity sensor RS and the first estimated taw rate is calculated by a first deviation calculating means D1, and the judging means CP determines that the actual yaw rate is normal when the deviation is less than a first predetermined value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for monitoring a turning state quantity sensor of a vehicle, and more particularly to a turning method for directly or indirectly detecting a yaw rate from a turning state quantity of a vehicle measured by a turning state quantity sensor and monitoring the detected yaw rate. The present invention relates to a state quantity sensor monitoring device.

[0002]

2. Description of the Related Art Yaw rate and lateral acceleration are used as indices indicating the turning state of a vehicle. Sensors for measuring these turning state quantities are collectively referred to as turning state quantity sensors, and yaw rate sensors for directly measuring yaw rate have become widespread. ing. A rear-wheel steering control device that improves the running stability of the vehicle by controlling the steering angle of the rear wheel of the vehicle based on the yaw rate, the vehicle speed, and the steering angle according to the steering operation is known. As means for detecting the yaw rate, various sensors for indirectly detecting the yaw rate have been proposed in addition to the yaw rate sensor for directly measuring the yaw rate, and the yaw rate can be calculated based on the lateral acceleration.

For example, Japanese Patent Application Laid-Open No. 63-218866 discloses a vehicle speed sensor for separately detecting wheel speeds on both the left and right sides of a vehicle in order to easily detect the yaw rate of the vehicle. A yaw rate detecting device for a vehicle that detects a yaw rate based on a difference between wheel speeds on both sides of the vehicle has been proposed.

[0004]

In the above rear wheel steering control device, a redundant system is generally employed to ensure reliability, but using a plurality of identical sensors increases the cost. In particular, since a yaw rate sensor is expensive, it is not practical to use a plurality of yaw rate sensors. On the other hand, according to the device described in the above-mentioned publication, an inexpensive yaw rate detection device can be configured.

However, in the device described in the above-mentioned publication, for example, when a brake operation is performed while the vehicle is turning (or when the turn operation is performed during the brake operation), an accurate yaw rate cannot be detected. Also, when the yaw rate detected based on the difference between the wheel speeds on both sides of the vehicle is used as a reference signal for the measurement signal of the yaw rate sensor, the yaw rate signal is appropriately monitored when the brake operation is performed during turning of the vehicle. It will be difficult to do. Since a load shift occurs during the turning of the vehicle, if the brake operation is performed at this time and the same brake fluid pressure is applied to each wheel, a difference occurs between the left and right wheel speeds. Therefore, when the brake operation is being performed during turning of the vehicle, the estimation accuracy of the yaw rate is reduced, so that the above-described device cannot detect the accurate detection of the yaw rate, and appropriately monitors the yaw rate signal. You will not be able to do it.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a turning state quantity sensor monitoring device capable of appropriately monitoring a detection signal from a turning state quantity sensor even when a brake operation is performed during turning of a vehicle. .

[0007]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention relates to a vehicle turning state quantity sensor monitoring apparatus for monitoring a measurement signal of a turning state quantity sensor for measuring a turning state quantity of a vehicle. A steering angle sensor for measuring a steering angle of a wheel according to a steering operation of the vehicle, a vehicle speed detecting means for detecting a vehicle speed of the vehicle, a vehicle speed detected by the vehicle speed detecting means and the steering angle sensor measuring First yaw rate estimating means for estimating a yaw rate of the vehicle based on the calculated steering angle and outputting a first estimated yaw rate;
First deviation calculating means for calculating a deviation between the actual yaw rate obtained based on the measurement signal of the turning state quantity sensor and the first estimated yaw rate; and a deviation calculated by the first deviation calculating means is a first deviation. A determination means is provided for determining that the actual yaw rate is normal when the actual yaw rate is lower than a predetermined value.

[0008] Further, according to the present invention, there is provided a wheel speed sensor for measuring a wheel speed of each wheel including at least a driven wheel of the vehicle, and the vehicle body speed detecting means is configured to detect the vehicle speed based on the wheel speed. It is preferable to include a vehicle speed estimating means for estimating the vehicle speed.

According to a third aspect of the present invention, a second yaw rate estimation that estimates a yaw rate of the vehicle based on a wheel speed of the driven wheel measured by the wheel speed sensor and outputs a second estimated yaw rate. Means, and second deviation calculating means for calculating a deviation between an actual yaw rate obtained based on the measurement signal of the turning state quantity sensor and a second estimated yaw rate estimated by the second yaw rate estimating means. Wherein the determination means determines that the deviation calculated by the first deviation calculation means is smaller than a first predetermined value, and that the deviation calculated by the second deviation calculation means is smaller than a second predetermined value. It is preferable that the actual yaw rate is determined to be normal when at least one of the states is established.

According to a fourth aspect of the present invention, the turning state quantity sensor comprises:
As described in the above, there is a yaw rate sensor that directly measures the actual yaw rate of the vehicle, but as described in claim 5, a lateral acceleration sensor that measures the lateral acceleration of the vehicle is provided, and the lateral acceleration sensor is The actual yaw rate may be calculated based on the measured lateral acceleration. Further, the determining means determines whether or not the tire of the vehicle has reached a lateral limit based on an output of the turning state amount sensor, and when it is determined that the lateral limit has been reached,
It may be configured such that the determination as to whether or not the actual yaw rate is normal is stopped.

[0011]

Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 shows an outline of a configuration of a turning state quantity sensor monitoring device according to an embodiment of the present invention, and a turning state quantity sensor R for measuring a turning state quantity of a vehicle.
S, a steering angle sensor SA for measuring a steering angle of a wheel according to a steering operation of the vehicle, and a vehicle speed detecting means VS for detecting a vehicle speed of the vehicle. Then, the first yaw rate estimating means Y1 for estimating the yaw rate of the vehicle based on the vehicle speed and the steering angle detected by these sensors and outputting the first estimated yaw rate, and based on the measurement signal of the turning state quantity sensor RS. First deviation calculating means D1 for calculating the deviation between the actual yaw rate to be obtained and the first estimated yaw rate is provided, and the deviation between the actual yaw rate and the first estimated yaw rate is determined by a determination means CP to a first predetermined value. It is configured to determine that the actual yaw rate is normal when the actual yaw rate is lower than the predetermined value. Also, as shown by the broken line in FIG.
The vehicle is provided with a wheel speed sensor (typically represented by VW) for measuring the wheel speed of each wheel including at least the driven wheel of the vehicle, and the vehicle speed detecting means VS is used to estimate the vehicle speed based on the wheel speed. Speed estimation means VE may be provided, and the estimated vehicle speed may be used.

Further, as indicated by the broken line in FIG. 1, a second yaw rate estimating means Y2 for estimating the yaw rate of the vehicle based on the wheel speed of the driven wheel measured by the wheel speed sensor VW and outputting a second estimated yaw rate. And second deviation calculating means D for calculating the deviation between the actual yaw rate obtained based on the measurement signal of the turning state quantity sensor RS and the second estimated yaw rate estimated by the second yaw rate estimating means Y2.
2 and the first deviation calculating means D
1 is the actual yaw rate when at least one of the state where the deviation calculated by 1 is smaller than the first predetermined value and the state where the deviation calculated by the second deviation calculating means D2 is smaller than the second predetermined value. May be determined to be normal.

As the turning state quantity sensor RS, there is a yaw rate sensor YS for directly measuring the actual yaw rate of the vehicle, and a lateral acceleration sensor GS for further measuring the lateral acceleration of the vehicle.
May be provided, and the actual yaw rate may be calculated based on the lateral acceleration measured by the lateral acceleration sensor GS.

FIG. 2 shows a rear wheel steering system of a vehicle equipped with the above-mentioned turning state quantity sensor monitoring device.
A rear wheel steering actuator RSA is provided between R and RL, whereby the steering angles of the wheels RR and RL are controlled according to an output control signal of the electronic control unit ECU. Wheel F
R, FL, RR, and RL are wheel speed sensors WS1 to W
S4 is provided, these are connected to the electronic control unit ECU, and the rotation speed of each wheel, that is, a pulse signal having a pulse number proportional to the wheel speed is input to the electronic control unit ECU. . Wheel FR indicates the right front wheel as viewed from the driver's seat. Hereinafter, wheel FL indicates the front left wheel.
Wheel RR indicates a rear right wheel, and wheel RL indicates a rear left wheel. In this embodiment, the vehicle is a rear wheel drive vehicle, and the rear wheels R
R and RL are driving wheels, and front wheels FR and FL are driven wheels.

Further, a steering angle sensor SSf for measuring a steering angle δf as a steering angle sensor for measuring a steering angle of the front wheels FR and FL in accordance with a steering operation,
A rear wheel steering angle sensor SSr for measuring the steering angle δr of the wheels RR and RL behind the vehicle, a yaw rate sensor YS for measuring the yaw rate of the vehicle, and the like are connected to the electronic control unit ECU. In the yaw rate sensor YS, the changing speed of the vehicle rotation angle (yaw angle) around a vertical axis passing through the center of gravity of the vehicle,
That is, the yaw angular velocity (yaw rate) is measured and output to the electronic control unit ECU as the actual yaw rate γa.

The electronic control unit ECU of the present embodiment has a configuration shown in FIG.
As shown in FIG. 1, a microcomputer CMP comprising a processing unit CPU, a memory ROM, a RAM, an input port IPT, an output port OPT, and the like connected to each other via a bus is provided. The wheel speed sensor WS
Output signals of 1 to WS4, the steering wheel angle sensor SSf, the rear wheel steering angle sensor SSr, the yaw rate sensor YS, and the like are each input to the processing unit CPU from the input port IPT via the amplifier circuit AMP. Further, a control signal is output from the output port OPT to the rear wheel steering actuator RSA via the drive circuit ACT. Incidentally, the wheel speed sensor WS1
It is preferable that a rough road is determined based on the wheel speed Vw ** measured by WS4, and a high frequency component is removed by a filtering process on a rough road.

In the microcomputer CMP,
The memory ROM stores programs for various processes including the flowcharts shown in FIGS. 3 to 6, the processing unit CPU executes the programs while an ignition switch (not shown) is closed, and the memory RAM stores the programs. Temporarily stores the variable data required for the execution of The rear wheel steering actuator RSA is the same as a well-known one.
No. 7, the description is omitted.

In this embodiment constructed as described above, a series of processes of rear wheel steering angle control are performed by the electronic control unit ECU, and when an ignition switch (not shown) is closed, the electronic control unit ECU shown in FIGS. Execution of the program corresponding to the flowchart of FIG. 6 and the like starts. FIG. 3 shows the rear wheel steering angle control processing of the vehicle. First, at step 101, the wheel speed signals of the wheel speed sensors WS1 to WS4 are read, the handle angle signal of the handle angle sensor SSf, and the yaw rate of the yaw rate sensor YS. The signal and the rear wheel steering angle signal of the rear wheel steering angle sensor SSr are read.
In this embodiment, the output signals of the wheel speed sensors WS1 to WS4, the steering wheel angle sensor SSf, and the rear wheel steering angle sensor SSr are pulse signals, and the yaw rate sensor Y
The output signal of S is an analog signal, and both are input to the electronic control unit ECU.

Next, in step 102, each measurement signal of the above-mentioned sensor is converted into a wheel speed Vw ** (** represents each wheel), a steering wheel angle δf, an actual yaw rate γa, and a rear wheel steering angle δr. Each is converted. Further, the vehicle speed is estimated based on the wheel speed Vw **, and the estimated vehicle speed Vso is calculated (for example, obtained as Vso = MAX [Vw **]). Subsequently, the process proceeds to step 103, where monitoring processing is performed on each detection signal (sensor signal) to determine whether or not the detection signal is normal. If each detection signal is determined to be normal, step 104
Calculates the target rear wheel steering angle. Then, a motor (not shown) is driven in step 105 based on the target rear wheel steering angle, and the rear wheel steering angle is controlled.

FIG. 4 shows the calculation process of the target rear wheel steering angle performed in step 104. The estimated vehicle speed Vso, steering wheel angle δf and actual yaw rate γa obtained in step 103 are read (step 201). In step 202, the control gain KC1 according to the estimated vehicle speed Vso
(Vso) and KC2 (Vso) are required. And step 2
03, the target rear wheel steering angle δr * of the rear wheel is δr * = K
C1 (Vso) · δf + KC2 (Vso) · γa In this embodiment, the control gains are KC1 (Vso), KC2
Although expressed as a function of the estimated vehicle speed Vso as expressed as (Vso), it may be a function of the road surface friction coefficient μ.

FIG. 5 shows a yaw rate signal monitoring process among the sensor signal monitoring processes performed in step 103. First, in step 301, the wheel speed Vw ** obtained in step 103 and the estimated vehicle speed Vso , The steering wheel angle δf, the actual yaw rate γa, and the rear wheel steering angle δr. Then, in step 302, a first estimated yaw rate γe1 is calculated based on the estimated vehicle speed Vso and the steering wheel angle δf. That is, the first estimated yaw rate γe1
The γe1 = {Vso / (1 + Kh · Vso 2)} · δf / (N
L). Here, Kh represents a stability factor, N represents a steering gear ratio, and L represents a wheelbase. In the case of rear wheel steering control, Kh is corrected as a function of the rear wheel steering angle δr. Further, since there is a phase difference between the steering wheel angle δf and the yaw rate, the first estimated yaw rate γe1 is calculated according to at least one of the road surface friction coefficient μ, the steering wheel angle δf, and the estimated vehicle speed Vso. The phase of the estimated yaw rate γe1 is corrected.

Subsequently, at step 303, the left and right wheels on the driven wheel side (the wheels FL,
The second estimated yaw rate γe2 is calculated based on the wheel speeds Vwfr, Vwfl of FR). That is, the wheel speeds Vwfr, Vwfr
A difference ΔVwf (= Vwfl−Vwfr) of wfl is calculated, and a second estimated yaw rate γe2 is obtained as γe2 = Ke · ΔVwf / Tr based on the wheel speed difference ΔVwf. Here, Ke is a correction value for the second estimated yaw rate, and Tr
Is the tread length of the vehicle.

Then, the routine proceeds to step 304, where the difference between the actual yaw rate γa and the first estimated yaw rate γe1 (| γa−
γe1 |) is compared with a predetermined value K1. This difference (| γa −
If γe1 |) is smaller than the predetermined value K1, the yaw rate sensor YS is determined to be normal, and the routine proceeds to step 305, where control is permitted. On the other hand, if it is determined that the difference (| γa−γe1 |) is equal to or larger than the predetermined value K1, the process proceeds to step 306, and the difference (| γa between the actual yaw rate γa and the second estimated yaw rate γe2
−γe2 |) is compared with a predetermined value K2. This difference (| γa
-Γe2 |) is smaller than the predetermined value K2, the yaw rate sensor YS is determined to be normal, and the routine proceeds to step 305, where control is permitted. However, the difference (| γa−γe1 |) is a predetermined value K
1 or more and the difference at step 306 (| γa−γe2
When |) is equal to or greater than the predetermined value K2, it is determined that the measurement signal of the yaw rate sensor YS cannot be used for control, and the process proceeds from Steps 304 and 306 to Step 307, where control is not permitted.

If the degree of turning of the vehicle is small, the left and right load movements are small, so that there is no difference between the left and right wheel speeds, regardless of whether the brake operation is performed or not. As shown in the upper graph, the first and second estimated yaw rates γe1 and γe2 are both yaw rate sensors Y
This is substantially the same as the actual yaw rate of S (in the upper graph, these are superimposed and thus appear as substantially one solid line).
However, when the braking operation is performed when the turning degree of the vehicle is large, the second estimated yaw rate γe2 is determined by the second estimated yaw rate γe2 as shown by the broken line in the lower graph of FIG. The accuracy of estimating the yaw rate γe2 decreases, and the monitoring of the yaw rate signal cannot be performed properly. On the other hand, the first estimated yaw rate γe1 substantially coincides with the actual yaw rate as shown by the solid line in the lower graph of FIG. 7, similarly to the upper graph.

However, if the lateral force limit of the tire is exceeded while the vehicle is turning, the first estimated yaw rate γe1 also has an error due to the characteristics of the stability factor Kh that defines the first estimated yaw rate γe1. That is, in step 302, the stability factor Kh is calculated as a constant value.
Actually, the value of Kh becomes excessive when the lateral acceleration becomes large.
In this case, the second estimated yaw rate γe2 substantially coincides with the actual yaw rate unless the brake operation is performed. Therefore, this is used, and as described later, the lateral force limit (lateral direction limit) of the tire is determined. The monitoring may be stopped only when the brake operation is being performed during turning while exceeding the limit.

FIG. 6 shows another example of the yaw rate signal monitoring process performed in step 103, which is different from the embodiment of FIG. 5 in that it is determined whether or not the above-mentioned tire lateral force limit is reached. . That is, as compared with the flowchart of FIG. 5, the input signal is added in step 401 and the processing of steps 402 and 403 is added, but steps 404 to 409 are the same as steps 302 to 307. In step 401, step 301
, An estimated vehicle deceleration DVso in the front-rear direction, which is obtained by differentiating the estimated vehicle speed Vso, and a road surface friction coefficient μ.

Then, in step 402, it is determined whether the tire is within the lateral force limit. That is, the product of the actual yaw rate γa and the estimated vehicle speed Vso (γa · Vso: the lateral acceleration of the vehicle) is the product (μ) of the road surface friction coefficient μ and the predetermined value Kx.
Kx). If the former is smaller than the latter, it is determined that it is within the lateral force limit of the tire and the process proceeds to step 404 and thereafter. If it is determined that the former is greater than the latter and exceeds the lateral force limit of the tire, the process proceeds to step 403 and the estimated vehicle body The deceleration DVso is the product of the road friction coefficient μ and the predetermined value Ky (μ · Ky
). The estimated vehicle deceleration DVso is (μ · Ky
If the estimated vehicle deceleration DVso is equal to or more than (μ · Ky), the process returns to the main routine of FIG.

According to the turning state quantity sensor monitoring device of the present embodiment, by using both the first and second estimated yaw rates γe1 and γe2, almost the entire operating area of the vehicle can be obtained with a few exceptions. In this case, the yaw rate signal can be monitored, and it can be appropriately determined whether or not the yaw rate signal is normal even when the vehicle is in a braking state during turning.

As described above, the turning state quantity sensor includes a yaw rate sensor for directly measuring the actual yaw rate of the vehicle and a sensor having a lateral acceleration sensor for measuring the lateral acceleration of the vehicle. The actual yaw rate may be calculated based on the lateral acceleration. Therefore, as shown by the broken line in FIG. 2, a lateral acceleration sensor GS for measuring the lateral acceleration of the vehicle may be provided instead of or in addition to the yaw rate sensor YS. The actual yaw rate can be obtained by dividing the lateral acceleration by the vehicle speed. Alternatively, a lateral acceleration sensor may be provided before and after the vehicle. If the distance between the two is D, and their outputs (lateral acceleration) are converted into lateral velocities Vwf and Vwr, the actual yaw rate γa becomes γa = ( (Vwf-Vwr) / D.

[0030]

The present invention has the following effects because it is configured as described above. That is, the turning state amount sensor monitoring device according to claim 1 includes a steering angle sensor that measures a steering angle of a wheel according to a steering operation of the vehicle, and a vehicle speed detection unit that detects a vehicle speed of the vehicle, First
The yaw rate estimating means estimates the yaw rate of the vehicle based on the vehicle speed and the steering angle and outputs a first estimated yaw rate, and the first deviation calculating means obtains the yaw rate based on the measurement signal of the turning state quantity sensor. A deviation between the actual yaw rate and the first estimated yaw rate is calculated, and it is determined that the actual yaw rate is normal when the deviation is smaller than a first predetermined value. Even when the brake operation is performed, the detection signal from the turning state amount sensor can be appropriately monitored.

In the turning state quantity sensor monitoring device according to the third aspect, in addition to the above, the yaw rate of the vehicle is estimated based on the wheel speed of the driven wheel measured by the wheel speed sensor, and the second estimated yaw rate is calculated. A second yaw rate estimating means for outputting, and a second deviation calculating means for calculating a deviation between an actual yaw rate obtained based on the measurement signal of the turning state amount sensor and a second estimated yaw rate estimated by the second yaw rate estimating means. At least one of a state where the deviation calculated by the first deviation calculating means is smaller than a first predetermined value and a state where the deviation calculated by the second deviation calculating means is smaller than a second predetermined value. It is configured to determine that the actual yaw rate is normal when the vehicle is in the state described above. Therefore, it is possible to appropriately monitor the detection signal from the turning state amount sensor over substantially the entire driving state of the vehicle. Kill.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating an embodiment of a turning state quantity sensor monitoring device according to the present invention.

FIG. 2 is an overall configuration diagram of a vehicle rear wheel steering device including a turning state quantity sensor monitoring device according to an embodiment of the present invention.

FIG. 3 is a flowchart illustrating a process of rear wheel steering control of the vehicle according to the embodiment of the present invention.

FIG. 4 is a flowchart illustrating a target rear wheel steering angle calculation process according to an embodiment of the present invention.

FIG. 5 is a flowchart illustrating an example of a yaw rate signal monitoring process according to an embodiment of the present invention.

FIG. 6 is a flowchart illustrating another example of a yaw rate signal monitoring process according to an embodiment of the present invention.

FIG. 7 is a graph illustrating an example of a change in yaw rate during non-braking and during braking during turning of a vehicle according to the embodiment of the present invention.

[Explanation of symbols]

 FR, FL, RR, RL Wheel WS1 to WS4 Wheel speed sensor YS Yaw rate sensor GS Lateral acceleration sensor SSf Handle angle sensor SSr Rear wheel steering angle sensor CMP Microcomputer IPT Input port OPT Output port ECU Electronic control unit AMP Amplifier circuit ACT drive circuit RSA rear wheel steering actuator

Claims (6)

[Claims] A vehicle turning state quantity sensor monitoring device for monitoring a measurement signal of a turning state quantity sensor for measuring a turning state quantity of a vehicle, wherein a steering angle for measuring a steering angle of a wheel according to a steering operation of the vehicle. A sensor, a vehicle speed detecting means for detecting a vehicle speed of the vehicle, and a yaw rate of the vehicle based on the vehicle speed detected by the vehicle speed detecting device and the steering angle measured by the steering angle sensor. First yaw rate estimating means for outputting a yaw rate;
First deviation calculating means for calculating a deviation between the actual yaw rate obtained based on the measurement signal of the turning state quantity sensor and the first estimated yaw rate; and a deviation calculated by the first deviation calculating means is a first deviation. Determining means for determining that the actual yaw rate is normal when the state is less than a predetermined value. 2. A vehicle speed estimating device comprising a wheel speed sensor for measuring a wheel speed of each wheel including at least a driven wheel of the vehicle, wherein the vehicle speed detecting device estimates the vehicle speed based on the wheel speed. The vehicle turning state quantity sensor monitoring device according to claim 1, further comprising: 3. A yaw rate of the vehicle is estimated based on a wheel speed of the driven wheel measured by the wheel speed sensor,
A second yaw rate estimating means for outputting a second estimated yaw rate; and a deviation between an actual yaw rate obtained based on a measurement signal of the turning state quantity sensor and a second estimated yaw rate estimated by the second yaw rate estimating means. A second deviation calculating means for calculating, wherein the determining means determines that the deviation calculated by the first deviation calculating means is less than a first predetermined value, and the deviation calculated by the second deviation calculating means. Is the second
3. The vehicle turning state quantity sensor monitoring device according to claim 2, wherein the actual yaw rate is determined to be normal when at least one of the states below a predetermined value is satisfied. 4. The turning state quantity sensor monitoring device according to claim 1, wherein the turning state quantity sensor is a yaw rate sensor that directly measures an actual yaw rate of the vehicle. 5. The vehicle according to claim 1, wherein the turning state quantity sensor includes a lateral acceleration sensor that measures a lateral acceleration of the vehicle, and calculates the actual yaw rate based on the lateral acceleration measured by the lateral acceleration sensor. Claims 1 and 2
Or the turning state quantity sensor monitoring device for a vehicle according to 3. 6. The judging means judges whether or not the tire of the vehicle has reached a lateral limit based on an output of the turning state quantity sensor. 4. The vehicle turning state quantity sensor monitoring device according to claim 1, wherein the determination of whether or not the yaw rate is normal is stopped.