JPS63101169A - Operating condition estimating device for vehicle - Google Patents

Abstract

PURPOSE:To enable operation for modifying features of vehicle, as required, even after the vehicle has transferred to straight drive condition, by employing various detection values being stored when the vehicle is under turning condition repeatedly. CONSTITUTION:A detection value memory means 104 stores a steering angle thetas detected through a steering angle detection means 101, a vehicle speed V detected through a vehicle speed detection means 102 and a motion condition quantity M detected through a motion condition quantity detecting means 103 under turning condition of vehicle. A motion quantity condition quantity estimating means 105 obtains an estimated motion quantity M, from the values stored in the detection value memory means 104 based on a vehicle model preset as a motion formula employing features P of vehicle. A vehicle feature modifying means 106 compares the estimated motion quantity with the detected motion condition quantity M being stored in the detection value memory means 104, and modifies the features P of the vehicle model contained in the estimating means 105 based on the comparison results.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention relates to a vehicle motion state estimation device that estimates a motion state Li amount that can be used to control vehicle motion characteristics from the steering angle of a steering wheel and vehicle speed. It is related to.

(Prior Art) As a motion state estimating device as described above, for example, there is one previously proposed by the present applicant in Japanese Patent Application No. 50553/1982.

This device performs calculations on a vehicle model preset as a motion equation based on vehicle specifications to estimate the amount of motion state of the vehicle corresponding to the steering angle of the steering wheel (hereinafter simply referred to as the steering angle) and vehicle speed. At the same time, this estimated value is compared with the actual detected value to correct the vehicle specifications to the actual values at the time of driving. According to this device, the motion state quantity that is relatively easy to detect is used. By correcting the vehicle specifications, it is possible to improve the estimation accuracy of other motion state quantities, and in turn, when controlling the vehicle motion characteristics using the estimated values of those motion state quantities. Control accuracy can be improved.

(Problems to be Solved by the Invention) By the way, the inventors of the present application discovered the following improvement point while conducting repeated research on the above-mentioned conventional device.

In other words, this device uses an on-vehicle microcomputer to repeatedly perform arithmetic processing that corrects vehicle specifications by a predetermined small value at predetermined intervals, and ultimately converts the vehicle specifications to the actual state at the time of driving. On the other hand, the actual motion state quantity for this arithmetic processing can be detected only while the vehicle is in a turning state.

For this reason, with the above device, if the vehicle specifications before correction are significantly different from the appropriate values, if the duration of the turning state is not long enough, the ,
The turning running state ends (at the time indicated by tl in the figure) before the vehicle specification settings (indicated by the solid line in the figure) have sufficiently converged to the appropriate values (indicated by the chain line in the figure), and the set value There is a problem in that an error e may remain between the value and the appropriate value.

The present invention provides a motion state estimating device that improves the problems of the conventional device.

(Means for Solving the Problems) As shown in FIG. 1, the vehicle motion state estimating device of the present invention includes a steering angle detecting means 101 for detecting the steering angle of a steering wheel, and a vehicle speed detecting means for detecting the vehicle speed. 102, a motion state quantity detection means 103 for detecting the motion state quantity of the vehicle, a detected value storage means 104 for storing the detected values of the steering angle, vehicle speed, and motion state quantity of the vehicle in the turning state; a motion state quantity estimating means for estimating and calculating a motion state quantity of the same type as the detected motion state quantity based on the vehicle specifications (by calculation regarding a vehicle model set as a motion equation) from the steering angle and vehicle speed; 105, and vehicle specification correction for comparing the estimated value of the motion state quantity with the detected value of the stored motion state quantity and correcting the vehicle specifications of the motion state quantity estimating means 105 based on the comparison result. means 106.

(Function) In such a device, the steering wheel steering angle θ detected by the steering angle detection means 101, the vehicle speed V detected by the vehicle speed detection means 102, and the motion state quantity M detected by the motion state quantity detection means 103. The detected value storage means 104 stores the value when the vehicle is in a turning running state, and the motion state amount estimating means 105 uses a vehicle model preset as a motion equation based on the vehicle specification value P. A motion state quantity 9 of the same type as the motion state quantity M is estimated and obtained from the steering wheel steering angle θ and vehicle speed V stored in the detected value storage means 104, and the vehicle specification correction means 106: The estimated value of the motion state BI is compared with the detected value M of the motion state quantity stored in the detected value storage means 104, and based on the result, the vehicle of the vehicle model possessed by the motion state quantity estimation means 105 is determined. Correct the specification value P to an appropriate value.

Therefore, according to this device, the detected values θs, V
, M can be repeatedly used to perform calculations for correcting the vehicle specification value P as many times as necessary even after the vehicle has shifted to the straight-ahead driving state, so that the value before correction of the vehicle specification is the appropriate value. Even if the vehicle specification value P is significantly different from the actual value and the duration of the turning state is short, the vehicle specification value P can always be corrected to sufficiently match the appropriate value.

(Example) Hereinafter, an example of the present invention will be described in detail based on the drawings.

FIG. 2 is a block diagram showing an embodiment of the vehicle motion state estimating device of the present invention, and numeral 1 in the figure indicates an arithmetic processing unit.

The arithmetic processing device 1 here is constituted by a microcomputer or other electric circuit, and is represented by functional blocks in FIG.

The device of this example also includes a steering angle sensor 2 as a steering angle detecting means 101 for detecting the steering angle θ of the steering wheel of a vehicle on which this device is mounted (hereinafter referred to as own vehicle), and a vehicle speed of the own vehicle. A vehicle speed sensor 3 serving as a vehicle speed detecting means 102 for detecting V, and a yaw rate sensor 4 serving as a moving state quantity detecting means 103 for detecting a yaw rate M, which is one of the moving state quantities of the own vehicle, and further, A center-of-gravity inspection acceleration sensor 5 detects lateral acceleration at the center of gravity of the own force, and a non-center-of-gravity lateral acceleration sensor 6 detects lateral acceleration at a non-center of gravity point of the own force, for determining whether the own force is turning. and cornering power KF +K11, which will be described later.
and a lateral velocity sensor 7 for correction of.

As shown in FIG. 2, the arithmetic processing device 1 includes a detected value storage unit 11 as a detected value storage unit 104, a motion state quantity estimated value calculation unit 12 as a motion state quantity estimation unit 105, and a vehicle It is equipped with a yaw moment of inertia appropriate value calculation unit 13 as a vehicle specification correction means 106 for correcting the yaw moment of inertia H2, which is one of the specifications, and in addition to these, it is necessary to confirm that the own army is running in a turn. A stability factor suitability determination unit 16 and a stability factor determination unit 16 for correcting the stability factor A used by the motion state quantity estimated value calculation unit 12. The cornering power appropriateness determination unit 18 and the cornering power appropriate value calculation unit 19 are provided for correcting * in the front and rear wheel cornering power Kr used by the appropriate value calculation unit 17 and the motion state quantity estimated value calculation unit 12. .

Here, the detected value storage unit 11 stores the steering angle detected value θ output from the steering angle sensor 2 when the cornering power suitability determination unit 18 outputs a signal Fo, which will be described later.

The vehicle speed detection value V output from the vehicle speed sensor 3 and the yaw rate detection slight output from the yaw rate sensor 4 are stored at predetermined time intervals only while the own army is turning, and the yaw inertia moment I2 is stored. It outputs a signal F_SIN for correcting , and also outputs each stored detected value, θ8, and V.

Here, when the detected value storage unit 11 does not output the signal F SIN, the motion state quantity estimated value calculation unit 12 calculates the following from the detected steering angle value θ and the detected vehicle speed value V output from the sensor 2.3. Using a vehicle model set in advance as a motion equation based on the vehicle specifications of the own vehicle, the estimated yaw rate ψ,
The estimated yaw angular acceleration value ψ, the estimated lateral velocity vy, and the estimated lateral translational acceleration value vy are calculated and output, and when the detected value storage unit 11 outputs the signal F SIN, the detected value storage unit 11 outputs the signal F SIN. The estimated yaw rate ψ is determined from the stored steering angle detection value θ and the vehicle speed V outputted from the unit 11 using the vehicle model, and is output.

Then, the yaw inertia appropriate value calculation unit 13 calculates the yaw rate based on the stored yaw rate detection slight output from the detection value storage unit 11 and the yaw rate estimation slight output from the motion state quantity estimated value calculation unit 12. An appropriate value of the moment of inertia lz is calculated and output.

On the other hand, the turning running determination unit 14 uses the steering angle detection value θ3 and the yaw rate detection value φ output from the sensor 2.4, and the center of gravity inspection acceleration detection value α output from the center of gravity inspection acceleration sensor 5. and the yaw rate estimate ψ output from the motion state quantity estimate, it is determined whether or not the own army is turning, and if it is determined that it is turning, it outputs the signal Fa. When the turning determination unit 14 outputs the signal F7, the steady turning determination unit 15 detects the centroid and non-gravity lateral acceleration detection values α output from the gravity and non-gravity lateral acceleration sensors 5 and 6. , α1, and the estimated yaw angular acceleration value ψ and estimated lateral translational acceleration value vy output from the motion state quantity estimated value calculation unit 12, and determine whether or not the own army is in steady turning. If it is determined that the vehicle is in steady turning mode, a signal pio is output.

In addition, the stability factor suitability determination unit 16
The steady turning running determination section 15 outputs the signal Fa. is output, it is determined whether or not the stability factor A obtained by the vehicle model of the motion state quantity estimation value calculation unit 12 is an appropriate value based on the above-mentioned yaw rate detection value te and yaw rate estimation value ψ. If it is determined that the value is not appropriate, a signal F'st is output, and values θ, ■, φ are averaged from a predetermined number of detected steering angle values θ, vehicle speed detection value ■, and yaw rate detection value φ, respectively. When the stability factor appropriateness determination section 16 outputs the signal F'st, the stability factor appropriate value calculation section 17 calculates the above average value θ.

(2) A stability factor A is calculated based on ψ, and after a predetermined number of stability factors A are collected, a value A obtained by averaging them is output as an appropriate value.

Furthermore, the cornering power suitability determination section 1 here
8 is a motion state quantity estimated value calculation unit 12 based on the lateral velocity detected value Vy outputted from the lateral velocity sensor 7 and the above-mentioned lateral velocity estimated value Vy when the stability factor A becomes an appropriate value. The front and rear wheel cornering power as part of the military vehicle specifications given to the vehicle model of
The cornering power appropriate value calculation unit 19 determines whether or not the cornering power is an appropriate value, and outputs a signal FD if it is determined to be an appropriate value, and the cornering power appropriateness determination unit 18 outputs a signal FD. If it is determined that * is not an appropriate value for the front and rear wheel cornering power KF, the detected vehicle speed value ■, the detected lateral speed value vy, and the stability factor average value λ(
Based on the stability factor determined by the vehicle model (if it is an appropriate value), appropriate values for front wheel cornering power and rear wheel cornering power KR are calculated and output.

3 to 6 are flowcharts showing calculation and processing programs executed by the arithmetic processing device 1 when the arithmetic processing device 1 is configured using a microcomputer. The operation of this embodiment will be explained along with the explanation.

The program shown in FIG. 3 includes the motion state quantity estimated value calculation section 12, the yaw inertia moment appropriate value calculation section 13.
It has functions corresponding to the turning running determination section 14, the steady turning running determining section 15, the stability factor suitability determining section 16, and the cornering power suitability determining section 18,
When the ignition switch is turned on and power is supplied, the contents of each variable, flag, and detected value storage memory are cleared (=0), and thereafter, the process is repeated every predetermined time period Δ.

First, in step 21, it is determined whether a flag F's+, which will be described later, instructs correction of the yaw moment of inertia (Iz), which is one of the specifications of the own vehicle, is 1, and the FSI
If M = 1 (even when the program is executed for the first time, the FSI
Since M=0), proceed to step 22. Also Fs+M
If =1, the process proceeds to step 81 of yaw inertia appropriate value calculation processing, which will be described later.

Then, in step 22, calculations regarding the following equation of motion set as a vehicle model representing the movement state of the own army and the estimation formula are performed one after another, and the detected steering angle value θ and the detected vehicle speed output from the sensors 2 and 3 are calculated. From the value ■, the estimated yaw rate is small, the estimated yaw angular acceleration is ψ, and the estimated lateral velocity is v.
y, and the estimated lateral translational acceleration value V.

It ψ"a+" ψ+a, ・V, +b, -6g ・(1'
)I＼ ■、=33・ψ+aa'Vy”bz' θs ””
(2) ψ= f, pat...
・(3) However, equations (1) and (2) are equations of motion,
Equations (3) and (4) are estimation equations, where: LF; distance LR between the front wheels of the own vehicle and the center of gravity; distance M between the rear wheels and the center of gravity of the own vehicle ; Vehicle mass N of own vehicle; Steering gear ratio. In addition, these, LF, Lll, M, N and KF
, Km, and Iz are values set in advance as vehicle specifications of the own vehicle.

Next, the process proceeds to step 23, in which it is determined whether or not a flag FD, which will be described later, is 1, indicating that preparations for storing detected values are complete.

- If it is 1, proceed to the detected value storage subroutine described later. Moreover, if F,=1 is not found, the process proceeds to the subsequent step 24.

In step 24, the steering angle detection value θ8, the yaw rate detection value i, and the center of gravity inspection acceleration detection value α are output from the sensor 2.4.5. and the yaw rate estimated value ψ obtained in step 22, and obtain these absolute values 1θsl, IMl, lα. When 11ψ1 are each greater than or equal to the corresponding predetermined value, it can be determined that the vehicle is turning, so the process proceeds to step 25 and a flag FT indicating turning is set to 1. In addition, the above absolute value 1θs
1. Ill.

Iα. When at least one of 1 and 1ψ1 is less than the corresponding predetermined value, it is determined that the vehicle is not turning and the process proceeds to step 2.
Proceed to step 6 and set flag F to 0.

Thereafter, in step 27, it is determined whether the flag F is 1, and if F7=1, the process proceeds to step 28,
If T=1, return.

According to these steps 24 to 27, it is possible to determine whether or not the own army is turning.

In step 28, the centroid point and non-gravity center point lateral acceleration detection values α output from the sensors 5 and 6. , α1, and the estimated yaw angular acceleration value ψ and the estimated lateral translational acceleration value ■ obtained in step 22, 1α. -α11yu0.
lψ1Σ0. It is checked whether all the conditions of IV and l=0 are satisfied, and if all the above conditions are satisfied, it can be determined that the vehicle is in steady turning mode, so the process proceeds to step 29, indicating that steady turning mode is in progress. Set flag F7° to 1. In addition, if even one of the above conditions is not satisfied, it is determined that steady turning is not being performed, and the process proceeds to step 30, where the flag F
Ding. Let be 0.

Then, in step 31, the flag F. is 1, and if Fyo=1, the process proceeds to step 33; if F7°=1, the process proceeds to step 32, and CI+Σθ8. Cleared all ΣV and Σ moxibustion (・0
) and then returns.

According to these steps 28 to 32, it is possible to determine whether or not the own army is making a steady turn.

In step 33, the yaw rate detection value ψ output from the sensor 4 and the yaw rate estimated value φ obtained in step 22 are determined.
Then, 1ψ-91 is determined and it is determined whether or not 1ψ-ψ1 is 0. If so, the stability factor A derived from the vehicle specifications can be considered to be an appropriate value, so proceed to step 34. Proceed, and when 1ψ−ψl=o,
It is determined that the stability factor A is not an appropriate value, and the process proceeds to a stability factor appropriate value calculation subroutine to be described later.

In this way, in this step 33, it can be determined whether the stability factor is an appropriate value.

The stability factor appropriate value calculation subroutine is executed when flag F31M=0 and the own army is turning, as described above.
Moreover, the stability factor A is
This is executed when the value is not an appropriate value, and its flowchart is shown in FIG.

Here, first in step 41, 1 is added to the variable axis,
Next, in step 42, the detected steering angle value θ8, the detected vehicle speed value V, and the detected yaw rate value output from the sensors 2 and 3°4 are converted to the respective sum values Σθ8. Add to Σ■ and Σvoice, respectively.

Then, in step 43, it is determined whether C3 is greater than or equal to a predetermined number xI, and if C1≧X, step 44
Step 45 sets flag F to 1, and if C1≧XI does not hold, flag F is set to O in step 45.

In the subsequent step 46, it is determined whether the flag F, is 1 or not, and if F,=1, the process proceeds to step 47;
, if not equal to 1, the program returns and repeats the above-mentioned arithmetic processing.

According to these steps 41 to 46, θ6. ■.

Each total value ΣΣθ8 when the own army continues steady turning while detecting at least L pieces of data regarding voices. ΣV
, Σ can be found.

In step 47, the total value Σθ8. ΣV.

Each of Σφ is divided by CI, which is the number of detections in this step, to obtain the average value θ! of the detected values. +V+φ is determined, and in the next step 48, the stability factor A is determined from the average value using the following equation.

Further, in step 49, the stability factor A obtained in step 48 is added to the total value ΣA at the previous execution of the step, and in step 50, the stability factor A obtained in step 48 is added to the total value ΣA of the previous execution of the step, and in step 50, the variable C! Add 1 to .

And here we proceed to step 51, and this step 51
Then, determine whether 02 is greater than or equal to the predetermined number X2,
If C2≧Xt does not hold, in step 55 Σθ3゜Σ■,
After clearing all Σφ and C1 (・O), return and repeat the above calculation process. If C2≧X2, proceed to step 52 and set the total value ΣA to A in this step.
The average value A of the stability factors is determined by dividing by C2, which is the number of stability factors.

In the subsequent step 53, the front and rear wheel cornering powers are calculated in advance and stored in the memory as a data table in correspondence with the stability factor average value A to satisfy the following formula as shown in Table 1 below. KF
, and read out the provisional values of Kr and K.
K in equation (11, (2)) using R in step 22
Replace with F+Kjl.

K,・K R2(LF +L*)" ... (6) (Table-1) Then, in step 54, C2 and ΣA are cleared (=0
) and then return. These steps 47
According to ~55, it is possible to obtain an average value X that can be considered as an appropriate value of the stability factor, and furthermore, a provisional value K of the cornering power of the front and rear wheels that brings about this average value A.
F and KR can be obtained.

As described above, the stability factor appropriate value calculation subroutine functions as the stability factor appropriate value calculation section 17 in FIG.

When the stability factor becomes an appropriate value by the stability factor appropriate value calculation subroutine, the next time the program in FIG.
Proceed to step 4.

In step 34, V and -V are determined from the detected lateral velocity value V output from the sensor 7 and the estimated lateral velocity value V determined in step 22.

It is determined whether or not -V,=O, and if so, it can be considered that the front and rear wheel cornering power KF +Kl is an appropriate value, so the process proceeds to step 36, and in this step, preparations for storing the detected values are made. Return after setting Ft, which indicates completion, to 1. Also, if V, −V, and Σ0 are not present, Kr
, Km are not appropriate values, and after setting the flag F to 0 in step 35, the program proceeds to the cornering power appropriate value calculation subroutine.

Therefore, in these steps 34 to 36, it can be determined whether the front and rear wheel cornering powers KF and Kll are appropriate values.

As mentioned above, the cornering power appropriate value calculation subroutine is executed when the flag F! This is executed when IN・0, the own army is making a steady turn, the stability factor is an appropriate value, and the front and rear wheel cornering powers KF and KR are not appropriate values.The flowchart is as follows. It is shown in FIG.

In this subroutine, first, in step 61, the detected lateral velocity value V output from the sensor 7 is ■.

Select a state where = 0, and in this state, sensor 3
In step 62, the vehicle speed detection value V output from
Now, add 1 to variable C1.

Then, in step 64, it is determined whether C8 is equal to or greater than a predetermined number Then, the total value ΣV is divided by C3, which is the number of V in this step, to obtain the average value V of the vehicle speed detection values V at V,=O.

In the subsequent step 66, an appropriate value of the rear wheel cornering power KR is determined from the average value vP determined in step 65 using the following equation.

Then, in step 67, the appropriate value of the front wheel cornering power KF is determined from the appropriate value of Kl and the average value A, which is the appropriate value of the stability factor, using the following equation.

In this way, this cornering power appropriate value calculation subroutine functions as the cornering power appropriate value calculation section 19 in FIG. 2, and calculates the cornering power of the front and rear wheels.
, Kl can be determined, and these appropriate values are used in equations (11 and (2)) in step 22, replacing the above-mentioned provisional values.

When the cornering power is set to an appropriate value by the cornering power appropriate value calculation subroutine, the next time the program in Figure 3 is executed, flag F31M-0 indicates that the team is in steady turning mode and the stability factor remains at the appropriate value. If there is, the process proceeds to step 36 via step 34, where the flag Fo is set to 1, and then the process returns.

After that, the program of FIG. 3 sets the flag F! 11H=
If it is O, then in step 23, since it is FD.1, the process proceeds to the detected value storage subroutine.

The detected value storage subroutine is performed in the detected value storage section 11 in FIG.
The flowchart is shown in the 6th section.
As shown in the figure.

This subroutine first determines in step 71 whether the variable C# indicating the number of detected values collected in the memory is greater than or equal to a predetermined number X#, and if C4≧X4, there is a sufficient number in the memory. It is determined that there is a detected value of
If C4 ≧ .

In the next step 73, the detected steering angle value θ is determined.

It is determined whether the absolute value 1θ, 1 of Prepare the next address in 1θ.

If it is not 1>X, it is determined that the turning has ended and the variable C3 is set to 1.

In the subsequent step 76, a variable C is obtained by multiplying C4 and C3.

This variable 06 becomes 0 when there is no detected value in the memory or when the own army is turning and collecting detected values, and it becomes 0 when there is at least one detected value in the memory and the own army is moving straight. When the yaw moment of inertia ■2 is ready to be corrected, it becomes 1 or more, so in the next step 77, it is determined whether C6 is O, and if it is not Ch-0, the yaw is changed in step 78. A flag F SIN instructing correction of the moment of inertia I2 is set to 1. If it is ch-0, the flag F□ is set to O in step 79 and detection value collection continues. Then, in step 80, F++・O is set, and the own army is in steady turning, and the stability factor A and the front and rear wheel cornering power K F +K
Each detected value is stored when m is a proper value.

When the flag Fs+f becomes 1 in this manner, the program shown in FIG. 3 proceeds from step 21 to step 81 to calculate the appropriate value for the yaw moment of inertia.

In this calculation process, pX is calculated in advance from Iz(0) to l2(X, -1) as shown in Table 2 below.

The numerical values of the yaw moment of inertia ■2 are set and prepared in the form of a data table in the memory, and in step 81, the one corresponding to the variable i is read out from these numerical values and used for the yaw in the following calculation process. Let the moment of inertia be I2.

(Table 2) Then, in step 82, the detected steering angle value θ, ( j)
and the estimated yaw rate ψ(j) from the detected vehicle speed value V(j)
) is calculated, and in the subsequent step 83, the yaw rate estimated value M(j) and the yaw rate detected value M(D) at address j stored in the memory are used to calculate the integral of the following equation, specifically, the yaw rate error. Addition of the current error value E to the previous total value ΣE of the value E = 1ψ - ψ1) (E (i) = ΣE + E
) to obtain the yaw rate error integral value E(i).

E(i) = f lψ−ψldt...(
9) Furthermore, in step 84, 1 is added to j and the detected value at the next address in the memory is read out next, and step 8
In step 5, it is determined whether j has reached 04, which is the number of detected values in the memory. Here, if J=Ca, the yaw rate error integral value E(1) has been obtained for all detected values in the memory, so proceed to step 86 and add 1 to i. , returns to step 82 and calculates the yaw rate error value E again for the detected value at the next address.

In step 87, it is determined whether the variable i has reached the predetermined value X, and if 1 = Using this value as the yaw inertia moment I2, find the yaw rate error integral value E (1) of all detected values again, i=X, -? j
If so, proceed to the next step 88.

According to these steps 81 to 87, the yaw rate error integral value E is calculated for each of the X3 yaw inertia moments.
(i), and in the subsequent step 88, the minimum error E(1), which is the minimum value in E(i), is determined by
The numerical value of the yaw inertia moment given E(1) by searching from E(i), that is, the appropriate value IZ C1
In the subsequent step 89, this appropriate value 1z (6) is set as the numerical value of the yaw moment of inertia I2 in equation (1) in step 22.

Then, in step 90, the variable '* j+ C4,
.

C3 and the flag ps+x are all cleared (.0), and then the program returns to execute the above program again.

Therefore, these steps 81 to 90 function as the yaw inertia moment appropriate value calculation section 13 in FIG.

As described above, according to the device of this example, as illustrated in FIG. 7 for the steering angle θ, the detected steering angle value θ8 and the detected vehicle speed value are By repeatedly using ■ and yaw rate detection value Te,
The calculation to find the appropriate value of the yaw moment of inertia Iz as a vehicle specification can be performed as many times as required regardless of the vehicle running condition, so the initial setting value of I2 or the corrected value from the previous run is the current value. Even if the yaw moment of inertia ■2 (indicated by the solid line in the figure) used to estimate the motion state quantity is significantly different from the appropriate value, and even if the duration of the turning state is short, the value of the yaw inertia moment (indicated by the medium dashed line) can be modified to provide a sufficiently good match.

Furthermore, according to this example, before correcting the yaw moment of inertia I2, the stability factor A is corrected and the front and rear wheel cornering power KF+Kl of the vehicle specifications is corrected to an appropriate value, so the yaw moment of inertia I2 is corrected. Accuracy can be further increased.

Although the above description has been made based on the illustrated example, it goes without saying that the present invention can also be used to modify other vehicle specifications.

(Effects of the Invention) Thus, according to the vehicle motion state estimating device of the present invention, by repeatedly using various detected values stored when the vehicle is in a turning state, vehicle specification values can be corrected. This calculation can be performed as necessary even after the vehicle has shifted to the straight-ahead driving state, so even if the values before correction of the vehicle specifications are significantly different from the appropriate values, the duration of the turning driving state can be calculated. Even if the vehicle specification values are short, it is always possible to make corrections that make the vehicle specification values match sufficiently well with the appropriate values, and a vehicle model based on the corrected vehicle specification values can be used to control the vehicle dynamic characteristics. In this way, the control accuracy can be greatly improved.

[Brief explanation of the drawing]

Fig. 1 is a conceptual diagram of the present invention; Fig. 2 is a block diagram showing the configuration of an embodiment of the invention; Fig. 3 is a flowchart showing a program executed in the arithmetic processing unit in Fig. 2; Figure 4 is a flowchart showing the stability factor appropriate value calculation subroutine in Figure 3, Figure 5 is a flowchart showing the cornering power appropriate value calculation subroutine in Figure 3, and Figure 6 is the detected value storage in Figure 3. A flowchart showing a subroutine, FIG. 7 is a characteristic diagram showing the operating state of the example device shown in FIG. 2, and FIG. 8 is a characteristic diagram showing the operating state of the conventional device. 101...Steering angle detection means 102...Vehicle speed detection means 103...Motion state quantity detection means 104...Detected value storage means 105...Motion state quantity estimation means 106...Vehicle specification correction means 1... Arithmetic processing unit 2... Steering angle sensor 3
... Vehicle speed sensor 4 ... Yaw rate sensor 5 ... Center of gravity inspection acceleration sensor 6 ... Non-center of gravity point lateral acceleration sensor 7 ... Lateral speed sensor 11 ... Detection value storage unit 12 ... Movement State quantity estimated value calculation unit 13...Yaw inertia moment appropriate value calculation unit 14...
Turning running determination unit 15... Steady turning running determining unit 16... Stability factor suitability determining unit 17...
Stability factor appropriate value calculation unit 18...Cornering power appropriateness determination unit 19...Cornering power appropriate value calculation unit θS...Steering angle detected value V...Vehicle speed detection value n...Motion state amount detection value H...Estimated motion state quantity P...Vehicle specification value)...
・Yaw rate detection value α. ... Center of gravity inspection acceleration detected value α1... Non-center of gravity point lateral acceleration detected value V, ... Lateral velocity detected value ψ... Yaw rate estimated value a) ψ... Yaw angular acceleration estimated value vy...・Estimated lateral speed vy...Estimated lateral translational acceleration I2...Yaw moment of inertia,...Front wheel cornering power,...Rear wheel cornering power 1,...Steering angle average value V ...Vehicle speed average value φ...
-Yaw rate average value τ...Stability factor average value e...Vehicle specification error Fs+M+FT +Fto+Fsy+Fo'' Flag patent applicant Nissan Motor Co., Ltd. Figure 5 Figure 6

Claims (1)

[Scope of Claims] 1. Steering angle detection means for detecting the steering angle of the steering wheel; Vehicle speed detection means for detecting vehicle speed; Motion state quantity detection means for detecting the motion state quantity of the vehicle; A detection value storage means for storing detected values of the steering angle, vehicle speed, and motion state quantity of the vehicle, and calculations regarding a vehicle model set as a motion equation based on vehicle specifications from the stored steering angle and vehicle speed. ,
a motion state amount estimating means for estimating and calculating a motion state quantity of the same type as the detected motion state quantity; and comparing the estimated value of the motion state quantity with the detected value of the motion state quantity stored. A vehicle motion state estimating device comprising: vehicle specification modifying means for modifying vehicle specifications of the motion state quantity estimation means based on a comparison result.