JP2003320913A - Vehicle rollover preventing device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a rollover preventing device capable of urging a driver to avoid danger at a proper timing suited to a loaded condition of a vehicle, such as height of load. <P>SOLUTION: This vehicle rollover preventing device comprises an attention call means (3 to 5, 9) for urging the driver to avoid danger, means (1a, 1b, 6a) for detecting the roll angle of a vehicle body; a means (2) for detecting the lateral acceleration of the vehicle body; a means (6b) having a function of calculating roll indexes defining the roll characteristics of the vehicle from the roll angle and the lateral acceleration, a function of discriminating the presence of high load profile from the average of right and left roll characteristics based on the roll indexes and a function of setting a discrimination value associated with attention call corresponding to high load profile, and means (6c, 6d, 6e) for controlling the attention call means based on comparison of the preset value with the roll angle. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle rollover prevention device.

[0002]

2. Description of the Related Art In a vehicle rollover prevention device,
When the roll angle of the vehicle body increases during traveling and the risk of rollover of the vehicle increases, various alarms are issued to prompt the driver to avoid danger (Japanese Patent Laid-Open No. 2001-2001).
-347910, see). The roll index = roll angle / lateral acceleration that defines the roll characteristics of the vehicle is calculated, and the degree of risk of the vehicle overturning is determined based on the roll index.

[0003]

In the case of commercial vehicles such as trucks, the load condition (load weight etc.) changes greatly.
When the load is high (when the weight of the load is high), the vehicle is likely to roll greatly, and the danger avoidance warning may be delayed.

An object of the present invention is to provide a roll-over prevention device capable of prompting a driver to avoid danger at an optimum timing according to a load state of a vehicle, while taking the conventional art into consideration.

[0005]

According to a first aspect of the present invention, in a vehicle rollover prevention device, an alerting means for urging a driver to avoid danger, a means for detecting a roll angle of a vehicle body, and a lateral acceleration of a vehicle body are detected. Means, means for calculating a roll index that defines the roll characteristics of the vehicle from the roll angle and lateral acceleration,
Means to determine the high load state from the average value of the left and right roll characteristics based on these roll indices, means to set the determination value related to alerting according to the high load state, caution based on comparison of this set value and roll angle A means for controlling the arousing means is provided.

According to a second aspect of the present invention, in a vehicle rollover prevention device, a warning means for urging the driver to avoid danger, a means for detecting the roll angle of the vehicle body, a means for detecting the lateral acceleration of the vehicle body, and a predetermined lateral acceleration. A means for calculating a roll index that defines the roll characteristics of the vehicle from the roll angle and lateral acceleration when the value is equal to or more than a value, a means for determining a high load state from the average value of the left and right roll characteristics based on these roll indexes, a high load state And a means for setting a determination value for alerting according to a heavy load condition, and a means for controlling the alerting means based on a comparison between the set value and the roll angle. To do.

According to a third aspect of the present invention, in a vehicle rollover prevention device, a warning means for urging a driver to avoid danger, a means for detecting a roll angle of a vehicle body, a means for detecting a lateral acceleration of the vehicle body, and a change in roll angle. A means for calculating the rate, a means for calculating a roll index that defines the roll characteristics of the vehicle from the roll angle and the lateral acceleration when the lateral acceleration is a predetermined value or more and the rate of change of the roll angle is a predetermined value or less, Based on the average value of the left and right roll characteristics, a means for determining the high load state, a means for displaying the determination of the high load state, a means for setting a determination value for alerting according to the high load state, this set value and the roll angle Means for controlling the alerting means on the basis of the comparison with.

According to a fourth aspect of the present invention, in a vehicle rollover prevention device, an alerting means for prompting a driver to avoid danger, a means for detecting a roll angle of a vehicle body, a means for detecting lateral acceleration of the vehicle body, and a vehicle speed are detected. Means, means for calculating a roll index defining a roll characteristic of the vehicle from the roll angle and the lateral acceleration when the lateral acceleration is equal to or more than a predetermined value and the vehicle speed is less than or equal to a predetermined value, and an average value of left and right roll characteristics based on these roll indexes To determine the high load condition, to display the determination of the high load condition, to set the judgment value related to the caution according to the high load condition, to call attention based on the comparison of this set value and the roll angle Means for controlling the means.

According to a fifth aspect of the present invention, in a vehicle roll-over prevention device, an alerting means for prompting a driver to avoid danger, a means for detecting a roll angle of a vehicle body, a means for detecting lateral acceleration of a vehicle body, and a vehicle speed are detected. Means, means for calculating a roll index that defines the roll characteristics of the vehicle from the roll angle and lateral acceleration when the lateral acceleration is equal to or greater than a predetermined value, and the average value of the left and right roll characteristics based on these roll indexes is corrected according to the vehicle speed And means for determining the high load state from the corrected average value, means for displaying the determination of the high load state, means for setting the determination value related to alerting according to the high load state, this set value and the roll angle Means for controlling the alerting means based on the comparison of.

The sixth invention is the second invention to the fifth invention,
In the rollover prevention device for a vehicle according to any one of 1, the means for determining the high load state is means for accumulating the calculated value of the roll index, means for counting the elapsed time of the integration process, and stopping the calculation of the roll index. Sometimes when the elapsed time of the integration process does not reach the predetermined range, a means to clear the integrated value of the roll index, and when the elapsed time falls within the predetermined range, calculate the right or left average roll index from the integrated value of the roll index. And a means for determining a high load state from the average value of the left and right average roll indexes.

According to a seventh aspect of the invention, in the vehicle roll-over prevention device according to the sixth aspect, the means for determining the high load state is means for accumulating the calculated value of the roll index, and the elapsed time of the accumulating process is counted. Means for clearing the integrated value of the roll index when the elapsed time of the integration process does not reach the predetermined range when the calculation of the roll index is stopped. Or means for calculating the left average roll index, means for integrating the calculated value of the right or left average roll index, means for calculating the right or left average roll index moving average from the integrated value of the predetermined number of average roll indexes, Means for determining a high load state from the average value of the left and right average roll index moving averages.

According to an eighth aspect of the present invention, in the vehicle rollover prevention device according to any one of the first to fifth aspects, the means for setting the determination value relating to the attention is provided while the roll is in progress. Means for estimating the maximum roll angle based on the roll angle at the time point, means for determining the degree of urgency from the estimated value, means for setting a determination value corresponding to these from the high load state and the degree of urgency, According to a ninth aspect of the invention, in the vehicle rollover prevention device according to any one of the first aspect to the fifth aspect of the invention, the means for setting the determination value related to the attention is based on the roll index. A means for controlling the setting of the judgment value using the average value of the roll characteristics as a parameter is provided.

[0013] A tenth aspect of the present invention is a rollover prevention device for a vehicle, which is a reminder means for urging the driver to avoid danger.
A means for detecting the roll angle of the vehicle body, a means for detecting the lateral acceleration of the vehicle body, a means for calculating a roll index that defines the roll characteristic of the vehicle from the roll angle and the lateral acceleration, and an average of the left and right roll characteristics based on these roll indexes A means for determining the high load state from the value, a means for setting a determination value for alerting according to the high load state, and means for controlling the alerting means based on the comparison between the set value and the lateral acceleration. Is characterized by.

[0014]

According to the first aspect of the invention, the high load state (the load state in which the center of gravity of the load is high) is easily and accurately determined from the roll characteristics of the vehicle based on the roll index. Since the judgment value of the control related to alerting is selected according to the high load condition,
Even in a high-load state where the vehicle is likely to roll over, it is possible to generate a warning to avoid danger at an appropriate timing.

In the second aspect, the roll index is calculated when the lateral acceleration is equal to or more than the predetermined value, and the roll index is not calculated when the lateral acceleration is less than the predetermined value. Therefore, the roll index is calculated. Based on the value, the roll characteristic when turning right or the roll characteristic when turning left can be accurately defined.

In the third aspect of the invention, when the lateral acceleration is equal to or more than a predetermined value and the roll angle change rate is less than or equal to the predetermined value, the roll index is calculated, and the lateral acceleration is less than the predetermined value and the roll angle change rate is less than the predetermined value. When the specified value is exceeded (the roll progresses rapidly), the roll index is not calculated. Therefore, the roll characteristic when turning to the right and the roll characteristic when turning to the left are accurate based on the calculated value of the roll index. Well defined.

In the fourth aspect of the invention, the roll index is processed when the lateral acceleration is equal to or greater than a predetermined value and the vehicle speed is equal to or less than the predetermined value, and the lateral acceleration is less than the predetermined value and the vehicle speed exceeds the predetermined value (roll progress). Is rapid), the roll index is not calculated, so based on the calculated roll index,
It is possible to accurately define the roll characteristic when turning right or the roll characteristic when turning left.

In the fifth aspect of the invention, the average value of the left and right roll characteristics based on the calculated value of the roll index is corrected according to the vehicle speed. Since the characteristics of the roll of the vehicle are different between the low speed range and the high speed range, such a correction makes it possible to accurately determine the roll characteristics according to the vehicle speed even in a high load state.

In the sixth aspect of the invention, the integrated value of the roll index is stabilized by the time constraint, so that the calculated value of the right or left average roll index is not greatly disturbed, and the high load determination is performed. The accuracy of can be improved.

According to the seventh aspect of the invention, based on 1/2 (average value) of the sum of right and left of the calculated value (average roll index moving average) for moving and averaging a predetermined number of right or left average roll indexes. Since the high load state is determined, stable and highly accurate high load determination can be obtained.

In the eighth aspect of the present invention, the judgment value for controlling the attention is selected from the judgment of the high load condition and the judgment of the degree of urgency. The driver can be urged to avoid danger at the optimum timing.

In the ninth aspect of the invention, since the judgment value is controlled according to the average value of the left and right roll characteristics based on the roll index, the judgment (degree of high load) can be finely processed in the high load state.

In the tenth aspect of the present invention, since the alerting and the vehicle deceleration are controlled based on the lateral acceleration, the alerting and the vehicle decelerating functions are performed before the roll limit is exceeded even in a running state where the roll angle sensitivity is low. It will be possible to work in a timely manner.

In the second invention to the sixth invention and the eighth invention, the display of the high load state can prompt careful driving of the vehicle.

[0025]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a rollover prevention device for a truck according to a first embodiment.
a, 1b, lateral G sensor 2, roll indicator 3, high load indicator lamp and single load indicator lamp 4, alerting buzzer 5,
Electronic control unit 6 (ECU), engine controller 7
And a brake controller (or brake device),
Equipped with.

Reference numeral 10 denotes a frame, which is an axle 11 (rear axle).
It is suspended via left and right suspension springs 12a and 12b. The vehicle height sensors 1a and 1b are the frame 1
In order to detect the height of the vehicle on the left and right of 0, it is arranged to measure the distance between the frame (spring) and the axle (unsprung). The lateral G sensor 2 detects lateral acceleration (lateral G) of the vehicle body, and the lateral G sensor 2 (for example,
It is provided in the frame 10).

The roll indicator 3 is arranged in the vicinity of the driver's seat, and the vehicle pictorial diagram 3a is displayed in the center of the screen in a swingable manner. A ring-shaped zone 3c surrounds the vehicle pictorial diagram 3a, and a color-based dangerous area 3d is set in a part thereof. It is easy to recognize the swing of the vehicle pictorial diagram 3a, and the pointer 3b for the annular zone 3c is displayed so that the swing can be controlled similarly to the vehicle pictorial diagram 3a.

The high load display lamp 4 displays a high load (a loaded state in which the center of gravity of the load is high), and is arranged near the driver's seat like the roll indicator 3 and the single load display lamp 9. The vehicle pictorial diagram 4a is displayed on the screen, and when the center of gravity of the load is high (high load), the upper part of the loading platform is displayed brightly. The single load display lamp 9 is displayed on the screen.
When a is displayed and the load is one-sided with the load biased to the left, the left half of the platform is displayed brightly according to the degree of the one-side load, and when the load is one-sided with the load biased to the right, the right half of the platform is It is displayed brightly according to the degree of one-sided load. Regarding the high load display lamp 4 and the single load display lamp 9, it is also possible to share the screen and the vehicle pictorial diagrams 4a and 9a.

The alert buzzer 5 is arranged in the driver's cab, and when the roll angle becomes large and the risk of rollover of the vehicle increases, an alarm is issued to prompt the driver to avoid the danger.

The electronic control unit 6 constitutes the center of the control system, and based on the detection signals of the vehicle height sensors 1a and 1b and the lateral G sensor 2, the roll indicator 3 and the high load indicator lamp 4 are provided. While controlling the single load display lamp 9 and the alerting buzzer 5, the command is transmitted to the engine controller 7 and the brake controller 8.

In FIG. 2, the electronic control unit 6 includes a roll angle calculation unit 6a, a load state judgment unit 6b, an emergency judgment unit 6c, an indicator output calculation unit 6d, a buzzer output unit 6e, an engine control unit 6f, and a brake control unit 6g. , Is provided.

The roll angle calculation unit 6a includes a vehicle height sensor 1a,
Vehicle height H _L from 1b, on the basis of the H _R signal, calculates the vehicle body roll angle (R) geometrically. In order to smooth the fine fluctuation of the roll angle (R) due to the unevenness of the road surface, the moving average (R _MA ) of the roll angle (R) at a predetermined time is sequentially calculated. Further, the change rate (R _MAR ) of the roll angle moving average (R _MA ) is calculated.

The load state judgment unit 6b smoothes fine fluctuations of the lateral G signal from the lateral G sensor 2 due to disturbance factors, so that the moving average (G _MA ) of the lateral G at a predetermined time.
Are sequentially calculated. Then, when the lateral G moving average (G _MA ) is equal to or more than a predetermined value, the roll index (R _I ) = (R _MA ) / (R _MA ) / from the lateral G moving average (G _MA ) and the roll angle moving average (R _MA ).
Calculate (G _MA ). Regarding the roll angle (R) and the lateral G, those that occur on the right side in the traveling direction of the vehicle have a positive sign,
Those that also occur to the left are given a negative sign.

The roll index (R _I ) represents the roll characteristic of the vehicle body. The larger the roll index (R _I ) is, the easier the vehicle body is to roll. The loaded state determination unit 6b sequentially integrates the calculated values of the roll index (R _I ) while the lateral G moving average (G _MA ) is equal to or greater than a predetermined value. The elapsed time of the integration process is counted, and when the elapsed time does not reach the predetermined range, the integrated value of the roll index (R _I ) is cleared, while when the elapsed time reaches the predetermined range, the average roll is calculated from the integrated value. Calculate the exponents (R _IAL , R _IAR ). The average roll index (R _IAL , R _IAR ) is the roll angle moving average (R _AM ).
Alternatively, the right and left are stored according to the positive / negative sign of the horizontal G moving average (G _MA ).

The average roll index (R _IAL ,
When R _IAR) is stored, the load state determining section 6b, these average roll index (R _IAL, based on R _IAR), the determination of the load condition (Katani, high load, constant volume, semi product, unladen) To process. In the loaded state determination unit 6b, the reference values ( _J01H , _J02H ), which are compared with the absolute value of the left-right difference (R _IAR -R _IAL ) of the average roll index, and the left and right average roll indexes (R
Average value of _IAL and R _IAR ) (R _IA ) = (R _{IA L} + R _IAR ) / 2
The reference values (J _LL , J _LH , J _GH ) to be compared with are set.

_{│R IAR} -R _IAL │ ≧ J _01H and R _IAR -R
_{When IAL} > 0, the load is judged to be a one-sided load state in which the load is biased to the right in the traveling direction of the vehicle, while when | R _IAR −R _IAL | ≧ J _01H and R _IAR −R _IAL <0, the load is on the vehicle. It is determined that the load is biased to the left in the traveling direction of. Furthermore, J _01H <| R
_{When IAR-} R _IAL | ≤ J _02H , the load is small, | R
_{When IA R-} R _IAL |> J _02H , it is judged that the degree of single load is large.

_{│R IAR} -R _IAL │ <J _01H and R _IA ≧ J _GH
When, the constant or semi-high cargo with a high center of gravity of the cargo,
When | R _IAR -R _IAL | <J _01H and J _LL ≤R _IA <J _GH , the product is a constant volume in a flat product state, | R _IAR -R _IAL | <J _01H
When J _LH ≤R _IA <J _LL , it is determined that the load is a half-volume product in a flat product state, and when R _IA <J _LH no, it is an empty vehicle with no load.

The emergency determination unit 6c calculates the roll angle.
Rolling angle moving average (R _MA) And loading status
Based on the determination information from the determination unit 6b, as described later,
To determine the risk of rollover of both,
A command based on the indicator output calculation unit 6d and a buzzer
Output unit 6e, engine control unit 6f, and brake control unit
Transfer to 6g sequentially.

The indicator output calculation unit 6d controls the rolling indicator 3 to swing the vehicle pictorial diagram 3a and the pointer 3b to an angular position corresponding to the roll angle moving average (R _MA ) from the roll calculation unit 6a. Further, when the lateral G moving average (R _MA ) from the load state determination unit 6b is equal to or larger than a predetermined value, the predetermined range (color-based warning area) of the annular zone 3c is controlled to be brightly lit. Further, based on a command from the emergency determination unit 6c, the color-based dangerous area 3d of the annular zone 3c is controlled to blink in red. When the high load determination or the single load determination is received from the load state determination unit 6b, the high load display lamp 4 or the single load display lamp 9 is controlled to a predetermined display pattern.

The buzzer output unit 6e controls the start and stop of the alert buzzer 5 based on the command from the emergency determination unit 6c and the determination information from the load determination unit 6 so as to prompt the driver to avoid danger.

When the engine control unit 6f and the brake control unit 6g receive a command from the emergency determination unit 6c, the engine control unit 6f and the brake control unit 6g control the vehicle so that the vehicle is actively decelerated until the command is released. Engine control unit 6
While f sends a command for controlling the engine output (accelerator opening) in the decreasing direction to the engine controller 7, the brake control unit 6g sends a command for controlling the brake device of the vehicle to the operating state to the brake controller 8. .

FIG. 3 shows an electronic control unit at the center of the system.
In 6-4, a flow chart for explaining a control content, in S1, sampling the left and right vehicle height H _L, H _R signal (vehicle height sensor 1a, the output of 1b). In S2, these vehicle height H _L, based on the H _R signal, calculates the vehicle body roll angle (R) geometrically. In S3, the moving average value (R _MA ) of the roll angle (R) at a predetermined time is sequentially calculated in order to remove the cause of the malfunction. Also,
The change rate (R _MAR ) of the roll angle moving average (R _MA ) is calculated. Roll angle (R) is the relative tilt angle between the vehicle body and the axle.

At S4, the lateral G signal (output of the lateral G sensor 2) is sampled. Also for the lateral G signal, in order to smooth fine fluctuations due to disturbance factors, in S5,
The moving average (G _MA ) of the lateral G at a predetermined time is sequentially calculated. Regarding the roll angle (R) and the lateral G of the vehicle body, a positive sign is given to the one that occurs to the right of the traveling direction of the vehicle, and a negative sign is given to the one that occurs to the left.

At S6, it is determined whether the absolute value of the lateral G moving average (G _MA ) is greater than or equal to a predetermined value J _LG . The judgment of S6
If yes, proceed to S7, while if S6 is no,
Exit to return.

At S7, the roll characteristic of the vehicle is expressed,
The roll index (R _I ) = (R _MA ) / (G _MA ), is calculated. In S8, the roll index (R _I ) integration is sequentially processed. The elapsed time of the integration process is counted, and when the elapsed time does not reach the predetermined range, the integrated value of the roll index (R _I ) is cleared, while when the elapsed time reaches the predetermined range, the average roll is calculated from the integrated value. Calculate the exponents (R _IAL , R _IAR ). Then, the average roll index (R) is calculated from the sign of the roll angle moving average (R _MA ) or the lateral G moving average (G _MA ).
_IAL , R _IAR ) are stored separately for left and right.

The average roll index (R _IAL ,
When R _IAR ) is stored, the absolute value of the left-right difference of the average roll index (R _IAR −R _IAL ) is compared with the reference value J _01H in S9, and whether or not | R _{I AR} −R _IAL | <J _01H To judge.
The reference value J _01H is the minimum threshold value for determining one-sided load, and is preset according to the vehicle like the other reference values J _02H , J _LL , J _LH , and J _GH . If the determination in S9 is yes, S10
While S11 and S11 are entered, if the determination in S9 is no, the process proceeds to S12 and S13.

FIG. 4 is a flow chart for explaining the processing contents of S10.
It is a chart, and in S10.01, the left and right average rolls
Index (R_IAL, R_IAR) Plains (R_IA) = (R_IAL+ R
_IAR) / 2 is calculated. In S10.02, the average value (R
_IA) Is the reference value J_GHCompared with (R_IA) ≧ J_GHWhether
judge. In S10.04, the average value (R_IA) Is the reference value
J_LLCompared with (R_IA) ≧ J_LLDetermine whether or not. S1
At 0.06, the average value (R_IA) Is the reference value J_LHCompare with
, (R_IA) ≧ J_LHDetermine whether or not. Reference value J
_GHIs a high load (the center of gravity of the load is higher than in the flat-stacked state)
This is a threshold value for determining how to stack, and the reference value J_LLIs product
This is the threshold value for determining the constant volume of the load, and the standard value.
J_LHIs the threshold for determining the half product of the cargo
It

When the determination in S10.02 is yes, (R _IA ) ≧
It is J _GH , and in S10.03, it is determined that the product has a constant load or a half load with a high center of gravity, and the high load display lamp 4 is controlled to be turned on. Stop judgment value (Tables 5 to 1 in FIGS. 5 and 6)
0, see). The determination in S10.02 is no and S10.04
If the determination is yes, then J _LL ≤ (R _IMA ) <J _GH ,
In S10.05, it is determined that the load is a constant volume in a flat state, and start / stop determination values (see Tables 5 to 10 in FIG. 5 and FIG. 6) related to the alerting and vehicle deceleration control are selected. .

The determination of S10.02 is no and the determination of S10.04 is no.
If the result of S10.06 is yes, J _LH ≤ (R _IMA ) <J
It is _LL , and in S10.07, the load is determined to be a half-product in a flat state, and the start and stop determination values related to alerting and control of vehicle deceleration (see Tables 5 to 10 in FIGS. 5 and 6). )
Is selected. The determination of S10.02 is no and the determination of S10.04 is no.
When the determination in S10.06 is no, (R _IMA ) <J _LH , and in S10.08, it is determined that there is no load, and the start and stop determination values related to alerting and vehicle deceleration control are determined. (See Tables 5 to 10 in FIGS. 5 and 6).

FIG. 5 is a flow chart for explaining the processing of S11 (FIG. 3). In S11.01, it is determined whether or not to enter the estimation processing of the maximum roll angle used for determining the degree of urgent described later. To do. Specifically, from Table 2 S10.02 ~ S1
A set value corresponding to the judgment of 0.08 (Fig. 4) is selected as the reference value J _RS . Then, the absolute value of the rolling angle moving average (R _MA ) is compared with the reference value J _RS to determine whether or not | R _MA | ≧ J _RS . If the determination in S11.01 is yes, the process proceeds to S11.02, while if the determination in S11.01 is no, the process jumps to S11.09.

In S11.02, roll progress time (T _RI ) = (− A) × (│R _MA │) + (B) is calculated. A is the time required for a roll angle (R) of 1 degree to occur, B is the time required for the roll to reach the maximum roll angle, and these coefficients A and B are set in Table 3. That is, the set values corresponding to the determinations of S10.02 to S10.08 (FIG. 4) from Table 3 are selected for the coefficients A and B, and by this calculation processing, the current roll angle moving average (R _MA ) to the maximum roll is calculated. The roll progress time (T _RI ) to reach the corner is calculated.

In S11.03, maximum roll angle (R _MAX ) = roll advancing time (T _RI ) × roll angle moving average change rate (| R _MAR |) + roll angle moving average (| R
_MA |), is calculated. This calculated value is stored, and in S11.04, the stored value of this time is compared with the stored value of the previous time, and the determined value (R _MAXC ) of the maximum roll angle (R _MAX ) is updated to the larger one.

In S11.05 and S11.10, the roll urgency is determined based on the determined value (R _MAXC ) of the maximum roll angle. In S11.05, the determined value (R _MAXC ) is compared with the judgment value J _R3 of the urgency level III to judge whether (R _MAXC ) ≧ J _R3 . In S11.10, the determined value (R _MAXC )
_Is compared with the judgment value J _R2 of the urgency level II to judge whether (R _MAXC ) ≧ J _R2 . Judgment values J _R3 and J _{R2 for} urgency III and II
For, the set value corresponding to the determination of S10.02 to S10.08 (FIG. 3) from Table 4 is selected.

If the determination in S11.05 is yes, it is determined to be the urgency level III, and in S11,06, S10.02 to S10.08 in Table 5 are set as the determination value S _R3 for activation related to the alerting control. The corresponding value of the urgency level III is selected from the set values according to the judgment of (Fig. 4), and the absolute value of the roll angle moving average (R _{M A} ) is judged as the judgment value S _R3.
And it is determined whether or not | R _MA | ≧ S _R3 . S11.06
If the judgment is yes, S11.07 and S11.08 are processed sequentially, while if the judgment of S11.06 is no, then S11.07 and S11.08 are processed.
Pass the processing of S11.08.

The determination in S11.05 is no and the determination in S11.10 is yes
In case of, the urgency level II is determined, and in S11.11, as the determination value S _R2 for activation related to the alerting control, the setting according to the determination of S10.02 to S10.08 (FIG. 4) in Table 5 is made. A corresponding value of the degree of urgency II is selected from the values, and the absolute value of the rolling angle moving average (R _MA ) is compared with the determination value S _R2 to determine whether | R _MA | ≧ S _R2 . When the determination of S11.11 is yes, S11.12 and S11.13 are sequentially processed, while when the determination of S11.11 is no, the processes of S11.12 and S11.13 are passed.

When the determination in S11.05 is no and the determination in S11.10 is no, the urgency I is determined, and in S11.14, as the determination value S _R1 for activation related to the alerting control, Table 5 In
A corresponding value of the urgency level I is selected from the set values corresponding to the judgments in S10.02 to S10.08 (Fig. 4), and the absolute value of the roll angle moving average (R _MA ) is compared with the judgment value S _R1. It is determined whether R _MA | ≧ S _R1 . If the judgment in S11.14 is yes, S11.15 and S
11.16 are sequentially processed, while if the determination in S11.14 is no, the processes in S11.15 and S11.16 are passed.

At S11.07, S11.12, and S11.15, the alert control is activated. That is, the operations of the roll indicator 3 and the alert buzzer 5 are controlled so as to prompt the driver to avoid danger.

FIG. 6 is a flow chart for explaining the processing contents of S11.08, S11.13 and S11.16. In S11.51, the judgment value E and the roll angle of the start concerning the engine control of the vehicle deceleration are set. The absolute values of the moving average (R _MA ) are compared, and | R _MA | ≧
Determine if E. The judgment value E is E _HG in Table 6,
E _I, in E _H, E _U, one of (FIG. 4, S10.0
2 to S10.08) is selected according to the judgment. S11.5
When the determination of 1 is yes, in S11.52, the engine output (accelerator opening) is controlled in the decreasing direction, while when the determination of S11.51 is no, return is executed.

In S11.53, the determination value B for starting the brake control for vehicle deceleration is compared with the absolute value of the rolling angle moving average (R _MA ) to determine whether | R _MA | ≧ B. The judgment value B is one of B _HG , B _I , B _H , and B _U in Table 7.
(A set value corresponding to the determination in S10.02 to S10.08 in FIG. 4) is selected. If the judgment in S11.53 is yes, S11.5
At 4, while controlling the brake device of the vehicle to the operating state, if the determination in S11.53 is no, exit to return.

In S11.55, the absolute value of the roll angle moving average (R _MA ) is compared with the judgment value (| B-B _R |) of the stop related to the brake control for vehicle deceleration, and | R _MA | ≤ | B- _BR
| It is determined whether or not. In the judgment value (| B−B _R |), B _R is a hysteresis with respect to the judgment value B of the start, and any one of B _RHG , B _RI , B _RH , and B _RU in Table 8 (in FIG. 4, The set value according to the judgment in S10.02 to S10.08) is selected. If the result of S11.55 is yes, S11.5
In 6, the brake control for vehicle deceleration is stopped (the brake device is deactivated), and if the determination in S11.55 is no, the process returns to return.

In S11.57, the absolute value of the roll angle moving average (R _MA ) is compared with the judgment value (| E−E _R |) of stop related to engine control of vehicle deceleration, and | R _MA | ≦ | E-E _R
| It is determined whether or not. In the judgment value (| E−E _R |), E _R is a hysteresis with respect to the judgment value E for starting, and any one of E _RHG , E _RI , E _RH , and E _RU in Table 9 (in FIG. 4, The set value according to the judgment in S10.02 to S10.08) is selected. If the judgments in S11 and 57 are yes, S11.5
At 8, while the engine control for vehicle deceleration is stopped (the engine returns to normal control), if the determination in S11.57 is no, the process returns to return.

In S11.59, the judgment value (| S _R -S _RR |) of the stop related to the alert control is compared with the absolute value of the roll angle moving average (R _MA ) and | R _MA | ≤ | S _R -S _RR |
Whether or not a predetermined time ( _RT ) from the activation of the alert
It is determined whether or not has elapsed. Judgment value (| S _R −S
_RR |), S _RR is a hysteresis with respect to the start judgment value S _R , and S _RRHG , S _RRI , S _RRH , S in Table 10
_{Remote RF unit,} any one of the (Fig. 4, S10.02~S10.0
Set value according to the judgment of 8) is selected. The judgment in S11.49 is y
When it is es, the control of alerting is stopped in S11.60, while when the determination in S11.59 is no, the process returns to return.

In S11.09 of FIG. 5, the determination values of the maximum roll angle (R _MAXC ) and the urgency levels I to III are cleared. That is, when the determination in S11.01 is no, S11.02
It passes the processing of ~ S11.16.

FIG. 7 illustrates the processing contents of S12 (FIG. 3). In S12.01, the single load determination (the determination in S9 is n
o) to determine whether the load is biased left or right. When R _{IA R} -R _IAL > 0, the load is biased to the right side (left side is unloaded), and when R _IAR -R _IAL <0, the load is biased to the left side (right side is not loaded). , Is determined.

In S12.02, the degree of single load is determined. Specifically, the left-right difference of the average roll index (R _IAR -R
The absolute value of _IAL ) is compared with the reference values J _01H and J _02H, and J _01H <
| R _IAR −R _IAL |) ≦ J _02H . The reference value J _02H is a threshold value for determining the magnitude of a single load.

If the determination in S12.02 is yes, the process proceeds to S12.03, the degree of single load is determined to be small, and the lighting of the single load display lamp 9 is controlled together with the determination in S12.01. The start and stop determination values (see Tables 11 to 16 in FIG. 8) related to the control of arousal and vehicle deceleration are selected. On the other hand, when the determination in S12.02 is no, the process proceeds to S12.04, the single load degree is determined to be large, and the lighting of the single load display lamp 9 is controlled in combination with the determination in S12.01. The start and stop determination values (see Tables 11 to 16 in FIG. 8) related to the control of arousal and vehicle deceleration are selected.

FIG. 8 is a flow chart for explaining the processing contents of S13 (FIG. 3). In S13.01, the absolute value of the roll angle moving average (R _MA ) is the judgment value for the activation related to the alerting control. compared to the S _O, | to determine whether ≧ S _O | R _MA. The judgment value S _O is S _OSL , S _OSU , S _OL L, S in Table 11.
_OLU, in any one (Figure 7, S12.01～S12.04
The set value) is selected according to the judgment of. The judgment of S13.01
If yes, in S13.02, the roll indicator 3 and the alert buzzer 5 are urged to urge the driver to avoid danger.
While controlling the operation of, while the determination in S13.01 is no, exit to return.

In S13.03, the determination value E _O for starting the engine control of the vehicle deceleration and the roll angle moving average (R _MA )
The absolute values of are compared to determine whether | R _MA | ≧ E _O. The judgment value E _O is E _OSL , E _OSU , E _OLL , E in Table 12.
_OLU, in any one (Figure 7, S12.01～S12.04
The set value) is selected according to the judgment of. The judgment of S13.03
If yes, in S13, 04, the engine output (accelerator opening) is controlled in the decreasing direction, while if the determination in S13.03 is no, return is made.

In S13.05, the determination value B _O for starting the brake control for vehicle deceleration and the roll angle moving average (R _MA )
The absolute values of are compared to determine whether | R _MA | ≧ B _O. The judgment value B is B _OSL , B _OSU , B _OLL ,
B _OLU , or any one of them (S12.01 to S12.0 in FIG. 7).
The set value) is selected according to the judgment of 4. If the determination in S13.05 is yes, in S13.06, the brake device of the vehicle is controlled to the operating state, while if the determination in S13.05 is no, the process returns to return.

In [0070] S13.07, the determination value of the stop according to the brake control of the vehicle deceleration by comparing the absolute value of the roll angle moving average _{(R MA), (| |} B O -B O R) | R MA | ≦ | B _O −
B _OR | Judge whether or not. Judgment value (| B _O -B _OR |)
In the above, B _OR is a hysteresis with respect to the start judgment value B _O , and B _ORSL , B _ORSU , B _ORLL , B _ORLU in Table 14
Any one of the above (the set value according to the determination of S12.01 to S12.04 in FIG. 7) is selected. If the determination in S13.07 is yes, the brake control for vehicle deceleration is stopped (the brake device is deactivated) in S13.08, while if the determination in S13.07 is no, the process returns.

In [0071] S13.09, the determination value of the stop of the engine control of the vehicle deceleration by comparing the absolute value of the roll angle moving average _{(R MA), (| |} E O -E O R) | R MA | ≦ | E _O −
E _OR | Judge whether or not. Judgment value (| E _O -E _OR |)
, E _OR is a hysteresis with respect to the start judgment value E _O , and E _ORSL , E _ORSU , E _ORLL , E _ORLU in Table 15
Any one of the above (the set value according to the determination of S12.01 to S12.04 in FIG. 7) is selected. When the determination in S13.09 is yes, in S13.10, the engine control for vehicle deceleration is stopped (the engine returns to normal control), while when the determination in S13.09 is no, the process returns to return.

In S13.11, the absolute value of the roll angle moving average (R _MA ) is compared with the judgment value (| S _O -S _OR |) of stop related to the alert control, and | R _MA | ≤ | S _O- S _OR ｜
Whether or not a predetermined time ( _RT ) from the activation of the alert
It is determined whether or not has elapsed. Judgment value (| S _O −S
_OR |), S _OR is a hysteresis with respect to the start judgment value S _O , and S _ORSL , S _ORSU , S _ORLL and S in Table 16 are _shown .
_Any one of ORLUs (S12.01 to S12.
Set value according to the judgment of 04) is selected. The judgment of S13.11
If yes, in S13.12, the control for alerting is stopped, while if the determination in S13.11 is no, return is made.

With such a configuration, the loaded state (one-sided load, one-sided load of the vehicle, based on the average roll indices (R _IAL , R _IAR ).
High load, constant volume, half volume, empty vehicle) is determined, and alerting and vehicle deceleration control are performed based on the comparison between the determination value according to the determination and the absolute value of the roll angle moving average (R _MA ). Be seen. Therefore, even in a high load state and a single load state in which the vehicle rolls easily, the functions of alerting and decelerating the vehicle can be activated in good time before the vehicle exceeds the roll limit. Further, the high load display lamp 4 and the single load display lamp 9 display the high load state and the single load state of the vehicle in a manner that the driver can easily recognize, and in the high load state in which the vehicle can be carefully driven. , The determined value (R _{MAX C} ) of the maximum roll angle (R _MAX ) is estimated during the roll progress, and the urgency levels I to III are determined based on this estimated value (R _MAXC ). Judgment values related to attention control (Table 5 in FIG. 5,
(See) is selected from the judgment of the load condition and the judgment of the urgency levels I to III, so that the driver can be urged to avoid the danger at the optimum timing without delaying the alert. Note that it is conceivable to set the same control considering the urgency levels I to III also in the selection of the determination value relating to the alert in the single load state.

FIG. 9 illustrates the second embodiment and is a block diagram showing a functional configuration of a control system in the track rollover prevention device. As means for detecting the lateral acceleration (lateral G) of the vehicle body, a steering angle sensor 15 for detecting the steering angle θ of the steering wheel, and a vehicle speed (V)
And a vehicle speed sensor 16 for detecting from the rotational speed of the drive system. Reference numeral 19 denotes a voice output device that provides the driver with voice information for calling attention.

The electronic control unit 6-2, which is the center of the system, is provided with a lateral G calculator 6h. Horizontal G computing unit 6h
Calculates the turning radius of the vehicle center of gravity position from the specification data of the vehicle and the steering angle (θ), and calculates the lateral G from the vehicle speed (V) and the turning radius of the vehicle center of gravity position.

In the loaded state judgment unit 6b-2, the moving average (G _MA ) of the lateral G at a predetermined time is sequentially calculated based on the lateral G signal from the lateral G calculation unit 6h. When the condition that the rate of change of the roll angle moving average (R _MA ) is equal to or lower than a predetermined value and the vehicle speed (V) is equal to or lower than the predetermined value while the lateral G is equal to or larger than the predetermined value, the roll index (R _I ) is calculated and the roll index (R _I ) is calculated. Process integrations sequentially. The elapsed time of the integration process is counted, and when the elapsed time is out of the predetermined time range, the roll index (R
_When the elapsed time falls within the specified time range while clearing the integrated value of _I ), the average roll index (R
_IAL , R _IAR ) is calculated. Average roll index (R _IAL , R
_IAR ) is stored separately for the left and right from the positive and negative signs of the roll angle moving average (R _AM ) or the lateral G moving average (G _MA ).

When the storage of the average roll index (R _IAL , R _IAR ) reaches a predetermined number, the cargo state judgment unit 6b-2 _causes the moving average (R _IMAL , R _IMAR ) of the average roll index (R _IAL , R _IAR ). ) Is calculated. These moving averages (R _IMAL , R _IMAR ) are stored and sequentially updated.

Average roll index moving average (R
_IMAL , R _IMAR ) is stored, the load state determination unit 6b-2
Is the average roll index moving average (R _IMAL , R _IMAR ).
On the basis of the above, the judgment of the loading state (single load, high load, low load) is processed. The loaded state determination unit 6b-2 includes a reference value (J _01H , J _02H ) that is compared with the absolute value of the left-right difference (R _IMAR −R _IMAL ) of the average roll index moving average (R _IMAL , R _IMAR ), Similarly, reference values (J _GHL , J _GHS ) that are compared with the average value (R _IMA ) = (R _IMAR + R _IMAL ) / 2 of the left and right average roll index moving averages (R _IMAL , R _IMAR ) are set.

| R _IMAR −R _IMAL | ≧ J _01H and R _IMAR −
When R _IMAL > 0, it is determined that the load is a one-sided load state in which the load is biased to the right in the traveling direction of the vehicle, while | R _IMAR −R _IMAL | ≧ J
_{When 01H} and R _IMAR −R _IMAL <0, it is determined that the load is a one-sided load state in which the load is biased to the left in the traveling direction of the vehicle. Furthermore, J
_{When 01H} <| R _IMAR −R _IMAL | ≦ J _02H , it is determined that the degree of one piece is small, and when | R _IMAR −R _IMAL |> J _02H , the degree of one piece is large.

| R _IMAR −R _IMAL | <J _01H and R _IMA ≧ J
_{In the case of GHL} , the high load is large, ｜ R _IMAR −R _IMAL ｜ <
When J _01H and J _GHS ≤ R _IMA <J _GHL , the degree of high load is small, and when | R _IMAR −R _IMAL ｜ <J _01H and R _IMA <J _GHS , low load (the center of gravity of the load is standard. It is determined that the stacking state is below the level).

The emergency determination unit 6c-2 calculates the roll angle.
Rolling angle moving average (R _MA) And loading status
Based on the judgment information from the judgment unit 6b-2,
To determine the risk of rollover of both,
Based on the command, voice output unit 6i indicator output calculation unit 6d
-2, the buzzer output unit 6e, the engine control unit 6f, and
It is sequentially transmitted to the brake control unit 6g.

The indicator output calculation unit 6d-2 controls the roll indicator 3 to swing the vehicle pictorial diagram 3a and the pointer 3b to an angular position corresponding to the roll angle moving average (R _MA ) from the roll calculation unit 6a. To do. Further, based on a command from the emergency determination unit 6c, the brightness of the annular zone 3c is increased or the color-based dangerous area 3d is controlled to blink red in order to prompt the driver to avoid danger. When the high load indicator lamp 4 and the single load indicator lamp 9 are subjected to the high load determination or the single load determination, a predetermined display pattern (a loading platform) according to the degree of high load or the degree of single load in the vehicle pictorial diagram 4a on the screen is displayed. The degree of high load or the degree of single load is displayed in different colors).

The voice output unit 6i controls the voice output device 19 so as to generate voice information corresponding to the judgment information from the cargo state judgment unit 6b-2 and the instruction from the emergency judgment unit 6c-2. Control. 9, components having the same basic functions as those in FIG. 2 are designated by the same reference numerals.

FIG. 10 is a flow chart for explaining the control contents in the electronic control unit 6-2, which is the center of the system. In S1, the left and right vehicle height H _L and H _R signals (vehicle height sensor output) are sampled. To do. At S2, the roll angle (R) of the vehicle body is calculated based on these vehicle height H _L and H _R signals.
Is calculated geometrically. In S3, the moving average value (R _MA ) of the roll angle (R) at a predetermined time is sequentially calculated in order to eliminate the cause of the malfunction by smoothing the fine fluctuation due to the unevenness of the road surface. Further, the change rate (R _MAR ) of the roll angle moving average (R _MA ) is calculated. Roll angle (R) is the relative tilt angle between the vehicle body and the axle.

At S4, the lateral G signal (operation angle sensor 1
(Calculated value based on the output of 5 and the output of the vehicle speed sensor 16)
To sample. Also for the lateral G signal, in order to smooth fine fluctuations due to disturbance factors, a moving average (G _MA ) of the lateral G at a predetermined time is sequentially calculated in S5.
Regarding the roll angle (R) and the lateral G of the vehicle body, a positive sign is given to the one that occurs to the right of the traveling direction of the vehicle, and a negative sign is given to the one that occurs to the left.

At S6, it is determined whether or not the absolute value of the lateral G moving average (G _MA ) is equal to or _larger than the predetermined value J _LG . In S7, the rate of change of the roll angle moving average (R _MA ) is calculated, and it is determined whether the calculated value (R _MAR ) is less than or equal to the predetermined value J _LR . In S8, it is determined whether the vehicle speed (V) is J _V or less. The predetermined value J _{LG, which} is compared with the absolute value of the lateral G moving average (G _MA ), is a reference value for determining whether or not the subsequent calculation process is necessary, and the rate of change (R) of the lateral G moving average (G _MA ). _MAR )
The predetermined value J _LR compared with and the predetermined value J _V compared with the vehicle speed (V) are limit values for suppressing variations in the roll index.

Only when the determinations in S6 to S8 are all yes, S9
At, the roll index (R _I ) = (R _MA ) / (G _MA ), which represents the roll characteristics of the vehicle, is calculated. In S10, the roll index (R _I ) integration is sequentially processed. Further, the elapsed time (T _JL ) of the integration process is counted. On the other hand, if any one of S6 to S9 is no, S1
In 1, the counting of the elapsed time (T _JL ) of the integration process is stopped, and it is determined whether the elapsed time (T _JL ) falls within a predetermined time range (J _ST or more and J _LT or less).

When the determination in S11 is yes, in S12,
Average roll index (R _IAL , R _IAR ) from integrated value (R _ISUM )
Is calculated. The average roll indices (R _IAL , R _IAR ) are stored separately for the left and right from the positive and negative signs of the roll angle moving average (R _AM ) or the lateral G moving average (G _MA ). On the other hand, if the determination in S11 is no, in S16, the integrated value (R _ISUM ) that deviates the average roll index (R _{IA L} , R _IAR ) from the calculation condition is cleared.

At S13, the average roll index (R _IAL ,
When the memory (R _IAR ) reaches a predetermined number (N _RIMA ), a moving average (R _IMAL , R _IAL , R _IAR ) of these average roll indices (R _IAL , R _IAR ).
R _{IM AR} ) is calculated. The average roll index moving average (R _IMAL , R _IMAR ) is stored and updated sequentially.

Average roll index moving average (R
_IMAL , R _IMAR ) is stored, S14 and S15 are sequentially processed. In S14, the absolute value of the left-right difference (R _IMAR −R _IMAL ) of the average roll index moving average (R _IMAL , R _IMAR ) is compared with the reference value J _01H, and | R _{I MAR} −R _IMAL | <J _01H
Determine whether or not. When | R _IMAR −R _IMAL | <J _01H , the high load judgment is started, while | R _IMAR −R _IMAL | ≧ J
_If it is _01H , proceed to judge the degree of one-sided load.

FIG. 11 is a flowchart for explaining the processing contents of the high load judgment. In _S14.01 , the average value (R _IMA ) of the left and right average roll indexes (R _IMAL , R _IMAR ) =
_Calculate (R _{IMA R} + R _IMAL ) / 2. In S14.02, the average value (R _IMA ) is compared with the reference value J _{GH L} ,
(R _IMA ) ≧ J _GHL is determined. In S14.04, the average value (R _IMA ) is compared with the reference value J _GHS ,
(R _IMA ) ≧ J _GHS is determined. Reference value J
_GHL is a threshold for determining the magnitude of a high load (a loaded state in which the center of gravity of a load is high), and the reference value J _GHS is a minimum threshold for determining a high load.

When the determination in S14.02 is yes, (R _IMA ) ≧
It is J _GHL , and in S14.03, it is determined that the high load is large, and the lighting of the high load display lamp 4 is controlled to a display pattern in which the high load is large. Select a start / stop judgment value that is large for high loads.

The determination in S14.02 is no and the determination in S14.04 is yes.
If J _GHS ≦ (R _IMA ) <J _GHL, it is determined in S14.05 that the high load level is small, and the high load display lamp 4 is controlled to be lit in a display pattern in which the high load level is low. In addition, the start and stop judgment values related to alerting and vehicle deceleration control are set to small set values for high load.

When the determination of S14.02 is no and the determination of S14.04 is no, (R _IMA ) <J _GHS , and in S14.06, the low load (the center of gravity of the load is below the standard level is loaded). ) And select the start and stop judgment values related to the control of alerting and vehicle deceleration as the low load setting values.

At S14 (FIG. 10), | R _IMAR -R
_{When IMAL} | ≧ J _01H, the same process as in FIG. 7 is used to determine the start and stop judgment values related to the alert and vehicle deceleration control, whether the load is one-sided or the one-sided side. The set value is selected according to whether to roll. Further, the single load display lamp 9 is controlled to a display pattern in which the degree of single load is large or small.

In S15, the selection in S14 is thus made.
Judgment value and roll angle moving average (R _MA) The absolute value of
Based on the comparison, as in the case of FIG. 5, FIG. 6 or FIG.
To stop and start and stop related to vehicle deceleration control
Is processed.

In the case of FIG. 5 and FIG. 6, the load condition is judged in four stages of high load, constant volume, half product and empty car. In this example, the level of high load is high and the level of high load is high. 5 and FIG. 6 are determined in three stages of low load instead of small and high load.
Regarding the setting of the table (not shown) corresponding to Tables 5 to 10, the high load is large, the high load is low, and the high load is low load.

With such a configuration, the lateral G moving average (G _MA ) ≧ J _LG (condition 1) as the roll index (R _I ) calculation condition, and the change rate of the rolling angle moving average (R _MAR ) ≦ J
_LR (condition 2) and vehicle speed (V) ≧ J _V (condition 3) are set. For this reason, in the turning state in which the roll and the lateral G of the vehicle body change rapidly, the calculation of the roll index (R _I ) is passed, so the roll index (R _I ) obtained under such a calculation condition. Variation can be suppressed (see S6 to S9 in FIG. 10).

A predetermined number (N
_RIMA) Average roll index (R_IAR, R_{I AL}) Moving average
Left / Right difference (R of calculated roll index moving average)_IMAR
-R_{IM AL}) Is stable and highly accurate because it is based on the absolute value of
A determination is obtained (see S12 and S13 in FIG. 10). Average low
Le index (R_IAR, R_IAL) Is the roll index (R_I) Accumulation
Value (R_ISUM), But the elapsed time of the integration process
(T_JL) Is outside the specified time range, the integrated value (R_ISUM)
For this, clear this so the integrated value
(R _ISUM) Stabilizes the average roll index (R_IAR，
R_IAL) The calculated value of
This will lead to an increase in the accuracy of the cargo state determination (Fig. 1
0, S11, S12, S16).

In this example, the turning radius at the vehicle center of gravity position is obtained from the output of the steering angle sensor 15 (steering angle θ signal), and the lateral G is obtained from the output of the vehicle speed sensor 16 (vehicle speed V signal) and the turning radius of the vehicle center of gravity position. The steering angle sensor 15
The moving average (θ _MA ) of the steering angle (θ) is obtained based on the output of the vehicle, and the roll characteristic of the vehicle is calculated by the roll index (R _I ) =
It may be considered to define (R _MA ) / (θ _MA ).

Regarding the degree of heavy load, in order to provide the driver with detailed information, the judgment value for starting and stopping the control relating to the alert is determined from the setting map as shown in FIG. 12 by the average value (R _{IM A} ) = It is preferable to control the set value according to (R _IMAR + R _IMAL ) / 2.

FIG. 13 illustrates the third embodiment and is a block diagram showing a functional configuration of a control system in the track rollover prevention device. As means for detecting the vehicle acceleration in the lateral direction (lateral G), the rotational speed V _L of right and left wheels (front or rear wheel), wheel speed sensors 20a to detect the V _R, 20b is provided.

The electronic control unit 6-3 at the center of the system
Then, the lateral G calculation unit 17-3 determines the left and right wheel speeds V_L, V_RAnd from
The turning radius (R) is calculated, and the lateral G = (V_R+ V_L)²/ (4 ×
R), is calculated. The turning radius (R) is the left turn (V_R>
V_L), R = {(L × V _L× T) / (V_R× T-V_L
× T)} + (L / 2), turn right (V_L> V_R), R
= {(L × V_R× T) / (V_L× T-V_R× T)} + (L
/ 2), L is tread, T is time
is there.

In the loaded state judging section 6b-3, the moving average (G _MA ) of the lateral G in a predetermined time is sequentially calculated based on the lateral G signal from the lateral G calculating section 6h-3. Further, the roll angle moving average of the roll angle calculating section 6a (R _MA) rate of change is sequentially computed, while the lateral G is a predetermined value or more, the rate of change of the roll angle moving average (R _MA) is less than a predetermined value When the condition of is satisfied, the calculation of the roll index (R _I ) and its integration are sequentially processed. The elapsed time of the integration process is counted, and when the elapsed time is out of the predetermined time range, the integrated value of the roll index (R _I ) is cleared, while when the elapsed time falls within the predetermined time range, the integrated value Then, the average roll index (R _IAL , R _IAR ) is calculated.

The vehicle rolls at low speeds and at high speeds.
Since the characteristics differ from the running state, the settings shown in Fig. 15 are used.
From the constant map, find the correction coefficient (K) according to the vehicle speed (V)
Therefore, the average roll index (R_IAL, R_IAR) Is corrected. correction
Later average roll index (K × R _IAL, K × R_IAR) Is low
Le angle moving average (R_AM) Or horizontal G moving average (G_MA) Positive
The negative sign is stored separately for left and right. The vehicle speed (V)
Is the average value of the left and right wheel speeds (V_L+ V_R) / 2
Be done.

Average roll index (K × R _IAL , K × R _IAR )
When storage of reaches a predetermined number, the load state determining section 6b-3 are the average roll index _{(K × R IAL, K ×} R IAR) moving average _{(R 'IM AL, R'} IMAR) calculates a. These moving averages (R ′ _IMAL , R ′ _IMAR ) are stored and sequentially updated. Left and right average roll index moving average (R ' _IMAL ,
When _R'IMAR ) is memorized, these left-right differences (R ' _{IMAR)
-R'IMAL} ) process load status determination from absolute value.
The load state determination unit 6b-3 has a left-right difference (R ' _IMAR-
R'IMAL ) reference value (J _01H , which is compared with the absolute value of
J _02H ) and average value (R ' _IMA ) = (R' _IMAR + R '
_The reference values (J _GHL , J _GHS ) to be compared with _IMAL ) / 2 are set.

| R ' _IMAR −R' _IMAL | ≧ J _01H and R ′
_IMAR -R 'When _IMAL > 0, it is determined that the load is a one-sided state in which the load is biased to the right in the traveling direction of the vehicle, while | R' _IMAR -R '
_Imal | When the ≧ J _01H and _{R 'IMAR -R' IMAL <0} ,
It is determined that the load is a one-sided state in which the load is biased to the left in the traveling direction of the vehicle. Further, when J _01H <| R ′ _IMAR −R ′ _IMAL │ ≦ J _02H , the degree of single load is small, and | R ′ _IMAR −R ′ _IMAL │> J
When it is _02H , it is judged that the degree of single load is large.

| R ' _IMAR -R' _IMAL | <J _01H and R '
_{When IMA} ≧ J _GHL , the high load is high, and | R ' _IMAR −
When _R'IMAL ｜ <J _01H and J _{GHS ≤R} ' _IMA <J _GHL , the high load is small, ｜ R' _IMAR −R ' _IMAL ｜ <J _01H
When _R'IMA <J _GHS , the load is determined to be low (loading state where the center of gravity of the load is below the standard level).

The emergency determination unit 6c-3 calculates the roll angle.
Rolling angle moving average (R _MA) And loading status
Based on the judgment information from the judgment unit 6b-3, the
To determine the risk of rollover of both,
A command based on the voice output unit 6i and the indicator output calculation unit
6d, a buzzer output section 6e, an engine control section 6f, and
And the brake control unit 6g are sequentially transmitted. Smell in Figure 13
Therefore, the same reference numerals are given to the components having the same basic functions as those in FIG.
Kick

FIG. 14 shows the electronic control unit of the system center.
6-3 is a flowchart explaining the control contents in 6-3
Yes, in S1, left and right vehicle height H_L, H_RSignal (vehicle height
The outputs of the sensors 1a and 1b) are sampled. S2 smell
For these vehicle heights H_L, H_RBased on the signal,
The Le angle (R) is calculated geometrically. Malfunction in S3
Roll angle at a specified time to remove factors of work
(R) moving average value (R _MA) Are sequentially calculated. Also,
Roll angle moving average (R_MA) Change rate (R_MAR) Is calculated
It The roll angle (R) is the relative tilt between the vehicle body and the axle.
It is a sharp corner.

[0111] In S4, samples the wheel speed V _L, V _R signal (wheel speed sensors 20a, 20b output).
In S5, it calculates the lateral G wheel speed V _L, the V _R signal. Also for the lateral G signal, in order to smooth fine fluctuations due to disturbance factors, the moving average (G _MA ) of the lateral G at a predetermined time is sequentially calculated in S6. Regarding the roll angle (R) and the lateral G of the vehicle body, a positive sign is given to the one that occurs to the right of the traveling direction of the vehicle, and a negative sign is given to the one that occurs to the left.

At S7, it is determined whether the absolute value of the lateral G moving average (G _MA ) is greater than or equal to a predetermined value J _LG . In S8, the change rate of the roll angle moving average (R _MA ) is calculated, and it is determined whether the calculated value (R _MAR ) is less than or equal to the predetermined value J _LR . Predetermined value J _LG to be compared with the absolute value of the lateral G moving average (G _MA) is a reference value determining whether it is necessary to arithmetic processing described later, the rate of change of the lateral G moving average (G _MA) (R _The predetermined value J _LR compared with ( _MAR ) is a limit value for suppressing the variation of the roll index.

Only when the determinations in S7 and S8 are both yes, in S9, the roll index (R _I ) representing the roll characteristic of the vehicle
= (R _MA ) / (G _MA ), is calculated. In S10,
The roll index (R _I ) integration is processed sequentially. Further, the elapsed time (T _JL ) of the integration process is counted. On the other hand, when the determination at S7 or S8 is no, the counting of the elapsed time (T _JL ) of the integration process is stopped at S11, and the elapsed time (T _JL ) is within a predetermined time range (J _ST or more and It determines whether or not fit in the J _LT below).

If the determination in S11 is yes, in S12,
Average roll index (R _IAL , R _IAR ) from integrated value (R _ISUM )
Is calculated. In S13, the correction coefficient (K) corresponding to the vehicle speed (V) is obtained from the map of FIG. 15, and the average roll index (R _IAL , R _IAR ) is corrected. The corrected average roll indices (K × R _IAL , K × R _IAR ) are stored separately for the left and right from the positive and negative signs. On the other hand, if the determination in S11 is no, in S17, the integrated value (R _ISUM ) that deviates the average roll index (R _IAL , R _IAR ) from the calculation condition is cleared.

At S14, the average roll index (K × R
_When the memory of _IAL , K × R _IAR ) reaches a predetermined number (N _RIMA ), the moving average (R ′ _IMAL , R ′ _IMAR ) of these average roll indices (K × R _IAL , K × R _IAR ) is calculated. . Mean roll exponential moving average _{(R 'IMAL, R' IMAR} ) is stored, it is sequentially updated. If the average roll exponential moving average of the left and right both _{(R 'IMAL, R' IMAR} ) is stored, S15 and S16
Are sequentially processed.

Regarding the processing contents of S15 and S16, (|
R _IMAR −R _IMAL |) is (| R ′ _IMAR −R ′ _IMAL |) and (R _IMA ) = (R _IMAR + R _IMAL ) / 2 is (R ′ _IMA ) =
(R ′ _IMAR + R ′ _IMAL ) / 2, which is the same as in FIG.

With such a configuration, the average roll index (R _IAL , R _IAR ) is corrected according to the vehicle speed (V) (FIG. 1).
Therefore, even in a high load state, it is possible to accurately determine the roll characteristics of the vehicle according to the vehicle speed (V).

FIG. 16 is a flow chart for explaining the fourth embodiment. In order to prompt the driver to warn the driver at an appropriate timing even in a traveling state where the roll angle is not sensitive such as when the weight of the load is small, A control function for alerting and decelerating the vehicle based on the lateral G is added.

At S1, the left and right vehicle heights H _L and H _R signals (outputs of the vehicle height sensors 1a and 1b) are sampled.
In S2, these vehicle height H _L, based on the H _R signal, calculates the vehicle body roll angle (R) geometrically. In S3, the moving average value (R _MA ) of the roll angle (R) at a predetermined time is sequentially calculated in order to remove the cause of the malfunction.
Also, the rate of change (R _MA ) of the roll angle moving average roll angle (R _MA )
_MAR )) is calculated. Roll angle (R) is the relative tilt angle between the vehicle body and the axle.

At S4, the lateral G signal (output of the lateral G sensor 2) is sampled. Also for the lateral G signal, in order to smooth fine fluctuations due to disturbance factors, in S5,
The moving average (G _MA ) of the lateral G at a predetermined time is sequentially calculated. Regarding the roll angle (R) and the lateral G of the vehicle body, a positive sign is given to the one that occurs to the right of the traveling direction of the vehicle, and a negative sign is given to the one that occurs to the left.

At S6, it is determined whether the absolute value of the lateral G moving average (G _MA ) is greater than or equal to a predetermined value J _LG . The judgment of S6
If yes, proceed to S7, while if S6 is no, S
Fly to 14.

At S7, the roll characteristic of the vehicle is expressed.
The roll index (R _I ) = (R _MA ) / (G _MA ), is calculated. In S8, the roll index (R _I ) integration is sequentially processed. The elapsed time of the integration process is counted, and when the elapsed time does not reach the predetermined range, the integrated value of the roll index (R _I ) is cleared, while when the elapsed time reaches the predetermined range, the average roll is calculated from the integrated value. Calculate the exponents (R _IAL , R _IAR ). Then, the average roll index (R) is calculated from the sign of the roll angle moving average (R _MA ) or the lateral G moving average (G _MA ).
_IAL , R _IAR ) are stored separately for left and right.

The average roll index (R _IAL ,
When R _IAR ) is stored, the absolute value of the left-right difference of the average roll index (R _IAR −R _IAL ) is compared with the reference value J _01H in S9, and whether or not | R _{I AR} −R _IAL | <J _01H To judge.
The reference value J _01H is the minimum threshold value for determining a single load, and when the determination in S9 is yes, the high load determination in S10 is entered, while when the determination in S9 is no, the process in S12 ( Proceed to (Determining the degree of one-sided cargo). Since the processing contents of S10 to 13 are the same as the processing contents of FIGS. 4 to 8, description thereof will be omitted.

FIG. 17 is a flow chart for explaining the processing contents of S14. In S14.01, the absolute value of the lateral G moving average (G _MA ) is compared with the judgment value S _G, and | G _MA | ≧ S _G
Determine whether or not. S _G is a determination value of activation related to the control of alerting based on the lateral G, and from Table 20 the determination of S10.02 to S10.08 in FIG. 4 or the determination of S12.02 to s1 in FIG.
The set value is selected according to the judgment of 2.03.

If the determination in S14.01 is yes, in S14.02, the alerting control is activated. That is, the operation of the roll indicator 3 and the alert buzzer 5 is controlled in order to prompt the driver to properly alert the driver to avoid danger. S1
If the judgment at 4,01 is no, exit to return.

At S14.03 following the processing at S15, be careful.
Stop judgment value (| S_G-S_GR｜) and side
G moving average (G_MA), The absolute value of_MA| ≤ | S
_G-S _GR｜ Whether or not a certain time has passed since the alert was activated
Between (R_T) Has passed, it is determined. Judgment value
(| S_G-S_GR|), S_GRIs the judgment value S for activation_GTo
It is the hysteresis to the S1 in FIG. 4 from Table 25.
Judgment of 0.02 to S10.08 or S12.02 to s12.03 in FIG.
The set value is selected according to the judgment of. The judgment in S14.03 is ye
If it is s, stop alerting control in S14.04.
On the other hand, if the determination in S14.03 is no, return
It

FIG. 18 is a flow chart for explaining the processing contents of S15. In S15.01, it is determined whether or not the absolute value of the lateral G moving average (G _MA ) is based on the lateral G for the engine control of vehicle deceleration. It is compared with the value E _G to determine whether or not | G _MA | ≧ E _G. The judgment value E _G is determined from Table 21 by the judgment of S10.02 to S10.08 in FIG. 4 or S12.02 to s1 in FIG.
The set value is selected according to the judgment of 2.03. If the determination in S15.01 is yes, in S15.02 the engine output (accelerator opening) is controlled in the decreasing direction, while the determination in S15.01 is no.
If, then exit to return.

In S15.03, the horizontal G moving average (G _MA )
The absolute value of is compared with a start determination value B _G for brake control of vehicle deceleration based on the lateral G, and it is determined whether | G _MA | ≧ B _G. The judgment value B _G is calculated from Table 22 to S10.02 in FIG.
~ The set value is selected according to the judgment of S10.08 or the judgment of S12.02 to s12.03 in Fig. 7. If the determination in S15.03 is yes, in S15.04, the brake device of the vehicle is controlled to the operating state, while if the determination in S15.03 is no, the process returns to return.

In S15.05, the lateral G moving average (G _MA )
Determination value of the absolute value stop according to the brake control of the vehicle deceleration based on the lateral G is compared _{with, (| | B G -B GR} ) | G MA | ≦
| Determines whether or not the | B _G -B _GR. The determination value (| B _G -B
_GR |), B _GR is a hysteresis with respect to the start judgment value B _G , and from Table 23, S10.02 to S10.
The set value is selected according to the determination of 08 or the determination of S12.02 to s12.03 in FIG. If the determination in S15.05 is yes, the brake control for vehicle deceleration is stopped (the brake device is deactivated) in S15.06, while if the determination in S15.05 is no, the process returns.

In S15.07, the lateral G moving average (G _MA )
Is compared with the absolute value of the stop _G (E _G −E _GR |) for the engine control of vehicle deceleration based on the lateral G and the absolute value of the lateral G moving average (G _MA ), and | G _MA | ≦ | E _G -E _GR ｜
Determine whether or not. In the judgment value (| E _G −E _GR |), E _GR is a hysteresis with respect to the judgment value E _G of the start, and from Table 24, the judgment in S10.02 to S10.08 in FIG. 4 or S12.02 in FIG. The set value is selected according to the judgment in s12.03. When the determination in S15.07 is yes, in S15.08, the engine control for vehicle deceleration is stopped (the engine returns to normal control), while when the determination in S15.07 is no, the process returns to return.

With such a configuration, the cargo state is determined based on the left and right average roll indices (R _IAR , R _IAL ) and the determination value and the absolute value of the roll angle moving average (R _AM ) according to the determination are determined. By performing a comparison with the above, control relating to alerting and vehicle deceleration is performed (see S9 to S13 in FIG. 16).
In addition, alerting and vehicle deceleration control are performed based on the comparison between the absolute value of the lateral G moving average (G _MA ) and the judgment value according to the load condition (see S14 and S15 in FIG. 16). Even when the vehicle is running with low sensitivity, it is possible to activate the functions of alerting and decelerating the vehicle before the roll limit is exceeded.

In the control of alerting and vehicle deceleration based on the lateral G moving average (G _MA ) (S14 and S15 in FIG. 16), the loading state (single load is determined from the rate of change of the lateral G moving average (G _MA ). , High load, constant volume, half volume, empty car) can be independently determined. In that case, omit S6 (Fig. 15)
Direct connection with S7) is possible. Of course, the control for alerting and vehicle deceleration (S14 and S15 in FIG. 16) based on the lateral G moving average (G _MA ) is not limited to the first embodiment, and is not limited to the second embodiment and the third embodiment. Is also applicable.

FIG. 19 shows a modification of the partial configuration of the system. In FIG. 19, reference numeral 40 denotes a bar display type roll indicator, and a display bar 42 extending in the left-right direction of the vehicle is set on the screen 41. Bar 42
Are divided into an odd number of display elements 42a extending in the longitudinal direction. Then, the electronic control unit 6-5 illuminates the display element 42a at the center of the bar when the vehicle goes straight (see). When the vehicle rolls to the right or left, a number of display elements 42a corresponding to the progress of the vehicle are sequentially lit from the center to the right or left. That is, the display element 42
The roll angle is displayed step by step depending on the number of lights a (see,). The display elements 42a at both ends of the bar are controlled so as to illuminate or blink red in color with the intermediate display element 42a in order to prompt the driver to avoid danger (see, and).

The high load indicator lamp 50 is an electronic control unit.
According to 6-5, the bed of the vehicle pictorial diagram 50a is controlled to be brighter by color according to the degree of high load.

The alert buzzer 60 is provided with two types of buzzers 60a and 60b having different volume and tone color, and the electronic control unit 6-5 determines the necessity of alerting (danger to the roll limit), When the danger is not so high, the buzzer 60a with a low sound volume (A) is used, and when the risk is high, the buzzer 60b with a high sound volume (B) is used to alert the driver.
It is controlled to prompt the stage. In the illustrated case, two independent buzzers are arranged as the alert buzzer 60, but it is also possible to control one buzzer to two types of ringing sounds.

In FIG. 21, 19 is an audio output unit, 7 is an engine controller, and 8 is a brake controller (or a brake device).

[Brief description of drawings]

FIG. 1 is a schematic diagram of a system representing a first embodiment.

FIG. 2 is a block diagram of the same.

FIG. 3 is a flow chart for explaining control contents in the same manner.

FIG. 4 is a flow chart for explaining the same control contents.

FIG. 5 is a flowchart similarly illustrating the control content.

FIG. 6 is a flow chart for explaining the same control contents.

FIG. 7 is a flowchart similarly illustrating the control content.

FIG. 8 is a flow chart for explaining the same control contents.

FIG. 9 is a block diagram illustrating a second embodiment.

FIG. 10 is a flowchart similarly illustrating the control content.

FIG. 11 is a flowchart for explaining the control content of the same.

FIG. 12 is a characteristic diagram illustrating control content.

FIG. 13 is a block diagram illustrating a third embodiment.

FIG. 14 is a flowchart similarly illustrating the control content.

FIG. 15 is a characteristic diagram illustrating control content.

FIG. 16 is a flowchart illustrating a third embodiment.

FIG. 17 is a flowchart similarly illustrating the control content.

FIG. 18 is a flowchart similarly illustrating the control content.

FIG. 19 is an explanatory diagram of a modified mode according to a partial configuration of the system.

[Explanation of symbols]

1a, 1b Vehicle height sensor 2 Horizontal G sensor 3 roll indicator 4,4-2 High load indicator lamp 5 Alert buzzer 6,6-2,6-3,6-5 Electronic control unit 7 Engine controller 8 Brake controller 9 Single load display lamp 6a Roll angle calculation unit 6b, 6b-2, 6b-3 Single load judgment section 6c, 6c-2, 6c-3 Emergency judgment section 6d Indicator output calculation unit 6e Buzzer output section 6f Engine control unit 6g Brake control unit 6h, 6h-3 Horizontal G operation unit 20a, 20b Wheel speed sensor 30 High load indicator lamp

   ─────────────────────────────────────────────────── ─── Continued front page    F-term (reference) 3D037 FA21                 3D046 AA05 BB21 GG02 HH21 HH25                       HH27 KK09 MM34

Claims (10)

[Claims] 1. A roll index for defining a roll characteristic of a vehicle from a roll angle and a lateral acceleration, a warning means for urging a driver to avoid danger, a means for detecting a roll angle of a vehicle body, a means for detecting a lateral acceleration of the vehicle body. A means for calculating, a means for determining a high load state from the average value of the left and right roll characteristics based on these roll indices, a means for setting a determination value relating to a caution in accordance with the high load state, of this set value and the roll angle A rollover prevention device for a vehicle, comprising: means for controlling an alerting means based on the comparison. 2. An alerting means for urging a driver to avoid danger, a means for detecting a roll angle of a vehicle body, a means for detecting a lateral acceleration of the vehicle body, and a roll angle and a lateral acceleration when the lateral acceleration is a predetermined value or more. A means for calculating a roll index that defines the roll characteristics of the vehicle, a means for determining a high load state from the average value of the left and right roll characteristics based on these roll indexes, a means for displaying a determination of a high load state, A rollover prevention device for a vehicle, comprising: a unit for setting a judgment value for alerting, and a unit for controlling the alerting unit based on a comparison between the set value and the roll angle. 3. An alerting means for prompting a driver to avoid danger, a means for detecting a roll angle of a vehicle body, a means for detecting a lateral acceleration of the vehicle body, a means for calculating a roll angle change rate, and a lateral acceleration of a predetermined value or more. And when the rate of change of the roll angle is less than or equal to a predetermined value, means for calculating the roll index that defines the roll characteristic of the vehicle from the roll angle and lateral acceleration, the high load state from the average value of the left and right roll characteristics based on these roll indices Determining means, a means for displaying the determination of the high load state, a means for setting a determination value relating to the alert according to the high load state, and controlling the alerting means based on the comparison between the set value and the roll angle. A rollover prevention device for a vehicle, comprising: 4. An alerting means for prompting a driver to avoid danger, a means for detecting a roll angle of a vehicle body, a means for detecting a lateral acceleration of the vehicle body, a means for detecting a vehicle speed, a lateral acceleration of a predetermined value or more and a vehicle speed of a predetermined value. Means for calculating the roll index that defines the roll characteristics of the vehicle from the roll angle and lateral acceleration when the value is less than or equal to the value, means for determining the high load state from the average value of the left and right roll characteristics based on these roll indices, the high load state And a means for setting a determination value for alerting according to a heavy load condition, and a means for controlling the alerting means based on a comparison between the set value and the roll angle. Rollover prevention device for vehicles. 5. A warning means for urging the driver to avoid danger, a means for detecting the roll angle of the vehicle body, a means for detecting the lateral acceleration of the vehicle body, a means for detecting the vehicle speed, and a roll when the lateral acceleration is equal to or greater than a predetermined value. A means for calculating the roll index that defines the roll characteristic of the vehicle from the angle and lateral acceleration.The average value of the left and right roll characteristics based on these roll indexes is corrected according to the vehicle speed, and the high load state is calculated from the corrected average value. Judgment means, means for displaying the judgment of high load condition, means for setting a judgment value related to caution according to the high load condition, means for controlling the caution means based on comparison of this set value and roll angle A rollover prevention device for a vehicle, comprising: 6. A means for determining a high load state, means for accumulating calculated values of roll indexes, means for counting elapsed time of the integration processing, and elapsed time of integration processing within a predetermined range when the calculation of roll indexes is stopped. When it does not reach, a means to clear the integrated value of the roll index, similarly when the elapsed time falls within a predetermined range, a means to calculate the average roll index on the right or left from the integrated value of the roll index, the average of the left and right average roll indexes A rollover prevention device for a vehicle according to any one of claims 2 to 5, further comprising means for determining a high load state from a value. 7. A means for determining a high load state, means for accumulating calculated values of roll index, means for counting elapsed time of the integration processing, and elapsed time of integration processing within a predetermined range when the calculation of roll index is stopped. When it does not reach, a means to clear the integrated value of the roll index, when the elapsed time falls within a predetermined range, a means to calculate the average roll index of the right or left from the integrated value of the roll index, the average roll index of the right or left Means for accumulating the calculated values of, the means for calculating the right or left average roll index moving average from the integrated value of the predetermined number of average roll indexes, the means for determining the high load state from the average value of the left and right average roll index moving averages 7. The method according to claim 6, further comprising:
A rollover prevention device for a vehicle according to the above description. 8. A means for setting a judgment value related to alerting,
Means for estimating the maximum roll angle based on the roll angle at that point during roll progress, means for determining the degree of urgency from the estimated value, means for setting a determination value corresponding to these from the high load state and the degree of urgency, The rollover prevention device for a vehicle according to any one of claims 1 to 5, further comprising: 9. A means for setting a judgment value for alerting,
A rollover prevention device for a vehicle according to any one of claims 1 to 5, further comprising: means for controlling setting of a determination value using an average value of left and right roll characteristics based on a roll index as a parameter. apparatus. 10. An alerting means for prompting a driver to avoid danger,
A means for detecting the roll angle of the vehicle body, a means for detecting the lateral acceleration of the vehicle body, a means for calculating a roll index that defines the roll characteristic of the vehicle from the roll angle and the lateral acceleration, and an average of the left and right roll characteristics based on these roll indexes A means for determining the high load state from the value, a means for setting a determination value for alerting according to the high load state, and means for controlling the alerting means based on the comparison between the set value and the lateral acceleration. A rollover prevention device for a vehicle characterized by: