JP2003320914A - 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 an optimum timing suited to a loaded condition of a vehicle. <P>SOLUTION: This vehicle rollover preventing device comprises an attention call means (3 to 5) 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) for calculating roll indexes defining the roll characteristics of the vehicle from the roll angle and the lateral acceleration; a means (6b) for discriminating a one-sided condition where loading weight is leaned to one side of the right or left, from a difference between right and left roll characteristics based on the roll indexes; a means (6c) for setting a discrimination value associated with attention call corresponding to one-sided loading; and means (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 commercial vehicles such as trucks, the load condition (load weight, etc.) changes greatly. In the case of a one-sided load in which the weight of the load is biased to the left side or the right side, the vehicle easily rolls, and the roll characteristics of the vehicle greatly change between the left and right.

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 for determining a single-load state in which the weight of the load is biased to the right or left side from the left-right difference in roll characteristics based on these roll indices, means for setting a determination value related to alerting according to the single-load state, this set value and roll A means for controlling the alerting means based on the comparison with the corner 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 to calculate the 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 the value, and the one-sided load state in which the weight of the load is biased to the right or left side from the difference between the roll characteristics based on these roll indexes. Judgment means, means for displaying judgment of unloaded state, means for setting judgment value related to calling attention depending on unloaded status, means for controlling alerting means based on comparison of this set value and roll angle , Are provided.

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 left-right difference of the roll characteristics based on the left-right difference of the load, a means for determining a single-load state in which the weight of the load is biased to the right or left, a means for displaying the determination of the single-load state, a means for setting a determination value for alerting according to the single-load state , And means for controlling the alerting means based on the comparison between the set value and the roll angle.

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 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 a predetermined value or more and the vehicle speed is a predetermined value or less; Means for determining the one-sided load state in which the weight of the item is biased to the right side or the left side, a means for displaying the determination of the one-sided load state, a means for setting a determination value for alerting according to the one-sided load state, the set value and the roll angle. Means for controlling the alerting means based on the comparison of.

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, a means for calculating a roll index defining the roll characteristics of the vehicle from the roll angle and the lateral acceleration when the lateral acceleration is equal to or greater than a predetermined value, and correcting the left-right difference of the roll characteristics based on these roll indexes according to the vehicle speed. A means for determining a one-sided load state in which the weight of the load is biased to the right or the left side from the corrected left-right difference, a means for displaying a determination of the one-sided load state, a means for setting a determination value for alerting according to the one-sided load state, And a means for controlling the alerting means based on the comparison between the set value and the roll angle.

According to a sixth aspect of the invention, in the vehicle rollover prevention device according to any one of the second to fifth aspects of the invention, the one-sided load state is determined from the left-right difference in roll characteristics based on the roll index. The means is a means for accumulating the calculated value of the roll index, a means for counting the elapsed time of the integration process, and the integrated value of the roll index is cleared when the elapsed time of the integration process does not reach the predetermined range when the calculation of the roll index is stopped. And a means for calculating the average roll index from the integrated value of the roll index when the elapsed time falls within a predetermined range, and a means for determining the unloaded state from the left-right difference of the average roll index. .

According to a seventh aspect of the invention, in the vehicle rollover prevention device according to the sixth aspect of the invention, the means for determining the one-sided load state from the difference between the left and right roll characteristics based on the roll index is:
A means for accumulating the calculated value of the roll index, a means for counting the elapsed time of the integration processing, and a means for clearing the integrated value of the roll index when the elapsed time of the integration processing does not reach a predetermined range when the calculation of the roll index is stopped. , Similarly, when the elapsed time falls within a predetermined range, means for calculating the average roll index from the integrated value of the roll index, means for integrating the calculated value of the average roll index, movement of the average roll index from the integrated value of the predetermined number of average roll indexes It is characterized by comprising means for calculating an average and means for determining the unloaded state from the left-right difference of the average roll index moving average.

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 of the invention, means for setting a judgment value for alerting according to a single load state. Includes a means for controlling the setting of the determination value using the left-right difference of the roll characteristics based on the roll index as a parameter.

According to a ninth aspect of the present invention, in a roll-over prevention device for a vehicle, a warning means for urging a driver to avoid danger, a means for detecting a roll angle of the vehicle body, a means for detecting lateral acceleration of the vehicle body, a roll angle and a lateral angle. A means to calculate the roll index that defines the roll characteristics of the vehicle from the acceleration and a means to determine the one-sided load state in which the weight of the load deviates to the right or left side from the left-right difference of the roll characteristics based on these roll indexes, depending on the one-sided load state It is characterized by further comprising: a unit for setting a determination value for alerting, and a unit for controlling the alerting unit based on a comparison between the set value and the lateral acceleration.

[0014]

According to the first aspect of the present invention, the unloaded state (biased side of loaded and degree of unloaded) is easily and accurately determined from the roll characteristics of the vehicle based on the roll index. The judgment value of the control related to alerting is selected according to the unloaded condition and whether the vehicle rolls to the unloaded side or the unloaded side. It is possible to generate an alert for avoidance at an appropriate time.

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, it is possible to accurately define the roll characteristic when turning right and the roll characteristic when turning left.

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,
The roll characteristic when turning right and the roll characteristic when turning left can be accurately defined.

In the fifth aspect of the invention, the left-right difference in 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 obtain an accurate determination that matches the roll characteristics according to the vehicle speed even in the unloaded 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 average roll index is not greatly disturbed and the accuracy of the single load determination is improved. Can be achieved.

According to the seventh aspect of the present invention, the single load state is determined based on the absolute value of the difference between the left and right of the calculated value (average roll index moving average) for moving and averaging a predetermined number of average roll indexes. Highly accurate single load determination can be obtained.

According to the eighth aspect of the invention, the judgment value is controlled according to the left-right difference of the roll characteristics based on the roll index, so that the judgment can be finely processed for the unloaded state.

According to the ninth aspect of the present invention, since the alerting and vehicle deceleration are controlled based on the lateral acceleration, the alerting and vehicle decelerating functions are performed before the roll limit is exceeded even in a traveling 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 unloaded state allows the driver to drive the vehicle carefully.

[0024]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a rollover prevention device for a truck according to a first embodiment, which is a vehicle height sensor 1a,
1b, lateral G sensor 2, roll indicator 3, single load indicator lamp 4, alert buzzer 5, electronic control unit (EC
U) 6, an engine controller 7 and a brake controller 8 (or a brake device).

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 10 (spring) and the axle 11 (unsprung). The lateral G sensor 2 detects lateral acceleration (lateral G) of the vehicle body and is provided on the cargo bed side (for example, 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 so that the swing control is possible. 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 single load display lamp 4 is for displaying a single load state in which the load is biased to the left and right in the traveling direction of the vehicle, and is arranged in the vicinity of the driver's seat like the roll indicator 3. When the vehicle picture 4a is displayed on the screen and the load is biased to the left, the left half of the loading platform is displayed brightly according to the degree of loading, and when the load is biased to the right, the loading platform is loaded. The right half of is displayed brightly according to the degree of single load.

The alert buzzer 5 is arranged in the driver's cab, and when the roll angle becomes large and the risk of rolling over 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 single load indicator lamp 4 are provided. The control command is transmitted to the engine controller 7 and the brake controller 8 in addition to controlling the attention buzzer 5.

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

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. Further, by smoothing fine fluctuations of the roll angle (R) due to unevenness of the road surface and the like, the moving average (R _MA ) of the roll angle (R) at a predetermined time is sequentially calculated in order to eliminate the cause of malfunction. To do.

The single load determination unit 6b smoothes fine fluctuations of the lateral G signal from the lateral G sensor 2 due to disturbance factors, so that the lateral G moving average (G _MA ) at a predetermined time is obtained.
Are sequentially calculated. When the absolute value of the lateral G moving average (G _MA ) is equal to or larger than the predetermined value, the roll index (R _MA ) is calculated from the lateral G moving average (G _MA ) and the roll angle moving average (R _MA ) from the roll angle computing unit 6a. Calculate R _I ) = (R _MA ) / (G _MA ). Regarding the roll angle (R) and the lateral G, those generated on the right side in the traveling direction of the vehicle are given a positive sign, and those generated on the left side are given a negative sign.

The roll index (R _I ) represents the rolling characteristics of the vehicle body. The larger the roll index (R _I ) is, the easier the vehicle body is to roll. Single load determination unit 6
In b, the calculated values of the roll index (R _I ) are sequentially integrated while the lateral G is a predetermined value or more. The elapsed time of the integration process is counted, and when the elapsed time does not reach the predetermined value, the integrated value of the roll index (R _I ) is cleared, while when the elapsed time exceeds the predetermined value, the average is calculated from the integrated value. 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 sign of the roll angle (R) or the sign of the lateral G.

The average roll index (R_IAL，
R_IAR) Is stored, the single load determination unit 6b determines that
Left-right difference (R_IAR-R_IAL) Determine the unloaded condition from the absolute value of
To process. The left-right difference (R_IAR−
R_IAL) Standard value for one-sided cargo judgment compared with the absolute value of
(J_01H, J_02H) Is set. ｜ R_IAR-R_IAL│ ≧ J
_01HAnd R_IAR-R _IALWhen> 0, the cargo is traveling
While it is determined that the load is biased to the right in the direction, | R_IAR−
R_IAL│ ≧ J_01HAnd R_IAR-R_IALWhen <0, the shipment is
It is determined to be a one-sided load state that is biased to the left in the traveling direction of the vehicle. Furthermore
To J_01H<| R_IAR-R_IAL│ ≦ J_{0 2H}In case of,
Small degree, | R_IAR-R_IAL|> J_02HIn case of,
It is determined that the degree is large.

The emergency determination unit 6c calculates the roll angle.
Rolling angle moving average (R _MA) And single package judgment
Based on the determination information from the section 6b, as described later,
Determines the risk of rollover, and based on that determination
Instructor output calculator 6d and buzzer output
Unit 6e, engine control unit 6f, and brake control unit 6g
Sequentially transmitted to.

The indicator output calculation unit 6d 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. Further, based on a command from the emergency determination unit 6c, the annular zone 3c is controlled to have a higher brightness or the color-specific dangerous area 3d is blinked in red in order to prompt the driver to avoid danger. When the single load display lamp 4 receives the single load determination, the display pattern according to the single load state in the vehicle pictorial diagram 4a on the screen (the left half or the right half of the loading platform is displayed brightly according to the degree of single load) To control.

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 single load determination unit 6b so as to prompt the driver to avoid danger. .

When the engine control section 6f and the brake control section 6g receive a command from the emergency determination section 6c, the engine control section 6f and the brake control section 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 is a flow chart for explaining the control contents in the electronic control unit 6 which is the center of the system. In S1, the left and right vehicle height H _L , H _R signals (outputs of the vehicle height sensors 1a, 1b) are sent. To sample. 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 eliminate the cause of the malfunction by smoothing the fine fluctuation of the roll angle (R) due to the unevenness of the road surface. Calculate to. 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 acceleration sensor 2) is sampled. For lateral G signal,
In order to smooth fine fluctuations due to disturbance factors, the moving average (G _MA ) of the lateral G in a predetermined time is sequentially calculated in S5. Regarding the roll angle (R) and the lateral G of the vehicle body, those that occur to the right of the traveling direction of the vehicle are positive signs,
Those that occur to the left are given a negative sign.

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 a predetermined value J _LG . Predetermined value J _LG
Is a reference value for determining whether or not the arithmetic processing described later is necessary. When the determination in S6 is yes, the processing proceeds to S7, while when the determination in S6 is no, the arithmetic processing in S7 to S9 is passed. . As a result, the arithmetic processing of S7 to S9 can be reasonably executed without waste.

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. Also, the elapsed time of the integration process is counted,
When the elapsed time does not reach the predetermined value, the integrated value of the roll index (R _I ) is cleared, while when the elapsed time exceeds the predetermined value, the average roll index (R _I ) is calculated from the integrated value.
_IAL , R _IAR ) is calculated. Then, 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 _MA ) or the lateral G moving average (G _MA ).

The average roll index (R _IAL ,
Once R _IAR ) is stored, S9 and S10 are processed sequentially. FIG. 4 is a flowchart for explaining the processing content of S9. In S9.01, the left-right difference (R
_{IAR −} R _IAL ) absolute value is compared with the reference value J _01H, and | R _IAR
-R _IAL | _Judge whether J _01H . Reference value J
_01H is a minimum threshold value for determining a single load, and is preset according to the vehicle like the other reference values J _02H and J _01C . If the result of S9.01 is yes, the process proceeds to S9.02, while S9.
When the judgment of 01 is no, it jumps to S9.06 (passes the processing of S9.02 to S9.05).

In S9.02, it is determined whether the load is biased to the left or right. When R _IAR -R _IAL > 0, the one-sided load state is biased to the right side (the left side is unloaded), when R _IAR -R _IAL <0, the one-sided load state is biased to the left side (the right side is not loaded). Is determined.

In S9.03, 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 value J _01H and the reference value J _02H to determine whether J _{01 H} <| R _IAR −R _IAL | ≦ J _02H . The reference value J _02H is a threshold value for determining the magnitude of a single load.

When the determination in S9.03 is yes, the process proceeds to S9.04, the degree of the single load is determined to be small, and the lighting of the single load display lamp 4 is controlled together with the determination in S9.02. Start and stop judgment values related to alerting and vehicle deceleration control (Fig. 5
Tables 1 to 6) are selected. On the other hand, when the determination in S9.03 is no, | R _IAR -R _IAL |> J _02H ,
In addition to controlling the lighting of the single load indicator lamp 4 in conjunction with the determination of S9.02, the degree of single load is determined to be large, and the start and stop determination values related to alerting and vehicle deceleration control (table in FIG. 5). 1 to Table 6).

At S9.06, the absolute value of the left-right difference (R _IAR -R _IAL ) of the average roll index is compared with the reference value J _01C ,
| R _IAR −R _IAL | ≦ J _01C is determined. The reference value J _01C is a threshold value for determining whether to cancel the single load determination. S
If the judgment in 9.06 is yes, the flow advances to S9.07 to cancel the single load judgment (reset judgment in S9.02, selection in S9.04 and S9.05). If the determination in S9.06 is no, the previous process (S10)
Proceed to.

FIG. 5 is a flow chart for explaining the processing contents of S10, and in S10.01, the judgment value S _O for activation related to the alert control is compared with the absolute value of the roll angle moving average (R _MA ). Then, it is determined whether or not | R _MA | ≧ S _O. As the determination value S _O , any one of S _OSL , S _{O SU} , S _OLL , and S _OLU in Table 1 is selected (see S9.04 and S9.05). S10.
If the determination in 01 is yes, proceed to S10.02 and activate the alert control. That is, the roll indicator 3 is controlled so that the annular zone 3c is increased in brightness and the color-specific dangerous area 3d is blinked. Also, the alert buzzer 5 is activated. If the determination in S10.01 is no, exit to return.

In S10.03, the judgment 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 ,
Any one of E _OLU is selected (S9.04, S9.05,
reference). When the determination in S10.03 is yes, the engine output (accelerator opening) is controlled in the decreasing direction in S10.04, while when the determination in S10.04 is no, the process returns to return.

At S10.05, the determination value B _O for starting the brake control for the 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 _O is B _OSL , B _OSU , B _OLL ,
One of B _OLU is selected (S9.04, S9.05,
reference). If the determination in S10.05 is yes, in S10.06, the braking device of the vehicle is controlled to the operating state, while S1
When the judgment of 0.06 is no, it returns to the return.

In S10.07, the absolute value of the roll angle moving average (R _MA ) is compared with the determination value (| B _O −B _{O R} |) of the stop related to the brake control for vehicle deceleration, and | 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 one of B _ORSL , B _ORSU , B _ORLL and B _ORLU in Table 4 is selected (see S9.04 and S9.05). . S1
When the judgment of 0.07 is yes, the brake control of the vehicle deceleration is stopped (the operation of the brake device is released) in S10.08, while when the judgment of S10.07 is no, the process is returned to the return.

In [0052] S10.09, 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 one of E _ORSL , E _ORSU , E _ORLL , and E _ORLU in Table 5 is selected (see S9.04, S9.05). . S1
If the determination in 0.09 is yes, the engine control for vehicle deceleration is stopped (the engine returns to normal control) in S10.10, while if the determination in S10.09 is no, the process returns to return.

[0053] In S10.11, the determination value of the stop according to the control of the alert compares the absolute value of the roll angle moving average _{(R MA), (| |} S O -S OR) | 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 E _O , and S _ORSL , S _ORSU , S _ORLL and S in Table 6 are _shown .
_{One of ORLU} is selected (see S9.04, S9.05). If the determination in S10.11 is yes, in S10.12.
While stopping the alert control, if the determination in S10.11 is no, exit to return.

With such a configuration, the unloaded condition of the vehicle (biased load side and unloaded amount) can be easily and accurately determined based on the average roll index (R _IAL , R _IAR ). Judgment value of control related to alerting and vehicle deceleration (Fig. 5
Tables 1 to 6) are selected depending on whether the vehicle rolls to the single-load side or the non-single-load side. Therefore, even in the single-load state in which the vehicle easily rolls over. , It is possible to control alerting and vehicle deceleration at appropriate timing. Further, the single load display lamp 4 displays the single load state of the vehicle so that the driver can easily recognize it, and the driver can be encouraged to drive the vehicle carefully.

FIG. 6 illustrates the second embodiment and is a block diagram showing a functional configuration of a control system in the track rollover prevention apparatus. 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.

A lateral G calculator 17 is provided in the electronic control unit 6-2, which is the center of the system. Horizontal G calculation unit 17
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 single load determination unit 6b-2, the lateral G calculation unit 1
Based on the lateral G signal from 7, the moving average (G _MA ) of the lateral G in a predetermined time is sequentially calculated. 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 vehicle speed (V) is equal to or lower than the predetermined value, the roll index (R _I ) is calculated and the roll index is integrated. 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 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 _MA ) 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 single load determining 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,
It is updated sequentially. When both the left and right average roll index moving averages (R _IMAL , R _IMAR ) are stored, the determination of the unloaded state is processed from the absolute values of these left and right differences (R _IMAR −R _IMAL ). The left-right difference (R _IMAR −R _IMAL )
The standard value for the one-sided load judgment compared with the absolute value of (J _01H ,
_J02H , _J03H ) 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 , the degree of single load is small, and when J _02H <| R _IMAR −R _IMAL | ≦ J _03H , medium degree of load, | R _IMAR -R _IMAL |> When J _03H ,
It is determined that the degree of one-sided load is large.

The emergency determination unit 6c-2 calculates the roll angle.
Rolling angle moving average (R _MA) And single package judgment
Based on the judgment information from section 6b-2,
Determines the risk of rollover, and based on that determination
The voice output unit 18 and the indicator output calculation unit 6d
And a buzzer output unit 6e, an engine control unit 6f, and a buzzer.
The data is sequentially transmitted to the rake control unit 6g.

The voice output unit 18 operates the voice output device 19 so as to generate voice information corresponding to these based on the judgment information from the one-side load judgment unit 6b-2 and the instruction from the emergency judgment unit 6c-2. Control. 6, components having the same basic functions as those in FIG. 2 are designated by the same reference numerals.

FIG. 7 shows an electronic control unit at the center of the system.
In 6-2, a flow chart for explaining a control content, in S1, sampling the left and right vehicle height H _L, H _R signal (output of the vehicle height sensor). 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 eliminate the cause of the malfunction by smoothing fine fluctuations due to the unevenness of the road surface. 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 greater than or equal to a 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 all the determinations in S6 to S8 are 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).

If 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 _MA ) 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. FIG. 8 is a flowchart for explaining the processing contents of S14. In S14.01, the absolute value of the left-right difference (R _IMAR −R _IMAL ) of the average roll index moving average is the reference value J.
_It is determined whether or not | R _IMAR −R _IMAL | ≧ J _01H by comparing with _01H . 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 _03H , and J _01C . If the determination in S14.01 is yes, the process proceeds to S14.02, while if the determination in S14.01 is no, S1
Jump to 4.08 (pass the processing of S14.02 to S14.07).

In S14.02, it is determined whether the load is biased to the left or right. When R _IMAR −R _{IM AL} > 0, the load is biased to the right (single load on the left side), R _IMAR −R _IMAL <
When it is 0, it is determined that the load is biased to the left side (the right side is non-load).

In S14.03 and S14.05,
judge. Specifically, in S14.03, the average roll finger
Left-right difference of moving average (R_IMAR-R_IMAL) Based on the absolute value of
Value J _01HAnd reference value J_02HCompared with J_01H<| R_IAR−
R_IAL│ ≦ J_02HDetermine whether or not. Reference value J_02HIs
This is a threshold value for determining whether the load is small or medium.

When the determination in S14.03 is yes, the process proceeds to S14.04, the degree of the single load is determined to be small, and the lighting of the single load display lamp 4 is controlled together with the determination in S14.02. Select the start and stop judgment values related to control of attention and vehicle deceleration. If the determination in S14.03 is no, in S14.05, J
_02H <| R _IAR −R _IAL | ≦ J _03H . The reference value J _02H is a threshold value for determining the medium _size of the load.

If the determination in S14.05 is yes, the process proceeds to S14.06, the degree of the single load is determined to be medium, and the lighting of the single load display lamp 4 is controlled together with the determination in S14.02. Select the start and stop judgment values related to control of attention and vehicle deceleration. When the judgment of S14,05 is no, | R _IAR -R _IAL |>
It is J _03H , and in S14.07, the degree of the single load is determined to be large, and in addition to controlling the lighting of the single load display lamp 4 together with the determination in S14.02, activation related to alerting and control of vehicle deceleration And the judgment value of stop.

In S14.08, the absolute value of the left-right difference (R _IMAR -R _IMAL ) of the average roll index moving average is used as the reference value J _01C.
It is determined whether or not | R _IMAR −R _IMAL | ≦ J _01C . The reference value J _01C is a threshold value for determining whether to cancel the single load determination. If the determination in S14.08 is yes, the process proceeds to S14,09 to cancel the single load determination (determination in S14.02, selection in S14.04, S1
Reset 4.06 and S14.07) while S1
If the determination in 4.08 is no, the process proceeds to the previous process (S15).

In S15, based on the comparison between the judgment value selected in S14.04 or S14.06 or S14.07 and the absolute value of the roll angle moving average (R _MA ) obtained from the processing in S5, In the same manner as in the case of 5, the start and stop related to the alerting and vehicle deceleration control are processed.

In the case of FIG. 5, the degree of one-sided load is determined in two steps, large and small, but in this example, it is determined in three steps, large, medium, and small. Also, regarding the judgment value of stop and stop, the setting of one side and non-single side (refer to Table 1 to Table 6 in FIG. 5) is 3 (one side is large, one side is medium, and one side is small). ).

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 roll 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. 7).

In the one-sided load determination, a left-right difference (R _IMAR −) of a calculated value (average roll index moving average) for moving average of a predetermined number (N _RIMA ) of average roll indices (R _IAR , R _IAL ).
Since the unloaded state is determined based on the absolute value of R _IMAL ), stable and highly accurate unloaded determination can be obtained (S1 in FIG. 7).
3, S14, see). The average roll index (R _IAR , R _IAL ) is
Although it computed from the integrated value of the roll index _{(R I) (R ISUM)} , integrated value elapsed time accumulation processing (T _{J L)} is out of a predetermined time range for (R _ISUM) makes it clear this Therefore, the stabilization of the integrated value (R _ISUM ) does not cause the calculated values of the average roll index (R _IAR , R _IAL ) to be greatly deviated, which leads to an improvement in the accuracy of single load determination (see FIG. 7). See 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 ).

As for the single load display lamp 4, since the determination of the single load level is made in three steps, it is desirable to display each color according to the level of the single load. In order to provide the driver with more detailed information about the degree of one-sided load, the start and stop judgment values related to the alert control are divided into the one-sided side and the non-sided side, and the map is set as shown in FIG. It is _advisable to control the set value according to the load level (| R _IMAR −R _IMAL |).

FIG. 10 illustrates the third embodiment and is a block diagram showing the functional configuration of the control system in the track roll-over 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.

In the electronic control unit 6-3, which is 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 single load determination unit 6b-3, the lateral G calculation unit 17
The moving average (G _MA ) of the lateral G in a predetermined time is sequentially calculated based on the lateral G signal from -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 roll index (R
While clearing the integrated value (R _ISUM ) of _I ) while the elapsed time falls within the predetermined time range, the average roll index (R _IAL , R _IAR ) is calculated from the integrated value (R _ISUM ).

Since the characteristics of the roll of the vehicle are different between the low speed running state and the high speed running state, the correction coefficient (K) corresponding to the vehicle speed (V) is obtained from the map of the setting as shown in FIG. , Average roll index (R _IAL , R _IAR ) is corrected. The corrected average roll index (K × R _IAL , K × R _IAR ) is stored separately for the left and right from the sign of the roll angle moving average (R _MA ) or the lateral G moving average (G _MA ). The vehicle speed (V)
Is calculated from the average value of the left and right wheel speeds (V _L + V _R ) / 2.

Average roll index (K × R _IAL , K × R _IAR )
When the number of stored items reaches a predetermined number, the single load determination unit 6b-3 determines the moving average (R ′) of the average roll indices (K × R _IAL , K × R _IAR ).
_Imal, calculates the R _'IMAR). These moving averages (R '
_IMAL, R _'IMAR) is stored, it is sequentially updated. Mean roll exponential moving average of the left and right both _{(R 'IMAL, R' IMAR} )
Is stored, these left-right differences (R ' _IMAR −
The judgment of the unloaded state is processed from the absolute value of _R'IMAL ). The piece load determination unit 6b-3, laterality (R _'IMAR -R' _IMAL) absolute value compared to the single load reference value of the determination of the (J _01H, J _02H, J
_03H ) is 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. Furthermore, when J _01H <| R ′ _IMAR −R ′ _IMAL │ ≦ J _02H , the degree of single load is small, and J _02H <| R ′ _IMAR −R ′.
_IMAL ｜ ≦ J _03H , medium load is medium, | _R'IMAR
When -R ' _IMAL │> J _03H , it is determined that the degree of single load is large.

The emergency determination unit 6c-3 calculates the roll angle.
Rolling angle moving average (R _MA) And single package judgment
Based on the judgment information from section 6b-3,
Determines the risk of rollover, and based on that determination
The voice output unit 18 and the indicator output calculation unit 6d
And a buzzer output unit 6e, an engine control unit 6f, and a buzzer.
The data is sequentially transmitted to the rake control unit 6g. In FIG.
Components having the same basic functions as those in FIG.
It

FIG. 11 is a flow chart for explaining the control contents in the electronic control unit at the center of the system. In S1, the left and right vehicle height H _L , H _R signals (outputs of the vehicle height sensors 1a, 1b) are sampled. To do. 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. Roll angle (R) is the relative tilt angle between the vehicle body and the axle.

[0088] 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 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 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 at S7 and S8 are both yes, at 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,
Integrated value (R_ISUM) To the average roll index (R_IAL, R_IAR)
Is calculated. In S13, the vehicle speed is changed from the map in FIG.
Calculate the correction coefficient (K) according to (V) and calculate the average roll index
(R_IAL, R_IAR) Is corrected. Corrected average roll index
(K × R_IAL, K × R_IAR) Is the rolling angle moving average
(R _MA) Or horizontal G moving average (G_MA) From the sign of
It is stored separately for left and right. On the other hand, when the determination in S11 is no
Is the average roll index (R_IAL, R_IAR)
Integrated value (R_ISUM) Clear
Is.

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, (| R _IMAR--
R _IMAL |) changes to (| R ' _IMAR −R' _{IMA L} |),
The description is omitted because it is similar to FIG. 8. The processing content of S16 is the same as that of FIG. 5 (however, the setting of the single-side and non-single-side of Tables 1 to 6 is about one load, medium load, medium load, small load) The description is omitted.

With this configuration, the average roll indexes (R _IAL , R _IAR ) are corrected according to the vehicle speed (V) (FIG. 1).
Therefore, it is possible to obtain an accurate one-sided load determination suitable for the roll characteristic of the vehicle according to the vehicle speed (V).

FIG. 13 shows a rollover prevention device for a truck according to the fourth embodiment, which includes vehicle height sensors 1a and 1a.
b, a lateral G sensor 2, a roll indicator 3, a single load display lamp 4, a high load display lamp 30, a warning buzzer 5, an electronic control unit 6-4, an engine controller 7 and a brake controller (or a brake device). .

The vehicle height sensors 1a and 1b are arranged on the left and right sides of the frame 10 so as to measure the distance between the frame (spring) and the axle (unsprung) in order to detect the height of the vehicle. The lateral G sensor 2 detects lateral acceleration (lateral G) of the vehicle body and is provided on the cargo bed side (for example, 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 so that the swing control is possible. 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 30 indicates that the load is in a high load state, and the roll indicator 3
Also, it is arranged in the vicinity of the driver's seat like the single load display lamp 4. The vehicle pictorial diagram 30a is displayed on the screen, and when the center of gravity of the load is high and the load is high in the constant volume or half volume, the upper part of the bed is displayed brightly. When the vehicle pictogram 4a is displayed on the screen and the load is biased to the left, the single load display lamp 4 displays the left half of the loading platform brightly according to the degree of the load, and the load is biased to the right. When in the loaded state, the right half of the loading platform is displayed brightly according to the degree of loading. The high load display lamp 30 and the single load display lamp 4 may share the screen and the vehicle pictorial diagrams 30a and 4a.

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

The electronic control unit 6-4 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 single load display. While controlling the lamp 4, the high load display lamp 30, and the alert buzzer 5, the control command is transmitted to the engine controller 7 and the brake controller 8.

In FIG. 14, the electronic control unit 6-4
Is a roll angle calculation unit 6a, a load state determination unit 6b-4, an emergency determination unit 6c-4, an indicator output calculation unit 6d-4, a buzzer output unit 6e, an engine control unit 6f, a brake control unit 6
g.

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 rate of change of the roll angle moving average (R _MA ) is sequentially calculated.

The load state judgment unit 6b-4 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 larger than a predetermined value, the roll index (R _I ) representing the roll characteristic of the vehicle is calculated from the lateral G moving average (G _MA ) and the roll angle moving average (R _MA ). = (R _MA ) / (G _MA ) is calculated. Regarding the roll angle (R) and the lateral G, those generated on the right side in the traveling direction of the vehicle are given a positive sign, and those generated on the left side are given a negative sign.

While the lateral G moving average (G _MA ) is above a predetermined value,
The calculated values of the roll index (R _I ) are sequentially added. 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 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 _MA ) or the lateral G moving average (G _MA ).

The average roll index (R _IAL ,
When R _IAR) is stored, the load state determining section 6b-4, these average roll index (R _IAL, based on R _IAR), load state (Katani, high load, constant volume, semi product, unladen) Process the decision. The loading state determination unit 6b-4 provides a reference value (J _01H , J _02H ) that is 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 indices (R
_Normal value of _IAL , R _IAR ) (R _IMA ) = (R _{I AL} + R _IAR ) /
Reference values (J _LL , J _LH , J _GH ) to be compared with 2 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.

When R _IMA ≧ J _GH , the constant or high product of which the center of gravity of the load is high, or when J _LL ≦ R _{I MA} <J _GH , the constant product of flat load, J _LH When ≦ R _IMA <J _LL , it is determined that the load is a half-volume product in a flat state, and when R _IMA <J _LH , it is an empty vehicle with no load.

The emergency determination unit 6c-4 calculates the roll angle.
Rolling angle moving average (R _MA) And loading status
The judgment information from the judgment unit 6b-4 and the lateral G moving average (G_MA)
The risk of vehicle rollover is determined based on the
The indicator based on the judgment
Output control unit 6d-4, buzzer output unit 6e, and engine control
It is sequentially transmitted to the section 6f and the brake control section 6g.

The indicator output calculation unit 6d-4 controls the roll indicator 3 to swing the vehicle pictorial diagram 3a and the pointer 3b to an angular position according to the roll angle moving average (R _MA ) from the roll calculation unit 6a. To do. Further, when the lateral G moving average (R _MA ) from the load state determination unit 6b-4 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 section 6c-4, the color-based dangerous area 3d of the annular zone 3c is controlled to blink in red. When the load state determination unit 6b-4 receives the single load determination or the high load determination, the single load display lamp 4 or the high load display lamp 30
Are controlled to have respective predetermined display patterns.

The buzzer output unit 6e is an emergency judgment unit.
Based on the command from 6c-4 and the determination information from the load determination unit 6b-4, the start and stop of the alert buzzer 5 is controlled to prompt the driver to avoid danger.

When the engine control section 6f and the brake control section 6g receive a command from the emergency determination section 6c-4, the engine control section 6f and the brake control section 6g control the vehicle so that the vehicle is actively decelerated until the command is released. Yes, 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. 15 shows the electronic control unit of the system center.
In the flowchart explaining the control contents in G.6-4
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. On S4
The roll angle moving average roll angle (R_MA) Change rate
(R_MAR) Is calculated. Roll angle (R) is the body and axle
Is a relative tilt angle between and.

At S5, 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 S6,
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 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 . The judgment of S7
If yes, proceed to S8, while if S7 is no, S
Fly to 15.

At S8, the roll characteristic of the vehicle is expressed.
The roll index (R _I ) = (R _MA ) / (G _MA ), is calculated. In S9, 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, in S10, the absolute value of the left-right difference (R _IAR −R _IAL ) of the average roll index is compared with the reference value J _01H to determine whether or not | R _IAR −R _IAL | ≧ J _01H . judge.
The reference value J _01H is the minimum threshold value for determining a one-sided load. When the determination in S10 is yes, the process proceeds to the one-sided load level determination in S11, while when the determination in S10 is no, the processing in S13 is performed. Fly to.

The judgment of the single load degree in S11 is carried out in S9.02 to S9.0 in FIG.
Since the processing content is the same as that of 7, the description is omitted. Also, S12
For warning of the vehicle and control of vehicle deceleration, refer to S1 in FIG.
Since the processing contents are the same as 0.01 to s10.12, the description is omitted.

FIG. 16 is a flow chart for explaining the processing contents of S13. In S13.O1, the level ground (R _IMA ) = (R _IAL +) of the left and right average roll indices (R _IAL , R _IAR ).
R _{IA R} ) / 2 is calculated. In S13.02, the level value (R _IMA ) is compared with the reference value J _GH to determine whether (R _IMA ) ≧ J _GH . In S13.04, the standard value (R _IMA )
_Is compared with the reference value J _LL to determine whether (R _IMA ) ≧ J _LL . In S13.06, the level value (R _IMA ) is compared with the reference value J _LH to determine whether (R _IMA ) ≧ J _LH .
The reference value J _GH is a threshold value for determining a high load (a loading state in which the center of gravity of the load is higher than the flat loading state).
_LL is a threshold value for determining a constant product in a flat product state, reference value J _LH is a threshold value for determining a half product in a flat product state, and these are preset according to the vehicle. Is set.

When the determination in S13.02 is yes, (R _IMA ) ≧
A J _GH, in S13.03, determines that the center of gravity is high isochoric or high load of the semi-product of cargo, in addition to controlling the lighting of the high-load display lamp 30, according to control of the reminder and vehicle deceleration starting and Stop judgment value (Tables 5 to 5 in FIGS. 17 and 18)
(See Table 10). The determination in S13.02 is no and S1
When the judgment in 3.04 is yes, J _LL ≤ (R _IMA ) <J _GH , and in S13.05, it is judged that the load is a constant product in the flat-packed state,
The start and stop judgment values (see Tables 5 to 10) related to alerting and vehicle deceleration control are selected.

The determination in S13.02 is no and the determination in S13.04 is no.
If the judgment in S13.06 is yes, J _LH ≤ (R _IMA ) <J
It is _LL , and in S13.07, the load is determined to be a half-volume product in a flat state, and start / stop determination values related to alerting and vehicle deceleration control (see Tables 5 to 10 in FIGS. 17 and 18). ) Is selected. When the determination in S13.02 is no, the determination in S13.04 is no, and the determination in S13.6 is no, (R _IMA ) <J _LH , and in S13.08, it is determined that there is no load, A start / stop determination value (see Tables 5 to 10 in FIG. 17 and FIG. 18) related to attention and vehicle deceleration control is selected.

FIG. 17 is a flow chart for explaining the processing of S14 (FIG. 15). In S14.01, it is judged whether or not to enter the estimation processing of the maximum roll angle used for judging the degree of urgent described later. To do. Specifically, from Table 2 S13.02
Set value according to the judgment from S13.08 (Fig. 16) to the reference value J _RS
To be selected as. 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 S14.01 is yes, the process proceeds to S14.02, while if the determination in S14.01 is no, the process jumps to S14.09.

In S14.02, the 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 S13.02 to S13.08 (FIG. 16) 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 S14.03, maximum roll angle (R _MAX ) = roll progress 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 S14.04, 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 S14.05 and S14.10, the roll urgency is determined based on the determined value (R _MAXC ) of the maximum roll angle. In S14.05, the determined value (R _MAXC ) is compared with the judgment value J _R3 of the urgency level III, and it is judged whether (R _MAXC ) ≧ J _R3 . In S14.10, 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 is selected according to the determination of S13.02 to S13.08 (FIG. 16) from Table 4.

When the determination in S14.05 is yes, it is determined to be the urgency level III, and in S14,06, S13.02 to S13.08 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 corresponding to the determination of (FIG. 16), and the absolute value of the roll angle moving average (R _MA ) is determined by the determination value S.
_It is compared with _R3 to determine whether | R _MA | ≧ S _R3 . S14.
When the determination of 06 is yes, S14.07 and S14.08 are sequentially processed, while when the determination of S14.06 is no, the processes of S14.07 and S14.08 are passed.

The determination in S14.05 is no and the determination in S14.10 is yes
When it is, the urgency level II is determined, and in S14.11, the determination value S _R2 for activation related to the alert control is set according to the determination of S13.02 to S13.08 (FIG. 16) in Table 5. Select the corresponding value of urgency II from the values, and roll angle moving average (R _MA )
The absolute value of is compared with the determination value S _R2 to determine whether | R _MA | ≧ S _R2 . When the determination of S14.10 is yes, S14.11 and S14.12 are sequentially processed, while when the determination of S14.10 is no, the processes of S14.11 and S14.12 are passed.

When the determination in S14.05 is no and the determination in S14.10 is no, the urgency I is determined, and in S14.14, as the determination value S _R1 for activation related to the alerting control, Table 5 In
A corresponding value of the urgency I is selected from the set values corresponding to the determinations in S13.02 to S13.08 (FIG. 16), the absolute value of the roll angle moving average (R _MA ) is compared with the determination value S _R1, and | It is determined whether R _MA | ≧ S _R1 . When the determination of S14.14 is yes, S14.15 and S14.16 are sequentially processed, while when the determination of S14.14 is no, the processes of S14.15 and S14.16 are passed.

At S14.07, S14.12, and S14.15, the attention 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. 18 is a flow chart for explaining the processing contents of S14.08, S14.13 and S14.16. In S14.50, the determination value E and the roll angle of the start relating to the engine control of the vehicle deceleration are set. The absolute values of the moving average (R _MA ) are compared, and ｜ R _MA ｜
It is determined whether ≧ E. The judgment value E is _EHG , E in Table 6.
_I, the E _H, E _U, one of (Figure 16, S13.0
2 to S13.08) is selected. S14.5
When the determination of 0 is yes, the engine output (accelerator opening) is controlled in the decreasing direction in S14.51, while when the determination of S14.50 is no, the process returns from S15 and S16 (Fig. 15) to return. Get out.

In S14.52, 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 S13.02 to S13.08 in FIG. 16) is selected. If the determination in S14.52 is yes, S1
In 4.53, the brake device of the vehicle is controlled to the operating state, while when the determination in S14.52 is no, the process returns from S15 and S16 (FIG. 15) to return.

In S14.54, the absolute value of the roll angle moving average (R _MA ) is compared with the absolute value of the roll angle moving average (R _MA ) in relation to the stop determination value related to the brake control for vehicle deceleration (| B−B _R |), 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 for starting, and any one of B _RHG , B _RI , B _RH , and B _RU in Table 8 (in FIG. 16, The set value according to the judgment in S13.02 to S13.08) is selected. If the determination in S14.54 is yes, S14.5
In 5, the brake control for vehicle deceleration is stopped (the operation of the brake device is released), while if the determination in S14.54 is no, the process returns from S15 and S16 (FIG. 15) to return.

In S14.56, the absolute value of the roll angle moving average (R _MA ) is compared with the judgment value (| E−E _R |) of stop related to the 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. 16, The set value according to the judgment in S13.02 to S13.08) is selected. If the determination in S14.56 is yes, S14,5
At 7, the engine control for vehicle deceleration is stopped (the engine returns to normal control), while if the determination in S14.56 is no, the process returns from S15 and S16 (FIG. 15) to return.

At S14.58, the absolute value of the roll angle moving average (R _MA ) is compared with the judgment value (| S _R -S _RR |) of stop related to the attention control, 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. 16, S13.02~S1
The set value according to the judgment of 3.08) is selected. If the determination in S14.48 is yes, the alert control is stopped in S14.59, while if the determination in S14.48 is no, S15 and S16
Exit from (Fig. 15) to return.

In S14.09 of FIG. 17, the determination of the maximum roll angle determination value (R _MAXC ) and the urgency levels I to III are cleared. That is, when the determination in S14.01 is no, S14.
It passes the processing from 02 to S14.16.

The processing of S14 and S15 of FIG. 15 is set to prompt the driver to warn 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. FIG. 19 is a flow chart for explaining the processing contents of S15. In S15.01, the absolute value of the lateral G moving average (G _MA ) is compared with the judgment value S _G, and | G _MA |
It is determined whether ≧ S _G. S _G is a determination value of activation related to control of alerting based on the lateral G, and from Table 11 to S13.02.
Up to S13.08 (FIG. 16) or S11 (FIG. 15) is selected.

If the determination in S15.01 is yes, in S15.02, the alerting control is activated. That is, the operation of the roll indicator and the alert buzzer is controlled in order to prompt the driver to properly alert the driver to avoid danger. S15,01
If the judgment is no, return to the exit.

At S15.03 following the processing at S16, 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 S16.02 ~ S13.08 from Table 16
According to the judgment of (Fig. 16) or the judgment of S11 (Fig. 15)
The set value is selected. If the result of S15.03 is yes, S1
In 5.04, while stopping the control of alerting, S15.03
If the judgment is no, return to the exit.

FIG. 20 is a flow chart for explaining the processing contents of S16. In S16.01, it is determined whether the absolute value of the lateral G moving average (G _MA ) is based on the lateral G and the engine control for vehicle deceleration is started. It is compared with the value E _G to determine whether or not | G _MA | ≧ E _G. Judgment value E _G is from Table 12 S13.02 ~ S1
The set value is selected according to the judgment of 3.08 (FIG. 16) or the judgment of S11 (FIG. 15). If the determination in S16.01 is yes, the engine output (accelerator opening) is controlled in the decreasing direction in S16.02, while if the determination in S16.01 is no, return is made.

In S16.03, 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. As the determination value B _G , a set value corresponding to the determination in S13.02 to S13.08 (FIG. 16) or the determination in S11 (FIG. 15) from Table 13 is selected. If the determination in S16.03 is yes, S16.04
In, while the brake device of the vehicle is controlled to be in the operating state, when the determination in S16.03 is no, the process is returned to the return.

In S16.05, 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 14 S13.02 to S13.08 (FIG. 16).
The setting value is selected according to the determination of S11 or the determination of S11 (FIG. 15). When the determination in S16.05 is yes, in S16.06, the brake control for vehicle deceleration is stopped (the brake device is deactivated), while when the determination in S16.05 is no, the process returns.

In S16.07, the horizontal 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 15 the judgment of S13.02 to S13.08 (FIG. 16) or
The set value is selected according to the determination in S11 (FIG. 15). S1
If the determination in 6.07 is yes, in S16.08, the engine control for vehicle deceleration is stopped (the engine returns to normal control), while if the determination in S16.07 is no, the process returns to return.

With such a configuration, the load condition is determined based on the left and right average roll indices (R _IAR , R _IAL ), and the determination value according to the determination and the absolute value of the roll angle moving average (R _AM ) are determined. By performing comparison with the above, the control for alerting and decelerating the vehicle is performed (see S8 to S14 in FIG. 15).
In addition, alerting and vehicle deceleration are controlled 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 S15 and S16 in FIG. 15), so the roll angle 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.

Regarding the loaded state in which the vehicle body easily rolls, not only a single load but also a high load is appropriately determined, and the control according to these determinations functions to alert and decelerate the vehicle at an appropriate timing. Therefore, the driving safety of the vehicle can be greatly improved. Further, the single load display lamp 4 and the high load display lamp 30 can promote careful driving.

[0144] Incidentally, in the lateral G moving average control of alerting and vehicle deceleration based on (G _MA) (S15 and S16 in FIG. 15) from such rate of change of the lateral G moving average (G _MA), load state ( It is also possible to independently determine whether the load is one load, high load, constant volume, half volume, or empty vehicle. In that case, S7 (FIG. 15) can be omitted (direct connection between S6 and S8).

FIG. 21 shows a modification of the partial configuration of the system. In FIG. 21, 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 single-load display lamp 50 is constructed so that the vehicle pictogram can be controlled to swing, and the electronic pictorial unit 6-5 tilts the vehicle pictogram 50a in which the single-load side of the loading platform is brightly displayed according to the degree of single-load. Controlled as.

The alert buzzer 60 is provided with two types of buzzers 60a and 60b having different sound volumes and timbres, and the electronic control unit 6-5 determines the need for alerting, and when the need is small, When the need increases due to the buzzer 60a with a low tone volume (A),
The buzzer 60b having a high tone color (B) controls the driver in two steps.
In the illustrated case, the alert buzzer 60 has two independent buzzers.
However, it is also possible to control one buzzer to two kinds 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 block diagram illustrating a second embodiment.

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 characteristic diagram illustrating control contents.

FIG. 10 is a block diagram illustrating a third embodiment.

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 schematic diagram of a system representing a fourth embodiment.

FIG. 14 is a block diagram of the same.

FIG. 15 is a flowchart similarly illustrating the control content.

FIG. 16 is a flowchart for explaining the control contents in the same manner.

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

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

FIG. 19 is a flowchart similarly illustrating the control content.

FIG. 20 is a flowchart similarly illustrating the control content.

FIG. 21 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 Single load display lamp 5 Alert buzzer 6,6-2,6-3,6-4,6-5 Electronic control unit 7 Engine controller 8 Brake controller 6a Roll angle calculation unit 6b, 6b-2, 6b-3, 6b-4 Single load determination unit 6c, 6c-2, 6c-3, 6c-4 Emergency judgment section 6d, 6d-4 Indicator output calculation unit 6e Buzzer output section 6f Engine control unit 6g Brake control unit 17-3 Horizontal G calculation unit 20a, 20b Wheel speed sensor 30 High load indicator lamp

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60T 8/18 B60T 8/18

Claims (9)

[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. Means for calculating, a means for determining a unilateral load state in which the weight of the load is biased to the right or left side from the left-right difference of roll characteristics based on these roll indices, means for setting a decision value relating to an alert depending on the unilateral load state, A rollover prevention device for a vehicle, comprising: means for controlling an alerting means based on a comparison between the set value and the roll angle. 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 single load state in which the weight of the load is biased to the right or left side based on the left-right difference of the roll characteristics based on these roll indexes, and a determination for the single load state are displayed. A rollover of a vehicle, comprising: a means, a means for setting a determination value for alerting according to a single load state, and a means for controlling the alerting means based on a comparison between the set value and the roll angle. Prevention device. 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, a means for calculating the roll index that defines the roll characteristic of the vehicle from the roll angle and lateral acceleration. Or a means for determining the one-sided load state that is biased to the left side, a means for displaying the determination of the one-sided load state, a means for setting a determination value for alerting according to the one-sided load state, based on a comparison between this 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. When the value is less than or equal to the value, a means to calculate the roll index that defines the roll characteristic of the vehicle from the roll angle and lateral acceleration, and the one-sided load state in which the weight of the load is biased to the right or left side from the difference between the roll characteristics based on these roll indices. Judgment means, means for displaying judgment of unloaded state, means for setting judgment value related to calling attention depending on unloaded status, means for controlling alerting means based on comparison of this set value and roll angle A rollover prevention device for a vehicle, comprising: 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 the lateral acceleration, and the lateral difference of the roll characteristic based on these roll indexes is corrected according to the vehicle speed, and the weight of the load is right or Means for determining the one-sided load state that is biased to the left, means for displaying the one-sided load state determination, means for setting a determination value for alerting according to the one-sided load state, based on a comparison between this set value and the roll angle A rollover prevention device for a vehicle, comprising: means for controlling an alerting means. 6. A means for determining the one-sided load state from the difference between the roll characteristics based on the roll index, means for integrating the calculated values of the roll index, means for counting the elapsed time of the integration process, and stopping the calculation of the roll index. Sometimes the means for clearing the integrated value of the roll index when the elapsed time of the integration process does not reach the predetermined range, and the means for calculating the average roll index from the integrated value of the roll index when the elapsed time falls within the predetermined range, the average The rollover prevention device for a vehicle according to any one of claims 2 to 5, further comprising: a unit that determines a one-sided load state based on a difference between left and right roll indices. 7. A means for determining a one-sided load state based on a left-right difference in roll characteristics based on a roll index, means for accumulating a calculated value of a roll index, means for counting an elapsed time of the integration process, and stop of calculation of a roll index. Sometimes the means for clearing the integrated value of the roll index when the elapsed time of the integration process does not reach the predetermined range, and the means for calculating the average roll index from the integrated value of the roll index when the elapsed time falls within the predetermined range, the average A means for accumulating the calculated values of the roll index, a means for calculating an average roll index moving average from a predetermined number of integrated values of the average roll index, and a means for determining a one-sided state from the left-right difference of the average roll index moving average. The rollover prevention device for a vehicle according to claim 6, wherein 8. The means for setting a judgment value for alerting according to a single load state comprises means for controlling the setting of the judgment value by using a lateral difference of roll characteristics based on a roll index as a parameter. The rollover prevention device for a vehicle according to any one of claims 1 to 5. 9. 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 the vehicle body, a means for detecting a lateral acceleration of the vehicle body. Means for calculating, a means for determining a unilateral load state in which the weight of the load is biased to the right or left side from the left-right difference of roll characteristics based on these roll indices, means for setting a decision value relating to an alert depending on the unilateral load state, A rollover prevention device for a vehicle, comprising: means for controlling an alerting means based on a comparison between the set value and the lateral acceleration.